2012 f350 dually

[newbury]

. Buddy of mine has this for sale.

2012 F350 dually Lariat 6.7 diesel. FX4, crew cab 145,000 miles

Very good condition inside and out.
Asking $18000.

Would like opinions on this model truck
6.7 diesel. Good or bad?.
Any other knowns about the 2012 dually?

About 8 years ago I bought a 2002 F350 CC dually w/ about 109K miles for about the same price. Now it's at about 190K. Since then I've put about 1K/ year into maintenance most done by others.
Replaced brakes, some brake lines, shocks, some of the front suspension, had transmission rebuilt.
It's life with me had mainly been one or two trips a year hauling a 12K equipment trailer until 2018 then a 10K enclosed trailer back and forth to Mississippi
from NE Virginia, with a full load in the bed.

The truck your looking at should do more than everything you want.
Buy it and post pics.

 

[Rutman]

Ken, I think FX4 is a 4x4 package.

Very good point though. I'd have little use for a diesel dually 2x4. Be stuck all the time.....

Yes it is 4x4

 

[Rutman]

I normally don’t advocate for new modern diesels due to the complexity of their emissions systems and out-of-warranty repair costs. However, the 6.7 has a good reputation and since your friend is selling it for a great price I’d say it’s too good of a deal to pass up.

Yea.
He’s giving me his good buddy price.

 

[Fallon]

The 6.7s are good engines, unlike the 6.0 or 6.4. There were a few minor teething issues on the first year, maybe 2 (2011?).

FX4 is an offroad package with upgraded shocks. I think it has some of the offroad electronics on it like hill assist & what not, an extra skid plate or 2 as well.

I picked up a 2014 King Ranch double cab short bed with 120k in December. Averaged 16mpg since then. Some pulling 14k of tractor & trailer, more general driving. A duly will be worse. A gasser would be a lit worse but not have the DEF & DPF emissions stuff all modern trucks have had since around 2011ish.

 

[Tomtint]

18k is a good price if the truck is in good condition, I don't know what these 6.7s are expected to go as far as mileage before they need to be rebuilt or replaced. That truck new would be 70k +\- and you may be lucky to get 50k for it in 2 years with 40k on it. So if your new used truck goes 2 years... you are ahead. A friend of mine had his 6.7 replaced under warranty at 97k.. don't know what imploded ..but another friend bought it and is still driving it today. The Fords are built well and if maintained I can't see why you can't get 3-400k out of one.

 

[WilliamBos]

. Buddy of mine has this for sale.

2012 F350 dually Lariat 6.7 diesel. FX4, crew cab 145,000 miles

Very good condition inside and out.
Asking $18000.

Would like opinions on this model truck

6.7 diesel. Good or bad?
Any other knowns about the 2012 dually?

Ask for service records, they will tell you a lot. I would not touch a newer emissions diesel with a 10’ pole, unless it was new with warranty.

 

[Rutman]

Ask for service records, they will tell you a lot. I would not touch a newer emissions diesel with a 10’ pole, unless it was new with warranty.

Why not

 

[Fallon]

Why not

Not that I agree with is basic premise, but diesel emissions post 2011ish are expensive.

DEF = Diesel Exhaust Fluid... Urea sprayed into the exhaust. Gets rid of Oxides of Nitrogen (NOX) that cause smog & other air quality or breathing issues.
DPF = Diesel Particulate Filter... A catalytic converter looking device that filters soot out of the exhaust then periodically burns off that soot. Prevents lung choking black exhaust.
EGR = Exhaust Gas Recirculation... a diverter that cools & sends some exhaust back into the intake to lower combustion temps. Helps minimize NOX that forms at higher temp combustion.

EGRs have been around a while, but the other 2 are relatively new (2011ish). Best case scenario if any of the fail you are looking at a grand, possibly several grand, or a new engine. With all the electronics monitoring things, you can't just leave them broken as you get put into limp mode. In the past year or so the EPA has killed the delete market where people would disable & remove the emissions gear.

Lots of parts to fail & they can be a bit temperamental. Basically diesel emissions gear is as crappy as gas emissions gear was in the 80 & early 90s. All of the big 3 truck OEMs have similar systems with similar issues.

Shortly after getting my 6.7 with 100k on it the DEF heater went out. Was about a grand to fix. DEF is mostly water, so it needs a heater & funky plumbing to drain things back into the DEF tank so it doesn't freeze in the lines. Same but different story with other emissions components.

