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It's funny to see you being so definitive about the Gen 3, when it's only been around since 2020. lol.. Lets give it another 5 years and see how well it has lasted then.
Everything's wrong glow plugs go wack ignition coils premature wear list goes on they don't stick to one engine they always listen to their UK Ford branch look at the Ranger it's literally been developed in the UK since 2010 including the Bronco it's just a Land Rover Range Rover with a Bronco badge
I have a 2013 , 6.7 it has 475,000 km on it deleted. Sometimes driving at steady speed on highway starts to smoke and have to give it a kick in power to get it to clear up then it works again for a while. Runs well other than that. Likely time for a turbo ? Thats a question I guess
Yea doesn’t make sense but ig the EPA really wants to choke all diesels well an ambulance should be able to go at anytime not break down randomly cuz of a stupid sensor that’s very inconvenient and a person could have died cuz that sensor broke 🤦🏼
Where I used to live, the local fire departments and ambulance services quietly deleted all their diesel vehicles (all Ford F-350, 450 or 550 vehicles). Like all fire trucks and ambulances, the trucks spent a lot of time idling, and DPF problems--including requiring replacement pretty often--was killing their reliability and cost efficiency. Since deletion, their running problems have been minimal. A state agency with a local office could not delete their identical Ford diesel trucks, and out of 5 F-550's in their local fleet at least one of them was ALWAYS in the shop for emission system related problems. DPF's are the worst diesel emission control system ever designed--and there is technology to make them unneeded for emission control. Do an internet search on Sandia Laboratories ducted fuel injection.
I have a 2013 F250 6.7 with 450k miles truck runs great. Besides regular maintenance its been a gem and yes I have put over 250k of those miles myself. Highway miles from Tx and neighboring states. I'm in the oil and gas industry so I get a little off- road too. I love my truck and will never go away from diesel.
It’s a great engine and proving to be reliable and durable. The 6.7 is probably the last big diesel Ford is going to offer. The purchase cost, maintenance cost and emissions requirements are pushing people away from diesels. Ford is pretty good at reading market changes and this is why they developed the new 7.3 gas V8. And predictably I’ve noticed all of the ambulances, bucket trucks and box trucks in my area don’t have the PowerStroke badge on them or the signature exhaust tips. Being new trucks they must be powered by the 7.3. Bonus points to Ford for having the only trucks with their own engine AND transmission. Ford trucks are 100% Ford.
The newest 6.7 chassis-cabs do not have the characteristic diffuser exhaust tips you're referring to, at least when sitting on the dealer lots. I don't know why this is the case but I get the feeling it's to allow the upfitter to position them where they want & they probably have to follow some goofy guidelines set forth by the Ford QVM manual. Or maybe they're not required on C/C models anymore 🤔 I do agree with what you're saying tho, Class 6 & under diesel is dead, not worth the hassle anymore. What's really criminal is having a vehicle, especially an emergency services unit, shut down just because a sensor goes out. Yet the military trucks get off scott free, no DPFs or any other junk required. Do as I say, not as I do 🙄
@@AsianNIGMA Not to get political and all, however unless we vote Republican in the next election, internal combustion engines including the big V8s will be cancelled.
@@dominicdemicoiii402 maybe but I heard this 2nd hand from comments on a video of a 6.7 zf6 pulling truck that it was factory produced in mexico. Considering what other countries get and we don't I'm not surprised in the least
Funny how California has the most brutal emission standards, yet every vehicle driven in the entire state of California for a year combined, doesn’t match one days emissions from LAX
And that’s literally why California has strict emission regulations. Millions of cars on the road and they have less pollution combined in a year than a few hundred jets in a day.
My first Powerstroke is my current 7.3 2002 4x4 Excursion and I’m in love! Sure it’s not the fastest but I can’t actually fix everything on it easily and I never feel like it will leave me stranded.
I was skeptical of your review at first but it ended up spot on. I’ve been beating on diesel pickups for 20+ yrs and dropped Cummins/ dodge in 2011 for Ford/Powerstroke. I’ve put almost 2 million miles on (5) 6.7 Powerstrokes and they have proven to be absolutely reliable, clean fuel has given zero fuel system issues.
How do you ensure clean fuel? Just keeping the filters maintained obviously but do you also prefer a certain gas station? Im getting a 6.7 soon and want to keep this cp4 pump together
@@rprokopow I use a bed mounted tank with a pump and filter to fill my primary tank (nothing goes from source to primary) Motorcraft/Powerstroke additive in every tank.
Now you are talking about my bread and butter. As I have mentioned before on some of your other videos, I am a fleet mechanic for a utility company in California. Almost all of our vehicles are Ford Super Duty cabs, while our larger trucks are International. I have survived the 7.3, the 6.0, and the 6.4 we are now on the 6.7 The 1st gen 6.7 gave us some trouble. We did experience several glow plug contact with intake valve failures; better than half of our trucks had it happen at real low hours. Also, the EGT shut down was a problem in the very beginning. Not only did it shut down the truck, it disabled the engine from cranking. Simply replacing the EGT sensor didn't correct it; the laptop has to be connected to clear the fault. The biggest problem we experienced was a DTC for MAP and TPS correlation fault. After racking my brains it turned out the engine had low compression in multiple cylinders. Ford insisted on repairing those at the dealer under warranty without telling me the cause. We are allowed to do warranty repairs in our shop for reimbursement on any other repairs, but Ford insisted they handle that repair. We never had any GEN2 6.7s. We are now replacing our aging fleet with GEN3 6.7s and so far it is looking good. They even sound quieter than the GEN1 that sounded like an electric typewriter on steroids.
@@TheVenom8343 yes I do work on plenty of MaxxForce DTs and MaxxForce 10s. Although we are slowly retiring them and they are being replaced with Cummins. There are still quite a few 10s in the fleet. I can’t think of a time when all our MaxxForce 10s have been running. At least 1 or 2 are out of service at any given moment
@@rtwice93555 Thank god, that we're going to Western Star's with a DD13 as they are MUCH better!! We haven't had any engine or aftertreatment problems out of those yet. But man, I can't for the life of me keep these junky ass Maxxforce DT's running.
Heck I just got an old cream puff Lariat 7.3 to tow my camper around the country. It’s pretty much a tractor with leather seats and A/C. I think it’s massively powerful and efficient just having switched from a V8 half ton.
Not really. Comparing numbers. Don't get me wrong. I have a 02 7.3L XLT. It has enough power. Sure I bet it does the job. Efficient no. Remember with the same amount of fuel the 6.7L put out 2x as much HP and more than 2x torque. Efficiency is work from energy.
I have a 2002 F350 7.3L ZF-6 spd, manual transfer case, manual locking hubs. Dana 60/ leaf spring front axle, Dana 80 SRW.. It's definitely a tractor-- It's so basic: I don't even have tilt wheel or cruise control. lol... manual cloth seats/ manual mirrors/ manual windows/ manual locks. I bought it in 2013 or so with 170k miles for $7500 (without a bed)- and now it has 330k miles and still pulling as strong as ever (with a 9ft flatbed that I put on it). It likely needs some new glow plugs (little stubborn to start in the cold without plugging it in) and loves to leak in all the right places-- but otherwise it's still old faithful-- and I'll likely never sell it.
I went from a 2000 7.3 to a 2020 6.7. Both have worked great for me. But, the power and efficiency of the 6.7 is amazing. 7.3 trucks are super cheap and still reliable, the new 6.7 cost a small fortune. If money isn't a factor, you have to award the 6.7 as the best.... period.
@@JD-yx7be I drive like an ass, tow 3 of 5 days a week 8-12k and average 12. On a long road trip you can get 18-22. My mileage is on the low end of what others have reported.
@@justinthomas3253 I get a similar result 11-12 around town not towing. Also not towing highway 14-15. and on a 1200 mile drive i got a whopping 17 mpg.Towing my 29 foot travel trailer on the interstate I get around 12-13
Pretty accurate! I’ve been really fortunate with my 2014 at 138k *knocks on wood* - no turbo issues or problems with the CP4 (I always use quality fuel and additives, though). I think the delete has a lot to do with that. Better power, better fuel economy, too.
I’ve got a 2013 deleted with 143k miles and my co4 failed about 10 days ago. Left me stranded 3 hrs from home. $17k for the dealer to replace the fuel system and $14k from the independent shop. I would highly recommend replacing that pump or installing a disaster prevention kit ASAP.
@@fredvincent4224 i’m at 200k now, but i am indeed replacing it with the s and s DCR pump in january. until then i ply it with lubricant and hope i got lucky with a good one
@@fredvincent4224 also: did you use a fuel additive, and what did you do then? i’d never use the dealer personally just because ours suck here. check out power stroke tech talk with a rod on youtube. if you haven’t got the work done yet i’d be willing to bet he as a ford diesel tech i would trust with my own truck and have many times might be able to do it cheaper for you outside of the dealership itself. dude is a genius with these trucks. even if you had to ship him your truck 😂
@@TonyLasagna did not use a fuel additive and honestly I think it failed because I ran a little too long without changing the fuel filters. I was probably around 16k miles on them. Going to be doing them with every oil change around 7k miles from here on. Still owe $28k on the truck so I’m damn well stuck with it now.
I feel honored to be part of this video. I forgot I even made that vid of the EGR cooler replacement. That was when I was filming with my Galaxy S4 phone (terrible quality). I enjoy the video series you put out and keep up the good work!
I bought a 2021 Powerstroke and Im just flat out impressed by the power of it. We do some heavy hauling with gooseneck horse trailers and hay trailer where weights til up towards 25,000 lbs. The motor moves those weights like they are not even there and even going up hills we end up passing people 😆 Ive put almost 50,000 km on it in a year and so far so good. Basic diesel maintenance will solve most problems. Change the fuel filters every other oil change, use synthetic oil and use good fuel. Do those things and it should keep things working properly. I get that anything mechanical can have problems and can fail at anytime but regular maintenance usually saves money later.
Not for emissions equipment it doesn’t. It’s the Achilles heel of modern diesels bud. I also live in the emissions diesel life as well and am crossing my fingers
The idea of injecting fuel into the exhaust stroke, or a separate injector in the DPF (Duramax), is just wasteful. Why can’t they accumulate the soot without a ton of back pressure and then use an induction coil to incinerate (regen)? A tesla-valve design could accumulate most of the inline soot on a cordierite trap, where it could be heated too 600C without burning any extra fuel. And why don’t they pull gasses for the EGR after the DPF system? That would keep the soot out of the intake, etc. But then, the EPA doesn’t care if the truck doesn’t last past 10 years; in fact, I’d say they prefer the "planned obsolescence" approach…. Idiots.
