2026 Ford F-450 Super Duty – Seattle/Tacoma Trims and Specs

The 2026 Ford F-450 Super Duty is the alpha of Ford’s consumer pickup lineup – a truck that stretches the limits of what a pickup can do. It’s often called a “1½-ton” truck, bridging the gap between the F-350 and Ford’s medium-duty commercial rigs. For drivers in Seattle, Tacoma, and across the Pacific Northwest who demand the absolute maximum towing capacity in a pickup, the F-450 is the go-to choice. Whether you’re transporting heavy construction equipment, pulling a large multi-car trailer, or towing a 40-foot fifth- wheel RV for cross-country adventures, the F-450 is engineered for the task. What sets the F-450 apart? For one, it comes standard as a Crew Cab dually with a 8-foot bed and 4x4 – there are no small versions of an F-450 pickup. It also features a unique wide-track front axle and 19.5-inch commercial-grade wheels, giving it a tougher stance and tighter turning radius than an F-350 dually. The result is a truck that can tow up to 40,000 lbs (with gooseneck hitch) – a staggering figure that was heavy semi-truck territory not long ago. Despite this extreme capability, the F-450 still offers a plush interior and modern tech in its upper trims, so you don’t have to sacrifice comfort for performance. In this guide, we’ll explore the F-450’s trims, capabilities, and why it might be the ultimate solution for your heavy hauling needs in the PNW.

‌Trim Levels and Features

Ford typically offers the F-450 pickup in fewer trims than the F-250/F-350. It’s generally oriented toward higher-end configurations. As of 2026, you can usually find the F-450 in the following trims:

• XL:
• XLT: In some years Ford has offered an F-450 XLT (Crew Cab). This would be the “work truck” of the F-450 range, though calling any F-450 a work truck feels like an understatement. The XLT would have cloth seats, basic amenities, and is geared towards fleet or commercial buyers who need the capability but not luxury frills. It’s relatively rare in retail lots (most F-450s sold to consumers are higher trim), but you might see an XLT F-450 towing equipment trailers or outfitted as a utility truck in the field. It still comes with things like the Sync 4 infotainment, power features, and often dual- zone climate. Essentially, an XLT F-450 gives you the muscle without the luxury price tag.
• Lariat: The Lariat is often the starting point for many F-450 buyers. It provides leather-trimmed seating, the 12-inch touchscreen, and a host of comfort features (heated/ventilated front seats, for instance) while keeping the cost below the ultra-premium levels. For someone in Tacoma who tows a large trailer for business but also needs to drive the truck daily, the Lariat strikes a balance. You get all the core tech – like the Co-Pilot360 safety features, remote start, etc. – and a nicely appointed interior. It’s a truck you can spend long hours in (say, hauling horses to a show in Oregon or delivering equipment out to Spokane) and not feel fatigued, thanks to the creature comforts.
• King Ranch: Ford has sometimes offered the King Ranch on F-450 (depending on model year, sometimes it starts at Lariat and jumps to Platinum). If available, the King Ranch would bring the distinctive western luxury theme to this big truck. That means the rich King Ranch leather, wood accents, and special two-tone paint options. It’s all about marrying Texas rancher style with Pacific Northwest brawn. A King Ranch F-450 might be exactly what a ranch owner in eastern Washington wants when towing cattle – a mix of style, comfort, and brute force. It comes loaded with virtually every feature, from navigation to premium audio.
• Platinum: The Platinum trim is a common top choice on the F-450. It’s loaded with luxury: premium leather (often black leather with satin accents), real wood and aluminum trim, massaging multi- contour seats, and all the advanced tech (adaptive cruise control, lane centering, head-up display, surround cameras, etc.). On the outside, the Platinum gets a distinctive satin chrome grille and usually comes with stylish 19.5-inch alloy wheels. A Platinum F-450 in Iconic Silver or Agate Black is an imposing sight – it’s the kind of truck that commands respect at the work site or the campground. Many people who tow luxury 5th-wheel coaches or large boats opt for the Platinum because it makes long-distance towing feel first-class.

