According to Au7o's analysis of 8,120+ owner reports, the 1999-2025 Ford F-250 Super Duty has 20 documented known issues, with 13 rated critical. The most serious are 6.7L Power Stroke EGR Cooler Clogging and Failure ($800-$3,500 repair), 6.7L Power Stroke CP4 High-Pressure Fuel Pump Failure - Catastrophic Fuel System Contamination ($8,000-$15,000 repair), 6.7L Power Stroke Early-Generation Turbocharger Failure (2011-2014) ($2,500-$5,500 repair), 6.0L Powerstroke EGR Cooler Rupture and Coolant Leak ($1,500-$5,000 repair), 6.0L Power Stroke Engine Oil Cooler Plugging - The Root Cause Behind EGR and Head Gasket Failure ($900-$2,500 repair), 6.4L Power Stroke Fuel-in-Oil Dilution from DPF Regeneration - Rising Oil Level ($150-$900 repair), 6.0L Power Stroke HEUI Injector Stiction - Spool Valve Sticking on Cold Start ($2,000-$5,000 repair), 7.3L Power Stroke Camshaft Position Sensor Failure - Sudden Stall and No Restart. at .
What are the most common Ford F-250 Super Duty problems?
According to Au7o's analysis of 8,120+ owner reports, the 1999-2025 Ford F-250 Super Duty has 20 documented issues. The most frequently reported are: 6.7L Power Stroke EGR Cooler Clogging and Failure, 6.7L Power Stroke CP4 High-Pressure Fuel Pump Failure - Catastrophic Fuel System Contamination, 6.7L Power Stroke Early-Generation Turbocharger Failure (2011-2014). Of these, 13 are rated critical and should be addressed promptly.
Is the Ford F-250 Super Duty reliable?
The 1999-2025 Ford F-250 Super Duty has 20 known issues documented across 8,120+ owner reports. 13 issues are rated critical: 6.7L Power Stroke EGR Cooler Clogging and Failure and 6.7L Power Stroke CP4 High-Pressure Fuel Pump Failure - Catastrophic Fuel System Contamination and 6.7L Power Stroke Early-Generation Turbocharger Failure (2011-2014) and 6.0L Powerstroke EGR Cooler Rupture and Coolant Leak and 6.0L Power Stroke Engine Oil Cooler Plugging - The Root Cause Behind EGR and Head Gasket Failure and 6.4L Power Stroke Fuel-in-Oil Dilution from DPF Regeneration - Rising Oil Level and 6.0L Power Stroke HEUI Injector Stiction - Spool Valve Sticking on Cold Start and 7.3L Power Stroke Camshaft Position Sensor Failure - Sudden Stall and No Restart and Speed Control Deactivation Switch Underhood Fire - Recall 07V-078 and 5R110W TorqShift Torque Converter Failure and Debris Contamination and 6.8L V10 and 5.4L Triton 2-Valve Spark Plug Ejection from Aluminum Cylinder Head and 6.0L Power Stroke Blown Head Gasket from Stretched Torque-to-Yield Head Bolts and 6.0L Power Stroke STC Fitting Failure on the High-Pressure Oil Pump - Hot No-Start. Prospective buyers should inspect for these issues and factor potential repair costs into their purchase decision. Regular maintenance following the manufacturer's schedule helps prevent many common problems.
How much does it cost to fix common Ford F-250 Super Duty problems?
Repair costs for known Ford F-250 Super Duty issues range from $0 to $15,000, depending on the specific problem and whether you choose DIY or professional repair. The most critical issue, 6.7L Power Stroke EGR Cooler Clogging and Failure, typically costs $800-$3,500 to repair. Au7o provides step-by-step DIY maintenance guides that can help reduce repair costs.
What year Ford F-250 Super Duty is the most reliable?
Content on this page was compiled with AI assistance using NHTSA complaints, TSBs, owner reports, and public automotive data. While we strive for accuracy, this information may contain errors. Always verify repair procedures and specifications with your vehicle's service manual or a qualified mechanic.
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When Issues Typically Appear
Steering Damper Failure and Shimmy
50K-80K
6.7L Power Stroke CP4 High-Pressure Fuel Pump Failure - Catastrophic Fuel System Contamination
80K-120K
6.7L Power Stroke EGR Cooler Clogging and Failure
96K-144K
038K75K113K150K mi
Community reported
3,450 owners
The EGR (Exhaust Gas Recirculation) cooler on 2011-2019 6.7L Power Stroke diesel engines is prone to clogging with soot and eventually failing, particularly on trucks used for highway driving, light loads, or trucks that idle extensively. The EGR cooler recirculates cooled exhaust gas back into the intake to reduce NOx emissions. Over time, soot accumulates in the cooler's internal passages until coolant flow is restricted, causing the cooler to overheat and fail. When it fails, exhaust gases enter the coolant system, causing overheating and "puking" coolant from the degas bottle. The 2011-2014 models are particularly susceptible due to narrow internal coolant passages. Ford issued TSBs for 2011-2014 trucks covering EGR cooler cleaning/replacement under extended warranty up to 120,000 miles. The EGR cooler for 2011-2016 is OEM part BC3Z-9V425-A; 2017+ is HC3Z-9V425.
