Ford L series


The Ford L-series is a range of commercial trucks that were assembled and marketed by Ford between 1970 and 1998. The first dedicated Class 8 conventional truck developed by the company, the L-Series was colloquially named the "Louisville Line", denoting the Kentucky Truck Plant that assembled the trucks. The successor to the Ford N-series and the Ford F-900/1000 Super Duty, the line was a Class 6-8 truck. Slotted above the medium-duty F-Series, the L-Series was produced over a wide variety of applications through its production life, including both straight trucks and semitractors.
The L-Series was produced in Louisville, Kentucky, alongside medium-duty F-Series trucks; at various times, it was also produced alongside the C-Series COE. For its second generation introduced in 1996, the Ford Louisville nickname became the official name for the model line. Sold primarily as a semitractor, the aerodynamically enhanced Ford Aeromax served as a flagship model for both generations.
After the 1996 sale of the Ford heavy-truck line to Freightliner, the production of the second-generation L-Series was transferred from Ford to Freightliner during 1998. The model line continued under the Sterling Trucks nameplate, lasting through 2009.

Background

Following the 1957 introduction of the C-series low-cab COE, Ford began to transition its heavy-truck lineup away from models derived from the F-Series line. In 1961, the Super Duty F-Series was redesigned with a heavier-duty chassis, sharing only its cab with smaller F-Series trucks. The same year, Ford introduced the H-Series heavy truck. Derived from the C-Series, the H-Series mounted the cab higher on an all-new chassis with a forward-mounted axle ; while a Super Duty V8 was standard, the optional Cummins NH inline-6 was the first factory-installed diesel offered in a Ford truck.
For 1963, Ford introduced the N-Series, a short-hood conventional truck. Similar in concept to the 1948-1956 "cab-forward" C-Series, the all-new design moved the cab upward and forward. Sharing much of its front bodywork with the H-Series, the N-Series derived its cab structure from the F-Series.
In 1966, the H-Series "Two-Story Falcon" was replaced by the W-Series Class 8 COE. A clean-sheet design, the W-Series was offered solely with diesel engines; to save weight, an all-aluminum cab was offered as an option
At the end of the 1960s, Ford began construction of Kentucky Truck Assembly, adding a dedicated facility in Louisville for commercial truck production. In 1969, the facility opened, with Louisville Assembly moving entirely to cars. Coinciding with the construction of the assembly facility, Ford sought to consolidate the N-Series and the heavy F-Series into a single, all-new product line.
With the "L" in L-Series denoting its Louisville origins, the new product line featured a larger cab, adding the front-hinged hood adopted by the Mack R-series, Kenworth W900, and Peterbilt 352.

First generation (1970–1995)

For 1970, the L-series was introduced in four size ranges and two hood lengths and grille styles, and with single or tandem rear axles. Powertrains included a wide range of gasoline and diesel engines, based on GVWR.
In 1971, Ford introduced a set-back front axle configuration. For the rest of the 1970s, the L-series saw few major changes. In 1976, the LL/LTL-9000 was introduced. Designed as a truck for long-haul drivers, the LTL-9000 was a competitor to the GMC General, Kenworth W900, Mack Super-Liner, and Peterbilt 359. Fitted with a set-forward front axle and a longer hood, this version had more room for larger powertrains. In 1981, Ford gave the LL/LTL-9000 its own grille and headlight styling, including one of the first uses of the Ford Blue Oval in North America.
Although the L-series had few revisions throughout its production, elements of its design were used in other Ford vehicles. In 1974, the W-series cabover received a larger grille similar to the chrome version on the L series. For 1978, the F-series/Bronco grille was given a similar egg-crate grille pattern. In the 1980 redesign of the medium-duty F- series, the hexagonal shape of the grille was carried over; it is a theme used in all Super Duty trucks since their 1998 introduction.
In 1984, the rest of the L-series became one of the last North American Fords to adopt the Ford Blue Oval; as with the LTL-9000, it was placed above the grille. In 1988, the L-series changed its grille design from an egg-crate design to that of horizontal chrome bars; the Ford Blue Oval became centered. In addition, rectangular headlights became standard in 1991.
In 1992 was the introduction of the set-back front axle version of the LL/LTL-9000, designated the LLS and LTLS-9000, along with the corresponding Aeromax versions that had more aerodynamic bumpers and optional chassis skirting.

