partsnow/us-heavy-duty-trucks huggingface dataset:
Isuzu Reach (2011–2019)
Manufacturer: Isuzu (parent: Isuzu Motors), headquartered in Anaheim, California (US ops), Japan, founded 1916
Class: 3; 4 | Body type: Medium-Duty | Rating: 14,500 lb GVWR
Engines: Isuzu 4JJ1-TC 3.0L diesel | Horsepower: 150 hp
Applications: Parcel delivery; Last-mile; Walk-in van
The walk-in delivery van engineered to put more cargo on less fuel.
Introduced at the 2011 Work Truck Show on the NPR ladder chassis with a Utilimaster composite body, the Reach was run by both UPS and FedEx — FedEx Express built up a fleet of roughly 2,300 of them — and Isuzu claimed it cut fuel use by about 35% versus the boxy walk-in vans it replaced. It was discontinued in 2019.
Isuzu FXR (2005–2009)
Manufacturer: Isuzu (parent: Isuzu Motors), headquartered in Anaheim, California (US ops), Japan, founded 1916
Class: 7; 8 | Body type: Cabover | Rating: Up to 56,000 lb GVWR
Engines: Isuzu 6HK1 7.8L diesel; GM Vortec 5.3L gas | Horsepower: 250–300 hp
Applications: Heavy vocational; Dump; Regional; Tractor
The heavy-hauling Class 8 cabover at the top of Isuzu's Low Cab Forward range.
The FXR was the largest Low Cab Forward Isuzu ever sold in North America (2005–2009) — buildable as a Class 7 single-axle (33,000 lb GVWR) or Class 8 tandem (up to ~56,000 lb GVW) in 4x2 or 6x4 on the 6HK1 7.8L diesel, with a rare run of VINs even carrying GM's gasoline Vortec 5.3L V8.
Ford F-650 (2000–present)
Manufacturer: Ford (parent: Ford Motor Company), headquartered in Dearborn, Michigan, USA, founded 1903
Class: 6 | Body type: Medium-Duty | Rating: Up to 29,000 lb GVWR
Engines: Ford 6.7L Power Stroke; Ford 7.3L gas | Horsepower: 270–330 hp
Applications: Tow; Dump; Utility; Box
The contractor and tow-truck favorite.
Launched for the 2000 model year as part of the new Super Duty range, the Class 6-7 F-650 became part of the Blue Diamond Truck Company joint venture with Navistar, which from 2004 built the trucks at Navistar's plant in General Escobedo, Mexico. After that partnership dissolved, Ford moved the redesigned line to its Avon Lake, Ohio plant, where the first US-built F-650/F-750 rolled off the line on August 12, 2015, securing more than 1,000 jobs and a Built in Ohio alongside the F-750 on Ford's dedicated medium-duty line.68 million investment.
Ford F-750 (2000–present)
Manufacturer: Ford (parent: Ford Motor Company), headquartered in Dearborn, Michigan, USA, founded 1903
Class: 7 | Body type: Medium-Duty | Rating: Up to 37,000 lb GVWR
Engines: Ford 6.7L Power Stroke; Ford 7.3L gas | Horsepower: 270–330 hp
Applications: Dump; Crane; Utility; Tow
Ford's biggest straight truck.
The F-750 is the heavyweight of Ford's medium-duty F-Series, reaching up to a 37,000 lb GVWR that crosses into Class 8 territory - a tier Ford has offered on the truck since 2011, so this single nameplate alone straddles Class 7 and 8 (and together with the lighter F-650 it shares a line with, the family spans Class 6 through 8). Like the F-650, it is built at Ford's Avon Lake, Ohio plant after the 2015 dissolution of the Blue Diamond joint venture with Navistar.
Ford F-550 Super Duty (1999–present)
Manufacturer: Ford (parent: Ford Motor Company), headquartered in Dearborn, Michigan, USA, founded 1903
Class: 5 | Body type: Medium-Duty | Rating: Up to 19,500 lb GVWR
Engines: Ford 6.7L Power Stroke; Ford 7.3L gas | Horsepower: Up to 500 hp
Applications: Tow; Service; Dump; Utility
The Super Duty chassis cab that does everything.
Introduced for the 1999 model year (production began January 1998), the F-550 Super Duty pushed Ford's Super Duty line into the Class 5 chassis-cab market alongside the new F-450, bridging the gap between the pickups and the much larger F-650/F-750. Sold as a dual-rear-wheel chassis cab, it can pull as much as roughly 24,100 lb with a gooseneck or fifth-wheel hitch.
Ford F-600 Super Duty (2020–present)
Manufacturer: Ford (parent: Ford Motor Company), headquartered in Dearborn, Michigan, USA, founded 1903
Class: 6 | Body type: Medium-Duty | Rating: Up to 22,000 lb GVWR
Engines: Ford 6.7L Power Stroke; Ford 7.3L gas | Horsepower: Up to 500 hp
Applications: Service; Utility; Landscape
Class 6 capability in a Super Duty package.
Debuting at the 2019 Work Truck Show and reaching customers in mid-2020, the F-600 Super Duty packs Class 6 capability - a 22,000 lb maximum GVWR - into a body the same size as the Class 5 F-550. It hits that higher rating through upgraded driveline and chassis parts plus larger 19.5-inch wheels and tires, slotting neatly between the F-550 and the F-650.
Ford F-450 Super Duty (1999–present)
Manufacturer: Ford (parent: Ford Motor Company), headquartered in Dearborn, Michigan, USA, founded 1903
Class: 4; 5 | Body type: Vocational | Rating: Up to 16,500 lb GVWR
Engines: 6.7L Power Stroke V8 turbodiesel; 7.3L Godzilla V8 gas | Horsepower: 390–500 hp
Applications: Service / utility; Tow / recovery; Landscaping; Construction
The heavy-half of the Super Duty chassis cab, built to carry a workload all day.
The F-450 chassis cab shares its dual-rear-wheel frame and Dana axles with the F-550, but pairs them with a tighter wheel cut for a class-leading turning radius in tow-truck and service-body builds.
Ford F-350 Super Duty (1999–present)
Manufacturer: Ford (parent: Ford Motor Company), headquartered in Dearborn, Michigan, USA, founded 1903
Class: 3 | Body type: Vocational | Rating: Up to 14,000 lb GVWR
Engines: 6.7L Power Stroke V8 turbodiesel; 7.3L Godzilla V8 gas; 6.8L Triton V10 gas (legacy) | Horsepower: 385–500 hp
Applications: Service / utility; Towing; Construction; Fleet
The work-ready one-ton workhorse that anchors millions of American fleets.
The dual-rear-wheel F-350 is the lightest Super Duty rated for a fifth-wheel/gooseneck setup near 35,000 lb of conventional towing, making it the default platform for hotshot haulers.
