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Have you considered a Utilimaster type step van, similar to a Snap On Tool truck, or a UPS or FedEx commercial delivery van, enclosed, caged, secure, with low step in height for working in and out of, and optional roll up door and lift gate, with more space efficient engine packaging than a conventional cab, and more useful interior height?
If you like Ford, the F-550 - F-600 equivalent (and actually superior in many ways) is the F-59.
The Ford stripped chassis is gasoline only.
If you want diesel, then consider the Freightliner Custom Chassis MT series, that is equipped with a Cummins.
The deal breaker for me on this is if I need service other than regular maintenance I need to go to a Freightliner dealer which is a long drive and huge money in my area.
A couple of years ago I upfitted a 2019 F-550 Crew Cab 84 CA with an 12' combo body, and this year upfitted a 2021 F-550 Super Cab 84 CA with a 12' flat bed. It was actually my first Super Cab, although I've always wanted one... since 1976.
I had to modify the hinges in the Super Cab with a kit (that Ford provides... but do not expect your fleet sales manager to have a clue about it) to keep the doors from swinging open 180°, so that they won't bash into the front of the vocational body, which is wider than the cab.
After driving both cab types around, with the same length bodies, I won't be getting another Super Cab when maneuverability of the unit is a concern. There doesn't feel to be that much of a length savings over crew cab, and every time something is needed from behind the seat, the front door has to be opened to access the rear door, so it is an open two doors and dance around them tango for every access.
I think for a personal pickup, the Super Cab seems ideal... to be able to recline the driver's seat to take a nap, more room to store blueprints, plans, contracts, and lunch... all kept away from the tool and supplies area, etc. But I was surprised at how irritated I became using the Super Cab in practice. I'm not sharing this to dissuade you. I'm just being open and honest about my experience with something that I always wanted, or so I thought, until I actually had it, and now as I think of the next truck... it will definitely be a regular cab (for maneuverability on tight job sites).
Things change as gas prices go up or down, in unexpected ways. When gas prices are up, the crew don't want to drive their own vehicles, and they don't mind going to the yard first, parking their personal cars, and piling in shoulder to shoulder in the crew cab for the drive to the job site. But when gas prices are down, they want to drive direct to the job in their own cars, and skip the commute time lost in going from home to yard, and yard to home.
As a sole operator, you best know your situation, and what cab you might need. But definitely go to a dealer and do the Super Cab cab door dance, and also test drive a regular cab chassis vs a Super and crew cab chassis, with a 102" CA, since that is the minimum CA you will need to support a 14' to 16' body. The wheelbase will depend on cab style of course, but the 102" CA, which is 4' longer than the 84" CA's I work with, is a long drink of water. I'd try them out first.
For an electrician, who may have a lot of very expensive parts in the truck, from circuit breakers to rolls of copper to hydraulic cimp tools, etc... I still advocate a caged step van with no external access doors, unlike a service or combo body. But if you like direct access from the outside, then get a dual lock system. I specified the secondary lock with a forward facing key actuator whose position can be seen by the guys getting into and out of the cab, rather than behind the truck. I wanted them to notice the state of the back of the box everytime they stopped to get something to eat, cause thieves are that quick.
The Japanese low cab forwards (Isuzu NPR and equivalent) that you don't like the looks of will certainly be the most efficient fuel wise and space wise, and they will also be more maneuverable with more wheel cut in the steering axle, and the entire cab over the steering axle, which offers a better body to overall length ratio than any of Ford's conventional cab chassis trucks can, regardless of cab style.
That 102" cab axle that you need for a 14 - 16 foot enclosed service body is so long, I'd be thinking about downsizing to a 12' body... and having a cantilever rack over the cab incorporated in the service body construction, so that space above the cab is not wasted to empty air buffetting against the flat wall of the enclosed superstructure over the service bed.
A couple of years ago I upfitted a 2019 F-550 Crew Cab 84 CA with an 12' combo body, and this year upfitted a 2021 F-550 Super Cab 84 CA with a 12' flat bed. It was actually my first Super Cab, although I've always wanted one... since 1976.
I had to modify the hinges in the Super Cab with a kit (that Ford provides... but do not expect your fleet sales manager to have a clue about it) to keep the doors from swinging open 180°, so that they won't bash into the front of the vocational body, which is wider than the cab.
After driving both cab types around, with the same length bodies, I won't be getting another Super Cab when maneuverability of the unit is a concern. There doesn't feel to be that much of a length savings over crew cab, and every time something is needed from behind the seat, the front door has to be opened to access the rear door, so it is an open two doors and dance around them tango for every access.
I think for a personal pickup, the Super Cab seems ideal... to be able to recline the driver's seat to take a nap, more room to store blueprints, plans, contracts, and lunch... all kept away from the tool and supplies area, etc. But I was surprised at how irritated I became using the Super Cab in practice. I'm not sharing this to dissuade you. I'm just being open and honest about my experience with something that I always wanted, or so I thought, until I actually had it, and now as I think of the next truck... it will definitely be a regular cab (for maneuverability on tight job sites).
