Winner of Work Truck Magazine's Medium Duty Truck of the Year, Two Years Running.
The Ford trucks That People Who Know Trucks Depend On.
Powered by Ford. Assembled in North America*.
*Assembled in the U.S. with domestic and foreign parts.
Ford TorqShift® . The Industry Standard for Strength and Durability.
Best-in-Class Standard Diesel Horsepower and Torque*.
We mean business when it comes to building Class 6-7 trucks for today's most demanding jobs. By controlling every phase of truck development in-house, from design and engineering to manufacturing, we're able to cover every aspect of customer service from the day of initial purchase to a continuing commitment to quality care long down the road. And we're proud to say, F-650/F-750 trucks and tractors are built in North America at our Ohio Assembly Plant in Avon Lake*.
Only one line of Class 6-7 trucks offers you diesel or gasoline power to give you the best combination of cost-effective performance for your particular vocation. The 6.7L Power Stroke® Turbo Diesel V8. And the class-exclusive* 6.8L Triton® gas V10. Both are designed by Ford and teamed with the TorqShift® HD 6-speed automatic transmission, also Ford- built, for seamless performance with all chassis components and vehicle calibrations.
The TorqShift® HD 6-speed automatic transmission easily handles the heavy torque of the diesel and gas engines. The SelectShift® feature has two modes: Progressive Range Select to lock out overdrive, plus Full Manual control. The Tow/Haul feature minimizes gear hunting on an uphill; on a downhill, it prevents upshifting and an increase in speed, and reduces brake pressure. TorqShift offers available live-drive takeoff provision with stationary and mobile modes.
The Ford TorqShift® HD 6-speed automatic transmission with available Live-Drive Power Takeoff (PTO) Provision* includes stationary and mobile modes for diesel and gas engines. An output gear connects directly to the engine crankshaft to power the PTO anytime the engine is running, whether the truck is moving or stopped. "Split-shaft" capability (diesel only) allows multiple accessories to be operated at the same time when the truck is stopped.
Operating cost effectively demands that you spec your truck to meet the exact job requirements. That's why Ford Medium Duty trucks are available in GVWRs starting at 20,500 lbs. (9,299 kg) with the F-650 Pro Loader® and going as high as 37,000 lbs. (16,783 kg) with the 6.7L Power Stroke® turbo diesel-powered F-750.
Available voice-activated SYNC6 technology helps you keep your eyes on the road and hands on the wheel. Features include hands-free calling, automatic phone book download and voice-activated music commands. You can also bring the power of Siri® Eyes Free and your iPhone® into your vehicle91 Plus, SYNC comes with no-extra-charge 911 Assist5 and SYNC Applink™93 to help control some of your compatible mobile apps.
With the FordPass™ app112 , you have a Smarter Way to Move.


I got the call yesterday -- the turn signal wasn't working on the Buick.
For a person like me, this is almost the worst news I could receive, save, ya know, a death in the family or something like that.
I hate burned out lights, and to add insult to injury, this isn't the only broken turn signal we're dealing with.
In our Jeep, a 2003 Grand Cherokee Laredo, the turn signal is also not working -- not because the bulb is burned out though, it's because of an apparent flaw in the design that causes the bulb to lose the connection between the socket as the air temperature warms and cools. So, sometimes it works and sometimes it doesn't. I've replaced bulbs, I've replaced the socket -- it seems I may now need to replace the entire fixture. However, I was told that the problem can be temporarily fixed by squeezing the socket really tightly around the bulb.
Anyway, my wife said she was going to swing by the auto parts store to grab a bulb for the Buick. She comes home and within 5 minutes she's got the bulb replaced and working.
Impressive. So impressive, in fact, that I was inspired to try and fix the turn signal on the Jeep.
It took a few minutes to figure out how to remove the fixture. Okay, it took like 30 minutes to figure out how to remove the fixture. Then, it took a few minutes to be able to twist the turn signal socket and pull it out. Well, actually, it took my wife a few minutes. That was after I had spent a solid 15 minutes on it. I think I loosened it for her.
Anyway, after investigating the bulb, socket and fixture, I twisted it back in, and squeezed. Kind of. I mean, it's kinda hard to get to where I think it needs to be squeezed.
I turn on the blinker and voila! Er, um.... VOILA! Dangit. Not working. Maybe a little tapping or smacking or banging on it will do the trick.
Hmm... nope that didn't do it. Oh well. Wait, what?! Why is the brake light not working?! Why is the reverse light not working? Now NONE of the lights are working.
I thought maybe -- just maybe -- it's a wiring issue. So I decided to pop the hood and jiggle some wires. I reach down, grab the hood release and BAM! The hood release breaks!
I know when I've met my match. I also know when to let my wife handle the "man business." I walked away.
I'm driving the Buick for now.