@@czwarlord9243 No one likes it I remember the same bitching about gas engines in the 1980's. Today emission controls on a gas engine have been solved manufactures are back making more power in gas engine than ever. Tell you the truth as a avid mountain bike rider I don't miss the clouds of black smoke left behind a city bus while I'm breathing hard. It's taken manufactures about 10 years to figure out emissions fix all the problems. New power stroke is able to make 500 HP from the factory that is impressive. I remember back in 2015 everyone said it would be impossible to make more then 300 hp with emissions. The EPA doesn't design emission controls they set the standard and manufacturers have to figure out how to meet them.
@@Mike-01234 the emissions on a gas engine vs a diesel is a completely different animal. They aren’t close. Not to mention the price of repair of these is astronomical compared to gas emissions systems. For instance a DPF filter alone is on average $4k. EGR, EGR cooler and def system repairs are also ridiculously priced. The worst part is they are prone to failure. The most expensive long term repair and maintenance costs on a modern diesel is the emissions. That has never been the case on a gasser. Then of course the emissions systems reduces the longevity of a diesel. As far as the black clouds goes all modern diesels have a much more complex tuning and tech. Even fully deleted they DO NOT push black clouds(unless you intentionally have it tuned that way… which is dumb anyways but that’s another discussion). To assume they do is just not true.
Loved my 1994 f350 7.3 5 speed. Sold that with 310k miles and I bought my 2017 f350 6.7 and let me tell you she lives to tow! Nothing but regular maintenance and 100% stock, leveled 2.5in with 115k miles now. Love this thing!
Ultra low sulphur diesel means less lubricants for the cp4, run your additives and add 2 stroke motor oil to your tank of fuel. We own a 2019 F350 with 266k miles , deleted with a minor tune. Flawless truck. Just replaced driver seat cushion because of all the seat time.
I’m a 7.3 fan myself but I can agree that the 6.7 is definitely a good and efficient engine especially if it’s deleted with a towing tune. Both have been known to last up to 1 million miles unlike the unreliable 6 liter and the worthless 6.4 and both the 7.3 and the 6.7 come in trucks that to me are actually badass! The obs 1992-1997 body style being my favorite and the 1st Gen Alumiduty 2017-2022 being my second favorite.
Are there any problems with the dpf on the 6.7? How did they change that from the 6.4? I'm worried I should delete with my 2019 at 57k mi and head off any trouble off at the pass.
@@Lykapodium when I worked at the ford dealership we saw tons of issues where the trucks weren’t regening when they should and would blow temp sensor modules and the sensors themselves quite often. Also deleting the dpf relaxes the engine a ton and allows it to breathe easier and theirs less carbon/soot build up in exhaust and intake ports. If you delete the dpf I would highly recommend deleting the egr and egr cooler as well since the egr cooler tends to crack and leak and the egr introduces soot to your intake which ain’t good for your engine. Only reason I don’t work for the dealership now is because I make more money working for the county owned garage fixing their trucks on an hourly rate.
@@hilljackzack7284 wow... Thank you for the detailed response. How much of a job is this to do? Can I pay you to do this? Are there shops that can do this? I bought the 6.7 after shopping for a year and a half going back and forth between it and a beater 6.4. really like the body and engine of the 6.7. Would like to get out ahead of any problems with this engine. 100k/5y will be up in a year and want to delete. Don't have time to do it myself. Any good options? Thank you for the response, appreciate it!
@@Lykapodium it’s not too bad of a job really, you just need a sawzall, welder, 4” round metal pipe as long as the dpf and a tuner and there’s kits online you can get but I do believe there are some aftermarket shops that delete them but depending on the state you live in it’s possibly illegal and sometimes strictly enforced. I know here in Ohio people cut them off all the time and get egr delete kits that are “off-road use only” and a tuner and they run around no issues. I don’t really like to take on side work anymore but I know some people nearby who probably would do it. If you live in California, Oregon, Nevada, Vermont, or in any major city where emissions testing is required for diesel trucks annually I wouldn’t do it. If you live in Ohio like I do, or any Midwest state that’s not Illinois or any Southern state that’s not Texas (unless you know an inspector in Texas) then it’s definitely worth the delete. If you live in Central Ohio then I could probably lead you to the right direction for a diesel mechanic who will delete your emissions off your truck, again I don’t do it commercially myself but I do it on trucks I own, I work for the county government here and would get fired if it got out that I delete dpfs and egrs as a side hustle.
I’m not a Ford or diesel guy at all, but my 2nd gen 6.7 F450 flatbed work truck is a beast. It’s been great at almost 180K with only an a/c condesnsor leak and minor radiator leak. It never breaks a sweat hauling 8,000 lb and towing
charge air cooler outlet tube leaking boost, water pump leaking coolant, upper radiator hose o-rings leaking coolant, vacuum pump gasket leaking oil, pcm software issues, particulate matter sensor failing, lower intake manifold becoming restricted with soot and causing egr flow concerns - those are the main problems I see not covered in this video. great video!
The reason for loose emissions stands on military and aviation is because reliability is paramount. You can’t pull over in the side of the road in Syria to swap out an EGT sensor or stop at 40,000 feet to diagnose an emissions code.
The s&s kit is the best solution to anyone worried about the cp4 it catches all thr metal shavings in a filter before its sent back to the tank, they cut a notch out of a lifter in the pump turned it sideways and drove it over 100 miles, of course the pump died but the truck never did, tank was clean primary filter was clean and all injectors tested good, for $500 you can't beat that security
What a great and well done, accurate video. Our family having owned 3 Superdutys now, 99 - 6.8L, 12 - 6.7, and now a 22 - 7.3, we got the Diesel for the first time in 12 because I just felt the 6.2 wasn't enough. Great Raptor motor yes. Reliable - Yes. However, for HD work having to rev it out was what bothered me to make any power. We just sold the 12 after 172k miles and 10.5 years of ownership since new and we have had many of the issues described in the video. The EGT sensors before Ford admitted that they were issues on the non-emergency vehicles that left us stranded twice, once locally, once in canada, EGR issues, and Reductant heater issues. Never any issues with CP4 (i'm meticulous about my fuel and maintenance and additives). We moved to the 7.3 because its a great motor and great for towing without all the diesel headache. It warms up quickly comparatively for cold climates and with diesel fuel being 25 percent ish more, there goes the fuel economy advantage, plus DEF and fuel additive cost. Only way I'd consider a diesel again is if I was constantly towing. Ford has done a good job in recent years with their customer satisfaction programs and reimbursing many of these issues out of warranty. That being said, gonna miss that truck.
All of them are much better reliability mileage power. That's why I keep my 03 d max federal emissions standard no cat or EGR tweeked with banks six gun big hoss bundle. Hauls ass and will pull 20 mpg bed full of chit 5 people Crew cab long bed 35 bfgsTo Vegas and back to so cal.
No way in hell will that ever be true. They spin bearings way too much because nothing holds the bearings in place. They have no tangs. We rebuild about 60 of these a year...and we are a small shop...6.0s and 6.4s are awful motors but the 6.7 takes the cake....step on it....and you spin a bearing XD
@@techs1smh13 so far we have seen them in a wide spectrum of them but so far we haven't worked on anything past 2020 because Ford covered it under warranty. We do a lot of work for hotshot driver's and some of them with newer trucks as well as older tell us about them. I know of one driver who's 2021 spun the front main bearing twice now. 2nd time ruined the block instead of the bed pan and he got a new motor. But past that single instance I don't do much talking with a lot of the customers so I can't say for 100% sure.
Looking at what ford has to offer, I think the 7.3 gas V8 is more appealing. You can get GCVR of 26k with adequate power for the popular 14k trailer with 10k payload and not have to deal with all the extra emissions crap. The V8 will be less efficient MPG (15 highway vs up to 20) especially towing (8 vs 12 for a heavy load), however it using cheaper regular gas (3.20 per gallon currently) vs diesel (4.75 here currently or 30% more expensive) and being 10k cheaper with no DEF plus other maintenance costs makes up for it. Only reason to get a diesel is if you need to tow 20k+ with a big truck.
The CP4 doesn't "typically" fail before 100k. It typically doesn't fail at all. Less than 1% failure rate. Everyone just talks about it because it's so expensive to fix if it does happen.
Right, that's why there's multiple class-action law suits against GM, Ford, FCA, and Bosch for faulty CP4s and also why Ram has issued a recall on 220,000+ CP4s trucks... because there's no problem. People are just scared. 🤦♂
What do you make of the bulletproof kits for the CP4 that isolate the pump bearings from the fuel rail supply? At $400 per injector, it seems better safe than sorry, IMO.
I have 2011 ford f250 with 310k miles on it deleted junk from the engine when warranty expired, never had any issues mentioned, I did changed fan clutch at 200k and just recently changed oil cooler that got clogged , so it's pretty good engine compared to my 6.0 back in the day
I also have about 330k on my 7.3. My 2012 6.7 has 230k and seems like the same type of reliable workhorse. Creature comfort is an order of magnitude better, drives better, and tons more power. Just like my cellphone from 3 years ago I think they have reached peak performance. There is really very little to improve on these trucks that the end user can't do by removing EPA garbage. In the next couple years when I need a tax write off I will buy another one. Just like its predecessor it runs way better when you load the bed with about 1000lbs of junk.
I have an emissions legal 2014 that I bought new and aside from a cp4 failure a couple years ago that cost me a ton of $$ it has been a very good truck. I work it hard but I have always been very proactive with the maintenance. That’s the key to any vehicle is to maintain it!
I have a 6.4 rebuild. My buddy knew about all the problem with that engine when we started. First to deal with the heat issue with piston we had them ceramic coated with the same ceramic they used on the space shuttle. We handled the bolt issue on the head. We had a bead installed around each piston cylinder. This prevents blow out of the cylinder head gasket. We also deleted the Egr and the exhaust. We reprogrammed the engine. It runs great and I’m following severe maintenance to get the life out of the engine.
That is just wrong you had to do all that to make it run. I’ve heard of you fix all those problems the 6.4 is good but I’m not putting that kind of money into something I shouldn’t have to but ford didn’t design or build that 6.4. That was all navstar. Glad ford took over and built this 6.7 on their own.
Had a 2012 6.7 PS without any issues. Decided to go with a 07 5.9 for 'simplicity'. Ended up dropping a valve and costing me $15k to replace the motor. Happily back in a 2022 Ford diesel. Wanted to like the 5.9 but the lack of power (and ultimate engine replacement) drove me back to the Ford.
