The 2017 Ford F-250 Super Duty logged over 1,000 NHTSA complaints in its first year on the road. The 2022 F-250, same generation, same basic shape, earned a J.D. Power score of 81 out of 100 and sits in the "Great" category. Both trucks wear the same 5th-gen body. The difference is three years of engineering corrections and a mid-cycle refresh that changed the drivetrain underneath. If you're shopping used Super Duty right now, which year you land on matters more than almost any other variable.
This Generation at a Glance
Ford completely redesigned the Super Duty for 2017 — new aluminum alloy body, 1.5-inch-taller frame rails made of 95% high-strength steel, and a cab shared with the F-150. The body sheds up to 350 lbs compared to the 4th gen, and Ford reinvested part of that savings into bigger axles, brakes, and hitch hardware.
The generation splits cleanly at 2020. The 2017-2019 models run a 6-speed TorqShift automatic and have the early front-end styling. The 2020 refresh brought a redesigned front fascia, a new 10-speed automatic for both gas and diesel, the 7.3L "Godzilla" V8, the Tremor off-road package, and FordPass Connect. The 2022 added SYNC 4 with a 12-inch landscape touchscreen on Lariat and above.
| Powertrain | Years Available | HP / TQ | Transmission | MPG (Combined) |
|---|---|---|---|---|
| 6.2L V8 Gas | 2017-2022 | 385 hp / 430 lb-ft | 6-spd (2017-19), 10-spd (2020-22) | 14-16 mpg |
| 6.7L Power Stroke Diesel | 2017-2022 | 450 hp / 935 lb-ft (2020+) | 6-spd (2017-19), 10-spd (2020-22) | 16-20 mpg |
| 7.3L V8 Gas ("Godzilla") | 2020-2022 | 430 hp / 475 lb-ft | 10-spd | 13-15 mpg |
Towing capacity improved significantly in 2020: conventional tow rating jumped from 21,000 lbs to 24,200 lbs, and gooseneck rating rose from 35,000 lbs to 37,000 lbs.
See year pages for current pricing: 2017 | 2018 | 2019 | 2020 | 2021 | 2022
Powertrain & Trim Breakdown
6.7L Power Stroke Diesel (2017-2019)
The 6.7L Power Stroke diesel is the engine most buyers want, and the 2017-2019 version carries two documented failure modes that a used buyer cannot ignore.
CP4.2 High-Pressure Fuel Pump Failure
The Bosch CP4.2 injection pump runs on diesel fuel for lubrication. American ultra-low-sulfur diesel is "drier" than the European diesel the pump was designed for, so metal-to-metal contact occurs inside the pump over time. When the pump fails, it sheds metal shavings into the entire fuel system — injectors, fuel rails, return lines, and the tank itself. Remediation requires replacing all contaminated components. Total repair cost: $8,000 to $12,000, sometimes more. A class action lawsuit was filed against Ford in December 2022 over the CP4 issue in Super Duty trucks; as of 2026, that litigation is ongoing.
The CP4.2 was used in all Ford 6.7L Power Stroke applications from 2011 through at least 2022. Failure rate estimates from owners and mechanics range from 5 to 7% over the life of the pump, typically occurring around the 100,000-mile mark. The risk is higher if the previous owner never used a fuel lubricity additive.
If you're buying a 2017-2019 diesel, two options exist: confirm the owner used a lubricity additive at every fill, or budget $1,500-$2,000 to have a CP4 bypass kit installed before the next 100,000 miles.
EGR Cooler Failure
The 6.7L's EGR cooler routes 1,200°F exhaust gases through a cooler that sits next to 200°F coolant. Repeated thermal cycling fractures the cast aluminum passages over time. When the cooler cracks, coolant enters the intake manifold. First symptom is white smoke — not steam on a cold morning, but persistent white exhaust at operating temperature. Next symptom is constant coolant level drops with no visible external leak.
EGR cooler failure typically appears at 130,000 to 160,000 miles. Replacing the cooler alone runs $600-$1,200 in parts plus $400-$800 labor. Catch it late and coolant in the cylinders escalates to a cracked head or engine damage — repair costs can reach $15,000. The 6.7L Power Stroke community on PowerstrokeNation.com and PowerstrokeHelp.com has documented this failure pattern extensively since 2013.
What owners love about the 2017-2019 6.7L: Raw torque at low RPM for towing, fuel economy that surprises gas-truck owners (16-20 mpg depending on load), and a power delivery that makes 35,000 lb gooseneck loads feel manageable. Owners on TheDieselStop.com consistently describe the Power Stroke as the reason they'll never go back to gas.
