Howdy, Stranger!

It looks like you're new here. If you want to get involved, click one of these buttons!

ford power stroke diesel questions



  • rayrockrayrock Posts: 14
    i'm interested in a diesel pick up but can't find any mileage figures. i don't tow but like the durability stories i hear. anyone with mpg numbers?
  • mullins87mullins87 Posts: 959
    I have a '99 F-350 PSD SC LB DRW 4x2 6-speed with a 3.73 ratio. I get 18.5 mpg empty.
  • jdtopperjdtopper Posts: 58
    I have a 350 CC LWB 4x4 PSD with a hard tonneau cover. I can confirm Mullin's numbers - 18 to 19 on the freeway at 65 mph, about 16 or so combined highway/city mileage.

    I've seen numbers as good as 21 mpg if I'm on a long trip on 50 - 55 mph roads, and as low as 16 highway when I'm flogging it at 80. I don't have any numbers for towing/loaded, but it's absolutely certain that you'll get better mileage with your diesel than with an equivalent gas engine.
  • I have a '00 F250 Crew Cab w/ a PSD and have had very poor luck at fixing a "popping" or "clunking" sound from the underbody. My dealer has replaced the cab mounts and spring isolators several times and sometimes it's better, but still comes back after time. Any similar problems or issues???
  • ccdickccdick Posts: 1
    Considering buy a psd. Reading this board I see mention of an infamous turbo bolt problem. I am totally ignorant here. Please explain. Also if you will please explain cavitation cause and how to prevent.
    My primary use of this truck is a towing and everyday vehicle. Can't make up my mind between crew or extended cab. Any feed back there? LB or SB. Thanks
  • mullins87mullins87 Posts: 959
    Good choice! The turbo bolt problem is a persistent one, but fairly easy and cheap to fix. First, look at the turbo where the two halves come together. The compressor side will be fairly shiny(silvery-gold color) and the exhaust side, not sure what that side is called, will be rusty. There will be four bolts just bairly sticking out of their holes with the heads facing the compressor side. The heads are not your typical hex heads, they are of a 12 point design. If they are loose, or missing in some cases, then you can get a turbo bolt upgrade kit at the Ford dealership for around $35 to $40 dollars. You can replace the top two bolts easily as they are out in the open. The bottom two have a pedestal bolt, one on each side, in the way. Once the top two are in, take out ONLY ONE of the pedestal bolts and replace the turbo bolt, replace that pedestal bolt. Then do the same for the other. The lower bolt on the back side is the most difficult since you can't see it. DO NOT REMOVE BOTH PEDESTAL BOLTS AT THE SAME TIME AS THE TURBO HOUSING COULD/WILL SHIFT CAUSING THE TWO HALVES TO BECOME MISALIGNED, DAMAGING THE SHAFT. Just ask the parts guy if you have any questions.

    The cavitation issue is caused by tiny air bubbles forming around the cylinders while the engine is running. These bubbles form due to the rapid expansion/contraction of the cylinder walls due to the high compression. A bubble can form as the cylinder wall contracts, a result of the low pressure area caused by the contraction. As the cylinder wall expands, the air bubble is subjected to extreme pressures causing it to implode violently enough to actually eat away at the metal. To prevent this, Ford has a product called FW-16. This is a coolant additive designed to prevent cavitation as well as prevent other common cooling system woes. This stuff will allow you to run the coolant for 200k miles, or 24 months. I think.

    I have a Supercab and wish I had held out for a Crewcab. I admit, sometimes the added foot or so could be cumbersome, but you know, I don't think it is worth the trade off in lost backseat space.

    Get the longbed, especially if you are to be pulling a 5th wheel or wide nosed gooseneck. You really need that extra foot in front of the rear axle when doing tight manuevers. Otherwise, you might hit the cab with the corner of the trailer.

    I have a '99 F-350 PSD DRW SC LB 4x2 6-speed. I have 110k miles and I love it the more I drive it!!! It is mostly stock, a few small exceptions, but nothing major, yet.

    What are you wanting? New, used? Good luck and welcome in advance to the all addicting world of diesel ownership. I am welcoming you now because once you get diesel in your blood, you'll never go back.
  • nobitenobite Posts: 3
    I've been lurking here, reading and thinking and then going to Ford-diesel and doing the same. I am nearing a decision to jump into the diesel experience, but I have some concerns. My first set of concerns are regarding choosing the right model.

    Needs and wants: 1) pulling a 9,000# gooseneck horse trailer; 2) extended cab (not crew cab); 3) long bed; 4) 4x4.

    It would be ideal if I could meet the above needs with an F-250 as that would also fit into my garage and would be handy getting into and out of my friend's barn when hauling hay. But, I have been informed that the weight of the diesel, plus the extended cab, long bed and 4x4 leaves not too much left before I exceed the GVWR capacity. This really surprises me, but I don't have enough experience to disagree. Anyone here have thoughts on this subject?

