Reliability ford f250 6.7 with alot of mileage

Hammerboy wrote:
Sure the diesel cost more upfront but you will get some or a majority of it back when you choose to depart with it.

On the thought of payload, my truck has a #10000 gvwr while a buddy of mine with the exact same truck except his is a gas gmc and a year newer but his is only #9500. I believe he has around #300 more capacity than me rather than the total weight of the diesel option (around #800 I think). Not sure if this is true on all brands. Point being a diesel payload may not be as bad as you think

Dan

In the RAM trucks if you get the 6.4L Hemi, you get a 10,000# GVWR. The 5.7L Hemi trucks had a slightly lower GVWR in 2014.
My 2014 2500 4x4 Hemi, crew cab, short bed had ~3000# payload.

I am sort of in the same boat, however I also use the truck as a daily driver putting 120 miles a day, 5 days a week on it. My current truck is an F150 3.5 EB, getting roughly 17.5 MPG, on Premium. I run Premium in summer, and 87 in winter, especially when towing, so comparing the costs for fuel is a non issue in my case. I have wondered about fuel issues as one thing I have come across a lot is that the fuel system is very sensitive to water, one drop can kill it. Aside from that, though, and since there is a water separation unit at the tank, and if maintained properly should prevent it from happening, the engine itself has been pretty reliable, as well as the rest of the truck. Since I am looking used, and live in rustland, I ruled out used Ram, as they are all rust buckets up here. There is no way I would ever buy another GM, so those are out, so have only been looking at the Superduties.

I used to have an F350 7.3 Powerstroke, and it was a rock solid monster, and would love to get another one if I can find one with low enough miles and pampered. Good luck in what you find, I know I will be looking at them hard, and not the gas either, I just know I would regret it.

Powerdude wrote:

2edgesword wrote:

IdaD wrote:
The "gas has more payload" line is a complete load of bunk. While technically true on the door tag it means absolutely nothing in terms of real world weight carrying capacity.

OP I'd recommend spending some time reading upon the CP4 fuel pump in that engine. If you're comfortable with that go for it - it's otherwise been a very reliable engine as far as I know, and it certainly performs great.

I'm not sure what you mean by "true on the door tag it means absolutely nothing in terms of real world weight carrying capacity". I looked at the specifications for an F-250. The gas and diesel have the same GVWR (10,000 lbs.) but there is a 600+ lbs difference in cargo carrying capacity. As an example the cargo limit for a 4x4 regular cab 6.2L gas is 3,285 lbs. versus 2,663 lbs for same configuration 6.7L diesel.

Can you explain further what you mean by it makes no difference in the real world?

Well, when I bought my truck, the gas truck had 600 lbs more payload capacity, so I don't really think that's bunk at all.

It fact, it allows you to carry more bunks...haha !

Your call on the gas and diesel. It's a personal preference really. 8700 lbs is no sweat for a 6.2L F250.

Mine has towed that much (a beefy skid steer a few times), and carries a heavy loaded truck camper with a family of 6.

Personally, given that the diesel is the same price basically as super unleaded, and I don't tow really heavy, the gas truck is a no-brainer, and I saved the price of a diesel option.

Get a brand new gas truck instead of a used diesel. You'll save money in the long run, because you're not buying anybody else's maintenance practices. Just my opinion. My truck has had an oil analysis at every oil changes since new, I know what goes in it and how it drives, and what it can do.

The 6.2L is a bulletproof workhorse; we have several of them at my work and have had absolutely no issues with any of them.

FishOnOne wrote:

blofgren wrote:

~DJ~ wrote:
I bought a brand new '16 Ford 6.7. At 9000 miles the HPFP blew. Went in to limp mode, got off the freeway and called a wrecker. Got to the Dealer and they tore it down. Spent 3 days sweating blood to see if Ford was going to cover it under warranty. $13,000 repair!! If they found any evidence of moisture they would have denied the claim. Thankfully I used strictly Chevron diesel so no contaminated fuel and they honored the warranty. I traded them for a lightly used '16 6.2 gasser before the old one was even fixed. I will NEVER go thru that heartburn again!! The gasser is much happier for local short trips than the diesel. I do miss the power. With my TT and boat I'm right around 12,000 pounds in tow. The gas does OK. Climbing mountain passes (in which we have an abundance) is much less than the diesel. I can't stand to run the engine at 5500 which pulls the grades at 55. I lock it in 2nd gear and the cruise at 45 mph, tach at 4500. But I get there just the same and I sleep better!!!