Ford Transit (2015–present)
Manufacturer: Ford (parent: Ford Motor Company), headquartered in Dearborn, Michigan, USA, founded 1903
Class: 1; 2; 3 | Body type: Vocational | Rating: Up to 11,000 lb GVWR
Engines: 3.5L PFDi V6 gas; 3.5L EcoBoost V6 gas | Horsepower: 275–310 hp
Applications: Last-mile delivery; Cargo van; Shuttle / passenger; Cutaway / chassis cab
America's best-selling full-size van, the backbone of the working day.
When the Transit reached the U.S. for the 2015 model year it ended a half-century run of the boxy E-Series van and immediately became the country's best-selling commercial van.
Ford E-Series Cutaway (1992–present)
Manufacturer: Ford (parent: Ford Motor Company), headquartered in Dearborn, Michigan, USA, founded 1903
Class: 3; 4; 5 | Body type: Vocational | Rating: Up to 14,500 lb GVWR (E-450)
Engines: 7.3L Godzilla V8 gas; 6.8L Triton V10 gas (legacy); 7.3L / 6.0L Power Stroke V8 turbodiesel (legacy) | Horsepower: Up to 350 hp
Applications: Box truck / delivery; Ambulance; Class C motorhome; Shuttle bus
The cutaway chassis that put a body on everything from ambulances to RVs.
Even after the Transit replaced Ford's E-Series vans in 2015, the E-350/E-450 cutaway lived on as a standalone chassis and remains the dominant platform under Class C motorhomes and shuttle buses.
Ford E-Transit (2022–present)
Manufacturer: Ford (parent: Ford Motor Company), headquartered in Dearborn, Michigan, USA, founded 1903
Class: 2 | Body type: Electric | Rating: 9,500 lb GVWR
Engines: Battery-electric | Horsepower: Electric drive
Applications: Last-mile delivery; Cargo van; Cutaway / chassis cab; Fleet electrification
The all-electric Transit that wires America's best-selling van for zero-emission routes.
The E-Transit's 68-kWh battery sits under the load floor, so it keeps the same cargo volume as the gas Transit while offering an onboard Pro Power generator to run jobsite tools.
Ford Cargo (1986–1997)
Manufacturer: Ford (parent: Ford Motor Company), headquartered in Dearborn, Michigan, USA, founded 1903
Class: 6; 7 | Body type: Cabover | Rating: Up to 33,000 lb GVWR
Engines: Ford/Brazilian diesel; Cummins B-series; Caterpillar 3116 | Horsepower: 150–250 hp
Applications: Local delivery; Refuse; Beverage; Vocational
The tilt-cab city hauler that replaced the immortal C-Series.
Built from a Brazilian Ford design, the Cargo was the first U.S.-market Ford commercial truck assembled outside Louisville, and after Ford left trucks it lived on as the Sterling SC Cargo.
Ford LCF (Low Cab Forward) (2006–2009)
Manufacturer: Ford (parent: Ford Motor Company), headquartered in Dearborn, Michigan, USA, founded 1903
Class: 4; 5 | Body type: Cabover | Rating: Up to 19,500 lb GVWR
Engines: 4.5L Power Stroke V6 turbodiesel | Horsepower: 200 hp
Applications: Box truck; Dump; Landscaping; Tow / recovery
Ford's low-cab-forward answer to the Isuzu NPR in tight urban work.
The short-lived LCF rode an F-450/F-550 chassis but wore a cab borrowed from the Japanese-market Mazda Titan, and was twinned with the International CF/CityStar through the Blue Diamond joint venture.
Ford C-Series (1957–1990)
Manufacturer: Ford (parent: Ford Motor Company), headquartered in Dearborn, Michigan, USA, founded 1903
Class: 5; 6; 7 | Body type: Cabover | Rating: Up to 50,000 lb GVWR
Engines: Ford gas V8; Caterpillar diesel; Cummins diesel; Detroit Diesel | Horsepower: 150–300 hp
Applications: Fire apparatus; Local delivery; Beverage; Refuse
The almost-immortal tilt cab that fought fires for three decades.
Ford built the C-Series for 33 model years with only minor changes, and its forward-tilting Budd-built cab made it the default chassis for American fire engines well into the 1990s.
Ford L-Series (Louisville) (1970–1998)
Manufacturer: Ford (parent: Ford Motor Company), headquartered in Dearborn, Michigan, USA, founded 1903
Class: 7; 8 | Body type: Vocational | Rating: Up to 80,000 lb GCWR
Engines: Cummins NTC / N14; Caterpillar 3406; Detroit Diesel 60 Series | Horsepower: Up to 450 hp
Applications: Dump; Mixer; Construction; Vocational
The Louisville Line — Ford's conventional big rig that built America's job sites.
The L-Series was Ford's first purpose-built Class 8 conventional; when Ford exited heavy trucks in 1998 the design was sold to Freightliner and re-emerged as the Sterling A-Line, so survivors still pull from a deep parts pool.
Ford Aeromax (1988–1998)
Manufacturer: Ford (parent: Ford Motor Company), headquartered in Dearborn, Michigan, USA, founded 1903
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Cummins N14; Caterpillar 3406; Detroit Diesel 60 Series | Horsepower: Up to 500 hp
Applications: Long-haul; Regional; Heavy-haul
Ford's aerodynamic Class 8 flagship, built to chase the long highway miles.
The Aeromax was Ford's wind-tunnel answer to the Kenworth T600, restyling the L-9000 with a sloped hood and skirting; it became the AeroMax 9500 under Sterling after Freightliner bought Ford's heavy-truck line.
Ford CLT-9000 (1978–1991)
Manufacturer: Ford (parent: Ford Motor Company), headquartered in Dearborn, Michigan, USA, founded 1903
Class: 8 | Body type: Cabover | Rating: Up to 80,000 lb GCWR
Engines: Cummins NTC; Caterpillar 3406; Detroit Diesel 8V92 | Horsepower: Up to 450 hp
Applications: Long-haul; Heavy-haul; Regional
Ford's aluminum-cab cabover flagship for the era of the long hood-less highway hauler.
The CLT-9000 was the cab-over sibling of the Louisville Line and offered four-point cab air suspension never before seen in a Ford cabover, replacing the older Ford W-Series tilt-cab tractor.
Ram (Chassis Cab) 5500 Chassis Cab (2008–present)
Manufacturer: Ram (Chassis Cab) (parent: Stellantis), headquartered in Auburn Hills, Michigan, USA, founded 2010
Class: 5 | Body type: Medium-Duty | Rating: Up to 19,500 lb GVWR
Engines: Cummins 6.7L Turbo Diesel | Horsepower: 360 hp
Applications: Tow; Dump; Service; Crane
The heaviest Ram you can buy.