    My second set of concerns centers on buying a used truck, specifically a PSD. I have read about the many horrors that can come from the Ford trannys if they are not maintained perfectly. (Heck, some of the stories sound like even good maintenance won't prevent these babies from breaking down!) And, I'm sure there are other possible weak points to consider that I have not read about yet. So, I'm looking for some good tips on how to evaluate a used PSD --- whether on a car lot or from an individual. I've never owned any diesel so please start with the basics! Other than checking for wheel balance, breaks, unusual sounds, body integrity - what should I be looking for? How can I best not buy myself a bunch of hidden problems?

    Thanks for your thoughts!

    western KY
  • wpalkowskiwpalkowski Posts: 493
    You can exceed the "legal" capacity of the F250 pretty quickly. Your payload gets eaten up by passengers, gear, fuel, etc. doesn't leave much for the gooseneck and hitch. The F250 can easily pull it and probably stop it too, but if you ever have an accident while towing your insurance company may leave you dangling in the breeze if you're overloaded.

    From 2001 spec sheets:

    Max payload F250, SC, LWB, 4x2 is 3355 lbs., with 4x4 it's 4015 lbs.
    F350, SC, LWB, SRW, 4x2 is 4435 lbs, 4x4 is 4015 lbs. Gives you an extra 1100 lbs to play with. Even better, an F350 Dooley will give 5510 lbs 4x2, 5085 lbs as a 4x4, plus you get extra stability for towing.

    These payloads all assume you have base 5.4L V8 gasser, XL model. (I think they use weight of manual tranny, not auto.) Not sure what A/C and other options weigh. For their calculations they assume there's only the 175 lb driver in the vehicle. V10 weighs ~200 lbs more than V8. the 7.8L PSD weighs almost 600 lbs more than V8 gasser - so you've got to subtract that weight from your capacity too.

    I have a F350, v10, CC, so can't really comment on PSDs too much. From my buddy who has one though - most important is regular oil changes, and keeping the coolant additive up to prevent cavitation and pitting of cylinder walls. Biggest enemy of auto tranny is heat. From 2000 on, Superduties had bigger radiators and supplemental tranny coolers. So unless truck pulled a lot a big hills at slow speeds where wasn't enough airflow through coolers, it probably wouldn't have cooked transmission with newer stock cooling.
    "Used" is always kind of a crap shoot. I suppose if you find a truck you like, you could take the VIN and check with CarFax on accidents/insurance claims. Also you could have a Ford service department check to find out its service records. (Not sure how agreeable they are to that though.) At least maybe find out if it was serviced regularly while under warranty.
  • mullins87mullins87 Posts: 959
    Do you know the loaded ball weight of your gooseneck? I have a dually, so I have no problems, but friends who have the 250 similar to what you describe tell me that they only have about 1,500 lbs of hitch weight to play with before they are overloaded. The 250's and 350's, both with PSD's, will have the same GCWR.

    In my experience, I was able to buy a 350 cheaper than a 250. Why, demand. Most people who like the Superduty's don't want a 1-ton, even a SRW model. Unless you're in a bind and need it now, wait for the perfect truck to come along. It will eventually. A SRW F-350 has the same dimensions as the 250, but has an extra 1,000 lbs of payload capacity.
  • wpalkowskiwpalkowski Posts: 493
    Max payload F250, SC, LWB, 4x2 is 3355 lbs., with 4x4 it's 2905 lbs.

    Again, that's an empty truck, no fuel, no passengers, without the 600 lb difference for the PSD. Like Mullins said, doesn't leave too much to play around with.
  • saddaddysaddaddy Posts: 566
    That will include tongue weight of a trailer (non gooseneck) -- correct??? Im just a lowly Tacoma owner, who longs to drive bigger rigs. Hehe, thanx.
  • jcave1jcave1 Posts: 137
    My mileage is also similar to that of Jim Mullins and Jack Topper. Mine is on '01 SC SB 4X4 with 28k miles or so and is completely stock. While I don't tow, others indicate 11 - 12.

  • mullins87mullins87 Posts: 959
    Yes, the GVWR also includes any tongue weight on your receiver, or bumper hitch.

    wpalkowski: I'm glad you posted that correction, I was beginning to wonder if the 4x4 F-250 had the same rear axle as the F-350. I am amazed every time I come across another redneck that thinks just because he has a 4x4 that he can haul/pull anything.
  • mullins87mullins87 Posts: 959
    You need to pull something with that beast!!! My truck acts like it has lost its best friend when I am running empty. But, when I put the trailer behind it, man what a difference. It's as smooth as silk.
  • jcave1jcave1 Posts: 137
    At times I wish I had something to tow. Best I can do right now is a drift boat. Next week will be our first trip. Headed to Spokane WA for a stained glass show. Prior to the show I'm visiting a buddy on Flat Head Lake, MT. The moutain passes in Idaho will be absolutely gorgeous and a blast with the PSD. Can't wait to get this baby on a road trip. Guessing the drive to Flathead will be about eleven hours.