@@deerhunt799 my cousin works at a Ford garage, I could go on for hours about 6.7's that don't make it 20,000 miles without going back to the shop. I would rather pull the head on a 5.9 10 times before I even tried to find the heads on a 6.7. And the fact that the government approves the 6.7.... well that's enough reason for me to hate anything. I would take a 7.3 IDI pouring black smoke all over the planet long before I ever took a 6.7. Oh yeah, and I guess I would have to be rich enough to even attempt to look at a 6.7, let alone pay for one and make repairs lol
Danny you need to get on the forums where people are putting 1 million plus miles on the 6.7 Ford - the same thing you are saying happens at the Dodge and GM dealerships too
@@dannydyer9961 Yet another half insane Cummins die hard. They are some of the best engines out there, don’t get me wrong, but it often times gets carried way too far
@@dannydyer9961 Yet another half insane Cummins die hard. They are some of the best engines out there, don’t get me wrong, but it often times gets carried way too far
I have the 2012 6.7 Powerstroke and it is still running flawlessly. The key is maintenance. I use Rotella T6 full synthetic, use the Motorcraft filter that I pre-fill with one quart and change fuel filters at the proper interval. I inspect air filters regularly. I only buy fuel from a station I know sells a lot of diesel fuel, never a place that has a single diesel pump tucked away at the back of the lot. The only repairs I've had pertain to the DEF system and those were covered under emissions warranty that Ford extended. I can't beat the low end power when pulling my 5th wheel that is 12K dry.
Love my 2016 F250 6.7 Powerstroke only issues I’ve had so far was the HVAC control module failed under warranty and the vacuum pump had an oil leak fixed under warranty. The best thing you can do with these trucks is maintain them and run the archoil in the fuel system.
Imagine getting into an ambulance hauling ass to the hospital, dying and the truck just shuts off. "...we're both fighting a duel to the death. Either it goes or I do.”
The 7.3 is better in that you don't have to pull the cab to work on it, it was thought one would only need to work on it outside the cab only as an overhaul/replacement.
Great video! Having owned a ‘00 Lariat, an ‘08 KR, an ‘11 Lariat and now a ‘19 Lariat I would argue that the 2nd and 3rd gen scorpions are the best! Ample power and torque on tap. my brother who owns an ‘18 3500 Ram was stunned at how quiet it is. Yes the 7.3l was a literal tank but this 6.7L really is a great motor. Only thing I miss about the 6.4L, is the KR trim!
I love my 6.4 king ranch, would prefer the 6.7 king ranch interior with the screen and cooled seats but my 6.4 has treated me well and I am grateful for a good truck
@@nativeoutdoors1780 Don’t get me wrong, I still think about that ‘08 KR, she was in excellent condition, but my I was forced to move on when she was got totaled out after getting speared by a RAM pulling a fully loaded 5-horse w/sleeper, downhill, in snowy conditions. She had 170k at the time of death with no major issues!
@@ironhorse_archer mines at 125k just bought it recently a year a go with 115k, she's been great, needed work but mostly cosmetic and underbody, only thing with the engine I've done is a delete, she sounds good and I enjoy the ride quality. I'm just a young kid still living with my parents but I bought the truck so my dad could have something nice and so I could build credit and learn more about diesels, definitely a truck that I enjoy working on and driving and pulls and hauls great.
I have a 6.0 with 183k, had to delete EGR around 130k but as for the 6.0 issues I haven’t had any.. I don’t rag on it and I change the oil every 5k miles, with regular maintenance on the fuel system also added a coolant filter around 100 k.. I do pull around a trailer for work only around 6000 lbs but it’s been a great truck so far.
I'm not a ford guy, but from the research I've done, the 2005+ 6.0 is a bit better than the first 2 years. Also, from people that do the head gaskets and head studs, they seem to like them. I don't think they can handle as much power due to 4 head bolts per cylinder, but they can still handle more than 99.9% of people need. I think the 7.3 has 6 per cylinder.
I had heard the 6.7 had an oil starvation issue because the main oil passage leading from the oil pump was needlessly large and its taking too long for the oil to get to the top end. Not sure if this is the case or not...Ford also is putting this engine in the their F650/F750 trucks as well which in my view it likely shouldn't be considering its not a medium duty truck engine...
I own both 2001 Manual trans 7.3 and the 2014 A/T 6.7 the 7.3 has had a LOT of changes to it turbo, injectors Etc. and producing 435 HP runs Great. the 6.7 is right now getting the 2015/16Upgrade turbo which will then have right at 550 HP due to some tuning and injectors, both are 4x4 love both of the trucks
I had a 2012. I put it through some serious work, towing 8-14k every day for a couple years, through rough mining terrain. Loved that truck. I did have one bad EGT sensor that stranded me 3 times before I was able to replace it. Had to unplug the brain and reset everything just to get the truck to start, and get it safely off the freeway. Frustrating. Your discussion about the issues they have solved since gen 1 just make me want one again that much more. Sigh.
I’m in the aviation industry as a mechanic, and EGTs are constantly going out. Because they are in a high heat area, they tend to corrode and erode away very quickly. Then they break off more often than not, and if the plane is turbo charged, it is grounded due to FAA regs.
@Jarrett Halderman they changed from ceramic to steel bearings in 2013, problem only became slightly less of a problem. The turbo change in 2015 eliminated it though
The maritime industry in the U.S has the strictest emissions standards in the World. Canada is second. The U.S accounts for about 10% of large diesel engines used in tugs and merchant vessels bought in the World. Engine manufacturers abroad have had to scramble since the late 90s to comply with these regulations
APSOLUTE dig your Videos 1000% spot on I just recently had bad times on my 2013 f450 true cab/chassis that I used for personal use and only pulling my toyhauler,at 100845 shit the cp4 pump my cost and doing it myself [ I don't work on diesel trucks] $8000.00 with new turbo all factory ford parts no programmer bone stock 80mph loved the truck but after spending all that money it came on with another issues after completion,in heavy hauling 14,000 lbs getting on freeway truck would shut off because it was peaking past ecm rail pressures 31900 With no codes Took it to 1 of top 3 diesel shops in AZ 2weeks later got my truck back said there's only 2 other things to change 🤔 wiring harness & eng ecm LOL they couldn't figure it out well my blurle collar ass already maxed out to credit cards to pay for parts I definitely didn't have 2100. For that so I got my dream truck earlier then expected and not what I ordered but a 2022 XLT F250 crewcab 4wd 7.3 GODZILLA And it's An APSOLUTE MONSTER I might get a speeding ticket in this truck 👍
"But it's a pretty big fine if you get caught on the road with a deleted truck." While technically this is true, from a practical sense it may as well be false; at least for non-commercial vehicles. The issue is with who exactly is going to "catch" you and what law enforcement agency would you be prosecuted by. The EPA doesn't go after end-users and they outright admit this; they go after venders of defeat devices and services; e.g., people who are making a business out of it. You can look through the yearly published EPA litigation that details every case and see for yourself that this is true. Aside from local DMV/vehicle inspections (if you have any) there's no "emissions police" who drive around looking for deleted vehicles to then impose fines. There may be local ordinances for stuff like black smoke (which is considered faulty equipment), but yeah... the EPA leaves it up to the state to enforce emission laws on individuals, and they either handle it through periodic inspections or not at all. Oh, and why don't we put emissions equipment on military vehicles? Simple: because we need those vehicle to be as reliable as possible in extreme conditions (combat) and EGRs and DPFs aren't reliable in extreme conditions. Having your truck break down going to Wendy's and or even work sucks, but it isn't a matter of life and death like having your combat vehicle disabled because a sensor went bad in a gunfight!
@@sly9263 That's right because military vehicles are owned and operated by the federal government where emergency vehicles like ambulances are owned and operated by local municipalities and the private sector, both who are subject to federal law. I don't necessarily agree with it, but this is why.
@@czealtamahawk1228 Maybe we should just send you to another country like North Korea, China, Saudi Arabia, Russia, etc, etc. where you have a lot less rights and personal freedoms? If it's so bad here that you want to commit an act of domestic terrorism, you can leave. No one is making you live here.
I had a 2015 F550 with the 6.7 with 240k and loved it. Right at the end I replaced all 4 EGT sensors, new turbo, cab off oil leak, ect. I just got a new 2023 F550 so far so good. Only thing is the F250-350's got the 475hp or HO 500hp 6.7 and the F450 anf 550 got a detuned 330hp 6.7. But with the heavier trucks it might break something with 500hp.
I dunno, I just can't get rid of my 7.3 PS. It runs to good and has always been trouble free. Yeah, it's slow, and loud AND ugly.... But it just keeps going and going, and going... These modern diesel engines are super powerful, but man, the maintenance costs, stress of worrying about the emissions stuff breaking and all that... I think Ford was smart making that big cube 7.3 gasser. Most people won't need more then that. I'm sure GM and Ram will follow suit at some point with big cube engines. Hell, this new 7.3 gasser is just a giant LS for the most part. Just my $0.02.
I love my 7.3 too. I think some of the biggest problems guys have with modern diesels is they can't leave them alone and have to tune them to peak performance and that's where they start snapping parts and burning stuff up. Best diesel rigs to buy are the stock ones owned by grandpa.
@@andrewgrossman6066 100% man. I mean, I get it, it's fun to mess around with stuff and add more power, but man, it can get expensive fast when you start busting parts on a diesel. I'll keep my 7.3 stock and guess what, it'll probably last forever. I'm good with that.
My truck is an early 03 7.3L, ZF6 F250 SC 4x4. Bought it off a dealers used lot in Sept 05. It's a draft horse, not a thoroughbred. So I researched and installed longevity mods, since it more than likely has PMR's. Garrett BB turbo, Adrenaline HPOP, hi volume LPOP, coolant filtration system, dual bypass oil filters, IH T444 bellowed up pipes, Banks intake and Intercooler. Dash pod mounted gauges.
Worth noting that the egr cooler is different, after 15 I think. It used to be on both cooling systems but later it was only on the main cooling system. I never heard why this was, but my thought was that being on the secondary cooling system cooled it too much causing the excessive soot build up.
Lol why is there emissions equipment on emergency vehicles. It should be a simplified version of the standard truck to make it as reliable as possible.
For sure man! Totally agree with what you said about modern engines, and how they're overall more reliable than the old "legendary" engines. Plus it's like, yeah, the 7.3 is legendary, but it's just not making that much power and torque, when compared to relatively newer engines.
I still have my 2000 F350 4wd drw powerstroke diesel it's now a plow truck my 2016 6.7 powerstroke it's been a very reliable truck starts great in cold weather no noisy like the 7.3
typically the CP4 goes because of galling from lack of lubrication in the fuel The US uses ultra low sulfur diesel fuel... the EU still uses low sulfur basically it was a case like NASA where feet and meters were a thing, and no one checked that seeming VERY noticeable thing same thing happened with the CP4 so a pump designed with low sulfer, finds itself deprived of 97% LESS lubrication in ULS fuel, leading to galling, spalding and gouging over time which is why it sometimes seems to fail for no reason
Deleting in my area is not only common but totally legal and a “cool” thing to do among enthusiasts, we have shops dedicated to doing it lol. Welcome to Alberta!
New fire trucks have DPF, etc. I am sure that when your house is on fire and your baby is trapped inside, you want the fire trucks to be as clean and unreliable as possible when responding to your house...
