2011 to 2022 Ford PowerStroke 6.7L v8

Scorpions are vicious little creatures that are admirable in their unique shape and design. Ford adopted this name for their 6.7 liters of fury to replace the dreaded 6.4. Straying away from working with International for the previous 30 years, Ford had something to showcase to the planet. Ford engineered a unique design of how the turbocharger and manifolds mount in the valley of this V-configuration engine. The reverse-flow cylinder heads, coupled with the manifold to up-pipe design assist in eliminating turbo lag. Reducing turbo lag spices up power delivery whether you are drag racing or towing a load. The entirely new engine design was phenomenal on paper. However, once the platform was in the hands of consumers it was evident there was not enough testing on these engines. The hollow valves used in the 2011’s proved they were unlikely to last over 100 thousand miles. If caught soon enough newer revisions of the heads offered 

Diesel Particulate Filters

Someone, please tell us how Diesel Particulate Filters (DPF) and regens haven’t been mentioned. Mandated by the Environmental Protection Agency, all diesel trucks manufactured halfway through 2007 (2007.5) required a DPF to help control diesel pollutants to the environment. Since this was the first generation of this type of pollutant control in motor vehicles, the public quickly found the system was inefficient and likely to leave a truck stranded on the side of the road. Partially clogged DPFs severely impacted the engine’s performance. Imagine breathing through a small straw. Your lungs are the engine, the straw being the exhaust. OK, now picture yourself breathing through the same straw but now there is foam in it, this restriction dramatically reduces the flow from your lungs, or in this instance engine. Restricting airflow in the exhaust is one of the easiest ways to reduce power and performance. Ultimately, annihilating fuel mileage.

The 6.0L and 6.4L Ford PowerStroke

6.0’s, boy where do we start on these? Oh right, these were available at dealerships beginning in 2003. Our reliability scale shows to be 2/10 in stock form. However, you stud the engine with ARP head studs, address oiling issues that cause no hot starts, hard cold starts, or it dies after engine oil is up to operating temperatures, and as simple as that you have an engine capable of rolling over half a million miles on your dash.

Ford fans thought by 2008, engineering advancements would have addressed all previous concerns from the 6.0 platform. However, it never shook the demons from its predecessor. The new twin-turbo design allowed the boost to come on lightning quick, a simple tune yielded over 200hp over stock which was astonishing in this era. Figuratively if horsepower was discussed, the 6.4 easily took the cake. However, a new laundry list of problems came with this platform. Some of the most common were radiator leaks, piston failure, and the dreaded oil dilution. Once diesel diluted the crankcase oil, it prematurely wore engine bearings leading many to think this was the root cause of lifter and cam bearing failure. Others argued this was a separate issue but we can all agree insufficient lubricity is a common cause of lifter failure.