Replace EGR cooler (BC3Z-9V425-A for 2011-2016; HC3Z-9V425 for 2017+). Check if truck qualifies for Ford extended service coverage with active DTC P0401 (Insufficient EGR Flow) or P2457 (EGR Cooler Performance). Some 2011-2014 trucks covered to 120,000 miles. Preventive: use a fuel additive (Diesel Kleen, Hot Shots Secret EDT) to reduce soot. Perform regular EGR cleaning at 60,000-mile intervals. Upgrade kits from Sinister Diesel and Dorman (904-405 kit) include both EGR cooler and gaskets.
High Confidence3,450 owner reportsLast reported by owners Dec 2025Reviewed Feb 2026
Community reported
1,870 owners
The 2011-2016 6.7L Power Stroke uses a Bosch CP4.2 high-pressure fuel injection pump that is fundamentally incompatible with North American diesel fuel specifications. US diesel fuel has lower lubricity than European fuel, and the CP4 pump relies on fuel for internal lubrication. Over time, the CP4 pump's internal metal components grind and generate metal shavings that are distributed throughout the entire high-pressure fuel system at 30,000+ PSI. Metal contamination destroys all downstream injectors, fuel rails, and low-pressure system components. A class action lawsuit filed against Ford alleges the company knew the CP4 was incompatible with US fuel. Catastrophic failure can occur as early as 80,000-120,000 miles and requires complete fuel system replacement costing $8,000-$15,000.
Common Symptoms
Loss of power during acceleration
Engine hesitation and stumbling under load
Hard start or no-start condition
Smoke from exhaust (black or white)
Check engine light with fuel system pressure codes
Loud ticking or knocking from injector area
Fuel rail pressure too low codes (P0087, P0191)
Complete engine shutdown on the road
How to Fix
Complete fuel system replacement required: CP4 pump, all 8 injectors, high-pressure fuel rails, low-pressure pump, fuel filter housing, all fuel lines (metal contamination spreads everywhere). Ford kit EC3Z-9B246-C covers the repair for some years. Total cost $8,000-$15,000. Prevention: add diesel fuel lubricity additive (Stanadyne Performance Formula, Hot Shots Secret DIESEL EXTREME) at every fill-up. Some owners install a CP3 conversion pump kit (eliminates the CP4 with a more reliable Bosch CP3).
High Confidence1,870 owner reportsLast reported by owners Nov 2025Reviewed Feb 2026
Community reported
1,240 owners
The 2011-2014 6.7L Power Stroke uses a Honeywell DualBoost variable geometry turbocharger with ceramic bearings that proved unreliable in real-world use. The ceramic bearings fail prematurely, especially under hard towing use or when oil change intervals are stretched. The variable geometry turbo's complex actuator mechanism also sticks or fails. When the turbo fails, it is unmistakable: a deafening screeching sound accompanied by smoke from the tailpipe as the engine burns oil through the failed turbo seals. Ford recognized the early turbo design was problematic and switched to a single-compressor-wheel variable geometry turbocharger in 2015, which is significantly more reliable. Retrofit kits for 2011-2014 trucks are available.
Common Symptoms
Loud, deafening screeching or wailing noise from engine compartment
Blue/black smoke from exhaust (oil burning through failed turbo seals)
Significant loss of power - engine goes into limp mode
Check engine light with turbocharger-related codes
Boost pressure too low codes (P0299)
Excessive oil consumption
Oil in intercooler or intake tract
How to Fix
Replace turbocharger with updated 2015+ style single-compressor VGT unit using a retrofit kit (available from Drivingline/Banks Power aftermarket suppliers). OEM replacement of original DualBoost turbo is $2,500-$4,000 for the unit alone, plus 4-6 hours labor. Updated single-scroll VGT from 2015 is more reliable and kits allow installation on 2011-2014. Critical: always let turbocharged diesel idle for 3-5 minutes before shutdown to allow turbo bearing cooling.
High Confidence1,240 owner reportsLast reported by owners Sep 2025Reviewed Feb 2026
The 6.0L Powerstroke diesel in 2003-2007 F-250s is infamous for EGR cooler failure. The cooler develops internal cracks that allow exhaust gas to enter the cooling system and coolant to enter the exhaust. This produces white smoke from the exhaust, coolant loss, and can cause hydrolocking if coolant enters the cylinders. The EGR cooler failure is often caused by clogged oil coolers that prevent proper coolant flow. This is arguably the most well-known diesel engine defect in Ford history.
