Super Duty Trailer Brake Controller
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Super Duty Trailer Brake Controller
OEM Trailer Brake Controller 05 07 Ford F250 F350 F450 F550
ALL NEW! GENUINE FORD PART! NOT A REMANUFACTURED UNIT!! OEM TBCM TRAILER BRAKE CONTROLLER 2005 2006 2007 F250 F350 F450 F550
Genuine, Brand New, Ford OEM Trailer Brake Controller for the 2005-2007 Ford F-250/350/450/550 Super Duty.
This part is shipped in Ford Motor Company Packaging (This is a ALL NEW PART – NOT A REMANUFACTURED ITEM).
2005-2007|Ford|F-250 Super Duty**
2005-2007|Ford|F-350 Super Duty**
2005-2007|Ford|F-450 Super Duty**
2005-2007|Ford|F-550 Super Duty**
**Manufactured between 7/9/2004 thru 12/16/2006.
-Plug & Play Trailer Brake Control
OEM Trailer Brake Controller 05 07 Ford F250 F350 F450 F550
Super Duty Trailer Brake ControllerProduct Tags: 2C006, 6C3Z-2C006-AA, 6C3Z2C006AA, BRAKE, Brake Controller, Control, Controller, F-250, F250, F-350, F350, Module, Tow, Trailer, Towing, Brake Module, 6C3Z*2C006*AA, Braking, Brake Computer
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OEM Trailer Brake Controller 05 07 Ford F250 F350 F450 F550
Super Duty Trailer Brake Controller
End of OEM Trailer Brake Controller 05 07 Ford F250 F350 F450 F550 Listing
Interesting Ford Super Duty Information from Wikipedia:
Ford Super Duty
|Production||January 5, 1998–present|
|Assembly||Louisville, Kentucky (Kentucky Truck Plant)|
|Body and chassis|
|Class||Heavy duty pickup truck
|Layout||Front engine, rear-wheel drive / four wheel drive|
|Predecessor||Ford F-250/F-350/F-Super Duty (1953–1997)|
The Ford Super Duty (short for F-Series Super Duty) is a series of heavy-duty pickup trucks produced by the Ford Motor Company since the 1999 model year. Slotted above the consumer-oriented Ford F-150, the Super Duty trucks are an expansion of the Ford F-Series range, from the F-250 to the F-550. Rather than adapting lighter-duty trucks for heavier use, Super Duty trucks have been designed as a dedicated variant of the Ford F-Series, including pickup trucks and chassis-cab vehicles; the Ford F-450 is the largest pickup truck offered for sale in North America.
Currently in their fourth generation, Super Duty trucks use a separate chassis from the F-150, including heavier-duty frame and chassis components, which allows for heavier payloads and towing capabilities. With a GVWR over 8,500 lb (3,900 kg), Super Duty pickups are Class 2 and 3 trucks; chassis cab trucks are offered in Class 4 and 5 sizes. The model line also offers Ford PowerStroke V8 diesel engines as an option.
Alongside pickup trucks and chassis cabs, the Super Duty line includes medium-duty F-Series trucks (F-650 and F-750); the Super Duty pickup truck also served as the basis for the Ford Excursion full-sized SUV.
Ford F-250 to F-550 Super Duty trucks are assembled at the Kentucky Truck Plant in Louisville, Kentucky, while medium-duty F-650 and F-750s are assembled at Ohio Assembly in Avon Lake, Ohio. Prior to 2016, medium-duty trucks were assembled in Mexico under the Blue Diamond Truck joint venture with Navistar International.
Previous use of name
In 1958, Ford introduced the Super Duty engine family as large-block V8 engines for trucks, offered in 401, 477, and 534 cubic-inch displacements. The largest-block V8 engines ever built by Ford Motor Company, the Super Duty engines were the largest mass-produced gasoline V8 engines in the world (for road-going vehicles).
To showcase the engine launch, the “Big Job” conventional truck variants of the F-Series were rebranded as Super Duty, a name added to other Ford trucks as well. Alongside the Ford C-Series and H-Series cabovers, the N-Series conventional adopted the Super Duty name. Though its poor fuel economy proved uncompetitive against the increasing popularity of diesel engines, the durability of the Super Duty V8 kept the engine in production until 1981.