6-speed TorqShift issues (2017-2019): Owners on Ford Truck Enthusiasts Forum report rough, jerky shifts and premature failure on diesel-powered 2017-2018 models. The 6-speed is not inherently fragile, but its calibration for the high-torque diesel was a known problem in early production. A TCM flash resolved some cases; others required transmission replacement before 100,000 miles.
6.7L Power Stroke Diesel (2020-2022)
The 2020 refresh gave the 6.7L Power Stroke a 10-speed TorqShift automatic. The shift quality complaints largely disappeared. Max torque rose to 935 lb-ft on 2020+ trucks.
The CP4.2 pump carried over to 2020-2022 trucks. A 2024 NHTSA recall (24V957) covered certain 2020-2022 F-Series Super Duty engines for a fuel pump-related issue — verify this has been addressed on any truck you inspect. The DEF (diesel exhaust fluid) system becomes a more common topic in discussions of 2020-2022 owners because higher mileage examples are now reaching the intervals where DEF-related issues surface.
DEF System Issues (all diesel years)
The SCR (selective catalytic reduction) system requires DEF fluid at a 32.5% urea concentration. When the truck sits unused for extended periods, water evaporates from the DEF tank, urea concentration rises, and white crystalline deposits form in the injector nozzle and supply lines. A single DEF injector replacement costs $500-$1,500. A clogged catalyst runs $2,000-$4,000. Owners on PowerstrokeNation and TheDieselStop consistently flag this as a secondary cost of used diesel ownership that new buyers underestimate.
If the truck is a seasonal tow rig or used less than 5,000 miles per year, the DEF system needs active management.
What owners love about the 2020-2022 6.7L: The 10-speed transforms the driving experience. The diesel-specific transmission tuning on the 2020+ is notably smoother. Long-haul tow owners describe it as the first generation where the Super Duty felt refined at highway speeds under load.
6.2L V8 Gas (2017-2022)
The 6.2L Boss V8 is the quiet achiever of the Super Duty lineup. Owners on Ford Truck Enthusiasts consistently describe it as "bulletproof." It's a naturally aspirated pushrod V8 with no turbo, no DPF, no DEF system, and no diesel particulate filter. There are no CP4 pump failure risks, no EGR cooler thermal stress fractures, and no emissions system to mismanage.
The 6.2L paired with the 6-speed (2017-2019) is mechanically simple and reliable. The 6-speed TorqShift on gas applications has a better reputation than on diesel — the torque load is lower. The 2020 upgrade to the 10-speed further improves shift quality and towing refinement.
The 6.2L is not immune to the generation's front-end death wobble (see below) — that's a suspension issue, not a powertrain issue. And 2017-2022 gas trucks with aluminum driveshafts were subject to a significant recall.
Driveshaft Recall (22V113, gas engine trucks): Ford recalled 247,445 units — 2017-2022 F-250 with gasoline engines and aluminum driveshafts. Underbody heat insulators can loosen, contact the aluminum driveshaft, damage it, and cause fracture. Verify this recall is completed on any gas-engine truck you inspect. A fractured driveshaft at highway speed is catastrophic.
What owners love about the 6.2L: No emissions complexity, no diesel fuel costs, no fluid additives required, and repair costs that are about 40% lower than diesel for most service items. Towing capacity is lower than the diesel (max 22,800 lbs conventional), but for owners who tow under 15,000 lbs regularly, the 6.2L is the sensible choice.
7.3L "Godzilla" V8 Gas (2020-2022)
Ford's 7.3L Godzilla V8 is a purpose-built pushrod V8 introduced for 2020. It produces 430 hp and 475 lb-ft of torque, pairs with the 10-speed, and comes standard in the Tremor off-road package.
The Godzilla is largely reliable but has two documented concerns that 2020-2022 buyers should know.
Lifter Failures: Owners on FordTremor.com and Ford-Trucks.com have reported hydraulic lifter failures. One documented case occurred at 91,500 miles on a 2022 F-250. In May 2024, Ford launched Customer Satisfaction Program 24B27 targeting 2020-2024 trucks with the 7.3L engine — a PCM software update instructs the variable displacement oil pump to maintain higher oil pressure at idle, reducing lifter starvation risk. Verify this CSP has been applied to any 7.3L truck you consider.
