F350 or F450 or F550

Alloy

Well-known member
Discussion about the F350 F450 and F550 that started in a different thread was moved here.
 
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1000arms

Well-known member
I think I've copied all of the pertinent posts to this thread:
Overview:

True 4 season capabilities
Rugged constructions for off the road adventures
Take it down to South America or up the ski hill. There are no limits!
Build with thermal efficiency in mind
1 year warranty on materials and craftsman ship



Dimensions:

Overall length 197” / 5000mm

Overall width 82.5” / 2100mm

Overall height 106” / 2700mm

Interior length 135” / 3430mm

Interior width 78” / 1980mm

Interior height 78” / 1980mm

Weight (empty shell including chassis, doors and windows) 1260lb / 580kg
Estimated weight fully outfitted: 800kg/ 1700lb (will take to a scale the next couple days)


Trailer chassis features:

GVRW 3500lb
All aluminum construction (made in Canada)
LED lighting all around
Solid axle with leaf springs (easy to field repair)
Tires Sumitomo Encounter AT 31” X 10.5R 15LT 109R
Stabilizer jacks all around
Aluminum wheel wells (insulated)

Camper body:

Total Composites foam core panels and extrusions
Thermal transfer free
R 12 insulated
2” / 50mm foam core panels all around
Outside FRP skin is extremely impact resistant, woven structure gloss white
Inside FRP skin is smooth gloss white
All corners are stainless steel for added protection

Skylight 500mmX500mm with integrated LED lights, bug screen and sunshade
Two exterior windows 450mmX1100mm by Arctic Tern
Entry door 22”/600mm wide X 63” / 1600mm tall Thermal transfer free, insulated
Panorama hatch 58”/1470mm wide X 42”/1060mm tall Thermal transfer free, insulated

Interior:
All solid bamboo cabinetry
Cork flooring
High end upholstery
Seating converts into Queen size Bed
Amazing amount of storage
45 liter Dometic chest fridge 12V

Water:
12V submersible pump
Water stored inside, protected from the elements (true 4 season)

Electrical:
12V sealed AGM 100A/hour (can be upgraded to Lithium)
Go Power 160W solar system

Heating:
Super efficient Planar diesel heater with 7 litre fuel tank (lasts at least a week in cold weather)


Pricing:

FOB Victoria BC Canada
US$ 37,000.00
CAD$ 46,990.00

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Looks great. Makes me want to slap that box on the back of a cab-n-chassis truck.
I thought the same. But it’s a pretty big unit! Almost 140 inches long. Not a lot of CNC vehicles with a frame that long behind the cab besides something like a fuso.
Current regular cab Ford F-450 and F-550 chassis-cab trucks are available with 60" CA, 84" CA, 108" CA, and 120" CA frames, with another 47.2" from rear axle to end of frame (without aft-axle frame extensions).

Even with a 84" CA, one would just need a long enough bumper, right? :cool:
Yup. I saw that. But with a composite box this light you really don’t need a 450 or 550. 350 would be plenty. However the chassis cabs for the 350 don’t go beyond 8 feet I think.
Current regular cab DRW F-350 chassis-cab trucks are available with 60" CA and 84" CA ( with another 47.2" from rear axle to end of frame).

The RC, SC, and CC, Ford F-450 and F-550, are available with 84" CA.

The CC F-450 4x4 84" CA chassis-cab, with payload downgrade package to 15000 pounds, has a payload of 7,440 pounds. The RC DRW F-350 4x4 84" CA chassis-cab has a payload of 7500 pounds.

For someone that wants/needs a SC or CC 84" CA chassis-cab, a F-450/550 might work.

The 60" CA and 84" CA 450/550 chassis-cabs are available with aft-frame extensions. The combination might work well for someone who doesn't plan on towing, but wants a wide-track axle and a short wheelbase (at the expense of departure angle). Just be careful about recovery points. :)
I've been bouncing between the F450 PU and a F550 Chassis Cab.

