Ford F-Series 2001 Review

First things first: The range. Ford is offering two models, the F250 and F350 with two engines, three transmissions, two equipment grades and three bodystyles. Got it?

We'll explain in more detail later.

First, to help get some perspective on the size of the F-Series trucks, consider this: the F250 measures 6.18 metres tip to toe in Supercab guise, and 2.03m across the beam. The F350 adds 8cm to that length and is 40cm wider. Compare this to the Toyota LandCruiser - itself no slouch in the heavyweight division - which is a tiddling 4.8m long and just 1.9m wide. Then there's the fact that the F-Series trucks all tip the scales over 2 ton - the F350 with 4WD and all the fruit even breaks 3 ton - and you've got a big truck for those with serious needs.

So it's no surprise to find massive engines with the job of pulling these road going behemoths. There's three to choose from, starting with a turbocharged 4.2 litre diesel six, a 5.4 litre petrol V8, or the grandaddy of them all, the 7.3 litre intercooled turbodiesel V8. Specific power outputs are 132kiloWatts (kW), 194kW and 175kW respectively. And all engines have more stump pulling torque than a V8 Commodore available from as little as 1600rpm.

Both the F250 and F350 are available in either 2WD or 4WD, and with a choice of 4-speed automatic gearbox, or 5-speed and 6-speed manual gearboxes. The latter is actually a five speed with a low, low ratio first only really useable when pulling heavy loads or in slippery conditions. It isn't necessary of daily driving, and we regularly skipped low and first to start from traffic lights in second. But hey! With upwards of 600Nm of torque, these trucks will pull from standstill in second without missing a beat.

First time owners may find the super heavy clutch pedal a hard slog. And the gearbox is a similar story. But remember, we're talking serious torque. There's not a car on sale in Australia that can match the F-Series for grunt, so the clutch/gearbox combination has got to be tough to survive. No hurried changes here, it's all slow, methodical - and durable, because user friendliness has gone out the window in favour of reliability.

Heavy duty 16-inch wheels and tyres are standard issue across the range, as is power steering and airconditioning. The top of the range F350 XLT includes disc brakes all round with ABS, driver and passenger airbags, alloy wheels, cruise control, and power windows, mirrors and remote central locking. And, with a price tag in excess of $70,000, it should.

By now you get the impression that these vehicles probably wouldn't make the ideal second car for weekly shopping trips or picking the kids up from school. These vehicles are designed with a specific purpose, and it's all about shifting loads. Big loads. Bloody big loads.

We drove two versions, the F250 diesel single cab 4X4, and the top spec F350 XLT automatic with 7.3 litre turbodiesel V8 engine. Unladen, the F-Series is a seriously impressive truck, and sure to make any bloke feel like a hard yakka kind of guy.

Power from the engine is incredible, and you have to keep reminding yourself that it's hauling 3-tons of truck. And it's no slouch off the line, either. Diesels are reknowned for having loads of torque low in the rev range - they're also reknowned for having a very limited rev range, and this one's no exception. Redline is at 3400rpm, and there's really no point going near it - let alone beyond.

It didn't matter. The big diesel has plenty of grunt, and just the right gearing to make maximum use out of it. One up, two up, or with a load of garden refuse in the tray, it didn't matter to the engine. The extra weight in the rear did tame the bouncy rear end a little, and we'd recommend throwing a hundred kilos of sand or concrete mix in the rear to improve grip. Tight corners and tight rear suspension didn't mix, thought the two or three football fields between the axles mean you know about a rear end slide almost before it happens.

The interior of the F-Series is a little spartan - especially after jumping out of a passenger car. Air conditioning and a stereo cassette are standard issue, as is cruise control on the pricier models. But there's no CD player - a must have on all vehicles these days. In fact there's very little in the way of fancy trimmings, which can come as a rude shock to those shelling out close to $70,000 on the F-Series.

Tradesmen may appreciate having just the basics, but we're guessing few tradesmen will opt for the F-Series on account of its pricey nature and high rear tray, which makes loading a real task. We struggled to lift the dog into the back!

No, this vehicle is more likely to be bought by those wanting to tow horses or boats, and we're guessing the other car in their driveway is from Germany. So the lack of fancy bits in the cabin may indeed come as a rude shock to some. Or maybe they'll enjoy the rough, rugged, down country approach of the F-Series. Tough as nails, go anywhere, carry anything. At lerast that's how it feels.

And we don't doubt it.