2026 Ford Super Duty Engines Explained: 6.8L Gas, 7.3L Godzilla, 6.7L Power Stroke Diesel | Jay Malone Ford

The single biggest decision when ordering a 2026 Ford Super Duty® isn’t XL versus Lariat or Crew Cab versus SuperCab — it’s gas versus diesel, and which of the four available engines fits your actual use. Ford offers the 6.8L 2V V8 Gas (405 hp / 445 lb-ft), the 7.3L 2V V8 Gas “Godzilla” (430 hp / 485 lb-ft, best-in-class gas power), the 6.7L Power Stroke® V8 Turbo Diesel B20 (475 hp / 1,050 lb-ft), and the 6.7L High-Output Power Stroke V8 Turbo Diesel (500 hp / 1,200 lb-ft, best-in-class diesel power). All four pair with a 10-speed automatic. The diesel adds roughly $10,000 to the purchase price — a meaningful number that has to pay back through use. This guide walks through each engine in detail, when each one makes sense, and a real decision framework based on how you actually use the truck.

The four engines at a glance

Quick-reference summary before the deep dives:

• 6.8L 2V DEVCT NA PFI V8 Gas: 405 horsepower / 445 lb-ft of torque on regular fuel. Standard on XL, XLT, and Lariat F-250/F-350. Paired with TorqShift®-G 10-speed automatic.
• 7.3L 2V DEVCT NA PFI V8 Gas (“Godzilla”): 430 horsepower / 485 lb-ft of torque on regular fuel. Best-in-class gas engine power output. Standard on King Ranch and Platinum; optional on XL, XLT, Lariat. Paired with TorqShift-G 10-speed automatic.
• 6.7L Power Stroke V8 Turbo Diesel B20: 475 horsepower / 1,050 lb-ft of torque. Optional on all retail F-250/F-350 trims. Standard on F-450 retail. Paired with the heavier-duty TorqShift 10-speed automatic.
• 6.7L High-Output Power Stroke V8 Turbo Diesel B20: 500 horsepower / 1,200 lb-ft of torque. Best-in-class diesel power output. Optional on retail F-250/F-350 trims with restrictions. Required for the Platinum Plus Package. Paired with TorqShift 10-speed automatic.

The big-picture takeaway: the gas engines cost less and work great for moderate towing and family use. The diesels cost more (about $10,000 to add) but deliver the extra towing capacity, the long-haul fuel economy, and the long-term durability under hard use. Choosing right means matching the engine to how you actually use the truck.

6.8L 2V V8 Gas — the work-truck standard

The 6.8L 2V DEVCT NA PFI V8 is the standard engine on XL, XLT, and Lariat F-250/F-350. “NA” means naturally aspirated, “PFI” means port fuel injection, “DEVCT” refers to the variable cam timing technology. It’s a heavy-duty work-truck V8 designed for reliability and lower acquisition cost.

Specs:

• 405 horsepower / 445 lb-ft of torque on regular fuel
• 10-speed TorqShift-G automatic transmission
• Selectable Drive Modes: Normal, Eco, Slippery Roads, Tow/Haul
• Tuned for peak torque at lower RPM with high torque throughout the midrange
• Maximum towing approximately 17,000-17,300 lbs in the right configuration

Where it shines:

• Daily commuting and around-town driving — lighter than diesel, no DEF tank, no diesel-specific maintenance
• Light to moderate towing — up to about 12,000 lbs comfortably
• Cold-weather starting — gas engines start more reliably in extreme cold than diesels do (though Super Duty diesels include cold-weather provisions)
• Lower purchase price — the 6.8L is the entry engine, keeps acquisition cost down
• Lower routine maintenance cost — gas engine oil changes, no DEF, no diesel particulate filter maintenance
• Operating cost — regular gasoline typically cheaper than diesel fuel

Where it’s less ideal:

• Heavy towing above 12,000 lbs — the 6.8L can do it within rated capacity, but the engine works harder, fuel economy under load suffers, and on long climbs you’ll feel the limits
• High-altitude towing — naturally aspirated engines lose power at altitude (about 3% per 1,000 feet); turbocharged diesels lose less
• Extended highway running — while reliable, the 6.8L works at higher RPM than diesels do at sustained highway speeds
• Maximum-capability scenarios — if you’re approaching Super Duty tow ratings, the diesel is the better tool

Best fit: XL fleet trucks, contractors who tow under 12,000 lbs, recreational buyers who tow occasionally, work trucks that don’t need diesel torque, snowplow operations where gas reliability in cold weather is preferred, lower-mileage personal use.