I just got 2022 6.7 I pulled 12,500 lbs like nothing but need some room ro break with that much weight, it was a miracle from God I found that beast in the dealer
Deleted my emissions on my first gen 6.7 and boy I’ll tell you it’s a monster next is a D.P.K and I think it’ll last a long time I also do oil changes 5k with filter 2.5k no problems even still have stock turbo👀
The 7.3 wasn't replaced because of emissions. It was because of California noise regulations. The engine was too loud. It would have been hard to get it to pass emissions but they probably would have used it longer.
Engine reliability is really important in the sky to prevent crashing and dying and important in water to prevent drowning or starving and important for the military to prevent getting shot or blown up.
The Cummins is a work horse the ford 6.7 is a weakend toy hauler .the ford is weak under constant heavy load.ram is the only commercial grade pickup made.
@@matthewwilliams9028 not true. We use 5500 duramax and f650 powerstrokes 5 days a week on I5 oregon. 19,000# bob tail and up to 28500 w/ trailer. Far from weekend warriors
@@NPC-mt1cz I have not seen a Ford or Chevy make it a year on a eastern Oregon logging job they won't take it . Rams and Kenworth 900 the rest are in pieces.tried them all at the end of the year the money spent and the down time they were always a liability . They may be a good class 5 and 6 road truck but not in the dirt. If that 5500 the new international GM joint venture they already quit making parts for it that's the international way . Zero service and obsolete parts. The big ford trucks class 6 and up the only dealer in Oregon that deals in parts is in Portland had one for a water tender truck everything is two weeks out to fix it no thanks.
@@matthewwilliams9028 ive put 50,000 miles my 2019 5500 and the only problem its had is leaking coolant lines... 189,000 on my last one before it started to have transmission problems. Seems pretty decent to me considering they're constantly hauling no less than 19k and that's on the light end of it. I will agree finding someone with software to service the new models is a pain the ass though.
one important thing people need to know is that Ford writes a Spec and send it out suppliers for price quotes. They then go with the cheapest quote to build that part. That is what OEM parts are. So Ford wrote a lousy spec for the 6.4L and accepted a lousy engine and caused their own problems. Same with the problematic parts on the 6.7
I feel a little better after watching this video. I've been driving a 2001 7.3 turbo XLT F-350 4X4 for the past 21 years with what I would call, normal breakdowns and repairs. Once again, it's in the shop for repairs, this time having the oil cooler seals replaced. After 326,000 miles, that was the final straw for me and antiquity, I just purchased the 2022 F-250 XLT 6.7 4X4. I hope I get as much service out of this one as I have from my 2001.
So as a 2017 6.7 owner, my only real concern is that dang fuel-pump (looking at the disaster prevention kit) spitting metal shavings all over the fuel system? I use Opti-Lube XPD to attempt to keep the pump lubed well in addition to fuel filters every 10k miles. Beyond that the only issue would be the EGR cooler? What happens if it fails? I have debated an EGR/DPF delete but the truck is stock for now. The nearly double mileage you get for doing the deletes is tempting too, but that's for down the road.
We had 2 f350’s 6.7L and both fuel pumps failed. I saw online that ford had a class action law suit against them by a company who used the 6.7l and the company had multiple fuel pump failures in their ford trucks. An investigation found that ford fuel pumps used in U.S. trucks, were designed for European vehicles, European fuels viscosity is different to US fuels viscosity. This was found to be the issue. To this day, ford still used the European spec fuel pumps.
After watching the video and reading all the comments, it’s clear that my 6.0 is the best Powerstroke. Stronger and more responsive than a 7.3, more reliable than a 6.4, simpler and cheaper to fix than a 6.7.
The Two Biggest Problems Of The 6.0/VT365 Are The Coolant Passages Plugging Up In The Oil Cooler. Causing EGR Cooler Failure From Lack Of Coolant Flow Through It. Second Is The Fuel Not Being Circulated Through The Heads Causing Injector Failure From Fuel Being To Hot. Yeah I Know The High Pressure Oil System Is Problematic But This Is Also Partly Due To High Fuel Temperature From It Dead Heading At The Back Of The Head.
@@nativeoutdoors1780 6.4s are the worst I would take a 6.0 anyway cause u can actually make them reliable and this is coming from a 7.3 owner. The 7.3s are workhorses tho my buddy has already put two motors in his 6.0 and it was bulletproofed. My 7.3 with 320k miles with a tuner and other goodies is still on the stock injectors and transmission.
Bought a brand new 2010 6.4 power stroke I must be lucky. The only thing I’ve done on that truck is replacing alternator and that is it. I’ve never had one problem with the engine.
@@alexstromberg7696 they shortened them to cut the weight back to what the weight of the aluminum were. Steel is less likely to crack from heat and pressure.
The Real problem still remains on the 6.7l Powerstroke that remains with basically all post 2003 newly engineered Ford products.. Even when they make a good, reliable vehicle, they still use expensive parts, require more labor hours than other American brands, and are nearly always the most complicated American vehicles. Would I own a 6.7l Powerstroke? Sure, a brand new one is an excellent truck. I would, however, only own it til the first large issue after the warranty was up. I wouldn't get a used one and find these a colossal pain in the ass to work on. If you do not have a lift or do not want to pull the cab to work on this, do not get a used one, unless you have an excellent independent diesel shop nearby with uncommonly low shop rates and tons of competence.
We have 2 6.7 550s at work one a 17 the other a 18. Both just over 100,000 miles shit there cookies out due to what the dealer leaked out a common oil passage blockage issue suppling oil to the crank. Just out of warranty ford covered half of new motors for both trucks. They make some good power but ram and Cummins been doing good power plant wise since 89 and was smart enough to ditch the cp4 to go back to a cp3.
My 2000 7.3 farm truck outlasted a relatives 6.7. Sure I didn’t have power he had, but he only got 110,000 on his before it blew up hauling cattle. I rescued the cattle, in my 7.3, when the wrecker was hauling his truck off. Ask him what he thinks of the 6.7 over the 7.3.
There is absolutely no comparison of a deleted 6.7 and a 7.3. That 6.7 is a beats and that 7.3 doesn’t come close to holding a candle to it. You are not the brightest bike crayon in the box are you Shane.
If you guys enjoyed the video, please SMASH THAT LIKE BUTTON. It helps the channel out a huge amount and helps RUclips put the video in front of more people. Thanks for watching 😬
It's funny to see you being so definitive about the Gen 3, when it's only been around since 2020. lol.. Lets give it another 5 years and see how well it has lasted then.
I believe I know what's in your mind on that myself I won't have a problem cuz I'm not a Ford man
Can't forget the 4.5 powerstroke v6
Everything's wrong glow plugs go wack ignition coils premature wear list goes on they don't stick to one engine they always listen to their UK Ford branch look at the Ranger it's literally been developed in the UK since 2010 including the Bronco it's just a Land Rover Range Rover with a Bronco badge
I have a 2013 , 6.7 it has 475,000 km on it deleted. Sometimes driving at steady speed on highway starts to smoke and have to give it a kick in power to get it to clear up then it works again for a while. Runs well other than that.
Likely time for a turbo ? Thats a question I guess
Do we really need emission systems on an ambulance? Seems like you would want that vehicle to be as reliable as possible…right🤨
Yea doesn’t make sense but ig the EPA really wants to choke all diesels well an ambulance should be able to go at anytime not break down randomly cuz of a stupid sensor that’s very inconvenient and a person could have died cuz that sensor broke 🤦🏼
Where I used to live, the local fire departments and ambulance services quietly deleted all their diesel vehicles (all Ford F-350, 450 or 550 vehicles). Like all fire trucks and ambulances, the trucks spent a lot of time idling, and DPF problems--including requiring replacement pretty often--was killing their reliability and cost efficiency. Since deletion, their running problems have been minimal. A state agency with a local office could not delete their identical Ford diesel trucks, and out of 5 F-550's in their local fleet at least one of them was ALWAYS in the shop for emission system related problems. DPF's are the worst diesel emission control system ever designed--and there is technology to make them unneeded for emission control. Do an internet search on Sandia Laboratories ducted fuel injection.
Nobody's safe from the beurocratic
exactly what i was thinking
@@rockymountainjazzfan1822 Not buying it. What kind of idiot would risk their pension over the departments property?
I have a 2013 F250 6.7 with 450k miles truck runs great. Besides regular maintenance its been a gem and yes I have put over 250k of those miles myself. Highway miles from Tx and neighboring states. I'm in the oil and gas industry so I get a little off- road too. I love my truck and will never go away from diesel.
It’s a great engine and proving to be reliable and durable. The 6.7 is probably the last big diesel Ford is going to offer. The purchase cost, maintenance cost and emissions requirements are pushing people away from diesels. Ford is pretty good at reading market changes and this is why they developed the new 7.3 gas V8. And predictably I’ve noticed all of the ambulances, bucket trucks and box trucks in my area don’t have the PowerStroke badge on them or the signature exhaust tips. Being new trucks they must be powered by the 7.3. Bonus points to Ford for having the only trucks with their own engine AND transmission. Ford trucks are 100% Ford.
Not ford axles
This! despite of my opinion, I also think diesels are dead, it doesn't make sense dealing with all emisions junk.
The newest 6.7 chassis-cabs do not have the characteristic diffuser exhaust tips you're referring to, at least when sitting on the dealer lots. I don't know why this is the case but I get the feeling it's to allow the upfitter to position them where they want & they probably have to follow some goofy guidelines set forth by the Ford QVM manual. Or maybe they're not required on C/C models anymore 🤔
I do agree with what you're saying tho, Class 6 & under diesel is dead, not worth the hassle anymore. What's really criminal is having a vehicle, especially an emergency services unit, shut down just because a sensor goes out. Yet the military trucks get off scott free, no DPFs or any other junk required. Do as I say, not as I do 🙄
Not necessarily, the 7.3 getting awful mpg is gonna kill it off, the era of big v8s is ending because of all the reasons you listed
@@AsianNIGMA Not to get political and all, however unless we vote Republican in the next election, internal combustion engines including the big V8s will be cancelled.
Had both, 7.3L & 6.7L Powerstroke. I really prefer my deleted 6.7 for the power and performance. My 99' ZF6 7.3L was nice to drive too.
I've got a 02 7.3 zf6 and a 6.4 that is deleted i want to try out a 6.7 one day deleted
@@nou8257 the important part is that ford offered a 6.7 mated to a zf6 in Mexico in 2011 so don't get a 6.7 neutered by an auto
@@calebz1448 yeah but what's the chances of finding a 6.7 stick here in the u.s for a not insane sum
@@calebz1448 i believe it was a 6.2 gas. XL, 2WD, Reg Cab
@@dominicdemicoiii402 maybe but I heard this 2nd hand from comments on a video of a 6.7 zf6 pulling truck that it was factory produced in mexico. Considering what other countries get and we don't I'm not surprised in the least
Funny how California has the most brutal emission standards, yet every vehicle driven in the entire state of California for a year combined, doesn’t match one days emissions from LAX
Harder to control plane emissions as the exhaust is literally what propels it
@@peterambelang4888 so we’re supposed to fit the bill for peoples opposing ideas? They are getting rich off our dime.
