With 40,000 pounds of max towing capability, just over 8,000 pounds of payload (although not in the same truck), 1,200 lb-ft of torque and 10-speeds of automatic transmission, the 2023 Ford Super Duty (F-250, F-350 & F-450) is officially the biggest, baddest pickup truck in America. Until of course GM or RAM say "hold my beer," which we all know is coming... While we wait for even crazier numbers, let's dive into what you need to know if you're shopping 3/4 and 1-ton trucks in America.

First up: the engines. Ford ditched the 6-speed in all models and added a new base engine, a 6.8L gasoline V8 based off the 7.3L. It'll be less expensive and likely offer slightly better economy (EPA testing isn't required in this weight class so we don't know for sure). Power comes in at 400 HP / 445 lb-ft which is close to the 430 / 485 output of the 7.3 but the torque curve isn't quite as flat. Then we have the 6.7L diesel which comes in two power levels. 475 HP / 1050 lb-ft or the nutso 500 HP model with 1,200 lb-ft at just 1,800 RPM (HP peak is around 2,800 RPM). Turns out the 10-speed auto behind the 7.3 and 6.7L form last year is up to the task as no major changes were made to the 10R140 transmission for the extra twist.

How do you get the max tow and payload numbers? Easy: base trims of the right models. Max payload happens in the RWD F-350 DRW in low trims while max towing happens in the RWD F-450 DRW in low trims. From then on it's a sliding scale based on trim level, 4WD or RWD, cab size, bed length, etc. A big-cab high-output diesel 4x4 Platinum trim F-350 could drop things down to around 5,000 lbs of payload for instance.

So, how does it drive? Like a champ, even with 40,000 pounds on the back. Ford held their event at their proving grounds in Michigan so those of us without Class A licenses could test the heavy tow rigs on steep grades. Even with 40,000 lbs pitted against a 7% grade, the F-450 had no issues getting the load moving and even accelerating up to highway speeds. Clearly however, this is a bleeding edge case as most Super Duty sales are likely to be F-250 models driven by folks that can't legally tow more than between 10,000 and 15,000 lbs. It's this trailer weight range where the 10-speed automatic really shines regardless of the engine you choose. The evenly spaced ratios and wide spread between 1 and 10 mean there's always the right ratio for pulling uphill, or controlling your speed downhill. With 19,500 lbs on the back the 7.3 gasoline engine and 6.7L diesel had no problem keeping speeds either level or slowing down on the same 7% grade. At 40,000 lbs I needed occasional brake input to stay at 50 MPH, but it was far less than I had anticipated.

What about the rest? It's what you'd expect out of a Ford truck. The interior is a variation on the Ford theme with plenty of borrowed parts from the F-150, although not the fold-flat work surface in top trims which seems odd. The massaging seats are comfortable, 2.4 kW of 120/240V power is available, and Ford's onboard scales are available in essentially every trim to help you stay safe.

GM's Silverado and Sierra 2500 and 3500 provide stiff competition for Ford's Super Duty for most folks. The GM diesel is peppy and similarly fuel efficient, GM also offers a 10-speed auto (although not behind every engine) and GM's newest interior is a winner. RAM on the other hand has been left behind. Rather than redesign their 3/4 and 1-ton trucks last time, we got a heavy refresh. The result is a mix of old a new on the interior, seats that are below average in comfort level, and RAM is the only one left still mating a 6-speed to their diesel. Admittedly the Aisin 6-speed ands Cummins engine have a sterling reputation, but Ford and GM's 10-speed and diesel V8s are simply better to drive, tow and haul with.

What do you think? Is the Super Duty as Super Duper as you'd expected or did Ford miss something?

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