THE interior in the big green V8 really gets the treatment with special “quilted” roof padding, roof paper holder, black and white high back seats, padded dash and full instrumentation's it the introduction of the
1974 model “F” series trucks, the Ford Motor Company has definitely moved its light mediums out of the “just a truck" sphere into the realms of comfortable motoring. The new V8 automatic F100 is a" beautiful truck” And I say this not without some experience. Anyone who can climb out of the cab of a Mick” after spending 221/2 hours driving through potholes, floods and all the other paraphernalia which blocked the highway between Melbourne and Sydney several months ago and still look back on the trip as being something of considerable pleasure, has to like the vehicle he’s driving. The V8 F100 is a tractable,
easy-to-manage open road toured. While it’s true to say that in some instances the handling leaves a lot to be desired, it would be untrue, and in fact unfair, to forget to mention that its handling at least matches that of a big percentage of the so-called family sedans being punted around our highways at the moment. One point which must not be left without criticism however is the incredibly poor standard of lighting. Although proper adjustment accounted for some of the problems, I was able to drive all the way from Asbury to Bathurst up the Olympic Highway at night with the lights on high beam without once attracting high beam130km/h (80mph) for hours on end, this is inexcusable. The steering is remarkably light and responsive despite the weight of the V8 sitting over the front axle. The standard tires leave a lot to be desired, but then again the average buyer is not looking for high speed open road performance. However, if Ford’s production can keep up with their marketing ploys aimed at pulling in the recreational market, then they’ll have to consider offering a less" commercial” range of tires for the Fl00s .However, even with narrow, 6-ply truck tires, there’s little transfer of suspension or road shock through the steering column and the large diameter steering wheel makes easy work of maneuvering the unit around, although on the road the F100 shows signs of heavy under steer. Under the bonnet the slightly redesigned 302 CID V8 pumps out around 177bhp and a massive 259ftJb of torque way down around 1800rpm. The engine is basically the 302 CID units popular in the Ford sedan range, but has been modified to meet the differing demands of its role as a truck engine. Internally the engines have picked up special Nimonic exhaust valves, chrome nickel alloy valve seats, upgraded main bearings and redesigned piston rings. They’ve also been given considerably deeper sumps, redesigned intake manifolds and a new electrical system including a redesigned distributor. To stop the beast once it’s mobile, power-assisted disc brakes come as standard on the front of all the F series light commercials. Their stopping power is great, and although I didn’t have the time to run stop watch or braking distance checks on them they certainly pulled up quickly, evenly, and without any sign of fade or lock-up. In the wet they reacted perfectly even after almost 300 miles of constant “in and out” of the water motoring. The suspension set-up also works well, whether the truck is laden or empty. The twin I-beam independent front suspension mated to a live axle and progressive rate rear springs provides plenty of damping all round. While the trip to and from Melbourne was done carrying virtually nothing, a trip into the bush carrying a full complement or half a dozen trail bikes plus all the gear to go with them made little difference. Speaking of trail bikes, it’s good to note that the big wide tailgate unlatches easily and swings out flat with the greatest of ease. Drop off the two support links (one either side) and the tailgate drops right down out of the way THE rear step-cum-bumper unit is a Peter Warren option. The chrome unit looks heavy, but is in fact very light. It finishes off the rearend with a pleasant splash of silver. THE big heavy looking chrome filler cap axumoulded body strips are all part of the dress-up program