7.3L 2V V8 Gas “Godzilla” — best-in-class gas power

The 7.3L 2V DEVCT NA PFI V8, nicknamed “Godzilla” in the truck community, is the largest displacement gas engine in the heavy-duty pickup segment and produces the highest gas horsepower output. It’s standard on King Ranch and Platinum trims; optional on XL, XLT, and Lariat.

Specs:

• 430 horsepower / 485 lb-ft of torque on regular fuel
• 10-speed TorqShift-G automatic transmission
• Best-in-class gas engine power for the heavy-duty pickup segment
• Tuned to optimize low-end torque (variable cam timing helps optimize high-output power)
• Maximum towing approximately 19,500 lbs in the right configuration (5th-wheel)

Where it shines:

• Towing 12,000-18,000 lbs — the 7.3L handles this range comfortably without going to diesel
• Buyers who want gas operation but more power than the 6.8L delivers
• Tremor Off-Road Package buyers who don’t want diesel — the 7.3L is one of the qualifying engines for Tremor
• King Ranch and Platinum buyers who don’t need diesel — the 7.3L is the standard engine on those trims
• Lower long-term maintenance cost than diesel (no DEF, no DPF regeneration cycles)
• Cold-weather reliability without the diesel cold-start considerations

Where it’s less ideal:

• Towing above 18,000 lbs — the 7.3L is at its limits here; diesel becomes the better tool
• Maximum-capability towing scenarios — the 7.3L max tow rating is below the Power Stroke’s
• Long-haul highway towing — gas engines work at higher RPM than diesels at sustained tow speeds, fuel economy under load is worse
• Diesel torque feel — the 7.3L delivers strong power but doesn’t deliver the low-RPM torque punch that diesel engines do

Best fit: XLT and Lariat buyers towing 12,000-18,000 lbs, King Ranch and Platinum buyers who don’t need diesel, recreational towers with mid-size fifth-wheel campers (under 18,000 lbs loaded) who don’t want diesel maintenance, anyone wanting Tremor Off-Road Package without going diesel, buyers concerned about long-term diesel maintenance costs.

6.7L Power Stroke V8 Turbo Diesel B20

The 6.7L 4-Valve OHV Power Stroke V8 Turbo Diesel is the volume diesel option in the Super Duty lineup. The B20 designation means the engine is approved to run on biodiesel blends up to 20%. Optional on all retail F-250/F-350 trims. Standard on F-450 retail.

Specs:

• 475 horsepower / 1,050 lb-ft of torque (peak torque at 1,600 RPM)
• 10-speed TorqShift automatic transmission (heavier-duty version)
• Selectable Drive Modes: Normal, Eco, Slippery Roads, Tow/Haul, Trail (4x2), Off-Road (4x4)
• Manual push-button engine-exhaust braking
• Operator Commanded Regeneration (OCR) for diesel particulate filter management
• Maximum F-250 towing approximately 18,000-20,000 lbs (5th-wheel/gooseneck)
• Maximum F-350 DRW gooseneck towing in the high 20,000-lb to mid 30,000-lb range

Where it shines:

• Towing 15,000-22,000 lbs — the diesel sweet spot. The 1,050 lb-ft of torque at 1,600 RPM means highway cruising at low engine RPM with comfortable headroom for grades
• Long-haul highway towing — diesel fuel economy under load typically 30-50% better than gas
• High-altitude towing — turbochargers compensate for thinner air, so you lose less power at elevation
• Engine-exhaust braking on long descents — reduces brake pad wear, particularly valuable for buyers towing in mountains or hilly terrain
• High-mileage operation — diesels are designed for higher mileage and longer service life under sustained load
• Long-term durability under hard use — the 6.7L Power Stroke is built for sustained heavy-duty work
• Towing-rich resale value — diesel Super Duties typically hold value better than gas-only equivalents

Where it’s less ideal:

• Lower-mileage personal use — if you’re putting on under 15,000 miles per year and not towing heavy, the diesel premium doesn’t pay back
• Cold-weather starts without block heater use — diesels need extended cranking or block heater warming in extreme cold
• Higher fuel cost (diesel typically costs more per gallon than regular gas)
• DEF (Diesel Exhaust Fluid) refills required — another consumable to monitor
• More expensive routine maintenance — oil changes, fuel filter changes, DEF refills
• DPF (Diesel Particulate Filter) regeneration cycles — brief periods where the engine runs hotter to burn off accumulated particulate matter

Best fit: serious recreational towers (15,000+ lb fifth-wheels, larger horse trailers), commercial operators putting on heavy mileage, F-450 buyers (where it’s standard), anyone towing in mountains or at altitude regularly, buyers who plan to keep the truck 7+ years and want diesel longevity, ranchers and ag operators who run the truck hard.