Aeromax (1988–1995)

As a response to the aerodynamic Kenworth T600, for 1988, Ford introduced its own aerodynamic semitractor. Named AeroMax L9000, the new design was an extensive upgrade of the L-9000. While sharing the same cab of the medium-hood LS-9000, the Aeromax used a set-back front axle to add a form-fitting front bumper with swept front fenders. For the first time in a North American truck, automotive-style composite headlights were used. Other aerodynamic enhancements included skirted fuel tanks and a specially designed "Aero Bullet" sleeper unit. The Aeromax L9000 was one of the most aerodynamic trucks in North America upon its introduction in 1988.
Following its introduction as a semitractor, the AeroMax line expanded into the vocational truck lineup alongside the rest of the Ford L series. A later LA-8000 was introduced for "Baby 8" intra-city delivery.
In 1992 was the introduction of the extended-hood, set-back front axle Aeromaxes, designated LLA and LTLA-9000. These featured optional full-length chassis skirting, along with the same aero headlights and bumpers of the older medium-hood LA series.

Models

The L-series came in a total of four size ranges, designated by GVWR. As with previous Ford heavy-truck tradition, gasoline-engine trucks received a three-digit model number, while diesel-engine trucks were given a four-digit model number. L-600/L-6000 and L-700/L-7000 series were Class 6/7 medium-duty trucks, typically sold as straight trucks. L-800/L-8000 trucks were Class 8 trucks, typically sold in severe-service configurations. L-900/L-9000 chassis were available in all axle configurations, but were typically sold as semitractors; the LTL-9000 was only sold with a diesel engine.
1973–1977 Models
ModelMax. GVWREngineTrans
LN 600361 V85M, 4A
LN 700/7000361 V8/V17510M, 4A
L 800/8000361 V8/V17513 M
LT 800475 V813M
LT 8000V-225
L 900/9000401 V8/NH230
LT 900/9000475 V8 / 34065x4M
LL 9000
LTL 9000
LTLS 9000

Powertrain

Almost all models had at least one engine option, the 9000 series had several. The 600–800 series had a Ford 330, 361, or 389 V8 standard, 700–900 had a 477 or 534 V8 optional. The 900 series had a 401 V8 standard. In 1979, the 361 or 389 V8 was replaced by a 370, and the 401 V8 was replaced by a 429; the 477 or 534 V8 remained as options. Detroit 6-71, 6-92, 8-71, and 8-92 engines were options, also.
The 7000 and 8000 series had a Caterpillar V175 standard, the 7000 had a V200, and the 8000 had a V225 available. The 9000 series had a Cummins NH230 standard, Cummins N-series with up to, and Caterpillar 3406 series up to were optional.
1973 engines
ModelDisplacementTypePowerTorqueNotes
Ford 361 V8G V8Std 6/7/800
Ford 401 V8G V8Std 900
Cat. V175D V8Std 7/8000
Cat. V225D V8Opt 8000
Cum. NH230D I6Std 9000
Cum. NTC350DT I6Opt 9000
Cat. 3406DT I6Opt 9000

Second generation (1996–1998)

For 1996, the Ford heavy-truck lines were redesigned; the second-generation heavy-truck line was nearly exclusively for Class 8 weight ranges.
Chassis weights were increased, front axle GAWRs were available up to, single rear axles to as before, and tandem rear axles to. On tandems, a walking beam type was standard and two different air suspensions were available.
In the redesign, both the Aeromax and Louisville gained a wider cab with a sloping windshield. Although Aeromax models lost their composite headlights, it gained a much larger slope to the hood. To aid ergonomics, the Aeromax and Louisville borrowed many interior controls from other Ford vehicles. Another redesign was the grille bars; in the second generation, the trucks that had extended frame bumpers knocked of the "middle" full painted piece off the grille.

Models

As was the case previously, the heavy-truck line was split into aerodynamically optimized semitractors and vocational/severe-service trucks. In the case of the latter, the popularity of the Louisville nickname led Ford to drop the L-series nomenclature and adopt the Louisville nameplate officially.
1996 models
ModelMax. GVWREngineTrans
LN 6000
LN 7000
L 8000mid-range
LT 8000mid-range
L 9000
LT 9000
LA 8000mid-range
LA 9000
LTA 9000
LL 9000
LTL 9000