Traded my 20 6.7 powerstroke for a 23 HIGH OUTPUT. Was this a MISTAKE???

Today, I want to discuss my experience transitioning from a 2020 Super Duty to a 2023 Super Duty, specifically an F450. If you follow us , you may alreaddy know that we previously owned a 2020 F450, which unfortunately was involved in an accident. We ended up selling the truck, and immediately regretted it. Thus, I quickly ordered a new F450.

 

At the time of ordering the new F450, the 2023 model, the side steps were just revealed and were quite controversial. However, I think everything has calmed down now, and people seem to really like the side steps, myself included. I want to talk about my transition to this new F450 and how it compares to the 2020 model I had before.

First, let’s jump inside and drive the truck. But before we drive, let’s take a quick look at the infotainment system. It boasts a large navigation screen, and you can look into the back of the truck at any time and turn on your cameras, even while driving.

 

The forward-facing camera isn’t visible when driving, but the reverse cameras are available, as well as the auxiliary camera, which currently isn’t plugged in because we’re not hooked to our trailer. What’s really nice is that you can view the bed of the truck on the move and still have access to other functions.

This truck has Pro Power onboard, which provides 2 kilowatts of power. In generator mode, you get a warning not to operate it inside a closed building due to emission concerns. Once engaged, it provides 2000 watts of power in the bed and inside the truck. When you put the truck in drive and move, it drops down to 1500 watts. I’m not exactly sure why it does that.

 

Interestingly, in my 2020 model, I was able to install a 3000-watt power inverter aftermarket, which provided more power but had no rules, unlike the integrated system in the 2023 model.

 

Now let’s check the back seat where the inverter is integrated. It’s done pretty slickly, with an exhaust hookup to channel the warm air generated. When I did my aftermarket setup, figuring out how to vent the heat was a challenge. The inverter doesn’t take up much space, sitting neatly behind the seat.

 

Also, the truck comes with a generator under the hood, with its own belt and system. It runs on 24 volts instead of 12 volts, probably to facilitate thinner wiring. Additionally, they’ve added two auxiliary motorcycle batteries under a panel to act as a sort of capacitor, allowing the system to operate separately from the main batteries.

I plan to do a separate video on that system and test it with some heavy loads, but I’m still on the fence about it. Given the chance to reorder, I would question whether to choose that feature again, knowing its limitations compared to a 3000-watt aftermarket system. The factory system also removes an alternator, which might reduce some of the truck’s performance.

 

If I’m running numerous 12-volt accessories on this truck, such as a snow plow, a salt spreader, or any other type of 12-volt system, perhaps it may be too demanding. However, a single alternator might suffice. Time will tell, but I plan on making a separate video on the inverters.

Now, let’s talk about the drive modes displayed on this large screen. The trailer brake and mirrors seem to carry over from previous models, and there’s storage at the top of the instrument panel, which is quite similar to the updated F-150, albeit with minor differences.

 

One issue I’ve noticed pertains to the digital cluster. When you put the truck in Drive, the displayed numbers sometimes appear as if half of them are cut off. However, this might also depend on the seat positioning. It’s not a significant problem, but a minor inconvenience nevertheless.

Over to the controls, there are power scope mirrors and power folding mirrors. I have yet to fully understand all the functionalities, but one thing that’s slightly odd is the new steering wheel. The controls have been repositioned; they’ve moved the volume control from the right to the left, which takes some getting used to.

 

The cluster displays numerous gauges, and now includes a diesel measurements page providing details about your turbo, engine brake, exhaust filter, and DEF, all on a single screen.

Interestingly, the exhaust filter doesn’t seem to fill up as quickly. Perhaps the new emission system is more efficient at burning soot. Speaking of emissions, let’s take a look at the system under the truck. The new emission system seems to have added quite a few components to the exhaust, a detail Ford didn’t talk much about.

 

The DPF looks significantly larger than before, and there’s an extra component where there used to be just a downpipe. This change has upset many 6.7 enthusiasts, including myself. The engine sounds quieter than the outgoing model, but whether this is an improvement remains to be seen.

The F450 model, in particular, is geared with a 430 gear ratio, which may slightly impact its power band. This means you might not notice the added power as much as expected. Some reviews I’ve seen confirm this; the F450 high outputs don’t feel particularly speedy, given they’re geared more for towing than for acceleration.

 

Let’s get into the truck now and talk about its driving impressions. Switching to a 2023 model raises the question: is it worth it? It’s a tough call, especially if you own a 2020, 2021, or 2022 model. Do you trade it in for a 2023, with all its new features?