Not funny how they have the lowest people standards...😩
And that’s literally why California has strict emission regulations. Millions of cars on the road and they have less pollution combined in a year than a few hundred jets in a day.
The cruise ships and container ships is the biggest polluters. Along with jets. But the left or woketards don't discuss. No you need to buy ev.
My first Powerstroke is my current 7.3 2002 4x4 Excursion and I’m in love! Sure it’s not the fastest but I can’t actually fix everything on it easily and I never feel like it will leave me stranded.
I bet you are super good at changing the gaskets on the regular because it leaks fluids like a net…
@markturner5207 never had or heard of anyone have a leaky gasket on a 7.3
All info, no BS. This is the channel I've been searching for
I was skeptical of your review at first but it ended up spot on. I’ve been beating on diesel pickups for 20+ yrs and dropped Cummins/ dodge in 2011 for Ford/Powerstroke. I’ve put almost 2 million miles on (5) 6.7 Powerstrokes and they have proven to be absolutely reliable, clean fuel has given zero fuel system issues.
How do you ensure clean fuel? Just keeping the filters maintained obviously but do you also prefer a certain gas station? Im getting a 6.7 soon and want to keep this cp4 pump together
@@rprokopow I use a bed mounted tank with a pump and filter to fill my primary tank (nothing goes from source to primary) Motorcraft/Powerstroke additive in every tank.
My buddy Aaron says powerstrokes with a 7 in the displacement are really damn good, hence 7.3 and 6.7 being universally liked
7.3 idi is also a great engine but not a powerstroke
Now you are talking about my bread and butter. As I have mentioned before on some of your other videos, I am a fleet mechanic for a utility company in California. Almost all of our vehicles are Ford Super Duty cabs, while our larger trucks are International. I have survived the 7.3, the 6.0, and the 6.4 we are now on the 6.7
The 1st gen 6.7 gave us some trouble. We did experience several glow plug contact with intake valve failures; better than half of our trucks had it happen at real low hours. Also, the EGT shut down was a problem in the very beginning. Not only did it shut down the truck, it disabled the engine from cranking. Simply replacing the EGT sensor didn't correct it; the laptop has to be connected to clear the fault. The biggest problem we experienced was a DTC for MAP and TPS correlation fault. After racking my brains it turned out the engine had low compression in multiple cylinders. Ford insisted on repairing those at the dealer under warranty without telling me the cause. We are allowed to do warranty repairs in our shop for reimbursement on any other repairs, but Ford insisted they handle that repair.
We never had any GEN2 6.7s. We are now replacing our aging fleet with GEN3 6.7s and so far it is looking good. They even sound quieter than the GEN1 that sounded like an electric typewriter on steroids.
My man, I run a DOT Shop here in Mississippi. Do you have any dealings with the Maxxforce DT? Lmao!!
@@TheVenom8343 yes I do work on plenty of MaxxForce DTs and MaxxForce 10s. Although we are slowly retiring them and they are being replaced with Cummins. There are still quite a few 10s in the fleet. I can’t think of a time when all our MaxxForce 10s have been running. At least 1 or 2 are out of service at any given moment
@@rtwice93555 Thank god, that we're going to Western Star's with a DD13 as they are MUCH better!! We haven't had any engine or aftertreatment problems out of those yet. But man, I can't for the life of me keep these junky ass Maxxforce DT's running.
Heck I just got an old cream puff Lariat 7.3 to tow my camper around the country.
It’s pretty much a tractor with leather seats and A/C. I think it’s massively powerful and efficient just having switched from a V8 half ton.
I did the same, I did notice my stock 7.3 is underpowered for hauling my 16k pound 5th wheel. Not that adding power is a problem on the 7.3!
The only thing wrong with the 7.3 is they are 20 years old. They are rock solid workhorses.
You wanna see a tractor, my 89 F250 with 7.3 IDI is a tractor with wheels. The 7.3 powerstroke is so smooth in comparison haha
Not really. Comparing numbers.
Don't get me wrong. I have a 02 7.3L XLT.
It has enough power. Sure I bet it does the job.
Efficient no.
Remember with the same amount of fuel the 6.7L put out 2x as much HP and more than 2x torque.
Efficiency is work from energy.
I have a 2002 F350 7.3L ZF-6 spd, manual transfer case, manual locking hubs. Dana 60/ leaf spring front axle, Dana 80 SRW.. It's definitely a tractor-- It's so basic: I don't even have tilt wheel or cruise control. lol... manual cloth seats/ manual mirrors/ manual windows/ manual locks. I bought it in 2013 or so with 170k miles for $7500 (without a bed)- and now it has 330k miles and still pulling as strong as ever (with a 9ft flatbed that I put on it). It likely needs some new glow plugs (little stubborn to start in the cold without plugging it in) and loves to leak in all the right places-- but otherwise it's still old faithful-- and I'll likely never sell it.
I went from a 2000 7.3 to a 2020 6.7. Both have worked great for me. But, the power and efficiency of the 6.7 is amazing. 7.3 trucks are super cheap and still reliable, the new 6.7 cost a small fortune. If money isn't a factor, you have to award the 6.7 as the best.... period.
what is the mpg on the 6.7? my 7.3 gets around 16-17mpg
@@JD-yx7be I drive like an ass, tow 3 of 5 days a week 8-12k and average 12. On a long road trip you can get 18-22. My mileage is on the low end of what others have reported.
@@justinthomas3253 I get a similar result 11-12 around town not towing. Also not towing highway 14-15. and on a 1200 mile drive i got a whopping 17 mpg.Towing my 29 foot travel trailer on the interstate I get around 12-13
I have a 23 6.7 but someday I want a 7.3 classic
Pretty accurate! I’ve been really fortunate with my 2014 at 138k *knocks on wood* - no turbo issues or problems with the CP4 (I always use quality fuel and additives, though). I think the delete has a lot to do with that. Better power, better fuel economy, too.
Definitely look into an s&s bypass kit if you're worried about the cp4, Definitely worth the money and it will save you a bunch of money of it does go
I’ve got a 2013 deleted with 143k miles and my co4 failed about 10 days ago. Left me stranded 3 hrs from home. $17k for the dealer to replace the fuel system and $14k from the independent shop. I would highly recommend replacing that pump or installing a disaster prevention kit ASAP.
@@fredvincent4224 i’m at 200k now, but i am indeed replacing it with the s and s DCR pump in january. until then i ply it with lubricant and hope i got lucky with a good one
@@fredvincent4224 also: did you use a fuel additive, and what did you do then? i’d never use the dealer personally just because ours suck here. check out power stroke tech talk with a rod on youtube. if you haven’t got the work done yet i’d be willing to bet he as a ford diesel tech i would trust with my own truck and have many times might be able to do it cheaper for you outside of the dealership itself. dude is a genius with these trucks. even if you had to ship him your truck 😂
@@TonyLasagna did not use a fuel additive and honestly I think it failed because I ran a little too long without changing the fuel filters. I was probably around 16k miles on them. Going to be doing them with every oil change around 7k miles from here on. Still owe $28k on the truck so I’m damn well stuck with it now.
I feel honored to be part of this video. I forgot I even made that vid of the EGR cooler replacement. That was when I was filming with my Galaxy S4 phone (terrible quality). I enjoy the video series you put out and keep up the good work!
Glad to see you here!
@flmmaz great content sir
You ever coming back, man? Miss your content.
I have a 2002 7.3L Powerstroke and will never get rid of it!
I bought a 2021 Powerstroke and Im just flat out impressed by the power of it.
We do some heavy hauling with gooseneck horse trailers and hay trailer where weights til up towards 25,000 lbs. The motor moves those weights like they are not even there and even going up hills we end up passing people 😆
Ive put almost 50,000 km on it in a year and so far so good.
Basic diesel maintenance will solve most problems. Change the fuel filters every other oil change, use synthetic oil and use good fuel.
Do those things and it should keep things working properly. I get that anything mechanical can have problems and can fail at anytime but regular maintenance usually saves money later.
Not for emissions equipment it doesn’t. It’s the Achilles heel of modern diesels bud. I also live in the emissions diesel life as well and am crossing my fingers
The idea of injecting fuel into the exhaust stroke, or a separate injector in the DPF (Duramax), is just wasteful. Why can’t they accumulate the soot without a ton of back pressure and then use an induction coil to incinerate (regen)? A tesla-valve design could accumulate most of the inline soot on a cordierite trap, where it could be heated too 600C without burning any extra fuel. And why don’t they pull gasses for the EGR after the DPF system? That would keep the soot out of the intake, etc. But then, the EPA doesn’t care if the truck doesn’t last past 10 years; in fact, I’d say they prefer the "planned obsolescence" approach…. Idiots.
@@czwarlord9243 No one likes it I remember the same bitching about gas engines in the 1980's. Today emission controls on a gas engine have been solved manufactures are back making more power in gas engine than ever. Tell you the truth as a avid mountain bike rider I don't miss the clouds of black smoke left behind a city bus while I'm breathing hard. It's taken manufactures about 10 years to figure out emissions fix all the problems. New power stroke is able to make 500 HP from the factory that is impressive. I remember back in 2015 everyone said it would be impossible to make more then 300 hp with emissions. The EPA doesn't design emission controls they set the standard and manufacturers have to figure out how to meet them.
@@Mike-01234 the emissions on a gas engine vs a diesel is a completely different animal. They aren’t close. Not to mention the price of repair of these is astronomical compared to gas emissions systems. For instance a DPF filter alone is on average $4k. EGR, EGR cooler and def system repairs are also ridiculously priced. The worst part is they are prone to failure. The most expensive long term repair and maintenance costs on a modern diesel is the emissions. That has never been the case on a gasser. Then of course the emissions systems reduces the longevity of a diesel. As far as the black clouds goes all modern diesels have a much more complex tuning and tech. Even fully deleted they DO NOT push black clouds(unless you intentionally have it tuned that way… which is dumb anyways but that’s another discussion). To assume they do is just not true.
Loved my 1994 f350 7.3 5 speed. Sold that with 310k miles and I bought my 2017 f350 6.7 and let me tell you she lives to tow! Nothing but regular maintenance and 100% stock, leveled 2.5in with 115k miles now. Love this thing!
Ultra low sulphur diesel means less lubricants for the cp4, run your additives and add 2 stroke motor oil to your tank of fuel. We own a 2019 F350 with 266k miles , deleted with a minor tune. Flawless truck. Just replaced driver seat cushion because of all the seat time.
