Lightest Super Duty Chassis · Six Upfitter Switches
Ford Super Duty F-350 Chassis Cab for Work in Maine
A chassis cab is the half of a truck you buy so somebody can build the other half — a dump, a service body, a flatbed, a rescue body. The Super Duty version runs from the F-350 up to the F-600, which is a ratings ladder rather than four different trucks: same cab, same engines, progressively more axle, frame and rating underneath.
What sits on our lot is the F-350 dual-rear-wheel, at Quirk Ford Augusta — some bare, some already carrying a Brake & Clutch dump body. The heavier ratings are factory orders, which is normal for this kind of truck because the body decides the specification.
Every unit counted here is on the ground today. We don’t list in-transit or factory-ordered vehicles on this website. Ask the fleet team what’s inbound.
What it means for your business
The best upfit wiring Ford sells
Six upfitter switches come factory-installed and tapped into the truck’s electrical system, so nobody has to cut into a factory harness to run a beacon, a strobe, a hydraulic pump or scene lighting. Vehicle Integration System 2.0 sits above them for deeper equipment integration. For comparison, the E-Series Cutaway — the other Ford chassis we sell — gets four switches and the older Vehicle Integration System 1.0. If the truck is going to carry powered equipment, this is the single biggest practical difference between the two.
Gas carries more. Diesel pulls more. Pick the one that matches the job
This is the spec most buyers get backwards. Maximum payload on a gas Super Duty Chassis Cab is 15,060 lbs; on the diesel it is 14,400 — the diesel engine is heavy, and its weight comes straight out of what you can carry. Towing goes the other way: the 20,000 lb conventional rating needs the 6.7L High-Output Power Stroke. So if the truck hauls a loaded body all day, the 7.3L gas engine is usually both cheaper and more capable. If it drags a trailer, buy the diesel.
F-350 to F-600 is a finished-weight decision
Gross combination weight ratings span 23,500 to 43,500 lbs across the range, and base curb weight runs from 5,673 to 8,288 lbs before any body goes on. What matters is the arithmetic: curb weight, plus the body, plus what you put in it, has to sit inside the rating. Get the body builder’s weight estimate first and let it choose the chassis — discovering you are one model short after the body is mounted is an expensive morning.
Built to be cut into, officially
Ford sells this truck expecting a body on it: a CNG/propane gaseous engine prep package for fleets running alternative fuel, a rear-seat delete for crews who need the cab space for tooling, and established upfit routes for EMT, fire and rescue work. That matters for municipal buyers especially — it is the difference between an upfitter adapting a truck and an upfitter completing one.
What is actually on the ground, and the alternative
Four F-350 dual-rear-wheel chassis cabs at Quirk Ford Augusta, two of them already bodied with a Brake & Clutch dump. If you want a chassis cab this week and the Ford does not fit, we keep a dozen Ram 3500 and 5500 Chassis Cabs in Tradesman spec at Quirk Chrysler Dodge Jeep Ram Fiat in Bangor. Both are real options — the fleet team will quote whichever suits the body.
Powertrain & capability
Manufacturer figures for a properly equipped truck. Your specific build will rate differently — confirm the ratings on the unit before you buy a trailer or a body to match it.
Engines
- 7.3L V8 gas
- Standard
- The payload engine — the 15,060 lb maximum is a gas truck, because the diesel’s own weight eats into the rating.
- 6.7L Power Stroke V8 turbo diesel
- Available · B20 capable
- Where the 20,000 lb conventional tow rating lives. Buy it to pull, not to carry.
- Transmission
- 10-speed automatic
- With six selectable drive modes, on both engines.
- Fuel capacity
- 40 gallons
- Worth having when the truck works a wide territory and burns fuel driving a body.
Hauling & towing
- Max payload
- 15,060 lbs gas · 14,400 lbs diesel
- F-350 XL Regular Cab 4x2 DRW with the Gas Heavy-Duty Payload Package. Your build will be lower, and the body comes out of it first.
- Max conventional towing
- 20,000 lbs
- F-450 Crew Cab 4x2 DRW with the High-Output Power Stroke diesel.
- Max gooseneck · 5th wheel
- 34,700 lbs · 34,600 lbs
- Gooseneck figure needs the F-450 High-Capacity Gooseneck Tow Package.
- GCWR range
- 23,500–43,500 lbs
- Truck and trailer together — the ladder from F-350 up to F-600.
- Base curb weight
- 5,673–8,288 lbs
- Before a body. Everything under the GVWR after this is body plus payload.
- Cab styles
- Regular · SuperCab · Crew
- Cab length trades directly against the body length the frame will take.
- Upfitter switches
- Six, factory-installed
- Plus Vehicle Integration System 2.0. No cutting into the factory harness.