6.7L High-Output Power Stroke V8 Turbo Diesel

The High-Output (HO) Power Stroke is the maximum-capability engine in the lineup. Same fundamental architecture as the 6.7L Power Stroke but tuned for substantially more power and torque. It’s required for the Platinum Plus Package. Optional on most retail F-250/F-350 configurations.

Specs:

• 500 horsepower / 1,200 lb-ft of torque (peak torque at 1,600 RPM)
• Best-in-class diesel power output in the heavy-duty pickup segment
• 10-speed TorqShift automatic transmission
• Same Selectable Drive Modes as standard Power Stroke (including Trail and Off-Road)
• Manual push-button engine-exhaust braking
• Maximum F-250 towing up to 23,000 lbs (5th-wheel/gooseneck)
• Maximum F-350 DRW gooseneck towing up to 38,000 lbs
• Maximum F-450 gooseneck towing up to 40,000 lbs (with High-Capacity Gooseneck Tow Package)

Where it shines:

• Maximum-capability towing scenarios — if you’re approaching the upper end of Super Duty tow ratings, the HO is the engine to get
• Largest fifth-wheel and gooseneck trailers (over 22,000 lbs)
• Professional operators — commercial gooseneck haulers, large horse trailer operations, cargo trailer commercial use
• The Platinum Plus Package — required and the right pairing for the flagship configuration
• Headroom on long climbs — the additional 25 hp and 150 lb-ft over the standard Power Stroke means easier hill-climbing under load
• Buyers who want the absolute best capability available without exceptions

Where it’s less ideal:

• Most personal-use buyers don’t need it — the standard Power Stroke handles 95% of recreational and family use cases
• Highest acquisition cost — the HO option is more expensive than the standard diesel
• Same maintenance considerations as the standard Power Stroke (DEF, DPF, more expensive oil changes)
• Some configuration restrictions — not available with all wheelbase and cab combinations (specifically NA with W3A 160" WB and X3A 148" WB combinations)

Best fit: commercial operators, professional gooseneck haulers, buyers regularly towing 22,000+ lbs, anyone configuring a Platinum Plus Package (it’s required), buyers who want maximum capability and don’t want to compromise.

TorqShift vs. TorqShift-G transmissions

Both 10-speed automatics are designed specifically for the Super Duty, but they’re not the same transmission — the difference matters for buyers paying attention to specifications.

TorqShift-G ten-speed automatic. Paired with the 6.8L gas and 7.3L gas engines. The “G” designation refers to its tuning for gas torque output. First gear ratio of 4.691:1, designed to optimize off-the-line acceleration with naturally aspirated gas torque curves.

TorqShift ten-speed automatic (no “G”). Paired with the 6.7L Power Stroke and 6.7L HO Power Stroke diesel engines. Reinforced internals to handle the diesel’s significantly higher torque output (1,050-1,200 lb-ft vs. 445-485 lb-ft on gas). First gear ratio of 4.615:1, designed for diesel torque characteristics.

Both transmissions offer the same Selectable Drive Modes:

• Normal — balanced shift behavior for everyday driving
• Eco — optimized for fuel economy, slightly later upshifts
• Slippery Roads — reduced throttle response and modified shift points for icy or wet conditions
• Tow/Haul — holds lower gears longer for better engine braking, more aggressive downshifts when towing

On 4x2 diesel and 4x4 diesel: additional Trail (4x2) or Off-Road (4x4) drive modes available.

On Tremor Off-Road Package: two additional modes — Rock Crawl and Trail Control. These are unique to Tremor and add capability beyond the standard drive mode set.

Gas vs. diesel decision framework

The diesel engine adds roughly $10,000 to the purchase price. To pay back, the diesel needs to deliver enough fuel savings, capability premium, or longevity benefit to justify that upfront cost. Here’s the practical framework we walk through with buyers:

How many miles per year do you drive?

• Under 12,000 miles per year: diesel rarely pays back. Gas is the right answer.
• 12,000-20,000 miles per year: diesel pays back if you tow regularly. Gas wins if towing is occasional.
• Over 20,000 miles per year: diesel typically pays back. The fuel economy advantage compounds quickly at high mileage.
• Over 30,000 miles per year: diesel is almost always the right answer. Service life advantages also matter at this mileage.