The 5500 is the heavyweight flagship of Ram's chassis-cab line, a Class 5 truck rated up to a 19,500-lb GVWR and a gross combined weight of up to 43,000 lbs. It launched under the Dodge brand for 2008 (debuting at the Chicago Auto Show in February 2007), when Dodge called the commercial-vehicle market "essentially white space" for the brand as it charged into the Class 4-5 segment; Ram only became a standalone brand the following year. Sold bare for upfitters, it offers cab-to-axle lengths up to 120 inches for landscaper, dump, gooseneck, and service bodies.
Ram (Chassis Cab) 4500 Chassis Cab (2008–present)
Manufacturer: Ram (Chassis Cab) (parent: Stellantis), headquartered in Auburn Hills, Michigan, USA, founded 2010
Class: 4 | Body type: Medium-Duty | Rating: Up to 16,500 lb GVWR
Engines: Cummins 6.7L Turbo Diesel | Horsepower: 360 hp
Applications: Tow; Service; Utility
Heavy-hauling work-truck muscle.
The 4500 is the mid-tier Class 4 model of Ram's chassis-cab range, rated up to a 16,500-lb GVWR and sold as a bare cab-and-frame for commercial upfits. It arrived alongside the 5500 under the Dodge brand for 2008 (revealed at the 2007 Chicago Auto Show) as the brand charged into the Class 4-5 chassis-cab segment, then powered by a 6.7L Cummins High Output turbo diesel making 305 hp and 610 lb-ft. Today's version pairs the 6.7L Cummins I-6 (360 hp / 800 lb-ft) with a TorqueFlite HD 8-speed automatic.
Ram (Chassis Cab) 3500 Chassis Cab (2008–present)
Manufacturer: Ram (Chassis Cab) (parent: Stellantis), headquartered in Auburn Hills, Michigan, USA, founded 2010
Class: 3 | Body type: Medium-Duty | Rating: Up to 14,000 lb GVWR
Engines: Cummins 6.7L; 6.4L HEMI gas | Horsepower: Up to 370 hp
Applications: Service; Utility; Flatbed
The work-ready one-ton chassis.
The 3500 is the entry point of Ram's chassis-cab family, a Class 3 truck sold with no factory bed -- just a cab and straight, pre-drilled flat frame rails built for upfitting into dump trucks, ambulances, flatbeds, and service bodies. It runs the 6.7L Cummins turbo diesel I-6 at 360 hp and 800 lb-ft, below the Ram 3500 pickup's available High-Output Cummins (up to 430 hp / 1,075 lb-ft), and tows up to roughly 25,680 lbs with the diesel. It sits below the heavier 4500 and 5500 as the lightest, most affordable rung of the commercial chassis-cab line.
Chevrolet Silverado 6500 HD (2019–present)
Manufacturer: Chevrolet (parent: General Motors), headquartered in Detroit, Michigan, USA, founded 1911
Class: 6 | Body type: Medium-Duty | Rating: Up to 26,000 lb GVWR
Engines: Duramax 6.6L diesel; 6.6L gas | Horsepower: Up to 350 hp
Applications: Dump; Tow; Utility
GM's biggest conventional work truck.
Unveiled in 2018 at the NTEA Work Truck Show, the 6500 HD is the heaviest member of the revived Silverado chassis-cab line and a Class 6 successor to the Kodiak/C6500 medium-duty Chevys that GM dropped in 2009. It carries a GVWR up to 23,500 lb on a frame built for upfitters, and is assembled by Navistar/International in Springfield, Ohio, alongside its International CV twin.
Chevrolet Silverado 5500 HD (2019–present)
Manufacturer: Chevrolet (parent: General Motors), headquartered in Detroit, Michigan, USA, founded 1911
Class: 5 | Body type: Medium-Duty | Rating: Up to 19,500 lb GVWR
Engines: Duramax 6.6L diesel; 6.6L gas | Horsepower: Up to 350 hp
Applications: Tow; Service; Landscape
The mid-range medium-duty Silverado.
The Class 5 middle child of Chevrolet's medium-duty trio, the 5500 HD slots between the 4500 HD and 6500 HD with a GVWR up to about 19,500 lb. Like its siblings it launched for 2019 powered by the 6.6L Duramax L5D V8 (350 hp and 700 lb-ft) mated to an Allison automatic, reviving the conventional medium-duty Chevy line that vanished when the Kodiak/TopKick died in 2009.
Chevrolet Silverado 4500 HD (2019–present)
Manufacturer: Chevrolet (parent: General Motors), headquartered in Detroit, Michigan, USA, founded 1911
Class: 4 | Body type: Medium-Duty | Rating: Up to 16,500 lb GVWR
Engines: Duramax 6.6L diesel; 6.6L gas | Horsepower: Up to 350 hp
Applications: Service; Utility; Tow
Work-truck capability, pickup familiarity.
The Class 4 entry point of the Silverado chassis-cab line, the 4500 HD is the lightest of the trio at a maximum GVWR around 16,000 lb. Introduced for 2019 and built by Navistar in Springfield, Ohio, it marked GM's return to the conventional medium-duty segment it had abandoned in 2009, running the same diesel-only 6.6L Duramax L5D and Allison transmission as its bigger 5500 HD and 6500 HD brothers.
Chevrolet Low Cab Forward (2016–present)
Manufacturer: Chevrolet (parent: General Motors), headquartered in Detroit, Michigan, USA, founded 1911
Class: 3; 4; 5 | Body type: Cabover | Rating: 12,000–19,500 lb GVWR
Engines: Isuzu 4HK1 diesel; 6.0L gas | Horsepower: Up to 297 hp
Applications: Box truck; Delivery; Landscape
A rebadged Isuzu cabover with a bowtie.
Chevrolet's cab-over line is a rebadged Isuzu: the 3500, 4500, and 5500 are Isuzu Elf/N-Series trucks while the 6500 and 7500 are the larger Isuzu Forward, all sold under a GM-Isuzu collaboration announced in June 2015 that put them on sale for 2016. At launch the LCF was the only gasoline-powered low-cab-forward truck in North America, fitting a GM V8 (later the 6.6L L8T, replacing the 6.0L L96) where rivals offered diesel only, and its cab tilts forward for full engine access.
Chevrolet Kodiak (1980–2009)
Manufacturer: Chevrolet (parent: General Motors), headquartered in Detroit, Michigan, USA, founded 1911
Class: 4; 5; 6; 7 | Body type: Medium-Duty | Rating: Up to 33,000 lb GVWR
Engines: Caterpillar 3208; Caterpillar 3126; Caterpillar C7; Duramax 6.6L V8; Vortec 8.1L V8; Isuzu 7.8L Duramax I6 | Horsepower: 175–330 hp
Applications: Vocational; Dump; Flatbed; Beverage; School bus chassis; Tow / recovery
The medium-duty workhorse that built America's job sites.