The 2t Oil strat is the best
this guy deserves more subscribers. He does his research and is great at presenting his information
I’m a 7.3 fan myself but I can agree that the 6.7 is definitely a good and efficient engine especially if it’s deleted with a towing tune. Both have been known to last up to 1 million miles unlike the unreliable 6 liter and the worthless 6.4 and both the 7.3 and the 6.7 come in trucks that to me are actually badass! The obs 1992-1997 body style being my favorite and the 1st Gen Alumiduty 2017-2022 being my second favorite.
Are there any problems with the dpf on the 6.7? How did they change that from the 6.4? I'm worried I should delete with my 2019 at 57k mi and head off any trouble off at the pass.
@@Lykapodium when I worked at the ford dealership we saw tons of issues where the trucks weren’t regening when they should and would blow temp sensor modules and the sensors themselves quite often. Also deleting the dpf relaxes the engine a ton and allows it to breathe easier and theirs less carbon/soot build up in exhaust and intake ports. If you delete the dpf I would highly recommend deleting the egr and egr cooler as well since the egr cooler tends to crack and leak and the egr introduces soot to your intake which ain’t good for your engine. Only reason I don’t work for the dealership now is because I make more money working for the county owned garage fixing their trucks on an hourly rate.
@@hilljackzack7284 wow... Thank you for the detailed response. How much of a job is this to do? Can I pay you to do this? Are there shops that can do this? I bought the 6.7 after shopping for a year and a half going back and forth between it and a beater 6.4. really like the body and engine of the 6.7. Would like to get out ahead of any problems with this engine. 100k/5y will be up in a year and want to delete. Don't have time to do it myself. Any good options? Thank you for the response, appreciate it!
@@Lykapodium it’s not too bad of a job really, you just need a sawzall, welder, 4” round metal pipe as long as the dpf and a tuner and there’s kits online you can get but I do believe there are some aftermarket shops that delete them but depending on the state you live in it’s possibly illegal and sometimes strictly enforced. I know here in Ohio people cut them off all the time and get egr delete kits that are “off-road use only” and a tuner and they run around no issues. I don’t really like to take on side work anymore but I know some people nearby who probably would do it. If you live in California, Oregon, Nevada, Vermont, or in any major city where emissions testing is required for diesel trucks annually I wouldn’t do it. If you live in Ohio like I do, or any Midwest state that’s not Illinois or any Southern state that’s not Texas (unless you know an inspector in Texas) then it’s definitely worth the delete. If you live in Central Ohio then I could probably lead you to the right direction for a diesel mechanic who will delete your emissions off your truck, again I don’t do it commercially myself but I do it on trucks I own, I work for the county government here and would get fired if it got out that I delete dpfs and egrs as a side hustle.
A fully deleted 2013 6.7 powerstroke 1st gen is the best in my opinion. 7.3 will never be forgotten along with the 1st gen 5.9 Cummins.
I’m not a Ford or diesel guy at all, but my 2nd gen 6.7 F450 flatbed work truck is a beast. It’s been great at almost 180K with only an a/c condesnsor leak and minor radiator leak. It never breaks a sweat hauling 8,000 lb and towing
charge air cooler outlet tube leaking boost, water pump leaking coolant, upper radiator hose o-rings leaking coolant, vacuum pump gasket leaking oil, pcm software issues, particulate matter sensor failing, lower intake manifold becoming restricted with soot and causing egr flow concerns - those are the main problems I see not covered in this video. great video!
The upper oil pan reseal is a fun job on the 6.7
The reason for loose emissions stands on military and aviation is because reliability is paramount. You can’t pull over in the side of the road in Syria to swap out an EGT sensor or stop at 40,000 feet to diagnose an emissions code.
Bryce, I have to tip my hat at the research you’ve done on these videos. Keep it going!
I appreciate that!
You forgot about the exhaust manifolds constantly warping, We get them in a lot with These issues. BD manifold kit is great solution for the problem.
Is that the case for all 6.7s? Or just the earlier ones?
I've worked in a Ford spec shop, we had so many million mile 6.7 work trucks getting a hole new particulate system
20 year owner of 7.3 here, I love it.
The s&s kit is the best solution to anyone worried about the cp4 it catches all thr metal shavings in a filter before its sent back to the tank, they cut a notch out of a lifter in the pump turned it sideways and drove it over 100 miles, of course the pump died but the truck never did, tank was clean primary filter was clean and all injectors tested good, for $500 you can't beat that security
What a great and well done, accurate video. Our family having owned 3 Superdutys now, 99 - 6.8L, 12 - 6.7, and now a 22 - 7.3, we got the Diesel for the first time in 12 because I just felt the 6.2 wasn't enough. Great Raptor motor yes. Reliable - Yes. However, for HD work having to rev it out was what bothered me to make any power. We just sold the 12 after 172k miles and 10.5 years of ownership since new and we have had many of the issues described in the video. The EGT sensors before Ford admitted that they were issues on the non-emergency vehicles that left us stranded twice, once locally, once in canada, EGR issues, and Reductant heater issues. Never any issues with CP4 (i'm meticulous about my fuel and maintenance and additives). We moved to the 7.3 because its a great motor and great for towing without all the diesel headache. It warms up quickly comparatively for cold climates and with diesel fuel being 25 percent ish more, there goes the fuel economy advantage, plus DEF and fuel additive cost. Only way I'd consider a diesel again is if I was constantly towing. Ford has done a good job in recent years with their customer satisfaction programs and reimbursing many of these issues out of warranty. That being said, gonna miss that truck.
Funny thing about diesel, here in AK it usually runs cheaper
Funny thing about diesel, here in AK it usually runs cheaper
What additives did you run in your diesel fuel?
I miss my 2003 F250 7.3…. The guy I sold it to years ago still has it!!!!
I just bought a 03 7.3 crew cab short bed with 98k original miles. I plan on keeping this truck forever
The 6.7 powerstroke, if fully deleted is probably one of the best diesels ever made not just best powerstroke
All of them are much better reliability mileage power. That's why I keep my 03 d max federal emissions standard no cat or EGR tweeked with banks six gun big hoss bundle. Hauls ass and will pull 20 mpg bed full of chit 5 people Crew cab long bed 35 bfgsTo Vegas and back to so cal.
The Duramax is my purchase
No way in hell will that ever be true. They spin bearings way too much because nothing holds the bearings in place. They have no tangs. We rebuild about 60 of these a year...and we are a small shop...6.0s and 6.4s are awful motors but the 6.7 takes the cake....step on it....and you spin a bearing XD
@@Kolonol1 what years 6.7 PS had this problem all of ?
@@techs1smh13 so far we have seen them in a wide spectrum of them but so far we haven't worked on anything past 2020 because Ford covered it under warranty. We do a lot of work for hotshot driver's and some of them with newer trucks as well as older tell us about them. I know of one driver who's 2021 spun the front main bearing twice now. 2nd time ruined the block instead of the bed pan and he got a new motor. But past that single instance I don't do much talking with a lot of the customers so I can't say for 100% sure.
I own a 2012 6.7 in an F-450. Absolutely love it!!!
Looking at what ford has to offer, I think the 7.3 gas V8 is more appealing. You can get GCVR of 26k with adequate power for the popular 14k trailer with 10k payload and not have to deal with all the extra emissions crap. The V8 will be less efficient MPG (15 highway vs up to 20) especially towing (8 vs 12 for a heavy load), however it using cheaper regular gas (3.20 per gallon currently) vs diesel (4.75 here currently or 30% more expensive) and being 10k cheaper with no DEF plus other maintenance costs makes up for it. Only reason to get a diesel is if you need to tow 20k+ with a big truck.
The CP4 doesn't "typically" fail before 100k. It typically doesn't fail at all. Less than 1% failure rate. Everyone just talks about it because it's so expensive to fix if it does happen.
Right, that's why there's multiple class-action law suits against GM, Ford, FCA, and Bosch for faulty CP4s and also why Ram has issued a recall on 220,000+ CP4s trucks... because there's no problem. People are just scared. 🤦♂
He’s saying IF they fail it’s typically before 100k. He’s not saying they typically fail. Think more comment less.
Seen plenty of cp4 failures before 100k
What do you make of the bulletproof kits for the CP4 that isolate the pump bearings from the fuel rail supply? At $400 per injector, it seems better safe than sorry, IMO.
I have 2011 ford f250 with 310k miles on it deleted junk from the engine when warranty expired, never had any issues mentioned, I did changed fan clutch at 200k and just recently changed oil cooler that got clogged , so it's pretty good engine compared to my 6.0 back in the day
I've got hmmmm 330,400 on my 7.3 now!! Only thing I wish I had was a couple more gears for the trans!! The 6.7 yeah has crazy power!!👍👍🤘🤘
I also have about 330k on my 7.3. My 2012 6.7 has 230k and seems like the same type of reliable workhorse. Creature comfort is an order of magnitude better, drives better, and tons more power. Just like my cellphone from 3 years ago I think they have reached peak performance. There is really very little to improve on these trucks that the end user can't do by removing EPA garbage. In the next couple years when I need a tax write off I will buy another one. Just like its predecessor it runs way better when you load the bed with about 1000lbs of junk.
I have an emissions legal 2014 that I bought new and aside from a cp4 failure a couple years ago that cost me a ton of $$ it has been a very good truck. I work it hard but I have always been very proactive with the maintenance. That’s the key to any vehicle is to maintain it!
See the fire, smell the smoke. You just passed a "Powerstroke".
Yeah, it got to the fire way before you did.......😂
I have a 6.4 rebuild. My buddy knew about all the problem with that engine when we started. First to deal with the heat issue with piston we had them ceramic coated with the same ceramic they used on the space shuttle. We handled the bolt issue on the head. We had a bead installed around each piston cylinder. This prevents blow out of the cylinder head gasket. We also deleted the Egr and the exhaust. We reprogrammed the engine. It runs great and I’m following severe maintenance to get the life out of the engine.
That is just wrong you had to do all that to make it run. I’ve heard of you fix all those problems the 6.4 is good but I’m not putting that kind of money into something I shouldn’t have to but ford didn’t design or build that 6.4. That was all navstar. Glad ford took over and built this 6.7 on their own.
It will last a very long time time tomw!
Great video, this helped me immensely in my research for buying a F-250. Thanks
I just got my Ford f350 and I'm in love with it!!!
Never stop making videos bro, these are amazing
I HAVE A 2012 F350 WITH 272K AND RUNS GREAT (KNOCK ON WOOD) FIRST DIESEL IVE OWNED AND I LOVE IT.GREAT VIDEO
I really love Ford's, but I would never trade the simplicity of a 5.9 Cummins for all that
Had a 2012 6.7 PS without any issues. Decided to go with a 07 5.9 for 'simplicity'. Ended up dropping a valve and costing me $15k to replace the motor. Happily back in a 2022 Ford diesel. Wanted to like the 5.9 but the lack of power (and ultimate engine replacement) drove me back to the Ford.
