7Mary3

You have to remeber that Ford wanted to re-purpose KTP to build the upcoming new Super Duty pickups. KTP was FAR more profitable building Super Duty pickups than they ever were building heavy trucks. That article mentions that the new AeroMax had 50% more plastic in it that competing class 8 trucks. I believe that! It's amazing how fast those trucks vanished from the landscape. Early Louisvilles seemed to hang on forever, but HN80's seemed to disappear overnight. Also it was interesting to read Ford was planning an aluminum cab for the HN80.

https://www.theautopian.com/38-years-ago-ford-tried-to-make-trucking-23-percent-more-efficient-and-failed-so-hard-it-doesnt-make-semis-anymore/

Yes, and of course now just because Ford doesn't have to pay Shelby American the $800 per car royalty does not mean they have to lower the price $800 either!

'Heavy Truck' down another 17%.

I doubt the 6.8L costs much less to manufacture than the 7.3L does. The only component in the 6.8L that might cost less would likely be the cast iron (vs. forged) crankshaft. Also remember the Cummins 6.7L Octane is turbocharged and produces substantially more torque (660 ft. lbs.) than the Ford 7.3L. I think a 7.3L gasoline powered Ford F-650 will have a very substantial cost advange over a comparable Octane powered Freightliner or Kenworth.

In that case it does make sense, the Octane will be a lower-cost alternative to the next generation medium duty diesels, like the Cummins B7.2L. That might be a good thing for Ford, they ought to be able to substantially undercut the Octane powered medium duty trucks with the 7.3L F-650/750. That is, if Ford continues to offer those trucks. Recently Ford announced that the 6.7L Powerstroke will be CARB certified for medium duty trucks and once again availble for sale in California, however that only applies to the F-550 and 600, not the 650 and 750. Ford seems to be very reluctant to spend any money at all on the 650 and 750 (air brakes on gas trucks...).

Well that makes no sense. Wonder what the pricing is for the Kenworth.

Don't know how much opportunity it will end up being. From what I hear GM has known for nearly 2 years that International would not be renewing the contract because they ultimately planned to sell the Springfield plant. This also explains why GM never updated the Silverado mediums as they had supposedly planned (gasoline engine, air brakes, etc.). Rumor is that GM looked at partnering with another truck manufacturer to continue the program but may have decided (like Ford) to bring their medium duty truck back 'in-house'.

https://gmauthority.com/blog/2026/03/chevy-silverado-md-production-to-end-this-year/?utm_source=gmauthority.beehiiv.com&utm_medium=newsletter&utm_campaign=biggest-chevy-silverado-will-end-production-this-year&_bhlid=4ff55b8692899beaafd76a66c32b1ddaa65983c7

https://www.worktruckonline.com/10256609/california-restrictions-no-longer-apply-to-ford-f-550-f-600-diesel-chassis-cabs

I have not seen a diesel transit bus in years. All the transits around here are CNG or BEV's.

I am not buying this just yet. Based on what I see, Tesla's are difficult and expensive to repair after an accident tend to total out more easily than other cars, EV's included. Giga-castings are certainly a manufacturing advantage, but replacing these large structures after an accident presents a whole set of new problems. From what I understand it these aluminum castings often cannot be repaired. Google search 'Totaled Tesla Model Y' and see what comes up. Seems to me that any advantages Giga-castings represent are on the manufacturing side. The owner gets a throw-away car that's more expensive to insure.

Very true, and the only reason Ford is still in class 6 and 7.

I don't think the Freightliner will cost less than the Ford, but I think it will be a lot closer than the Kenworth. Our fleet went Freightliner years ago because after taking upfit costs into consideration, the Freightliner truck was less expensive 'turn key' than the Ford was. That certainly may not be the case with many buyers (van, platform, etc.) but the point is I expect the M2/Octane will be priced close enough to the F-650 gasoline that it may cost Ford some sales.

I don't know that it's a flop as of yet, but it was late to market. Kenworth announced they would offer it in their medium duty line last year but I believe the trucks are just now available. The ZF Powerline 8 speed is the transmission that Ram is now offering in Cummins powered HD's. I suspect it is less expensive than an Allison transmission. Kenworth is going to use an automated PACCAR transmission with the 6.7 Octane. I have not priced the gasoline Kenworth but I suspect it will be expensive.

A couple of things: First off, the 650 and 750 have been voted Work Truck medium duty truck of the year, for whatever that it worth: https://www.worktruckonline.com/10256168/ford-f-650-f-750-wins-2026-medium-duty-truck-of-the-year-award Second, Freightliner is introducing the Cummins B6.7 Octane gasoline engine along with the ZF Powerline automatic 8 speed in the M2 medium duty: https://www.worktruckonline.com/10256265/zf-8-speed-powerline-transmission-launches-on-freightliner-m2-106-plus-at-work-t The Freightliner announcement is a little distressing for Ford as it represents a lower cost class 6/7 gasoline competitor for the 650/750.

True, and Twin-Traction-Beam didn't do much for ground clearance or unsprung weight.

Well, a crew cab with an 8' bed is pretty much usless off road, but if that's what the mall cruiser crowd wants than Ford should offer it. The XL off road package sounds interesting. Ford should design a good 4X4 IFS for the Super Duty.

KTP back in the day:

I don't think JV's with Chinese auto manufacturers is necessarily a problem, but if they drag Chinese suppliers over that could be. That's the concern of GM and others.

https://finance.yahoo.com/news/ford-ceo-trump-officials-discussed-224022105.html

Wrong forum

I think the significant thing is the NA Transit and the EU Transit will go their separate ways, and I will wager the NA Transit will be a larger commercial oriented van. This will probably spell the end of the E-Series. Chassis-cab production will continue at Avon Lake too, at least the Super Duty 250-600 models.

The 650 and 750 6.7L Powerstroke trucks use the 10R, but the 7.3L gasoline versions use the 6R. I think the F53 stripped chassis may also use the 6R with gas engines. I really wish the 6R140 was available with the 7.3L or 6.8L gasoline engines in the 250 and 350.