The Kodiak's beefy chrome grille and crew-cab versions made it a cult favorite — and when GM exited the medium-duty business, the very last Kodiak/GMC TopKick rolled off the Flint, Michigan line on July 31, 2009, ending GM's medium-duty era.
Chevrolet W4500 (1998–2009)
Manufacturer: Chevrolet (parent: General Motors), headquartered in Detroit, Michigan, USA, founded 1911
Class: 3; 4 | Body type: Cabover | Rating: Up to 14,500 lb GVWR
Engines: Isuzu 4HK1-TC 5.2L diesel; Isuzu 4HE1 4.8L diesel | Horsepower: 175–215 hp
Applications: Urban delivery; Landscaping; Flatbed; Box / dry van; Stake bed
The tilt-cab city hauler with an Isuzu heart.
Built through GM's joint venture with Isuzu, the W-Series (W3500/W4500/W5500) was a rebadged Isuzu N-Series whose 45-degree tilting cab let mechanics reach the entire engine in seconds — a maintenance trick still beloved by fleet shops today.
Chevrolet C-Series (C50/C60/C70) (1967–1990)
Manufacturer: Chevrolet (parent: General Motors), headquartered in Detroit, Michigan, USA, founded 1911
Class: 5; 6; 7 | Body type: Medium-Duty | Rating: Up to 50,000 lb GVWR (tandem)
Engines: Chevrolet 350 V8; Chevrolet 366 V8; Chevrolet 427 V8; Detroit Diesel 6V53; Caterpillar 3208 | Horsepower: 150–225 hp
Applications: Vocational; Dump; Farm / agriculture; Grain hauling; Stake bed; Fire apparatus
The conventional-cab backbone of the American working fleet.
The square-shouldered C60 and C70 became the default farm and dump truck of the 1970s and 80s — so durable that thousands still haul grain and serve as restored fire engines, and their cabs and many parts interchange with the C/K pickup line of the era.
Chevrolet Titan (1969–1980)
Manufacturer: Chevrolet (parent: General Motors), headquartered in Detroit, Michigan, USA, founded 1911
Class: 8 | Body type: Cabover | Rating: Up to 80,000 lb GCWR
Engines: Detroit Diesel 6-71N; Detroit Diesel 8V71; Detroit Diesel 12V71; Cummins NTC; Cummins KT450; Caterpillar 3406 | Horsepower: 238–450 hp
Applications: Long-haul; Regional; Heavy-haul
Chevrolet's aerodynamic cabover for the open highway.
Sold as the Chevy twin to the GMC Astro, the Titan 90 was a wraparound-windshield Class 8 cabover styled by GM's design center — and from 1977 could be ordered with a fire-breathing Cummins KT450 for the heaviest tandem-axle loads.
Chevrolet P-Series (P30) (1940–1998)
Manufacturer: Chevrolet (parent: General Motors), headquartered in Detroit, Michigan, USA, founded 1911
Class: 2; 3; 4 | Body type: Vocational | Rating: Up to 14,000 lb GVWR
Engines: Chevrolet 350 V8; Chevrolet 454 V8; GM 6.2L diesel V8; GM 6.5L Turbo diesel | Horsepower: 135–230 hp
Applications: Step van / delivery; Bread / beverage route; Food truck; Motorhome chassis; Bookmobile
The forward-control chassis behind a million delivery routes.
The flat-nosed P30 forward-control chassis became the default platform for step vans, bread trucks, food trucks and Class A motorhomes — so ubiquitous that decades after production ended, P30-based RVs and vending vehicles still drive steady demand for brakes, suspension and 454-based drivetrain parts.
Chevrolet BrightDrop (2025–present)
Manufacturer: Chevrolet (parent: General Motors), headquartered in Detroit, Michigan, USA, founded 1911
Class: 2; 3 | Body type: Electric | Rating: Up to 10,000 lb GVWR
Engines: Battery-electric | Horsepower: Electric drive
Applications: Last-mile delivery; Parcel / courier; Urban fleet; Refrigerated delivery
Chevrolet's all-electric answer to the last mile.
Formerly the BrightDrop Zevo 400 and Zevo 600, GM folded the line into Chevrolet for 2025 — selling the Ultium-powered vans through 2,000+ Chevy dealers, with the BrightDrop 600 offering up to 600 cubic feet of cargo and up to 272 miles of EPA range on the max battery.
GMC (legacy) TopKick C4500–C8500 (1990–2009)
Manufacturer: GMC (legacy) (parent: General Motors), headquartered in Detroit, Michigan, USA, founded 1912
Class: 4; 5; 6; 7; 8 | Body type: Medium-Duty | Rating: Up to 61,000 lb GVWR
Engines: Duramax 6.6L; Caterpillar 3126; GM 8.1L gas | Horsepower: Up to 330 hp
Applications: Dump; Tow; Utility; Bucket
The medium-duty legend GM retired in 2009.
GM's third-generation (GMT560, 2003-2009) medium-duty line was the Chevrolet Kodiak's twin, spanning Class 4 through Class 8 from the C4500 up to the tandem-axle C8500 and notably ditching the pickup-based cab for one derived from the Chevrolet Express/GMC Savana full-size van to chase the International DuraStar and Freightliner Business Class M2. A civilian C4500 crew-cab pickup conversion built with Monroe Truck Equipment debuted at the 2006 Chicago Auto Show around $70,000 and became pop-culture famous as Ironhide in the Transformers films. After buyout deals with Navistar (collapsed mid-2008) and later Isuzu fell through, GM killed the line and the final GMT560 truck rolled out of Flint Truck Assembly on July 31, 2009.
Mitsubishi Fuso (legacy) FE Canter (1985–2021 (US))
Manufacturer: Mitsubishi Fuso (legacy) (parent: Daimler Truck), headquartered in Logan Township, New Jersey (US ops), Japan, founded 1932
Class: 3; 4; 5 | Body type: Cabover | Rating: 12,500–19,500 lb GVWR
Engines: Fuso 4P10 diesel | Horsepower: Up to 215 hp
Applications: Box truck; Delivery; Landscape
The tilt-cab city delivery specialist.
The FE is the rear-wheel-drive (4x2) form of Fuso's Canter, a light-duty cabover whose nameplate dates to the 1963 T720 and that Fuso sold in more than 70 markets around the world; the line marked its 60th anniversary in 2023. In North America it long served as a low-cab-forward workhorse, the tight-turning, walk-up-cab alternative to conventional-style Class 3-5 trucks before Fuso wound down its U.S. presence.
