The Ford F-350 Super Duty is the biggest, toughest, and heaviest pickup in the automaker’s consumer lineup. You can buy even more serious hardware from Ford, F-450 Super Duties, F-550s, and even F-750s, but those are purely commercial trucks from the factory. The F-350 and its slightly lower-rated sibling, the F-250 Super Duty, are meant for broader applications and ordinary folks, and they come in many more trims including luxury models. They are, however, the epitome of “heavy duty” trucks.
Heavy-duty trucks, or HDs, have come a long way in the past several decades. What were once spartan work trucks are now big, powerful pickups that major in comfort and technology. This change is in part due to the success of the Ford Super Duty, which debuted in early 1998 for the 1999 model year. After years of trying to shoehorn in the needs of every conceivable truck buyer into a single chassis that was split between the F-150, F-250, and F-350, Ford decided to spin off the heavier-duty models from the big-selling (but light-duty) F-150.
That year, the new F-250 and F-350 Super Duties got a whole new chassis and body design, visually similar to the redesigned 1997 F-150, but with a much beefier frame and a line of powerful, torquey engines that were usually not shared with the F-150. The Super Duty also offered more bed combinations, much higher tow and payload ratings, and the option of a dual rear wheel setup (on the F-350). It also gradually added lots of innovations, like an integrated trailer brake controller and eventually, the TowCommand system, which tied the anti-lock brakes to the trailer monitoring system.
These new trucks set the standard for modern HD trucks, and both the F-250 and F-350 have had the highest tow and payload ratings in their class for many years. They’re also surprisingly civilized for huge trucks, though their load optimization usually means they don’t ride or handle as well as alternatives from GM or Ram. There are no real import competitors, either. The F-350 Super Duty competes only with the Chevrolet Silverado 3500HD, GMC Sierra 3500HD, and Ram 3500 (formerly the Dodge Ram 3500).
Thanks to its high capacities, the Ford F-350 Super Duty is a serious workhorse, but it also gets mixed reviews for reliability, with criticism leveled at its Diesel engines and transmissions in some years, and its electrical systems in others. It’s very tough but often worked hard. It will, however, do any HD truck job you throw at it. Later models also include modern tech and safety features, which can really improve the experience and help make towing easier.
That means it can tow a lot, but the cost is often ride quality. If you need your truck to be a Ford, the various generations of the F-350 Super Duty will get the job done, but look to later models for modern tech and safety features. Here, we’ve outlined each generation of F-350 Super Duty and included a little bit of advice on what to watch out for and what to pay.
Ford F-350 Super Duty Buying Guide: Cost, Reliability, and the Best Years to Buy
- Frequently Asked Questions
- Ford F-350 Super Duty Pros and Cons
- Ford F-350 Super Duty Generations
- Ford F-350 Super Duty Fifth Generation (2023-Present)
- Ford F-350 Super Duty Fourth Generation (2017-2022)
- Ford F-350 Super Duty Third Generation (2011-2016)
- Ford F-350 Super Duty Second Generation (2008-2010)
- Ford F-350 Super Duty First Generation (1999-2007)
Frequently Asked Questions
Which Ford F-350 Super Duty years are the best?
The fourth-generation F-350 Super Duty (2017 to 2022) and new fifth-generation model (2023 to present) are both the newest and the best-resolved Super Duty models. They generally have better reliability records than previous models (though the jury’s still out on the fifth-gen), and the problems they do have are generally less severe. 2017 models come in for some criticism about the durability of various suspension components, but those are easier to fix than an engine or a transfer case.
What are the worst Ford F-350 Super Duty years?
The earliest F-350 Super Duties, built from 1998 to 2004, are the least desirable and the most problematic. They have leaf-spring front suspensions, which makes them worse handlers than the later models, and they have bigger turning circles too, so they’re not as easy to drive. But beyond that, they’re also vulnerable to engine problems, transmission problems, and rust. They aren’t unique in having questionable reliability records though. Early V10 models and the later 6.0-litre diesel can also cause trouble, as can transmissions on mid-2000s Super Duties. 2006, 2008, and 2011 models also come in for more complaints than other years, mostly with engine, electrical, or transmission issues.
