6.7 Powerstroke Problems: 6 Common Issues & Solutions
The 6.7L Powerstroke is Ford's first in-house diesel engine and a significant improvement over the problematic 6.0L and 6.4L. With up to 1,050 lb-ft of torque, it's a towing beast — but it has its own set of issues. Here are the 6 most common 6.7 Powerstroke problems and how to fix them.
Quick Overview: Common Problems
| Problem | Severity | Repair Cost |
|---|---|---|
| CP4.2 Fuel Pump Failure | Critical | $8,000 - $12,000+ |
| EGR Cooler & Valve Failures | High | $500 - $3,000 |
| Turbocharger Issues | Medium-High | $800 - $6,000 |
| DEF/SCR System Problems | Medium-High | $300 - $4,000 |
| Radiator & Cooling Failures | Medium | $200 - $2,000 |
| DPF Regen & Exhaust Issues | Medium | $150 - $4,000 |
6.7L vs 6.0L Powerstroke: How Much Better?
The 6.7L was Ford's response to the reliability issues of the 6.0L and 6.4L. Here's how they compare:
| Feature | 6.0L Powerstroke | 6.7L Powerstroke |
|---|---|---|
| Years | 2003-2007 | 2011-Present |
| Manufacturer | Navistar (International) | Ford (in-house) |
| Max HP | 325 HP | 475 HP |
| Max Torque | 570 lb-ft | 1,050 lb-ft |
| Fuel System | HEUI (oil-fired) | Common Rail (CP4.2) |
| Biggest Weakness | Head gaskets, EGR cooler | CP4.2 fuel pump |
| Overall Reliability | Poor-Fair | Good-Very Good |
Having issues with a 6.0L? See our 6.0 Powerstroke Problems Guide.
1. CP4.2 High-Pressure Fuel Pump Failure
CriticalAffected: 2011-2024 (all 6.7L Powerstroke models)
Symptoms
What Causes It
The Bosch CP4.2 injection pump used in the 6.7L Powerstroke (2011+) is the most catastrophic failure point. Unlike the CP3 used in Cummins engines, the CP4.2 relies on diesel fuel for internal lubrication. American ultra-low sulfur diesel (ULSD) has reduced lubricity compared to European diesel, causing accelerated wear on the pump's internal components. When the pump fails, it sends metal debris throughout the entire fuel system — injectors, rails, lines, and tank — requiring a complete fuel system replacement.
Repair Options & Cost
A complete fuel system replacement after CP4.2 failure costs $8,000-$12,000+ at a dealer. This includes the pump, all 8 injectors, fuel rails, lines, and tank cleaning. Many owners install a CP4.2 disaster prevention kit ($300-$500) that adds a bypass filter to catch metal debris before it reaches injectors. Some opt for a CP3 conversion kit ($2,500-$4,000) which replaces the CP4.2 with the more reliable Cummins-style CP3 pump.
2. EGR Cooler & EGR Valve Failures
HighAffected: 2011-2024 — more common in 2011-2014 models
Symptoms
What Causes It
While Ford significantly improved the EGR cooler design from the 6.0L, the 6.7L still experiences EGR-related issues. The EGR cooler can develop internal cracks over time, allowing coolant to enter the exhaust stream. The EGR valve itself can become clogged with carbon deposits, causing it to stick open or closed. Excessive idling and short-trip driving accelerate carbon buildup.
Repair Options & Cost
EGR cooler replacement costs $1,500-$3,000. EGR valve replacement costs $500-$1,200. Some owners opt for EGR delete kits ($500-$800) for off-road/competition use, though this voids the warranty and is illegal for on-road vehicles. Regular highway driving and avoiding excessive idling help extend EGR life.
3. Turbocharger Issues
Medium-HighAffected: 2011-2024 — VGT sticking most common in 2011-2016
Symptoms
What Causes It
The 6.7L Powerstroke uses a single Garrett GT32 SST variable geometry turbo (VGT). The variable vanes can stick due to carbon and soot buildup, especially in trucks that idle frequently or make short trips. The turbo actuator can also fail electronically. In higher-mileage trucks, bearing wear and shaft play develop, leading to oil leaks and reduced efficiency.
Repair Options & Cost
Turbo actuator replacement costs $800-$1,500. Complete turbo replacement costs $2,000-$4,500. Upgraded turbo options with improved vane design cost $3,000-$6,000. Regular driving at highway speeds helps keep the VGT vanes clean. Some owners install a turbo muffler delete to reduce backpressure.
4. DEF/SCR System Problems
Medium-HighAffected: 2011-2024 (all 6.7L models have DEF/SCR)
Symptoms
What Causes It
The Selective Catalytic Reduction (SCR) system uses Diesel Exhaust Fluid (DEF) to reduce NOx emissions. Common failures include the DEF injector clogging (crystallization), DEF pump failure, NOx sensor failures, and SCR catalyst degradation. Using low-quality DEF, letting DEF freeze repeatedly, or running the DEF tank empty can all cause system damage. The DEF heater can also fail in cold climates.
Repair Options & Cost
DEF injector replacement costs $400-$800. DEF pump replacement costs $600-$1,200. NOx sensor replacement costs $300-$600 each (there are two). SCR catalyst replacement costs $2,000-$4,000. Always use API-certified DEF and never let the tank run empty. Keep DEF fresh — it degrades after 12 months.
5. Radiator & Cooling System Failures
MediumAffected: 2011-2024 — degas bottle cracking most common in 2011-2016
Symptoms
What Causes It
The 6.7L Powerstroke generates significant heat, especially when towing. The factory radiator can develop leaks at the plastic end tanks, and the internal transmission cooler within the radiator can fail, allowing coolant and transmission fluid to mix — a potentially catastrophic cross-contamination. The coolant expansion tank (degas bottle) is also prone to cracking on 2011-2016 models.
Repair Options & Cost
Radiator replacement costs $800-$1,500. Upgraded all-aluminum radiator costs $1,200-$2,000. Degas bottle replacement costs $200-$400. If transmission fluid has mixed with coolant, both systems need flushing ($500-$1,500 additional). Many owners proactively upgrade to an aluminum radiator with a separate transmission cooler to prevent cross-contamination.
6. DPF Regeneration & Exhaust Issues
MediumAffected: 2011-2024 (all 6.7L models have DPF)
Symptoms
What Causes It
The Diesel Particulate Filter (DPF) traps soot from exhaust and periodically burns it off through regeneration. Trucks used primarily for short trips, city driving, or excessive idling don't reach temperatures needed for passive regeneration, forcing frequent active regen cycles. Over time, the DPF accumulates ash (from engine oil) that cannot be burned off, eventually requiring cleaning or replacement.
Repair Options & Cost
DPF cleaning costs $300-$600 and is recommended every 100,000-150,000 miles. DPF replacement costs $2,000-$4,000. Exhaust back pressure sensor replacement costs $150-$300. Highway driving for 20+ minutes regularly helps passive regeneration. Using low-ash engine oil (CK-4 rated) extends DPF life.
When Should You Replace Your 6.7 Powerstroke?
The 6.7L is a strong engine, but there comes a point where a remanufactured replacement makes more sense than continued repairs. Consider replacement when: