Va Sopot 76 1976 Ford

In 1976, the era of the highboy truck was over and Ford was the last holdout. “Highboy” describes the stance, but the reason for that stance isn’t clear to everyone. A true highboy has a divorced transfer case, meaning it is separate and connected to the transmission via a short driveshaft, rather than being married to the back of the transmission as is common today. Among other things, that divorced layout necessitates a very long front driveshaft and, for clearance, the ride height of the truck must be higher. In the early days of 4x4 pickups, virtually all were in the highboy club because the first 4x4 pickups were conversions of a 4x2 chassis.

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It was simpler and cheaper to utilize the original 4x2 transmission than to design an adapter to marry them. Those first highboys were even higher than later trucks because there were often clearance issues between the front axle, driveshaft and the engine.

The end result was a much higher cargo loading height versus that of a 4x2, more entry/egress effort for the human cargo and a higher center of gravity. This is one reason why the Camper Special option was nonexistent for highboys because they didn’t want to encourage their use with a super-high center-of-gravity truck. Starting in the late ’60s, a conscious effort was made to lower the stance of 4x4 pickups. Jeep started the ball rolling with the intro of the ’63 Gladiator line. Those trucks were notably lower than the competition and that was a pretty big selling point. GM got on the same bandwagon with the ’67 models. Dodge was fully lowboy by 1975, and International Harvester had not changed over by the time the light trucks were discontinued in 1975.

Ford was the holdout and wasn’t fully changed over until the beginning of 1977 (some sources say the end of Ford highboy production was February, 1977). The ’70s-era Ford F-100 or ’76-and-up F-150 do not qualify as highboys because they had married transfer cases and a much lower ride height. The F-250 could be purchased with a Styleside bed like this or a Flareside bed. Auxiliary side-mount fuel tanks were not available on the F-250 4x4 due to the location of the divorced T-case, but you can see the blanked hole in the side panel.

The original owner added an aftermarket tank and manual valve. Judging by the extra brackets, it looks like he may have had a camper as well. The aftermarket alloys were added late in this trucks life. Tinyumbrella 6 13 00 exercises for plantar fasciitis. The original steel wheels are in the bed, but 4x4s without the fulltime four-wheel drive had no factory hubcaps or wheel covers available.

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For 1976, your outfitting choices for an F-250 4x4 were pretty narrow compared to the 4x2s. The base engine was the 300ci inline-six, which was offered only with the NP435 manual trans, part-time NP205 transfer case and 4.10:1 axle ratios. The only engine option was the 360ci two-barrel V-8. That was frustrating because the 4x2s were also offered with an optional 390 four-barrel (190hp) or the new 460 four-barrel (230hp), both of which were substantially more powerful than the 145hp 360, in addition to the 300 Six or the 360. If you opted for the 360, it came standard with the NP435, but you could order the C6 “Cruise-o-Matic” automatic. Also optional, only with the automatic and V-8, was the NP203 full-time four-wheel-drive system, which had been available since 1973.

It used a divorced version of the NP203 full-timer and was noted for driveshaft vibration. The ’76 model year was the last one for the venerable FE engine in light trucks. It had debuted in ’58 cars as a 352ci and was built in displacement as big as 428ci. In ’65-and-up light trucks, 352ci, 360ci, and 390ci were the common displacements, but because they all interchanged, you might also see some car-based 406ci, 410ci, 427ci or 428ci engines swapped into trucks. Medium-duty trucks also used a version of this engine, with a few oddball displacements like a 330ci version. In 1976, this 360 two-barrel made a modest 145hp but a decent 263 lb-ft of torque.

There was very little one could call remarkable in these FE series engines but they were torquey and as reliable as gravity. Cosmetically, besides the trim options, you had four optional two-tone paint combinations and 16 different colors, plus accent stripes. Ford also offered a bed shell, which could be color-keyed to the truck. A sliding rear window was on the options list, as was a bed tonneau. This was an era where the comfort and convenience options made for a short list but they included air conditioning, a high-output heater, knitted vinyl seat, AM or AM/FM radios, remote control left mirror, various towing mirrors and deluxe seat belts with shoulder harness. Though there were reputedly ’77 model year F-250 4x4 highboys built, Ford transitioned to lowboys early in 1977, so the ’76s can be considered the last full year for the Ford highboy trucks.