Spied: Next-Gen Ford F-650 Hybrid?

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Photography by Chris Doane Automotive

It looks like Ford has begun testing its enormous, next-gen F-650, and there could be some special powertrain secrets the company is trying to hide with a fake nosecone.

This box-shaped bodywork that's pasted on the front is probably providing clearance for new intercoolers, radiators … or perhaps some special intercooler aids.

There are also all sorts of diagnostics on it that have us thinking there are some special energy-capturing devices or battery coolers; in fact, you can see the yellow monitoring cables running around the bottom of the white cab. Interestingly, the only difference we could discern between the red and white test trucks is one had 10 lugs, the other only 8, while both had 19.5-inch wheels. 

As you would imagine, both trucks are loaded with a great deal of ballast in those black steel boxes. Whether this new F-650 is a testbed for future F-250, F-350 or F-450 powertrains, we'll have to wait and see.

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Doesn't the F650 and F750 use the 6.7L Cummins?

@AD - it seems to me that the Rambo types have a problem with comprehending the fact that Cummins builds engines for whomever will buy them from them and not just for Ram.
This is right from Ford's website:
Cummins® 6.7L - 200HP (standard - diesel)
Ford 6.8L - 362HP (standard - gas)
Cummins® 6.7L - 220, 240, 250, 260, 280, 300, 325, 340, 360 HP (optional diesel)
Horsepower (Diesel) 200 @ 2300 RPM
220 @ 2300 RPM
240 @ 2300 RPM
250 @ 2300 RPM
260 @ 2300 RPM
280 @ 2300 RPM
300 @ 2600 RPM
325 @ 2300 RPM
340 @ 2600 RPM
360 @ 2600 RPM
Torque (Diesel) 520 lb-ft @ 1600 RPM
560 lb-ft @ 1600 RPM
660 lb-ft @ 1600 RPM
750 lb-ft @ 1800 RPM
660 lb-ft @ 1800 RPM
800 lb-ft @ 1800 RPM
Transmission Allison® 6-Speed Automatic (std.)
Allison® 5-Speed
Fuller 6-Speed
Dana 7-Speed

This shows that there are 9 different output levels available for the F650/750.

I would love to see a diesel-hydraulic hybrid Super Duty with 1500 lb-ft of torque and 25+ miles per gallon.

Makes you wonder where GM is. Mark, there has been some speculation around here that GM is planning a return to medium duty. Any news?

Ram ought to consider a Ram 6500. Maybe sell it through Case/NH dealers.

That nosecone is simply Ford's next great idea. Now they don't have to spend lots of money each time they want to upgrade their trucks. They can simply slap a new grille on and call them "All New!"

Cummins said the new 5.0L diesel V8 will fit anywhere a v8 or v10 fits. Well what truck has a v10......the F650.
Well maybe the F650 is getting the 5.0L cummins. Just a thought, cause they already use a 6.7L cummins

HAHA Ford really wants their trucks to look like PIGS HAHA!

Who drives these things?

Now THAT'S A UTE!!! Squashes Hiluxs' like bugs...

This is a international truck whit a ford body.??

Why are these trucks on this pickup site? Change the name because you report these trucks along with vans.

I am curious can one of you Ford guys or anybody for that matters who knows when Ram got the 2013 Cummins I read they got an increased cooling system http://cumminsengines.com/cummins-turbo-diesel-2013#overview. I was wondering if Ford is getting an updated Cummins?

A typical Ford redesign slap a slightly different grille on it then call it all new. YAAAAAWWWWWWWWNNNNN

So what are the FE figures for this truck?

@ Toycrusher
We generally don't consider much above a 3/4 ton a ute.

I would define this as a genuine truck, not something you could consider an 'everyday' vehicle. This would be a MDT in Australia, something and everyday business would use. Ours are generally cab over, but we do have a mixture of cab types.

@DiM or Mike or Mikey
It seems the 6.7 Cummins is 200hp and 520lbs of twist. The largest output engine is 362hp and 800ftlb.

So a 300hp and 550ftlb Cummins ISV diesel will not work?

Stupid says what stupid does :-)

@ big al
If you recall years back the f650 used to have a 6.0l power stroke, CAT and cummins options. So why wouldn't the 5.0l cummins work?