Fuel Pump Recall: NHTSA Safety Recall 25V455 covers certain 2021-2023 Super Duty trucks with the 7.3L engine for a low-pressure fuel pump and jet pump issue inside the fuel delivery module. This recall must be completed before you take delivery.
Power Rating Issue: In 2024, Ford sent letters to some 2021-2022 7.3L owners acknowledging the engine produced less horsepower than advertised. Ford offered $100-$300 settlements to affected owners. This doesn't represent a mechanical failure, but it's worth knowing if you're buying on advertised specs.
What owners love about the Godzilla: It's a big-displacement gas V8 in an era where they're disappearing. Owners describe it as the most characterful engine in the Super Duty lineup — linear power delivery, a real V8 sound, and none of the diesel-specific maintenance overhead. For a buyer who tows mid-weight loads (up to 22,800 lbs conventional) and wants simplicity, the Godzilla is the sweet spot of this generation.
Death Wobble — The Cross-Powertrain Issue
Death wobble is not a powertrain failure. It affects gas and diesel, single rear wheel and dual rear wheel, 2017-2019 most severely. The symptom: at highway speeds, after hitting a bump or expansion joint, the front end enters a violent oscillation that transfers to the steering wheel. Some owners describe it as feeling like an accident in progress. It has appeared on trucks with as few as 26,000 miles.
The root cause is typically worn or loose front suspension components — track bar bushings, tie rod ends, ball joints, or steering stabilizer — combined with Ford's factory caster alignment being set too flat. Ford issued Customer Satisfaction Program 20N04, which replaced the steering linkage damper and updated alignment specifications on affected 2017-2019 F-250 trucks. Owners who received the updated damper and proper alignment correction report significant improvement.
Repair cost varies by cause. Replacing just the steering stabilizer runs $200-$400 in parts. Full suspension rebuild with new ball joints, tie rod ends, track bar, and alignment runs $1,500-$4,000 at a shop. Confirming CSP 20N04 is completed is the minimum bar before buying a 2017-2019 truck.
Trim-Specific Notes
XL: This is the work truck. Steel wheels, vinyl floors, 4.2-inch screen. If you need a platform for commercial use and plan to add upfitter accessories, XL is purpose-built for that. No luxury appointments, no distractions, just payload and capability.
XLT: The sweet spot for most private buyers. Adds power windows, remote keyless entry, Ford SYNC 2 (2017-2019), 8-inch touchscreen. At used prices, the XLT gap over XL is usually $3,000-$5,000 for similar year and mileage — worth it if you're driving more than 10,000 miles per year.
Lariat: Heated/cooled seats, 20-inch wheels, upgraded audio. The 2022 Lariat added the 12-inch SYNC 4 screen as standard — the best infotainment in the generation. If you want modern technology at a reasonable premium, a 2022 Lariat is the target.
King Ranch: Comes standard with 4WD (important if you're in a region where that matters). Premium leatherwork, unique grille, heated/ventilated seats. The King Ranch is the rancher's Platinum — all the luxury, a bit more rugged aesthetic.
Platinum: Chrome everywhere, polished wheels, quad-beam LED headlights. More road-going luxury than King Ranch. If you need the truck to impress clients, Platinum is the choice.
Limited: Top of the line. Started at $87,000+ new. Available features include massaging seats and every premium option. On the used market it's not unusual to find 2019-2021 Limiteds at a substantial discount from new. The feature set is genuinely impressive, but at used prices, a Platinum or King Ranch delivers 90% of that experience for significantly less.
Tremor Package (2020-2022 only): Off-road option on XLT, Lariat, King Ranch, and Platinum. Adds 35-inch tires, Fox shocks, skid plates, 10,000-lb GVWR package, and a locking rear differential. Available with both 7.3L and 6.7L Power Stroke. The Tremor is the most capable off-road Super Duty in the generation. Used examples carry a premium, but owners report nearly zero off-road-specific maintenance surprises.