In 1987, Ford revitalized the name as a Class 4 truck badged as “F-Super Duty”. Manufactured solely as a chassis cab vehicle, these trucks were the heaviest F-Series trucks at the time, offered only with the 7.5L gasoline V8 or the 7.3L diesel V8.
In response to the changing demographics of pickup truck purchases during the 1980s and 1990s, as part of the redesign of the F-Series for the 1997 model year, the model family began a split into two model families, introducing the 1997 Ford F-150 as the first of two distinct F-Series lines. While still functioning as a full-size pickup, the F-150 adopted carlike aerodynamics and convenience features to expand its appeal among consumers. To appeal towards commercial and fleet buyers and owners who tow, the F-250 and F-350s were developed as a separate, dedicated heavy-duty truck platform (in place of using one chassis for all of its trucks). By expanding the model line into two separate but related platforms, the inevitable compromises inherent in offering a wide range of load-carrying capacities were avoided.
Prior to the release of the Ford Super Duty series, the previous-generation F-250HD and F-350 returned for sale for 1997 and 1998 (alongside a separate 1997/1998 F-250 light duty based upon the F-150).
First generation (1999–2007)
|First generation (PHN131)|
|Production||January 1998–2008 (USA)
|Model years||1999–2007 (USA)
|Designer||Andrew Jacobson (1994)
Moray Callum (1995)
|Body and chassis|
|Length||1999-2000: 222.2 in (5,644 mm) (Regular Cab, Long Bed)
227 in (5,766 mm) (Ext Cab, Short Bed)
243.2 in (6,177 mm) (Ext Cab, Long Bed)
241.4 in (6,132 mm) (Crew Cab, Short Bed)
1999–00: 257.6 in (6,543 mm) (Crew Cab, Long Bed)
2002–04: 262 in (6,655 mm)
2005–07: 261.8 in (6,650 mm)
|Height||76.2–81.8 in (1,935–2,078 mm)|
Beginning production in early 1998 for the 1999 model (the 1998 model year was skipped), the Ford F-Series Super Duty consisted of the F-250 pickup truck, F-350 pickup truck and chassis cab, and introduced the F-450 and F-550 chassis cab trucks (see below). The Super Duty trucks were produced with three cab configurations – two-door standard cab, 2+2 door SuperCab, and four-door crew cab. The SuperCab configuration of the Super Duty marked the introduction of two standard rear-hinged doors on the extended cab, a feature also adopted by the F-150 and Ranger/Mazda B-Series for 1999. The standard-cab pickup was produced with an 8-foot bed; SuperCab and crew cabs were produced with a 6 3/4-foot bed, with an 8-foot bed optional. Chassis cab models came with more and different bed length and wheelbase options, but with the same cabs. Two-wheel drive was standard, with four-wheel drive as an option; on F-350 pickup trucks, a dual rear-wheel axle was optional with either drive configuration.
Styled by Andrew Jacobson (designer of the 1997 Ford F-150) and Moray Callum, aside from taillamp lenses and the tailgate, the Super Duty F-Series trucks share no visible exterior parts with the Ford F-150. Under the skin, only the base-equipment 5.4-liter V8 and 4R100 transmission are shared. While sharing the similar aerodynamic cab design of its smaller counterpart, the exteriors of the Super Duty trucks are much different forward of the windshield. While an influence often compared to the 1994–2002 Dodge Ram, the Super Duty also derives elements of styling from much larger Ford trucks, including the Ford LTL-9000 and Aeromax, with a raised hood line, large grille, and low fenders. A feature drawn from 1996 redesign of the Louisville/Aeromax was in the design of the side window openings; the front portion is lowered, allowing for increased side visibility (as well as larger sideview mirrors). To improve aerodynamics over metal-framed mirrors, manual-telescoping trailer-tow mirrors were available as an option. As an industry first, two large, complete, ring-style front tow hooks were included. A minor update occurred in the 2002 model year, which received a new instrument cluster with a digital odometer.
For the 2005 model year, the Ford Super Duty trucks were given exterior and interior updates. For the exterior, a new grille, front bumper, and headlights were introduced alongside the introduction of a locking tailgate for all pickup trucks. Under the skin (with thicker frame rails), updated Triton gasoline engines were introduced with higher engine output and larger alternators; in response to the increased power, all trucks were given four-wheel disc brakes (with two-piston calipers). To accommodate the larger brakes, 17-inch wheels became standard, with 18-inch wheels optional (on single rear-wheel trucks); forged Alcoa wheels were an option. The long-running Twin I-Beam front suspension continued on two-wheel drive trucks.
