What is the difference? Ford Super Duty F250 vs F350! - Super Duty Build | Part 11

This is so easy! the difference is 100!

The 6R140 is a durable transmission. We have three in our fleet, used to toe in excess of 10,000 lbs. Never had a problem, no overheating. Our 2015 F250 w/ 6.7l diesel has over 375,000, sill pulls strong. Hope the 10R140 proves as reliable.

Great video. There are LOTS OF US out here maintaining complicated spreadsheets with what years have which axles, rear ends, transmissions, frame construction, etc. The manufacturers make it nearly impossible to get the info. Most of us have MORE info than the dealers know, and quite frankly it's the reason people buy the wrong vehicle and end up unsafe. Bottom line for the manufacturers if you are listening, we care! If there are differences in the design/build of the 10 speed transmission in 2 different configs, or frame reinforcements, etc for example... make the info available for informed buying decisions! Appreciate the video!

Very well done. Great pace, great energy. I only wanted to know the info about the rear end but was absolutely engaged the entire video & learned so much!

I have had 3 Ford F250's for over 20 years. If you look at ordering brakes, the replacement brakes for 250 and 350 are the same for the 99, 2004 and 2012. The camper package, 2WD, puts 350 coils up front and an overload on the rear leafs. The camper package also has a higher amp rating regulator into the 7 pin trailer plug. Ford won't say what. Puzzling. On our present 250, I have an aftermarket Hellwig big ass rear anti sway, which is much better than stock anti sway, when you have a 2300 lb. TC on the back with another 5-700 lbs. of load. The 350 has one more leaf on rear. We put Airlift 5000's on rear which work great to raise back a little, but mostly gives better ride.  We prefer 2WD to keep load rating higher. . The info you provided about the labels load ratings being there for private vs. commercial was new. Verrrry interesting. To me, the Sterling vs. Dana differences seem to be made for off road, or extreme heavy commercial pulling. I drive very gently with the camper on, and have NEVER had any drivetrain problems with the 250. Synthetic lubricants all the way thru, changed often. The stock shocks are exactly the same ride control as Bilsteins for 2WD. Rancho's are better loaded bounce control. We have had 170,000 miles on the '99, 75,000 miles on the '04 and 230,000 on the '10. About 25% of the milage on all have been with camper on. The Ford 2-350 are excellent platforms, and why manufacturers play a shell game with specific mechanical and electrical info is a mystery to me.

The biggest difference I see between the two trucks is payload capacity. Depending on the configuration, you can get an additional 1,000lbs of payload capacity. Payload capacity jumps significantly for the DWR option (7,500lbs).

You did good on the comparisons of F250 & F350 except 1 major difference is the brakes. F350 has a heavier duty brake system when carrring heavy loads is very important.

In FL the tags cost $50 more per year between the F250 and F350. The weight limit is set at 10K.

The most common difference between 3/4 Ton and 1 Ton trucks from all the different manufacturers all the way back to the late 80s has been the rear leaf pack is designed to handle more payload (more leafs or a different pack all together). There sometimes is alittle different gear ratios, but allways the rear leafs packs

My 2017 F250 came with a "Camper Package". 4 leaf springs and a sway bar in the rear.

Still have my '02 F250 with 240K on the V10 gasser. Been a great truck. Replaced the transmission, radiator and wear items. Towed my boat all over

I had a '21 F-350 with a camper on it similar to yours. It was totaled in an horrific accident. I'm going to be buying a new rig, but this time I'm going with the 250 like you did...primarily because I'll replace the springs. The only other difference between these two trucks aside from those you pointed out is the trailer hitch. The ones on the 350 is considerably more stout...class 5.

It wasn’t til the third “second reason” I realized you’re messin with us.

The dually and the springs/blocks are a major difference. With the diesel the 350 is rated to tow 24,000 with bumper pull vs 19,000 for the 250. Big difference, especially if you’re doing dump trailer type work or don’t want to use a GN or 5th wheel to pull a camper. The dually’s allow for the higher axle ratio not to mention more ground contact for more secure towing. If you’re gonna haul real stuff than get the 350 dually. It won’t even start to feel funny while you’re behind the wheel, it’ll just take it like it’s not there

He really did his homework before buying that beauty 👍🏻🇺🇸 great detail explaining!

Single rear wheel diesel not available in low gear ratio like gas , usually diesel has 355 gears . Gas can be purchased with 373, 410, 430 . Also f350 srw . can be ordered with 10k gvw or 11500 gvw . Which changes size of axles and springs.

In CA (of course) 3/4 ton trucks are considered commercial by the DMV as well. In my experience (personal and anecdotal), CA drivers can expect to pay around $300 annually to register a 1/2 ton (non-commercial), $800 to register a 3/4 ton. and $1500 to register a 1 ton. The cost of registration for 1 tons is anecdotal info from a friend of mine, but it does not surprise me as the state will squeeze you any way they can. CA will allow you to reduce your commercial registration to non-commercial registration if you promise to keep a truck camper on the truck full-time. If you do this to save $500-$1200 a year in registration, but dare to ever remove the camper and get caught by CHP, you will be fined heavily. Another fun CA thing: New gas vehicles are exempt from smog testing for the first 6 years. New diesels are not allowed this exemption. So in addition to having to have complicated exhaust systems with enough tech to launch a space shuttle, new diesel owners will have to start smogging their new trucks the second year they own it. This is most likely a way to stick it to the guys who delete their diesel exhaust systems. So like many things in CA, the majority of new diesel owners who leave their exhaust stock have to pay more so the state can catch a few eco-criminals. But wait, there's more....if you have a new diesel and don't want to smog it, you can pay a low low fee of just $25 bucks to bypass the need to smog it. So the end result of a program purported to require people to pay a privately owned auto shop to test their emissions for $50-$100 can opt out of the test by sending $25 directly to the state so they can spend it on "pollution mitigation", which I'm sure does not involve croneyism and corrupt private contractor selections in any way, at all, whatsoever. Anyone who does not live in CA should look carefully at what has happened here and pay very close attention to what is on their ballots. These bureaucratic false-logic loops govern just about every aspect of life here, and the only thing they are effective at doing is siphoning off money from the people.

Actually, the 6.7l diesel f250 comes standard with the STERLING AXLE! that has the 10k gvwr! If u get the heavy duty tow option u get the dana axle! Which has 10800 gvwr! Which is the f350 axle and springs. So the f250 can be optioned with a 350 axle and springs. The tires become the limitation at that point. The 250 has 65psi. F350 comes with same tire but 80psi. Hence f250 with 10800 gvwr vs f350 11400. All with the same axle and springs! This is why u see 90% f250 sold. This trick keeps the insurance down for owner.

The GVWR will legally allow you to haul/load more. If you upgrade your f250 that’s awesome but your still bound by the GVWR it won’t increase your capacity and your subject to fines at a DOT inspection/weigh station.

nice video. When it first started, I was like why is Pete Rose doing youtube reviews? LOL