The Ford Super Duty is a line of trucks (over 8,500 lb (3,900 kg) GVWR) introduced in 1998 for the 1999 model year. The F-250 to F-550 Super Duties are assembled at the Kentucky Truck Plant in Louisville, Kentucky. The F-650 and F-750 Super Duties are assembled at the Blue Diamond Truck plant in Mexico.

The Super Duty trucks are larger, heavier built series pickup trucks with heavier-duty body-on-frame steel ladder frames, axles, springs, brakes, transmissions, more powerful engines, and all other heavier/bigger components (with much higher payload and towing capacities) than the older traditional equivalent F-250, F-250HD (Heavy Duty), and F-350 Ford truck lines. The two-wheel-drive and four-wheel-drive model frames are the same in the F-250 and F-350 series, making conversion from a two-wheel-drive model to a four-wheel-drive model less difficult than in other truck models. F-350 chassis cab, F-450 and F-550 frames are the same between the two-wheel-drive and four-wheel-drive models, and use the same suspension.

Originally Ford coined the term "Heavy Duty" in their 80's-early 90's pre-Super Duty generation trucks, used on their 250, and 350 models. GM and Chrysler later copied the term and in turn, Ford switched to the term 'Super Duty". In 1960, the term Super Duty was used on a heavy duty line of Ford trucks [1] A short N-series version was introduced in 1963.[2]

For the 1999 model year, Ford shifted the F-250 and F-350 truck lines to a design mechanically and cosmetically distinct from that of the F-150. The F-350 was not available for 1998, while the F-250 was available that year with the F-150's body. By using two separate but related platforms for F-Series trucks, the inevitable compromises inherent in offering a wide range of load-carrying capacities were avoided. The main competition, General Motors, followed suit for the 2001 model year, when the Chevrolet Silverado HD and GMC Sierra HD were introduced.

These trucks were styled distinctly different for the first time from the smaller F-150 half-ton pickups. They did not share components with the F-150 platform at all (except V-8 gas engines, interior components, and cargo bed on earlier generations), even though it was still considered an F-series truck. The front was more boldly angular with a raised hood, somewhat similar to the Dodge Ram. As an industry first, 2 large complete ring-style front tow hooks were included. The side windows went lower forward in the door like a commercial medium to heavy duty truck (similar to a Kenworth "Daylight Door"), and the grille was also narrower and taller as if from a larger truck, and in 1999, optional manual telescoping Trailer Tow (TT) mirrors became available.

There were three cab options: Standard (2–3 passengers) with two doors, SuperCab (5–6 passengers), which included two small suicide doors at the rear (4 doors), and the crew cab with four full doors and seats for 5–6 people. The Super and Crew cabs came with 6+3⁄4-foot (2.1 m) and 8-foot (2.4 m) full-size bed options, but the Standard cab was only available with the 8-foot bed. The F-250 Super Duty would also be the base platform for the short-lived Ford Excursion which was the only passenger SUV larger than the Chevrolet Suburban and its twin, the GMC Yukon XL.

The Ford F-350 Super Duty first generation was also assembled in Venezuela as a commercial small truck from 1999 to 2010. For this market the F-350 featured the 5.4L V8 Triton engine with a 5-speed manual transmission with a choice of 4x2 or 4x4.

Ford Super Duty trucks were built in Brazil between 1999 and 2011 . They were widely exported to Australia (F-250), South Africa and Argentina (where they were sold as the F-100).[3]

The Super Duty had several available engines. A 2-valve-per-cylinder 5.4 L Modular V8 with 255 horsepower (190 kW) and 350 ft·lbf (470 N·m) of torque was standard, while the 2-valve-per-cylinder 6.8 L Modular V10 with 310 horsepower (230 kW) and 425 ft·lbf (576 N·m) of torque was an option. In 1999, power output for the 16V 5.4L V8 increased slightly from 255 hp to 260 hp. For the 2005–2008 model years, all models equipped with the 5.4L Triton received the 3V SOHC heads. Power was now rated at 300 hp with 365 lb/ft of torque. Similarly, the 2005+ Triton V10 received 3-valve heads and output was raised to 362 hp (270 kW) and 457 lb·ft (620 N·m). The 7.3 Power Stroke turbodiesel with 235 horsepower (175 kW) and 525 ft·lbf (712 N·m) of torque from 1999 to 2000 and upped to 250 hp (190 kW) and 500 ft·lbf (680 N·m) of torque in 2001 thru first-quarter 2003 trucks equipped with an automatic transmission or 275 hp (205 kW) and 525 ft·lbf (712 N·m) of torque for trucks equipped with a manual transmission.

