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.


Engine: Ford Motor Company 6.7L Power Stroke diesel V-8
Displacement: 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: 16.2 : 1
Firing Order*: 1-3-7-2-6-5-4-8 6.7L Power Stroke cylinder numbers
Bore: 3.897 inches (99 mm)
Stroke: 4.251 inches (108 mm)
Aspiration: • Garrett GT32 DualBoost variable geometry single sequential turbocharger, wastegated, 2011 – 2014 MY
• Garrett GT37 single VGT, 2015 – 2016 MY
• Single sequential turbocharger, 2017+ MY
• Air-to-water intercooler (charge air cooler or CAC)
Injection: • Direct injection, 30,000 psi high pressure common rail
• 19mm Piezo actuated injectors with 8 hole nozzles
• Bosch CP4.2 high pressure injection pump
Valvetrain: 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: 450 hp @ 2,800 rpm (2018, see model year breakdown in chart below)
Peak Torque: 935 lb-ft @ 1,800 rpm (2018, 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.


Model Year(s) Chassis Type Rated Peak Horsepower Rated Peak Torque
2011 (introduction*) Pickup 390 hp @ 2,800 rpm 735 lb-ft @ 1,600 rpm
2011 – 2014 Pickup 400 hp @ 2,800 rpm 800 lb-ft @ 1,600 rpm
2011 – 2016 Cab and chassis 300 hp @ 2,800 rpm 660 lb-ft @ 1,600 rpm
2015 – 2016 Pickup 440 hp @ 2,800 rpm 860 lb-ft @ 1,600 rpm
2017 Pickup 440 hp @ 2,800 rpm 925 lb-ft @ 1,800 rpm
2017 Cab and chassis 330 hp @ 2,800 rpm 750 lb-ft @ 1,600 rpm
2018 (current) Pickup 450 hp @ 2,800 rpm 935 lb-ft @ 1,800 rpm
2018 (current) Cab and chassis 330 hp @ 2,600 rpm 750 lb-ft @ 1,600 rpm
2015 – 2018 (current) F-650/F-750 270 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.