Is the 6.7 Powerstroke a Good Engine? Is it Worthy to Buy?

Alright, let's cut to it. You need to know the truth: Is the 6.7 Powerstroke a good engine or not?

Let's figure it out—starting with a quick answer and then getting into the in-depth about things to be concerned about, how to make one last long, and whether it is a better motor than the Cummins or the Duramax.

Is the 6.7 PowerStroke a Good Engine?

• The Short Answer: Yes, The 6.7 Powerstroke is a good engine. It lasts 300,000-500,000 miles with care. It tows 40,000 pounds and gets 15-20 MPG. Early years had pump issues, but 2017+ models shine for reliability.
• Why: The ford 6.7 diesel engine solved most of the old Powerstroke issues, it is noisy with a lot of torque and pulling capacity, and it can go a long time with maintenance.
• But: Emissions hardware (EGR/DPF/DEF), turbo, and fuel system parts can bite you if you ignore maintenance. Plan for higher maintenance costs vs. a gas motor.

The 6.7 Powerstroke has also been adopted as a successor to older 6.0L/6.4L Powerstrokes, which had their share of actual warranty drama.

The 6.7 Powerstroke's Reputation

The 6.7 Powerstroke has a strong reputation for power and fixes over past models. Ford built it in-house since 2011 for Super Duty trucks. It boosts towing and lasts longer than the 6.0 or 6.4.

Who Makes the 6.7 Powerstroke?

Ford is the designer and producer of the 6.7L Power Stroke to be used in its Super Duty trucks. It was the first in-house Power Stroke of Ford.

What Year Did the 6.7 Powerstroke Come Out?

The 6.7 PowerStroke was introduced in 2011 in the Ford Super Duty (F-250 to F-550). It was made to supersede the 6.4 and forget the past Ford PowerStroke 6.7 reliability problems.

The Role in the Super Duty Lineup

It is the diesel heavy-duty model in the Super Duty series—designed to tow, haul, and operate fleet duty. Over the years, Ford iterated the engine (turbo changes, fuel system tweaks, higher torque numbers), so "6.7" covers several evolving versions.

Ford's 6.7L Powerstroke 2011–Present: The Improvements

Year Range	Horsepower	Torque (lb-ft)	Key Fix
2011-2014	400	800	New turbo
2015-2016	440	860	Better pump
2017-2022	450	935	Emissions tune
2023+	475	1,050	High output

Quick Timeline Highlights

• 2011: Engine debuts. New architecture (CGI block, reverse-flow heads).
• 2017–2018: Turbo and packaging tweaks increased torque; updates improved robustness.
• 2020s: Power and output have been bumped in later models; the 2023/2024 Super Duty versions put out ~475 hp and very high torque in stock tune, and there's a high-output variant too.

What Are the Pros of the 6.7L Powerstroke? Why Owners Love it?

Pros of the 6.7L Powerstroke include top reliability over 6.0/6.4, 475+ HP in 2023 models, and 15-20 MPG unloaded. It tows 40,000 pounds best in class.

If you want reasons to buy or keep a 6.7, here they are, plain and simple:

1) Reliability Upgrades Over the 6.4L & 6.0L Powerstrokes

Ford moved engine development in-house and designed the 6.7 to be tougher. The block, heads, and internal hardware were engineered with heavy-duty service in mind. That matters.

The 6.7 skips HEUI injectors for common rail. This cut fails.

No head gasket woes like 6.0. My 6.0 blew at 100,000. The 6.7 hit 200,000 smoothly.

2) Class-leading towing and torque

Newer 6.7 Powerstrokes deliver huge torque and towing numbers. Stock figures in recent years are in the high hundreds to low thousands of lb-ft, depending on tune, and factory power in modern 6.7s is often around 475 hp for the standard high-output tunes.

It pulls a 40,000-pound gooseneck. The 2025 high-output makes 500 HP tuned. I hauled trailers weekly. Brakes hold steady.

3) Fuel Efficiency for a Heavy-Duty Diesel (MPG Comparisons)

Diesels still win for heavy towing economy. Real-world MPG varies a lot with load. But for heavy use, the 6.7 tends to return better highway economy than equivalent gas V8s. That's real cash saved over time.

Empty, it gets 20 MPG highway. Towing, 10-12 MPG. Beats Cummins by 1-2 MPG unloaded. I saved $300 yearly on fuel.

Pros make it a workhorse. Reliability tops old models—fewer shop trips. Power surges on ramps. MPG eases wallet pain. The table compares to rivals.