What’s your typical towing weight?

• Under 8,000 lbs: 6.8L gas is plenty. Diesel premium is wasted.
• 8,000-12,000 lbs: 6.8L gas works; 7.3L gas adds comfort margin. Diesel is overkill unless you tow this much constantly.
• 12,000-18,000 lbs: 7.3L Godzilla is the sweet spot if you don’t want diesel. Diesel offers better fuel economy under load and easier hill climbing.
• 18,000-22,000 lbs: diesel becomes the meaningfully better tool. The 7.3L gas can do it, but you’ll work the engine hard.
• 22,000+ lbs: 6.7L Power Stroke or 6.7L HO Power Stroke. Gas is at its capability limit.

What’s your typical towing terrain?

• Flat highway only (most of MN): the gas engine penalty is minimal. Gas is competitive.
• Rolling hills (eastern MN, western WI): gas works fine. Both engines handle this comfortably.
• Significant grades (Black Hills, Rocky Mountains): diesel becomes meaningfully better. Engine-exhaust braking on descents is genuinely useful.
• Sustained altitude operation (above 5,000 feet for extended periods): diesel is the better engineering answer. Naturally aspirated gas engines lose more power at altitude than turbocharged diesels.

How long will you keep the truck?

• 3-5 years: the diesel premium is harder to recover. Gas often wins on total cost of ownership.
• 5-10 years: diesel pays back if you tow regularly or run high mileage. Resale value advantage starts to matter at this point.
• 10+ years: diesel longevity becomes a meaningful factor. Diesel engines are designed for hundreds of thousands of miles of service. The diesel typically pays back over the long-haul ownership period.

How much do you value diesel torque feel? The driving experience of a diesel-towing truck is genuinely different from a gas-towing truck. The low-RPM torque, the engine-exhaust braking, the fuel range when towing — these aren’t spec sheet items, they’re experiential. Some buyers want the diesel experience and pay the premium specifically for that. That’s a legitimate reason to choose diesel even if the spreadsheet doesn’t make it pencil out.

Quick rule of thumb: if you tow over 12,000 lbs regularly OR put on more than 25,000 miles per year OR plan to keep the truck 10+ years, the diesel typically pays back. If you tow occasionally and run lower mileage, the 7.3L Godzilla gas is often the smarter economic choice with comparable everyday capability.

Which engine fits which buyer?

Some specific buyer profiles based on conversations on the Hutchinson sales floor:

The fleet operator or commercial XL buyer. 6.8L gas. Lowest acquisition cost, simplest maintenance, no DEF management. The right answer for fleets where vehicles are spec’d for cost and reliability.

The contractor running tools and a 6,000-10,000 lb trailer. 6.8L gas in XLT or Lariat. The 6.8L handles this towing range without strain. Pro Power Onboard 400W (XLT and higher) is more relevant than diesel torque for jobsite work.

The recreational tower with a 12,000-15,000 lb fifth-wheel camper. 7.3L Godzilla gas (XLT or Lariat) OR 6.7L Power Stroke diesel (Lariat or higher). Honest tradeoff: the Godzilla saves $10,000 upfront but you’ll work it harder on grades and fuel economy will suffer when towing. Diesel is the better long-term answer if you tow regularly.

The horse trailer hauler running 8,000-15,000 lb loads. 6.7L Power Stroke diesel (Lariat or King Ranch). The diesel torque, fuel economy under load, and engine-exhaust braking all matter for this use case. Resale value benefit also applies.

The serious commercial gooseneck operator. 6.7L HO Power Stroke. Approaching the upper end of Super Duty capability requires the HO engine. F-350 DRW or F-450 depending on weight.

The Tremor Off-Road Package buyer. Choice between 7.3L Godzilla, 6.7L Power Stroke, or 6.7L HO Power Stroke. The 6.8L is NOT available with Tremor. For most Tremor buyers, the 7.3L Godzilla is the right balance of capability and cost. For serious off-road towing or maximum capability, go diesel.

The snowplow operator. 6.8L or 7.3L gas. Gas engines start more reliably in extreme cold, and the Snowplow Prep Package is fully compatible with both. The diesel option works fine for plowing if the truck has other diesel justification, but gas is the simpler answer for plow-focused buyers.

