Ford F-450 & F-550

Super single conversions

A super single conversion takes the four rear wheels off a dually and puts back two — one wide wheel and tire on each side, matched to the front track. It is the difference between a truck that is built to carry weight on pavement and a truck that can carry the same weight and still go where the pavement stops.

MAV Conversions builds them on new Ford F-450 and F-550 chassis in Escondido, California. We are not a broker and we do not farm the work out: the wheels, suspension, steering, brakes, bumpers and bodywork are all done on our own floor, and the truck is road tested before it leaves.

Price a build See finished trucks
Front SSBC Beast caliper behind a 44-inch Goodyear on a MAV super single conversion Rear axle of a Ford F-450 super single conversion, both calipers and both LiquidSpring struts visible

What actually changes

Six systems, not one

Swapping wheels is the part everybody pictures, and it is the smallest part of the job. A tire that tall changes the leverage on everything behind it, so the rest has to change with it.

  • Wheels and tires. Two-piece 20×11 military-grade wheels rated to 8,000 lb, with 41" or 44" Goodyear G275 tires
  • Suspension. LiquidSpring smart hydraulic struts front and rear, 2" or 4" of lift, plus a sway bar
  • Steering. PSC Big Bore XD hydro-assist, so the pump carries the tire instead of the steering box
  • Brakes. SSBC Beast big-brake kit, front and rear, on every truck we build
  • Bodywork. Wide-body flares painted to the truck, cut and fitted in house
  • Calibration. DirectDrive TRU-SPEED module and a four-wheel alignment, so the speedometer still tells the truth

Measured, not claimed

It still stops

The usual worry about a 44-inch tire is what it does to braking, so we had it measured rather than argue about it. An independent lab ran a finished Apex through the federal dynamic brake procedure at a full 14,000 lb — its entire rated weight, not a curb-weight number.

Six stops from 60 mph, averaging 229 feet against the 310 the law allows. And those runs were never the truck’s best: the lab was following a procedure, not trying to stop short, so nobody put the pedal to the floor. When the engineer did, it stopped in 185 feet.

185 ft60‑0 mph, full braking
310 ftFederal limit
14,000 lbWeight as tested

Measured by Dynamic Research, Inc. on a MAV Apex on 44" tires, loaded to its full 14,000 lb GVWR, to the FMVSS 105 dynamic brake procedure. A partial test, not a certification of compliance. The 185 ft stop was made under maximum pedal effort, outside the measured procedure, and is reported by the test engineer.

Two trucks

Summit on 41s, Apex on 44s

The same conversion at two heights. Both carry the big-brake kit, the LiquidSpring suspension, the painted flares and the badge package; the Apex stands four inches taller on 44" tires and adds the hydro-assist steering.

33,000 lbMax tow, both
14,000 lbGVWR, both
$183,300Summit, from
$199,300Apex, from

Starting prices include a new 2027 Ford F-450 Lariat chassis, plus sales tax, title and license. Max tow is Ford’s gooseneck rating for the chassis.

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Questions we get

Super single conversions, answered

What is a super single conversion?

Replacing the factory dual rear wheels on a one-ton truck with a single wide wheel and tire on each side, matched to the front track. It cuts two wheels and tires out of the back of the truck, widens the contact patch, and stops the rear tires picking up everything that falls between a dually’s inner and outer wheel.

Does it reduce towing capacity?

Our builds keep Ford’s 33,000 lb gooseneck rating for the chassis and the factory 14,000 lb GVWR. Payload is the figure that actually binds first on a heavy trailer, and it lands at 3,870 lb on a Summit and 3,830 lb on an Apex — the Apex is forty pounds heavier because of the taller tires.

Does it hurt braking?

Not on a truck built this way. An independent lab measured a finished Apex on 44" tires at its full 14,000 lb, and every stop from 60 mph came in well inside the federal limit — 229 feet on average against an allowable 310. Every truck we build carries an SSBC Beast big-brake kit front and rear as standard, not as an option.

Will the speedometer still read correctly?

Yes. A taller tire makes a factory speedometer read slow, so every build gets a DirectDrive TRU-SPEED module that corrects it, along with a four-wheel alignment.

Does it void the Ford warranty?

Under the federal Magnuson-Moss Warranty Act, Ford may not void your OEM warranty simply because the truck has been modified. It can decline a specific claim if it determines that modification caused that particular failure. We do not speak for Ford. Our own work carries the MAV Limited Warranty — 24 months or 24,000 miles.

How long does a build take?

Six to eight weeks once your truck reaches our facility. Total time from order depends on Ford’s nationwide availability of the trim and color you want.

What does a super single conversion cost?

A Summit starts at $183,300 and an Apex at $199,300, both including a new 2027 Ford F-450 Lariat chassis, plus sales tax, title and license. The configurator prices any combination of trim, color and package.

Tell us how you’ll use it. We’ll spec it for you.

Built in Escondido, delivered anywhere in the U.S. and Canada.

Start a build Call (760) 691-2588