The emissions gear is a reliability downgrade & hinders performance. But with modern diesels pushing 1,000 ft/lbs of torque I don't see that as a huge problem. A modern emissions strangled diesel smokes a tuned older diesel hands down. Except for the fact there isn't a bit if smoke when it does it.

As much as I hate the emissions crap on my truck (or Kubota) i like clean air more. Nice starting either in the barn with no smell, cloud or coughing fit, much less other long term pollution & smog related health issues.

Some people enjoy wrenching on their trucks & what's required to keep older machines on the road. Or at least make that tradeoff for a simpler cheaper machine. Personally I don't & like modern bells & whistles.

 

[Rutman]

Not that I agree with is basic premise, but diesel emissions post 2011ish are expensive.

DEF = Diesel Exhaust Fluid... Urea sprayed into the exhaust. Gets rid of Oxides of Nitrogen (NOX) that cause smog & other air quality or breathing issues.
DPF = Diesel Particulate Filter... A catalytic converter looking device that filters soot out of the exhaust then periodically burns off that soot. Prevents lung choking black exhaust.
EGR = Exhaust Gas Recirculation... a diverter that cools & sends some exhaust back into the intake to lower combustion temps. Helps minimize NOX that forms at higher temp combustion.

EGRs have been around a while, but the other 2 are relatively new (2011ish). Best case scenario if any of the fail you are looking at a grand, possibly several grand, or a new engine. With all the electronics monitoring things, you can't just leave them broken as you get put into limp mode. In the past year or so the EPA has killed the delete market where people would disable & remove the emissions gear.

Lots of parts to fail & they can be a bit temperamental. Basically diesel emissions gear is as crappy as gas emissions gear was in the 80 & early 90s. All of the big 3 truck OEMs have similar systems with similar issues.

Shortly after getting my 6.7 with 100k on it the DEF heater went out. Was about a grand to fix. DEF is mostly water, so it needs a heater & funky plumbing to drain things back into the DEF tank so it doesn't freeze in the lines. Same but different story with other emissions components.

The emissions gear is a reliability downgrade & hinders performance. But with modern diesels pushing 1,000 ft/lbs of torque I don't see that as a huge problem. A modern emissions strangled diesel smokes a tuned older diesel hands down. Except for the fact there isn't a bit if smoke when it does it.

As much as I hate the emissions crap on my truck (or Kubota) i like clean air more. Nice starting either in the barn with no smell, cloud or coughing fit, much less other long term pollution & smog related health issues.

Some people enjoy wrenching on their trucks & what's required to keep older machines on the road. Or at least make that tradeoff for a simpler cheaper machine. Personally I don't & like modern bells & whistles.

Man that’s good info.
I know nothing about diesels.

That’s why if I was sure a 6.0 gasser would pull bout a 9-10k camper safely and reliably that’s what I would get

 

[deserteagle71]

Man thatç—´ good info.
I know nothing about diesels.

Thatç—´ why if I was sure a 6.0 gasser would pull bout a 9-10k camper safely and reliably thatç—´ what I would get

A 6.0 gasser WILL pull a 10k camper safely and reliably.

Here's the difference. (I have a heavy duty gasser and a diesel dually so practical experience.) The gasser, empty, gets ~ 12 mpg. Pulling a load that goes down to 8-9 mpg which is bad enough but for me the worst part is that, up any kind of incline, the gasser shifts down and runs 3500 - 4000 rpm. That doesn't bother some people, to listen to the engine scream at those rpms. Bothers me a lot. Going back down the hill, even with tow-haul engaged, I still have to ride the brakes. The diesel, empty, gets ~18 mpg. Pulling a load (and I've pulled up to 27,000 lbs with mine) it gets 13 -14 mpg - better than the gasser gets empty. What's more, the diesel never gets above 2000 rpm - maximum torque is around 17-1800 rpm so the engine doesn't need to turn any faster than that. So no constant shifting up and down through the gears. And going down a hill the exhaust brake is so efficient I rarely need to touch the brakes.

Yes the gasser, properly equipped, can safely and reliably pull 10,000 lbs. Heck, I've pulled that with my F150 on occasion. But pulling a load is SO much easier, more relaxed, with the diesel. Why I own one.