The 6.0 Power Stroke with a variable-vane turbo was phased in starting in the second quarter of 2003; this engine produced 325 horsepower (242 kW) and 560 ft·lbf (760 N·m) of torque. The 6.0 L 32-valve pushrod-actuated Power Stroke single-turbo diesel was modified in 2004, boosting torque to 580 ft·lbf (790 N·m), but power remained the same as the previous version with 325 horsepower (242 kW). Due to impending tighter emissions requirements, along with a very high warranty exposure and over 500 full vehicle buybacks (175 by one northern California law firm alone),[4] 2007 models were the last to include the 6.0 L diesel.

Four transmissions were available. A standard 5-speed manual was standard for gasoline engines, and a standard ZF 6-speed manual for diesel engines. An optional 4R100 4-speed automatic was available for either the gas or diesel engines, later being replaced with the TorqShift 5-speed automatic. The 5-speed automatics are rated at exactly 1,000 lb (450 kg) higher towing capacity than trucks with the standard 5/6-speed manual transmission. The 6-speed manual transmission comes with an integrated PTO.

The Torqshift 5-speed 5R110 automatic transmission replaced the 4-speed in the 2003 model year truck with introduction of the 6.0 L diesel engine. The TorqShift design in fact has six forward ratios, but only five are advertised, with the 'hidden' gear only used in extreme cold weather. The TorqShift 1st to 5th gear ratios are 3.11, 2.22, 1.55, 1.00, and 0.71:1. It also utilizes an alternate 4th gear, overdrive on 2nd gear of the 3-speed automatic component (0.72 x 1.55), that is 1.10:1 that is used under cold start conditions to aid engine and transmission warm up. On the TorqShift, once the Tow/Haul mode is activated it can help increase a driver's control when towing large loads up and down steep grades and automatically minimizes shifts and maximizes available torque. Upon descent, the Tow/Haul mode utilizes engine braking to help extend brake life and improve driver control. An adaptive shift function monitors the TorqShift's performance over its lifetime, and adjusts shift pressures in real time to assure consistent shift feel and compensate for wear. For ease of maintenance, the TorqShift's oil filter is a spin-off style, mounted on the passenger-side exterior of the transmission. Also the TorqShift's larger fluid lines and a larger transmission oil cooler help to assure cooler operating temperatures, even under the most demanding conditions. This was Ford's first automatic transmission to feature PTO. The transmission can be equipped with an integrated PTO provision (which automatically locks the torque converter providing power to the PTO gear when the operator turns on the PTO switch).[5]

Due to high fuel costs, Brazilian versions featured smaller engines and only coupled to 5-speed manual transmissions (Mazda for the gasoline-powered and Eaton for the Diesel versions of the F-250 and ZF for both the F-350 and F-550). The 4.2L Essex V6 was short-lived, available until late 2001 and in the F-250 only. Diesel options were the 3.9L Cummins B-series, rated at 141hp for the F-250 until 2001 and for both the F-350 and F-550 (locally marketed as F-4000) until late 2004 when it was detuned to 120hp to meet local emissions regulations. In 1999 the 180hp MWM-International 4.2L Sprint 6.07 TCA was introduced as an option for the F-250, being dropped only in 2005 in favor of a 203hp version of the Cummins B-Series fitted with electronic common-rail injection, while the F-350 and F-550 remained with a Bosch P-Type mechanical injection pump due to concerns regarding easy maintenance and lower cost. 4x4 remained an export-only option until 2005, and automatic transmissions were featured only in Australian-market units, as a standard with the 5.4L Triton and optional with the 7.3L PowerStroke. The MWM-International engine was never available with automatic transmission, but 4x4 was available for export to Australia and Africa.

On 4x4 models there is a choice of a manual chain-driven transfer case floor shifter with manual front locking hubs or Electronic-Shift-On-the-Fly (ESOF, a $185 option over the manual) dash knob with vacuum activated automatic and (in case of failure) manual override front hubs. The optional FX4 models are basically a standard 4x4 with an Off Road package that includes a few extras like upgraded heavy duty Rancho shocks, limited-slip rear differential, added skid plates for the fuel tank and transfer case, and two "FX4" decals on both back bed-sides instead of the standard "4x4". For all 4x4 models, the 2-speed transfer case 4x4-LOW range has a gear reduction of 2.72:1.