To the interior, several changes were made to improve functionality for end users. Along with the addition of a driver-side glove compartment, the truck added the option of dashboard-mounted auxiliary switches (for owners who fit equipment such as snowplows, winches, and auxiliary lights); these are switches that were typically user designed. For users who tow, a new option was Ford TowCommand, a trailer brake controller built into the dashboard, allowing it to integrate with the ABS system and engine computer from the factory.
During its production, the first-generation Ford F-Series Super Duty was sold with two gasoline and two diesel engine options.
Replacing the overhead-valve engines used in previous F-Series models, for the Super Duty, Ford transitioned to the Triton overhead-cam engine family (truck versions of the Ford Modular engines).
At its launch, the standard engine in the Super Duty was a Triton V8. Producing 255 hp (190 kW; 259 PS) and 350 lb⋅ft (475 N⋅m) of torque, the SOHC 16-valve V8 was shared with the F-150 and Ford E-Series. During 1999, the engine was re-tuned to 260 horsepower (194 kW; 264 PS). In 2005, the cylinder heads were redesigned to three-valve design, converting it to a 24-valve V8 with variable camshaft timing (VCT); output was increased to 300 hp (224 kW; 304 PS) and 365 lb⋅ft (495 N⋅m) of torque.
As a replacement for the long-running 7.5 L/460 V8, for the Super Duty, Ford introduced a Triton V10. A SOHC 20-valve engine, the V10 produced 310 hp (231 kW; 314 PS) and 425 lb⋅ft (576 N⋅m) of torque. In 2005, the V10 also received three-valve non-VCT cylinder heads, increasing its output to 362 hp (270 kW; 367 PS) and 457 lb⋅ft (620 N⋅m) of torque.
Both the V8 and V10 Triton engines are designed with a fail-safe cooling system to protect the engine in case of major coolant loss. If the engine overheats, the engine will continue to operate on half of its cylinders. Alternating back and forth between each set of four (or five) pistons, the set that is not receiving fuel and ignition is operating to pump air through the engine to lower its temperature. Although engine output is limited, dependent on upon vehicle load, outside temperature, and current road conditions, the system is designed to allow the vehicle to travel a short distance to receive service or to reach a repair facility.
|Triton SOHC V8||1999||5.4 L (330 cu in) 16-valve V8||255 hp (190 kW; 259 PS), 350 lb⋅ft (475 N⋅m)|
|1999-2004||5.4 L (330 cu in) 16-valve V8||260 hp (194 kW; 264 PS), 350 lb⋅ft (475 N⋅m)|
|2005-2007||5.4 L (330 cu in) 24-valve V8||300 hp (224 kW; 304 PS), 365 lb⋅ft (495 N⋅m)|
|Triton SOHC V10||1999-2004||6.8 L (415 cu in) 20-valve V10||310 hp (231 kW; 314 PS), 425 lb⋅ft (576 N⋅m)|
|2005-2007||6.8 L (415 cu in) 30-valve V10||362 hp (270 kW; 367 PS), 457 lb⋅ft (620 N⋅m)|
Available in both F-250 and F-350 pickup trucks, as well as F-450 and F-550 chassis cabs, the F-Series was sold with optional PowerStroke V8 diesel engines produced under its joint venture with Navistar International.
At its launch, the F-Series Super Duty was sold with the 7.3 L Power Stroke V8. Initially producing 235 hp/500 lb-ft of torque, the engine was retuned in 2001. Versions equipped with an automatic transmission produced 250 hp, while manual-transmission examples produced 275 hp; with either transmission, the engine produced 525 lb-ft of torque. As the 7.3 L V8 was no longer able to comply with noise regulations for diesel engines, it was discontinued midway through the 2003 model year.