Mitsubishi Fuso (legacy) FG 4x4 (1996–2021 (US))
Manufacturer: Mitsubishi Fuso (legacy) (parent: Daimler Truck), headquartered in Logan Township, New Jersey (US ops), Japan, founded 1932
Class: 4 | Body type: Cabover | Rating: Up to 14,050 lb GVWR
Engines: Fuso 4P10 diesel | Horsepower: Up to 161 hp
Applications: Off-road; Expedition; Utility
The go-anywhere four-wheel-drive cabover.
The FG 4x4 was the only cab-over-engine four-wheel-drive truck sold in North America, where every rival 4x4 from Ford, GM, Ram, Nissan and Toyota used a conventional protruding-nose cab. That flat-front layout gave it a remarkably tight 44.2-foot turning circle (versus about 51.2 feet for a Ford F-450) on a 15,050-lb GVWR chassis powered by a 161-hp 4P10 turbodiesel making 295 lb-ft of torque; Fuso discontinued the model around 2019.
Mitsubishi Fuso (legacy) eCanter (2018–2021 (US))
Manufacturer: Mitsubishi Fuso (legacy) (parent: Daimler Truck), headquartered in Logan Township, New Jersey (US ops), Japan, founded 1932
Class: 4; 5 | Body type: Electric | Rating: Up to 18,000 lb GVWR
Engines: Battery-electric | Horsepower: Electric drive
Applications: Urban delivery; Last-mile
One of the first series-production electric trucks in the US.
Launched in 2017, the eCanter was billed by Fuso as the world's first series-produced all-electric truck, and was the first such truck delivered in series form in North America. The redesigned second generation, unveiled in 2022 and rolled out from 2023, switched to a modular concept of one to three battery packs (up to roughly 200 km of range with three packs) and expanded the lineup to 28 variants for the Japanese market.
RIZON e16 (2023–present)
Manufacturer: RIZON (parent: Daimler Truck North America), headquartered in Portland, Oregon, Germany (US-market), founded 2023
Class: 4 | Body type: Electric | Rating: Up to 15,995 lb GVWR
Engines: Battery-electric | Horsepower: Electric drive
Applications: Urban delivery; Last-mile; Box truck
Class 4 electric cabover for the city.
The e16 is the Class 4 entry in Daimler Truck's all-electric RIZON medium-duty lineup, launched in 2023 and sold exclusively through Velocity Vehicle Group; built on the Mitsubishi Fuso eCanter cabover platform, it carries a 15,995 lb GVWR that keeps it well under the 26,001 lb threshold requiring a commercial driver's license. It comes in two battery flavors -- the e16M with two packs (about 82 kWh, 75-110 miles) and the e16L with three packs (about 124 kWh, up to 160 miles) -- both driven by the same 175 hp / 129 kW motor making 430 Nm (317 lb-ft) of torque.
RIZON e18 (2023–present)
Manufacturer: RIZON (parent: Daimler Truck North America), headquartered in Portland, Oregon, Germany (US-market), founded 2023
Class: 5 | Body type: Electric | Rating: Up to 17,995 lb GVWR
Engines: Battery-electric | Horsepower: Electric drive
Applications: Urban delivery; Last-mile; Refrigerated
The heavier Class 5 electric LCF.
The e18 is the heavy end of Daimler Truck's all-electric RIZON range -- a Class 5 cabover on the Fuso eCanter platform that started at a 17,995 lb GVWR (e18M/e18L) and, with the e18Mx and e18Lx models added for Model Year 2025, climbed to an 18,850 lb GVWR for the highest payload in the lineup. Like every RIZON it stays light enough to drive without a CDL and runs the brand's shared 175 hp / 129 kW electric powertrain, with the three-pack 'L' versions rated up to 155 miles on a charge and backed by an 8-year/185,000-mile high-voltage battery warranty.
Sterling (legacy) A9500 (1998–2009)
Manufacturer: Sterling (legacy) (parent: Daimler (discontinued 2009)), headquartered in Willoughby, Ohio, USA, founded 1997
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Detroit Series 60; Cummins ISX; Caterpillar C15 | Horsepower: Up to 550 hp
Applications: Long-haul; Regional
Sterling's set-back-axle highway tractor.
The A9500 (A-Line) was Sterling's set-back-axle highway tractor, derived from the aerodynamic Ford AeroMax that Freightliner inherited when it bought Ford's heavy-truck division in 1997. Rather than appearing at the brand's 1998 launch (which fielded the L-Line), the A9500 joined the range in 1999, offered in 113- and 122-inch BBC versions (A9513 and A9522) with engines from Cummins, Caterpillar, Detroit Diesel and Mercedes-Benz. Its flagship SilverStar trim carried an integral 77-inch stand-up sleeper, and the line ran until Sterling was shut down in 2009.
Sterling (legacy) Acterra (1998–2009)
Manufacturer: Sterling (legacy) (parent: Daimler (discontinued 2009)), headquartered in Willoughby, Ohio, USA, founded 1997
Class: 5; 6; 7 | Body type: Medium-Duty | Rating: Up to 33,000 lb GVWR
Engines: Mercedes MBE900; Caterpillar C7 | Horsepower: Up to 300 hp
Applications: Delivery; Dump; Utility
The medium-duty Sterling workhorse.
Unveiled in 1999 with production beginning in 2000, the Acterra was Sterling's first true medium-duty line, finally giving a brand that had survived on rebadged Class 8 conventionals a real Class 5 through 8 range. It married a 106-inch-BBC cab derived from the heavy-duty L-Line to a Freightliner Business Class chassis and a standard Mercedes-Benz MBE900 diesel, and stayed in production until Sterling was wound down in 2009.
Sterling (legacy) L-Line (LT7500/9500) (1999–2009)
Manufacturer: Sterling (legacy) (parent: Daimler (discontinued 2009)), headquartered in Willoughby, Ohio, USA, founded 1997
Class: 8 | Body type: Vocational | Rating: Up to 66,000 lb GVWR
Engines: Caterpillar C13; Cummins ISM | Horsepower: Up to 475 hp
Applications: Dump; Mixer; Construction
The conventional vocational Sterling.
The L-Line was a direct continuation of Ford's HN80 Louisville conventional, whose tooling Freightliner acquired in 1997 and put back into production at St. Thomas, Ontario as Sterling's debut model in 1998. CEO James Hebe forecast the L-Line would make up 80 to 85% of Sterling's initial sales, with the urban-distribution LT7500 (101-inch BBC, short sloping hood) at the light end and the vocational LT9500 handling construction, refuse and tanker work until the brand ended in 2009.
Caterpillar (legacy) CT660 (2011–2016)
Manufacturer: Caterpillar (legacy) (parent: Caterpillar Inc. (on-highway exited 2016)), headquartered in Irving, Texas, USA, founded 1925
Class: 8 | Body type: Vocational | Rating: Up to 66,000 lb GVWR
Engines: Cat CT13; Cat CT15 | Horsepower: Up to 550 hp
Applications: Dump; Mixer; Construction
Caterpillar's set-back-axle vocational truck.