Also, all F-450 pickups come with the dual rear wheel setup and 4WD. Unlike F-350, there’s no option for single rear wheel, and 4x4 is standard at this level. The transmission is the heavy-duty TorqShift 10-speed auto, and it often has an extra heavy-duty drive-line to handle the higher Gross Combined Weight Ratings.

Feature-wise, an F-450 in any given trim is similar to an F-350 of that trim, with perhaps a few differences in included packages (for instance, an F-450 Lariat might automatically include the Ultimate package that’s optional on an F-350 Lariat). But in general, you’ll find SYNC® 4 infotainment with Apple CarPlay/Android Auto, multiple USB ports, 110V inverter outlets – all the modern conveniences – even though it’s the mightiest of trucks, Ford doesn’t skimp on tech.

Engine and Performance

Interestingly, the F-450 pickup only comes with the 6.7L Power Stroke diesel – you cannot get a gas engine in the F-450 pickup. Ford assumes anyone buying this truck needs the diesel’s torque and range. So that simplifies the engine discussion:

• 6.7L Power Stroke V8 Turbo Diesel: Standard engine on F-450, delivering 475 hp and 1,050 lb-ft of torque. This engine on the F-450 is tuned similarly to the F-350’s standard output (the HO is an option, which we’ll get to). For all practical purposes, this powerplant is immensely capable. It will move the roughly 8,500-9,000 lb truck around like it’s nothing and still have power in reserve to drag a 20-ton trailer. One advantage with the F-450 is that it comes with very aggressive axle gearing (typically 4.30:1 ratio) by default, which helps with low-end pull. That does trade off some unladen fuel economy, but if you’re buying an F-450, you’ve accepted that. The diesel’s refinement is noteworthy – 2026 models are quiet inside and relatively smooth, a big improvement over diesels of old. When you accelerate, you get a wave of torque with a whooshing turbo sound but not much clatter.
• 6.7L Power Stroke High Output: Optional on the F-450 (often standard on the Limited trim if it existed, optional on Platinum/Lariat). The HO version cranks up output to about 500 hp and 1,200 lb- ft . In the F-450, this option really shines: because the truck’s chassis can utilize that extra torque for towing beyond what an F-350 can, the HO ensures you have the best-in-class capability. It might be a must-have if you plan to routinely tow above ~30k lbs. Even if not, some buyers just want the “top dog” engine. The HO includes upgraded engine hardware (like a different turbo and tune) and often requires the Max Tow Package (which on F-450 might include auxiliary tranny coolers, etc.). Driving an HO F-450 with no load is almost comical – it’s so powerful that you can merge or climb grades with ease, you’ll likely never push it to its limit without a huge trailer.
• Transmission & Drivetrain: The 10-speed handles the power beautifully, and with so many gears, it keeps the engine in the optimal range. An F-450 will cruise at highway speeds in the higher gears quietly, yet can drop several gears on demand if you need to overtake or climb. The truck has shift-on-the-fly 4x4 with low- range. Low range plus that 4.30 axle and diesel torque means the F-450 can creep up or down extremely steep inclines with heavy trailers without issue.
• Steering & Handling: As mentioned, the wide-track front axle is a unique trait of the F-450. It not only turns sharper, but is also designed to handle the weight of a heavier trailer tongue (like when maneuvering a gooseneck at low speeds, the front axle carries a lot of weight too). The F-450’s brakes are larger than the F-350’s, providing extra stopping power – a confidence booster when descending a steep hill with a trailer pushing behind. It’s also common for F-450s to come with an engine brake feature (variable turbo braking) and even an automatic exhaust brake setting (where the truck will downshift and brake automatically to maintain speed downhill when cruise control is on – great for mountain towing).

Despite being so large, thanks to modern assists, driving an F-450 around Western Washington isn’t as intimidating as one might think. You sit high (even higher than an F-150 or F-250, since the F-450’s suspension is beefier) with a commanding view. The driver aids like lane keeping and blind spot monitors take some stress out of highway driving. Parking is still a chore due to size, but the surround cameras give you a fighting chance to squeeze into larger spots if needed.