@@deerhunt799 my cousin works at a Ford garage, I could go on for hours about 6.7's that don't make it 20,000 miles without going back to the shop. I would rather pull the head on a 5.9 10 times before I even tried to find the heads on a 6.7. And the fact that the government approves the 6.7.... well that's enough reason for me to hate anything. I would take a 7.3 IDI pouring black smoke all over the planet long before I ever took a 6.7. Oh yeah, and I guess I would have to be rich enough to even attempt to look at a 6.7, let alone pay for one and make repairs lol
Danny you need to get on the forums where people are putting 1 million plus miles on the 6.7 Ford - the same thing you are saying happens at the Dodge and GM dealerships too
@@dannydyer9961 Yet another half insane Cummins die hard. They are some of the best engines out there, don’t get me wrong, but it often times gets carried way too far
@@dannydyer9961 Yet another half insane Cummins die hard. They are some of the best engines out there, don’t get me wrong, but it often times gets carried way too far
I have the 2012 6.7 Powerstroke and it is still running flawlessly. The key is maintenance. I use Rotella T6 full synthetic, use the Motorcraft filter that I pre-fill with one quart and change fuel filters at the proper interval. I inspect air filters regularly. I only buy fuel from a station I know sells a lot of diesel fuel, never a place that has a single diesel pump tucked away at the back of the lot. The only repairs I've had pertain to the DEF system and those were covered under emissions warranty that Ford extended. I can't beat the low end power when pulling my 5th wheel that is 12K dry.
Love my 2016 F250 6.7 Powerstroke only issues I’ve had so far was the HVAC control module failed under warranty and the vacuum pump had an oil leak fixed under warranty. The best thing you can do with these trucks is maintain them and run the archoil in the fuel system.
Imagine getting into an ambulance hauling ass to the hospital, dying and the truck just shuts off. "...we're both fighting a duel to the death. Either it goes or I do.”
The 7.3 is better in that you don't have to pull the cab to work on it, it was thought one would only need to work on it outside the cab only as an overhaul/replacement.
Yea but what if you our a 6.7 into an obs 🤔
Seeing lots of 6.7 parts trucks on fb marketplace. 7.3 is best.
6.7 nice engine, I have a 7.3 with 689,800 miles on it and keeps running like champ
Great video! Having owned a ‘00 Lariat, an ‘08 KR, an ‘11 Lariat and now a ‘19 Lariat I would argue that the 2nd and 3rd gen scorpions are the best! Ample power and torque on tap. my brother who owns an ‘18 3500 Ram was stunned at how quiet it is. Yes the 7.3l was a literal tank but this 6.7L really is a great motor. Only thing I miss about the 6.4L, is the KR trim!
Those 6.7L Cummins are loud, even in the stock form. Can easily have a conversation in front of the Motor with the Powerstroke. Cummins, not so much.
I love my 6.4 king ranch, would prefer the 6.7 king ranch interior with the screen and cooled seats but my 6.4 has treated me well and I am grateful for a good truck
@@nativeoutdoors1780 Don’t get me wrong, I still think about that ‘08 KR, she was in excellent condition, but my I was forced to move on when she was got totaled out after getting speared by a RAM pulling a fully loaded 5-horse w/sleeper, downhill, in snowy conditions. She had 170k at the time of death with no major issues!
@@ironhorse_archer mines at 125k just bought it recently a year a go with 115k, she's been great, needed work but mostly cosmetic and underbody, only thing with the engine I've done is a delete, she sounds good and I enjoy the ride quality.
I'm just a young kid still living with my parents but I bought the truck so my dad could have something nice and so I could build credit and learn more about diesels, definitely a truck that I enjoy working on and driving and pulls and hauls great.
what made the 2nd and 3rd gens better? just the bigger turbo?
I have a 6.0 with 183k, had to delete EGR around 130k but as for the 6.0 issues I haven’t had any.. I don’t rag on it and I change the oil every 5k miles, with regular maintenance on the fuel system also added a coolant filter around 100 k.. I do pull around a trailer for work only around 6000 lbs but it’s been a great truck so far.
I'm not a ford guy, but from the research I've done, the 2005+ 6.0 is a bit better than the first 2 years. Also, from people that do the head gaskets and head studs, they seem to like them. I don't think they can handle as much power due to 4 head bolts per cylinder, but they can still handle more than 99.9% of people need. I think the 7.3 has 6 per cylinder.
You neglected to mention the 6.7 rocker arm issues. Supposedly fixed but happened with my 2014.
I had heard the 6.7 had an oil starvation issue because the main oil passage leading from the oil pump was needlessly large and its taking too long for the oil to get to the top end. Not sure if this is the case or not...Ford also is putting this engine in the their F650/F750 trucks as well which in my view it likely shouldn't be considering its not a medium duty truck engine...
The #1 biggest issue with the 6.7 is not being offered with a ZF6 behind it
I own both 2001 Manual trans 7.3 and the 2014 A/T 6.7 the 7.3 has had a LOT of changes to it turbo, injectors Etc. and producing 435 HP runs Great. the 6.7 is right now getting the 2015/16Upgrade turbo which will then have right at 550 HP due to some tuning and injectors, both are 4x4 love both of the trucks
I had a 2012. I put it through some serious work, towing 8-14k every day for a couple years, through rough mining terrain. Loved that truck. I did have one bad EGT sensor that stranded me 3 times before I was able to replace it. Had to unplug the brain and reset everything just to get the truck to start, and get it safely off the freeway. Frustrating.
Your discussion about the issues they have solved since gen 1 just make me want one again that much more. Sigh.
I’m in the aviation industry as a mechanic, and EGTs are constantly going out. Because they are in a high heat area, they tend to corrode and erode away very quickly. Then they break off more often than not, and if the plane is turbo charged, it is grounded due to FAA regs.
Honda/Acura 3.7 and the oil consumption issue related to the alusil (silicon-impregnated aluminum) liners and rings. What a show.
WHAT?! they didnt learn from the nightmare of the Chevy Vega!?!?!? FFS honda... you just came FULL CIRCLE!!!!
Ceramic high speed turbo bearings had a pretty high failure rate.
Fixed in 2015
@@Recker45-70 2013 actually
@Jarrett Halderman they changed from ceramic to steel bearings in 2013, problem only became slightly less of a problem. The turbo change in 2015 eliminated it though
@@Recker45-70 true but I’m willing to have some turbo issues for that 11-14 sound 🤤
@Jarrett Halderman nothing can beat that high rpm spool, but I will say it's just as orgasmic rolling 90 on the throttle with a 15+
Love to see an update video on the new Powerstroke 6.7 and the 6.7HO engine
The maritime industry in the U.S has the strictest emissions standards in the World. Canada is second. The U.S accounts for about 10% of large diesel engines used in tugs and merchant vessels bought in the World. Engine manufacturers abroad have had to scramble since the late 90s to comply with these regulations
APSOLUTE dig your Videos 1000% spot on
I just recently had bad times on my 2013 f450 true cab/chassis that I used for personal use and only pulling my toyhauler,at 100845 shit the cp4 pump my cost and doing it myself [ I don't work on diesel trucks] $8000.00 with new turbo all factory ford parts no programmer bone stock 80mph loved the truck but after spending all that money it came on with another issues after completion,in heavy hauling 14,000 lbs getting on freeway truck would shut off because it was peaking past ecm rail pressures 31900
With no codes Took it to 1 of top 3 diesel shops in AZ 2weeks later got my truck back said there's only 2 other things to change 🤔 wiring harness & eng ecm LOL they couldn't figure it out well my blurle collar ass already maxed out to credit cards to pay for parts I definitely didn't have 2100. For that so I got my dream truck earlier then expected and not what I ordered but a 2022 XLT F250 crewcab 4wd 7.3 GODZILLA
And it's An APSOLUTE MONSTER I might get a speeding ticket in this truck 👍
"But it's a pretty big fine if you get caught on the road with a deleted truck."
While technically this is true, from a practical sense it may as well be false; at least for non-commercial vehicles. The issue is with who exactly is going to "catch" you and what law enforcement agency would you be prosecuted by. The EPA doesn't go after end-users and they outright admit this; they go after venders of defeat devices and services; e.g., people who are making a business out of it. You can look through the yearly published EPA litigation that details every case and see for yourself that this is true.
Aside from local DMV/vehicle inspections (if you have any) there's no "emissions police" who drive around looking for deleted vehicles to then impose fines. There may be local ordinances for stuff like black smoke (which is considered faulty equipment), but yeah... the EPA leaves it up to the state to enforce emission laws on individuals, and they either handle it through periodic inspections or not at all.
Oh, and why don't we put emissions equipment on military vehicles? Simple: because we need those vehicle to be as reliable as possible in extreme conditions (combat) and EGRs and DPFs aren't reliable in extreme conditions. Having your truck break down going to Wendy's and or even work sucks, but it isn't a matter of life and death like having your combat vehicle disabled because a sensor went bad in a gunfight!
Matter of life and death yet they put EGR and DPF on emergency vehicles, lol
@@sly9263 That's right because military vehicles are owned and operated by the federal government where emergency vehicles like ambulances are owned and operated by local municipalities and the private sector, both who are subject to federal law. I don't necessarily agree with it, but this is why.
We should send emissions free javelins and stingers to all EPA HQs specially Ca, Or, Wa, Ny
@@czealtamahawk1228 Maybe we should just send you to another country like North Korea, China, Saudi Arabia, Russia, etc, etc. where you have a lot less rights and personal freedoms? If it's so bad here that you want to commit an act of domestic terrorism, you can leave. No one is making you live here.
I had a 2015 F550 with the 6.7 with 240k and loved it. Right at the end I replaced all 4 EGT sensors, new turbo, cab off oil leak, ect. I just got a new 2023 F550 so far so good. Only thing is the F250-350's got the 475hp or HO 500hp 6.7 and the F450 anf 550 got a detuned 330hp 6.7. But with the heavier trucks it might break something with 500hp.
I dunno, I just can't get rid of my 7.3 PS. It runs to good and has always been trouble free. Yeah, it's slow, and loud AND ugly.... But it just keeps going and going, and going... These modern diesel engines are super powerful, but man, the maintenance costs, stress of worrying about the emissions stuff breaking and all that... I think Ford was smart making that big cube 7.3 gasser. Most people won't need more then that. I'm sure GM and Ram will follow suit at some point with big cube engines. Hell, this new 7.3 gasser is just a giant LS for the most part. Just my $0.02.
