2001 Ford F-250

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$20,880

starting MSRP

2001 Ford F-250

Key specs

Base trim shown

View all 2001 Ford F-250 specs

Overview

15 trims

Starting msrp listed lowest to highest price

2001 Ford F-250 review: Our expert's take

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The verdict:

Versus the competiton:

Three-quarter-ton pickups such as Ford’s Super Duties are the Clydesdales of the automotive business.

With uncommon strength and pulling power, these brutes earn their keep by working like a draft horse. They pull big trailers and tote heavy loads without complaint. On top of that, the Crew Cab model can carry four or five people at the same time. Unlike a draft horse, you don’t have to clean up after the truck, but you do have to feed it a goodly amount of fuel (less so for the diesel). Casual driving is not what these trucks were meant to do, and most folks who buy them will put them to work on farms, ranches and construction sites.

All Super Duty trucks come standard with a trailer towing package and four-wheel anti-lock brakes. When properly equipped, the maximum Class IV trailer weight is 10,000 pounds. The maximum increases to 14,500 pounds for a fifth-wheel trailer. Dual rear wheels, which enhance stability and towing capacity, are optional.

Driving one of these big trucks, however, isn’t the punishment it once was. In spite of its substantial bulk, it can be equipped to be as comfortable and plush as a family car. Power seats, electric windows, six-disc CD player, chrome wheels and a top-notch stereo are not uncommon. The top-line Lariat package has leather seats that look great and feel soft. Reverse parking sensors, mounted in the back bumper, are an option that make parallel parking reasonable.

In recent weeks I drove two Super Duty Fords: a four-wheel-drive F-250 SuperCab powered by the awesome 7.3-liter Power Stroke turbo diesel and a two-wheel-drive F-350 Crew Cab powered by a 6.8-liter Triton V-10. The 156-inch wheelbase F-350 was somewhat longer than the 142-inch wheelbase of the SuperCab, which lacks the full-size back seat of the Crew Cab. With vehicles of this size, however, the difference in size was fairly negligible. Both demand your full attention to negotiate the bank teller window or fast-food drive-through, and pulling into a parking space at the grocery store can cause gray hair.

On the road, both trucks feel remarkably agile considering their bulk. The two-wheel-drive F-350 was fairly cushy, despite the lack of a payload to soak up some of the bumps. Four-wheel-drive rides a tad harsher.

The engine is the heart and soul of a heavy-duty pickup truck. The 7.3-liter Power Stroke diesel cranks out an incredible 505 foot-pounds of torque. A version with 275 horsepower and 520 foot-pounds of torque will be available later in the year. If towing or hard work is your gig, the diesel is the answer. Not only is the torque output substantial, it cranks it right off idle. Believe me, this thing can pull down your house. Unfortunately, it makes such a racket at low speed that only diehard truckers are willing to tolerate it, but the pounding of the diesel is music to their ears. Get it on the highway, though, and it accelerates as smoothly and quickly as a gasoline-engined truck and gets better mileage. Once up to cruising speed, the dieselÕs rattle disappears and it is barely louder than a gasoline engine.

In contrast to the noisy diesel, the 6.8-liter Triton V-10 is a model of civility, and when it comes to power and torque, it blasts 310 horsepower and 425 foot-pounds of torque. The SOHC V-10 is like a 10-cylinder version of Ford’s 5.4-liter V-8. This powerplant is incredibly smooth and free of vibration, which is not something one expects to find in a heavy-duty truck.

The automatic transmission has an automatic tow-haul feature that adjusts the shift points depending on load and altitude. An overdrive lockout switch is located on the end of the shift lever.

As is pretty standard truck practice, the pickup box can be divided into upper and lower sections with boards to create two-tier loading. Tie-down hooks are located in each corner of the bed, and the tailgate on the XLT and Lariat can be locked.

Price The base price of the F-350 was $ ,940. It sticker price was $33,340.

The F-250’s base price was $30,414, and its sticker price was $38,374.

Warranty Three years or 36,000 miles.

{Point:} Super Duty pickups have evolved from simple work trucks to vehicles that can do serious work without sacrificing the daily comfort and convenience truck buyers have come to expect. The diesel can tow more and gets better fuel mileage than the gas engines. Most of these trucks will spend their time pulling trailers, hauling construction supplies or delivering hay bales. {Counterpoint:} Life in the city is compromised by long wheelbases and substantial vehicle width, which makes tight turns challenging. SPECIFICATIONS:
Engine: 6.8-liter, 310-hp V-10 7.3-liter, 250-hp turbo diesel V-8
Transmission: automatic Two-wheel or four-wheel drive
Wheelbase: 142 inches or 156 inches
Curb weight: n/a
Base price: F-350 – $29,940
F-250 – $30,414
As driven: F-350 – $33,340
F-250 – $38,374
Mpg rating: not required for over 8,500-pound trucks
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Consumer reviews

Rating breakdown (out of 5):
  • Comfort 4.4
  • Interior design 4.5
  • Performance 4.6
  • Value for the money 4.5
  • Exterior styling 4.6
  • Reliability 4.5

Most recent consumer reviews

5.0

Best Truck Ever!

