f250 diesels

Patsdeere

Well-known Member
So on an earlier thread I mentioned towing tractors to Iowa. Now that I am looking at trucks, what should I look for on diesels? I know the 6.0 had issues (not exactly sure what they are, but word of mouth says run), but what about the 7.3 or 6.4? Any major milestone failures?

Thanks.
 
Most consider the 7.3 to be the best engine used in overall durability and fuel mileage. This engine was replaced by the 6.o in 2003. The 6.0 had issues. There are modifications that are supposed to fix it. The 6.4 is an early "pollution control" engine. They are durable and dependable for the most part; but; do not have very impressive fuel mileage reports. I hear many say the 6.4; loaded; will be in the 10-12 range. 12-14 empty.
 

I had a 2001 E-350 with the 7.3 that I really liked. It got good mileage, pulled a heavy load very well, and I had zero problems. It went with my business when I sold it in '05, and they ran it another 4-5 years. I put 35K per year on it. If I were going to go looking for an older truck for a hauler I would be looking for one with the 7.3.
 
Ick. That is horrible mileage. I get that with a f150 from 1990. Can't believe they can't get any better than that.
 
My 96 250 has a Powerstroke with 300,000 miles on it, HARD miles. The 7.3 in the Super Duty was the same engine, just with a few updates and some more power. My truck will do 22 MPG in the summer, 18 in the winter and around 14-15 towing, if its just a gooseneck with a tractor on it. A FULL 30' gooseneck load of logs uses quite a bit more fuel though. My buddy I bought it from made a trip to Arizona from Michigan pulling a horse trailer once a month for many years. I know some people that have 6 liters that love them. They make good power. I know they had some problems, but the guys that have head studs installed and the EGR delete, better oil cooler, have good luck with them.The guys that put programmers and power mods to get more out of them are the ones that had the most/first problems I think. Have heard the 6.4s are a good engine, but does have poor fuel economy and some issues with the emissions regen operation. My vote would be for a 7.3, they are the most reliable.

Ross
 
I have a 6.0 that I tow with often. Nice power. Weak link in my opinion is the auto transmission. As long as your not get a that has been ran hard or poorly maintained should be ok. $2000 or so will cover all issues but head studs. Which shouldn't be a problem with no programmer or chip and egr delete. My recommendations would be egr delete. Upgraded high pressure oil pump and there is something with the pump called ipc or something and upgraded ficm (fuel injector control module get the 54 volt upgrade from swamps diesel) should solve all problems. Only other problem I've had is brake calipers sticking. Also have a 6.4 and 6.7. 6.7 by far the best. The 6.4 has enormous power but mileage sucks and minor things left unresolved can lead to major issues and more difficult to work on than the 6.0. If I had my choice I'd probably go with a cummins but the dodge truck its sitting in is a ticking time bomb. Just my opinions. Good luck
 
I find it ridiculous that Dodge is the only truck that still offers a manual transmission. I've always had manuals, I like being in control of that part of it. They say whole fleets of OTR trucks are going to auto's since people can't drive them. Part of getting the CDL, passing the road test, should be required to drive/shift a 13 or 18 speed. The same larger class of pickups, F450's are still offered with a manual, not that much more work to drop it into a pickup on the line. Just my thoughts.


Ross
 
(quoted from post at 23:06:46 06/27/15) I find it ridiculous that Dodge is the only truck that still offers a manual transmission. I've always had manuals, I like being in control of that part of it. They say whole fleets of OTR trucks are going to auto's since people can't drive them. Part of getting the CDL, passing the road test, should be required to drive/shift a 13 or 18 speed. The same larger class of pickups, F450's are still offered with a manual, not that much more work to drop it into a pickup on the line. Just my thoughts.


Ross

The reason why manuals are going away is the companies are not selling a lot of them. 90% of Ford and Chevy owners want the auto. I suspect that Ram is the only one that still has the 6 speed manual because of the long track record of crappy automatic transmissions. Though that has since changed in 2008, I'd say that has something to do with it. Ram still sells enough manuals to make it financially worth it. Ford and Chevy don't, and their ZF-6 is superior to Ram's G56.
Auto transmissions have come a long way in all the big 3. With 6 speeds, double overdrive, and locking converters in most gears, they really are quite effective.
I am a manual transmission fan, but if I bought newer than 2007, I would quite possibly get an auto.
 