Unveiled just ahead of CONEXPO at a March 2011 event in Las Vegas, the Class 8 CT660 was Caterpillar's first complete on-highway truck, ending decades in which Cat acted only as a truck-engine supplier, and it was sold exclusively through Cat's heavy-equipment dealer network rather than truck dealerships. Built for Caterpillar by partner Navistar at its Garland, Texas plant and powered by Cat-branded CT11 and CT13 engines (derived from Navistar MaxxForce diesels), it had a set-back steer axle and lasted only about five years before Cat axed its entire vocational truck line in 2016.
Caterpillar (legacy) CT680 (2013–2016)
Manufacturer: Caterpillar (legacy) (parent: Caterpillar Inc. (on-highway exited 2016)), headquartered in Irving, Texas, USA, founded 1925
Class: 8 | Body type: Severe-Duty | Rating: Up to 92,000 lb GVWR
Engines: Cat CT13; Cat CT15 | Horsepower: Up to 550 hp
Applications: Heavy construction; Oilfield
The set-forward-axle severe-service Cat.
The CT680 used a set-forward steer axle and, with a 124-inch bumper-to-back-of-cab hood, was the longest of Caterpillar's three short-lived truck models, with its CT13 diesel rated 410 to 475 hp and 1,450 to 1,700 lb-ft for heavy vocational work. Shown in long-hood form in 2015 with a 15-liter engine promised to follow, the bigger diesel never materialized: Caterpillar abruptly killed the CT660, CT680 and CT681 and exited the on-highway truck business in early 2016, less than a year after deciding to design and build its own trucks in-house.
Battle Motors LET2 (2021–present)
Manufacturer: Battle Motors (parent: Battle Motors (formerly Crane Carrier / CCC)), headquartered in New Philadelphia, Ohio, USA, founded 1946
Class: 8 | Body type: Refuse | Rating: Up to 66,000 lb GVWR
Engines: Cummins L9; Cummins X12 | Horsepower: Up to 500 hp
Applications: Refuse; Recycling; Street sweeping
Low-entry tilt-cab severe-service workhorse.
The LET2 (Low Entry Tilt 2) is a low step-in refuse cabover that Battle Motors inherited from Crane Carrier Company, the storied vocational builder it acquired in 2021. Offered in diesel, CNG, and battery-electric, the EV version made headlines when New York carter Filco Carting put 21 electric LET2 trucks into service under the city's Commercial Waste Zone program. Paired with a Heil Rapid Rail automated side loader, the electric LET2 carries roughly an 8.67-ton legal payload and is rated to service about 1,000 to 1,200 containers per route day.
Battle Motors LNT (Electric) (2022–present)
Manufacturer: Battle Motors (parent: Battle Motors (formerly Crane Carrier / CCC)), headquartered in New Philadelphia, Ohio, USA, founded 1946
Class: 8 | Body type: Electric | Rating: Up to 66,000 lb GVWR
Engines: Battery-electric | Horsepower: Up to 670 hp equiv.
Applications: Refuse; Vocational
Heavy electric power for the dirtiest jobs.
The LNT (Low Narrow Tilt) is built 12 inches narrower than a standard work-truck chassis and claims the lowest step-in height in the industry, purpose-engineered to thread tight residential side streets and alleyways. The battery-electric version, marketed as the Striker EV, spans Class 6 through 8 with GVWRs from 26,000 to 66,000 lbs, a BorgWarner Cascadia Motion drive motor, and battery packs of up to 400 kWh. It delivers the same severe-duty refuse capability as the diesel and CNG LNT but with zero tailpipe emissions and far lower maintenance and noise.
Battle Motors Striker (2024–present)
Manufacturer: Battle Motors (parent: Battle Motors (formerly Crane Carrier / CCC)), headquartered in New Philadelphia, Ohio, USA, founded 1946
Class: 6; 7; 8 | Body type: Medium-Duty | Rating: 25,999–33,000 lb GVWR (Class 6); up to Class 8
Engines: Cummins B6.7; Cummins L9; Cummins L9N CNG; Battery-electric | Horsepower: 240–350 hp
Applications: Non-CDL urban delivery; Refuse; Regional logistics; Municipal
The non-CDL workhorse that opens severe-service trucking to any driver.
Unveiled in fall 2024, the Striker debuts as a non-CDL Class 6 (25,999 lb GVWR) needing no commercial license to drive, with a narrow 82-inch cab for tight urban routes. It shares Battle Motors' severe-duty DNA, scales up to Class 8, and is offered in diesel, CNG, and battery-electric configurations.
Kalmar Ottawa T2 (2015–present)
Manufacturer: Kalmar Ottawa (parent: Kalmar (Cargotec)), headquartered in Ottawa, Kansas, USA, founded 1958
Class: 8 | Body type: Yard / Terminal | Rating: Up to 81,000 lb GCWR
Engines: Cummins B6.7 | Horsepower: Up to 250 hp
Applications: Terminal; Yard spotter; Distribution
The hardest-working truck nobody talks about.
The Kalmar Ottawa T2 is the diesel flagship of the line that invented the terminal tractor (the yard truck Ottawa first built in 1958), powered by a 200-hp Cummins B6.7 paired with an Allison 3000RDS transmission and rated up to 81,000 lb GCWR. Built on a modular chassis with a hydraulic fifth-wheel lift for fast trailer spotting, it is part of a family from which Kalmar Ottawa has produced more than 85,000 terminal tractors -- more than all other manufacturers combined.
Kalmar Ottawa T2E (2020–present)
Manufacturer: Kalmar Ottawa (parent: Kalmar (Cargotec)), headquartered in Ottawa, Kansas, USA, founded 1958
Class: 8 | Body type: Electric | Rating: Up to 81,000 lb GCWR
Engines: Battery-electric | Horsepower: Electric drive
Applications: Terminal; Port; Indoor warehouse
Zero-emission yard work, perfect for indoor docks.
Introduced in 2018, the T2E was Kalmar Ottawa's first-generation fully electric terminal tractor, swapping the diesel powertrain for a lithium-ion battery pack and zero-emission electric drive. It used opportunity charging through an onboard inverter-charger that tops up the battery during natural work breaks, and it seeded the company's electric program that grew into the later T2E+ and T2 EV generations.
Kalmar Ottawa Commando (1980–2014)
Manufacturer: Kalmar Ottawa (parent: Kalmar (Cargotec)), headquartered in Ottawa, Kansas, USA, founded 1958
Class: 8 | Body type: Yard / Terminal | Rating: Up to 125,000 lb GCWR
Engines: Cummins QSB5.9; Cummins QSB6.7; Cummins ISB6.7 | Horsepower: 155–240 hp
Applications: Yard spotting; Intermodal / container; Warehouse & distribution; Port terminal
The yard spotter that put Ottawa on every loading dock in America.