Is a used Ford F-350 Super Duty a good deal?
Yes, it can be. The F-350 Super Duty isn’t an inexpensive truck, but if you need hauling capacity there’s usually no other HD that can do as much. It offers more cab, bed, and engine combinations than any of its competitors and it typically has the highest towing and payload limits, too. That makes it worth the extra spend over competitors in most cases, as do its interior features and appointments. While work trucks are broadly the same across brands, the higher Super Duty trims offer real luxury that only Ram matches.
Ford F-350 Super Duty Pros and Cons
Pros:
- Immensely powerful engines
- Wide range of trims and bed, cab, and powertrain configurations
- Later models offer modern tech and safety features
Cons:
- Pricey
- Rough on-road ride when bed not loaded
- Spotty reliability on older models
Ford F-350 Super Duty Generations
Ford F-350 Super Duty Fifth Generation (2023-Present)
The current generation of the F-350 Super Duty was introduced in the fall of 2022. Redesigned from the ground up, the new truck shares some style, cab, and interior elements with the circa-2021 fourteenth-generation F-150, but once again goes its own way with a beefy frame and heavier-hitting powertrains. While the former 7.3-litre “Godzilla” V8 remains, there are also a brand new 6.8-litre gas V8 and a new high-output 6.7-litre Power Stroke turbodiesel V8 with an astonishing 1,200 pound-feet of torque.
That new turbodiesel allows the F-350 single-rear-wheel (SRW) to tow up to 12,700 kilograms (28,000 pounds) with a conventional hitch, or up to 17,200 kilograms (38,000 pounds) in dual-rear-wheel (DRW) form with a gooseneck/fifth-wheel hitch. Most configurations tow less, but even the most modest F-350 Super Duty diesel can manage at least eleven tons of trailer with a conventional hitch, and seven tons in base-model gas format, so these are serious beasts. Payload capacity ranges from around 1,400 kilograms (3,100 pounds) to 3,330 kilograms (7,344 pounds) at the most extreme edge, but most models fall between 1,587 kilograms (3,500 pounds) and 2,100 kilograms (4,700 pounds) of payload.
Ford also made more models four-wheel drive by default, rather than having it as an option. You can still get work-grade rear-wheel drive XL models (which come with the very highest capacities), but all other trims are now four-wheel drive, a big value add on mid-range models like the XLT. The regular, SuperCab (extended), and crew cabs remain, as do six-and-three-quarter- or eight-foot beds, but the truck has new styling featuring Ford’s latest “C-Clamp” lighting and functional hood vents.
Beyond the new powertrains, Ford has also integrated lots of new technology into the redesigned Super Duty. The truck comes standard with a 5G WiFi hotspot and its software includes fleet management and telematics apps that can help track the use of the truck. Even the most basic model now comes with an 8.0-inch infotainment screen in its modern, mature-looking dashboard, and higher trims get a big 12.0-inch display and a configurable 12.0-inch digital instrument cluster.
There are also many innovative and helpful driver assist features, including onboard scales, a surround-view monitoring system that takes into account a trailer, tailgate-down backup cameras and sensing units, trailer navigation that plans routes around potentially difficult obstacles for a trailer, adaptive cruise control with lane centring, and Pro Trailer hitch, which automatically backs the truck up to perfectly align with a waiting trailer.
Though there are more options on the F-250 Super Duty, the trims on both it and the F-350 Super Duty remain largely the same from the previous generation. The work-grade XL sits at the bottom of the lineup, followed by the mainstream XLT and Lariat, with the luxury-oriented King Ranch, Platinum, and Limited at the top, the last three being six-figure trucks in F-350 form when you include the destination fee.
These impressive Super Duty models (F-250 through F-550) are still new, so there aren’t many of them on the used market yet. Expect to pay nearly new prices if you can find one.
