Used Ford F-350 Super Duty 5th Gen (2017-2022): Buyer's Guide

The Ford F-350 Super Duty has the highest towing ratings of any pickup truck in the class. It also has a Bosch CP4.2 high-pressure fuel pump that, when it fails, destroys the entire fuel system in a single catastrophic event. Repair bill: $8,000 to $12,000. No recall. Ford has been defending class action litigation over the issue since 2020. If you're shopping 2017-2019 diesel F-350s right now, this is the most important fact about the truck — not the towing numbers.

The good news: the 2020-2022 trucks are a different story. New 10-speed transmission, a genuinely excellent new gas engine option, and incremental fixes to the diesel. Used 5th-gen F-350s sit in a wide price range with widely different risk profiles depending on year and powertrain. This guide sorts through which truck you actually want.

This Generation at a Glance

Ford redesigned the Super Duty completely for 2017. The P558 platform brought more high-strength steel in the frame, aluminum alloy cab panels, and an overhauled interior. The cab is shared with the 14th-gen F-150.

The generation divides cleanly at 2020. The 2017-2019 trucks run a 6-speed TorqShift automatic paired to whichever engine you chose. The 2020 refresh added the 7.3L Godzilla V8, a 10-speed TorqShift automatic for all powertrains, a new front fascia, and the Tremor off-road package. The 2021 model added the Co-Pilot 360 Assist suite and a higher tow rating (35,000 lbs gooseneck in DRW form). The 2022 added SYNC 4 with a 12-inch touchscreen on Lariat and above.

The F-350 also comes in two rear-wheel configurations — single rear wheel (SRW) and dual rear wheel (DRW, also called dually) — which changes towing and payload capacity significantly. More on that below.

Note: The EPA does not publish fuel economy ratings for Class 3 heavy-duty trucks. All MPG figures above are from owner-reported averages at PowerStrokeNation.com and Ford Truck Enthusiasts Forum.

See year pages for current pricing and inventory: 2017 | 2018 | 2019 | 2020 | 2021 | 2022

SRW vs DRW: The First Question to Answer

The F-350 is the only full-size pickup truck that comes in both single rear wheel and dual rear wheel (dually) configurations. Most shoppers don't realize this changes the truck substantially, not just cosmetically.

SRW F-350: Tows up to 25,000 lbs conventional. Payload capacity up to 4,200 lbs depending on trim and engine. Drives like a normal truck on an empty road. Fits in most parking spaces. More common used inventory and lower prices.

DRW F-350: Tows up to 38,000 lbs gooseneck in 2021-2022 form. Payload capacity up to 7,850 lbs. The wider rear stance gives more stability under heavy fifth-wheel or gooseneck loads. The four rear tires add complexity: you're replacing eight tires instead of four rear tires, inner rear tires wear differently, and sensors between dual tires collect debris. DRW trucks also don't fit in standard parking garages and require a wider lane to maneuver.

The rule is simple: if you're pulling a fifth-wheel RV or a loaded gooseneck livestock trailer regularly, get the DRW. If you're doing anything else, the SRW gives you 90% of the F-350's capability without the dually complexity.

Powertrain & Trim Breakdown

6.7L Power Stroke Diesel (2017-2019)

The 2017-2019 6.7L Power Stroke is the most capable diesel ever put in an F-350 up to that point, and the most problematic version in this generation. Two documented failure modes separate it from the 2020+ version.

CP4.2 High-Pressure Fuel Pump

The Bosch CP4.2 injection pump lubricates itself using diesel fuel. American ultra-low-sulfur diesel has lower lubricity than the European diesel this pump was engineered for. Over time, the internal roller shoe wears through to the metal. When it fails, it sheds metal shavings throughout the entire high-pressure fuel circuit: injectors, fuel rails, return lines, and the tank. Flushing every contaminated component runs $8,000-$15,000. Ford fielded a class action lawsuit over this issue starting in 2020 — the litigation is ongoing.

Failure typically hits between 80,000 and 130,000 miles, though at least one owner reported failure at 23,000 miles. It's not universal, but the cost when it happens is ruinous.

Two protective options exist. A FASS or AirDog lift pump ($750-$1,200 installed) pre-pressurizes fuel before it reaches the CP4, reducing internal pump stress. A lubricity additive at every fill is the cheaper option but less reliable protection. If you're buying a 2017-2019 diesel, confirm the truck has one of these protections installed or budget to add one immediately.

Upper Oil Pan Gasket (2017-2019 only)

Ford sealed the upper oil pan with silicone sealant instead of a gasket on 2015-2019 trucks. The sealant degrades. When it fails, oil leaks from the bell housing junction. The fix requires dropping the transmission to access the oil pan. Shop rate: $2,400-$4,500 at dealers, $1,800-$3,000 at independent shops. Ford switched back to a conventional gasket for 2020.

