{"content":[{"text":"At the very least, forever altered the course of the genre, delivering pickups from a single-use, \n rough-and-tumble destiny to a bimodal machine strong enough to haul heavy loads of cargo, \n yet comfortable and luxurious enough to serve as a daily-driven commuter vehicles. What's \n more interesting is that didn't mark a significant design change for the F-Series; the \n fifth-generation trucks were still two years away but the few changes that did occur in amounted \n to nothing less than a major leap forward in F-Series evolution. Without a doubt, the biggest \n news for the F-Series was the introduction of Ford's Twin I-Beam independent front suspension \n for two-wheel drive pickups. By this time Chevrolet had already launched a more traditional \n independent front suspension on their two-wheel drive trucks, which made them more \n comfortable for passenger duties but at the same, the design raised questions about durability. \n Ford's approach essentially split the original single I-beam into two sections, with each \n mounting to the frame off of the center point. As such, each front wheel gained independent \n motion while retaining the strength and durability of a solid axle. F-Series ride quality was \n significantly enhanced, and the basic Twin I-Beam design was such a hit that it would stay with \n Ford pickups for the remainder of the 20th century. Other changes for include more styling \n tweaks for the grille, with front marker lights moving to positions above the headlights. Ford's \n first ever Crew Cab debuted midway through this model year as a special-order option; the first \n Camper Special package was unveiled, and the iconic Ranger nameplate was introduced, \n denoting a new luxury trim level that offered items such as carpeting, bucket seats, and an \n optional center console. Here is a very nice restored 65 F truck, we found it on YouTube and \n wanted to share it with you:. Though extremely rare, F-Series trucks gained an extra set of \n doors to mark the first factory Crew Cab, available only as a special order option. Equally rare \n was the new Ranger package, which served as a sporty top-of-the-line model with carpeting, \n bucket seats and other trim enhancements. Two-wheel drive F and F trucks received the new \n Twin I-Beam suspension, while the beefier F soldiered on with the single I-Beam front axle. \n Four-wheel drive was available on F and F models, while Styleside and Flareside beds were \n available across the line. More power accompanied the many changes for Both inline \n six-cylinder engines increased in size; the base mill became a cubic-inch I-6 with the \n now-legendary cubic-inch I-6 becoming the mid-level option. For the power seekers, a \n cubic-inch V-8 served up horsepower. The three-speed manual continued as the base \n transmission, with heavy-duty three or four-speed manuals and the Cruise-O-Matic automatic all \n optional. For example, the new Twin-I-Beam suspension, new SAE standard parallel-rail frames, \n new bigger engines, progressive-type rear springs, rugged new transmissions, and extra \n corrosion protection for critical areas give Ford trucks greater durability than ever before. You \n can detect virtually no front-end dive when brakes are applied, no \"mushing out\" on curves, no \n loss of steering control when you need it most! Six, a cu. Big Six and a cu. V-8 give the Ford F \n and F trucks more power than ever before. From swift and sure to screeching hot, these new \n Fords deliver the power - when and where you need it! Oil change and chassis lubrication \n periods have been extended to 6, miles or six months. Result: less truck downtime and lower \n maintenance costs. NEW COMFORT: Driver comfort has been substantially increased by Ford's \n unique Twin-I-Beam suspension; repositioned shock-absorbing steering column; increased \n head and leg room; redesigned fresh air ventilating system; smaller, more effective heater, and \n brake and clutch pedals that require less effort to operate. New grille, color-keyed interiors and \n new optional bright-metal side moldings on separate Styleside pickup bodies make them the \n most attractive trucks on the road. The VIN plate is stamped on the rating plate. Note: All F \n photos shown on this page except for the first and last ones are used with permission from \n vintageautohausandimports. This strong and reliable transmission was installed on ''79 Ford \n pickups, as well as Jeeps and IH pickups and Scouts. The 2WD versions have a square \n tail-housing bolt pattern, while the 4WD NP's tail-housing pattern is more of a trapezoid, with the \n bottom bolt holes being farther apart than the top bolts. It can be identified by a bolt-on \n aluminum top cover most stamped with 'NP' enclosed in a circle secured with 8 bolts and with \n the gearshift coming directly out of the top and a fitting on the driver's side for the backup light \n switch. There is also a PTO port on the right side of the case. The pilot tip of the transmission \n measures. The front bearing retainer flange measures 4. It is equipped with a spline output \n shaft. Case length is Weight - app. Click here to download the NP rebuild guide. This is a GM \n publication, but the information contained within is applicable to the Ford transmission as well. \n These transmissions were installed in many Ford pickups as well as Jeeps and IH Scouts as a \n successor to the T Ford used three different versions of this transmission, which is equipped \n with a spline output shaft. Both the case and top cover are cast iron, with the top cover being \n secured with 6 bolts. First gear and reverse are not synchronized. It's replacement, the T, was \n used in ''88 Ford pickups and some IH trucks and is identical in appearance except has a 5. \n Checking these dimensions will verify that the transmission is a or newer model, precluding it","bbox":{"left":0.050964,"top":0.031288,"width":0.8980589999999999,"height":0.894159}}],"images_bbox":[],"images_bbox_not_text_overlap":[]}