As a running change during the 2003 model year, the 6.0 L Power Stroke V8 was introduced as the replacement for the previous 7.3 L V8 in LHD markets supplied with the American-assembled trucks, while RHD ones supplied from Brazil kept the 7.3 L until 2005. As before, the engine continued to be produced by Navistar. A 32-valve pushrod engine, the 6.0 L V8 featured a single variable-vane turbocharger. While a smaller-displacement engine than its predecessor, its output is higher than the 7.3 L, providing 325 hp (242 kW; 330 PS) and 560 lb⋅ft (759 N⋅m) of torque (in 2005, the torque increased to 570 lb⋅ft (773 N⋅m)). Due to problems with the head bolts Navistar re-designed the engine with reinforced heads, more torque and power, releasing the new design in 2005–2006. As with its predecessor, the 6.0 L ended its production run due to tighter emissions requirements, replaced as part of the Super Duty redesign for the 2008 model year.
The 6.0 L Power Stroke was the target of a class-action lawsuit, alleging the engines were defective. Ford settled the lawsuit with owners and former owners of 6.0 L diesel-equipped Super Duty trucks and E-Series vans in 2013, by reimbursing them for the cost of repairs to the exhaust gas recirculation system, fuel injectors, and turbocharger, which were common failure points.
|Model||Years||Type||Power, torque at rpm|
|7.3 L PowerStroke
|1999-2003||7.3 L (444 cu in) 16-valve turbocharged Diesel V8||1999-2000: 235 hp (175 kW; 238 PS) at 2,600, 500 lb⋅ft (678 N⋅m) at 1,600
2001-2003 (automatic): 250 hp (186 kW; 253 PS) at 2,700, 525 lb⋅ft (712 N⋅m) at 1,600
2001-2003 (manual): 275 hp (205 kW) at 2,700, 525 lb⋅ft (712 N⋅m) at 1,600
|6.0 L PowerStroke
|2003-2007||6.0 L (365 cu in) 32-valve turbocharged Diesel V8||2003-2004: 325 hp (242 kW; 330 PS) at 3,300, 560 lb⋅ft (759 N⋅m) at 2,000
2005-2007: 325 hp (242 kW; 330 PS) at 3,300, 570 lb⋅ft (773 N⋅m) at 2,000
Four transmissions were available. Several configurations of the ZF5 five-speed manual transmission were offered: small block pattern, big block pattern, and diesel. Close-ratio and wide-ratio gearings were available, as well as 4WD and 2WD configurations with the exception of integrated driveshaft brake 2WD versions using the 4×4 style transmission. Earlier s5-42 versions were rated to 570 Nm (420 ft-lb) of torque, while later s5-47 versions were rated to 636 Nm (470 ft-lb). ZF six-speed manual for diesel engines. An optional 4R100 four-speed automatic was available for either the gasoline or diesel engines, later being replaced with the TorqShift five-speed automatic. The five-speed automatics are rated at exactly (1000 ft-lb), enabling higher towing capacity than trucks with the standard five- or six-speed manual transmission. The six-speed manual transmission used an integrated PTO.
The Torqshift five-speed 5R110 automatic transmission replaced the four-speed in the 2003 model year diesel trucks to compete with the Allison 1000 series from General Motors; it was paired with the new 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 first to fifth gear ratios are 3.11, 2.22, 1.55, 1.00, and 0.71:1. It also uses an alternate fourth gear, overdrive on second gear of the three-speed automatic component (0.72 × 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 uses 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 an easily serviced, cartridge design that was usually mounted on the passenger side behind the front bumper. 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 a power take-off (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).
Transfer case and 4×4
On 4WD models, a choice was available of either a manual, chain-driven transfer case floor shifter with manual front locking hubs or electronic shift-on-the-fly (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 4WD with an Off-Road package that includes upgraded heavy-duty Rancho shocks, added skid plates for the fuel tank and transfer case, and two “FX4” decals on both back bed sides instead of the standard “4×4”. For all 4WD models, the two-speed transfer case 4×4-LOW range has a gear reduction of 2.72:1. Brazilian and Venezuelan versions had only the ESOF transfer case.
|Ford Super Duty transmissions|
|Ford 4R100 4-speed automatic|
|Ford 5R110 (TorqShift) 5-speed automatic|
|Ford 5-speed manual|
|ZF S6-650 6-speed manual|
For the first-generation Super Duty range, Ford used several different suspension configurations, depending on the model of truck. All pickup models have heavy-duty 3-inch-wide (76.2 mm) leaf springs and staggered shock absorbers. A standard stabilizer bar is included on dual rear-wheel models and an option on single rear-wheel versions. An optional slide-in camper certification package with heavier-duty springs was available on single rear-wheel models. All versions of the Super Duty trucks came equipped with four-wheel disc brakes.