F450 PU has 100+hp & 200+lbft more power plus the suspension that doesn't need Kelderman

Adding bare bone gear numbers up on a F450 Crew Cab PU I'm getting to within 1,500lbs of the 14k GVWR.

F550 is more appealing from the payload side of things.
You might want to consider the DRW F-350 CCLB with the 7.3L gas engine and 4.30s. Same 14,000 pound GVWR and about 1200 pounds more payload than the diesel F-450 CCLB. 28,000 pound GCWR. It might also be easier to insure than the F-450 PU or F-550 chassis cab.

The 7.3L gas engine is strong enough that it is the standard engine in the current F-750. :cool:

The F-550 Crew Cab chassis cab might be what you need for your intended payload, and it is available with a 84" CA if you want/need the length.
No wide track steering on the F350 and part of the F350 payload gain is from smaller running gear.
Having the tighter turning of the wide track axle would be useful. The rims on the F-350 are better suited for airing down tires than the rims on the F-450 and F-550, but one might need high quality hub-centric spacers between the DRW for the DRW to be able to air down significantly.

There are many stock size tires made that will fit the F-350 DRW. All season, all terrain, mud, mud + snow, dedicated winter tires, ...

(As you know), both the F-350 pickup and the F-450 pickup have the same GVWR of 14,000 pounds. As long as the running gear is strong enough to handle that 14,000 GVWR (and 28,000 pound GCVW with the 7.3L gas 4.30s), you might be better served by a getting a (greater payload) F-350 DRW despite the tighter turning radius of the F-450/F-550.

If the 1200 pound increase in payload (F-350 PU versus F-450 PU) doesn't tempt you you to at least think about the F-350 DRW, then I suggest you look at the F-450 chassis cab and keep looking at the F-550 chassis cab. The payload of the F-450 chassis cab is much higher than the payload of the F-450 pickup.

The crew cab F-450/F-550 chassis cabs are available with 60" CA and 84" CA. That extra 2' might be useful?
Dealers say they sell one F450 C&C for every twenty F550 C&C.

Both the 7.3L and 6.7L are anchors on the front so airing down stock tires doesn't do much. Changing tires mean the F550 is the one to go with because the deck is lower. Taller tires on a F450 PU makes it box rails too high for a 5th trailer.

F450/550 have a 7' smaller turning circle that's allot when moving a trailer off road.

Adding 2' makes the turning circle the same as the F350. At some point 2' might be useful. When / if we'll get there it will be a regular cab F550 or a M2-102. ...
 
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1000arms

Well-known member
The 2017+ F-250F-350/F-450 pickups have a fully boxed frame for stiffness. The 2017+ F-350/F-450/F-550 chassis cabs have a fully boxed frame under the cab and forward, but have c-channel aft of the cab.

...........................................

2017+ Super Duty pickups:

"FULLY BOXED HIGH-STRENGTH STEEL FRAME

The fully boxed frame, built of percent high-strength steel with up to 10 crossmembers, is 24 times stiffer than the previous design. The frame is designed to minimize flexing and twisting while maximizing strength and torsional rigidity, and serves as the foundation for the impressive towing and hauling capability of the Super Duty® .
*Max.payload rating of 7,850 lbs. available on F-350, Regular Cab 4x2, 6.2L gas. Max available gooseneck tow rating of 37,000 lbs. on F-450, Regular Cab, 4x2. Class is Full-Size Pickups over 8,500 lbs. GVWR.
"

from:


...........................................

From Ford's link about chassis cab trucks:

"Reducing body weight and making the frame eight times stiffer than before — together, these increase the payload in today’s generation of the Super Duty Chassis Cab. And that’s a big reason the 12,750 lb.-maximum payload rating is the best in its class. * The F-600 takes things even further and hauls up to a maximum of 15,090 lbs."

"The chassis cabs have a fully boxed frame under-cab with C -channel aft-of-cab frame." See:

https://www.ford.com/commercial-trucks/chassis-cab/

 
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1000arms

Well-known member
I've been bouncing between the F450 Pickup and a F550 Chassis Cab. ... Adding bare bone gear numbers up on a F450 Crew Cab PU I'm getting to within 1,500lbs of the 14k GVWR.