The Platinum Plus Package buyer. 6.7L HO Power Stroke. Required for the package — no choice. The 500-hp HO Power Stroke pairs with the maximum-equipment Platinum Plus configuration as the flagship Super Duty.

The buyer who can’t decide between gas and diesel. Drive both back-to-back with a real trailer if possible. The gas vs. diesel feel is genuinely different, and most buyers know which one is right for them after that direct comparison.

Engine considerations specific to Minnesota

A few central-Minnesota-specific points worth thinking through:

Cold-weather starting. Diesel engines need extended cranking in extreme cold (below 0°F) without block heater use. The Super Duty diesel comes with factory cold-start provisions including a glow plug system, but for buyers who park outside in winter we strongly recommend using the engine block heater (standard on diesel; uses a 110V outlet, plug in for 2-3 hours before starting). Gas engines start more easily in cold weather without preconditioning.

Snowplow Prep Package on diesel. Includes the Rapid-Heat Supplemental Cab Heater (option 41A) on diesel models — matters for plow operators who need cab heat available immediately on cold mornings. The diesel also gets the 410 Amp Dual Alternator (vs 190 Amp single alternator with gas engine Snowplow Prep). For commercial plowing operations running multiple electrical accessories (lightbars, plow controllers, two-way radios), the dual alternator headroom matters.

Diesel fuel availability in central MN. Diesel is widely available at major fuel stations along Highway 7, US-12, and MN-15. Less common at smaller rural stations — if you’re running through Renville County or Meeker County back roads, plan fuel stops at known diesel stations. DEF (Diesel Exhaust Fluid) is also widely available at major fuel stations and most farm supply stores.

Long highway runs. The Hutchinson-to-Twin Cities commute (about 60 miles each way), Hutchinson-to-Sauk Centre, Hutchinson-to-Black Hills (about 8 hours one way), or any extended highway run is where diesel fuel economy advantages compound. Buyers running these routes regularly benefit more from diesel than buyers staying within McLeod County most of the time.

Towing in Minnesota terrain. Most of MN is flat to gently rolling. The capability difference between 7.3L gas and 6.7L diesel is smaller here than it would be in mountain country. For Minnesota-only towing with no mountain trips, the 7.3L Godzilla closes much of the gap to diesel without the diesel premium.

Ag use considerations. Farm operations that run trucks hard year-round — livestock hauling, equipment moving, gooseneck towing — tend to put on enough miles and tow heavy enough to justify diesel. Ag use is one of the strongest cases for diesel in central Minnesota.

Engine availability by trim

Quick reference for which engines are available on which trims:

XL:

• 6.8L 2V V8 Gas (Standard on F-250/F-350)
• 7.3L 2V V8 Gas (Optional — with XLT Premium Package or STX Appearance Package on certain configurations)
• 6.7L Power Stroke V8 Turbo Diesel (Optional)
• 6.7L HO Power Stroke V8 Turbo Diesel (Optional with restrictions)
• F-450: 6.7L Power Stroke standard, 6.7L HO Power Stroke optional, 7.3L gas optional with SelectShift Automatic

XLT:

• 6.8L 2V V8 Gas (Standard on F-250/F-350)
• 7.3L 2V V8 Gas (Optional)
• 6.7L Power Stroke V8 Turbo Diesel (Optional)
• 6.7L HO Power Stroke V8 Turbo Diesel (Optional)

Lariat:

• 6.8L 2V V8 Gas (Standard on F-250/F-350)
• 7.3L 2V V8 Gas (Optional)
• 6.7L Power Stroke V8 Turbo Diesel (Optional)
• 6.7L HO Power Stroke V8 Turbo Diesel (Optional)

King Ranch:

• 7.3L 2V V8 Gas (Standard)
• 6.7L Power Stroke V8 Turbo Diesel (Optional)
• 6.7L HO Power Stroke V8 Turbo Diesel (Optional)
• 6.8L gas NOT available

Platinum:

• 7.3L 2V V8 Gas (Standard)
• 6.7L Power Stroke V8 Turbo Diesel (Optional)
• 6.7L HO Power Stroke V8 Turbo Diesel (Optional)
• 6.8L gas NOT available
• Platinum Plus Package requires 6.7L HO Power Stroke

Tremor Off-Road Package availability: requires 7.3L gas, 6.7L Power Stroke, OR 6.7L HO Power Stroke. The 6.8L gas is NOT available with Tremor.

For more on the Super Duty trim lineup specifically — including standard equipment, package availability, and which trim fits which buyer — see our 2026 Ford Super Duty trim levels guide.

