6.7L Power Stroke Diesel

6.7L Power Stroke Specs & information

Codenamed the Scorpion during its developmental stage, the 6.7L Power Stroke is Ford's in-house built diesel engine for the Ford Super Duty. Ford chose to design, engineer, and produce its own diesel engine to maintain profitability and a competitive edge in the growing diesel segment. This is the first Power Stroke not manufactured by long time partner, International Navistar. The absence of a partner seems to have given Ford an advantage over competitors, granting them the freedom to design an engine that fits their specific needs and the needs of their customers. Additionally, it streamlines the warranty process, which was partially responsible for souring the relationship between Ford and International in regards to problems with the 6.0L. The Ford, International partnership lasted nearly 30 years, but Ford seems to be doing just fine on their own.

As with any new engine, potential truck buyers initially questioned the platform's reliability despite reports of extensive durability testing. Fortunately, Ford seems to have hit a home run with the 6.7L, which impresses in the departments of performance, fuel economy, reliability, and as we're slowly finding out, longevity. Over 500,000 6.7L Power Strokes were sold in the engine's first three years of production.

The 6.7L Power Stroke initially employed a unique single sequential turbocharger (SST) which features a dual compressor and single turbine setup affixed to a common shaft. The unit was replaced by a single Garrett GT37 variable geometry turbocharger (VGT) for the 2015 model year, subsequently increasing horsepower and torque in combination with additional upgrades. The SST returned to the Power Stroke for the completely revised 2017 model year Super Duty; torque reached an all time high at 925 lb-ft. Both horsepower and torque were once again increased for the 2018 model year, peaking at 450 hp and 935 lb-ft, respectively. Ford suggests that software adjustments, cylinder head improvements, and increased turbocharger boost are responsible for the increases.

Also unique is the engine's exhaust and intake manifold designs. As opposed to a tradition V engine, the intake and exhaust flows are reversed - the intake manifolds are located on the outer deck of the cylinder head and the exhaust manifolds exit directly into the engine valley where the turbocharger is mounted. The unique exhaust flow design is said to increase thermal efficiency of the turbocharger.

2020 6.7L Power Stroke Updates & Changes

For 2020 Ford introduced the 3rd Generation 6.7L Power Stroke diesel, rated at an impressive peak 1,050 lb-ft of a torque and 475 horsepower. While the revised engine features a number of significant changes, the most noteworthy is likely its new piston design. For 2020, the Power Stroke utilizes a steel piston with a relatively short overall height. Shrinking the height of the piston compensates for the increased weight of steel, a much heavier material than the previous aluminum design. The result is a piston that is comparable (albeit slightly heavier) in weight to the pre-2020 piston, but offers increased strength/resilience and lower friction due to its smaller profile. The 3rd generation 6.7L Power Stroke features the following additional revisions:

• Revised variable geometry turbocharger
• Compression ratio lowered from 16.2 : 1 to 15.8 : 1 (corresponds with new piston design)
• Updated cylinder head design
• Revised connecting rod and main bearing designs
• Engine block enhancements
• Split stream piston cooling jets (contributes to piston cooling and cylinder wall lubrication)
• New two piece lower intake manifold
• Revised injection system with maximum 36,000 psi injection pressure, new fuel injectors capable of 8 injection events per combustion cycle
• 10R140 ten speed automatic transmission replaces outgoing 6R140 TorqShift

6.7L Power Stroke Specs


Ford Motor Company 6.7L Power Stroke diesel V-8


6.7 liters, 406 CID

Production Years:

2011 to present Ford F-Series Super Duty (F-250/F-350/F-450)
2011 to present Ford F-Series Chassis Cab (F-350/F-450/F-550)
2015 - present Ford F-650/F-750 medium duty trucks

Block/Head Material:

• Compacted graphite iron engine block (CGI) with 6 bolts per main bearing cap
• Aluminum cylinder heads with 6 head bolts per cylinder

Compression Ratio:

2011 - 2019

16.2 : 1


15.8 : 1

Firing Order*:


6.7L Power Stroke cylinder numbers

B10 Life:

500,000 miles (based on 330 hp chassis cab/medium duty variant, not advertised in pickup applications)


3.897 inches (99 mm)


4.251 inches (108 mm)


• Garrett GT32 DualBoost variable geometry single sequential turbocharger, wastegated, 2011 - 2014 MY
• Garrett GT37 single VGT, 2015 - 2021 MY (note that turbocharger design has changed slightly; 2015 - 2016 turbos are identical, 2017-2019 turbos are identical, 2020-2021 turbos are identical).
• Air-to-water intercooler (charge air cooler or CAC)


• Direct injection high pressure common rail (30,000 psi max 2011 - 2019, 36,000 psi 2020+)
• 19mm Piezo actuated injectors with 8 hole nozzles
• Bosch CP4.2 high pressure injection pump


Conventional pushrod OHV, cam in block, 4 valves per cylinder (32 valve)

Cooling System:

Dual cooling systems; high temperature circuit for engine, low temperature circuit for transmission cooler, CAC, etc

Oil Capacity:

13 quarts w/ filter

Oil Requirements:

• CJ-4 or CJ-4/sm engine oil is required to ensure emissions system compatibility
• 10W-30 is the preferred motor oil viscosity for normal use
• 5W-40 or 15W-40 engine oil is recommended for severe duty or biodiesel applications. Viscosity recommendations vary with ambient temperature; refer to owners manual

Engine Weight:

Approx. 1,100 lbs wet, 990 lbs dry

Emissions Equipment:

EGR, DOC, SCR, DPF (see below for comprehensive emissions system information)

Peak Horsepower:

475 hp @ 2,800 rpm (2020, see model year breakdown in chart below)

Peak Torque:

1,050 lb-ft @ 1,800 rpm (2020, see model year breakdown in chart below)

* Ford's cylinder numbering convention for the 6.7L diesel is entirely different than that of previous International-Navistar produced engines.

