Which 6.7 Power stroke Years should you avoid and Why?

Ford, the American sweetheart, exclusively built and debuted the 6.7 Powerstroke engine in 2011. Code-named “the scorpion,” is an unquestionably reliable and powerful V8 turbo diesel engine. However, there’s no problem-free engine. Every engine has its glory and pitfalls.

While it is generally a powerful and reliable engine, some years are more problematic than others. So, what years of 6.7 Powerstroke should you avoid?

I recommend you avoid Ford 6.7 power stroke first generations (2011 to 2014). This article will go in-depth to explain this engine, the 6.7 Powerstroke years to avoid, and the common problems it exhibits.

6 7 powerstroke life expectancy

How to Choose the Best 6.7 Powerstroke Year

Choosing the best 6.7 powerstroke engine years depends on your priorities. Ford engineers continually improve the 6.7 engine performance with every release. While Ford implements certain changes and updates with every release, the major improvement comes with each 6.7 Powerstroke generation.

Currently, the 6.7 powerstroke engine has three generations—first, second, and third generations. However, you have to rule out the first generation, which is more problematic than the others.

So, to choose the best year from the other two generations, compare their qualities and performance limitations with your priorities. Every model has its specific features that make it stand out.

How to Maintain Your 6.7 Powerstroke Engine

Maintenance on the 6.7 powerstroke Ford engines can be confusing because of the several upgrades done on different generations. While the 6.7 power stroke has been in production for over a decade, Ford has made subtle changes that led to differences in service intervals, maintenance parts, and fluid capacities.

You can drive down to your dealership whenever you reach your maintenance intervals. The dealers know the in and out of your 6.7 power stroke engine and are trained to diagnose and fix every Ford problem. But their service charges are usually costly.

However, the dealers can be careless at times and can make mistakes. Hence, it is best to do your scheduled maintenance at home if you are on budget and know your car’s underhood working principle.

Here’s suggested maintenance for the Ford 6.7 Powerstroke V8 turbo diesel engine;

Oil and filter change:  Change your engine and oil filter every 7,500 to 10,000 miles, depending on your model year or when the service indicator appears on the dashboard.

Fuel filter change: Replace the fuel filter every third time you change the engine oil (that is every 22,500 to 30,000 miles) or whenever it is indicated by a message on the dashboard. Whichever comes first.

Coolant change: Replace the first coolant after covering 105,00 miles and do the subsequent fluid change after covering 45,000 miles.

Check coolant strength: Inspect the coolant strength every 15,000 to 22,500 miles.

Inspect the tires: Inspect the tires and check for abnormal wear at every oil change, which is usually 7,500 to 10,000 miles. Also, rotate the tires at every oil change.

Check brake pads: Check and replace brake pads and shoes every 7,500 to 10,000 miles.

Examine the suspension systems: Occasionally inspect the suspension and steering systems. Examine all fluid components and underneath the car for any sign of leaks.

While these are the most common suggested maintenance and their intervals, always use the right quality parts. Using inferior parts is as bad as not doing the maintenance as recommended. And while following the checklist above, you may see something else that needs to be serviced. Also, keep in mind that not every maintenance in your car has intervals.

Common 6.7 Powerstroke Problems and Solutions

Diesel turbo failure, EGR valve and cooler failure, diesel fuel injector issues, radiator coolant leaks, EGT sensor failure, and cracked exhaust manifold are the common Ford 6.7 Powerstroke problems. Most of these problems are prevalent in the first generations (2011-2014 year models).

Ford 6.7 diesel turbocharger problems

The Ford 6.7 diesel Powerstroke turbochargers are prone to failure because of excessive soot buildup in them, leading to premature VGT failure and reduced engine performance in the first-generation models (2011 to 2014).

Poor acceleration, check engine light with trouble codes P0299 or P2263, excessive smoke from the tailpipe, and compressor surging noises are the common signs of turbocharger problems in the 6.7 Powerstroke engine.

The only feasible solution is to clean or replace the turbocharger. Cleaning will cost between $150 to $400, while replacement will cost between $1,500 to $2,500.

Ford 6.7 EGR and Cooler problem

The exhaust gas recirculation (EGR) valve helps recirculate some of the exhaust gas back into the engine. Over time, the valve can block or become clogged, resulting in increased emission and poor engine performance.

Bad gas mileage, poor acceleration, rough idling, and an engine warning light with fault codes P0401 or P0402 are the common signs of a failed EGR in a 6.7 Powerstroke engine.

Sometimes, all you need to solve the problem is to clean the EGR, which will cost around $75 to $200. But if the EGR valve is damaged, you will need to change it, which will cost between $300 to $500.  But if you want to bulletproof your 6.7 Powerstroke diesel engine, get a bulletproof EGR cooler and oil from Bulletproof Diesel, a leader in diesel reliability products.