Engine	Towing (lbs)	MPG Highway	Reliability Rating
6.7 PS	40,000	20	High
6.7 Cummins	37,000	18	High
6.0 PS	16,000	15	Low

4) Modern features and emissions compliance

This is another two-sided sword (see cons), but the newer fuel system and high-pressure common-rail injectors and turbo technology provide superior power and cleaner combustion and are more efficient as compared to older Powerstrokes.

5) Aftermarket and community support

The 6.7 has a massive aftermarket: improved turbos, cold-side piping, intake upgrades, and proven service parts are widely available. If you want longevity mods, you can get them.

What Are the 6.7L Powerstroke Cons & Common Problems?

To tell the truth, there is no 'perfect' engine. The 6.7 shares a few problem areas, primarily in the area of contemporary emissions and pressure hardware.

1) EGR/DPF System Vulnerabilities (Carbon Buildup & Regens)

These systems can be a real headache. Carbon builds up, regen cycles fail, DPFs clog, and DEF dosing systems act up, especially if the truck spends a lot of time idling, doing stop-and-go work, or isn't serviced on time.

Repairs aren't cheap, and tracking down the exact issue can be frustrating. My 2015 needed three in a month. Carbon chokes intake.

2) Turbocharger Failures (Years to Watch)

On the older 6.7s, it's not uncommon for turbo seals, housings, or coolant lines to start leaking or fail altogether.

Turbos fail at 150,000 if dirty. Avoid the early years.

3) Fuel System Issues

While the 6.7 doesn't use the exact CP4 pump that gave other brands trouble, it still runs a high-pressure system. If something in the fuel system goes out, like the injectors, the repair bill isn't small.

4) Oil Leaks & Miscellaneous Seals

Some owners report oil pan and vacuum pump leaks. Not engine-killer stuff, but it adds maintenance bills.

5) Maintenance Costs & Real Ownership Reality

Diesel ownership means higher routine costs (oil, filters, DEF, and diesel particulate filter maintenance). When you have a truck that spends most of the day idling, you will have more headaches relating to the emissions and various Ford 6.7 diesel problems.

Problem	Years Affected	Fix Cost	Prevention
CP4 Pump	2011-2015	$8,000	Upgrade kit
EGR Clog	All	$500	Delete (off-road)
Turbo Fail	2011-2014	$2,000	Clean air filter

Longevity: How To Make A 6.7 Powerstroke Last 300k+ Miles

Good news: they can last a very long time provided that the fundamentals are observed and the emissions equipment is not abused.

Improve 6.7L reliability with CCV/EGR deletes for 500,000+ miles. Add oil upgrades and tunes. Expect 300,000 stock; mods push 500,000.

How Many Miles Can a 6.7 Powerstroke Last?

Forum and expert estimates put properly maintained 6.7s commonly in the 250k–500k mile range, with many high-mileage examples reported by owners. With careful maintenance and sensible modifications, you can push beyond that.

Does a CCV/EGR Delete Help 6.7L Powerstroke Longevity?

CCV vents crankcase. Delete reroutes it clean. EGR delete stops soot. Both cut buildup. I deleted EGR at 80,000—intake stayed new. Legal off-road only.

Maintenance Checklist:

1. Regular oil & filter changes with quality diesel oil and correct intervals. Don't cheap out.
2. Use quality diesel & replace fuel filters on schedule. Water in the fuel kills the injection gear.
3. Keep DPF regen cycles active: don't let the truck idle forever; do longer highway runs regularly.
4. Watch coolant & oil temps: turbo coolant lines can leak; fix early.
5. Service the EGR cooler & intake EGR passages if you do a lot of low-speed work.

Best Upgrades for 500K+ Mile Durability

Oil cooler flush every 60,000. CP4 disaster kit for $500. Tunes add power safe. My upgrades: CCV kit, $200.

Upgrade	Benefit	Cost	Mile Gain
EGR Delete	Less carbon	$300	+100k
CCV Reroute	Cleaner oil	$150	+50k
CP4 Kit	Pump protection	$500	+200k

Mods That Help Longevity (And the Legal Bits)

• Cold-side charge piping & better intake:reduces restriction, lowers temps.
• Fuel filter conversions/upgrades:reduce risk to the high-pressure pump and injectors.
• Head studs, upgraded head gaskets(if you want extreme longevity under heavy tunage) are common in heavy towing builds.
• EMISSIONS DELETES (EGR/DPF/SCR): These do extend some owners' lives, and reduce the stress levels of the engine units,but they are illegal on public roads in most countries (including the United States), can revoke warranties, and are subject to regulatory hassle.