6.7L Power Stroke Horsepower and Torque by Model Year

Model Year(s)

Chassis Type

Rated Peak Horsepower

Rated Peak Torque

2011 (introduction*)


390 hp @ 2,800 rpm

735 lb-ft @ 1,600 rpm

2011 - 2014


400 hp @ 2,800 rpm

800 lb-ft @ 1,600 rpm

2011 - 2016

Chassis cab

300 hp @ 2,800 rpm

660 lb-ft @ 1,600 rpm

2015 - 2016


440 hp @ 2,800 rpm

860 lb-ft @ 1,600 rpm



440 hp @ 2,800 rpm

925 lb-ft @ 1,800 rpm


Chassis cab

330 hp @ 2,800 rpm

750 lb-ft @ 1,600 rpm

2018 - 2019


450 hp @ 2,800 rpm

935 lb-ft @ 1,800 rpm

2018 - 2019

Chassis cab

330 hp @ 2,600 rpm

750 lb-ft @ 1,600 rpm

2015 - 2019


270 hp @ 2,400 rpm

675 lb-ft @ 1,600 rpm

300 hp @ 2,600 rpm

700 lb-ft @ 1,600 rpm

330 hp @ 2,600 rpm

725 lb-ft @ 1,800 rpm



475 hp @ 2,800 rpm

1,050 lb-ft @ 1,800 rpm

Chassis cab

330 hp @ 2,600 rpm

825 lb-ft @ 1,600 rpm


270 hp @ 2,400 rpm

675 lb-ft @ 1,600 rpm

300 hp @ 2,600 rpm

700 lb-ft @ 1,600 rpm

330 hp @ 2,600 rpm

725 lb-ft @ 1,800 rpm

* Ford increased horsepower and torque through a free dealer reflash shortly following the introduction of the engine. The first Super Duty's sold featured the early 390 horsepower engine rating. Because of the flash update, very few engines likely exist with the original programming.

6.7L Power Stroke Horsepower and Torque Curves

2011 6.7L Power Stroke horsepower & torque

6.7L Power Stroke horsepower and torque graph, 2011 MY introductory ratings

2011-2014 6.7L Power Stroke horsepower & torque

6.7L Power Stroke horsepower and torque graph, 2011 MY update - 2014 MY ratings

2015 6.7L Power Stroke horsepower & torque

6.7L Power Stroke horsepower and torque graph, 2015+ MY ratings

6.7L Power Stroke horsepower & torque, chassis cab only

6.7L Power Stroke horsepower and torque graph, 2011 - 2015 MY Chassis Cab Ratings

6.7L Power Stroke Emissions System Overview

• Exhaust gas recirculation (EGR). A unique feature of the 6.7L Power Stroke is that EGR flow is controlled by the EGR valve prior to entering the EGR cooler, as opposed to cooling the exhaust gases before EGR flow is managed. This post-cooling system reduces sludge and soot buildup in the EGR valve, minimizing maintenance.
• Diesel oxidation catalyst (DOC). The DOC is a ceramic catalytic converter designed to oxidize hydrocarbons in the exhaust stream.
• Selective catalyst reduction (SCR). The SCR is where diesel exhaust fluid (DEF; 32.5% urea) is injected & mixed into the exhaust stream. Diesel exhaust fluid is used to convert nitrous oxides into water & nitrogen. DEF fluid level must be maintained to ensure proper operation of the system and the truck (an empty DEF tank will result in reduced performance and speed).
• Diesel particulate filter (DPF). The DPF captures diesel particulate matter (soot) and uses active regeneration technology to heat the exhaust system periodically, completely burning soot build up & cleaning the filter.

Additional 6.7L Power Stroke Info/Features

• The 6.7L Power Stroke engine blocks are manufactured by American foundry company, Tupy. The engines are assembled in Chihuahua, Mexico.
• Ford Motor Company announced new power ratings for the 6.7L Power Stroke on August 3rd, 2010. Owners of the 390 hp model were able to receive a free dealer installed upgrade to achieve the new 400 hp power rating.
• The pre-production 6.7L Power Stroke was nicknamed the "Scorpion" due to its unique turbocharger mounting location and exhaust/intake arrangement.
• Engine features 6 bolt main bearing caps.
• "Instant Start" glow plugs are said to provide quicker starts in even the coldest of weather.
• Compacted graphite iron block for reduced weight (160 lbs lighter than the 6.4L Power Stroke).
• Engine uses fractured cap Mahle connecting rods.
• Features piston cooling jets for lower piston temperatures. Oil is jetted into the bottom or the piston and travels through a cavity within the piston, cooling the top of the piston before exiting. This helps lower combustion temperatures and increase engine longevity.
• B20 biodiesel compatible.
• 6.7L Power Stroke receives 18% increase in fuel mileage over previous 6.4L engines.
• The 6.7L Power Stroke diesel and TorqShift transmission are used in applications up to 50,000 lbs GCWR (F-650, F-750 models).