  • bigfurbigfur Posts: 649
    just announced that ford is for sure going thru with the 6.0 Diesel. should be interesting to see who is the best now.
  • jdtopperjdtopper Posts: 58
    Drift boat? (I'm sure you don't even know it's there, unless you have to back up!) Do you guide with that boat, or just fish with it?

  • mullins87mullins87 Posts: 959
    I've heard you mention your drift boat, more than once I believe. It's killing me. What is a drift boat?
  • lariat1lariat1 Posts: 461
    A drift boat is a style of boat that is commonly used in rivers that do not allow motors. They are generally about twice as wide as a canoe and have a flat bottom with pointed,upturned ends that allow the boat to easily be maneuvered in swift currents using row boat style oars. They are popular in western trout streams and up here in Alaska on the Russian and Kenai rivers.

    Does anyone know if the new 6.0l powerstroke is the "camless" engine that has been developed or just a new version of the old technology.
  • I currently own 2001 Ford excursion v10, 4x4. I'm considering trading it in for a 2002/2003 F350 4x4, crew cab, long bed. The ford is currently offering good rebates/rates on the 2002 models. According to the edmunds the 2003 should have heated mirrors and the new more powerful diesel engine. Do you folks think it is better to take the proven 7.3 diesel or wait for the new 6.0. My only concern is that 7.3 has been out there for a long time, majority of the problems have been worked out. The 6.0 will be new. BUT the extra HP and torque is very tempting. Any suggestions?
  • mullins87mullins87 Posts: 959
    That's something similar to what I had in mind, no motor and generally shaped like a canoe. But I hadn't thought of river use. Now I know.

    One question though. How do you get back to your truck?
  • Hello,

    I saw a few number in this post about mileage and wanted to see some more.

    If you own a diesel, could you post your year/model along with your average miles per gallon.

    Thanks in advance!
  • cspauldingcspaulding Posts: 159
    '02 F250 Crew cab, SB, automatic, 4x4...
    drove off the lot at 50 miles on truck - 20 mpg. Have been averaging close to 20, driving on the highway at 75 mph., drops to about 18.5, but they say break in is between 3,000-5,000 miles, we now have 2,100 (all in about a month). Towed a load (trailer & 70 bales) of hay about 120 miles, at 60-65 mph, never noticed a difference in mileage. Love it!
  • lariat1lariat1 Posts: 461
    You just paddle upstream, supposedly they are pretty easy to move but I have never tried it. I prefer my method which involves a jet drive and a 330hp V-8 for propulsion.
  • mullins87mullins87 Posts: 959
    '99 F-350 SC LWB DRW PSD 6-speed/3.73 rear end; Mixed city/highway driving, empty, 18.5 mpg. Towing, doesn't seem to matter whether city or highway, 11.25 mpg.
  • Nikiblue1: I am looking at the 2003 F250 myself with the same issues in mind. Is the pain of the inevitable slew of TSB's for a new engine design worth the pain? For me, yes. Given the improvements claimed for the new design, I'm leaning towards the 6 over the 7.3, even though it won't be available for supposedly 6 months or so. At least I'll wait till I can read some actual reviews.

    The 7.3 was updated 5 times. Strong design but it had its gremlins. Why did they spend all that money to come out with a new design if the old one was okay?

    Ford claims the 6 is 20% quieter and 10% more efficient. The filters are easier to reach and change. The single overhead cam is adjustable and has variable valve timing etc. Less emissions (which may be the main reason for redesign).

    For me, I'd rather live with a design that's moving into the future than one that is about to be discontinued. So, while Ford delays the issue of the new 6 so they can sell off the 7.3 stock and parts, anyone actually seen/heard one of these?
  • ksystems: I think I will wait as well. I went to and people there stated as well that I should wait. I had a lift done on my Excursion a while ago. I just towed a trailer from Utah to California with the lift. Ouch, 8 miles per gallon average. I WANT the new diesel. I think I may actually wait until the end of next year. A lot of website rave about this new engine--I think it will be worth the wait. Thanks for advice.
  • jcave1jcave1 Posts: 137
    One draw back to a drift boat is that you need a second vehicle at the pull out point. Either that or hitch a ride back to your truck. Drift boats are a great boat. Hard to tip over and we apply an epoxy type resin to the bottom so the aluminum hull won't hangup on rocks. Some drifboats are fiberglass such as the ClackaCraft which are made locally. We also use a small outboard motor for use in larger rivers or on lakes.

  • mullins87mullins87 Posts: 959
    My BIL just bought a canoe. I can't wait to unload it in one of the small rivers around here. We are planning on taking it all the way to the Ohio River. Our waterways probably aren't near as interesting as what you see. Ours are all very slow moving.
This discussion has been closed.