Ford F-350 Super Duty Fourth Generation (2017-2022)
The fourth generation F-350 Super Duty was introduced for the 2017 model year. Though the previous five available trim levels continued—XL, XLT, Lariat, King Ranch, and Platinum—Ford also added a new ultra-luxury model, the Limited, at the very top of the lineup in 2018. The styling was updated, and there were lots of new features, but philosophically the biggest change was the vastly increased use of aluminum alloy in the body, which made it more than 300 kilograms (700 pounds) lighter on average, and more fuel efficient without sacrificing towing capacity. The F-150 had made the same change in 2015.
This new generation brought with it modern driver assistance and safety features, including blind-spot monitoring, forward collision avoidance, adaptive cruise control, and lane departure warnings. It was also available with a surround-view camera system complete with seven cameras. One of these cameras provides a view of the bed and includes guidelines for backing up to a trailer, and the truck also offers Ford’s Pro Trailer Backup Assist feature, for help with hitching and maneuvering both truck and trailer.
Ford offered two gas engines. The 6.2-litre “Boss” V8 with 385 horsepower and 430 pound-feet of torque was standard and the only gas choice from 2017 to 2019. In 2020, it was joined by the optional 7.3-litre “Godzilla” gas V8 making 430 horsepower and 475 pound-feet of torque. Two versions of the 6.7-litre Power Stroke diesel were also offered, making 440 horsepower and 925 pound-feet of torque from 2017 to 2019, and 475 horsepower and 1,050 pound-feet from 2020 to 2022. In early years, the F-350 Super Duty used a six-speed automatic transmission, but it was later supplanted on most engines by a more robust (and fuel efficient) ten-speed automatic.
With a conventional hitch, the 2018 F-350 Super Duty could tow up to 9,525 kilograms (21,000 pounds), or 14,375 kilograms (31,700 pounds) if using a gooseneck. Most versions did less than that, ranging from 5,575 to 7,350 kilograms (12,300 to 16,200 pounds), but the average configuration hewed close to 6,800 kilograms (15,000 pounds). Almost all crew cab models could manage more than 1,700 kilograms (3,800 pounds) of payload, and rear-drive regular cabs could haul as much as 3,460 kilograms (7,630 pounds) of stuff in their eight-foot bed. The addition of the 7.3-litre V8 didn’t really change these ratings very much, but the upgraded diesel did, upping the conventional hitch capacity to 9,900 kilograms (21,900 pounds) and the fifth-wheel maximum to just under 16,000 kilograms (35,200 pounds).
In upper-tier trims, the Super Duty gained signature LED headlights and taillights, LED side-mirror-mounted floodlights, and an LED bed floodlight. You can select options such as trailer tire-pressure monitoring and a trailer camera. Inside, the available SYNC 3 touchscreen infotainment system and the MyFord Touch system were also updated. As in the fifth generation, the touchscreens were 8.0 and 12.0-inch units in most trims, but the work-truck grade XL used only a 4.2-inch LCD screen with very rudimentary features.
The same cab and bed combinations remained as before, but thanks to the new aluminum construction, the F-350 Super Duty now shared some styling and body panels with the F-150’s cabs.
For 2018, the luxurious Limited trim was added to the top of this pickup truck’s lineup. 2019 saw the addition of a Lariat Sport package, and the Sony premium stereo was replaced with a B&O upgraded sound system. There were a few changes for 2020, including the addition of the Tremor off-road-ready trim. This version isn’t quite like an F-150 Raptor, but it does offer more ability than the long-running FX4 package and slightly butcher visuals. Most competitors do not offer a similar trim at their “3500” level, though they are increasingly common on “2500” models that compete with the F-250.
This generation of F-350 Super Duty has an excellent reliability record, and when it was new it offered the largest array of safety, convenience, and comfort features ever offered on an F-350. While the fifth-gen has supplanted it, this version is much more common as a used vehicle and the higher trims, with features like adaptive cruise control and trailer backup assist, really do have a market advantage over other trucks in terms of features, not just brawn.
Because their towing limits are higher and this is a truck all about towing, Diesel F-350 Super Duties are more common than gas-powered ones, and they cost more too. Gas-powered XL and XLT models, basically work trucks, can be had for as little as $37,000 in good shape, but the same models in Diesel form start at around $50,000 and range as high as $65,000, depending on the configuration. Dual-rear-wheel (DRW) models cost more, and so do low-kilometre examples.