Have you ever crawled out of an older (98) Dodge Cummins with a manual tranny and into a 98 Powerstroke with the same tranny? How many times did you kill the powerstroke before you finally got it rolling?
 
If one is looking for a 7.3, it was still available in 03. Ford was nervous people wouldn't want the newer more complex engine so they had both available. 04 was the first year having only the 6 point slow.
 
And you can get parts for the zf6. Good luck getting
parts for the nv5600 OR the G56.

If you can find an f650 or f750 with a Cummins and
zf6 you can swap the transmission over without
having to put a spacer behind the flywheel.
 
ABSOLUTELY NO SUCH THING as a 1998 Ford PowerStroke truck. '97's were the last of the old body styles, '99's were the first of the Super-Duty's. The '99's started production in January '98 IIRC.
 

OK I stand corrected. On the other side, that Ford Diesel could out run the Cummins at 80 MPH on the interstate. Just the difference between two engine designs. I only assume the two were geared comparably.
 
(quoted from post at 03:57:00 06/29/15)
OK I stand corrected. On the other side, that Ford Diesel could out run the Cummins at 80 MPH on the interstate. Just the difference between two engine designs. I only assume the two were geared comparably.

If your interest in a vehicle is which one is faster, then you should get a Mustang or Corvette.
 
The only reason I mentioned which one is faster is this same Ford was going down I15 in Idaho and I was following him with my Cummins, both one ton duallies. He was piddling around running 60 MPH, then 70, then 75 and back down again. I finally got tired of it and went around him at 85 and my Cummins was about out of breath. I set the cruise at 75 and a mile later he went around me like I was standing still. The V8 is just better at higher RPM's by design. I'm not saying one is better then the other. Just a statement. We were friends just having a good time.
 
The 7.3 powerstroke became available in mid 94. The super duty series introduced in early-mid 98 as a 99 model. Powerstroke engine available several years before super duty series introduced.
 
7.3 was a great engine, but hard to find a low mile example anymore. After the common fixes, the 6.0 was solid. I'm on my second 6.4, and that engine impresses me. Once the cat and DPF are eliminated, it gets great mileage, and makes tons of power. My F350 dually would get 22 mpg if driven right. My current F450 averages about 16-17 since it's geared lower, and is heavier. Plenty of power and very smooth. '11-'14 F450 pickups didn't have 19.5 wheels or the big brakes, but the '15 does. Needed that, but couldn't justify new, so stayed with a 6.4.
 
I have a 2011 6.7 Ford with 104K on it, traded in a 2006 Duramax for it, and a traded in a 2003 6.0 for that. I have not had trouble with any of those engines, but kept them serviced well. The 6.7 has the most power, I think the 6.0 with a chip came in second, the Duramax dead last. I have never had a Cummins to compare.

If we are talking speed, both Fords will run right up to the governor, Duramax would start gasping at 80.
 
(quoted from post at 20:57:00 06/28/15)
........... I only assume the two were geared comparably.

Pretty big assumption ......... :? My '05 5.9 w/3.73s and NV5600 topped out at 104 in 6th against the governor at 3200 rpm in 6th - about 84 in 5th (direct).
 
if you find a 6.0 that made it out of infant mortality, and perhaps had upgrades like aarps studs, it should be good to go... other than that a 5$ oring and gasket kit to clean the egr every couple years and that's about it. Assuming it hasn't had something like a quadzilla chip making it role coal it's entire life.

I have a 2004 f250 with a 6.0.. going 2004+ on a 6.0 is usually better than a 2003.

7.3's are getting old, but are reliable. Most prefer the 2000-2003, but I have a couple 99's that have been great.

my 350 is a drw, and has had the usual stuff... door window motor, has a drip at the trans, but if you park nose up a bit it don't leak. HAS had the GEM module replaced due to water getting into it because of a marker light gasket failure letting water in at the roof and run down the drivers door post to the gemm/fuse box. I have well over 200k on mine.. it's showing age, but the engine is fine.

my 450 is also drw and has a custom hauling be on it with extended fuel tank, tool boxes, gn and 5th wheel hitch.