F550 is more appealing from the payload side of things.
... Both the 7.3L and 6.7L are anchors on the front so airing down stock tires doesn't do much. ...
The 7.3L gas engine is about the same weight as the 6.2L gas engine, so, much less of an anchor than the 6.7L diesel. :)

Do you need the diesel engine? The 7.3L gas is used in the F-750. :)
 

Alloy

Well-known member
The 2017+ F-250F-350/F-450 pickups have a fully boxed frame for stiffness. The 2017+ F-350/F-450/F-550 chassis cabs have a fully boxed frame under the cab and forward, but have c-channel aft of the cab.

...........................................

2017+ Super Duty pickups:

"FULLY BOXED HIGH-STRENGTH STEEL FRAME

The fully boxed frame, built of percent high-strength steel with up to 10 crossmembers, is 24 times stiffer than the previous design. The frame is designed to minimize flexing and twisting while maximizing strength and torsional rigidity, and serves as the foundation for the impressive towing and hauling capability of the Super Duty® .
*Max.payload rating of 7,850 lbs. available on F-350, Regular Cab 4x2, 6.2L gas. Max available gooseneck tow rating of 37,000 lbs. on F-450, Regular Cab, 4x2. Class is Full-Size Pickups over 8,500 lbs. GVWR.
"

from:


...........................................

From Ford's link about chassis cab trucks:

"Reducing body weight and making the frame eight times stiffer than before — together, these increase the payload in today’s generation of the Super Duty Chassis Cab. And that’s a big reason the 12,750 lb.-maximum payload rating is the best in its class. * The F-600 takes things even further and hauls up to a maximum of 15,090 lbs."

"The chassis cabs have a fully boxed frame under-cab with C -channel aft-of-cab frame." See:

https://www.ford.com/commercial-trucks/chassis-cab/

At 19.5lb GVWR the F550 has a pcs of 1/4" plate is added to the frame behind the cab


On the F550 the 4.88 gearing is require for the 19.5Ib GVWR. I thought it would need 41" singles to keep the engine RPM down but it looks like the 10speed transmision takes care of this.

1631679886662.png



Don't know why the F550 Shift Chart only goes to 7th gear (maybe the dealer set the cruse speed at 60mph?) but it also includes the turning circle

1631680281845.png
 
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Tex68w

Beach Bum
Wider axles on the 450+ makes for a better turning radius as well. If building a camper style rig with a dedicated habitat or flatbed then I’d personally lean towards the 450+.
 

SitesSD

Member
Picked up my 2022 F550 Lariat at the end of August that I ordered back in April. When I was placing he order, I was going back and forth between F450 and F550 chassis cabs. If considering a chassis cab, I don't see the benefit of going with anything lower than an F550. Technically, they are all in the commercial chassis class and require the more expensive private use commercial insurance. They all have the same power-ratings. They are all relatively close in price. So why not go with the chassis which has the best brakes, driveline, etc?

I suppose the lower payload 350/450 chassis cabs will have softer rear spring packages than the 550, so it won't beat you to death when unloaded? But there are options to address that with money. Or its no longer an issue once you've got your camper on the back.

I ordered my 550 from a dealer in Oregon, so I had to drive it back to San Diego (about 1020 miles). Aside from the harsh ride through LA freeways with nothing in the rear, this thing feels WAY too nice to be considered a "commercial" vehicle. lol We had a Super C on a 2013 F550 XL chassis and the 2022 Lariat is lightyears beyond that.

Also, regarding the detuned engine package that the CC's use, I'm sure the extra power would be nice. But in my old Super C, we would tow out a 24' enclosed trailer with a truck, multiple dirt bikes and lots of gear totaling around 11k lbs loaded. Even with the 17.5k dry weight of the RV alone, I had no problems going up the pass each way between SD country and Imperial County when doing desert trips. For those of you that are familiar with the route and grade, you'll know what I mean.
 
