Ordered to Spec · Top of the Super Duty Range
Ford Super Duty F-600 Chassis Cab in Maine
The F-600 is the heaviest chassis in Ford’s Super Duty range and the last step before a true medium-duty truck. It exists for one reason: a body and a load that an F-550 cannot legally carry.
Ford makes the point itself in how it sells the thing — the F-600 comes in XL and XLT only. There is no Lariat and no Platinum, because nobody orders this truck for the interior. We order them to your specification; nothing in the range is floored at this weight.
What it means for your business
Ford only sells it as a work truck
The F-350, F-450 and F-550 each run all four trims up to Platinum. The F-600 stops at XLT — $59,380 for the XL and $62,305 for the XLT, and that is the entire lineup. That is a useful signal about what this chassis is for. If you are choosing it, you are choosing it for the rating underneath, and Ford has not bothered pretending otherwise.
Buy it when the F-550 runs out, and not before
The chassis prices across the range sit close together — F-450 XL $56,375, F-550 XL $57,220, F-600 XL $59,380 — so stepping up is rarely a budget decision. It is an arithmetic one: curb weight, plus the body, plus what you intend to carry, has to sit inside the rating with headroom. Work that out with the body builder first. Discovering you are a model short after the body is mounted is the expensive version of this conversation.
The same upfit electrical package, which is the point
Six factory-installed upfitter switches tapped into the truck’s electrical system, so a beacon, a hydraulic pump, scene lighting or a crane goes on a circuit built for it rather than spliced into a harness. Vehicle Integration System 2.0 sits above for deeper equipment integration. At F-600 weight the body is almost always powered, so this is the specification that decides how clean the installation is.
Both engines, and the payload logic does not change
The 7.3L V8 gas and the 6.7L High-Output Power Stroke diesel carry across the whole Super Duty chassis range on a 10-speed automatic. The diesel weighs more and that weight comes out of payload before your load does; Ford’s own maximum payload figure for the range belongs to a gas truck. At this weight most buyers still take the diesel for grade and sustained work, but it is worth doing the sum rather than assuming.
It is an order, and that is the right way to buy it
Nothing about an F-600 is generic. The body sets the cab, the wheelbase, the rating and the Power Take Off requirement, so a unit sitting on a lot would be somebody else’s build. Tell the fleet team what is going on the back and what it weighs finished, and they will quote the chassis and the body together with a build date.
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 — lighter, and Ford’s maximum payload figure for the range is a gas truck.
- 6.7L High-Output Power Stroke V8 diesel
- Available · B20 capable
- The usual choice at this weight for grade and sustained work. Heavier, which costs payload.
- Transmission
- 10-speed automatic
- Six selectable drive modes, on both engines.
- Upfitter electrical
- Six switches · Vehicle Integration System 2.0
- Factory-fitted and fused — the most complete package Ford offers.
Hauling & towing
- Trims offered
- XL and XLT only
- No Lariat, no Platinum. The rest of the Super Duty chassis range runs all four.
- Starting MSRP
- XL $59,380 · XLT $62,305
- 2027 chassis prices. The body is separate and frequently the larger line.
- Position in the range
- Heaviest Super Duty chassis cab
- Above the F-550; the last step before a true medium-duty truck.
- GCWR range
- 23,500–43,500 lbs
- Across the Super Duty chassis cab range — the F-600 sits at the top of it.
- Cab styles
- Regular · SuperCab · Crew
- Cab length trades against the body length the frame will carry.
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.
The base work specification, from $59,380, and the usual order. Everything that matters on this truck is behind the cab.
From $62,305, adding the integrated trailer brake controller. Worth it if the truck tows as well as carries, or if a driver is assigned to it full time.
Bodies that go on this chassis
An F-600 is bought for the rating, so the body comes first and the chassis is specified around it — cab, wheelbase, engine and Power Take Off all follow from what is going on the back. Six factory upfitter switches and Vehicle Integration System 2.0 mean the electrical side is largely solved before the installation starts. Ford warrants the chassis; the body builder warrants the body.
We order this one
There is no Ford Super Duty F-600 Chassis Cab on our lot today, and that is normal for this chassis — the body decides the specification, so it is ordered rather than floored. Tell the fleet team what is going on the back and they will quote the chassis and the upfit as one job.
Questions businesses actually ask
Do you have any F-600 chassis cabs in stock?
No — these are ordered, and at this weight that is the only sensible way to buy one, because the body decides the entire specification. If you need a Ford chassis cab you can look at today we keep F-350s at Quirk Ford Augusta, and there are 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?
Why does the F-600 only come in XL and XLT?
Because nobody buys one for the cabin. The F-350, F-450 and F-550 all run up to Platinum; the F-600 stops at XLT, at $59,380 and $62,305. Ford is being honest about what the truck is for — the value is entirely in the rating and in what gets mounted behind the cab.
Thanks — good to know.
Sorry that didn't answer it. Want to ask the commercial team directly?
When should I step up from an F-550 to an F-600?
When the arithmetic says so. Add the curb weight, the body and the load you actually intend to carry, and if that does not sit inside an F-550 rating with headroom, you need the F-600. The chassis price difference is around two thousand dollars, so cost is rarely the deciding factor — running out of rating after the body is mounted is the expensive outcome.
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 come factory-installed and tapped into the electrical system, with Vehicle Integration System 2.0 available above them. At F-600 weight the body is nearly always powered, so this is the part of the specification that decides how clean and how serviceable the installation ends up.
Thanks — good to know.
Sorry that didn't answer it. Want to ask the commercial team directly?
How long does an order take?
It depends on the configuration and on the body builder’s queue as much as on Ford, and the two are quoted together. Tell the fleet team the body, the finished weight and what has to be powered, and they will come back with a chassis and body quote and a realistic build date rather than a guess.
Thanks — good to know.
Sorry that didn't answer it. Want to ask the commercial team directly?
Is the body covered by Ford’s warranty?
No. Ford warrants the chassis; the company that builds the dump, crane or recovery body warrants that. Two warranties and two phone numbers, so ask who services the body locally before you sign.
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.