Things change as gas prices go up or down, in unexpected ways. When gas prices are up, the crew don't want to drive their own vehicles, and they don't mind going to the yard first, parking their personal cars, and piling in shoulder to shoulder in the crew cab for the drive to the job site. But when gas prices are down, they want to drive direct to the job in their own cars, and skip the commute time lost in going from home to yard, and yard to home.
As a sole operator, you best know your situation, and what cab you might need. But definitely go to a dealer and do the Super Cab cab door dance, and also test drive a regular cab chassis vs a Super and crew cab chassis, with a 102" CA, since that is the minimum CA you will need to support a 14' to 16' body. The wheelbase will depend on cab style of course, but the 102" CA, which is 4' longer than the 84" CA's I work with, is a long drink of water. I'd try them out first.
For an electrician, who may have a lot of very expensive parts in the truck, from circuit breakers to rolls of copper to hydraulic cimp tools, etc... I still advocate a caged step van with no external access doors, unlike a service or combo body. But if you like direct access from the outside, then get a dual lock system. I specified the secondary lock with a forward facing key actuator whose position can be seen by the guys getting into and out of the cab, rather than behind the truck. I wanted them to notice the state of the back of the box everytime they stopped to get something to eat, cause thieves are that quick.
The Japanese low cab forwards (Isuzu NPR and equivalent) that you don't like the looks of will certainly be the most efficient fuel wise and space wise, and they will also be more maneuverable with more wheel cut in the steering axle, and the entire cab over the steering axle, which offers a better body to overall length ratio than any of Ford's conventional cab chassis trucks can, regardless of cab style.
That 102" cab axle that you need for a 14 - 16 foot enclosed service body is so long, I'd be thinking about downsizing to a 12' body... and having a cantilever rack over the cab incorporated in the service body construction, so that space above the cab is not wasted to empty air buffetting against the flat wall of the enclosed superstructure over the service bed.
Thank you very much for the detailed response. Aside from the looks of the cab overs the deciding factor for me was serviceability. I have a local mechanic that I trust and his rates are very reasonable. I've priced an Isuzu NPR HD and Hino 195. The prices are great but when they need anything other than routine maintenance they have to go to their respective dealers, both of which are 50 minutes away from me to the tune of 150/hr +/-. Absolute robbery. My mechanic has been the only one to work on my e350 (he audibly groans when I pull into the shop!), he doesn't try to upsell and is a straight shooter. If he could do all the service I would have ordered the Hino 195 last year.
If you like the van, and have a good mechanic, then buying used might be an option?
If buying used is an option, then there is the E-450 (14K GVWR) and E-550 (19.5K GVWR). The E-550 was only available in 2002-2003. The E-450 is still available today, albeit in gasoline only.
Obviouly, there is a ton and a half difference of payload capacity jumping from the 11.5K GVWR E-350 that you have now, versus the 14.5K GVWR E-450 that you could buy new or used, where used could be another diesel, in either 6.0L or 7.3L flavors, and new would be 7.3L gas.
The extra 3,000 lbs capacity could be good enough.
For 8,000 lbs more capacity (reduced by the heavier running gear, so say 7,500 lbs more) the rare E-550 becomes available now and again. With leaf spring front suspension, and a big Dana S-135 rear axle, that thing is stout, and rides like it too. However, since it has a wider drop center I beam front axle than the front coil sprung twin traction beam E-350 and E-450, the E-550 affords more wheel cut between the three models of E Series cutaways.
I'm thinking the devil you know here, with the possibility of transferring over your current vocational body, thus saving even more on upfit costs.
If you like the van, and have a good mechanic, then buying used might be an option?
If buying used is an option, then there is the E-450 (14K GVWR) and E-550 (19.5K GVWR). The E-550 was only available in 2002-2003. The E-450 is still available today, albeit in gasoline only.
Obviouly, a ton and a half difference jumping from the 11.5K GVWR E-350 that you have now, versus the 14.5K GVWR E-450 that you could buy new or used, where used could be another diesel, in either 6.0L or 7.3L flavors, and new would be 7.3L gas.
The extra 3,000 lbs capacity could be good enough.
The rare E-550 becomes available now and again. With leaf spring front suspension, and a big Dana S-135 rear axle, that thing is stout, and rides like it too. However, since it has a wider drop center I beam front axle than the front coil sprung twin traction beam E-350 and E-450, the E-550 affords more wheel cut between the three models of E Series cutaways.
I'm thinking the devil you know here, with the possibility of transferring over your current vocational body, thus saving even more on upfit costs.
Transferring the body isn't a possibility. It has an airdam fairing that they cut the roof out of the cab for. I did some research on the e550 and front end parts are hard to find. I live in Southern NH so anything that as old as mine is well on its way to the junkyard. I am meticulous about coating the undercarriage with fluid film. My free looks good, will newilan oil pan in the next few years if it lasts that long. I would be up for a used e450 6.0 but with prices the way they are right now it doesn't make sense.
Rezvani's Latest Post-Apocalytic Monster Is a Ford F-150 Raptor Underneath
Slideshow: Called the Fortress, the 850-horsepower pickup combines Raptor underpinnings with military-inspired features, survival equipment, and a starting price of $285,000.