PS. This site has not let me change my sig since I changed trucks so I know it's wrong.

This is one of the major reasons I passed on the Ford 6.7L and I was a die hard Ford man. I truly believe that it is not a matter of if but when the CP4 pump grenades on these trucks. It would be one thing if the pump simply failed and the truck quit, but these pumps send shards of metal through the entire fuel system ruining everything. Something for the OP to be aware of if he chooses a high mileage 6.7L Ford.

Plenty of high mileage 6.7PSD with over 500k miles on them with original HPFP and Water Pump.

These pumps are not failing like you want people here to believe.

There's a oil/gas company that we do business with and late last year finished converting their 2500/3500 trucks from diesel to Hemis. The diesel repairs were getting very expensive when out of warranty. And the UPS trucks here that was running cummins are all but a figment of your imagination because they converted their fleets to gas as well.

Hmmmm, I didn't think this thread was about Cummins going to gas.... And when did I talk about UPS trucks running Cummins engines? I think you're mixing me up with someone else. ;)

Got some links to the plenty of 500k mile original 6.7L PSD's? :B

2edgesword wrote:

IdaD wrote:
The "gas has more payload" line is a complete load of bunk. While technically true on the door tag it means absolutely nothing in terms of real world weight carrying capacity.

OP I'd recommend spending some time reading upon the CP4 fuel pump in that engine. If you're comfortable with that go for it - it's otherwise been a very reliable engine as far as I know, and it certainly performs great.

I'm not sure what you mean by "true on the door tag it means absolutely nothing in terms of real world weight carrying capacity". I looked at the specifications for an F-250. The gas and diesel have the same GVWR (10,000 lbs.) but there is a 600+ lbs difference in cargo carrying capacity. As an example the cargo limit for a 4x4 regular cab 6.2L gas is 3,285 lbs. versus 2,663 lbs for same configuration 6.7L diesel.

Can you explain further what you mean by it makes no difference in the real world?

Well, when I bought my truck, the gas truck had 600 lbs more payload capacity, so I don't really think that's bunk at all.

It fact, it allows you to carry more bunks...haha !

Your call on the gas and diesel. It's a personal preference really. 8700 lbs is no sweat for a 6.2L F250.

Mine has towed that much (a beefy skid steer a few times), and carries a heavy loaded truck camper with a family of 6.

Personally, given that the diesel is the same price basically as super unleaded, and I don't tow really heavy, the gas truck is a no-brainer, and I saved the price of a diesel option.

Get a brand new gas truck instead of a used diesel. You'll save money in the long run, because you're not buying anybody else's maintenance practices. Just my opinion. My truck has had an oil analysis at every oil changes since new, I know what goes in it and how it drives, and what it can do.

blofgren wrote:

~DJ~ wrote:
I bought a brand new '16 Ford 6.7. At 9000 miles the HPFP blew. Went in to limp mode, got off the freeway and called a wrecker. Got to the Dealer and they tore it down. Spent 3 days sweating blood to see if Ford was going to cover it under warranty. $13,000 repair!! If they found any evidence of moisture they would have denied the claim. Thankfully I used strictly Chevron diesel so no contaminated fuel and they honored the warranty. I traded them for a lightly used '16 6.2 gasser before the old one was even fixed. I will NEVER go thru that heartburn again!! The gasser is much happier for local short trips than the diesel. I do miss the power. With my TT and boat I'm right around 12,000 pounds in tow. The gas does OK. Climbing mountain passes (in which we have an abundance) is much less than the diesel. I can't stand to run the engine at 5500 which pulls the grades at 55. I lock it in 2nd gear and the cruise at 45 mph, tach at 4500. But I get there just the same and I sleep better!!!

PS. This site has not let me change my sig since I changed trucks so I know it's wrong.

This is one of the major reasons I passed on the Ford 6.7L and I was a die hard Ford man. I truly believe that it is not a matter of if but when the CP4 pump grenades on these trucks. It would be one thing if the pump simply failed and the truck quit, but these pumps send shards of metal through the entire fuel system ruining everything. Something for the OP to be aware of if he chooses a high mileage 6.7L Ford.