 

The new screen, for example, already has some issues. Mine sometimes responds slowly, and there’s already a TSB out about it. So, there are a few issues to consider. As for the new emissions system, it’s not completely novel; GM has a similar system, so perhaps they’ve already worked out some of the kinks.

 

In today’s text, I’d like to address my experiences transitioning to a new emissions system, and some considerations that may come with it. The motor on this truck is significantly quieter than the outgoing model. How this translates to power, I’m not entirely sure. Could it be that with the new emissions system, the increased surface area results in less restriction? This could explain why the motor is quieter. But, that’s just a theory.

Now let’s consider the potential disadvantages. This new emissions system comes with more components, which might translate to higher costs in the long run. The deletion of these trucks is not possible, and even if it were, the process would likely be exorbitantly expensive. Personally, I’ve never deleted a truck and don’t know anyone who has, so this is not a significant factor for me.

 

Moving on to the benefits, this truck drives better than the previous model. The seats are more comfortable, although the front end redesign is a bit contentious. Most people loved the look of the outgoing model, but this new design may take some getting used to.

 

One change that Ford made quietly is with the headlights. To get true HID headlights now, you have to go for a high-end model, perhaps a Platinum or King Ranch. What makes the front end look so different, in my opinion, is the absence of the more intricate looking headlight that was available with the Lariat Ultimate package in the previous model.

 

The new headlight doesn’t have that premium look; it’s almost as if an LED bulb was simply placed in a housing. I suspect it’s more complex than that, but that’s the impression it gives. That said, the c-rings around the headlights are now quite bright and stand out more, which somewhat compensates for the simpler look.

Now, let’s talk about acceleration. The truck’s acceleration won’t match lighter models or those with gearing that puts them in the power band for acceleration.

 

In conclusion, whether the 2023 model is a worthwhile upgrade is a tough call. It comes with new technology and a different design, but it also has the new emissions system. It’s hard to say how this new system will work out; it could be great or it could have a host of issues. If you’re planning to keep the truck with its factory emissions parts, the new system might be better for the motor in the long run. But as of 2023, it seems like we don’t have a choice – most of us will keep the factory emissions.

 

For those who regularly follow us, you’d know that we’d never delete our trucks. A standout aspect that I’ve noticed with this truck is its improved driving experience compared to the outgoing F450 model. This sentiment seems to be echoed in other online reviews, regardless of whether they’re transitioning to a 350 or a 250 from a 250. All reports suggest superior driving experience.

 

The interiors definitely feel more spacious and comfortable, accompanied by an array of additional features. For instance, this truck has a heated steering wheel, a feature missing in my last model. That’s because I usually opt out of most supplementary features when configuring these trucks. I chose not to get the heads-up display or the max recline seats, avoiding the price hike associated with these add-ons.

Despite a few minor issues, I am overall very pleased with this F450 model so far. An intriguing feature I’ve noticed while driving is the exhaust filter’s cleaning process; it was initially at 15 percent and now it’s at 10 percent. Furthermore, today, I stumbled upon a screen called the diesel measurement screen and realized it doesn’t regen frequently.

 

Previously, the truck would have to reach 100 percent before it could regen, which could be problematic during short trips. With this new system, it seems the truck may handle regens and short trips better. This truck was able to reduce the exhaust filter to zero without needing to hit 100 percent first, indicating definite differences with this new system and exhaust filter. Its efficiency, however, remains to be seen.

 

Unfortunately, my new 23 450 doesn’t feature Adaptive steering – it wasn’t available at the time of my order. Nevertheless, the truck drives incredibly straight, making highway driving a breeze. The steering wheel feels heavier, giving you a stronger feel of the road, which could be due to increased caster. Despite this, the truck remains steady and true on the highway.

 

All things considered, I’m thoroughly enjoying this truck and am glad to be back in an F450 diesel. The truck manages to be quite fuel-efficient, achieving around 18 miles per gallon on the highway under optimal conditions. In my opinion, it offers a better driving experience than the outgoing model. It’s a gorgeous truck that always draws positive attention.

The decision to upgrade from a 20 model to this one is a difficult one. You’re faced with new emissions standards, a higher price, and potentially high-interest rates. The ideal move may be to transition from a 22 to a 23 model. The performance of the high-output engine in the form of a 450 seems very similar to the previous model, but that may be due to the 450’s power band.

 

If you’re interested in more content about the 2023 Ford F-450. We look forward to hearing from you soon, and as always, avoid parking badly. See you next time!