I bought my F250 XLT 7.3 4X4 CC LB new in Sep 2001, 1 week after 9/11. One of the last 2001's built with every option less the Lariat trim (3 kids ice cream and leather seats not a good combination), dealer already had 2002's on the lot. Component date code stickers range from June 17 to July 30 2001. Took this over the 2002 model for the 0% 4 yr financing plus the $6,000 discount off the $43K+ sticker price. Having owned this since new with 8 miles on the odometer and 350K miles later I can state the following: The 7.3 is by far the most dependable, bulletproof engine out there provided you maintain the 3 "F"s: Fluids (Shell T6 since break-in), Filters (Fram Ultra Guard @ 10K mile changes with a FS2500 Bypass filter and fuel filter change @ every other oil change) plus clean water free Fuel. Service wise I've had a HPOP, 1 injector, 4 transmissions and 3 safety recalls performed under warranty (6 yrs 100,000 miles ended Sep 07 ). The 2001 4R100 was notorious for the 2nd gear diode clutch to fail and the factory single disk converter could barely handle the stock power. Adding tuners, upgraded turbos and injectors plus opening up the exhaust could easily add 150HP and 200LBS/FT of torque (400+HP 725+ TQ) which only accelerates the mean time to failure. As a credit to Ford they kept replacing transmissions for a $50 deductible (plus got a free loaner car for 2 days) albeit with stock parts that would fail again. I offered to provide a billet converter with multiple disks but they said if the dealer installed non-factory parts under warranty it would void the warranty in the future. The solution was to rebuild the transmission with billet shafts and increase the number of clutches in the gear packs. This is easily done by any reputable shop. My current trans has over 200K miles and shifts like new. While you're at it, upgrade to the 31 row trans cooler from a 6.0, factory part bolts right in with hose adapters. Another issue is over time the front steering play will loosen up and develop a tremendous amount of lateral play (slop). I installed a Red Head steering box which now has ZERO play. Not sure if this applies to gas trucks but the 7.3, 4R100 and transfer case weigh as much as some cars and almost all of it is resting over the front axle to free up payload capacity for the bed area. That is a lot of stress for those components and since diesel engines lack a vacuum source, they rely on the same power steering pump to drive the power brakes. If you are looking at buying a 7.3 here's is what to watch out for: Make sure all the service bulletins have been complied with. A VIN check through the dealer will pull up the service history. Warm up the engine, unscrew the oil fill cap and check blow by. Do the same with a flat sheet of paper and hold it 3-4" from the exhaust pipe and check for a pulsating exhaust plume. This can be the marker for a dead cylinder. Make sure you determine if the transmission had the 2nd gear diode replaced on 2001 models. On 4 wheel drive models with ESOF (Electronic Shift On the Fly) check the VACUUM system for normal operation as this can be $$$ to repair. Early 7.3 models also have a problem with the engine skipping when hitting a bump or pothole in the road. This is an easy fix caused by a loose connection on the driver side valve cover that connects to the electrically fired injectors. The newer valve cover gaskets corrected this. Check the turbo up pipes for leaks which reduce turbine speed and result in less power. The 7.3 is 100% dependent on positive intake pressure (boost) to make its rated power. At the stock setting of 525 lbs/ft @ 1600 rpm, this will easily pull a 28' 6,000lb trailer and gear over the Eisenhower Summit (11,300') on I70 at 65mph uphill in July. Finally, be advised the 7.3 was discontinued in 2003 due to new EPA emissions regulations. In simple terms the 7.3 is a dirty engine and with the exception of a small PCV hose, completely lacks any emissions devices whatsoever. This is WHY they can go 1 million miles between overhauls if taken care of. The great thing is: THE 7.3 ENGINE IS MAINTENANCE FRIENDLY AND CAN BE MAINTAINED WITHOUT SPECIALIZED COMPUTER SOFTWARE OR TECHNICAL DATA WHICH IN MANY CASES IS NO LONGER LICENSED BUT LEASED MAKING REPAIRS ON NEWER SMOG EQUIPPED TRUCKS ALMOST IMPOSSIBLE WITH OUT AN EXPEN$IVE $UB$CRIPTION. If you're like me and enjoy working on you vehicle, these are hard to beat and parts are readily available.

1.3

The 5.4 Triton motors suck they blow the spark plu

The 5.4 motor blowes the spark plugs out of the aluminum heads. Ford did not put enough threads in the heads and the steal eats the aluminum heads up

5.0

7.3 vs 5.9 common rail Cummins

7.3 fired right up no issue @ 6°F out side then went to start my dodge 07 with 5.9 cummins would not start two battery chargers and some time later finally got 7.3 still on its original build about 400 thousand miles 5.9 Cummins is currently one rebuild number 4 is 8 years Biggest thing I learned with the 7.3 is let it run for about 5 minutes before driving the transmission will thank you later need time to get the fluid moving

See all 31 consumer reviews

Warranty

New car and certified pre-owned programs by Ford Blue Advantage Gold
Certified pre-owned program benefits
Maximum age/mileage
Gold Certified: Ford models up to 6 years old with less than 80,000 miles
Basic warranty terms
12-Month/12,000-Mile (whichever comes first) Comprehensive Limited Warranty Blue Certified: 90-Day/4,000-Mile (whichever comes first) Comprehensive Limited Warranty Disclaimer: See your dealer for warranty coverage details.
Powertrain
7-Year/100,000-Mile (whichever comes first) Powertrain Limited Warranty Blue Certified: Available Disclaimer: See your dealer for warranty coverage details.
Dealer certification required
Certified 172-point inspection
Roadside assistance
Yes
View all cpo program details

Have questions about warranties or CPO programs?

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