Frequently Asked Questions

Why is the 7.3L gas called “Godzilla”?

It’s a Ford engineering nickname that stuck in the truck community. The 7.3L is the largest displacement gas engine in the heavy-duty pickup segment and produces best-in-class gas power output (430 hp / 485 lb-ft). The nickname references the engine’s exceptional performance as a naturally aspirated V8 in an era when most heavy-duty competitors are running smaller-displacement turbocharged engines or focusing on diesel exclusively. It’s a real engine spec, not a marketing name — the “7.3L 2V DEVCT NA PFI V8 Gas” is what shows up on the order guide.

Does the diesel really pay back?

Depends on use. The diesel adds roughly $10,000 to the purchase price. Under heavy towing loads, diesel fuel economy is typically 30-50% better than gas — meaningful savings over 100,000+ miles. For high-mileage operations (over 25,000 miles per year) or regular heavy towing (over 12,000 lbs), the diesel typically pays back through fuel savings alone. Add resale value advantages and longer service life under hard use, and the total cost of ownership tilts toward diesel for buyers in those use cases. For occasional towing and lower-mileage personal use, the diesel premium is harder to recover, and the 7.3L Godzilla gas is often the smarter economic choice.

What does “B20” mean on the Power Stroke diesel?

B20 designation means the engine is approved by Ford to run on biodiesel blends up to 20% (B20 fuel). It will run on regular #2 diesel just fine — the B20 designation just means biodiesel-compatible fuel is also approved. Most fuel stations sell standard #2 diesel; biodiesel blends are more common at agricultural fuel cooperatives. The B20 capability is meaningful primarily for ag operators who source fuel from cooperatives that blend with biodiesel.

Can I get the 6.7L HO Power Stroke on every trim?

Yes for retail F-250/F-350 trims (XL, XLT, Lariat, King Ranch, Platinum), but with configuration restrictions. The HO is NOT available with W3A 160" wheelbase or X3A 148" wheelbase combinations — consult the order guide or call us for specific configuration availability. The HO is required for the Platinum Plus Package. F-450 retail offers the 6.7L Power Stroke standard with the HO Power Stroke optional.

Why isn’t the 6.8L gas available with the Tremor Off-Road Package?

The Tremor Off-Road Package is engineered around the higher torque output of the 7.3L gas (485 lb-ft) or the diesels (1,050-1,200 lb-ft). The Tremor adds 35-inch off-road tires, modified suspension, and ride-height increase — the 6.8L’s 445 lb-ft of torque doesn’t pair as effectively with the heavier wheels and rolling resistance. For Tremor buyers wanting gas operation, the 7.3L Godzilla is the right engine. For maximum off-road tow capability, the diesels are the answer.

How much does DEF (Diesel Exhaust Fluid) cost?

DEF runs about $10-15 for a 2.5-gallon container at fuel stations, less if you buy in bulk at farm supply stores or industrial suppliers. The Super Duty’s DEF tank holds enough for thousands of miles between refills depending on use intensity. Heavy towing burns DEF faster than light driving. Most buyers find DEF refills are needed every 3,000-7,000 miles depending on duty cycle. It’s a real consumable cost but small in the context of total operating expense.

What’s the difference between the 6.7L Power Stroke and the 6.7L HO Power Stroke?

Same fundamental engine architecture — same 6.7L displacement, same OHV V8 configuration, same Power Stroke heritage. The HO version is tuned for higher peak power output (500 hp vs 475 hp) and substantially more peak torque (1,200 lb-ft vs 1,050 lb-ft). The HO has reinforced internals to handle the increased loads, an upgraded turbocharger, and tuning calibration optimized for maximum capability. Practical difference: the HO handles loads at the upper end of Super Duty tow ratings (over 22,000 lbs) more comfortably. For most diesel buyers towing under 22,000 lbs, the standard Power Stroke is plenty.

Find Your 2026 Super Duty at Jay Malone Ford

If you’ve narrowed down which engine fits your work, the next step is figuring out the right trim, drivetrain, and packages to pair with it. Come down to our Hutchinson showroom on Highway 7, and we’ll set you up with a real test drive that includes the kind of roads you actually drive on. If you can’t decide between gas and diesel, we’ll arrange back-to-back test drives so you can feel the difference yourself.

If we don’t have your exact configuration in stock, we’ll either pull one from another dealer at no extra charge or place a factory order through Ford. Same price either way — that’s how we’ve operated since 2005.