Common Symptoms
White smoke from exhaust
Coolant loss without external leak
Engine overheating
Coolant in degas bottle is oily or discolored
Rough idle when cold
Loss of heat from cabin heater
How to Fix
Replace the EGR cooler with an upgraded aftermarket unit (Bullet Proof Diesel or Sinister Diesel make improved versions, $300-500). Simultaneously replace the oil cooler ($200-400) as a clogged oil cooler causes the EGR cooler to fail. Many owners delete the EGR system entirely with a tune (not legal in all states). Total repair: $1,500-3,500 at a diesel shop. The "Bulletproof" upgrade package addressing all common failure points costs $3,000-5,000.
The early 2-valve Triton aluminum heads used in the gas Super Duty carry only about four threads in the spark plug bore. Combustion pressure and heat cycling gradually pull those few aluminum threads until the plug backs out and is ejected from the head, often taking the coil-on-plug boot with it. Owners describe a gunshot bang followed by an instant severe misfire and an exhaust-like roar from under the hood. It is the defining failure of the pre-3-valve Triton engines and affects the 6.8L V10 and the 5.4L V8 in the same way. Ford addressed it with a revised head design carrying substantially more thread engagement, so later trucks are not exposed.
Common Symptoms
Loud bang or pop from the engine bay followed by a misfire
Very loud exhaust-like ticking or roaring under the hood
Severe misfire and check engine light
Spark plug found loose or missing from the head
Damaged or blown-off coil-on-plug boot
How to Fix
Repair means installing a steel thread insert in the head - Time-Sert and Cal-Van style kits are made specifically for this, and the better kits allow the repair with the head on the truck. Do not simply retorque the original plug into damaged aluminum; it will eject again. There is no recall or free remedy. Many owners proactively insert all cylinders, or at minimum inspect and anti-seize/torque plugs correctly at every change.
The 2003-2007 6.0L Power Stroke uses only four torque-to-yield head bolts per cylinder to clamp the cylinder heads to the block. Under high cylinder pressure - towing, hot ambient temperatures, a stuck VGT turbo, or any power tuning - the TTY bolts stretch, clamping load falls off, and the head momentarily lifts off the block. Combustion gases are pushed into the cooling system and coolant is pushed into the cylinders. This is the failure that defines the 6.0's reputation and it is very often a downstream consequence of a plugged oil cooler and a failed EGR cooler rather than a standalone defect - the cooling system is already compromised by the time the gasket goes. Owners see the degas bottle pressurize and overflow, white sweet-smelling steam at the tailpipe, and coolant level dropping with no external leak.
Common Symptoms
Coolant loss with no visible external leak
Degas/overflow bottle pressurizing, bubbling or puking coolant
White sweet-smelling steam from the exhaust
Overheating under load or while towing
Rough running or misfire after a hard pull
Coolant in the oil or oil in the coolant
How to Fix
There is no recall or free remedy for head gasket failure. The correct repair is to pull the cab, replace both head gaskets, have the decks and heads checked/resurfaced, and install ARP 2000 studs in place of the TTY bolts - studs clamp evenly and do not stretch, which is why nearly every long-term 6.0 owner ends up there. Doing the job without also replacing the oil cooler and EGR cooler simply repeats the failure. Budget for a full 'bulletproof' package while the cab is off.
For the 2005 model year Ford revised the 6.0L's high-pressure oil pump and introduced a two-piece 'snap-to-connect' (STC) fitting on the HPOP branch tube. The two-piece fitting flexes with engine movement, wearing the internal seal and the locking ring until high-pressure oil leaks past it - or until the fitting separates outright. Because the HEUI injectors need roughly 500 psi of oil rail pressure to fire, the truck develops the classic pattern owners describe on the forums: it starts fine cold, then hot restarts get progressively longer, then one day it will not start at all after a fuel stop. It is one of the most common no-start causes on 2005-2007 trucks and is frequently misdiagnosed as injectors, a bad HPOP, or standpipes/dummy plugs (which fail with the same symptom set).
Common Symptoms
Extended crank when hot, normal start when cold
Sudden no-start after shutting the truck off warm
Low or zero injection control pressure on a scan tool
Engine cranks but never fires
Rough running or dead miss under load
How to Fix
Install the updated Ford STC fitting kit, which includes the revised fitting, connector and a support bracket that stops the branch tube from moving - the bracket is the actual fix. The job is done under the turbo/intake with the HPOP cover off. While in there, most shops also replace the standpipes and dummy plugs, since they leak identically and the labor overlaps. No recall coverage; this is a customer-pay repair.
The Selective Catalytic Reduction (SCR) system on 2015-2022 6.7L Power Stroke trucks - which uses Diesel Exhaust Fluid (DEF) to reduce NOx emissions - is prone to failure, most commonly triggering DTC codes P207F (Reductant Quality Performance) and P20EE (SCR NOx Catalyst Efficiency Below Threshold). Causes include degraded or crystallized DEF fluid (DEF has a shelf life of 1-2 years and degrades faster in heat), a failed DEF injector, SCR catalyst failure, DEF quality sensor failure, or NOx sensor failure. In limp mode, the truck's performance is severely limited. The system is complex and diagnosis requires a professional scan tool. The DEF injector is a particularly common failure point on 2017+ trucks.