The higher trims are more expensive, but the Limited seems to have depreciated faster than the other luxury grades. Good condition Limiteds with low kilometres (under 120,000) go for about $75,000 to $90,000, which is much less than their new MSRP. Again, there’s a wide gulf depending on features and configurations. The best value of the lineup when they were new was the Lariat, and it offers configurations that the top Platinum and Limited do not, but it also doesn’t much less than the top-tier versions as a used truck.
Ford F-350 Super Duty Third Generation (2011-2016)
The most recognizable change to the 2011 F-350 Super Duty was the updated front grille, but many engineering changes lay beneath the skin. The old “Triton” V8 and V10 engines were dropped from both the F-250 and F-350 lines (though the latter was retained for F-450 and F-550 models) and replaced with a new 6.2-litre “Boss” gas-powered V8. The Power Stroke diesel, meanwhile, grew from 6.4 to 6.7 litres, and the trucks got major infotainment and technology upgrades. For 2011, four trim levels were available in Canada: XL, XLT, Lariat, and King Ranch. In 2013, Ford added the ultra-luxury Platinum, with finer interior materials and a variety of other upgrades over the King Ranch. There was, for a time, also a Harley Davidson-themed option package.
All trims were available with rear-wheel drive or four-wheel drive with low-range. These trims are also available with a 6.75-foot bed or an 8-foot bed, the latter with a dual-rear-wheel (DRW) setup. A single cab is offered with the 8-foot bed, and the SuperCab (extended cab) and SuperCrew (four full doors) can be had with both bed sizes.
The base 6.2-litre V8 engine makes 385 horsepower and 405 pound-feet of torque. Natural Resources Canada does not state fuel economy numbers for heavy-duty trucks, but Ford claimed fuel consumption had been improved by 15%. According to crowdsourced data from apps like Fuelly, this generation of F-350 Super Duty trucks (combining diesel and gas) average about 22 L/100 km compared to 24 L/100 km for the previous generation. That backs up Ford’s claims, but it’s worth noting that the previous 2008 to 2010 generation has the worst fuel economy of any F-350 tracked by that data.
In these years, the 6.2-litre “Boss” V8 made 385 horsepower and 405 pound-feet of torque. The updated 6.7-litre Power Stroke turbodiesel first made 390 horsepower and 735 pound-feet, but was quickly upgraded to 400 horses and 800 pound-feet. In 2015, the Power Stroke was upgraded again, to 440 horsepower and 860 pound-feet. The old manual transmission was dropped, and all F-350s in these years used a six-speed automatic.
By those final years, the F-350 could tow up to 8,600 kilograms (19,000 pounds) with a conventional hitch, or 12,000 kilograms (26,500 pounds) with a fifth-wheel setup. Most configurations did a bit less, however, hovering from 5,670 to 6,350 kilograms (12,500 to 14,000 pounds) with conventional hitches. Rear-drive regular and SuperCab models could also manage payloads of as much as 2,720 or 3,175 kilograms (6,000 or 7,000 pounds), but most other models fell between 1,587 and 1,860 kilograms (3,500 and 4,100 pounds) of payload capacity.
There were many options and packages for these trucks, including a Work Solutions Package that even featured a dash-mounted computer. Other options include a fifth-wheel hitch installation (long-bed versions), camper packages, transmission power take off (PTO), a hard-drive-based navigation system, and 20-inch chrome wheels. The King Ranch trim is available with an optional power sunroof and most trims offer the FX4 Off-Road Package.
The infotainment systems in these trucks, using Ford’s SYNC system, are more basic than later versions but good for their day. The standard screen was a rudimentary 4.2-inch unit, but an 8.0-inch unit was fitted on higher trims. Active safety features are similarly limited to basic things like traction control and stability control, though there is a post-collision safety system.
These third-generation F-350 Super Duty models have a better repair and reliability record than the first two generations, but early models tend to have more problems. The 2011 model year, when this design was still new and the kinks being worked out, tends to be singled out by owners for complaints involving engine and suspension issues. Later years are much more trouble-free though, notably, Consumer Reports gives this and the early fourth-generation models below-average marks for reliability.
