Just picked up a 2015 6.7 Ford F350 SRW Crew Cab long bed with 180,000 miles. It’s my first diesel, and I’m at around 5,000 feet elevation, with trips up to 11,000 feet. Winters here are long and cold.
How do turbo diesels handle high elevations? Do I need to prep the truck for winter other than plugging in the block heater? I’ve heard diesel fuel can gel in cold temps—what can I do to prevent that?
Also, what kind of maintenance should I expect for this engine? Are fuel additives necessary? Should I replace any parts at this mileage? And what are the oil and filter change intervals? I’m used to 3-5k miles for gas engines.
I know this is broad, but any tips would be a huge help. Thanks!
You’ll figure it out. Owning a diesel isn’t a big deal—just fill it with diesel and it’ll run. It’ll handle the mountains better than a gas engine. Good luck!
Vero said:
You’ll figure it out. Owning a diesel isn’t a big deal—just fill it with diesel and it’ll run. It’ll handle the mountains better than a gas engine. Good luck!
I don’t know if that’s entirely true. With a 6.7, maybe, but if he doesn’t use a fuel additive when it’s really cold, the fuel could gel.
@Cairo
Most places where it gets super cold (like below zero for days), the fuel at stations already has additives. Otherwise, the fuel would gel underground. Up north, stations usually post the gel point of their fuel—often around -14°F. Just keep your tank above half in the winter months.
@Vero
I disagree a bit because of his location and elevation. Fuel stored underground doesn’t freeze as fast as fuel in a truck’s tank since the ground stays warmer for a while into winter.
Still, I respect your view. It’s just that not all stations add enough anti-gel. If he finds a reliable one, great, but it doesn’t hurt to use an additive. The CP4 pump in these trucks is fragile and was designed for European diesel, which is better than what we have here. Additives can help with lubricity. I’ve seen those pumps fail and send shrapnel through the whole system. Mine has 200k miles, and I’m about to swap it for a DCR pump from S&S.
@Cairo
I’m in Montana, and we get -30°F wind chills in January, with nights below -15°F. That’s when I use additives—half a bottle of Power Service white keeps it running fine, especially if it’ll sit for a couple of days. I’ve gone years without additives, though. At temps above 14°F, I’ve never had fuel gel, thanks to stations selling winterized diesel.
The CP4 might need different care compared to a CP3. I’ve got a grid heater delete, and my truck starts at 10°F without being plugged in—not happily, but it starts. Plugging in helps a lot, though. Frozen diesel and cold starts were bigger issues with older trucks. Modern 6.7s (Power Stroke or Cummins) handle the cold much better.
@Vero
I hear you. I’m in Maine, where it hits -25°F sometimes. The CP4 is a totally different beast from the CP3—much less durable. It’s a good design on paper, but the tolerances are tight, and if the roller goes bad, it’ll start shredding metal instantly. That’s why I recommend additives for lubricity.
We’ve had issues with CP4s in newer Power Strokes, and even some older models. Cummins switched back to the CP3 for a reason.
Also, I’ve got a buddy in Montana. I need to visit—it sounds like an awesome place!
You’ll love it! Just keep up with oil changes (every 5-7k miles for these engines) and change the fuel filter every 15k. Check the manual for air filter intervals, but it depends on how dusty your area is.
Diesels love high elevations because they’re turbocharged. You’ll have way more power than a gas engine up there. Just don’t lug the engine on climbs—keep the RPMs up.
Valentine said:
Diesels love high elevations because they’re turbocharged. You’ll have way more power than a gas engine up there. Just don’t lug the engine on climbs—keep the RPMs up.
That’s good to know. Is there a specific RPM range I should aim for?