Common Symptoms
Check engine light with P207F (Reductant Quality Performance) code
Truck will not restart after excessive limp mode cycles
Rough running at idle
Increased fuel consumption
How to Fix
Diagnose with Ford IDS or quality OBDII scanner capable of reading all PCM codes. Common fixes: (1) Drain and refill DEF tank with fresh fluid (AutoZone DEF, Ford Motorcraft DEF VC-10-B) - $15-$30. (2) Replace DEF quality sensor ($150-$300). (3) Replace DEF injector ($300-$600 + labor). (4) SCR catalyst replacement ($2,000-$4,000). Always use fresh, quality-brand DEF (avoid bargain/store-brand DEF). Do not let DEF tank run to empty repeatedly.
High Confidence1,560 owner reportsLast reported by owners Nov 2025Reviewed Feb 2026
When Ford moved the gas Super Duty engines to 3-valve heads for 2005, it fitted a long two-piece spark plug whose lower ground-shield section sits deep in the bore. Carbon packs the annulus around that shield, welding the plug into the head. On removal the plug shears at the joint and the lower shield stays behind in the cylinder head - a completely different failure from the older 2-valve ejection problem, and one that turns a routine tune-up into a multi-hour extraction job on each affected cylinder. This affects the 3-valve 6.8L V10 and 5.4L V8. Ford resolved it for the 2009 model year with a redesigned one-piece plug.
Common Symptoms
Spark plug breaks apart during removal, leaving the lower shield in the head
Extreme resistance when unscrewing plugs
Misfire on the affected cylinder after a botched plug change
Rough idle and check engine light
How to Fix
Remove plugs only on a cool engine and follow the Ford procedure: back the plug out roughly an eighth of a turn, soak the bore with penetrant or carbon-cleaning solvent, let it sit, then work the plug loose in small increments. Broken shields are extracted with a dedicated Lisle/Rotunda-style 3-valve plug extractor. Replace with the later one-piece plug design and anti-seize sparingly on the threads. Do not exceed the recommended plug change interval, since carbon lock worsens with time in service. No recall coverage.
The 6.0L's engine oil cooler is a coolant-to-oil plate cooler with extremely narrow coolant passages, and it sits first in the coolant path ahead of the EGR cooler. Casting sand, silicate dropout from the factory gold coolant, and general debris pack those passages solid. Once restricted, oil temperature climbs away from coolant temperature and, critically, coolant flow to the EGR cooler is starved - which is why the EGR cooler and then the head gaskets fail next. The diagnostic that owners and shops use is the delta between EOT and ECT: a spread of 15 degrees F or more under load indicates the cooler is plugging, and over 20 degrees F means it is effectively done. This is a maintenance-driven failure on nearly every high-mileage 6.0 and is the single most important item to address before anything else on the engine.
Common Symptoms
Oil temperature 15+ degrees F above coolant temperature under load
Overheating while towing
EGR cooler failing repeatedly after replacement
Transmission cooler/EGR codes
Coolant loss with white exhaust steam once the EGR cooler lets go
How to Fix
Replace the oil cooler (many owners move to an external/remote cooler kit so future service does not require pulling the intake), flush the cooling system thoroughly, and switch to Ford Gold or an approved ELC with a proper flush interval. Monitor EOT-minus-ECT with a scan tool or gauge as a preventive check. No recall exists. Doing this before the EGR cooler and head gaskets fail is dramatically cheaper than after.
The factory radiator on the 2008-2010 6.4L Power Stroke uses plastic end tanks crimped to an aluminum core. The crimps work loose and the tank-to-core seal separates, so the radiator begins seeping and then dumping coolant - typically down the driver's side. It is one of the most reported non-engine failures on this truck and it frequently strikes well inside 100,000 miles; forum threads document dealers confirming failed tank seals at around 60,000 miles with no warranty assistance and quoting the owner four figures. Because the 6.4 already runs two separate cooling circuits and is heat-sensitive, ignoring it risks overheating and piston damage.
Common Symptoms
Coolant puddle under the front of the truck
Coolant level dropping with no internal engine leak
Sweet smell and steam from the engine bay
Low coolant warning
Overheating while towing
How to Fix
Replace the radiator - many owners go to an all-aluminum or heavy-duty replacement rather than another crimped plastic-tank unit, because the factory design repeats the failure. Inspect and replace the degas bottle and hoses at the same time, and pressure test the system before returning it to towing duty. There is no recall for the radiator; repairs are customer-pay outside the powertrain warranty.
On the 1999-2003 7.3L Power Stroke the camshaft position sensor is the PCM's only engine-position input. When it fails the PCM no longer knows when to fire the injectors and the engine simply shuts off - often at speed, with no warning and no check engine light. It may restart after cooling and then die again, or it may not restart at all. The classic confirmation on 1999-2001 trucks is a tachometer that stays dead while cranking. Forum consensus on ford-trucks.com and the diesel boards treats a spare CPS in the glovebox as standard equipment on these trucks, which tells you how routine the failure is. It does not always set a code, which is why it is so often misdiagnosed as a fuel or IDM problem.