As in the fourth generation, Diesel models are more common than gas ones in these years, and they’re worth more. Gas-powered F-350 XL, XLT, and Lariat models with fewer than 150,000 kilometres on the clock cost roughly between $25,000 and $40,000. In diesel form, the same trucks start at $40,000 and range upwards of $60,000 depending on the configuration and the options. King Ranch and Platinum models cost about 10-15% more than a Lariat, which seems worthwhile given their extra features.
Ford F-350 Super Duty Second Generation (2008-2010)
The entire Super Duty lineup F-350 was redesigned for the 2008 model year, though this redesign was more of a very heavy update than a clean-sheet rework. It also came out late. Issues with quality control and engineering meant it debuted as a 2008 model at the very end of 2006, even though it had originally been slated to be 2007 model year truck.
It was available in three trims; XL, XLT, and Lariat, though the FX4 off-road package was sometimes also an official trim in 2009 and 2010. Beyond that, there was also a Harley-Davidson-themed appearance package. In these years, the top-dog King Ranch was still an option package on the Lariat, just like the Harley models.
Buyers could select Regular Cab, Crew Cab, and Super Cab extended-cab versions, with a choice of short bed or long bed setups. The Lariat added more upscale touches, such as leather upholstery, power-adjustable seats, wood cabin accents, and an upgraded stereo. The King Ranch option gilded the lily even further, but as would become standard practice in later years, you could only get the top models in crew cab form.
This was the first Super Duty to get an in-dash touchscreen, used mainly for navigation but also the Ford Work Solutions suite, which could connect to the internet via broadband. There were also fleet and tool tracking applications that could be bundled with the truck for worksite and fleet use. These screens ran an early version of Ford’s SYNC system, but they were only available on the top models. Safety features were basic, as this was before any pickups came with much in the way of driver-assist gear.
With the exception of the dual-rear-wheel (DRW) configuration, these F-350 Super Duties came standard with a 5.4-litre Triton gas V8. It puts out 300 horsepower and 365 pound-feet of torque. The DRW came standard with the 6.8-litre gas-powered Triton V10, with 362 horsepower and 457 pound-feet of torque. New for this generation was a 6.4-litre Power Stroke turbodiesel, making 350 horsepower and a stout 650 pound-feet of torque. The Power Stroke was exceedingly capable, but it proved trouble-prone in operation.
In these years, buyers could choose between a six-speed manual transmission or a five-speed automatic, though very few buyers chose the former. With either transmission these F-350s could tow up to 6,800 kilograms (15,000 pounds) with a conventional hitch, or as much as 8,150 kilograms (18,000 pounds) with a fifth-wheel setup. Most ratings were lower, but all were capable of lugging at least 5,260 kilograms (11,600 pounds), and payload ratings ranged as high as 2,600 kilograms (5,730 pounds). If you needed more, Ford offered a “civilian” F-450 crew cab pickup in these years, but it was not very popular.
Unfortunately, this short-lived generation isn’t the most reliable Super Duty, though 2009 and 2010 trucks seem to generate far fewer complaints than 2008 models. Owing to their relatively short production run, these are also the rarest F-350 Super Duty models. They can still be expensive trucks, though data is limited as not many of them are still around in Canada. If you find one, there’s not as much of a premium for diesel models as in later generations. Higher trims will cost more, as will manual models. The latter, however, tend to be fitted with work truck bodies and not conventional pickup beds. Given the much higher towing limits and better reputation of the 2011 to 2016, it’s best to shop around in those years, too.
Ford F-350 Super Duty First Generation (1999-2007)
The F-350 name was not new in 1999. It had previously been applied to Ford’s “one ton” F-Series models for decades, the highest-capacity truck in the family. But as more and more F-150 buyers wanted car-like creature comforts and the needs of heavy-duty buyers diverged, Ford had an increasingly hard time building a proper fleet and commercial heavy-duty model on the same chassis as the regular F-150. When it redesigned the F-150 in the late 1990s, it spun off the F-250 and F-350 models into the Super Duty series.