The Commando series (Commando 30, Commando 50 and CYT30) was the volume-selling Ottawa generation that preceded the T2; built in Ottawa, Kansas through about 2014, huge numbers are still shuttling trailers in yards and intermodal terminals today, making it one of the most-serviced legacy nameplates in the parts aftermarket.
Capacity TJ9000 (2000s–present)
Manufacturer: Capacity (parent: REV Group), headquartered in Longview, Texas, USA, founded 1962
Class: 8 | Body type: Yard / Terminal | Rating: Up to 82,000 lb GCWR
Engines: Cummins B6.7 | Horsepower: Up to 250 hp
Applications: Terminal; Yard spotter
The heavy-duty trailer shuttle.
The TJ9000 is the heavy-duty flagship of Capacity's TJ terminal-tractor line, a single-axle yard jockey rated to move up to 180,000 lbs GCWR. Its one-piece, fully welded C-channel steel frame is the structural headline: Capacity claims 57% greater Resisting Bending Moment than competitors' huck-bolted frames, and the company backs the frame with a 7-year/25,000-hour warranty.
Capacity Sabre (2010s–present)
Manufacturer: Capacity (parent: REV Group), headquartered in Longview, Texas, USA, founded 1962
Class: 8 | Body type: Yard / Terminal | Rating: On/off-road spotter
Engines: Cummins B6.7 | Horsepower: Up to 250 hp
Applications: Intermodal; Port; DOT-rated short haul
A DOT-rated spotter that can run the road, too.
Capacity unveiled the Sabre at the ATA's Technology & Maintenance Council meeting on February 16, 2015, pitching it as a spotter built to 'slash the cost of operations' and planning for it to phase out the long-running TJ5000. The Sabre debuted what Capacity calls the industry's first 110,000-PSI military-grade steel frame (claimed 13% greater Resisting Bending Moment) plus a SabreTuned seat-and-cab suspension, targeting warehouses and distribution centers with a GCWR up to 81,000 lbs.
Capacity TJ 5000 (2015–present)
Manufacturer: Capacity (parent: REV Group), headquartered in Longview, Texas, USA, founded 1962
Class: 8 | Body type: Yard / Terminal | Rating: Up to 81,000 lb GCWR
Engines: Cummins ISB6.7; Cummins B6.7 TF4 | Horsepower: 164–200 hp
Applications: Warehouse / distribution; Intermodal; Yard spotting
The single-axle Trailer Jockey built to shrug off potholes and rail crossings.
Its optional Capacity DURA-RIDE rear air-ride suspension lets it work rough intermodal yards that bounce conventional rigid-suspension spotters apart.
Capacity TJ 6500 (2015–present)
Manufacturer: Capacity (parent: REV Group), headquartered in Longview, Texas, USA, founded 1962
Class: 8 | Body type: Yard / Terminal | Rating: Up to 121,000 lb GCWR
Engines: Cummins ISB6.7; Cummins B6.7 TF4 | Horsepower: 173–200 hp
Applications: Warehouse / distribution; Heavy yard spotting
The tandem-axle workhorse for high-volume yards on smooth pavement.
It is Capacity's only tandem-rear-axle TJ, riding on a Meritor MT44-145 tandem rated 40,000 lb to climb 90,000 lb up a 17% grade.
Capacity Electric Terminal Truck (2023–present)
Manufacturer: Capacity (parent: REV Group), headquartered in Longview, Texas, USA, founded 1962
Class: 8 | Body type: Electric | Rating: Class 8 terminal-tractor rating (comparable to diesel TJ models)
Engines: Battery-electric; Hydrogen fuel-cell electric | Horsepower: Electric drive
Applications: Ports; Intermodal / rail; Distribution / warehouse
Zero-emission terminal power built to run a full shift and recharge in about an hour.
Built on a Hyster-Yale electric powertrain with 130 or 260 kWh battery options; a separate hydrogen variant uses Nuvera fuel cells, making it Capacity's first dual-path zero-emission spotter.
Capacity TJ 7000 (2003–2017)
Manufacturer: Capacity (parent: REV Group), headquartered in Longview, Texas, USA, founded 1962
Class: 8 | Body type: Yard / Terminal | Rating: Class 8 yard-spotter GVWR
Engines: Cummins ISB6.7; Cummins QSB6.7 | Horsepower: 173–215 hp
Applications: Ports; Intermodal / rail; Heavy yard spotting
The heavy-duty Class 8 spotter that anchored Capacity's terminal line before the current TJ trio.
Thousands of TJ 7000s still cycle trailers in ports and rail yards, keeping it one of the most parts-demanded legacy Capacity nameplates on the used market.
Capacity TJ 4000 (1972–2015)
Manufacturer: Capacity (parent: REV Group), headquartered in Longview, Texas, USA, founded 1962
Class: 8 | Body type: Yard / Terminal | Rating: Class 8 yard-spotter GVWR
Engines: Cummins 5.9L; Cummins ISB6.7 | Horsepower: 150–215 hp
Applications: Warehouse / distribution; Yard spotting; Intermodal
The original Trailer Jockey that put Capacity in America's yards.
TJ 4000 listings date back to the early 1970s, making it the founding nameplate of the line Capacity still markets as the 'Original Trailer Jockey.'
Tesla Semi (2022–present)
Manufacturer: Tesla (parent: Tesla, Inc.), headquartered in Austin, Texas, USA, founded 2003
Class: 8 | Body type: Electric | Rating: Up to 82,000 lb GCWR
Engines: Tri-motor battery-electric | Horsepower: Electric drive
Applications: Long-haul; Regional; Drayage
The headline-grabbing electric Class 8.
Unveiled in November 2017, the Tesla Semi is a battery-electric Class 8 tractor whose Long Range trim covers 500 miles on a charge and consumes about 1.7 kWh per mile, with a 1.2 MW Megacharger that recovers about 70% of range in 30 minutes. After delivering its first units to PepsiCo in December 2022, Tesla began volume production on April 29, 2026 at a plant beside Giga Nevada in Sparks built to turn out 50,000 Semis a year.
Nikola (legacy) Tre BEV (2022–2025)
Manufacturer: Nikola (legacy) (parent: Nikola Corporation), headquartered in Phoenix, Arizona, USA, founded 2014
Class: 8 | Body type: Electric | Rating: Up to 82,000 lb GCWR
Engines: Battery-electric | Horsepower: Electric drive
Applications: Drayage; Regional
Battery-electric cabover for regional freight.