On 2WD F-250 and F-350 pickups, the Twin I-Beam independent front suspension with coil springs was used; their 4WD counterparts were equipped with solid front axle (Dana 50 and Dana 60) with leaf springs. In 2005, the front suspension was updated as 4WD trucks were converted to front coil springs; to reduce unsprung weight, the mounting of the front sway bar was changed to the frame instead of the front axle. The manual locking hubs on Super Duty trucks are made by Warn.
The F-250 and F-350 single-rear wheel versions were fitted with a 10.5-inch (270 mm) Sterling 10.5 axle 35-spline axle with choices of conventional or limited-slip differentials; initially developed for previous-generation Ford trucks, it was strengthened for use in the Super Duty. In dual-rear wheel F-350s, the rear axle was a Dana 80.
On F-450 and F-550 chassis cab trucks, the Dana 60 front axle was replaced with a Dana Super 60 in 2005; 2008-2010 and 2015-2018 F-450 pickups used Dana S 110 rear axles, while 2011-2014 F-450 pickups used Dana 80 axles. All F-450 chassis cabs used a Dana S 110, while F-550s used a Dana 135 from 1999 to 2004 and an S 110 from 2005 on.
F-250 solid axle
The Dana 50 axle featured on most F-250 Super Duty trucks differs greatly from the early models. The Dana 50 started out as a Twin Traction Beam axle (much like independent suspension) in 1980 and lasted 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 phased out of the trucks in 2004, in favor of the Dana 60, and was last used in the Ford Excursion.
Throughout its production run, the first-generation 1999-2007 Ford F-Series Super Duty was offered in three main trim levels:
The base XL was the “work truck” trim level. Its standard features included a manual transmission, an AM/FM stereo with two front door-mounted speakers, a heater and blower, vinyl-trimmed seating surfaces with bench seats, steel wheels with black center hubs, black front and rear bumpers, a black “egg-crate” front grille, and manual windows and door locks. Optional features that were offered on this trim level included cloth-trimmed seating surfaces or vinyl- and cloth-trimmed seating surfaces, power windows and door locks, an AM/FM stereo with cassette player (later, a single-disc CD player instead of a cassette player) and four speakers, chrome front and rear bumpers as part of an XL Decor Group, an automatic transmission, and air conditioning.
The midrange XLT was the most popular trim level. It added these features to the base XL trim level: an AM/FM stereo with cassette player (later, a single-disc CD player instead of a cassette player) and four speakers, cloth-trimmed seating surfaces, bright center wheel hubs, chrome front and rear bumpers, a chrome “egg-crate” front grille with black inserts, power windows and door locks, and air conditioning. Optional features that were offered on this trim level included aluminum wheels, keyless entry (later, this option became standard equipment on this trim level), an AM/FM stereo with both a cassette player and a single-disc CD player (later, a six-disc, in-dash CD changer), an automatic transmission, and a power-adjustable front driver’s bench seat.
The top-of-the-line Lariat was the most luxurious trim level. It added these features to the mid-range XLT trim level: an AM/FM stereo with both a cassette player and a single-disc CD player (later, a six-disc, in-dash CD changer), leather-trimmed seating surfaces, chrome-clad (later aluminum) wheels and center wheel hubs, keyless entry, a security system, electronic climate controls, a power front bench seat with fold-down center armrest, wood interior trim panels, and a chrome front grille with chrome inserts. Available options included two-tone exterior paint, color-keyed grille insert as well as front & rear bumpers, bucket seats replacing the bench seat, heated front seats, and an automatic transmission (which later became standard on this trim level).
There were multiple special edition Super Duty models that were offered.
For 2003, a special Centennial Edition Super Duty Crew Cab was offered to celebrate the 100th anniversary of Ford Motor Company. The truck could be ordered only as a Crew Cab, but a choice of bed lengths, dual or single rear ends and gasoline or diesel engines were available. The Centennial Edition offered as standard equipment: monochromatic black clearcoat exterior, premium Verona-grain Imola leather seating finished in two-tone parchment, Special Centennial Edition badging, and a commemorative keychain and wristwatch. The Centennial Edition also came with special leather-bound owner’s manual with the embossed signatures of Henry Ford, Edsel Ford, Henry Ford II, and William Clay Ford Jr.
