Ford L For Sale

Ford L-Series Trucks From Wikipedia, the free encyclopedia Jump to: navigation , search This article needs attention from an expert on the subject . See the talk page for details. WikiProject Transport or the Transport Portal may be able to help recruit an expert. (November 2008) Ford L-Series Trucks Manufacturer Ford Motor Company Production 1970 - 1998 Successor Sterling Class heavy-duty truck Layout Front engine , rear-wheel drive Ford L-Series trucks was a long running series of heavy-duty trucks built by Ford Motor Company between 1970 and 1998. It was distinctively styled with a bold hexagonal grille at its introduction. It was built in a new plant which was called the Kentucky Truck Plant, but its location near Louisville, Kentucky gave rise to the popular name of Ford Louisville line trucks, as well as the "Louisville Plant" [ 1 ] These heavy-duty Ford trucks replaced the short conventional N-Series, along with the heavy-duty F-Series trucks, and related tandem-axle T-Series. The Louisville Line encompassed a wide range of models serving the medium-, heavy-, and extra-heavy-duty truck ranks. The line would become one of the most popular series of trucks Ford ever produced. [ 1 ] Contents 1 Designations 2 Styling 3 LTL-9000 4 Aeromax 5 Resources 6 Notes 7 External links [ edit ] Designations The designation L Series is for the base truck. Designations for variants are listed below: LT=Tandem Axle. LN=Short Nose (compact hood) Same WB as LS except shorter hood. LNT=Short Nose Tandem Axle LS=Set Back Front Axle. Shorter WB than L series. LTS=Setback Front Axle with Tandem Rear Axles. LTL=Tractor-Trailer. Long hood. Aeromax=Aerodynamic version of the L-Series. [ edit ] Styling Ford L-Series truck styling would influence other Fords. In 1972 the Ford Torino and Ranchero were redesigned with a hexagonal grille that resembled the L-Series. In 1974, the W-Series Cab-Over-Engine trucks would inherit chrome L-Series grilles. The 1978 Ford F-100 pickup would also incorporate a hexagonal themed grille. In 1996, The Louisville Line was redesigned with a sloped windshield and rounded front contours, and had lost the hexagonal front profile. [ 2 ] No models with set-back axles would be made after 1996 either. [ edit ] LTL-9000 In 1976 Ford added the LTL-9000, a truck marketed toward cross-country truck drivers. Two years later, the LTL-9000 would have its own grille and headlight arrangement. The same year Ford introduced the CLT-Cabovers which had identical grilles with the LTL-9000. [ edit ] Aeromax In 1988, the basic L-Series truck design was repackaged into the AeroMax. This truck introduced new innovations in class-8 aerodynamics. A setback front axle made possible swept-back front fenders and a smoother form-fitting front bumper. It also had wraparound headlights, tank skirts and an available "Aero Bullet" sleeper unit. [ 2 ] The first models were known as the Aeromax 120, and in 1996, they were accompanied by the Aeromax 9500. The year-span of these newer versions would be short-lived, though. In the late 1990s Ford sold its entire heavy-duty truck division to Freightliner Trucks . The trucks were rebadged as Sterling , a former division of White Motor Company . [ edit ] Resources American Truck & Bus Spotter's Guide: 1920-1985, by Tad Burness. Ford Trucks Since 1905, by James K. Wagner. Ford Heavy Duty Trucks 1948-1998, by Paul G. McLaughlin. Ford Truck Chronicles: by the Auto Editors of Consumers Guide. [ edit ] Notes ^ a b 1970 Ford Trucks, by Auto Editors of Consumer Guide ^ a b 1996 Ford Trucks [ edit ] External links Hank's Truck Pictures(Ford) v   •   d   •   e    Ford Motor Company (worldwide) Vehicles  • Platforms  • Engines  • Transmissions  • Category Current and future models Cars C-Max  • Crown Victoria & Police Interceptor  • EcoSport  • Falcon  • Fiesta  • Figo  • Fusion (Europe) • Fusion (North America) • Focus (international) • Focus (North America) • Galaxy  • i-MAX (Taiwan) • Ka  • Kuga  • Mondeo  • Mustang  • S-Max  • Taurus Trucks/ SUVs/Vans Bantam  • Cargo  • Courier  • E-Series  • Econovan  • Edge  • Escape  • Expedition & EL/Max  • Explorer  • Everest / Endeavour  • F-Series & Super Duty  • Flex  • Pronto  • Ranger  • Ranger (international) • Territory  • Tourneo  • Tourneo Connect  • Transit  • Transit Connect Historical models 1900s Model A/AC  • Model B  • Model C  • Model F  • Model K  • Model N  • Model R  • Model S  • Model T 1910s–1920s Model TT  • Model A  • Model AA 1930s–1940s Model B  • Model Y  • Model C Ten  • Model CX  • Junior Popular  • 1937 Ford  • Junior De Luxe  • Köln  • Rheinland  • Eifel  • Model 7Y  • Model 7W  • Anglia  • Prefect  • Country Squire  • Pilot  • Vedette 1950s C-Series Trucks  • Consul  • Country Sedan  • Courier  • Del Rio  • Edsel (Brand)  • Fairlane  • Galaxie  • Mainline  • Parklane  • Popular  • Ranchero  • Squire  • Taunus  • Thunderbird  • Versailles  • Zephyr 1960s Bronco  • Capri  • Corcel  • Corsair  • Cortina  • Escort  • Fairlane Thunderbolt  • Falcon  • GT40  • H-Series Trucks • LTD  • N-Series Trucks • Torino  • W-Series Trucks 1970s Elite  • Fairmont  • Granada  • L-Series Trucks  • Landau (Australia)  • Maverick  • P100  • Pinto 1980s Aerostar  • Bantam  • Bronco II  • Del Rey  • Escort  • EXP  • Festiva  • Laser / Lynx / Tierra / Meteor  • LTD Crown Victoria  • Orion  • Probe  • RS200  • Scorpio  • Sierra  • Telstar  • Tempo  • Verona 1990s Aspire  • Contour  • Cougar  • Maverick  • Puma  • Windstar  • ZX2 2000s Activa  • Excursion  • Fairlane (Australian) • Five Hundred  • Freestar  • Freestyle/Taurus X  • GT  • Ikon  • Maverick (Europe) • Sportka/Streetka Subsidiaries and joint ventures Ford of Argentina  • Ford of Australia  • Ford of Brazil  • Ford of Britain  • Ford of Canada  • Ford of Europe  • Ford of France  • Ford of Germany  • Ford India  • Ford Lio Ho (Taiwan, ROC) • Ford Motor Company Philippines  • Ford of Russia  • Ford Performance Vehicles (Australia) • Arabian Motors Group  • AutoAlliance International  • AutoAlliance Thailand  • Automobile Craiova  • Chang'an Ford  • Jiangling Motors  • Mazda  • Ford-Otosan  • Getrag Ford Transmissions  • Premier Automotive Group Factories  • Proving grounds  • People || Ford Flathead engine From Wikipedia, the free encyclopedia Jump to: navigation , search Ford Flathead V8 Manufacturer Ford Motor Company Also called Ford L-head V8 InVincible 8 Production 1932–1954 (1973 in Germany for trucks and 1961 for Simca versions, but later with a head akin to the Ardun OHV conversion) Predecessor None Successor Ford Y-block V8 Lincoln Y-block V8 Supercharged Flathead V8 Engine block of a Flathead V8 showing the location of the valve ports (the holes above the large cylinder bores) This article includes a list of references , but its sources remain unclear because it has insufficient inline citations . Please help to improve this article by introducing more precise citations where appropriate . (December 2010) The Flathead was the first independently designed and built V8 engine produced by the Ford Motor Company for mass production and ranks as one of the company's most important developments. Even though Ford had an engineering team assigned to develop the engine, many of the ideas and innovations were Henry Ford's. Before the 1932 introduction of this engine (and the accompanying Ford V-8 automobile ), almost all less expensive production cars aimed at the average consumer used straight-4 and straight-6 engines. Multi-cylinder V-engines (V-8s, V-12s and even V-16s) were produced, but were not intended for mass-production and were generally used in luxury models. One of the most important innovations embodied in the Ford Flathead V-8 was the casting of the block and crankcase in one piece. Most "V" engines of the time had the crankcase bolted to the block. In the United States the Flathead was replaced by the more modern overhead valve Ford Y-block engine in 1954. The Flathead was licensed to other producers, including car and truck manufacturers in the Soviet Union . It was used by Simca in France until 1961 for cars and even later on the Simca V8 military truck. The Flathead was on the