Which trim for the work
Trim on a work truck is a budget decision, not a luxury one. What we actually have on the ground is marked.
A bare work chassis, which is what most bodies start from. Two of ours are this — both already carrying a Brake & Clutch dump body.
The fleet trim: vinyl, rubber, the things that survive. Right for a truck that gets shared, gets dirty, and is bought on total cost rather than comfort.
Adds the integrated trailer brake controller and Vehicle Integration System 2.0 as standard. If the truck tows regularly or carries powered equipment, this is usually the sensible floor.
Heated and ventilated front seats and the softer interior. Worth it when one person lives in the truck all day; hard to justify on a pooled vehicle.
The top of the range. Rare on a chassis cab for obvious reasons — it is a lot of interior to put under a dump body.
Bodies that go on this chassis
This is a chassis sold to be bodied, so the body conversation comes first and the truck is specified around it. Six factory upfitter switches and Vehicle Integration System 2.0 mean the electrical side is largely solved before the body builder starts, and the CNG/propane prep package and rear-seat delete are there for fleets and municipalities that need them. Tell the fleet team the body, the finished weight you expect and what has to be powered, and they will quote chassis and body as one job.
In stock now
2 of the 3 on the ground are marked down, shown first. Pricing changes as units sell.
New · Stock AF13074
2023 Ford Super Duty F-350 DRW
XL
$56,990
Save $5,345 off MSRP
Quirk Ford Augusta
New · Stock AF13077
2023 Ford Super Duty F-350 DRW
XL
Flatbed Body
$59,990
Quirk Ford Augusta
New · Stock AF14660
2026 Ford Super Duty F-350 DRW
Brake & Clutch Dump Body Upfit
$91,774
Quirk Ford Augusta
Questions businesses actually ask
What do you have in stock right now?
Four F-350 dual-rear-wheel chassis cabs at Quirk Ford Augusta — two bare and two already fitted with a Brake & Clutch dump body. The F-450, F-550 and F-600 ratings are factory orders. If you need a chassis cab sooner and the Ford is not the fit, we also keep a dozen Ram 3500 and 5500 Chassis Cabs at our Bangor store.
Thanks — good to know.
Sorry that didn't answer it. Want to ask the commercial team directly?
Should I buy the gas or the diesel?
If the truck carries, buy the gas. Maximum payload is 15,060 lbs on the 7.3L gas engine against 14,400 on the diesel — the diesel weighs more, and that weight comes off your payload. If the truck tows, buy the diesel: the 20,000 lb conventional rating needs the High-Output Power Stroke. The gas engine is also the cheaper truck to buy and to service, so it wins more often than people expect.
Thanks — good to know.
Sorry that didn't answer it. Want to ask the commercial team directly?
F-350, F-450, F-550 or F-600 — how do I choose?
By finished weight, not by badge. Base curb weight runs 5,673 to 8,288 lbs depending on configuration, and gross combination ratings span 23,500 to 43,500 lbs across the range. Add the body and the load you intend to carry, then pick the chassis that leaves headroom. Your body builder’s weight estimate should drive this decision, and it should happen before you order.
Thanks — good to know.
Sorry that didn't answer it. Want to ask the commercial team directly?
Can my upfitter wire equipment in without cutting the harness?
Yes — six upfitter switches are factory-installed and tapped into the electrical system specifically so accessories can be added without splicing into factory wiring. Vehicle Integration System 2.0 is available on top for deeper equipment integration. It is a more complete package than the four switches and Vehicle Integration System 1.0 on the E-Series Cutaway.
Thanks — good to know.
Sorry that didn't answer it. Want to ask the commercial team directly?
What is the difference between single and dual rear wheels?
A single rear wheel truck has one wheel each side of the rear axle, which makes it easier to live with day to day and fine for light to moderate towing. Duals put two each side, which buys stability and higher payload and towing ratings. On a chassis cab carrying a body, duals are usually the answer — everything we have in stock is dual rear wheel.
Thanks — good to know.
Sorry that didn't answer it. Want to ask the commercial team directly?
Does Ford’s warranty cover the body?
No. Ford warrants the chassis it built; whoever built the dump, service body or rescue body warrants that. Two warranties and two phone numbers, so it is worth asking who services the body locally before you commit — on this kind of truck the body is the part doing the work.
Thanks — good to know.
Sorry that didn't answer it. Want to ask the commercial team directly?
Tell us what the truck has to do
What you carry, what you tow, whether a body or a plow is going on it — that decides the build. The commercial team specs it, quotes multiple units, and handles factory fleet ordering.
Capability figures compiled from Ford Pro — 2027 Super Duty Chassis Cab, checked 2026-10-01. Ratings vary by configuration and are not a guarantee for any specific vehicle — confirm before purchase.