Common Symptoms
Engine stalls suddenly while driving
No restart, or restarts after cooling and dies again
Tachometer does not move while cranking
Hard start or extended crank
No check engine light despite the stall
How to Fix
Replace the sensor - a single bolt and one connector on the front of the timing cover, a ten-minute job. Use a genuine Ford or International (Navistar) sensor; aftermarket units are widely reported to fail again quickly. No recall covers it. Carrying a spare and a socket is standard practice among owners because the failure strands the truck.
The Fuel Injection Control Module on the 2003-2007 6.0L steps 12 volts up to the roughly 48 volts the HEUI injector solenoids need. The module is mounted on the driver's side valve cover where it lives in constant heat and vibration, and its power-supply section degrades - almost always accelerated by weak or mismatched batteries, which the module hates. As FICM output sags the injector solenoids fire late and unevenly. Healthy output measured at the module is 47-49 volts; anything in the 36-45 volt range is a failing module, and below about 45 volts the truck typically will not start cold. Owners describe long cranking overnight, a shaking lopey idle that cleans up as the engine warms, and white smoke on startup - symptoms that are commonly and expensively misdiagnosed as injectors.
Common Symptoms
Long crank or no-start, worst when cold or after sitting overnight
Rough lopey idle that smooths out as the engine warms
White smoke on startup
Starts then immediately stalls
FICM voltage below 47 volts on a scan tool
How to Fix
Test FICM logic and power-supply voltage with a scan tool or at the module connector before condemning injectors. Replace the batteries first if they are weak or unmatched - a failing battery will kill a new FICM. The repair is either a rebuilt/upgraded FICM power-supply board or a complete replacement module, which must be programmed to the vehicle. No recall exists.
To regenerate the diesel particulate filter, the 2008-2010 6.4L injects fuel late in the cylinder rather than through a downstream dosing injector. That post-injection fuel washes down the cylinder walls and ends up in the crankcase. On trucks used for short trips or lots of idling, where regens start but never complete, the oil level climbs above the full mark - owners routinely report draining an extra gallon at a normal oil change and oil that smells like diesel and feels thin. Diluted oil loses its film strength and takes out main and rod bearings, the turbochargers and the valvetrain, which is why this quiet problem is behind a large share of 6.4 engine failures. It is a design characteristic of this engine's emissions strategy, not a defect of any one truck.
Common Symptoms
Oil level above the full mark without being overfilled
Oil smells like diesel fuel
Thin, low-viscosity oil on the dipstick
Frequent or incomplete regeneration cycles
Poor fuel economy
Bearing or turbo failure at moderate mileage
How to Fix
No recall applies. Shorten oil change intervals substantially (many owners run 5,000 miles or less, and shorter with heavy idle time), check the dipstick for level rise and diesel smell at every fill, and let active regenerations finish rather than shutting the truck off mid-regen. Trucks used only for short trips should be driven at highway speed periodically. Oil analysis is the reliable way to track dilution percentage.
Each 6.0L HEUI injector contains two spool valves actuated by high-pressure engine oil. Oil varnish, coking and wear cause the spool to stick - 'stiction' - so the injector cannot respond to the FICM's command quickly enough. The signature is unmistakable to owners: a hard cold start followed by a shaking, misfiring, smoky idle for the first few minutes that disappears once the oil warms and thins. Cylinder contribution and injector on-time data will show one or more cylinders far out of range. Extended oil change intervals and the wrong oil grade accelerate it, and the 6.0's oil is doing double duty as hydraulic fluid, which is why oil quality matters far more here than on a conventional diesel.
Common Symptoms
Hard cold start
Rough misfiring idle when cold that clears once warm
Excessive white or gray smoke on startup
Random cylinder misfire codes
Loss of power and poor fuel economy
How to Fix
Confirm with a scan tool (cylinder contribution / injector buzz test) and check FICM voltage first, since a weak FICM mimics stiction exactly. Mild cases sometimes improve with a stiction-eliminator additive and a fresh oil change on the correct grade, but this is a band-aid. The real fix is remanufactured injectors, and they should be replaced as a full set of eight because the labor - valve covers and high-pressure oil rails off - is the bulk of the cost. Shorten oil change intervals afterward.
The speed control deactivation switch threads into the brake master cylinder and is electrically live at all times, even with the key out and the truck parked. Brake fluid migrates past the internal diaphragm into the electrical side of the switch, where it corrodes and short circuits the contacts. The switch overheats, smokes and can ignite an underhood fire on a parked, unattended vehicle. Ford recalled these switches across a very large family of vehicles built from the 1990s into the mid-2000s; for the Super Duty, NHTSA campaign 07V-078 (announced March 2007, about 155,584 vehicles) covers 2003 F-250/F-350/F-450/F-550 Super Duty trucks, and the earlier campaigns in the family cover the older F-250 body. Coverage was assigned by VIN, not by model year alone.
