1975 Ford F250 4x4 Crewcab Xlt Near Perfect Survivor on 2040-cars

VIN: 1 Year: 1975
Make: Ford
Model: F-250
Cab Type (For Trucks Only): Crew Cab
Trim: XLT
Warranty: Vehicle does NOT have an existing warranty
Drive Type: 4X4
Options: 4-Wheel Drive, CD Player
Mileage: 73,050
Power Options: Air Conditioning
Exterior Color: Brown
Interior Color: White
Number of Cylinders: 8

Condition: New: A vehicle is considered new if it is purchased directly from a new car franchise dealer and has not yet been registered and issued a title. New vehicles are covered by a manufacturer's new car warranty and are sold with a window sticker (also known as a “Monroney Sticker”) and a Manufacturer's Statement of Origin. These vehicles have been driven only for demonstration purposes and should be in excellent running condition with a pristine interior and exterior. See the seller's listing for full details.  ... 

 

This is absolutely the best 73-79 Ford XLT Crew Cab 4X4 Highboy you will ever, ever come across.
Mileage is original, 73,036, the odometer has not been turned over.
Vintage Air brand air conditioning added last year.
If you are familiar with Ford trucks of this era, you know the 1973-1979 F-series trucks are considered by many in the vintage truck world to be the best trucks ever produced, in terms of durability, power and simplicity. It was this era of trucks that Ford built their reputation on and has since dominated the truck market with their F-series pickups. Although labeled as an F250, the crew cabs with 4-wheel drive are built on the F350 chassis, evidenced by the TWO Dana 60s. Originally this truck was built in Canada for FoMoCo by a custom coach builder. As a matter of fact all Ford Crew Cabs of this era were built in Canada and could be imported to the states. It is unknown how many were built from 1973-1979. They were definitely rare when new. Most were used by logging (chip trucks) and oil companies. They were used as a truck should be, and most have probably met the scrap heap after a 1/2 million miles. This truck has seen very little use and has never been used as a hauler or work truck. There is a rust free truck with all original sheet metal.

It has original paint. It looks and drives better than when it was new. For the most part it is still almost completely original and untouched by hacks.

To start, from the factory it has some of the best heavy duty drive train components ever produced: divorced NP205 gear driven transfer case, short tail-shaft C6 and Dana 60s front and rear. Since I have owned it, several systems and components have been improved or upgraded to my very high standards. All the work on this truck has been done in the last 6k miles. It is essentially a new vehicle. I built this truck to be simple and reliable. There are no power door locks or windows or other unnecessary gadgetry that ultimately breaks at the most inconvenient time.

Engine: The block is an FT391. The FT391 is a heavy duty version of the FE390. The FTs were engineered for use in tow trucks, dump trucks and other industrial use vehicles and are considered heavy truck motors. The FT block was also the service replacement for the 428CJ in the early1970s. It has reinforced webs that go from the skirt to the main caps. Simply put this block is bullet proof.
# The bore is .030 over.
# The compression is 9.5:1.
# The cam is RV type Crane #343901. At .050” intake: -5deg ATDC 29deg ABDC, lift 107, duration 204deg; exhaust 45deg BBDC -9deg BTDC, lift 117, duration 216deg
# Heads are D2TEAA with hardened seats.
# Manifold is a dual plane Performer 390, small ports/low end torque (Idle to 5500 RPM).
# Carburetor is an Edelbrock 650cfm AVS (air valve secondary) Offroad (spring loaded floats) with custom manual choke and throttle position actuation controlled by mil-spec micrometer adjusted control cables inside cab. Throttle linkage has dual return springs. Recalibrated.
# Exhaust manifolds are NOS “shorty” cast iron headers from a 1960s light weight Galaxy 406 hipo, professionally fitted, plus two O2 sensors installed just after each header flanges.
# Driver’s side motor mount has been pinned. Pin is isolated.
# Oil cooler rated at 24K GVW, plumbed in steel lines to hydraulic flex lines (swaged fittings)
# Duraspark factory point-less electronic ignition.
# Distributor re-curved, initial = 15degBTDC @720RPM Total mechanical = 32deg BTDC @3400RPM with governor spacing reduced from 0.63” to 0.45”. These settings and modifications give more power off the line and eliminate pinging when towing or climbing steep hills.
# Radiator is the factory option super cooling model with 5” wide caps. Thermostat is 180deg.
# FT block reference numbers read D3TE located on the passenger side, front, bottom; and mirrored “105” plus the number 12 just below driver’s side head, front of block next to timing cover.

This engine was tuned on one of the steepest snake-backed roads in the state. I use this road to get up to my house at an elevation of 8000 feet. The engine does not ping and there are no overheating problems. This truck climbs steep grades with ease.

Engine Compartment: The engine compartment is completely detailed to factory spec.
# Radiator support and other parts were powder coated semi-gloss black.
# Galvanized fender aprons look as good new.
# All hoses are Gates Industrial.
# Two Optima batteries installed using factory trays and mounting hardware.
# Heavy duty battery disconnect for emergency or maintenance use.
# Auxiliary Optima has its own disconnect.
# All accessories are fused.