Ward's 10 Best Engines of the 20th Century list. Contents 1 Overview 1.1 Crankshaft 1.2 Block 1.3 Bearings 1.4 Lubrication 1.5 Exhaust 1.6 Internal fuel flow 1.7 Overhead valve kits 1.8 Modern performance flatheads 2 Version types 2.1 221 2.2 239 2.3 136 2.4 255 2.5 337 3 See also 4 References 5 External links [ edit ] Overview This design had the camshaft above the crankshaft, as in the later pushrod operated overhead valve engine. Valves for each bank were mounted inside the triangular area formed by the "Vee" of cylinders. The intake manifold fed both banks from inside the Vee but the exhaust had to pass between the cylinders to reach the outboard exhaust manifolds. Such an arrangement transferred exhaust heat to the block, imposing a large cooling load; it required far more coolant and radiator capacity than equivalent overhead valve V-8 engines. The simple design left much room for improvement, and the power available after even low cost modifications was usually substantially more than could be obtained from an overhead valve inline six cylinder engine of similar displacement. Flatheads are notorious for cracking blocks due to inadequate cooling systems. [ edit ] Crankshaft A simple three-main bearing crankshaft used the common V8 practice of using each throw for two connecting rod big ends, one for each bank. The short crankshaft proved quite durable in comparison to six cylinder engines when roughly handled. For these reasons, the Flathead Ford became a favorite among hot rodders , and this in turn led to a rich supply of aftermarket performance parts. With the use of specialized pistons or connecting rods the stroke of the crankshaft could be increased by welding and regrinding as a method of increasing engine displacement, usually in combination with overboring as described below. The sought after crankshaft by hot rodders is the four inch (102 mm) stroke Mercury version. It can be identified by the clean out plug in the front of the crankshaft. It measures 5/8" on the Mercury crankshaft and 3/8" on the 3 3/4" Ford crankshaft. These 4" crankshafts came in the 1949 to 1953 engines. [ edit ] Block As with any V8, the block was relatively light for the displacement supported. The bottom of the block formed the parting line for the main bearing caps. The most complex part of the block was the exhaust passage routing. The exhaust valves were on the inside of the V and exhaust flow was initially downward and passed around the cylinders through the water jacket to exit on the outside of the cylinder block. The routing of the exhaust through the water jacket put an extremely heavy load on the cooling system and led to frequent overheating, especially on early models, if the cooling system were not maintained. Somewhat primitive water pumps used until the advent of the 1948 8RT and 1949 8BA models also contributed to the overheating problem. The space for the exhaust flow was also somewhat restricted, so the exhaust passages were tall and narrow in some locations. The gas flow past the rough sand castings could be greatly improved by polishing the passages. The capacity of the block for over-boring (beyond normal boring for wear compensation) was limited by the configuration and the metal available. In early blocks, some cylinder walls were extremely thin due to cores shifting during casting. It was prudent to overbore before relieving and polishing the ports, as a casting flaw such as a sand pit might be revealed, usually fatal to further use of the block. The blocks with the factory 3 3/16 (3.1875) inch bore can usually be safely bored 1/8 inch over standard to 3.3125 inches (84.14 mm) and sometimes can be bored 3/16 inch over standard to 3.375 inches (85.7 mm), increasing displacement a little over 12%. [ edit ] Bearings The engine built from 1932 to 1935 had poured main bearings which required skill and machine shop equipment to overhaul. Part of the 1936 production and all production from 1937 to the end of flathead V8 production had both replaceable shell main bearings and connecting rod inserts (unlike the