that once you’ve unloaded the bikes you can leave the tidying up to mum. The tailgate is light enough even for her to lift and clip back into position. Mind you, it’s probably not a good idea to encourage the little woman to have too much to do with the truck anyway. If you’ve got a good looking one, once she’s driven it she won’t want to give it back. Decked out with the right goodies it’s a bloody good pose machine. In fact, once you’ve had look at the ones our good friend John Warren (Peter Warren Ford at Liverpool, they’re the guys called the Westerners) provided for our photographic session, you’ll wonder why you’re still driving round in that standard one of yours. John Warren has all sorts of goodies out there for Fl00s, some of it (like the chrome step/rear bumpers) imported from the US and others (like the nifty white vinyl tonneau covers) made herein Australia. Whatever you want for your F100 he’s got it ... and if he hasn’t got it he’ll get it, or have it made for you. Driver/passenger comfort is almost unique. The seats are wide, comfortable and firm. . . providing just the right sort of support for long fast drives on the highway, and for less than smooth travel off the road. The seat can be adjusted to suit most drivers, although a tall driver or someone used to a straight arm driving position could have a little difficulty getting comfortable. As withal current model Ford (local production that is) the column mounted stalk controls the horn, headlight flasher/dip switch and of course the indicators. This is within easy reach ofthe fingers when driving and a simple flick of the fingers of your right hand will have everything working just fine Behind the seat is a storage compartment which runs the entire width of the cab. Interior insulation is also very goodand with the windows closed the interior sound levels remain below even that of the average family car. The heater demister system works well and instrumentation is easy to read and quite comprehensive. All ancillary systems are controlled by switches mounted on the almost flat dash, and the all-metal dash with a small glove compartment has been replaced by safety-padded all black dash which Continued on pace 28) OFF ROAD A moveoffroad26Axle Front: Ford Twin-I-Beam with 30501b (1385kg) capacityand track of 64.8” (1646mm).Axle Rear: Ford hypoid semi-floating with 36001b (1 635kg)capacity and track of 64.4” (1636mm). Ratio is 3.5:1 and ringgear diam. ‘9.0” (229mm). Optional LSD.Brake System: Dual line hydraulic with front single pistonfloating calliper discs 11.72e (298mm) diam. and rear Drums11 1/32 x 2 1/4” (280 x 57mm). Diameter of master cylinder 1.00” (25.4mm). Parking brake hand operated to rear wheels.Front swept area 222.0 sq. in. (1432 sq. cm). Rear lining area93.36 sq. in. (602 sq. cm).Clutch: 9 1/2” (241 .3mm) twin plate, diaphragm spring with hydraulic operation.Driveline: 1310 Universals with single piece tailshaft (117”(2972mm) WB) two piece (133” (3378mm) WB).Frame: Pressed steel rivetted ladder construction-with a Yieldpoint of 36000 p.s.i. (2530 kg cm2).117” (2972mm) WB — 6.66 x 2.39 x 0.154” (169 x 60.7 x 3.9mm). Modulus 3.26 cu. in. (53.5 Cu. cm). 133” (3378mm) WB — 6.74 x 2.43 x 0.193” (171.2 x 61.7 x 4.9mm). Modulus 4.14 Cu. in. (68.0 cu. cm).Fuel Tank: 17 imperial gallon capacity, frame mounted aft of axle. Instruments and Lights: Kilo speedometer odometer, temperature and fuel gauges, warning lights for oil pressure, seat beltsand brake system. Back up and courtesy lights. Two-speed dual electric windscreen wipers (foot operated screenwashers), self parking anti-glare wiper arms. Combined horn,high beam, headlight flasher, turn indicator stalk.Spare Wheel Carrier: Located at rear under frame. Steering: Ford recirculating ball type with 24:1 ratio and steeringwheel dia. of 16.0” (406.4mm). Turning circles:—outside of tyre39.6’ (1005.8mm). —117,44.3’ (1125.6mm) —133.Suspension: Independent coil springs at front of 12651b (574kg)capacity at pad 6-cyl., and 1315lb (597kg) capacity at pad V8: 6 leaf flexomatic springs at rear 1650lb (749kg) capacity at pad.Double acting shock absorbers are used at front and rear.Tools: Wheelnut wrench, hub cap lever, 2 stage mechanicaljack 3000lb (1362kg) capacity.TransmIssion: Warner T18, 4 speed manual, synchronised on 2nd, 3rd and 4th gears. Ratios — 1st 6.32, 2nd 3.09, 3rd 1.68, 4th 1.00, Reverse 7.44. Power take-off opening 6 bolt S.A.E. right hand side. Opt Ford C4-3 speed automatic, ratios — 1st 2.46, 2nd 1.46, 3rd 1.0. Reverse 2.20.Wheels: 16 x 5.5f — 5 stud. Bolt circle 5.5” (139.7mm), offset 0.62” (15.7mm). Tyres: 700 x 16 6-ply tubeless light truck type 5 are supplied including spare.Other Features: Inertia reel lap sash belts RHS and LHS andfixed centre lap, push button glove box, full width dualpadded sun visors, twin external mirrors, zone toughenedwindscreen, padded internal armrests with paddle type doorhandles and non over-riding locks, external door locks bothsides, stake-holes (pickup only), adjustable bench seat, full widthfloor mat over insulated underlay, ash tray, quarter light vents,fresh air interior ventilation and two speed heater demister,bright grille and bumper, floor mounted gear shift, coat hook,storage area behind seat, mud flaps on Styleside, full widthdash padding and safety padded steering wheel.