Common Symptoms
Smoke from under the hood with the vehicle parked and off
Burning or electrical smell near the master cylinder
Melted or discolored speed control switch connector
Cruise control stops working
Underhood fire
How to Fix
Free recall remedy at any Ford dealer - the repair installs a fused wiring harness in the speed control circuit or removes/replaces the switch, depending on the campaign. Recall repairs do not expire, so an untouched truck can still be brought in. Run the VIN through the NHTSA recall lookup or Ford's recall page rather than assuming from the model year; owners of trucks in this family are widely advised not to park them in an attached garage until the recall is verified as performed.
The 5R110W TorqShift automatic behind the 6.0L and 6.4L Super Duty trucks is a strong unit, but its stamped-steel torque converter with a single-disc lockup clutch is the weak link. Heat from towing, added horsepower, or fluid that was never changed cooks the lockup clutch lining. When the converter fails it does not fail cleanly - it sends clutch material and steel debris through the entire transmission, contaminating the valve body, the shift solenoids and the cooler circuit, so a converter failure typically takes the transmission with it. Owners first notice a shudder or vibration at lockup speeds, then harsh or erratic 3-4 and 4-5 shifts, then slipping. Solenoid faults and hard shifts on these trucks are frequently the downstream symptom of debris rather than an independent problem.
Common Symptoms
Shudder or vibration at torque converter lockup
Harsh or erratic 3rd and 5th gear shifts
Transmission slipping under load
Overheating transmission while towing
Metallic debris or friction material in the pan
How to Fix
Address a lockup shudder early: drop the pan, check the fluid for friction material, and change fluid and filters on the correct Mercon SP/LV specification. Once the converter has failed, a proper repair is a rebuild with an upgraded multi-disc billet converter plus a full flush or replacement of the transmission cooler and lines - replacing the converter alone recirculates the debris and kills the new unit. New solenoid packs on a contaminated transmission will not fix it. No recall applies.
The 6.7L Powerstroke diesel engine exhaust manifold studs are prone to breaking due to thermal cycling. The extreme heat cycles of the diesel exhaust cause the studs to fatigue and snap, creating an exhaust leak at the manifold-to-head junction. This produces a ticking noise on cold starts that may diminish when warm, exhaust smell in the cabin, and can trigger check engine lights for exhaust leaks. The driver side manifold is more commonly affected.
Common Symptoms
Ticking noise on cold start from engine
Exhaust smell in cab, especially with windows open
Check engine light with exhaust leak codes
Visible soot at manifold-to-head junction
Noise diminishes as engine warms up
How to Fix
Replace the broken exhaust manifold studs. Stud extraction can be challenging if broken flush — a skilled diesel shop can often drill and extract without removing the head ($500-1,200). If multiple studs are broken, manifold removal and replacement with upgraded ARP studs is recommended ($800-2,000). Upgraded ARP stainless steel studs ($50-80 for a set) are significantly stronger than the factory studs and resist thermal fatigue.
The 1999-2003 7.3L routes exhaust from each head to the turbo through two up-pipes sealed with crush-type 'donut' gaskets, one of which is buried under the engine in an awkward position. Constant heat cycling and expansion blow those gaskets out, so exhaust escapes before it reaches the turbine. The truck loses boost and power, exhaust gas temperatures climb, fuel economy falls off, and a distinct hissing or ticking appears under the cab that rises with load. The turbo pedestal O-rings and the exhaust back pressure valve in the pedestal leak in the same area and cause overlapping symptoms, so the two are usually addressed together.
Common Symptoms
Hissing or ticking exhaust noise under load that changes with throttle
Slow spool-up and reduced boost
Higher than normal exhaust gas temperatures
Loss of power and worse fuel economy
Soot staining around the up-pipe joints
How to Fix
The permanent fix is a set of bellowed up-pipes that use steel crush gaskets and absorb thermal expansion instead of relying on the factory donuts. While the turbo is off, replace the pedestal O-rings (they should never be reused) and inspect or delete the EBPV, which sticks and adds its own drivability complaints. No recall exists. Doing donut gaskets alone often results in a repeat failure on the same side.
The factory steering damper on the F-250 Super Duty wears out and fails, leading to increased steering shimmy, vibration at highway speeds, and reduced ability to dampen road imperfections. The single factory damper is often inadequate for the weight and solid front axle of the Super Duty. A worn damper does not cause death wobble directly but removes the last line of defense against oscillation. Most factory dampers are worn out by 50,000-80,000 miles.
Common Symptoms
Shimmy or vibration at highway speeds
Steering feels loose over bumps
Front end wanders on rough roads
Visible oil leaking from damper
Increased effort to keep truck centered in lane
How to Fix
Replace the steering damper with a heavy-duty aftermarket unit. Fox 2.0 ($150-250), Bilstein 5100 ($100-150), or Rancho RS9000XL ($100-150) are popular upgrades. Some owners install dual steering damper kits ($200-400) for additional stability. Installation is a simple bolt-on job taking 30-60 minutes. Replace the damper every 50,000-60,000 miles as preventive maintenance.