The front suspension on 4x4's use a solid front (monobeam) Dana 50 and Dana 60 axles on the F-250 and F-350 pickups. A Dana 60 is used on the F-450 and F-550's until the 2005. The 2005–2007 models use a Dana Super 60. Leaf springs eventually got switched to coils for the 2005 model year and the front sway bar was relocated to a frame mounting location, instead of being part of the front axle's unsprung weight. The front suspension on 4x2 models is independent twin I-beam with coil springs on the F-250 and F-350 pickups, while a solid axle is used on F-350, F-450 and F-550 cab chassis trucks. The manual locking hubs on Super Duty trucks are made by Warn.[6]

The Dana 50 axle featured on most F-250 Super Dutys differs greatly from the early models. The Dana 50 started out as a Twin Traction Beam axle (much like independent suspension) in 1980. This lasted all the way to 1997 models. The Super Duty models then used a solid axle version of this axle. The ring, pinion, carrier and u joints all remained the same however. The Dana 50 was discontinued for the trucks in model year 2004, in favor of the Dana 60 and was last used in the Ford Excursion.

The rear suspension on all F-250 and F-350 SRW (single rear wheel) models use a 10.5-inch (270 mm) Sterling 10.5 axle 35-spline axle with choices of conventional or limited-slip differentials in 3.73, 4.10, and 4.30:1 ratios. The Sterling axle was upgraded for the Super Duty trucks. The ring gear was increased from the 10.25 inches to 10.50 and the carrier was upgraded with three pinions instead of two. F-350 DRW models use a Dana 80. All models have heavy duty 3" wide leaf springs and staggered shock absorbers. A standard stabilizer bar is included on DRW models. An optional slide-in camper certification package with heavier springs and an optional stabilizer bar package are available on SRW models. The rear suspension on F-450 trucks used Dana 80 axles while F-550 models used a Dana 135 until 2005 models. 2005–2007 models use a Dana S 110 axle.

The Super Duty line was restyled for 2005. Exterior and interior styling were given minor updates: dash, gauges, headlights, badges, a new taller front grille, revised interior and standard locking tailgate. However, with this facelift came significant changes both in mechanics and options offered.

Major changes over the previous generation of Super Duties include increased payload (GVWR) and towing (GCWR) capacities, 10-17% thicker partially boxed frame, alternator with a higher current capacity, larger-than-before 4-wheel disc brakes (13.66-in front and 13.39 in (340 mm) rear rotors) with new two-piston calipers, coil-sprung front axle for improved turning radius, revised engines, a new optional built-into-dash Ford TowCommand TBC (Trailer Brake Controller) that is fully integrated with the truck's PCM (Powertrain Control Module) and ABS (Anti-lock Braking System), optional dashboard-integrated auxiliary "upfitter" switches (for adding off road lights, winches, snow plows, etc.), and an optional drivers side glove compartment. 17 inch wheels are now standard instead of 16 inch wheels (due to the bigger brakes). Forged Alcoa wheels are still an option as well. 18 inch wheels are also an option on single rear wheel trucks.

The two previous gas engines were upgraded from 2-valve-per-cylinder to 3-valve (2 intake and 1 exhaust) per cylinder designs. The standard 5.4 L V8 produces 300 horsepower (220 kW) and 365 foot-pounds force (495 N·m) of torque, and the optional 6.8 L V10 produces 362 hp (270 kW) and 457 ft·lbf (620 N·m).

Fuel tank capacities are 38 U.S. gallons in the 8' long bed models, and 29 U.S. gallons in the 6.75' short bed models. Depending on models the optional trailer tow hitch receiver comes with a 2" or 2.5" Class V receiver and 4- and/or 7-pin wiring harness in either 12,500 or 15,000 lb (6,800 kg). All Super Duties include factory installed external oil and transmission coolers.

Ford's "Fail-Safe Cooling System" is designed to protect the engine due to loss of coolant. If the engine overheats, it will automatically switch from 8/10-cylinder (depending on V8 or V10 engine) operation to alternating 4/5-cylinder (depending on V8 or V10 engine) operation. Because there is now 50% less hot combustion, the engine will operate cooler. The vehicle will continue to operate, but with very limited engine power. The now so-called 'dead' cylinders also act like an air pump to cool the engine down even more. This system allows the driver to travel a short distance to obtain service or to reach a repair facility. The distance that can be traveled depends upon vehicle load, outside temperature, and current road conditions.