contemporary GM products), enabling straightforward and low cost rebuilding, another reason why the Ford was a favorite of amateur mechanics. [ edit ] Lubrication Also unlike the Chevrolet inline 6, Ford products used high oil pressure for lubrication for the main and rod bearings, as do all modern vehicle combustion engines. While this offered no special performance advantage it did eliminate a complex oil jet system in the oil pan. As a side benefit to a prospective purchaser of a used vehicle, this also enabled the condition of the connecting rod and main bearings to be determined indirectly by observation of the analog oil pressure gauge after the vehicle was warmed up, provided that oil of normal viscosity was in use. [ edit ] Exhaust The left side exhaust manifold exhausted to the front, where a crossover pipe took the exhaust to the forward end of the right side manifold on the car engines and between the 1st and second cylinder on some trucks, in turn exhausting to a single pipe at the rear. A common conversion was to block off the right forward manifold entrance and route the left side exhaust to a new pipe to form a dual exhaust system with better flow characteristics. These typically involved installation of free-flowing mufflers, which if at a legal noise level still allowed low frequency sounds to pass, giving a characteristic rumbling dual exhaust sound to these systems. In the 1950s shortcut exhaust outlets with manually removed covers were added to street machines in emulation of vehicles intended for high speed straight line racing on dry lake beds, typically located just behind the front wheel, although chromed external runners sometimes extended to just forward of the rear wheel. These covers were referred to as lake plugs , the pipes as lake pipes . This style exhaust was also used legally in sanctioned drag racing and illegally in unsanctioned performance demonstrations. [ edit ] Internal fuel flow More extreme modifications were to improve the airflow by removing material from top the block between the valves and the cylinders (called relieving ), increasing the size of the inlet and exhaust passages, called ( porting ) and by polishing the sand-cast surfaces to improve fuel flow. Increased compression ratios could be cheaply obtained by milling material from the head or by obtaining aluminum heads as aftermarket parts. Higher capacity intake manifolds were similarly available. Changing the camshaft to a higher performance version required head removal so that the valves could be held up out of the way, so this was usually done only as part of a substantial rework of the basic engine. [ edit ] Overhead valve kits A popular modification for the flathead was conversion to an overhead valve configuration, and many such modification kits were available, including the Ardun heads [ 1 ] from Zora Arkus-Duntov who was to go on to fame as the "father of the Corvette". These conversions were not initially demanded by hot rodders looking for extra power, as they had not yet exhausted the capabilities of the flathead configuration, but were demanded by users of the engine in trucks and other such high load applications, where the constant flow of hot exhaust through the block to the exhaust manifolds caused the entire engine to overheat; the overhead valve heads routed the exhaust out more directly, and away from the block. [ edit ] Modern performance flatheads Ford flatheads are still hot rodded today, with a special land speed record class for flathead engines. The current record holder achieves 700 hp (525 kW) and 300 mph (483 km/h). [ 2 ] Note that on one pass the car broke 300 mph (480 km/h) but did not set a record. Two passes have to be made in order to break the record. [ edit ] Version types Flathead V8 in a 1937 Ford coupe Types are classified by their displacement. [ edit ] 221 The original flathead engine displaced 221 cu in (3.6 L), with 3.0625 by 3.75 in (77.79 by 95 mm) bore and stroke. [ 3 ] The block was cast as a single piece ( monobloc ) for durability, and a single-barrel carburetor fed