Reliability varies across model years of the Ford F-250 Super Duty. Based on documented issues, problems are most commonly reported in earlier model years. Au7o recommends checking the specific known issues for your target year before purchasing, and having a pre-purchase inspection performed by a qualified mechanic. Our known issues database covers the 1999-2025 Ford F-250 Super Duty with 20 documented issues documented across 8,120+ owner reports.
What is the 2011-2019 Ford F-250 Super Duty 6.7L Power Stroke EGR Cooler Clogging and Failure?
The EGR (Exhaust Gas Recirculation) cooler on 2011-2019 6.7L Power Stroke diesel engines is prone to clogging with soot and eventually failing, particularly on trucks used for highway driving, light loads, or trucks that idle extensively. The EGR cooler recirculates cooled exhaus… Repairs typically run $800-$3,500. Severity: high.
What is the 2011-2016 Ford F-250 Super Duty 6.7L Power Stroke CP4 High-Pressure Fuel Pump Failure - Catastrophic Fuel System Contamination?
The 2011-2016 6.7L Power Stroke uses a Bosch CP4.2 high-pressure fuel injection pump that is fundamentally incompatible with North American diesel fuel specifications. US diesel fuel has lower lubricity than European fuel, and the CP4 pump relies on fuel for internal lubrication. Repairs typically run $8,000-$15,000. Severity: high.
What is the 2011-2014 Ford F-250 Super Duty 6.7L Power Stroke Early-Generation Turbocharger Failure (2011-2014)?
The 2011-2014 6.7L Power Stroke uses a Honeywell DualBoost variable geometry turbocharger with ceramic bearings that proved unreliable in real-world use. The ceramic bearings fail prematurely, especially under hard towing use or when oil change intervals are stretched. The variab… Repairs typically run $2,500-$5,500. Severity: high.
What is the 2003-2007 Ford F-250 Super Duty 6.0L Powerstroke EGR Cooler Rupture and Coolant Leak?
The 6.0L Powerstroke diesel in 2003-2007 F-250s is infamous for EGR cooler failure. The cooler develops internal cracks that allow exhaust gas to enter the cooling system and coolant to enter the exhaust. This produces white smoke from the exhaust, coolant loss, and can cause hyd… Repairs typically run $1,500-$5,000. Severity: high.
What is the 2003-2007 Ford F-250 Super Duty 6.0L Power Stroke Engine Oil Cooler Plugging - The Root Cause Behind EGR and Head Gasket Failure?
The 6.0L's engine oil cooler is a coolant-to-oil plate cooler with extremely narrow coolant passages, and it sits first in the coolant path ahead of the EGR cooler. Casting sand, silicate dropout from the factory gold coolant, and general debris pack those passages solid. Once re… Repairs typically run $900-$2,500. Severity: high.
What is the 2008-2010 Ford F-250 Super Duty 6.4L Power Stroke Fuel-in-Oil Dilution from DPF Regeneration - Rising Oil Level?
To regenerate the diesel particulate filter, the 2008-2010 6.4L injects fuel late in the cylinder rather than through a downstream dosing injector. That post-injection fuel washes down the cylinder walls and ends up in the crankcase. On trucks used for short trips or lots of idli… Repairs typically run $150-$900. Severity: high.
What is the 2003-2007 Ford F-250 Super Duty 6.0L Power Stroke HEUI Injector Stiction - Spool Valve Sticking on Cold Start?
Each 6.0L HEUI injector contains two spool valves actuated by high-pressure engine oil. Oil varnish, coking and wear cause the spool to stick - 'stiction' - so the injector cannot respond to the FICM's command quickly enough. The signature is unmistakable to owners: a hard cold s… Repairs typically run $2,000-$5,000. Severity: high.
What is the 1999-2003 Ford F-250 Super Duty 7.3L Power Stroke Camshaft Position Sensor Failure - Sudden Stall and No Restart?
On the 1999-2003 7.3L Power Stroke the camshaft position sensor is the PCM's only engine-position input. When it fails the PCM no longer knows when to fire the injectors and the engine simply shuts off - often at speed, with no warning and no check engine light. It may restart af… Repairs typically run $80-$300. Severity: high.
What is the 1999-2003 Ford F-250 Super Duty Speed Control Deactivation Switch Underhood Fire - Recall 07V-078?
The speed control deactivation switch threads into the brake master cylinder and is electrically live at all times, even with the key out and the truck parked. Brake fluid migrates past the internal diaphragm into the electrical side of the switch, where it corrodes and short cir… Repairs typically run $0-$0. Severity: high.
What is the 2003-2010 Ford F-250 Super Duty 5R110W TorqShift Torque Converter Failure and Debris Contamination?