Plenty of high mileage 6.7PSD with over 500k miles on them with original HPFP and Water Pump.

These pumps are not failing like you want people here to believe.

There's a oil/gas company that we do business with and late last year finished converting their 2500/3500 trucks from diesel to Hemis. The diesel repairs were getting very expensive when out of warranty. And the UPS trucks here that was running cummins are all but a figment of your imagination because they converted their fleets to gas as well.

Sure the diesel cost more upfront but you will get some or a majority of it back when you choose to depart with it.

On the thought of payload, my truck has a #10000 gvwr while a buddy of mine with the exact same truck except his is a gas gmc and a year newer but his is only #9500. I believe he has around #300 more capacity than me rather than the total weight of the diesel option (around #800 I think). Not sure if this is true on all brands. Point being a diesel payload may not be as bad as you think

Dan

~DJ~ wrote:
I bought a brand new '16 Ford 6.7. At 9000 miles the HPFP blew. Went in to limp mode, got off the freeway and called a wrecker. Got to the Dealer and they tore it down. Spent 3 days sweating blood to see if Ford was going to cover it under warranty. $13,000 repair!! If they found any evidence of moisture they would have denied the claim. Thankfully I used strictly Chevron diesel so no contaminated fuel and they honored the warranty. I traded them for a lightly used '16 6.2 gasser before the old one was even fixed. I will NEVER go thru that heartburn again!! The gasser is much happier for local short trips than the diesel. I do miss the power. With my TT and boat I'm right around 12,000 pounds in tow. The gas does OK. Climbing mountain passes (in which we have an abundance) is much less than the diesel. I can't stand to run the engine at 5500 which pulls the grades at 55. I lock it in 2nd gear and the cruise at 45 mph, tach at 4500. But I get there just the same and I sleep better!!!

PS. This site has not let me change my sig since I changed trucks so I know it's wrong.

This is one of the major reasons I passed on the Ford 6.7L and I was a die hard Ford man. I truly believe that it is not a matter of if but when the CP4 pump grenades on these trucks. It would be one thing if the pump simply failed and the truck quit, but these pumps send shards of metal through the entire fuel system ruining everything. Something for the OP to be aware of if he chooses a high mileage 6.7L Ford.

I'm not sure what you mean by "true on the door tag it means absolutely nothing in terms of real world weight carrying capacity".

Real world = the trucking world where the payload stickers, or its GVWR, is not used to determine a overloaded truck. Just axle/tires.....or a registered weight if your state has one. Some like Mine doesn't.

Example only....Using the same trucks you mentioned shows the 6.2 gasser rear axle has a whoppin' 49 lbs more payload capacity than the same 6.7 truck.

The payload sticker is a GVWR based payload.
Some (not all) trucks rear axle can be overloaded by placing all the payload in the bed.
Example...one poster bragged his new 2500 chevy 6.0 gas with a 6200 RAWR had a 3640 lb payload. These trucks rear axle may weigh in the 3000 lb range....now add 3640 lbs in the bed = 6640 lbs.
RAWR can be the lessor of a wheel....tire....rear spring pack.

All this is why we say use the trucks real world payload (RAWR) as our truck campers....GN or 5th wheel pin weight....bumper hitch loads.....RR ties from the farm and ranch store/etc are in the bed over the trucks rear axle.

I bought a brand new '16 Ford 6.7. At 9000 miles the HPFP blew. Went in to limp mode, got off the freeway and called a wrecker. Got to the Dealer and they tore it down. Spent 3 days sweating blood to see if Ford was going to cover it under warranty. $13,000 repair!! If they found any evidence of moisture they would have denied the claim. Thankfully I used strictly Chevron diesel so no contaminated fuel and they honored the warranty. I traded them for a lightly used '16 6.2 gasser before the old one was even fixed. I will NEVER go thru that heartburn again!! The gasser is much happier for local short trips than the diesel. I do miss the power. With my TT and boat I'm right around 12,000 pounds in tow. The gas does OK. Climbing mountain passes (in which we have an abundance) is much less than the diesel. I can't stand to run the engine at 5500 which pulls the grades at 55. I lock it in 2nd gear and the cruise at 45 mph, tach at 4500. But I get there just the same and I sleep better!!!

PS. This site has not let me change my sig since I changed trucks so I know it's wrong.