I love my 7.3 too. I think some of the biggest problems guys have with modern diesels is they can't leave them alone and have to tune them to peak performance and that's where they start snapping parts and burning stuff up. Best diesel rigs to buy are the stock ones owned by grandpa.
@@andrewgrossman6066 100% man. I mean, I get it, it's fun to mess around with stuff and add more power, but man, it can get expensive fast when you start busting parts on a diesel. I'll keep my 7.3 stock and guess what, it'll probably last forever. I'm good with that.
Never heard somebody call a 7.3 ugly before
My truck is an early 03 7.3L, ZF6 F250 SC 4x4. Bought it off a dealers used lot in Sept 05.
It's a draft horse, not a thoroughbred. So I researched and installed longevity mods, since it more than likely has PMR's.
Garrett BB turbo, Adrenaline HPOP, hi volume LPOP, coolant filtration system, dual bypass oil filters, IH T444 bellowed up pipes, Banks intake and Intercooler. Dash pod mounted gauges.
Worth noting that the egr cooler is different, after 15 I think. It used to be on both cooling systems but later it was only on the main cooling system. I never heard why this was, but my thought was that being on the secondary cooling system cooled it too much causing the excessive soot build up.
Can confirm. I see way fewer plugged EGR issues on trucks that have the EGR cooler on the primary system only.
2017 was the switch to the round hole cooler. But then will fit in the 2011 thew 16 egr cooler housing.
2002 f350 7.3 dually with a orange and white double paint scheme. Just a smidgen over 200k miles. I love this truck. Only wish it was a 6 speed.
Lol why is there emissions equipment on emergency vehicles. It should be a simplified version of the standard truck to make it as reliable as possible.
It's high-time we push these non-elected tyrannous bastards out of control!
I just bought a 2011 Lariat with gen 1 6.7 with 110k miles, hopefully it is reliable, first diesel I have ever owned.
For sure man! Totally agree with what you said about modern engines, and how they're overall more reliable than the old "legendary" engines. Plus it's like, yeah, the 7.3 is legendary, but it's just not making that much power and torque, when compared to relatively newer engines.
I still have my 2000 F350 4wd drw powerstroke diesel it's now a plow truck my 2016 6.7 powerstroke it's been a very reliable truck starts great in cold weather no noisy like the 7.3
typically the CP4 goes because of galling from lack of lubrication in the fuel
The US uses ultra low sulfur diesel fuel... the EU still uses low sulfur
basically it was a case like NASA where feet and meters were a thing, and no one checked that seeming VERY noticeable thing
same thing happened with the CP4
so a pump designed with low sulfer, finds itself deprived of 97% LESS lubrication in ULS fuel, leading to galling, spalding and gouging over time which is why it sometimes seems to fail for no reason
Deleting in my area is not only common but totally legal and a “cool” thing to do among enthusiasts, we have shops dedicated to doing it lol. Welcome to Alberta!
New fire trucks have DPF, etc. I am sure that when your house is on fire and your baby is trapped inside, you want the fire trucks to be as clean and unreliable as possible when responding to your house...
I just got 2022 6.7 I pulled 12,500 lbs like nothing but need some room ro break with that much weight, it was a miracle from God I found that beast in the dealer
Deleted my emissions on my first gen 6.7 and boy I’ll tell you it’s a monster next is a D.P.K and I think it’ll last a long time I also do oil changes 5k with filter 2.5k no problems even still have stock turbo👀
The 7.3 wasn't replaced because of emissions. It was because of California noise regulations. The engine was too loud. It would have been hard to get it to pass emissions but they probably would have used it longer.
I have a 2012 with egr and dpf delete and cp3 pump and upgaded glow plugs. Best truck ive ever owned. Also have two 7.3 trucks also great trucks
Engine reliability is really important in the sky to prevent crashing and dying and important in water to prevent drowning or starving and important for the military to prevent getting shot or blown up.
Great vid Broski's thanks for all the subtleties
Wonder how the 6.7powerstroke and 6.7cummins compare
6.7 cummins bettet
The Cummins is a work horse the ford 6.7 is a weakend toy hauler .the ford is weak under constant heavy load.ram is the only commercial grade pickup made.
@@matthewwilliams9028 not true. We use 5500 duramax and f650 powerstrokes 5 days a week on I5 oregon. 19,000# bob tail and up to 28500 w/ trailer. Far from weekend warriors
@@NPC-mt1cz I have not seen a Ford or Chevy make it a year on a eastern Oregon logging job they won't take it . Rams and Kenworth 900 the rest are in pieces.tried them all at the end of the year the money spent and the down time they were always a liability . They may be a good class 5 and 6 road truck but not in the dirt. If that 5500 the new international GM joint venture they already quit making parts for it that's the international way . Zero service and obsolete parts. The big ford trucks class 6 and up the only dealer in Oregon that deals in parts is in Portland had one for a water tender truck everything is two weeks out to fix it no thanks.
@@matthewwilliams9028 ive put 50,000 miles my 2019 5500 and the only problem its had is leaking coolant lines...
189,000 on my last one before it started to have transmission problems. Seems pretty decent to me considering they're constantly hauling no less than 19k and that's on the light end of it. I will agree finding someone with software to service the new models is a pain the ass though.
I have a 2018 f450 with 355k on it. Not one issue ever. I’ve only done the usual routine maintenance.
I thought the reason the 7.3 was discontinued was bc of the engines inability to meet stricter California noise regulations
That was the 7.3 diesel the new one is gas
New emission standards killed it. It's in the video.
@@nolansmith4972 yeah that’s what I said
@@gregbrooks3577 that’s what I said
@@Jack-yw7bq You actually said noise regulations. Read your own post. 🤪
one important thing people need to know is that Ford writes a Spec and send it out suppliers for price quotes. They then go with the cheapest quote to build that part. That is what OEM parts are. So Ford wrote a lousy spec for the 6.4L and accepted a lousy engine and caused their own problems. Same with the problematic parts on the 6.7
Like they say, third time's the charm.
I feel a little better after watching this video. I've been driving a 2001 7.3 turbo XLT F-350 4X4 for the past 21 years with what I would call, normal breakdowns and repairs. Once again, it's in the shop for repairs, this time having the oil cooler seals replaced. After 326,000 miles, that was the final straw for me and antiquity, I just purchased the 2022 F-250 XLT 6.7 4X4. I hope I get as much service out of this one as I have from my 2001.
good luck! saw something about a multi piece intake manifold leak requiring pilling the cab. love my 7.3's running til the bodies fall off.
So as a 2017 6.7 owner, my only real concern is that dang fuel-pump (looking at the disaster prevention kit) spitting metal shavings all over the fuel system? I use Opti-Lube XPD to attempt to keep the pump lubed well in addition to fuel filters every 10k miles. Beyond that the only issue would be the EGR cooler? What happens if it fails? I have debated an EGR/DPF delete but the truck is stock for now. The nearly double mileage you get for doing the deletes is tempting too, but that's for down the road.
We had 2 f350’s 6.7L and both fuel pumps failed. I saw online that ford had a class action law suit against them by a company who used the 6.7l and the company had multiple fuel pump failures in their ford trucks. An investigation found that ford fuel pumps used in U.S. trucks, were designed for European vehicles, European fuels viscosity is different to US fuels viscosity. This was found to be the issue. To this day, ford still used the European spec fuel pumps.
After watching the video and reading all the comments, it’s clear that my 6.0 is the best Powerstroke. Stronger and more responsive than a 7.3, more reliable than a 6.4, simpler and cheaper to fix than a 6.7.
The worst
It's about the same as a 6.4 in terms of reliability if not worse but all the engines are great if you do your research
The Two Biggest Problems Of The 6.0/VT365 Are The Coolant Passages Plugging Up In The Oil Cooler. Causing EGR Cooler Failure From Lack Of Coolant Flow Through It. Second Is The Fuel Not Being Circulated Through The Heads Causing Injector Failure From Fuel Being To Hot. Yeah I Know The High Pressure Oil System Is Problematic But This Is Also Partly Due To High Fuel Temperature From It Dead Heading At The Back Of The Head.
@@nativeoutdoors1780 6.4s are the worst I would take a 6.0 anyway cause u can actually make them reliable and this is coming from a 7.3 owner. The 7.3s are workhorses tho my buddy has already put two motors in his 6.0 and it was bulletproofed. My 7.3 with 320k miles with a tuner and other goodies is still on the stock injectors and transmission.
Idk about being stronger than a 7.3😂 also for about 6k u can have a reliable 550 horse 7.3 if u have forged rods of course
Bought a brand new 2010 6.4 power stroke I must be lucky. The only thing I’ve done on that truck is replacing alternator and that is it. I’ve never had one problem with the engine.
It’s the best powerstroke 2020 has steal pistons and beefy connecting rods
Why would you want ultra heavy steel pistons tho
@@alexstromberg7696 they shortened them to cut the weight back to what the weight of the aluminum were. Steel is less likely to crack from heat and pressure.
Good learning, thank you!
The Real problem still remains on the 6.7l Powerstroke that remains with basically all post 2003 newly engineered Ford products..
Even when they make a good, reliable vehicle, they still use expensive parts, require more labor hours than other American brands, and are nearly always the most complicated American vehicles.
Would I own a 6.7l Powerstroke? Sure, a brand new one is an excellent truck. I would, however, only own it til the first large issue after the warranty was up. I wouldn't get a used one and find these a colossal pain in the ass to work on.
If you do not have a lift or do not want to pull the cab to work on this, do not get a used one, unless you have an excellent independent diesel shop nearby with uncommonly low shop rates and tons of competence.
I'd be curious to see you review the new high output 6.7L
Not sure but I’ve read it’s all programming, not a single new part.
@Scott Forrest interesting. I assumed it was just a bigger turbo.
It's gonna be 500HP and 1,200 pound feet of torque. It hauls 40K of towing for 5th wheel gooseneck.
We have 2 6.7 550s at work one a 17 the other a 18. Both just over 100,000 miles shit there cookies out due to what the dealer leaked out a common oil passage blockage issue suppling oil to the crank. Just out of warranty ford covered half of new motors for both trucks. They make some good power but ram and Cummins been doing good power plant wise since 89 and was smart enough to ditch the cp4 to go back to a cp3.
My 2000 7.3 farm truck outlasted a relatives 6.7. Sure I didn’t have power he had, but he only got 110,000 on his before it blew up hauling cattle. I rescued the cattle, in my 7.3, when the wrecker was hauling his truck off. Ask him what he thinks of the 6.7 over the 7.3.
If only he deleted the emissions junk
There is absolutely no comparison of a deleted 6.7 and a 7.3. That 6.7 is a beats and that 7.3 doesn’t come close to holding a candle to it. You are not the brightest bike crayon in the box are you Shane.
He said if you don’t get caught with a deleted truck , it’s like everyone has a deleted truck 🤷♂️🤣
More and more I'm wanting an '08 with 7.3