Before buying any 2017-2019 diesel, look underneath at the transmission bell housing area. Any staining or oil film at that junction is the upper oil pan seal. Not a walk-away issue but it needs to be priced into the negotiation.

What owners value about the 2017-2019 6.7L: Torque that makes 30,000-pound gooseneck loads feel manageable. Fuel economy that surprises owners coming from gas trucks. TheDieselStop.com has hundreds of threads from owners hitting 250,000 miles on the Power Stroke with diligent maintenance.

6.2L Boss V8 (2017-2019)

The 6.2L V8 gas engine is the F-350's low-maintenance option. No DEF fluid, no diesel emissions system, no DPF to worry about, and no CP4 pump. It's also the weakest engine in the lineup for towing — at 430 lb-ft torque, it's less than half the diesel's output.

The 6.2L has 16 spark plugs (two per cylinder). Ford's factory replacement interval is 100,000 miles, but the engine runs hotter than most V8s and plugs degrade faster. Forum consensus across Ford Truck Enthusiasts and F150Forum is to replace them at 30,000 miles. Skip this and ignition coils start failing, which is a $600-$1,200 repair on an engine with 16 of them.

The other documented issue: valve spring failures causing cylinder misfires as early as 25,000 miles. Ford replaced springs under warranty on affected trucks; used buyers should pull the codes before purchasing.

The 6.2L V8 is a reliable engine that will reach 200,000+ miles with straightforward maintenance. The trade-off is capability: this truck will tow 18,000-21,000 lbs where the diesel pulls 25,000+. For buyers who occasionally tow a boat or medium trailer and want a simpler truck, it's a reasonable choice.

6.7L Power Stroke HO (2020-2022)

Ford's 2020 mid-cycle refresh upgraded the 6.7L to 475 horsepower and 1,050 lb-ft of torque, added the 10-speed TorqShift automatic, and made two hardware changes to the diesel: a new emissions calibration and a revised oil pan gasket. The upper oil pan leak issue from 2017-2019 is not present on 2020-2022 trucks.

The CP4.2 pump carried forward to 2020-2022. Ford redesigned the pump in August 2021 with a larger roller shoe and greater tappet body clearances, reducing wear rates. A 2024 NHTSA recall (24V957) covered certain 2020-2022 Super Duty diesel trucks for a fuel system concern — confirm this recall is closed on any truck you inspect via the VIN check at /tools/recall-lookup.

The 10R140 10-speed automatic introduced in 2020 had early issues. Some 2020-2021 trucks exhibited harsh engagement and delayed shifting. The root cause is the CDF drum bushing, which can slide out of position and allow a Teflon seal to fail. Ford issued a TSB and fixed the part; trucks built after December 2022 have the revised CDF drum from the factory. For 2020-2022 trucks on the used market, a shifting complaint from the previous owner is worth investigating with a transmission specialist before purchase.

What owners value about the 2020-2022 6.7L HO: The step from 935 lb-ft (2017-2019) to 1,050 lb-ft (2020-2022) is noticeable under load. Owners on Ford Tremor Forum and PowerStrokeTalk consistently report the 2020+ diesel is a more composed truck — less drivetrain clunk, smoother power delivery, and better highway fuel economy with the 10-speed.

7.3L Godzilla V8 (2020-2022)

The 7.3L Godzilla is Ford's new pushrod V8 for 2020, replacing the 6.2L in the F-350 lineup. It produces 430 horsepower and 485 lb-ft of torque — slightly more than the outgoing 6.2L, paired to the new 10-speed automatic.

For used buyers who don't need diesel towing capacity, the 7.3L is the most straightforward engine in this generation. No CP4 pump. No DPF or DEF system. No EGR cooler. No diesel-specific maintenance intervals. It's a large naturally aspirated pushrod V8 that is mechanically simpler than any Super Duty powertrain since the early 2000s.

Known issues are limited. Early 2020 production units had a piston oiler calibration problem — Ford replaced several engines at fewer than 2,000 miles. This was a first-year issue confined to early 2020 builds; check for the piston oiler recall before buying a very early 2020 model. Some owners have reported lifter and cam wear on engines that idle for extended periods under heavy accessory load — most common in commercial/fleet trucks. The valve spring issue that affected the 6.2L applies here as well; early Godzilla owners reported similar misfires at low mileage, though Ford addressed it in subsequent production builds.

The towing trade-off versus diesel is real. The 7.3L Godzilla is rated for up to 21,000 lbs conventional in an SRW F-350 — substantially less than the diesel's 25,000 lb rating. For horse trailer, boat, or light equipment hauling, it's adequate. For fifth-wheel RVs over 15,000 lbs, most owners opt for the diesel.