Towing & Payload Capacity

The F-450’s headline feature is towing capacity – it’s the best of the best in pickups as of 2026:

• Maximum Gooseneck/Fifth-Wheel Towing: 40,000 lbs . This number is achieved with the High Output diesel. Essentially, the F-450 is rated to tow 20 tons when using a gooseneck hitch in the bed. Practically, this means there are very few trailers an F-450 couldn’t tow. Large flatbed goosenecks, 3- car wedge trailers, massive toy haulers – all fall within this limit. Keep in mind that towing at this level likely requires a specific setup (Regular Cab, 4x2 may not be relevant since all F-450 pickups are crew 4x4, but it might need the right axle and the 40k Tow Package which includes a stronger hitch setup and possibly suspension enhancements). The more “realistic” max for a Crew Cab 4x4 F-450 might be around 37,000-38,000 lbs, but Ford quotes 40k as best-case . In any event, it’s roughly 2,000-4,000 lbs more than the F-350 DRW’s maximum, giving that extra margin.

• Maximum Conventional Towing: ~30,000 lbs on the hitch . The F-450 can tow about 30k with a conventional trailer (again, needing the right hitch and likely the HO engine for that upper end). This is the best conventional tow rating of any pickup. It’s noteworthy because bumper pull trailers above 20k are uncommon, but if you have, say, a heavy construction trailer that you’d rather not gooseneck, the F-450 can manage where others cap out. Most users won’t tow 30k on the bumper, but think of something like a large equipment transport trailer – it’s an edge case but the capability is there.

• Payload: Around 5,400 to 6,500 lbs in the bed for the Crew Cab models. Ford’s official best payload for F-450 pickup is listed around 6,210 lbs (depending on trim) – it won’t be as high as the F-350 DRW’s max 8,000 because the F-450 has heavier components that eat into payload (and ironically, the F-350 can option a higher GVWR than the F-450 pickup’s 14,000-lb rating; Ford keeps the F-450 pickup at Class 3 to avoid needing commercial registration in some states). So, even though F-450 tows more, the F-350 DRW technically can carry a tad more payload in some configurations because Ford gave it a 14,000 lb GVWR option versus the F-450’s standard ~14k GVWR. It’s a bit confusing, but suffice to say: expect roughly 6,000 lbs payload give or take. That’s plenty for any slide-in camper, or loading up with tools plus a heavy trailer tongue weight. For example, if you are towing a 35,000 lb gooseneck with ~15% pin weight, that’s ~5,250 lbs on the hitch – the F-450 can handle that and still carry a couple passengers and gear.

Use Cases in Seattle: The F-450 is often considered overkill for many, but there are scenarios here that justify it: - If you are an owner-operator doing hotshot trucking or heavy RV transport, an F-450 is preferable for the added durability and tow capacity. Maybe you live in Seattle but haul freight to remote parts of the West regularly – F-450 will handle constant use at high weights better (e.g., it has commercial-grade 19.5” tires which last longer under heavy loads). - If you have a 40-foot luxury fifth wheel (some can be 18k-20k empty, 22k+ loaded) and you travel through the Rockies, you’ll love the F-450’s extra stability (the wide front axle and 19.5” tires reduce sway). Many full-time RVers who roam from Washington to Arizona and beyond choose F-450 for their biggest 5th wheels. - If you tow a large trailer for work – like a 4-horse living quarters horse trailer which might be 15k-20k lbs plus horses – the F-450 gives a comfort buffer in towing. It’s not working at 100% all the time, so it may last longer and keep cooler (brakes, transmission, etc.). - Some may use F-450s for towing large boats. For example, a 35-foot offshore fishing boat on a trailer might weigh 15k-20k lbs. F-450 can handle pulling that out at the marina more easily than an F-350 (the lower first gear due to 4.30 axle and bigger brakes help). - On the extreme end, maybe a small company hauling a heavy generator or tiny home trailers around – the F-450 edges toward medium-duty capability but with the comfort and speed of a pickup.

Driving and Towing Experience: Those 19.5” wheels on the F-450 carry load amazingly (they are basically medium-duty truck tires), but they also mean when empty, the ride is stiff. Many F-450 owners notice the ride is harsher than an F-350, especially over sharp bumps – the commercial tires have less give. It’s the trade-off for their durability (they also last longer and handle heat better under heavy loads). Once loaded, the ride often improves as the weight settles the suspension.