Ford 6.7 fuel injector problems

The fuel injectors are responsible for injecting fuel into the engine cylinders while precisely controlling the fuel atomization, injection timing, and other parameters. Over time, they can break down or become clogged, causing reduced fuel efficiency and poor engine performance.

Check engine light with fault codes P0300 or P0200, engine misfire, rough idling, poor acceleration, and reduced fuel efficiency are the prevalent signs of fuel injector problems in the Ford 6.7 Powerstroke diesel engine.

In most cases, cleaning the injectors will fix the problem. But if it doesn’t, you will have to replace the faulty injectors. Cleaning will cost between $150 to $250, while replacing them will cost around $1,000 to $2,500 for a full set.

Cracks on the 6.7 exhaust manifold

Cracks on the exhaust manifold are another problem on the 6.7 Ford diesel powerstroke engine. Though not common like the other problems above, it has to make the list.

Cracks on the exhaust manifold will cause exhaust gas leaks, ticking or loud noise during acceleration, increased emission, reduced engine performance, and the illumination of the check engine light with the P0420 or P0430 fault code.

The only feasible solution here is a replacement, which will cost between $550 to $800. This includes labor costs of $200 to $260 and parts priced between $350 and $540.

Ford 6.7 Radiator coolant leaks

One of the common problems that happen on all 6.7 Powerstroke year models is radiator coolant leaks. The 6.7 powerstroke engine features two radiators, and the coolant leaks usually occur on the primary radiator. However, this problem occurs more in the first generations.

Low coolant levels, coolant discoloration, rising temperature gauge, coolant puddles underneath the car, coolant leaks from the radiator, and engine overheating are the common signs of radiator coolant leaks.

You can fix the radiator coolant leak by either repairing the leak or replacing the radiator. Repair will cost between $150 to $200, while the replacement will cost between $460 to $600.

6.7 EGT sensor failures

Another problem that plagued the 6.7 Ford Powerstroke engine was EGT sensor failure. The exhaust gas temperature (EGT) sensors are responsible for measuring the exhaust gas temperature. The 6.7 Powerstroke engine has four EGT sensors, increasing the chance of one failing. Due to this problem, Ford issued an extended warranty covering the EGT sensors.

Poor fuel efficiency, unnecessary or no DPF regeneration, failed emission test, and check engine light with fault codes P0544, P0546, P0549, P2033, P247A, or P2031 are the common signs of a faulty EGT sensor.

The only solution here is to replace the exhaust gas temperature sensor, which costs around $150 to $450.

6.7 Powerstroke Years To Avoid

Which 6.7 Powerstroke years should you avoid and why?

As explained earlier in this article, the Ford 6.7 turbo diesel powerstroke engine has three generations—first generation (2011-2014), second generation (2015-2016), and third generation (2017-present).

The 6.7 Powerstroke years to avoid are the first generation, that is, the 2011 to 2014 models, with the 2011 year model being the most problematic. However, I recommend you avoid all the year models in the first generation.

2013 is one of the common 6.7 Powerstroke years to avoid. I also recommend you read 6.7 Powerstroke years to avoid forum discussion to see what users suffered on the first generation and how they resolved it.

Final words

While the Ford 6.7 diesel turbo Powerstroke’s early years are plagued with several problems, it is a strong and reliable powerhouse. 6.7 Powerstroke best year is the third generation (2017-present), which is the most reliable and powerful, with 1050 lb-ft of torque and 475 horsepower. Even the first generation year models are still reliable; they only have some pitfalls.

6.7 Powerstroke life expectancy is 200,000 miles. Some of the early modes have crossed the 200k miles benchmark with few repairs. Provided you carry out all the recommended maintenance at the right intervals, the engine will cover 300,000 to 400,000 miles.

Osuagwu Solomon

Osuagwu Solomon is a certified mechanic with over a decade of experience in the mechanic garage, and he has over five years of experience in the writing industry. He started writing automotive articles to share his garage experience with car enthusiasts and armature mechanics. If he is not in the garage fixing challenging mechanical problems, he is writing automotive repair guides, buyer’s guides, and car and tools comparisons.

One thought on “Which 6.7 Power stroke Years should you avoid and Why?

  1. I have had a starter ? (# F 250 Ford , trouble ~~maybe A battery, an alternator , starter, key , ” switch.
    A mechanic cut the end OFF of wire harness that goes to alt ~~ Diff altinator,
    The battery and alt and new key switch never seemed to fix ” SO ~~ New switch works only on neutral now.
    HE put a wire end on harness , which works now , but the harness will never be the same.
    Once did that on a Chevy P U and a $100 to replace it.

    Any idey what to do if anything?

Leave a Reply

Your email address will not be published. Required fields are marked *

Recent Posts