@Mike - Big al was being sarcastic. I'm sure that we will see the Cummins V8 in a large number of MDT's.

@The Real Lou
No, I trying to be a funny smart a$$.

Trucks of this nature are more accommodating with a much larger range of engines.

Basically you can bolt in whatever you want and it should work.

I really don't see a gasser as a viable business option in this vehicle, unless there is a specific requirement.

The F650 and F750 are actually Navistar (International) DuraStars underneath, just with Ford designed bodies and non-International engines.

Considering Ford's strained relationship with Navistar/International, it wouldn't surprise me if they are simply developing their own Class 6/7/8 trucks. I know they were planning on moving production away from Navistar's Mexico plant to Ford's own plant in Ohio.

If they do I wonder if they will look at cab overs?

There is a large range of trucks of this size outside of NA.

They even use larger engines in some cases. I would think the FE wouldn't be to different, but I don't know.


Here's an interesting cut and paste. It seems Ford and Toyota have split a few months ago with their co-development of hybrid trucks. Toyota have Dyna hybrid's.

This could be why there is scant information on FE figures, etc.

I wonder how much Toyota is making on their hybrid tech as they also partnered with BMW in an exchange of Toyota hybrid tech for BMW diesel tech.

'Ford is on track to bring its rear-wheel-drive hybrid system to market later this decade, Raj Nair, the company’s product development chief, said by telephone. Toyota and Ford mutually agreed to end their collaboration after the research and development phase, he said.

“Both parties gained from each other’s expertise and insight,” Nair said in the interview. “We’ve developed a lot of expertise in-house and determined we could deliver the system on our own.” Nair declined to be more specific on the timing.

Read more: http://www.autonews.com/article/20130723/OEM05/130729969/ford-splits-with-toyota-plans-own-truck-hybrid-system#ixzz2i22VEJ4f
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I'm sorry Toyota have Hino trucks.

@Big Al

I doubt they'll do a cabover here. They tried with the Ford LCF in the class 4/5 segment and they were a total flop.

Cabovers have never been very popular stateside. In the days before air ride they got a reputation for having an extremely rough ride (due to having the seats positioned over the drive axle). Many also considered cabovers of the day to be extremely ugly when compared against American staples like the curvacious B-Model Mack.

While I'm sure they're better than they used to be, a lot of long haul truck drivers wont even consider them. To much of a stigma developed over time.

Plus we've never had overall length limits like much of Europe, so there has never really been any push towards shorter chassis.

In fact, out in California they were/are known for ordering longer-than-normal frame trucks specifically for the better ride quality. As their highway and byway infrastructure could support the longer trucks without issue.

@ mark williams and PUTC

SO, since we have graduated to Medium Duty here on PUTC why do you not post about the most ground breaking Technology EVER in class 5 and up trucks? specifically i'm referring to the HINO 195 COEH. Boasting a 50% Reduction in fuel usage for a 19,500 GVW box truck is MUCH bigger news than ford test mule 650 thats been sighted................. or am i missing something?

@Paul810 - the B model Mack is one of my all time favorites. My dad had several of them.

@Lou and Paul810
The first image is of a fuel tanker we use up where I live. We are starting to see many more triple boggies on the prime movers.

I've even seen some on Euro cab over road train prime movers.

We tend to have bigger trucks than US/Canada and Europe.


A tough Kenny.


Here's a truck setup for the populated east coast, it's a B triple Iveco cab over with a longish wheel base.


Those F-650's could be some sort of hybrid, but the hybrid Kenworths I see have much larger battery boxes. Hard to say exactly what these Fords are. I'll make a wager that the actual 2017 F-650 does not use a current generation Super Duty cab though.

GMC has a lock on these size trucks in the fire industry since they are very reliable rigs:

" it seems to me that the Rambo types have a problem with comprehending the fact that Cummins builds engines for whomever will buy them from them and not just for Ram.
This is right from Ford's website:"

I don't. If you can't beat um, join um.

@Big Al From Oz,
"We tend to have bigger trucks than US/Canada and Europe"
Correct, a lot of MDT's compared to anywhere else in the world, then you get the obvious,i.e Road Trains and B-triples.
Europe has a lot of HDT trucks, then a big drop to Vans and Cab Chassis's. Not that many MDT's from my observation.