Towing something like 30k lbs with an F-450 is a different world: you must be diligent and safe as a driver (it’s like piloting a big rig). The truck gives you the tools – exhaust brake, powerful diesel, stable chassis – but physics still apply. Fortunately, Washington’s trailer laws allow these pickups to do their thing without special licensing for personal use. But always ensure your trailer has good brakes and you practice safe driving (this is where the tech like Trailer Brake Controller, sway control, and Collision Mitigation help a lot).

Why Choose the F-450 in the Pacific Northwest?

The decision to get an F-450 over an F-350 DRW usually boils down to needing the extra towing stability and a bit more capacity:

• Towing above ~30k lbs: If you have trailers in the 30,000-40,000 lb range (which is not common for most individuals, but could be for specialized businesses or people with huge 5th wheels), the F-450 is the only pickup that’s up to that task. While an F-350 can tow a lot, it tops out a few thousand pounds less and might feel more strained at the very upper end. The F-450 is basically built to live at those extremes more comfortably.

• Better Turning Radius: Oddly, one of the biggest day-to-day advantages of the F-450 is that wide- track front axle that gives it a tighter turning radius than an F-350 Crew Cab. That can mean easier U- turns or getting into fuel stations with a big trailer. In a place like downtown Seattle or tight rural roads, the ability to turn a bit sharper is appreciated by those who’ve experienced both. It sounds minor, but when you drive these trucks daily, it matters.

• Heavy Commercial Use: If you’re using the truck for commercial purposes where it’s near GVWR or GCWR often, the F-450 might hold up better long-term (things like stronger hub bearings, bigger brakes, etc., contribute to longevity under stress). For a construction company owner or similar, the extra upfront cost of an F-450 could pay off with a truck that goes further before components wear out.

• Pride and Peace of Mind: Some buyers just want “the best.” The F-450, being the top of the line, carries a bit of bragging rights. But beyond ego, there’s peace of mind in knowing you have more truck than you might ever need. If you’re towing a big load and you see an F-350 in your mirrors sway a bit in wind, you know yours is that much more stable. On long trips through mountains or remote areas, that peace of mind is valuable – you’re less likely to overtax the truck.

  However, if you don’t tow extremely heavy or often, an F-450 is probably more truck (and cost) than necessary. Downsides include: - Harsher unloaded ride (due to commercial tires). - Slightly lower fuel economy than an F-350 (gearing and weight). - Typically higher purchase price (often only comes in high trims). - The need for 19.5” tires which are more expensive to replace (though they last longer). - No option of a shorter wheelbase or different cab – you’re locked into Crew Long Bed 4x4.

  In the Seattle area, a person daily-driving an F-450 with no heavy usage is definitely going to feel the compromise in ride and maneuverability (though the turning is good, the width and length are still huge). So, we usually see F-450s with folks who really have a specific heavy towing use in mind, not just as a commuter.

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What is a reservation?
A reservation puts you on our list to be among the first to order a 2026 Ford Super Duty. It is not an actual order and does not guarantee delivery. While you’re waiting for the order banks to open, we will keep you updated on all things Maverick.

What steps are required to complete my reservation?
Go online and select “Step 1 Start Reservation” fill out the reservation form and submit your request to join the list for a new 2026 Ford Super Duty truck. A confirmation will display after the form is submitted and an email will be sent to the address in the reservation form.

When can I order my Super Duty?
Prior to order banks opening, we will reach out to help you complete your Super Duty build. We’ll be able to answer any questions, come to a pricing agreement, and then submit your order as soon as order banks open. We expect the ordering window to open sometime this summer/fall.

When will my vehicle be delivered?
Production and delivery timing varies depending on configuration and order submission date.
Since this is one of our most popular models, delivery typically takes 6+ months. Once Ford
schedules your order for production, you will be able to track your Super Duty production and
delivery progress.

Am I buying this vehicle directly from Ford?
No. The purchase agreement will be between you and Bowen Scarff Ford, not you and Ford
Motor Company. 

DISCLAIMER: *By completing the reservation process, you are not ordering or purchasing a vehicle. Participation in the program does not guarantee your vehicle delivery. Your reservation does not guarantee a set price for the vehicle.