6.7 Powerstroke Problems – A 2021 Guide

| Last Updated: April 2, 2021

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Owners experience the problems listed below rarely, to the point where 'common issues' are few and far between.

These issues are minor, and they're relatively easy to fix, which is good.

You'll save yourself headaches and money by knowing what to look out for in advance, so let's pop the hood and take a closer look into the 6.7 Powerstroke problems.

Photo credit: afepower.com

6.7 Powerstroke Problems By Year

The 6.7 Powerstroke powers Ford F250 through F550 trucks from '11 to '21+. Some models have specific issues unique to their make model year. Let's dive deeper into those issues, identify them, and find out which 6.7 Powerstroke models are more reliable than others.

2011 6.7 Powerstroke Problems

Ford introduced the 6.7 Powerstroke in 2011. Ford's engineers couldn't work out every issue, and that made the '11 6.7 Powerstroke model year one of the least reliable.

The Garrett GT32 SST variable geometry turbo cannot withstand any more power than the 6.7 Powerstroke has stock. If you plan to modify your '11 model year Powerstroke, it's best to replace the OEM turbo with an aftermarket one.

It's well-known that most heavy-duty trucks suffer from the 'Death Wobble', the '11 model year 6.7 Powerstroke is no exception.

2013 6.7 Powerstroke Problems

The 2013 model year 6.7 Powerstroke is considered to be bullet-proof. Ford fixed the issues found on previous models and tightened up their trucks.

The only issue the Powerstrokes have is a minor one; The NOX sensors are terrible. The sensors failure, although minor, is a crucial one because it causes the ECM to command "Limp Mode", rendering your truck borderline useless.

2014 6.7 Powerstroke Problems

The 2014 model year ended the first generation of the 6.7 Powerstroke, and Ford fixed every common issue that previous model years had. This model year "six-seven" is one of the most reliable Powerstroke powerplants to date.

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2015 6.7 Powerstroke Problems

2015 was a good year for Ford's Powerstroke; The trucks received all-around upgrades resulting in more power. However, the 2015 model year is a bit less reliable overall than the previous year. If you follow a regular maintenance schedule, you won't have any problems with the 2015 6.7 Powerstroke.

2016 6.7 Powerstroke Problems

The most recommended diesel trucks are the '15-'16 model year 6.7 Powerstrokes. The 2016 model year trucks are reliable and powerful without any specific issues. As long as you follow a regular maintenance schedule, the '16 6.7 Powerstroke will serve you for a long time.

2017 6.7 Powerstroke Problems

At the beginning of the year, the 2017 6.7 Powerstroke models came with a few minor issues, such as a leaking sunroof and water pump failures. These problems are minor, but they do exist. We advise you to purchase a '17 6.7 Powerstroke that Ford built at the end of the year since Ford fixed the issues mentioned by then.

2018 6.7 Powerstroke Problems

The 2018 model year 6.7 Powerstroke came with better ride quality and build quality. There are neither common issues nor complaints about the model year, but the longevity of the trucks is still under the test of time. 

6.7 Powerstroke Problems & Common Fixes

Even the reliable 6.7 Powerstroke has its own issues. From the 'Death Wobble' that every truck owner is far too familiar with to CP4 Bosch pump failures that can cost you up to $9,000, we listed the most common 6.7 Powerstroke problems and a solution alongside the problems.

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6.7 Powerstroke Turbo Problems

The Problem: The ceramic ball bearings failed on early 6.7 Powerstroke models until Ford replaced them with steel bearings.

Recommended Fix: There isn't a simple solution to the issue. We advise you to purchase a new aftermarket turbocharger.

Explanation: The turbochargers failures are a huge issue on the '11 and '12 model year 6.7 Powerstrokes. Due to their design, they're expensive to replace. The Garrett GT32 SST turbocharger is likely to fail even without performance modifications. Once it fails, you'll hear loud screeching emitted from the engine bay in addition to burning engine oil smoke coming from the tailpipe.

6.7 Powerstroke Fuel Filter Change Problems

The Problem: Air entered the fuel system during the replacement.

Recommended Fix: Cycle the key 5-6 times, letting the fuel pump turn on and then off. You should notice a change in sound once the air is out of the system.

Explanation: If the recommended fix doesn't work, you either attempted to start the truck after switching the filters without cycling, or the system isn't sealed correctly (the air is still getting into the system). 

Start by removing the lower fuel filter and making sure that the O-ring isn't sliced. Seal the O-ring correctly in the grove and tighten the fuel filter back up. Check the upper fuel filter to make sure that both lines are snapped on correctly. Cycle the key 5-6 times, turning the fuel pump on and then off. 

6.7 Powerstroke Transmission Problems

The Problem: Powerstroke owners with the 6R140 transmission experience shift flares (The truck goes into neutral for a second or two in between shifting gears).

Recommended Fix: Replacing the solenoid/s and reprogramming the ECU should fix the issue.

Explanation: The above recommendation should fix the issue, however, if you’re experiencing a more severe case, you might need to replace the entire transmission.

Avoiding the problem will also require you to replace the entire transmission once it breaks down, and it will break down. Because this isn’t a constant issue, many dealership services won’t fix the problem, and it will be a hassle finding a dealership that will.

Photo credit: parts.psehouston.com

6.7 Powerstroke Fuel Pump Problems

The Problem: The CP4 fuel pump will break down and contaminate the entire fuel system with metal shavings. The CP4 fuel pump failure can result in total engine failure. 

Recommended Fix: There isn't a definitive fix, but fuel additives and a diesel disaster prevention kit will help.

Explanation: The CP4 fuel pumps aren't built to handle specifications mandated for U.S. diesel fuel for water content and lubrication. The fuel pumps run dry, causing the metal to rub against metal thus creating metal shavings. The metal shavings enter the system (and the engine in worst cases) causing the entire system to fail without a warning. Fuel additives help by lubricating the pump, and a CP4 pump disaster prevention kit stops the pump from damaging the entire system once it fails.

6.7 Powerstroke Fan Clutch Problems

The Problem: The fan clutch won’t turn on at high temperatures.

Recommended Fix: This issue is most likely caused by a worn-out fan clutch that needs to be replaced.

Explanation: The fan clutch gets worn out over time, and it needs to be replaced. If you plan on replacing the fan on your own, you will save about $500, but the job might take a couple of hours. To do the installation, you will also need to purchase a fan clutch tool. 

6.7 Powerstroke Intercooler Pipe Problems

The Problem: The intercooler pipe is known to blow off under boost, especially on modded trucks. However, even in stock form, generally the heat weakens the plastic components and this can happen still.

Recommended Fix: Replace the intercooler pipe. The installation should be done in under 20 minutes.

Explanation: The intercooler pipe will most likely blow on the road while driving under boost, and if you need immediate aid, duct tape will serve wonderfully. This can become dangerous as your truck loses all the power instantly. Some 6.7 Powerstroke owners replace the intercooler pipe before the 100,000 mi mark just to stay safe.

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The 6.7 Powerstroke is a pretty reliable workhorse that will serve you for a long time without (many) failures. Certain 6.7 Powerstroke model years are more reliable than others, while some are more powerful than others.

You should also be aware of the common issues that plague every 6.7 Powerstroke model year, such as the CP4 Pump failure. Whichever problem you may be facing, we hope this gets you started in the right direction for a solution.

Sean comes from the forums actually and drives an OBS Ford. He writes fantastic DIYs and knows his way around a camera, too. We keep him caffeinated and away from DPF filters to avoid another rant about recent emissions restrictions.