Used Ford F-250 Super Duty 4th Gen (2017-2022): Buyer's Guide

In December 2024, Ford quietly recalled 295,449 Super Duty trucks over a high-pressure fuel pump that, when it fails, sends metal shavings through the entire diesel fuel system. The repair bill: $10,000 or more. The recall covers every 2020-2022 F-250 and F-350 with a 6.7L Power Stroke. The fix is a software update, not a pump replacement. Some owners are skeptical that resolves the underlying problem.

That's the one thing you need to know before buying a 2020-2022 diesel Super Duty. But the 4th gen F-250 (2017-2022) is also a story of three completely different trucks sharing a body: a simple and reliable gas V8, a high-output diesel with multiple documented failure modes, and a newer Godzilla gas engine that splits the difference. Which you want depends entirely on what you're going to do with it. This guide tells you what each one actually costs to own.

This Generation at a Glance

The 4th generation Ford Super Duty (platform code: P558) ran from 2017 through 2022. It replaced the 3rd gen F-Series Super Duty and brought a high-strength steel frame, aluminum body panels, and the most aggressive towing and payload ratings the segment had seen.

Ford split the generation in half with a significant mid-cycle refresh for 2020. The first half (2017-2019) used the 6.2L Saber V8 or 6.7L Power Stroke diesel, both paired with a 6-speed TorqShift automatic. The 2020 refresh dropped the 6.2L, added the 7.3L Godzilla V8, updated the 6.7L to its 4th iteration, and swapped the 6-speed for a 10-speed TorqShift across the board. The 2020 trucks also got revised front styling, electric steering assist, Ford's Trailer Backup Assist, and the optional Tremor off-road package.

A smaller update came for 2022: wireless Apple CarPlay and Android Auto arrived via SYNC 4. The 5th gen Super Duty replaced this generation starting with the 2023 model year.

There are approximately 5,745 listings of the 2017-2022 F-250 on the used market today, with more F-350 inventory stacked on top. That's deep, well-priced inventory across all trim levels.

See year-specific market data at /market/ford/f-250/2017, 2018, 2019, 2020, 2021, and 2022.

Powertrain and Trim Breakdown

6.2L Saber V8 (2017-2019)

The 6.2L is the forgotten engine in this generation and possibly the best choice for buyers who don't need maximum towing. It's a push-rod V8, naturally aspirated, no turbo, no high-pressure fuel pump, no DPF, no DEF tank, no urea. No emissions system complications at all. Ford Truck Enthusiasts forum members who own it consistently describe it as "bulletproof with basic maintenance." Dealers confirm they almost never see 6.2L Super Duties come in for engine-related failures.

Known weaknesses are limited. Cam phaser noise has been reported at very high mileage when oil changes are skipped. Some owners flag exhaust manifold stud breakage past 150,000 miles, though this is more common on the diesel and not a defining characteristic of the 6.2L.

Towing is the limitation. You're capped at roughly 14,000 lbs on a conventional hitch. If you're towing a 5th wheel camper or a three-car hauler, this isn't your engine. If you're towing a horse trailer, a boat, or a work trailer occasionally, it handles those loads with zero drama.

Real-world fuel economy runs 11-12 mpg in town and 14-16 mpg on the highway. Towing anything substantial drops you to 7-9 mpg. These aren't impressive numbers, but they're predictable, and you don't pay diesel prices at the pump or spend $150-$250 every oil change.

The 6.2L only comes in 2017-2019 trucks, all paired with the 6-speed TorqShift. The 6-speed is not as refined as the later 10-speed, but owners consider it competent and durable at this power level.

If you want a low-maintenance, long-lasting work truck that will take abuse without complaint, the 2019 6.2L is the most attractive version. Last year of the engine, most mature production run.

6.7L Power Stroke Diesel (2017-2022)

The Power Stroke is why most people buy an F-250. It offers the kind of torque and towing capacity that makes a Ram or a GM product look soft by comparison. Owners who put it to heavy use report that well-maintained examples routinely cross 300,000 miles. That long-term potential is real. So is the list of failure modes you need to understand before buying one.

EGR Cooler. The 6.7L runs a single EGR cooler on top of the passenger-side valve cover. Soot accumulates over time, restricts flow, and eventually causes the cooler to clog or fail. Symptoms are coolant loss without a visible external leak and a P0401 code (EGR insufficient flow). This is not a catastrophic failure, but it's not cheap either. Dealer quotes run $1,400-$2,500. Independent shops and a DIY-competent owner can get it done for $750-$1,000 in parts. Forum consensus on PowerStroke.org puts it as a 100,000-150,000 mile item on trucks that do a lot of city or short-trip driving. Highway miles are much gentler on the EGR system.

Exhaust Manifold Studs. Ford's factory exhaust manifold studs expand and contract through thousands of heat cycles. They break. On the 6.7L, cylinders 4 and 8 are the most common failure points. You'll hear a ticking or exhaust leak before a cold start seals it up as the metal expands. Ford issued updated hardware (W715713-S431 and W717172-S900 depending on cylinder). Repair cost at a shop is $500-$1,500 depending on how many studs are broken and whether the manifold needs replacement. This is more a "used diesel ownership" reality than a design defect, but check for it on any high-mileage truck you consider.

CP4 High-Pressure Fuel Pump. This is the recall you need to know about. Ford issued Recall 24S78 in December 2024 covering all 2020-2022 F-250s and F-350s with the 6.7L diesel. The Bosch CP4 RP7 HPFP can develop internal wear that leads to no-starts, loss of power, and extended cranking. Ford's stated cause was aged biodiesel deposits from COVID-era storage. Forum members on PowerStroke.org aren't buying that explanation, and at least one thread documents a case where a 2020 built well after COVID shutdowns experienced the same failure mode.

The recall remedy is a PCM software reflash that adjusts the fuel cooling strategy. No pump replacement. If the pump physically fails before the reflash is done, metal shavings contaminate the entire fuel system. Injectors, fuel rails, fuel lines. A full fuel system replacement costs $10,000 or more. Before buying any 2020-2022 Power Stroke diesel, confirm the 24S78 recall has been completed using the VIN through the recall lookup tool. Then ask for documentation of regular fuel filter changes (every 15,000-22,500 miles per Ford's schedule). Skipped filter intervals are a red flag on any diesel.

Turbocharger. The 2017-2019 trucks use a Garrett GT37 turbo, which replaced the problematic GT32 SST from the 3rd gen. The GT37 is meaningfully more reliable, but turbo failures do occur. One 2017 owner on Ford Truck Enthusiasts reported replacing the turbo twice by 50,000 miles. That's an outlier, but it's documented. A GT37 replacement runs $2,000-$4,000 at a shop. The 2020-2022 trucks got an updated turbo spec as part of the Power Stroke 4th gen update. Listen for boost leaks (hissing under load) and turbo whine on any diesel you're test driving.

The 6.7L diesel is a serious truck engine with serious maintenance requirements. For occasional towing under 15,000 lbs with a budget for potential repair surprises, the 7.3L gas is a better ownership proposition. For consistent heavy towing, maximum payload, or high-annual-mileage commercial use where diesel efficiency matters, the 6.7L makes sense with eyes open.

7.3L Godzilla V8 (2020-2022)

Ford's 7.3L Godzilla is the most underappreciated engine in this generation. It's a naturally aspirated push-rod V8, 430 horsepower, 475 lb-ft of torque, 10-speed automatic. No turbo, no high-pressure fuel pump, no DEF tank, no DPF. Like the 6.2L but substantially more powerful and paired with a more refined transmission. It replaced the 6.2L for 2020 and is only available on the later half of this generation.

Towing is stronger than the 6.2L at up to 15,000 lbs. For most F-250 buyers who aren't commercial operators, this handles the load. Real-world fuel economy runs 12-14 mpg mixed and 15-18 mpg highway. Towing drops it to 9-11 mpg.

Known issues exist. Lifter failures have been documented and are the biggest concern. One fleet operator running 15 Godzilla-equipped trucks replaced 5 engines within four months, all lifter-related failures. Individual owner reports on iRV2 and Ford Tremor Forum document failures at 91,000 miles and beyond. Ford issued a TSB and fix for this. Before buying a 2020-2022 Godzilla truck, ask if there's been any lifter noise, rough idle, or misfire history. Verify the spark plug wire TSB has been completed (early Godzilla engines had defective ignition wires; Ford updated them twice).

The 7.3L is still a relatively new engine compared to the 6.7L's decade-plus of production refinement. But its mechanical simplicity means when it goes right, ownership costs stay low. No $10,000 fuel system failure scenario. No $2,500 EGR cooler. No emissions system to clog.

For most used buyers, the 2020-2022 7.3L is the sweet spot: more power than the old 6.2L, cleaner emissions system than any diesel, better transmission than the 6-speed era, and none of the CP4 drama.

Trim-Specific Notes

The F-250 runs six trims: XL, XLT, Lariat, King Ranch, Platinum, and Limited.

XL is the fleet/work truck. Vinyl flooring, black bumpers, basic infotainment, bench seat. Available in regular cab (the only trim where you can get a two-door). Many commercial trucks come through auction as XL, which means potential fleet abuse. Ask for service records.

XLT adds chrome bumpers, cloth seating, SYNC 4, blind spot monitoring, and most of the safety tech you want. The XLT is a capable truck that doesn't pretend to be a luxury vehicle. For buyers who care more about capability than comfort, this is the value tier. Easy to find used.

Lariat is where most retail buyers land and where used-market value is best. Leather seating, 12-inch SYNC 4 touchscreen (2022), 10-way power driver seat, dual-zone climate control, power-folding mirrors. Edmunds recommends it for most buyers, and they're right. The Lariat gives you 90% of the luxury features without the premium price of King Ranch or Platinum.

King Ranch adds western-themed premium leather, heated and ventilated front seats, and a specific styling package. Content is similar to Platinum in practice. Trades at a slight premium for the brand cachet.

Platinum maxes out the interior appointments. More common on crew cab, long-range towing builds.

Limited is rare, genuinely loaded (dual-pane moonroof, adaptive LED headlights, 332-amp alternator), and priced accordingly. Not common on the used market.

FX4 and Tremor packages are separate from trim levels. FX4 is a light off-road package (underbody protection, locking rear differential) available on multiple trims. The Tremor package, introduced with the 2020 refresh, is a serious off-road spec with a front suspension lift, progressive-rate coil springs, Bilstein shocks, and 35-inch tires. If a Tremor is available in your budget, the off-road geometry also benefits on-road capability.

The Limited trim 6.7L diesel trucks in King Ranch and Platinum spec command the highest used prices. If you're primarily towing and don't need the interior luxury, you'll get more truck per dollar in XL or XLT.

Which Model Years to Target Within This Gen

2017-2018: These trucks are the cheapest to buy and the highest-risk. Average mileage is north of 120,000. The 6-speed TorqShift is the less refined unit. More importantly, the "death wobble" front-end oscillation was most prevalent in the 2017-2019 era. This is a violent front-end shaking that occurs at highway speeds after hitting rough pavement. Ford never issued a recall but offered extended warranty coverage in 2020 and published TSBs (18-2268 and 19-2274) directing dealers to replace the steering damper and check ball joints, track bar, and control arms. If you buy a 2017 or 2018, have a shop inspect the front suspension specifically. Expect to spend $500-$1,500 getting it right if it hasn't been addressed.

2019: The last year of the 6.2L Saber makes 2019 the best pre-refresh year for gas buyers who want maximum simplicity. The 6.7L diesel trucks from 2019 are the same engine as 2017-2018 but with a more sorted production run. The 2019 did carry two NHTSA recalls for axle assembly issues on certain configurations; verify those are closed.

2020: The 2020 refresh brought real improvements, but it was a first-year execution. The 7.3L Godzilla had spark plug wire issues addressed by a TSB (verified updated wires are critical). The CP4 HPFP recall (24S78) applies to 2020 diesel trucks. Approach 2020 trucks with slight caution and verify all recall work is complete.

2021: Five separate recall campaigns hit 2021 trucks: driveshaft separation, windshield bonding failures, wheel hub extenders, a potential steering lockup condition, and others. None of these are inherently disqualifying, but all need to be confirmed closed on a VIN check before you write a check.

2022: The most mature version of the 4th gen. Highest supply. Best value for the current feature set (wireless CarPlay). Lowest average mileage at 72,000. This is the year to target.

Pre-Purchase Inspection Checklist

Organize your inspection around the powertrain in the truck you're looking at.

All Trucks

• Run the VIN through a recall check. Every open recall is a discount negotiation lever or a reason to walk.
• Cold start from fully cold. Diesel should fire in 1-2 seconds. A 3+ second crank on a cold diesel is a HPFP warning sign on 2020-2022 trucks.
• Check for any stored DTCs with a scan tool. DTC P0401 (EGR flow insufficient) on the diesel means EGR system attention. P0019/P0016 on the 7.3L Godzilla means cam timing issues.
• Check for upfitter wiring modifications (work trucks often have custom electrical). Verify no cut wires under the dash or bed.

6.7L Power Stroke Diesel (All Years)

• Ask for documentation of fuel filter changes. Ford specifies every 15,000-22,500 miles. A truck with 100,000 miles and no fuel filter records is a liability.
• Listen for exhaust ticking that's loudest cold and doesn't fully disappear at operating temperature. That's a broken exhaust manifold stud. Note which cylinders sound affected.
• Ask specifically about 24S78 recall completion (2020-2022 trucks). No documentation = no deal.
• Check the DEF tank level indicator and EGR system codes. A cleared CEL is common concealment tactic on high-mileage diesel trucks.
• Inspect the turbo inlet and outlet hoses for cracks or repair tape. Look for oil residue around the turbo housing.
• Highway test drive. Accelerate hard between 50-70 mph. Listen for loss of boost or hesitation under load.

