Let’s talk about High mileage Ecoboosts

In reply to BoxheadTim :

That's fair. I suppose the gas engine would also tend to have higher exhaust temps than a diesel which might impact things over a ton of miles.

But the diesel will have higher static compression and more boost pressure too. The Ecoboost 3.5 has 10:1 compression and makes up to 15psi of boost. The 6.7 powerstroke runs 16.2:1 compression and 30psi for comparison. That's a lot of cylinder pressure every single rpm for 250k miles.

I guess my overall point is that 250k miles is a lot of miles on a truck whether it's got a diesel or gas engine. Transmissions, differentials, brakes, suspension bushings etc are all going to have quite a bit of wear and potentially quite a bit of defferred maintenance. Getting at truck that was once 60k for 10k might seem like a deal but that 60k truck has all the same mechanical bits and pieces as a truck that was 35k new. The difference in msrp doesn't buy a truck that is any more reliable or useful as a truck. The extra cash just goes toward stuff like interior materials, grille shell "chrome", exclusive paintjobs, different alloy wheels, and increased profit margin for the manufacturer.

Also, this is effectively your daily get me to work ride, no?  So at that point the cost of turbos and engines is moot compared to the downtime of “my get me to work truck broke” and the problems that arise when you don’t show up for an appointment/inspection/installer/meeting.  

How is 250,000 miles on a diesel drive train different from 250,000 miles on a gasoline drivetrain, excluding the obvious diesel engine.    

SVreX said:

In reply to Antihero :

This truck is about $60K new. 

Wow... I had no clue these things were the cost of a 5 series!!  

I seem to recall a lot of shops I talked to dealing with timing chain issues on the F-150 Ecoboost. Was that overblown? Or was it an early production run issue?

spitfirebill said:

How is 250,000 miles on a diesel drive train different from 250,000 miles on a gasoline drivetrain, excluding the obvious diesel engine.    

Most diesels use different trans/differentials, frames, suspension etc than a half ton gasser. There's a reason everything is built stronger and why it lasts longer. 

Stampie said:

In reply to SVreX :

They say the mind isn’t the first thing to go. 

The exact quote is, "The mind is the second thing to go.  I forget what the first thing is."

I'm blown away that a 250k mile truck still commands $10k (I know diesels do but that also blows me away). Sounds like $60k new is TOO LOW!

I think I would want new enough for a 2nd gen EB and the 10 speed trans.....at that point with current incentives new might make more sense to me at least

In reply to NickD :

I work in a dealer.... it’s not uncommon to see them with timing chain noise, or needing turbos around 150k. I’d ask if either of these had been repaired.

SVreX said:

In reply to Antihero :

That’s fair. 

So when does the depreciation curve crash on a truck like this?

Ive looked at 3 identical trucks this week. This one with 250K for $10, one with 110K for $22, and one with 70K for $36. All were rust free, ran perfectly. This truck is about $60K new. 

Whats the sweet spot?

I live in the South- no rust, and trucks maintain their value.  No salt, potholes, windy roads, or mountains,   Mileage is less of a determinant of value in the South than it is in the North.  

 

I hear what you are saying, but if it was me id want an engine super well regarded for its longevity rather than an ecoboost.

I wouldnt hesitate to buy a 250k mile ford 300 i6, or a cummins, or a 7.3 but an ecoboost? Id pass, regardless of how good a deal it was

In reply to Antihero :

Good word. 

36k for a 2012 f150 geez.

What's the average price for an xlt with nav that you're finding? 

I have nothing to add except that the turbos are tiny....