the engine. The 1932 V8-18 [ 3 ] with 5.5:1 compression [ 3 ] produced 65 hp. The 1933-34 V8-40 raised compression to 6.33:1 [ 3 ] and power to 75 hp (56 kW). In 1934 a two barrel down draft carburetor was introduced. [ citation needed ] 1935's V8-48 saw compression drop to 6.3:1, [ 3 ] but power climb to 85 hp (63 kW), and torque was rated at 144 lb·ft (195 N·m). [ 3 ] It became the V8-68 in 1936, with compression, horsepower, and torque unchanged. Production of the original 221 lasted from 1932 through to 1936. These engines can be identified by having the water pumps located at the front of the heads. A similar 221 flathead was used in Fords for 1937 and 1938 but the block was revised to have the water pumps mount to the block. The new design also relocated the water outlet from the front of the heads to the top center of the heads. These, designated V8-78, were offered with standard 6.2:1 compression aluminum or 7.5:1 compression iron cylinder heads , [ 3 ] rated at 85 hp (63 kW) and 144 lb·ft (195 N·m) (aluminum) or 94 hp (70 kW) (iron). [ 3 ] The 1932 through 1938 motors used twenty one studs to hold down each head and are known as "21 stud" motors. This motor continued to be made into the 1950s in Europe In late 1938 Ford introduced V8-81A, [ 3 ] commonly called the "24 stud" engine because it uses twenty four studs to hold down each head. This engine debuted at the same time as the 239 motor. With 6.12:1 compression, [ 3 ] horsepower remained the same, but torque increased by 2 lb·ft (2.7 N·m). In 1939, as the V8-91A, compression increased to 6.15:1, power rose to 90 hp (67 kW), and torque reached 155 lb·ft (210 N·m); [ 3 ] the ratings remained the same for the 1940 V8-01A, 1941 V8-11A, and the last civilian model, the V8-21A, which saw compression rise, to 6.2:1. [ 3 ] This engine was used through 1942 for civilian use and saw some use in military vehicles during World War Two. Collectively all 221 motors are commonly referred to as "85 horse" motors. [ edit ] 239 Ford introduced the 239 cu in (3.9 L) V8-99A [ 3 ] engine, with 3.1875 by 3.75 in (80.96 by 95 mm) bore and stroke and 6.15:1 compression, [ 3 ] in 1939. It produced 95 hp (71 kW) and 170 lb·ft (230 N·m). [ 3 ] This was done to provide a more powerful engine for the Mercury cars, which Ford Motor Company started making in 1939. It was used in Mercurys in 1939 and in Fords in 1946. This engine is very similar to the late 221 engine. As the V8-09A in 1940, compression, power, and torque were unchanged; in 1941, the V8-19A compression and power were static, but torque rose by 6 lb·ft (8.1 N·m), [ 3 ] while the 1942 V8-29A increased compression to 6.4:1 and power to 100 hp (75 kW), while torque stayed the same. [ 3 ] Postwar, it became the V8-69 (suffixed "A" in Fords, "M" in Mercurys), with compression 6.75:1, 100 hp (75 kW), and 180 lb·ft (240 N·m). [ 3 ] For 1947 and 1948, only the designation changed, to V8-79 and -89. [ 3 ] The 239 was redesigned in 1948 for Ford trucks and 1949 for the cars. Identified as the V8-8BA for 1949, it had higher 6.8:1 compression, but performance was unchanged. [ 3 ] The 1950 V8-0BA boosted torque by 1 lb·ft (1.4 N·m), [ 3 ] the 1951 -1BA by 6 lb·ft (8.1 N·m) more, [ 3 ] while in 1952, as the V8-B2, compression climbed to 7.2:1, power to 110 hp (82 kW),and torque to 194 lb·ft (263 N·m), [ 3 ] then to 196 lb·ft (266 N·m) in the -B3 of 1953, its final year. [ 3 ] The 1948 to 1953 engines have a revised cooling and ignition system. Collectively all 239 engines are referred to as "100 horse" engines, although the horsepower was increased in 1952 to 110 horsepower in cars and 106 horsepower in trucks. This engine was used in Ford's transit buses during their short stint in the transit bus business from the late 1930s to the early 1950s. The latest iteration of this engine, used from 1948 to 1953, was initially designated the 8BA (see above) in automobiles and the 8RT in trucks. 