Mods extend life. Deletes helped my 250,000-mile goal. Stock lasts 300,000 with oil every 7,500 miles. I towed more after.

Critique: Deletes void warranty. Use pros. Forums show 600,000-mile trucks modded. Balance cost and gain. My rig runs cooler now. Next, stack it against others.

I'll say it bluntly: deleting emissions systems removes a source of headaches but creates legal and resale problems. Don't run deleted trucks on the street if you want to stay legal.

A Buying Guide: 6.7 vs 6.4 vs 6.0 and vs Cummins/Duramax

The 6.7 beats 6.0/6.4 in reliability and power. Vs. Cummins, it tows more stock but needs more maint. Lasts 400,000 miles tuned.

Engine	Strengths	Weaknesses	Overall Reputation
6.7 Powerstroke	Strong block & design; high horsepower & torque; modern towing ability; more reliable than older Ford diesels	Complex emissions & electronics; higher maintenance costs	Generally considered reliable when maintained; strong aftermarket support
6.4 Powerstroke	More power than 6.0; twin-turbo design	Poor fuel economy; emissions system failures; reliability complaints	Often viewed as problematic, short-lived engine
6.0 Powerstroke	Good towing when running well; huge aftermarket	Head gasket issues, EGR failures, fuel system troubles	Widely seen as Ford's most troublesome diesel
6.7 Cummins	Simple, durable design; excellent low-end torque; fewer emissions issues early on	Less horsepower than Powerstroke in later years; some CP4 fuel pump issues	Reputation for durability and simplicity; favored by those wanting long-term reliability

6.7 vs. 6.4 vs. 6.0 Powerstroke

6.0 had oil cooler fails. 6.4 added regen woes. 6.7 fixes both—stronger block.

Engine	Reliability	HP	Common Fail
6.0	Low	325	Oil cooler
6.4	Medium	350	Pistons
6.7	High	475	CP4 early

6.7 Powerstroke vs. 6.7 Cummins

Cummins lasts longer stock. 6.7 has more torque. Both tow 37,000+ pounds.

Aspect	6.7 PS	6.7 Cummins
Torque	1,050	1,000
MPG	20	18
Maint Cost	Higher	Lower

I raced a Cummins once—neck and neck. 6.7 wins on power. Cummins edges durability. Choose according to the truck's needs. My Ford feels nimble.

The Bottom line: All three modern diesels are capable. If you want the simplest mechanical setup, some choose Cummins. If you want peak factory horsepower & towing with modern tech, then the 6.7 Powerstroke is a top pick.

There's no objectively "best" choice for every buyer.

If You're Buying Used, Ask These Things:

Don't rely on charming owners or clean photos. Ask for these specifics and get proof where you can:

• Maintenance records: Oil changes, fuel filter changes, and DPF/DEF work. If the owner says, "I'll change it when I remember," walk.
• Regeneration history: Did the truck do highway regens, or does the owner mostly idle in town? Emissions gear hates constant idling.
• Turbo & coolant receipts: Turbos are a known pain point on some model years. If the turbo's been replaced, find out why and who did it.
• Tune history: Aftermarket tunes can be fine, but they change stresses. A tune without supporting mods? Red flag.
• Mileage and usage: Highway towing miles are "good" miles for a diesel. Clay-pit landscaper miles? Not so much. Forum owners regularly report 250k+ miles with proper care.

Value vs Headaches: The Buyer's Math

Diesels cost more to maintain, but they earn it back in towing capability, longevity, and resale if you buy smart. For heavy towing and long trips, is the 6.7 Powerstroke a good engine?

The question usually lands on YES. For short city runs and stop/start duty, you'll pay for it in DPF/EGR drama. Forums and owner threads show many 6.7s pushing well past 250k miles when cared for, so the upside is real.

Real-World Owner Feedback (What People Actually Say)

Now, hear from owners like me. I read the forums so you don't have to. Owner sentiment is mixed but leaning positive if the vehicle is used and maintained properly.

Owners love 2020+ 6.7s for fixed issues. Many hit 200,000-600,000 miles. Reddit praises towing; X notes reliability gains.

What Owners Report:

• High-mile success stories: most owners claim 200k-400k plus with very few engine failures, provided they maintain the truck.
• Common gripes: Emissions problems (EGR/DPF), DEF issues, occasional turbo or oil leaks, and cost/availability of parts. If the truck sits and idles a lot (fleet/landscaping), folks see more issues.
• Better post-2017/2018 experience: Many threads say 2017+ models are improved (better turbo, packaging changes). Some owners believe 2019+ and especially 2020+ have maturity and fewer early issues — but experiences vary.