@Robert Ryan
I do know that the US has quite a few 'long nose' trucks. But like the new Euro vans I somehow think that forward control or cab overs will become a part of the US trucking scene.

We have cab over road trains I've seen up here with tri axle drives. Even many of the East Coast trucks like B triples and doubles are becoming Euro/Asian cab overs.

We used to be primarily a US dominated semi trailer nation, it has gradually changed over the past 20 years. Up here in the NT there is still a lot of US trucks pulling roadtrains. But I'm seeing Iveco's, Scania's, Volvo's, actually quite a few Volvo's pulling roadtrains. They seem to go as good as the US trucks.

The US does have length restrictions like we do and the Euro trucks, so a cab over can offer a longer load space.

Last Christmas in NYC is saw many LDT forward controls and even down in South Jersey I see them in surprising numbers. I was amazed at the Sprinters, Iveco vans I saw as well.

Where my brother works in Jersey at a building supplies they are running Internationals with what looks like a 18'-20' tray.

He said they are crap and are not very reliable.

@HEMI V8 ,

Dont really understand your comment..

Dodge/RAM fans understand Cummins put engines in Ford,Dodge,PeterBilt,KenWorth,WesternStar,Freightliner,Mack ect...for decades...

Its not like the Top Fuel/Alchohol cars/boats,monster trucks that use a Chrysler Hemi.Chrysler had no Diesel to put in their trucks and the cost of building designing a engine is through the roof..As GM/Ford/Toyota tried to use their own engines in racing ,spent hundreds of millions for decades but yet all had severe EPIC FAILURES !!!!!!! So, they use a Chrysler Hemi (most reliable,powerful,durable) That my friend is the real meaning of "If you cant beat them,join them" !!!

Different with the Diesels as with a diesel its common for multiple makes to run the same engines,Cat,Detroit,Cummins ect..

Maybe with the Fiat/Chrysler partnership we can have a new Diesel besides the Cummins in the RAM 2500/3500/4500.Chrysler Corporation owned a part of VM Motori along with Detroit Diesel,and Jeeps,Minivans,Dakota's,Durango's in Europe,South America had those engines for along time already..

Furthermore,Toyota fans should be upset that GM supplies the engines for their toyota forklifts...lol !!

It wouldnt surpise me if Ford/GM/Toyota use a Cummins one day as well...They are reliable,so they say...I only buy gas and maint costs are alot lower than a Diesel,plus I get 300,000 miles out of my Dodge gas engines,no need for a Diesel.

Gotta run...

Only Ford has the cajones to build - in - house. The other two dont have the technology, yes I can see Fiat drop Cummins for the VM Motori diesel. Its inevitable.

@HemiV8 - I don't. If you can't beat um, join um." That explains why you taped your nuts together. Well, at least that is what TRX said.

I wonder if the F650 could have beaten the Ram 3500 in the King of Beasts testing?


The muffler looks like a V10 Gasser.

I would like to get a passenger version like Shaq has, actually a lot of people drive them.


@Big Al, cab forwards seem better for around town and getting in and out of tight spaces, but traditional style offers more comfort (because you sit between the axles), better aerodynamics, and better cab protection. S there are pros and cons to both. For truckies spending most of their time on the Interstate, I can see why they would want the comfort, better fuel economy, less noise, and better protection. I also see why people driving busy tight streets in Europe want the maneuverability of an LCF.

Not these days. The newer Cabovers are more comfortable, safer and have better ergonomics.

I have been driving big class 7-8 tucks in the U.S all my life, and have not even seen a cab-over since the 80's, and now? still you could not pay drivers enough to drive them! as the 4wheel drivers around here are way to dangerous and cause all kinds of accidents involving big trucks, and no one want to be just 5-10" behind the front bumper of a big truck! even UPS gave up on them back a while ago, and I believe they were the last hold-outs! and I can remember drivers calling the Mack cab-overs Coffin cabs! as they had no sleepers, just day cabs, and to look through the cab with both doors open, the inside was not much bigger than a coffin! just about 30" from windshield to the back window!

@sandman4X4 Think of everything in reverse when you go outside NA. Conventional HDT's(really no Conventional MDT's or Light Trucks here.) have a decreasing percentage of the Australian HDT Truck market. More and more of these new Cabovers are making an impression everywhere.

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