8RT remained the truck engine designation throughout the entire run from 1948 through 1953. They were essentially identical. Earlier Ford V8s had the unique Ford designed distributor driven directly from the forward end of the camshaft, which was an inconvenient location for maintenance. This final flathead used a more conventional distributor driven at a right angle to the crankshaft and located at the right front of the engine where it was readily accessible. The water inlets and thermostat housings were moved to the front end of the heads, and the 24 studs and nuts that attached the heads on the old engine were replaced by 24 bolts. [ edit ] 136 A 136 cu in (2.2 L) V8-74 [ 3 ] version was introduced in the United States in 1937. With 2.6 by 3.2 in (66 by 81 mm) bore and stroke [ 3 ] and 6.6:1 compression, the engine was rated 60 hp (45 kW) and 94 lb·ft (127 N·m). [ 3 ] The designation changed again in 1939, to V8-922A, but the specifications remained the same. [ 3 ] It was produced in Europe in 1935 and 1936, and was used in the many standard Ford vehicles based on the car platform of the era. It was not very popular with U.S. buyers who were used to the 85 horsepower (63 kW) cars. Redesignated V8-82A in 1938, V8-922A in 1939, and V8-022A in 1940, compression, power, and torque remained unchanged. [ 3 ] The engine was very popular as a powerplant for midget race cars after World War II . This engine is most commonly referred to as the "60 horse" flathead, or the V8-60. It was replaced by the 226 straight-6 in the 1941 Fords . [ edit ] 255 The 1948-1953 255 cu in (4.2 L), referred to as the model BG, [ citation needed ] was achieved by use of a 4-inch (100 mm) stroke crankshaft in the 239 cu in (3.9 l) 8BA/8RT engine. It was only used in Mercury cars. Known as the V8-9CM in 1949, it featured 6.8:1 compression, 110 hp (82 kW), and 200 lb·ft (270 N·m) torque, [ 3 ] which stayed the same for the 1950 V8-0CM. [ 3 ] The 1951 V8-1CM raised this by 2 hp (1.5 kW), and 6 lb·ft (8.1 N·m) torque, [ 3 ] The 1952 V8-MA boosted compression to 7.2:1, power to 125 hp (93 kW), and torque to 218 lb·ft (296 N·m), [ 3 ] while only the name changed, dropping the -MA, for the last year of production, 1953. [ 3 ] Because of interchangeability, the Mercury crank made a popular upgrade in the 239 among hot rodders , much as the 400 cu in (6.6 l) crank was in small-blocks . In fact, in the 1950s, the flathead block was often fitted with crankshafts of up to 4.125 in (104.8 mm) stroke. [ 4 ] In addition, rodders in the 1950s routinely bored them out by 0.1875 in (4.76 mm) (to 3.375 in (85.7 mm)). [ 4 ] [ edit ] 337 This engine was designed for large truck service. When Lincoln could not produce the V12 engine it wanted for the 1949 model year, the 337 motor was adapted for passenger car use. The 337 features a 3.5 in (88.9 mm) bore and a 4.375 in (111.1 mm) stroke. It was introduced in the 1948 two and a half ton and three ton Ford trucks and the 1949 Lincoln passenger cars. It was produced through the 1951 model year. In 1952 it was replaced in the Lincoln passenger cars and Ford three ton trucks with the Lincoln Y-block 317 cu in (5.2 L) overhead valve V8. The two and a half ton Ford trucks got a 279 cu in (4.6 L) version of the 317 motor. In the song " Hot Rod Lincoln ," the engine referred to in the original lyrics was a Lincoln V-12 not mentioned in the Commander Cody version. [ edit ] See also List of Ford engines [ edit ] References ^ " Announcing the Reintroduction of the ARDUN OHV Cylinder Head ." ardun.com, 1 July 2008 ^ " Flatfire Racer Sets 300 Miles per Hour Record at Bonneville Salt Flats 2004 Using 1946 Ford Flathead Engine; Ron Main Speed Ace on Land ." bluebird-electric.net, 7 October 2006. ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah Street Rodder , 1/85, p. 73 ^ a b Street Rodder , 1/85, p. 72. [ edit ] External links Newly Engineered Flathead Block v   •   d   •   e Ford Motor Company engine timeline, North American market, 1950s–1970s — Next » Type 1950s 1960s 1970s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 Flathead Flathead V8 Small Block Y-block V8 Windsor V8 Medium Block V8 Lincoln Y-block 335/Cleveland V8 335/Modified V8 Big Block MEL V8 FE V8 385 V8 || Home Events Events Exhibitors Guest Speakers Blogs Doug Says I Have To Show You The Naked Business Guest Blog Community S4S Forum Featured Entrepreneurs Events We Recommend UnLtd Award Programmes S4Stv UCL Low Cost Fast Growth Marketing Growing a Successful Social Enterprise Sponsors National Sponsors Regional Sponsors Partners Strategic Partners Friends Doug Richard Blog Press About Contact Us Press Testimonials Register Login Search: Community | Doug Richard's School for Startups » Entrepreneur Manifesto & Declaration of Rights Ford 3.0l V6 Performance 1 post from 1 voice Started 2 weeks ago by jandelfr Tags: ford 3.0l v6 performance jandelfr Member Ford 3.0l V6 Performance >>> Ford 3.0l V6 Performance <<< Your Price: 4.98 Additional Ford Ranger Fitment Information: Catalog: Performance. 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VAT 2 25kg Bag Rock Salt (Ice and Snow Melter) with Free Delivery £11.99 inc. VAT 3 Ford Focus Standard floor mats, front and rear, black - 2008 onwards - 1324714 £26.35 inc. VAT Home - Maintenance - Ford Parts - Transmission Oil - Ford Ford Dot 3 - Esa-M6C25-A for a 1.0 L F1135523 Print Product Info. Bookmark This Page Ford Ford Dot 3 - Esa-M6C25-A for a 1.0 L F1135523 For your Any Model Ref. Code: F1135523/1856 £6.71 inc. VAT Average: No customer reviews yet. ( Click here to review this product ) Description Ford Ford Dot 3 - Esa-M6C25-A Ford Dot 3 - Esa-M6C25-A for the Ford 1.0 L Ford Code 1135523 Reviews ** This message will automatically close in 5 seconds ** This product has no reviews added yet. Rating Review / Comment Submitted by There is an error with some of the information you have entered. Please check the warning messages and correct accordingly. You must be logged in in order to submit a review. 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Genuine Ford Accessories and Parts by Model: Ford KA Parts - Ford Fiesta Parts - Ford Fusion Parts - Ford Focus Parts - Ford C-Max Parts - Ford Mondeo Parts - Ford S-Max Parts - Ford Galaxy Parts - Ford Kuga Parts Terms and Conditions - Delivery and Returns Policy - Privacy Policy Ford Retail Limited Registered in England, Wales: Reg No. 191596 VAT No. GB 833053650 || Ford Cortina 1.6L MkV Contents Pictures Cortina Links Contact Introduction This is a new addition to my site, I've always been interested in classic cars and bikes, but as money is tight, there are no Jags or Bentleys for me, so my Mk5 Cortina will do the job. The Cortina, the original "repmobile", at home flying up and down the motorway, or being thrown around by the Flying Squad in The Sweeney or by Bodie and Doyle in The Professionals, and now appearing near you at your local classic car show. I will be adding to this page as time goes on, I know it is very basic, but I just wanted to get it started. So here follows some info on my Mk5 who has been named Edina after Jennifer Saunders character in AbFab, lets just hope she is not so accident prone. There are a few pictures below, including the original bill of sale, less than five grand back in '81, and of course some excellent Cortina related links from Mk1 to Mk5 just to prove I'm not biased in the slightest. More details to follow soon, history, specifications etc'. Pictures - click for larger picture Nearside Offside Rear Interior Original invoice Tech. Data Accessories Owners Book Edina now has a nice set of Sierra Injection Alloys 28/11/04 Pictures - click for larger picture Back to Top Cortina Links Bortaf's Corty BuySellCortina MkIII Cortina Owners Club Cortina MkI Data Book Cortina Owners Club 1 to 5 The Ford Cortina Ford Cortina Mk3 GT The Ford Cortina Website Ford Cortina Homepage Gail & Tim's Cortina Page Sarkie's Parking Space Mk1 Cortina Page Martin Bass - Cortina Steve McLaren's Mk3 Ford Cortina 80 Cortina The Legend Official Mk1 Owners Mk2 Owners Club Mk3 Owners Club Owners Club - Ireland Cortina Group - E.Anglia Lotus Cortina OldPartsStore Sheffield Cortina Centre The Nightmares Spannerwercs New CortinaLand MkIII Cortina "Eddie" - Edina Cortina Contact - Email me Back to Top