6.2L Saber V8 (2017-2019)

• Listen for cam phaser ticking at idle, especially when cold. A soft tick that fades fully at operating temperature is acceptable. A tick that persists at all temps means cam phaser attention.
• Check for exhaust tick or smell at the manifold area. Inspect visually around the cylinder head flanges for soot marks indicating stud breakage.
• Test the 6-speed TorqShift for smooth shifts. Harsh 2-3 shifts that don't resolve after warmup indicate transmission attention.

7.3L Godzilla V8 (2020-2022)

• Ask if spark plug wires have been updated under TSB. Early Godzilla engines had factory wires that degraded quickly.
• Listen at idle for any misfire or rough-running cylinder. A miss that clears at higher RPM is often an ignition coil or spark plug issue (normal wear), not a structural problem.
• Ask specifically about any history of lifter noise, rough idle, or a check engine light with cylinder-related codes.
• Check for any evidence of oil consumption: blue smoke under deceleration on a warm engine, oily PCV area.

2017-2019 All Powertrains: Front Suspension Check

• Test drive on rough pavement above 50 mph. If the front end shakes or wobbles, even mildly, it means death wobble hasn't been fully addressed.
• Have a shop lift the truck and inspect the front steering damper, ball joints, track bar bushings, and tie rod ends. A worn damper looks externally fine but leaks internally.

Running Costs

The cost spread between these powertrains is wide.

The diesel's better fuel economy offsets some of its higher maintenance cost, but only at higher annual mileage. Owners who drive 15,000+ miles per year and do consistent highway towing will see the diesel make financial sense. Owners who drive 8,000-12,000 miles per year with occasional towing will spend more maintaining the diesel than they save on fuel.

EPA does not rate F-250 trucks in traditional mpg figures. All figures above are sourced from Fuelly.com owner reports and PowerStroke.org forum data.

FAQ

Is the 4th gen Ford F-250 6.7L Power Stroke reliable? The 6.7L Power Stroke is capable of 300,000 miles with diligent maintenance. The documented failure points are EGR coolers ($750-$2,500), exhaust manifold studs ($500-$1,500), and the CP4 HPFP on 2020-2022 trucks covered by Recall 24S78. A well-maintained truck with clean fuel filter records and completed recalls is a solid choice for heavy towing.

What year F-250 Super Duty should I avoid? The 2021 model year had five separate NHTSA recall campaigns, covering issues from driveshaft separation to steering lockup. It's not necessarily a bad truck, but confirm every recall is closed before buying. The 2017 and 2018 trucks are the highest-mileage options and most likely to still have unresolved death wobble suspension issues.

Is the 7.3L Godzilla better than the 6.7L diesel for a used F-250? Depends on your use. The 7.3L gas has no emissions system to fail, no CP4 recall exposure, and lower maintenance costs. Towing is capped around 15,000 lbs. The 6.7L diesel tows up to 20,000 lbs and gets better fuel economy over long highway hauls. If you tow near the limit regularly, the diesel is the right choice. For everything else, the Godzilla is simpler, cheaper to own, and easier to find a good used example of.

How many miles does a 4th gen F-250 last? The 6.7L Power Stroke is documented past 300,000 miles with proper maintenance. The 6.2L Saber is similarly capable. The 7.3L Godzilla doesn't yet have a long-mileage track record, but its naturally aspirated push-rod design is inherently low-stress. Expect any 4th gen F-250 with a clean maintenance history to deliver 200,000+ miles without major mechanical intervention.

Does the 2017-2019 F-250 really have a death wobble problem? It's real and it affects a meaningful number of trucks. The official name is "steering oscillation." It's triggered by rough pavement at highway speeds and ranges from an unsettling shake to violent front-end oscillation. Ford addressed it via extended warranty coverage and TSBs, not a recall. The fix involves replacing the steering damper and inspecting ball joints and front suspension. Not every 2017-2019 truck exhibits it, but any truck you consider from those years needs a front suspension inspection before purchase.

Bottom Line

The 2022 7.3L Godzilla Lariat crew cab is the strongest used F-250 buy in this generation. You get 430 horsepower, no emissions system complexity, no CP4 recall exposure, the 10-speed transmission, wireless Apple CarPlay, and the lowest average mileage of any year in the generation. Skip the 2017-2018 unless you're buying specifically for value and know a shop that can sort the suspension. Verify every open recall on any 2021 before signing. Confirm 24S78 is complete on any 2020-2022 diesel.

Run every VIN through a recall check before visiting the seller. CarScout members can track price drops on specific F-250 years and trim levels at usecarscout.com — if you know which truck you want, set up an alert and let the price come to you.

Data sourced from NHTSA recalls database, Fuelly.com owner fuel economy reports, and real owner experiences from Ford Truck Enthusiasts (ford-trucks.com), PowerStroke.org, FordTremor.com, and the Ford Powerstroke Diesel Forum. See the full Ford F-250 market data for current pricing and inventory.