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1000arms

Well-known member
The 2017" F-350 DRW pickup max payload is greater than the 2017+ F-450 pickup, especially if the F-350 has a gas engine. :)

2017+ F-250/F-350/F-450 pickups have a fully boxed frame, but the F-450/F-550/F-600 chassis cabs do not.

The F-450 pickup and the F-450/F-550/F-600 chassis cabs do have the wider front axle with the better turning radius, but the F-350 pickups and chassis cabs do not, except for possibly the fleet F-350 DRW chassis cab with the ambulance package. See:

 

Porkchopexpress

Well-known member
2017+ F-250/F-350/F-450 pickups have a fully boxed frame, but the F-450/F-550/F-600 chassis cabs do not.
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Ford Chassis cabs are fully boxed and same as the Super Duty in section under the cab then a C channel is bolted and welded for the aft section at the standard width for commercial upfitter flatbeds, ect. That is a little narrower than the Super Duty and without the rise over the rear axle.
I had considered an F550 with a Northern Lite on a flat bed bed decided a short bed Super Duty with slide in pop up is plenty of truck for my needs and will be able to fit in normal parking easier. If I had gone the F550 route, I eventually would have got Kelderman air suspension like the Earthroamer and super singles.
 

Buddha.

Finally in expo white.
I’ve heard the chassis cabs aren’t de tuned, they just dyno test them vs chassis. No proof though.
 

1000arms

Well-known member
... 2017+ F-250/F-350/F-450 pickups have a fully boxed frame, but the F-450/F-550/F-600 chassis cabs do not. ...
Ford Chassis cabs are fully boxed and same as the Super Duty in section under the cab then a C channel is bolted and welded for the aft section at the standard width for commercial upfitter flatbeds, ect. ...
:unsure: ... It appears you missed post #3. I'll quote it below. ... :cool:
The 2017+ F-250F-350/F-450 pickups have a fully boxed frame for stiffness. The 2017+ F-350/F-450/F-550 chassis cabs have a fully boxed frame under the cab and forward, but have c-channel aft of the cab.

...........................................

2017+ Super Duty pickups:

"FULLY BOXED HIGH-STRENGTH STEEL FRAME

The fully boxed frame, built of percent high-strength steel with up to 10 crossmembers, is 24 times stiffer than the previous design. The frame is designed to minimize flexing and twisting while maximizing strength and torsional rigidity, and serves as the foundation for the impressive towing and hauling capability of the Super Duty® .
*Max.payload rating of 7,850 lbs. available on F-350, Regular Cab 4x2, 6.2L gas. Max available gooseneck tow rating of 37,000 lbs. on F-450, Regular Cab, 4x2. Class is Full-Size Pickups over 8,500 lbs. GVWR.
"

from:


...........................................

From Ford's link about chassis cab trucks:

"Reducing body weight and making the frame eight times stiffer than before — together, these increase the payload in today’s generation of the Super Duty Chassis Cab. And that’s a big reason the 12,750 lb.-maximum payload rating is the best in its class. * The F-600 takes things even further and hauls up to a maximum of 15,090 lbs."

"The chassis cabs have a fully boxed frame under-cab with C -channel aft-of-cab frame." See:

https://www.ford.com/commercial-trucks/chassis-cab/

So,
... 2017+ F-250/F-350/F-450 pickups have a fully boxed frame, but the F-450/F-550/F-600 chassis cabs do not. ...
is accurate. :cool:
 
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Alloy

Well-known member
That is not true. They are detuned. Also have different turbo, intake, exhaust and likely ECU programming from the pickup versions.
Yeah.....I was thinking I'd buy a F550 add a 100hp with a tuner and I'm set but then I found out there's a few things they do to make the engine to last.
 

SitesSD

Member
Yeah.....I was thinking I'd buy a F550 add a 100hp with a tuner and I'm set but then I found out there's a few things they do to make the engine to last.
It sounds like you can still get some decent power out of a CC with a tuner. I know of at least one person that has one on a 2017+ F550 with with 41” continentals and a slide in. He said that he doesn’t use any of the “performance” modes because it’s more power than he needs, even at 16k lbs loaded.
 

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