Fuel economy reality check: The 7.3L returns 11-14 mpg in mixed driving, roughly 2-3 mpg worse than the diesel. Over 20,000 miles per year at current fuel prices, that gap adds up to $600-$900 annually. Factor this into the diesel premium vs gas price differential on used trucks.

Trim-Specific Notes

XL: Base trim. Vinyl flooring, manual windows on most packages. Work truck configuration. Very serviceable but missing key safety tech (no blind-spot monitoring, no forward collision warning on base XL). Worth considering only if you're using this as a commercial vehicle and the features don't matter.

XLT: The value sweet spot. Adds CarPlay/Android Auto, an 8-inch SYNC screen, blind-spot monitoring, and carpet flooring. The XLT accounts for the majority of used F-350 inventory and represents the best balance of capability and comfort. Most used market searches should start here.

Lariat: Leather seating, dual-zone climate, heated power mirrors, and — on 2022 models — SYNC 4 with the 12-inch landscape screen. The Lariat adds real comfort without the premium pricing of upper trims. One note: Lariat doesn't come with the Limited's air suspension, which is a feature to avoid anyway (see below).

King Ranch / Platinum: Luxury appointments and premium leather. King Ranch is Texas heritage styling with unique tan interior. Platinum adds massaging seats and a premium audio system. Both trims add cost on the used market without adding capability. If the interior condition is good on a King Ranch or Platinum, it can represent good value — just don't pay a large premium specifically for the trim.

Limited: The F-350's top trim includes air suspension as standard. That air suspension improves ride quality and allows front-to-rear height leveling. It also fails. Air compressor failures, air spring leaks, and height sensor problems hit at 70,000-90,000 miles, and a full system rebuild runs $2,000-$4,500. Used Limited trucks with no air suspension maintenance history need a careful inspection of the suspension system before purchase.

Tremor: Off-road package available on 2020-2022. Adds a 1-inch lift, wider front track, locking front/rear differentials, 35-inch tires, and an off-road-tuned suspension. Tremor trucks are popular and command a premium used; confirm the differentials were serviced (locker lube dries out without regular oil changes).

Which Model Years to Target

The practical target: A 2021-2022 with the 7.3L Godzilla V8 gives you the most features, the fewest powertrain concerns, and still falls within typical used truck budget ranges. If you need diesel towing, a 2021 built after August 2021 (check build date on door jamb sticker) or a 2022 has the redesigned CP4 pump and all the post-refresh improvements.

Pre-Purchase Inspection Checklist

6.7L Power Stroke (any year)

• Cold start smoke test. Start the engine cold. A brief puff of white-gray smoke on ignition is normal. Persistent white or black smoke after 60 seconds of idling is not. White smoke at temperature signals coolant entering combustion (EGR cooler or head gasket). Black smoke indicates fueling issues.
• CP4 scan. Connect a scan tool or ask the seller for codes. P0087 (fuel rail pressure low) or P0191 (fuel rail pressure range) are early CP4 warning signs. Any history of low rail pressure codes in stored fault logs is a walk-away.
• Oil pan junction. Crawl under the truck and look at the bell housing junction where engine meets transmission. Any oil staining or drips at this seam is the upper oil pan gasket (2017-2019 only). Price a fix into your offer.
• DEF quality. Ask when the DEF tank was last drained and refilled. Contaminated DEF causes selective catalytic reduction (SCR) fault codes that can cost $1,500+ to address.
• EGR cooler function. Warm the truck to operating temperature, then check coolant level with engine running. Bubbling or foam in the reservoir at temperature suggests EGR cooler breach into cooling system.
• CP4 bypass. Ask if a lift pump is installed. A FASS or AirDog kit under the bed or mounted to the frame rail is visible. If none exists, budget $750-$1,200 to add one.

7.3L Godzilla V8

• Check for the piston oiler recall (applies to early 2020 builds): run the VIN at /tools/recall-lookup.
• Cold start. The 7.3L should start immediately and idle smoothly from cold. Any rough idle that persists past 30 seconds of warmup warrants further investigation.
• Misfire scan. Codes P030X (cylinder misfire) at low mileage can indicate the valve spring issue. Pull codes before test driving.
• Driveshaft recall 22V256. Check the VIN. This recall covers 2017-2022 F-350 trucks with gasoline engines. Underbody insulators that contact the aluminum driveshaft can fracture it at highway speed. Confirm the recall is closed before finalizing purchase.