The 5R110W TorqShift automatic behind the 6.0L and 6.4L Super Duty trucks is a strong unit, but its stamped-steel torque converter with a single-disc lockup clutch is the weak link. Heat from towing, added horsepower, or fluid that was never changed cooks the lockup clutch lining… Repairs typically run $2,500-$6,000. Severity: high.
What is the 1999-2003 Ford F-250 Super Duty 6.8L V10 and 5.4L Triton 2-Valve Spark Plug Ejection from Aluminum Cylinder Head?
The early 2-valve Triton aluminum heads used in the gas Super Duty carry only about four threads in the spark plug bore. Combustion pressure and heat cycling gradually pull those few aluminum threads until the plug backs out and is ejected from the head, often taking the coil-on-… Repairs typically run $300-$1,500. Severity: high.
What is the 2003-2007 Ford F-250 Super Duty 6.0L Power Stroke Blown Head Gasket from Stretched Torque-to-Yield Head Bolts?
The 2003-2007 6.0L Power Stroke uses only four torque-to-yield head bolts per cylinder to clamp the cylinder heads to the block. Under high cylinder pressure - towing, hot ambient temperatures, a stuck VGT turbo, or any power tuning - the TTY bolts stretch, clamping load falls of… Repairs typically run $3,500-$8,000. Severity: high.
What is the 2005-2007 Ford F-250 Super Duty 6.0L Power Stroke STC Fitting Failure on the High-Pressure Oil Pump - Hot No-Start?
For the 2005 model year Ford revised the 6.0L's high-pressure oil pump and introduced a two-piece 'snap-to-connect' (STC) fitting on the HPOP branch tube. The two-piece fitting flexes with engine movement, wearing the internal seal and the locking ring until high-pressure oil lea… Repairs typically run $600-$1,600. Severity: high.
What is the 2015-2022 Ford F-250 Super Duty 6.7L Power Stroke DEF/SCR System Failure - P207F and P20EE Codes?
The Selective Catalytic Reduction (SCR) system on 2015-2022 6.7L Power Stroke trucks - which uses Diesel Exhaust Fluid (DEF) to reduce NOx emissions - is prone to failure, most commonly triggering DTC codes P207F (Reductant Quality Performance) and P20EE (SCR NOx Catalyst Efficie… Repairs typically run $3,000-$4,500. Severity: medium.
What is the 2003-2007 Ford F-250 Super Duty 6.0L Power Stroke FICM Failure - Low 48-Volt Output Causing Hard Start and Misfire?
The Fuel Injection Control Module on the 2003-2007 6.0L steps 12 volts up to the roughly 48 volts the HEUI injector solenoids need. The module is mounted on the driver's side valve cover where it lives in constant heat and vibration, and its power-supply section degrades - almost… Repairs typically run $400-$1,200. Severity: medium.
What is the 2011-2022 Ford F-250 Super Duty 6.7L Powerstroke Exhaust Manifold Stud Failure?
The 6.7L Powerstroke diesel engine exhaust manifold studs are prone to breaking due to thermal cycling. The extreme heat cycles of the diesel exhaust cause the studs to fatigue and snap, creating an exhaust leak at the manifold-to-head junction. This produces a ticking noise on c… Repairs typically run $500-$2,000. Severity: medium.
What is the 1999-2003 Ford F-250 Super Duty 7.3L Power Stroke Up-Pipe Donut Gasket Blowout and Exhaust Leak at the Turbo Pedestal?
The 1999-2003 7.3L routes exhaust from each head to the turbo through two up-pipes sealed with crush-type 'donut' gaskets, one of which is buried under the engine in an awkward position. Constant heat cycling and expansion blow those gaskets out, so exhaust escapes before it reac… Repairs typically run $500-$1,500. Severity: medium.
What is the 2005-2008 Ford F-250 Super Duty 3-Valve Triton Two-Piece Spark Plug Seizing and Breaking Off in the Head?
When Ford moved the gas Super Duty engines to 3-valve heads for 2005, it fitted a long two-piece spark plug whose lower ground-shield section sits deep in the bore. Carbon packs the annulus around that shield, welding the plug into the head. On removal the plug shears at the join… Repairs typically run $400-$1,800. Severity: medium.
What is the 2008-2010 Ford F-250 Super Duty 6.4L Power Stroke Radiator End-Tank Crimp Separation and Coolant Leak?
The factory radiator on the 2008-2010 6.4L Power Stroke uses plastic end tanks crimped to an aluminum core. The crimps work loose and the tank-to-core seal separates, so the radiator begins seeping and then dumping coolant - typically down the driver's side. It is one of the most… Repairs typically run $800-$2,000. Severity: medium.
What is the 1999-2025 Ford F-250 Super Duty Steering Damper Failure and Shimmy?
The factory steering damper on the F-250 Super Duty wears out and fails, leading to increased steering shimmy, vibration at highway speeds, and reduced ability to dampen road imperfections. The single factory damper is often inadequate for the weight and solid front axle of the S… Repairs typically run $100-$400. Severity: low.