The second-generation Super Duty was to debut for model year 2008, but quality issues pushed it back to a 2008 model. The new 2008 model features an all-new 6.4 L, 390.5 cu in) Power Stroke Diesel V8 with piezo fuel injectors and sequential turbos to replace the problematic 6.0 L Power Stroke single-turbo Diesel V8. The new engine produces 350 hp (260 kW) and 650 ft·lbf (880 N·m) of torque.[7] The vehicle had its first official showing at the Texas State Fair in 2006. A number of 2007 F450SD's were built with the new "2008" 6.4L diesel, which seems to confuse many at the auto parts counter when they look at conflicting info in the parts books. It would be interesting for someone to compile detailed information about this malady here.

Located near the same dash area as the last generation (but slightly to the right and more directly below the radio), this generation of Super Duty has the same Ford TowCommand TBC (Trailer Brake Controller) and 4 AUX Upfitter switches as the last generation set-up.

There is an optional concealed slide-out step and swing-up hand grab bar in the rear tailgate for easy access.

Ford introduces its all new optional "Rapid-Heat Supplemental Cab Heater," only available on Super Duty trucks with the Diesel engine and TorqShift automatic transmission. In the winter, it quickly raises the cabin temperature to a comfortable level until the engine is warm enough to handle the job.

The 2010 Super Duty was awarded 'Best Resale Value Truck".[8]

This 2nd generation of Super Duty includes the F-250 Super Duty (starting at $22,380), F-350 Super Duty (starting at $24,025), and the all new F-450 Super Duty (starting at $39,205). The F-250 and F-350 Super Duty basically has the same payload and towing specs as the last generation.

The model lineup for the 2010 F-250 and F-350 Super Duty is the XL (starting at $25,300), XLT (starting at $28,845), Lariat (starting at $36,420), Cabela's (starting at $42,655), King Ranch (starting at $42,955), and Harley-Davidson (starting at $56,925).

The model lineup for the F-450 Super Duty is the XL (starting at $44,145), XLT (starting at $49,525), Lariat (starting at $52,965), King Ranch (starting at $56.955), and the Harley Davidson (starting at $62,625)

The FX4 model, which was once just an optional Off Road 4x4 package that could be added to any model in the lineup, is replaced by the 4x4 Off Road Package. The FX4 became a model of its own. It still had the same specs as the previous generation but with more of a sporty trim package. The FX4 model has been discontinued for the 2010 model year and has been reverted to an optional Off Road 4X4 package.

The same 2 gas engines are carried over and rated exactly the same from the 2nd generation. The 3-valve 5,408 cc (5.408 L; 330.0 cu in) V8 SOHC is standard. The 3-valve 6,802 cc (6.802 L; 415.1 cu in) V10 SOHC was still a $699 option over the 5.4L V8.[9] The 4-valve Navistar 6.4 L (6400 cc, 390.5 cu in) V8 OHV Power Stroke diesel engine was the diesel engine option and was a $6,895 option over the 5,408 cc (5.408 L; 330.0 cu in) V8.

Some unique points to highlight of the 2008, 2009 & 2010 F-450 with a regular production pickup bed, which was only offered as a chassis cab before. It has 2 available axle ratios of 4.30 and 4.88:1. The F-450 Super Duty with the optional 'High Capacity Trailer Tow Package' increases the GCWR from 26,000 to 33,000 lb (15,000 kg). Maximum payload is 6,120 lb (2,780 kg). Maximum towing is 24,500 lb (11,100 kg) (4.88 axle ratio) / 20,500 lb (9,300 kg) (4.30 axle ratio). It comes standard with Crew Cab, 8-foot (2.4 m) long bed, DRW (Dual Rear Wheels), Limited Slip rear axle, 10-lug 19.5-inch (500 mm) Forged wheels made by Alcoa, Trailer Tow package, and the TowCommand TBC (Trailer Brake Controller). The only engine offered in the F-450 Super Duty is the 6.4 L V8 Power Stroke Sequential turbo diesel. The F-450 is equipped with a standard 6-speed manual or optional 5-speed TorqShift automatic transmission.

