Which 6.7 Powerstroke Years To Avoid? 6 Reasons to Avoid

The 6.7 Powerstroke was first introduced in 2011 and was the first engine built exclusively by Ford engineers. Code-named “the scorpion”, this V-8 turbo diesel engine has had its fair share of problems through the first four years of its life on the market.

Thus, while it is generally a reliable engine, some versions have been more problematic than others. And with this in mind, I thought it would be a good idea to take a trip down memory lane and see how the three generations of the Powerstroke have faired.

More importantly, cover the main problems you can expect from this engine if you are in the market for a 6.7 Powerstroke truck. And, of course, which 6.7 Powerstroke years to avoid.

Which 6.7 Powerstroke Years To Avoid and Why: 6 Reasons To Know

Let’s start with the most critical question, what year 6.7 Powerstroke to avoid? There are three generations of the engine.

• 1st Gen: 2011-2014
• 2nd Gen: 2015-2016
• 3rd Gen: 2017 – Newer

With 2011-2014 being the first. And it is the first year of the 6.7 Powerstroke, which is 2011 was the most problematic year. However, my suggestion is to avoid this very first year of the 6.7 Powerstroke from 2011 and 2014.

So what are some of the major problems of the (2011-2014) 6.7 Powerstroke engine, and why should you avoid these Years?

Here I have compiled all the problems of 6.7 associated with its first-Gen, 2011 & 2014. Some of them are rare cases and most of the problems were due to something else that went wrong with this engine.

Year	Problem
2011	Exhaust Valve Breaking Issue
2011	Ceramic Turbocharger Problem
2011	Glow Plug Issues
2012	Glow Plug Issues
2012	Ceramic Turbocharger Problem
2011-2014	Easy To Over Spool. Also, Easy to Over Spin results in less effective exhaust brakes. Overall the factory turbos of these early years are not that reliable and durable for high horsepower conditions.

Injection-pump failure

The first and most common problem of all 6.7 engines before the 2020 generation is the injection pump failure. These engines are equipped with a Bosch CP4.2 injection pump. Unfortunately, this CP4 injector is known to fail not only in the 6.7 but also in the 6.6L Duramax.

Some things can be blamed for the failure, ranging from lack of maintenance to ultra-low sulfur diesel that lacks sufficient lubrication. Whatever the cause, what is known is that these injector pumps pass debris created by cam erosion throughout the fuel system.

Over time the entire fuel system from the lines, regulators, and the injector itself becomes damaged, and in some cases, blown apart. Repairing such damage costs a lot of money, with some repair works costing upwards of $10,000.

Exhaust valve breaking

Another common problem of the early 6.7L engine was the exhaust valve on the passenger side cylinder head. This problem seems to result from the material Ford used to make the valves that tend to break easily.

When the valve breaks and falls into the cylinder and eventually breaks the glow plugs, thus this problem resulted in another, which was glow plug failure. While most people thought it was a problem with the glow plugs, it is actually the valve. However, This problem is very much prominent in the 2011 version but in 2012 this problem been resolved pretty much.

EGR cooler clogging up

Ford overhauled the design of the EGR in the 6.7L to address some of the common problems of the previous 6.0L and 6.4L. The new design featured a new valve position, with it being positioned on the hot side.

As such, the EGR flows from the exhaust to the valve and into the EGR cooler when the valve is open. While this design change helped address some of the issues that plagued the 6.7L’s predecessors, it came with its own set of problems.

The main one is the build-up of carbon on the EGR cooler core. This, in turn, caused the cooler to clog up. This typically resulted in overheating as the recirculation of the exhaust gas was not done efficiently due to the clogged-up cooler.

Some users have resorted to removing the EGR cooler to not deal with this issue. A better solution, though, is to replace the cooler. Changing the cooler on the 6.7L engine is a lot simpler than on previous engines.

Radiator coolant leak

One problem that seems to persist across all For 6.7 diesel years is the radiator coolant leak. The 6.7 has two radiators, with the primary one being the more problematic of the two. As a result, coolant leaks with the radiator are common in this engine.

The problem has become less common in later versions of the engine, but the earlier models were notorious for bad radiators. So a common solution is to replace the radiator with an aftermarket one.

Turbocharger problems

With 390HP and 735 lb-ft of torque, the 2011-2014 generation of the 6.7L engine was quite powerful. However, Ford opted for a smaller turbo for the engine. This resulted in the turbo breaking down quickly.

The fact that it used ceramic bearing did not help the issue either. Overall, the turbo on this earlier engine was relatively small and was about 52mm. In comparison, the 6.0L Powerstroke turbos are about 57mm.

Because of their size, the turbos on these engines will not last long, and some have resorted to replacing them with larger aftermarket 6.7 turbos. However, this can be a costly endeavor that can cost you upwards of $2000.

EGT sensor failure

The EGT sensor failure is another problem that plagued the earlier models of the 6.7 Powerstroke. The engine has 4 EGT sensors, and as such, the risk of failure tends to be high. In fact, Ford issued warranty extensions covering the EGT. The problem sensors tend to be the middle two: the 12 and 13 sensors.

Reason To Buy 6.7 Powerstroke?

The 6.7L Powerstroke engine is a popular choice for many people because of its power and versatility. In addition, the engine can produce significant amounts of torque and horsepower, which makes it perfect for use in trucks. After discussing several problems above, mainly in the first generation, you may be wondering why it is typically so popular for many diesel enthusiasts.

Look, there is no question regarding the 2011-2014 6.7 Powerstroke reliability. The issues found in generation One are pretty much fixable. But, the truth of popularity is ford has made tremendous improvements to make the 6.7 Powerstroke the best in the second and third-generation Power Stroke engines like the first generation, which is why it has garnered a lot of attention from diesel aficionados.

All the trucks in the 6.7L Powerstroke series come with VGT turbos, which makes them quite powerful. These engines also come with exhaust brakes integrated into the factory system, making them very reliable in stop-and-go traffic. In addition, these trucks have a unique exhaust manifold setup that allows for better fuel economy and performance while driving at high speeds.

Unlike the 6.0, 6.4, 6.6, and 7.3L engines built by international Navistar, the 6.7 Powerstroke is Ford’s first in-house diesel engine. The development of this engine is something that Ford has taken significant effort and investment in, which shows through the improved performance of the second generation engines.

Given all the improvements made to the 6.7L engine in later generations, it would be a good investment for someone looking to buy a truck with this powerplant. These trucks boast high-performance levels and are reliable vehicles that will deliver on their promises time and time again. You can use the tuner for even maximize the performance.

Conclusion

Is the 6.7 Powerstroke a good engine? Yes, the third-generation engine is the most powerful, with 475 horsepower and 1050 lb-ft of torque. And while the first version of the engine had its issues, it was still very reliable.

Furthermore, ford has continuity improved on it, and today, the 6.7L engine does not have as many problems as the first generation engines.

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Last Updated on November 25, 2024 by Rifen