Ford offered a special Harley-Davidson Super Duty truck from 2004 to 2007. Available only on single rear wheel models, the Harley package could be had as either SuperCab or Crew Cab and customers could choose either V10 gas or 6.0 L PowerStroke turbodiesel power. Based upon the Lariat trim, Harleys had a unique black leather interior, with the Bar and Shield logo adorning the front and rear captain’s chairs (SuperCab models had a rear bench). Heated seats, a leather-wrapped multifunction steering wheel, power-adjustable pedals, and power-adjustable heated mirrors round out the standard equipment. Unique spun-metal gauge faceplates embroidered carpeted floor mats, and a leather-wrapped console lid with individually serial numbered badging round out unique interior appointments. The 2004 Harleys could be had with three unique paint schemes, Competition Orange/Black Clearcoat two-tone, Dark Shadow Gray/Black Clearcoat two-tone, or a Black Clearcoat solid paint job. Unique pinstriping was found on all three of the color options.
In 2003, Ford began to offer its King Ranch trim package to the F-250 and F-350 Super Duty trucks. This included rich Castaño leather seats, steering wheel audio and climate controls, front heated seats, 18-inch aluminum wheels (single) or 17-inch wheels (dual), and an improved instrument panel.
Changes to the Harley package in 2005 corresponded to the refresh of the F-250 and F-350 Super Duty models. No longer could one order a SuperCab Harley-Davidson, and the 5.4 L V8 was added as the base engine for the package. New unique, black-trimmed headlights, billet-style grille, and 20-inch wheels were made standard. Gone were the two-tone paint jobs, but optional was painted ghost flames; 2005 models could be had in two color options, Black or True Blue Metallic. The interior stayed largely the same, with luxurious black leather captain’s chairs in the front and rear and Harley Bar and Shield badging galore, but the truck got the same interior updates as other ’05 Super Dutys.
To bridge the gap between the pickup line and the much larger medium-duty F-650/F-750, Ford introduced the F-450 and F-550 variants of the Super Duty; with an available GVWR from 17,950 to 19,500 lb, it pushes the Super Duty into the Class 5 truck market. Available only as a chassis cab, both versions were fitted with dual rear wheels.
While largely aimed at fleet buyers, F-450 and F-550 models were configurable in XL, XLT, and Lariat trim levels available to Super Duty pickup buyers. The sole gasoline engine was the 6.8 L V10, while the 7.3 L Power Stroke was the diesel option; in 2003, this was replaced by the 6.0 L Power Stroke.
In 2005, the F-450 and F-550 received further updates to the exterior than the rest of the Super Duty line, with an extended front bumper and front fenders; the F-550 received a “wide-track” front axle to sharpen its turning radius.
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 5.4 L V8 Triton engine, a five-speed manual transmission, and a choice of 4WD or 2WD.
Ford Super Duty trucks were built in Brazil, with different engines from their North American counterparts and fewer options, initially between 1999 and 2011, with a limited reintroduction of the F-350 in 2014. The dual-rear wheel variant of the F-350 is known locally as F-4000. They were widely exported to Australia (F-250 and F-350), South Africa (F-250), and Argentina (F-250, rebadged as F-100, and the F-350 DRW rebadged as F-4000), usually following the Brazilian specification (with an obvious change of the cockpit location in the versions targeted to Australia, South Africa, and other RHD markets), but Australia had a wider range of options in pair with its American counterparts, including automatic transmission and the V8 engines. The SuperCab was never officially available in Brazil and regional export markets (Uruguay and Argentina), but was made in RHD for export to Australia. South Africa had only the MWM engine and five-speed manual transmission, with the option of 2WD and 4WD for the single cab, while the crew cab had 4WD as standard.
Q & A
Yes its original ford part! I couldn't find it at two different ford dealers and they suggested FP1. I ordered it and had it in 3 days. All original in the Ford box. Easy install and so glad I saved nearly $200.
Allison, thank you for your question. Yes, these are all new, Genuine Ford Parts, in the original Ford Packaging. These have actually gone on backorder several times and we only receive a limited number from Ford Motor Company each week. Remaining inventory is limited at this time. I hope this helps. -The Ford Parts One Team