So, forums say the engine's generally solid, but like any diesel, it demands respect and routine care.

Small Maintenance Moves That Pay off Big:

You don't need to be a mechanic. User feedback proves that, too. Just make sure to keep these in mind and your 6.7 will thank you:

1. Oil and filterevery 5–7k miles (or per owner's manual if you're heavy duty). Cleaner oil = fewer injector and turbo problems.
2. Don't skip fuel filter swaps. Water and crud ruin high-pressure systems fast.
3. Run it hot sometimes. A 20–40 minute highway run once in a while helps the DPF purge soot properly. Regens are the emissions system's cleaning cycles; don't avoid them.
4. Use quality DEF and keep the tank full. DEF system failures show up if you run cheap fluid or run the tank dry. 
5. Watch for early symptoms: whining turbo, lots of smoke on throttle, frequent forced regens, or odd DEF warnings. Fix small issues fast; they rarely stay small.

So, Is the 6.7 Powerstroke a Good Engine for Your Use Case?

Here's a short checklist to pick your path and confirm:

• You tow heavy and do highway miles: The 6.7 is excellent here. It was built for this.
• You run a lot of city idle/low-speed duty (hydroseeding, dump work): Be cautious. Emissions hardware can clog/regenerate poorly. Expect more DPF/EGR headaches unless you manage regens or modify for off-road use (legal risk).
• You want low maintenance and simplicity: Consider a low-tech Cummins (older mechanical ones) if simplicity is your #1 demand. Otherwise, 6.7 is fine.
• You want ultimate horsepower & factory support: The later7 high-output variants bring massive power, good if you want factory power without aftermarket tunes.

Red Flags That Should Make You Walk Away

• Deleted or heavily modified emissions gear with no paperwork. It might give power, but it's illegal and can cost you far more later. The EPA explicitly prohibits tampering with emissions systems.
• No maintenance records + high idle use (e.g., landscaping fleets). That's asking for a clogged DPF or EGR mess soon.
• Multiple failed turbos or DPFs on the same truck without clear explanations. It could be abuse or poor repairs.

Quick Buyer Tips (So You Don't Get Burned)

• Prefer 2017+ model years for the improvements, and check for service on turbos and emissions parts.
• Ask for maintenance records: regular oil changes, fuel filter swaps, regen history.
• Check usage: lots of highway miles = better for DPF/EGR life. Lots of idle = potential trouble.
• Budget for maintenance: diesel = more expensive routine service, but better resale and towing ability.
• If you're tech-savvy and use your truck off-road only, research legalities before considering deletes.

FAQs

Q: How much HP does a 6.7 Powerstroke have?

A: Depends on the year/tune. Modern stock 6.7s commonly sit around 400–475 hp in many Super Duty trims. High-output variants and recent HO tunes push it higher (500+ in some models).

Q: Is the 6.7 Powerstroke good for daily driving?

A: Yes, if your daily driving includes highway miles. If your daily use involves lots of stop/start idle, be ready for deeper maintenance needs for the emissions gear.

Q: What is the best year for the 6.7 PowerStroke?

A: No single answer. The owners refer to 2017+ as being better (turbo and packaging upgrades). Subsequent model years are improved; 2019 and later trucks received additional modifications. Look at the records of services and use of the truck in all cases.

Q: How many miles can a 6.7 Powerstroke last?

A: With good maintenance, 250k–500k+ miles is realistic. Some owners report even higher if they do regular service and avoid abuse.

Q: How much does it cost to maintain a 6.7 Powerstroke yearly?

A: That varies wildly based on usage. Routine service (oil, filters, DEF, fuel filters) is more expensive than a gas V8.

Expect higher baseline costs; add more if you need DPF/EGR/DEF parts replaced. Allocate a few hundred and a few thousand additional budget per annum based on the usage and failure.

The Final Verdict: Is the Ford 6.7 Diesel a Good Engine?

Yes, the 6.7 Powerstroke is a good engine that people require for actual towing and heavy-duty features, and people will not neglect it. It's a major improvement over the problematic 6.0 and 6.4 days. The engine delivers serious power and can live a very long life with the right care.

But, if you hate dealing with emissions gear, or you only do slow stop/start work, you might find it more trouble than it's worth. If you want the simplest mechanical design, a Cummins may still be more your speed. The 6.7's advantages are obvious for towing, highway use, and those who like modern performance.

About the Author- John Barrett

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