Which Model Years to Target Within This Gen
| Year | Key Changes | Known Issues | Verdict |
|---|---|---|---|
| 2017 | Launch year, aluminum body | Death wobble, 6-spd rough shifts, CP4 pump risk, 17 NHTSA recalls | Avoid unless price is exceptional |
| 2018 | Seat belt pretensioner recall (19V880) added | Same suspension/transmission concerns, CP4 risk | Avoid for diesel; 6.2L gas is acceptable if CSPs done |
| 2019 | Axle shaft recall on 4WD models | CP4 risk continues, death wobble less common after CSP | Caution — best of the 6-spd era for gas |
| 2020 | Major refresh: 10-spd, 7.3L Godzilla, Tremor, 24,200-lb tow | CP4 persists on diesel, Godzilla lifter CSP needed | Good — diesel buyers check 24V957 recall |
| 2021 | Minor feature updates, Limited Black trim | 7.3L fuel pump recall 25V455 applies | Good — best Godzilla value |
| 2022 | SYNC 4, 12-in screen Lariat+, J.D. Power "Great" rating | 7.3L fuel pump recall 25V455 applies | Best overall year of the generation |
The 2022 is the target if budget allows. Most refined year, best technology, lowest complaint volume. For diesel buyers, the 2020-2022 6.7L with the 10-speed is a meaningfully better truck than the 2017-2019 version — smoother shifts, higher tow rating, fewer first-generation teething issues. For gas buyers, the 2021-2022 Godzilla 7.3L hits the ideal combination of simplicity and power.
The best value diesel is the 2020. It got the 10-speed and the tow rating upgrade, and used prices often reflect the 2020-2022 spread less aggressively than the 2021-2022 spread. Budget separately for verifying the 24V957 recall status.
Avoid 2017-2018 diesel unless you're getting a significantly below-market price and you're prepared for potential CP4 remediation costs. The 6-speed, the early suspension issues, and the CP4 pump combine into a risk profile that most used buyers don't want.
Pre-Purchase Inspection Checklist
All Powertrains
- Verify VIN recall status before anything else. NHTSA campaigns 20N04 (steering damper), 22V113 (driveshaft, gas trucks), and any year-specific recalls must be completed. Use the CarScout recall check for VIN-level status.
- Death wobble test (2017-2019): Drive at 60-70 mph and hit a rough patch or expansion joint. Any violent steering oscillation is active death wobble. Confirm CSP 20N04 has been applied by checking the service record or asking the dealer to verify in OASIS.
- Suspension inspection: Get underneath. Check track bar bushing for slop. Push-pull the tie rod ends. Grab the wheel at 9 and 3 and shake — play means worn components. Any slop on 2017-2019 trucks is a negotiating point.
- Cold start: Start the truck cold. Listen for 60 seconds. A diesel should fire cleanly with minimal smoke after 10 seconds. White smoke after warm-up is EGR cooler failure. A tick that doesn't fade after operating temperature on a gas truck is a potential lifter issue (Godzilla 7.3L).
Diesel-Specific (6.7L Power Stroke)
- Check the CP4 pump history: Ask if any lubricity additive (Power Service Diesel Kleen, Stanadyne) was added at every fill. Ask if the owner knows about the CP4 issue. A seller who's never heard of it never added additive.
- Fuel system: pull the primary fuel filter housing. Metal shavings in the filter bowl is the CP4 telling you it's already failing. Walk away.
- Check coolant color: Remove the coolant reservoir cap when cold. Oil or foam means coolant-oil mixing. White residue in the reservoir means combustion gases are entering the cooling system. Both indicate engine damage.
- DEF system check: Connect an OBD-II scanner that reads SCR codes before purchase. An active DEF system fault (P20EE, P2BAD, P2BB2) means a repair is incoming. Ask when DEF fluid was last replaced and if the truck was stored for long periods.
- Secondary fuel filter housing (2015-2021): NHTSA investigated a fire risk from fracturing secondary fuel filter housings on 2015-2021 trucks. Inspect the housing for cracks or staining under the hood.
- Check for driveshaft recall completion on 2020-2022 diesel: The 24V957 recall must be closed on the VIN.
6.7L Diesel Trucks: Quick Pass/Fail at the Tailpipe
- Cold start: slight white vapor acceptable, clears in 30 seconds. Persistent white = coolant in combustion.
- Acceleration: light black snap at hard throttle is normal. Black smoke at idle or moderate throttle means over-fueling or turbo issue.
- Parked at idle for 5 minutes: no smoke from the exhaust. Any smoke at idle on a warm diesel is a problem.
Gas Trucks (6.2L and 7.3L)
- 7.3L Godzilla: Verify CSP 24B27 (PCM update for oil pressure) and Recall 25V455 (fuel pump) are completed on 2021-2022 trucks.
- 6.2L driveshaft recall: Any 2017-2022 gas-engine truck needs Recall 22V113 confirmed complete. A fractured driveshaft is catastrophic.