When serial production began in Coolidge, Arizona in March 2022, the Tre BEV became Nikola's first commercially built truck, a Class 8 day cab packing 733 kWh across nine battery packs for up to 330 miles of range at an 82,000-lb gross combined weight. Its place in history turned cautionary: after a June 2023 battery-pack coolant leak sparked a fire at Nikola's Phoenix headquarters, the company recalled all 209 BEVs ever built, a debacle that helped push Nikola into Chapter 11 bankruptcy in February 2025.
Nikola (legacy) Tre FCEV (2023–2025)
Manufacturer: Nikola (legacy) (parent: Nikola Corporation), headquartered in Phoenix, Arizona, USA, founded 2014
Class: 8 | Body type: Electric | Rating: Up to 82,000 lb GCWR
Engines: Hydrogen fuel-cell electric | Horsepower: Electric drive
Applications: Long-haul; Regional
Hydrogen power for longer zero-emission range.
Launched commercially on September 28, 2023 after production started that July in Coolidge, Arizona, the Tre FCEV was a hydrogen fuel-cell Class 8 truck offering up to 500 miles of range with refueling in about 20 minutes, among the longest ranges of any commercially available zero-tailpipe-emission Class 8 truck and drawing 223 non-binding orders from names like J.B. Hunt & AJR Trucking. Its run was short-lived: Nikola recalled 95 of the hydrogen trucks over mounting bolts that could puncture the fuel tanks, then filed for Chapter 11 bankruptcy in February 2025.
Lion Electric (legacy) Lion6 (2020–2025 (US))
Manufacturer: Lion Electric (legacy) (parent: The Lion Electric Company), headquartered in Saint-Jérôme, Québec (US: Joliet, IL), Canada (US-built), founded 2008
Class: 6 | Body type: Electric | Rating: Up to 26,000 lb GVWR
Engines: Battery-electric | Horsepower: Electric drive
Applications: Urban delivery; Utility
Purpose-built Class 6 electric.
A Class 6 urban truck built 100% electric from the ground up rather than retrofitted from a diesel glider, the Lion6 ran on six modular 42-kWh BMW battery packs (252 kWh total) good for about 200 miles, with the modular pack design letting fleets spec fewer packs for shorter routes; it made roughly 335 hp and 1,800 lb-ft of torque at 26,000 lb GVWR. Quebec-based Lion Electric ended Lion6 (and Lion8) commercial-truck production in May 2025 to refocus entirely on its electric school buses.
Lion Electric (legacy) Lion8 (2020–2025 (US))
Manufacturer: Lion Electric (legacy) (parent: The Lion Electric Company), headquartered in Saint-Jérôme, Québec (US: Joliet, IL), Canada (US-built), founded 2008
Class: 8 | Body type: Electric | Rating: Up to 80,000 lb GCWR
Engines: Battery-electric | Horsepower: Electric drive
Applications: Refuse; Regional; Vocational
Class 8 electric for vocational and regional work.
Launched in March 2019, the cabover Class 8 Lion8 had Quebec's government liquor board, the SAQ (Societe des Alcools du Quebec), as its first customer, lined up to run emission-free booze deliveries; it carried swappable battery packs up to 480 kWh for around 250 miles (400 km) of range from a 350 kW powertrain. Amazon later signed a framework deal for up to 2,500 Lion6 & Lion8 trucks, but Lion Electric halted commercial-truck production in May 2025 to concentrate on school buses.
BYD 8TT (2019–present)
Manufacturer: BYD (parent: BYD Company), headquartered in Los Angeles, California (US ops), China (US-built), founded 1995
Class: 8 | Body type: Electric | Rating: Up to 80,000 lb GCWR
Engines: Battery-electric | Horsepower: Electric drive
Applications: Drayage; Port; Regional
Battery-electric Class 8 day cab.
Billed by BYD as the first commercially available all-electric Class 8 day cab tractor, the 8TT is assembled in Lancaster, California by SMART union labor and pairs a 422 kWh (or 563 kWh extended-range) lithium iron phosphate pack with a 483 hp drivetrain. In October 2019 Anheuser-Busch ordered 21 of them for its California beer-distribution fleet, a deal BYD called the largest Class 8 electric truck deployment in North America at the time.
BYD 6F (2019–present)
Manufacturer: BYD (parent: BYD Company), headquartered in Los Angeles, California (US ops), China (US-built), founded 1995
Class: 6 | Body type: Electric | Rating: Up to 25,995 lb GVWR
Engines: Battery-electric | Horsepower: Electric drive
Applications: Urban delivery; Box truck
Medium-duty electric for the city.
Marketed by BYD as the world's first commercially available all-electric Class 6 truck, the 6F is a 23,600 lb GVWR cab-and-chassis built in Lancaster, California and driven by a 180 kW (241 hp) motor. Its lithium iron phosphate battery pack delivers up to 186 miles (300 km) on a single charge, enough to run a full medium-duty delivery day before recharging.
BYD 8Y (2018–present)
Manufacturer: BYD (parent: BYD Company), headquartered in Los Angeles, California (US ops), China (US-built), founded 1995
Class: 8 | Body type: Yard / Terminal | Rating: Up to 110,231 lb GCWR (off-road) / 82,000 lb GCWR (on-road)
Engines: Battery-electric | Horsepower: Electric drive
Applications: Yard spotting; Port / terminal; Container handling; Warehouse / distribution
The zero-emission yard goat that moves containers all shift, then keeps going.
The 8Y is a battery-electric Class 8 terminal tractor built at BYD's Lancaster, California plant, and the extended-capacity version runs 22 to 26 hours of consecutive terminal duty between charges using opportunity charging.
BYD 8R (2017–present)
Manufacturer: BYD (parent: BYD Company), headquartered in Los Angeles, California (US ops), China (US-built), founded 1995
Class: 8 | Body type: Refuse | Rating: 66,000 lb GVWR
Engines: Battery-electric | Horsepower: Electric drive
Applications: Refuse collection; Front loader; Rear loader; Roll-off; Automated side loader
The first OEM-built all-electric Class 8 garbage truck, ground-up clean.
Introduced at the 2017 ACT Expo, the 8R was the first heavy-duty refuse truck designed and built from the ground up as a 100% battery-electric vehicle by an OEM in North America, completing a full route on a single charge with a 10-ton payload.
BYD 6R (2018–present)
Manufacturer: BYD (parent: BYD Company), headquartered in Los Angeles, California (US ops), China (US-built), founded 1995
Class: 6 | Body type: Refuse | Rating: 23,600 lb GVWR
Engines: Battery-electric | Horsepower: Up to 402 hp (300 kW electric drive)
Applications: Refuse collection; Residential routes; Municipal waste
The world's first commercial all-electric Class 6 refuse chassis, route-ready and silent.
The 6R carries roughly a 221 kWh battery and about 2,325 lb-ft of instant torque, letting a refuse fleet finish an entire daily collection route with zero tailpipe emissions and far quieter pre-dawn pickups.