The Super Duty line received a large exterior upgrade that includes a new, bigger front fascia. Its engines were also upgraded to better compete with the new Silverado HD and Ram HD. Ford stated in the 2011 Chicago Auto Show that the 2011 trucks have the thickest gauge steel frame of any Heavy Duty truck. The 2011 Ford F-Series Super Duty was awarded Truckin's "Topline Pulling Power" award for 2011. It also won Popular Mechanics best workhorse of 2011, and the best "Gear of the Year" in the trucks category. The F-450 is able to tow 24,400 pounds (11,100 kg) and has a maximum payload of 4,920 pounds (2,230 kg). The F350 has a maximum 21,600 pounds (9,800 kg) of towing capacity and 7,110 pounds (3,230 kg) of payload.[10] Each engine is mated to a 6R140 heavy-duty TorqShift six-speed automatic transmission.[11]

The 2nd generation of the Ford Super Duty Trucks are assembled at Ford's Kentucky Truck Plant, with additional production for other countries in Venezuela and Mexico. In Venezuela the F-350 super duty is offered as a commercial use small truck cutaway featuring a 6.2L V8 gas engine with a 5-speed manual tremec transmission TR-4050 with a choice of 4x2 or 4x4 wheel drive. Since 2012 due to government regulations, the venezuelan F-350 Super Duty is factory equipped to use both NGV and gasoline. The F-250 super duty was also recently re-introduced in this market after ten years. It is being marketed using the same engine as the Venezuelan F-350, but only with a 6-speed automatic transmission, 4x2 or 4x4 wheel drive option in both single and double cab configurations.

The 2011 Ford Super Duty is available with either a gas or diesel engine. The gas option is an E85-capable 6.2 L 2-valve SOHC V8, which puts out 385 horsepower (287 kW) and 405 pound-feet (549 N·m) of torque. The diesel is the new 6.7 L Power Stroke V8, producing 390 hp (291 kW) and 735 lb·ft (997 N·m) of torque.[12] The new engine is an entirely Ford product, unlike previous diesels, therefore reducing development costs and shipping delays. The 6.8-liter V10 was dropped from the regular Super Duty models, however it is still an option with the F-450 and F-550 chassis cabs, mated with a 5-speed automatic transmission.

Shortly after the unveiling of the 6.7 L Power Stroke V8, GM unveiled the 2011 Chevrolet Silverado and GMC Sierra 3500HD with Duramax 6.6-liter turbodiesel V8, making 397 hp (296 kW) and 765 lb·ft (1,037 N·m) of torque. Ford quickly responded by boosting the output of the Power Stroke just months after its initial release, to 400 horsepower (298 kW) and 800 lb·ft (1,100 N·m) of torque. For customers who purchased a Super Duty with the original Power Stroke V8, Ford offered a free upgrade at dealerships to the new level of output.[13]

No manual transmission is available in the United States, only an automatic. The diesel engine's transmission optionally features a PTO and is a "live-drive" unit. "Live-drive" meaning the PTO is directly connected to the engines crankshaft, whereas the Torqshift 5R110, GM's Allison 1000 transmission and Ram's Aisin use the Torque converter clutch or clutches.

A feature unique to the 2011 Super Duty is the addition of a locking differential. It is only available for the F-250 and SRW F-350 4x4 models with a rear Sterling 10.5 axle. It is a 390.00 USD option[14] The diesel F-250 relies on vacuum-boost brakes, while the F-350 relies on Hydro-boost. Both gas versions of the F-250 and SRW F-350 use vacuum-boost. F-250 is a class 2 truck. While the F-350 SRW, F-350 DRW, & F-450 pickup are class 3. The F-250 and F-350 (SRW & DRW) have 13.66 inch front brakes and 13.39 inch rear brakes. The F-450 pickup has 14.53 inch front brakes and 15.35 inch rear brakes. The F-450 has a wider track than the F-350. The F-450 remains available in class 4 as well.

The F-450 pickup is available only in a single configuration; a crew cab with a dual rear-wheel 8-foot bed. The only powertrain combination is the 6.7 L Powerstroke turbodiesel V8 mated to the six-speed TorqShift automatic transmission. Trim levels include XL, XLT, Lariat, and King Ranch.

The Dana Super 60 is the front axle used in this truck. Previously the Dana Super 60 was used only as a Medium Duty axle.

The Ford Chassis cabs were updated using the new 2011 body style. Ford chassis cabs are still rated at the industry maximum 19,500 pound Gross Vehicle Weight Rating. The Gross Combined weight was upped 2,000 pounds to 35,000 lb maximum; 5,000 pounds greater than the nearest competitor.[15]