- Transmission fluid: Check condition on any 6-speed (2017-2019). Dark, burnt-smelling fluid on an early truck suggests hard commercial use. The 10-speed (2020-2022) is more robust.
Running Costs
| Powertrain | Combined MPG | Oil Change Interval / Cost | Key Ongoing Costs |
|---|---|---|---|
| 6.7L Power Stroke | 16-20 mpg | Up to 15,000 mi / $247-$287 | Fuel filters (2x, ~$150/set), DEF fluid, DPF at high mileage, potential EGR cooler ($1,200-$2,000+) |
| 6.2L V8 Gas | 14-16 mpg | 7,500 mi / $80-$120 | Conventional gas maintenance, no emissions system |
| 7.3L Godzilla | 13-15 mpg | 7,500 mi / $100-$150 | Conventional gas maintenance, no emissions system |
The diesel's per-mile fuel cost advantage over the 6.2L gas closes at around 100,000 miles after accounting for higher diesel maintenance costs and the CP4 risk provision. For owners who genuinely push the tow rating consistently, the diesel still makes financial sense. For mixed-use buyers who tow occasionally, the 6.2L or 7.3L gas erases the calculus.
RepairPal estimates average annual repair costs for the F-250 Super Duty at $1,068, though this figure skews lower than reality for diesel trucks with high towing cycles. Budget $1,500-$2,500 per year for a used diesel truck, and $800-$1,200 for a gas truck in good condition.
FAQ
Is the 2017-2022 Ford F-250 Super Duty diesel reliable? The 6.7L Power Stroke is capable but carries documented risks. The 2017-2019 trucks with the 6-speed and CP4.2 pump have the worst history in the generation. The 2020-2022 trucks with the 10-speed and the improved tow rating are noticeably better. Any used diesel buyer should budget for a CP4 bypass kit or lubricity additive program and verify DEF system health before purchase.
What year F-250 Super Duty should I avoid? The 2017 and 2018 model years, especially in diesel configuration. Both years had the highest NHTSA complaint volumes in the generation, death wobble was most prevalent, and the 6-speed TorqShift had documented shift quality issues. The 2019 is safer but still carries the CP4 pump risk and 6-speed. If budget forces you to 2017-2019, the 6.2L gas is the lower-risk choice.
How many miles will a 5th gen F-250 Super Duty last? Gas trucks with proper maintenance routinely reach 200,000-300,000 miles. Diesel trucks with no CP4 failure and proper EGR/cooling system maintenance can exceed 300,000 miles. Working trucks with high tow cycles that received dealership-only service logs are often safer than low-mileage trucks whose owners never serviced the diesel filters.
Is the Ford 7.3L Godzilla V8 a good engine? For most buyers, yes. It's a big-displacement pushrod V8 with no turbo, no DPF, no DEF system, and no CP4 pump. The lifter failure issue (addressed by CSP 24B27 PCM update) and the fuel pump recall (25V455) are the main concerns. With those two items confirmed completed, the Godzilla is arguably the most reliable engine choice in the 2020-2022 Super Duty lineup.
Is the 6.7L Power Stroke better than the 7.3L Godzilla V8? For maximum towing (over 22,800 lbs) and fuel economy under load, the 6.7L diesel wins. For long-term ownership cost, emissions simplicity, and avoiding CP4 risk, the 7.3L wins. The diesel makes the most sense for owners who regularly tow 25,000+ lbs or drive 25,000+ miles per year. Below those thresholds, the Godzilla is the lower-total-cost engine in this generation.
Bottom Line
The 2021-2022 F-250 Super Duty is the generation at its best. The 2022 Lariat with the 7.3L Godzilla or the 6.7L diesel and the 10-speed is a genuinely capable, refined truck with the worst of the generation's problems behind it. The 2017-2019 diesel is a project — capable and cheap, but requiring CP4 pump diligence, steering system verification, and transmission scrutiny before you hand over money.
One thing you must do regardless of year or powertrain: run the VIN through a recall check before you sign anything. This generation has enough open campaigns that skipping this step is leaving money on the table. CarScout members can set price alerts on specific trim, engine, and year combinations at usecarscout.com — useful for targeting a specific configuration without watching listings daily.
Data sourced from NHTSA recalls database, EPA fuel economy data, and real owner experiences from PowerstrokeNation, TheDieselStop, Ford Truck Enthusiasts Forums, FordTremor.com, and PowerstrokeHelp.com. See the full Ford F-250 market data for pricing and inventory.