Suspension (all powertrains)

• Death wobble test (4WD trucks, 2017-2020). Drive at highway speed and intentionally cross a road seam or speed bump at 60+ mph. If the steering wheel oscillates violently after impact, the steering damper may not have been replaced under Customer Satisfaction Program 20N04. Walk away unless the seller documents TSB completion. Confirm the part number HC3Z-3B239-D was installed.
• DRW inner tire check. On dually trucks, inspect the inner rear tires. Inner tires wear differently from outers and are often neglected. Uneven wear or tire age over 6 years warrants immediate replacement.
• Air suspension (Limited trim only). With the truck at operating temperature, cycle the suspension between low/normal/high modes. Any hesitation or failure to reach target height means the compressor or air springs are failing. Inspect for air spring leaks using soapy water on the bags and lines.

Transmission

• Shift quality test. Drive the truck in light traffic with low throttle inputs. The 10R140 in 2020-2022 trucks should shift smoothly. A "clunk" at 2-3 MPH transitions or a delay from drive to reverse is the CDF drum bushing issue. Serviceable but negotiate accordingly.
• Tow/haul performance. On the highway, switch in and out of tow/haul mode. Any harsh kickdowns or refusal to upshift are calibration or mechanical issues worth investigating.

Running Costs

The diesel's maintenance premium over gas is real — roughly $500-$1,100 per year in additional scheduled service. The diesel recoups some of that in fuel economy and towing efficiency, but the math only works if you're doing significant towing mileage or driving 20,000+ miles per year.

Unexpected repairs are where the gap widens. A CP4 failure wipes out years of fuel savings. EGR cooler replacement costs 1-2 years of diesel fuel savings. Budget a $2,000 reserve fund if buying a 2017-2019 diesel without a lift pump installed.

FAQ

Is the 2017-2022 Ford F-350 reliable? It depends entirely on the powertrain and year. The 7.3L Godzilla V8 (2020-2022) is a straightforward, reliable engine with few documented issues. The 6.7L Power Stroke diesel in 2017-2019 form carries genuine catastrophic failure risk from the CP4 fuel pump. The 2020-2022 diesel is better but still covered by an NHTSA recall on some builds. Reliability ranges from very good to expensive-risk depending on which engine and year you select.

What year F-350 Super Duty should I avoid? The 2017 model year. It has the highest recall count in the generation (15+), widespread death wobble complaints, first-year electrical gremlins, and an unmitigated CP4 pump. Buyers who purchased 2017 diesels and added a lift pump at low mileage often report good experiences; buyers who didn't have had expensive failures. For a used buyer today, the discount on a 2017 rarely justifies the risk.

What is the best year to buy a used 5th-gen F-350? A 2021 or 2022 with the 7.3L Godzilla V8 hits the best combination of features (SYNC 4, Co-Pilot 360, 10-speed), lowest powertrain risk, and still reasonable used pricing. If you need diesel towing, a 2021 built after August 2021 (check the door jamb build date sticker) has the redesigned CP4 pump and avoids the pre-2020 oil pan seal issue.

How many miles does a 5th-gen F-350 last? The 6.7L Power Stroke, when maintained and protected from CP4 failure, regularly reaches 300,000-400,000 miles. Owner threads on PowerStrokeTalk.com and TheDieselStop.com document multiple examples above 250,000 miles with original engines. The 7.3L Godzilla is too new to have long-term mileage data, but the pushrod V8 design is inherently durable and expected to reach similar thresholds. The 6.2L V8 commonly reaches 200,000-250,000 miles.

Does the F-350 have more towing capacity than the F-250? Yes, and significantly so in DRW configuration. An F-250 tops out around 20,000 lbs conventional towing; a properly configured F-350 DRW can tow up to 38,000 lbs gooseneck. The F-350 SRW sits between the two, rated up to 25,000 lbs conventional. If your towing needs are under 20,000 lbs, the F-250 covers you; if you're towing fifth-wheel or gooseneck trailers above that, the F-350 is the right platform.

Bottom Line

The best used 5th-gen F-350 is a 2021-2022 with the 7.3L Godzilla V8 and an XLT or Lariat trim. If diesel towing is non-negotiable, a 2021 diesel built after August 2021 or a 2022 has the redesigned CP4 pump and all the post-2020 improvements. Avoid 2017 across all powertrains. On any diesel truck in this generation, run the VIN through a recall check before you hand over a deposit. CarScout members can track inventory and set price alerts on specific F-350 years and configurations at usecarscout.com.

Data sourced from NHTSA recalls database, EPA fuel economy guidance (Class 3 HD trucks are exempt from EPA MPG ratings), and owner-reported real-world figures from PowerStrokeTalk.com, TheDieselStop.com, Ford Truck Enthusiasts Forum (ford-trucks.com), Ford Tremor Forum (fordtremor.com), and owner review aggregators including RepairPal and Consumer Affairs. See full Ford F-350 market data for current pricing and inventory.