This truck was built from the ground up as a heavy-duty machine, with a stout ladder frame and much higher capacities than the F-150. Ford hedged its bets and actually had a non-Super Duty F-250 as well for a couple of years in the late 1990s, but the F-350 was always heavy hardware.
Cosmetically, the first Super Duty resembled an F-150 on steroids. They shared few body panels, but the family resemblance was clear, as was some influence from the 1994 Dodge Ram trucks, which captured many sales from Ford and GM trucks. Underneath, four-wheel disc anti-lock brakes were a concession to modernity, but the hardware was traditional truck, a big straight-sided frame and leaf spring suspensions front and rear to cope with heavy loads.
Under the hood, buyers could choose from one of three engines. A 5.4-litre “Triton” V8 was standard, with 235 horsepower and 335 pound-feet of torque, but the most exciting option was the new 6.8-litre Triton V10, with 275 horsepower and 410 pound-feet of torque. It was the first V10 used in an F-Series pickup. The new F-350 also inherited a diesel engine, the 7.3-litre Power Stroke turbodiesel that had been used in the previous-generation F-350, now with 235 horsepower and 500 pound-feet of torque. To these, buyers could add a five-speed manual, a six-speed manual, or a four-speed automatic transmission.
Though its limits seem a little modest by 2020s standards, in 1999 they were huge. The first F-350 Super Duty could tow up to 6,260 kilograms (13,800 pounds) with a conventional hitch, and even the base model with the lowest rating could lug 3,580 kilograms (7,900 pounds). Payload limits were huge too, at up to 3,060 kilograms (6,755 pounds).
Those front leaf springs helped with these high limits, but they also made the Super Duty drive like what it was, a big heavy truck. This version is the worst handler of the lot, and is ponderous to drive and maneuver. It's meant to be a big, heavy truck and that's what it drives like. Despite its monster torque, don't expect lightning quick acceleration.
There were three trim lines: the utilitarian XL, which didn't even come with air conditioning at first; the mid-range XLT, which added air, power features, and chrome bumpers; and the upscale Lariat, featuring leather seats, a power driver's seat, and a sliding rear window. There were also plusher versions over time, including the King Ranch and Harley Davidson models, both of which were option packages on the Lariat that added features like leather upholstery, premium audio systems, and other goodies.
All trims but the Lariat were offered in RWD and 4WD; the Lariat came only in 4WD. Three cab lengths include the two-door/two-person Regular Cab, the four-door/four-person Crew Cab, and the Extended Cab, with two regular doors and rear half-doors hinged at the back. Two beds were offered, 6.75 and 8 feet. Being work- rather than family-oriented, the 2005 F-350 Super Duty did not offer much in terms of safety equipment. Dual front airbags and ABS were standard, but customers had to pay more for backup sensors, daytime running lights, and an auto-dimming rearview mirror.
In 2003, Ford replaced the 7.3-litre Power Stroke with a new 6.0-litre turbodiesel, at first with 325 horsepower and 560 pound-feet of torque, and later with 570 pound-feet. It also gained a new five-speed automatic transmission. Unfortunately, the 6.0-litre diesel proved trouble-prone and was later the subject of a class action lawsuit due to its reputation for wearing out fuel injectors, turbochargers and EGR systems. The early V10s also proved more fragile than they seemed, but the early 6.0 is the worst engine of this bunch. In 2005, Ford gave the truck a major update and made it a bit more civilized. Aside from the engine improvements, the 2005 F-350 Super Duty featured a new and standard coil spring front suspension, exterior styling tweaks, and a new Tow Command system with the first-ever integrated electronic trailer brake controller. This improved both how the truck drove and how useful it was, and buyers liked these additions, though the interior was still generally gray and drab unless you opted for the King Ranch or other high-trim variations.
This F-350 is old now, and it wasn’t the most reliable of generations. These trucks are also rust prone, so on any truck this old it’s a good idea to inspect the metal thoroughly. Low kilometre and high-trim models are hard to find now, but these still make good workhorses, and they start at around $11,000 for a decent XL with under 150,000 kilometres. Nice examples shouldn’t cost you more than $20,000, depending on trim and configuration. If you need hauling capacity and have more budget than that, a newer model might be better.