Transmission: The original C6 was rebuilt for heavy towing application. During the rebuild every part was carefully cleaned scrutinized and built in a well prepared and clean shop. All factory tolerances and torque specs were carefully checked. Being the most sophisticated system on the truck, nothing was overlooked.
# Roller thrust bearings.
# Stage 2 TransGo shift kit.
# Valve edges de-burred and polished.
# Valve body plates lapped with 400grit paper over surface plate.
# Custom torque converter by Emerald, low stall set at 1400 RPM (.150” gap), brazed fins and roller thrust bearings.
# Sonix R billet aluminum servo using stock D-lever (Sonix R-servo uses lip seal, better than Superior’s R servo with O-ring seal).
# Sonix Diesel boost valve and sleeve for low end torque engines requiring fast line pressure rise, quad ring seal reduces oil exhausting. Both are made of 4032 aluminum and hard anodized.
# Ford Motorsport wide ratio kit 1st 2.71:1 (was 2.46:1), 2nd 1.53:1 (was 1.46:1). This kit was chosen for the second gear ratio. Second gear is great for going down steep roads at 20-30 mph without breaking.
# Forward and direct drums machined for five clutch disks.
# Spacer ring on low/rev machined to allow six clutch disks.
# Low/rev uses tan friction.
# Forward and direct use graphitic.
# All bushings were replaced with Clevite77 bronze bushings.
# New rings installed on pump and governor.
# All fasteners torque to factory spec.
# Remote trans filter in engine compartment, plumbed in steel line.
# 24K GVW trans cooler in front grill, plumbed in steel lines.
# Factory deep oil pan with TIG welded bung for drain plug, powder coated light grey.
# Adjustable vacuum modulator three turns in for slightly later shifting when towing.
# All mounting brackets were also powder coated semi-gloss black. Boldly stated, this transmission is as good as it gets.

Transfer Case: NP205,
# Completely rebuilt and detailed in cast grey paint, case painted separate, no paint on bearing yokes or cover.
# Gear engagement crowns are as good as new. This truck has never been slammed into four wheel drive while rolling.
# Urethane isolation mounts.
# Not even a drop of oil hanging at the bottom of this box.

Steering: 1979 F350 Sector box, uses only two flex lines as opposed to six for power assist model
# 15K GVW cooler with filter, plumbed in steel lines up to flex return line.
# Box was rebuilt by Straightline Steering, stamped with their serial number for DOT compliance.
# Steering pump also rebuilt by Straightline, stamped with serial number for DOT compliance.
# Steering shaft U-joints, all needle roller, no rag joints. Safety wired cap screws retainers. Brakes: All components replaced with new parts front and rear except for the lines.

Suspension: It has the factory lift, stock springs and adjustable Rancho shocks with black bellows.

Drive Shafts:
# All three shafts balanced by Drive Line Service
# New U-joints, all.
# New slip joints, all.

Wheel Bearings and Seals: Front and rear new. All bearing lock nuts torque and released as required by factory specs. End play measured at .005”.

Differentials:
# Dana 60 FRONT and REAR, 4.11 gears
# Closed knuckle military front axle

Exhaust:
# Dual 3” pipes
# Stainless steel Flow Master mufflers

Shell: Tradesman with all the upgrades

# Interior completely insulated and lined with aluminum paneling covered in gray liner.
# Expanded metal shield over door windows.
# Tinted side sliding windows.
# Removable cab slider for window cleaning access.
# One manual switched interior light.
# Four Signal Stat lights, two red and two clear, function as turn signals, brake and back up lamps. All lights are fused. The two clear lights can be turned on from in the shell or cab, (not legal because they can be used to flash tail gators at night). These same lights can also help for loading/unloading, camping and hunting at night.

It took two shells to get one built to my satisfaction. I drove this truck to the Tradesman factory in Winters CA for fitting and made sure the patterns were made to fit the lines of this truck.

Fuel tanks:
# Three fuel tanks: 65, 20, 10 gallon.
# Custom built 65 gallon tank by American Tank in Texas. 3003 aluminum was specified. This series is more ductile than the commonly used 6061 aluminum and better suited for mobile fuel tanks. This tank is located in the forward bed and uses top-grade aircraft Mocal locking cap.
# Twenty gallon rear tank located under bed also uses Mocal locking aero cap.
# Ten gallon saddle tank with locking fuel door, reserved for high octane fuel.
# All tanks are manually switched.
# All are gauged.
# All vent to OEM charcoal canister which vents to the air cleaner intake.

Wiring Harness: Perfect, original.

Interior: Near Perfect, all original. Has brown velour seats with no rips or tears or thin spots or stains. They are covered now with high quality real sheepskin covers. The carpet is perfect dark brown factory with no rips, tears or worn areas. All interior lights work and all gauges work. The headliner is perfect and near impossible to ever replace. The roof and inside all the door has Dynamat installed, all new door rubber and window felts. THERE ARE NO RATTLES OR WHISTLES, this cab is tighter than factory new.
Only flaw to interior is the silver molding on the door trim of the rear drivers side door is off and the plastic panel has a crack on the edge.

Accessory gauges: Tachometer, vacuum. The choke and throttle controls are mounted on steering column.

Towing Equipment: Receiver hitch and electric trailer brake controller

Tailgate included in this auction and is in perfect condition with all trim.

Bed is 6 feet deep.

This truck has been meticulously gone over with a small fortune spent in time and money. It is better than factory spec, yet still maintains the factory look and standards. There are no chrome parts in the engine compartment or half-ass installed electronic gadgetry. Everything has been done with professional attention. Never smoked in, no funky smells.
THIS TRUCK NEEDS NOTHING!
New Master cylinder put in last week as well as front wheel cylinders and brake pads.

Flaws: Few chips in paint behind wheels and along front edge of hood, a couple very small dings in side molding, cracks in steering wheel in the usual Ford places, faded dash pad now cover with a dash mat.