Armored Trucks by Exec Armor

Four primary use cases: security-team operations, energy-sector remote site protection, executive ranch and rural-estate transport, and convoy escort. Each leverages a pickup’s unique strengths — payload capacity, towing capacity, off-road geometry and rugged construction — that no SUV can match at the same price point.

For security teams, the open bed allows for equipment, communications gear and medical supplies to be carried separately from the passenger compartment. We can install lockable underbody-secured compartments or a hard-cap with internal armor for additional security. For energy and resource clients, the F-350 or Ram 3500 platforms can carry full ballistic protection plus 1,500 kg of equipment plus tow a 5,000 kg trailer — a load profile that would crush any luxury SUV.

For executive use, an armored truck signals operational seriousness without ostentation. Ranch and estate owners particularly favour the Ram TRX or F-150 Raptor — high-performance pickup platforms that look operational rather than precious, while delivering 0-100 km/h times competitive with luxury SUVs even after armoring.

Finally, in remote regions of the world where roads are unreliable and fuel quality is poor, the Toyota Tundra and Ford F-Series are simply easier to operate and maintain than any luxury SUV. Parts are everywhere, service is uncomplicated, and the platforms tolerate heat, cold, dust and abuse better than premium alternatives.

The Dodge Ram TRX leads our truck builds by volume — it accounts for about 40 percent of armored truck deliveries. The TRX combines pursuit-capable performance (700-hp supercharged V8, 0-100 km/h in 4.5 seconds even with full BR6 armor) with off-road geometry that no other armored truck matches. Its FOX shock-absorber package handles armor weight beautifully out of the box, requiring only modest re-calibration. It is the only armored truck we build that can credibly perform high-speed evasion driving.

The Ford F-250 and F-350 Super Duty platforms account for another 35 percent. These are the work-truck choice — heavy-duty diesel powertrains, high payload, easy parts availability and proven reliability in extreme environments. We build a lot of F-Series for energy-sector operations in remote areas where service infrastructure for European platforms doesn’t exist.

The Toyota Tundra accounts for 15 percent and is our preferred recommendation for international fleet operations outside North America. Its mechanical simplicity, global parts network and proven reliability across decades of armored-vehicle service make it the lowest-risk armored truck platform we build. It lacks the TRX’s performance and the F-350’s payload, but for clients prioritising reliability over either, it is unmatched.

GMC Sierra and Ford F-150 builds account for the remaining 10 percent — popular as executive ranch trucks and convoy escorts.

A fully-armored BR6 pickup weighs typically 600 to 850 kilograms more than the factory equivalent. A BR6 Ford F-350 Super Duty has a curb weight of roughly 4,200 kg (versus 3,500 kg factory); a BR6 Toyota Tundra runs about 3,200 kg (versus 2,500 kg factory).

Towing capacity is reduced but rarely lost. We re-rate the GVWR using upgraded springs, shocks, brakes and wheel bearings, and we work within the OEM frame and powertrain limits. The result: a BR6 Ford F-350 retains about 6,800 kg of towing capacity (versus the factory 9,300 kg) — still more than enough for most security and energy applications. A BR6 Toyota Tundra retains about 4,500 kg of towing (versus factory 5,400 kg).

Acceleration drops modestly. Most BR6 armored trucks lose 0.5 to 1.2 seconds in 0-100 km/h time versus factory. The Dodge Ram TRX is the exception — its supercharged powertrain has so much headroom that acceleration is barely affected (0-100 km/h goes from 4.0 to 4.5 seconds with full armor).

Braking is unchanged or improved. We always upgrade rotors, calipers and pads to handle the new mass, so finished armored trucks brake from highway speed in distances comparable to the factory unarmored version — sometimes slightly shorter, because the bigger brake hardware over-compensates. Stability-control software is recalibrated to the new vehicle mass for predictable handling.