56.2” (1427.0mm)211.0” (5814.4mm) 205.3” (5672.6mm)26.8” (680.7mm) 24.8” (629.9mm)46.3” (1175.6mm) 40.6” (1031.2mm)F SERIES ENGINE SPECIFICATIONSConfiguratIonDisplacement cu. ins. (litres)CompressIon Ratio Bore ins (mm)Stroke Ins (mm)R.A.C. HPMax. Gross HPMax. Nett HPMax. Gross Torque lb/ftMax. Nett Torque IbI ft1-6
250 (4.1)9.1:1 3.68 (93.5)3.91 (99.3) 32.5146 @ 4000 RPM 107 @ 3600 RPM 226 @ 1600 RPM 200.6 @ 1600 RPM V-8
302 (5.0) 9.4:14.0 (101.6)3.0 (76.2)5 1.2177 @ 4500 RPM 128 @ 3900 RPM 259 @ 1800 RPM 229 @ 1800 RPM — All ratings conform to SAE J245 — Both engines run on premium fuel. GENERAL ENGINE FEATURES 250-6, 302-V8Overhead valves with hydraulIc valve lifters, centrifugal andvacuum spark advance control, nimonic 80 exhaust valves,chrome nickel alloy valve seat inserts, mechanical diaphragmfuel pump, rotor type oil pump, 3 ring aluminium alloy pistons,replaceable paper air filter element, optional 8” (203.2mm)Donaldson Cyclopac, engines electronically balanced forsmoothness. Also — 250-6, low silhouette unit design carburettor with single barrel and manual choke, integral cylinder head and6 port intake manifold, precision moulded seven bearing crank-shaft, heavy duty main bearings — 302-V8, 2 barrel carburettor with automatic choke, short rigid five main bearing crankshaft,heavy duty main bearings.Electrical: 40 AMP Bosch alternator, 12 volt 61 AH (66 plate)Battery, positive engagement starter,
Lubrication: Full pressure lubrication with full flow disposablefilter, oil capacity 3 quarts (3.4 litres), 4 quarts (4.5 litres) withfilter change.Cooling System: Pressurised systems with extra cooling radi-ators — capacities 6-cyl. and V8 manual 17.1 quarts (19.4 litres), V8 auto. 17.5 quarts (19.9 litres), with 17.5 inch (445mm)diameter fan 6-cyl., and 18.5 inch (470mm) diameter fan V8.STYLESIDE PICKUPSESTIMATED BASE KERB WEIGHTS STYLESIDE STYLESIDE117 133Front 20801b (943.5kg) 21 lOlb (957.0kg)Rear 16031b (727kg) 16001b (725.7kg)*Total 3683Ib (1670.6kg) 3710lb (1682.5kg)G.V.W. 5700lb (2585.5kg) 57001b (2585.5kg)PAYLOAD 2017lb (914.9kg) 1990lb (902.6kg)CHASSIS CAB1332lOOIb (952.5kg) 12251b (555.6kg)3325lb (1508.3kg)5700lb (2585.5kg)2375lb (1077.1kg)D.MENSIONSWBILCAOALLH/FH (Empty)RO/AF STYLESIDE117” (2972.2mm) 133” (3378.6mm)82.0” (2083mm) 98.2” (2494.0mm)CHASSIS CAB133” (3378.6mm) 194.8” (5405.9mm)26.9” (683.2mm)46.1” (1170.5mm) *Weights based on VS model. Add 251b (11.3kg) for auto. Subtract 701b (31 .7kg) for 6-cyl.