It's had a replacement fan /fan hub clutch and when i got it, it had a 100$ 'chip' on it. a real chip, not a programmer. that chip died 2 ys ago .. that actually made the truck get towed.. but simply removing the chip 'fixed it' I sprung for a flashpaq programmer for a mild programming.. nothing exotic.

on the 7.3's.. about the only worrysome maintenance issue is the CP sensor. most 7.3 guys carry one in their glove box along with a 10mm wrench to install it onthe roadside should it fail. that and the original trany could get iffy if abused and hammered.
 
i think a lot of the problems with the 6.0 as with any of the newer diesel engines goes back to all the government mandated smog equipment and how they are used and maintained have 2004 f 250 6.0 with over 250000 on it still going strong but also have 1989 7.3 IDI with over 300000 on it traded of 1997 7.3 powerstroke with over 200000 for 2011 6.7 which so far has been an awsome engine time will tell about longevity
 
Im going to be selling my 85 F250 4x4 diesel with 4 speed soon, if slow and steady does it for you. Less than 50K on a factory reman engine, runs great, no leaks except PS hose
 
The 5R110 found behind 6.0 is just about the toughest, most long lived transmissions ever put in any pickup. It ranks right up there with the Allison trans in a GM truck. 4R100 (E4OD) in the 7.3 and older are the weak link in a 7.3 truck...
 
(quoted from post at 15:06:46 06/27/15) I find it ridiculous that Dodge is the only truck that still offers a manual transmission. I've always had manuals, I like being in control of that part of it. They say whole fleets of OTR trucks are going to auto's since people can't drive them. Part of getting the CDL, passing the road test, should be required to drive/shift a 13 or 18 speed. The same larger class of pickups, F450's are still offered with a manual, not that much more work to drop it into a pickup on the line. Just my thoughts.


Ross
hile it is true that many OTR truckers are going to automatics it isn't so much for the 'lack of talent' like you suggest. While this a part of it a major portion of the reason for the change is the automatics are more fuel efficient and there is less driveline wear and shock vs a true manual.
 
(quoted from post at 19:25:17 07/27/15)
(quoted from post at 15:06:46 06/27/15) I find it ridiculous that Dodge is the only truck that still offers a manual transmission. I've always had manuals, I like being in control of that part of it. They say whole fleets of OTR trucks are going to auto's since people can't drive them. Part of getting the CDL, passing the road test, should be required to drive/shift a 13 or 18 speed. The same larger class of pickups, F450's are still offered with a manual, not that much more work to drop it into a pickup on the line. Just my thoughts.


Ross
hile it is true that many OTR truckers are going to automatics it isn't so much for the 'lack of talent' like you suggest. While this a part of it a major portion of the reason for the change is the automatics are more fuel efficient and there is less driveline wear and shock vs a true manual.

While I wouldn't say that driving a big truck with a manual takes talent, I would say that manual drivers are becoming dinosaurs. At the company where I drive a dump truck occasionally, I just found out that they have a guy who got a CDL with automatic restriction. That was the first that I had heard of it, and I expect that it is much easier to fill a seat if ability to drive a standard is not required.
 
(quoted from post at 12:54:18 06/28/15) Have you ever crawled out of an older (98) Dodge Cummins with a manual tranny and into a 98 Powerstroke with the same tranny? How many times did you kill the powerstroke before you finally got it rolling?

I don't remember how many exactly, but then, when you run out of fingers and toes, you tend to loose track!
After that, I bought a new 5.9 with a NV5600 and fitted her up with a Jake; best [b:3f1e50cd15]TRUCK[/b:3f1e50cd15] I've ever owned - BAR NONE! But, these days, most p'ups are mostly 'grocery getters' anyway so an automatic is the choice for most and they work well if you've got the power to pull one; a torque converter will make up for lack of low-end 'grunt' and lets the manufacturers use smaller components throughout the drivetrain. The higher the RPM the less 'beef' in trannys, rods, bearings, etc. that is needed so, from a 'bean-counters' perspective that's a good thing. Much as I hate to say it, I look for Chrysler to go to a lighter v-type diesel for their HD series soon, so you better 'get 'em while they're hot'! 8)
 

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