2016 Ford F-250 Super Duty Coolant Capacity & Type

The 2016 Ford F-250 Super Duty holds between 21.0 quarts (for the gas engine) and 41.1 quarts (combined, for the diesel engine) of coolant, depending on the powertrain configuration you are servicing. When tackling cooling system maintenance on a heavy-duty truck like the F-250, getting the capacity, chemistry, and bleeding procedures exactly right is critical to keeping these hard-working engines from overheating under heavy loads.

Below is your comprehensive ASE-certified guide to servicing the cooling system on the 2016 Ford F-250 Super Duty.

Quick answer

• Total cooling system capacity: 21.0 quarts (19.9 liters) for the 6.2L Gas V8. The 6.7L Power Stroke Diesel uses a dual-loop system totaling 41.1 quarts (38.9 liters) combined.
• OEM coolant spec: Motorcraft Orange Antifreeze/Coolant (OAT chemistry, Ford Spec WSS-M97B44-D). Note: Ford has since superseded this with Motorcraft Yellow (P-OAT, Ford Spec WSS-M97B57-A1), which is fully backward compatible and recommended for top-offs or full flushes.
• Mix ratio: 50/50 mixture of coolant concentrate and distilled water, or a 50/50 pre-mixed formula. Do not use tap water.

Capacity by engine option

The 2016 F-250 features two very different cooling system architectures. The 6.7L Power Stroke diesel utilizes two separate cooling systems: a primary system for the engine block, and a secondary system for the charge air cooler (CAC), EGR cooler, and transmission/fuel coolers.

Flush interval

• Normal Duty: For the factory fill, Ford recommends an initial coolant replacement at 100,000 miles or 6 years. After the initial flush, the interval drops to every 50,000 miles or 3 years.
• Severe Duty / Diesel Notes: If the truck idles extensively, tows frequently, or operates in dusty/extreme environments, consider dropping the initial flush to 60,000 miles. For the 6.7L diesel using Motorcraft Orange, it is vital to test the coolant strength and corrosion inhibitors every 15,000 miles or 600 engine hours using test strips. If the additive is depleted, a revitalization additive (Motorcraft VC-12) may be required.

How to refill & bleed

The 6.7L Power Stroke can be notoriously difficult to bleed without the right tools. Because of the dual-loop system, air pockets can easily get trapped, leading to localized overheating or EGR/CAC issues.

1. Drain the system: Allow the engine to cool completely. Open the radiator petcocks (remembering the diesel has two radiators and two separate drain points).
2. Vacuum fill is highly recommended: For the 6.7L diesel, Ford heavily recommends using a vacuum cooling system filler (like an Airlift tool). This pulls the system into a deep vacuum and draws the coolant in, completely preventing air pockets in the intricate CAC and EGR passages.
3. Manual fill (if vacuum tool is unavailable): Fill the degas bottle(s) to the cold fill line. Leave the cap off.
4. Bleed the system: Start the engine and turn the cabin heater to maximum heat and blower speed. Run the engine until it reaches operating temperature and the thermostat opens (the upper radiator hose will become hot).
5. Monitor and top off: As air bleeds out, the coolant level in the degas bottle will drop. Top it off to the max cold line.
6. Test drive: Install the degas bottle cap securely, test drive the truck, let it cool completely, and check the levels one final time.

Common cooling system issues

For the 2011–2016 generation of F-250s, technicians frequently encounter a few specific cooling system headaches:

• Primary Radiator Leaks (6.7L Diesel): The factory primary radiator is notorious for leaking where the aluminum core is crimped to the plastic side tanks. This often manifests as crusty orange or yellow buildup on the lower corners of the radiator. Upgrading to an all-aluminum aftermarket radiator is a common and recommended fix.
• Quick-Connect Fitting O-rings: The 6.7L uses plastic quick-connect hoses for several coolant lines. The internal O-rings degrade over time and heat cycles, leading to slow leaks. Replacing just the O-ring (if available) or the hose assembly is necessary.
• EGR Cooler Leaks: While less prone to catastrophic failure than earlier generations, the 6.7L EGR cooler can still develop internal leaks, consuming coolant without an external puddle. This usually presents as white, sweet-smelling exhaust smoke.

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