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Is a high-mileage 6.7L Power Stroke a smart buy or a ticking time bomb? Our expert mechanics break down common issues and repair costs after 150,000 miles.
The Hook & The Stakes
Buying a high-mileage diesel truck is a big-money gamble, and the engine is the most expensive chip on the table. You're looking for a workhorse that won't quit, but you're worried about inheriting someone else's expensive problems. A catastrophic engine failure can mean a $15,000 to $20,000 bill, turning your dream truck into a driveway ornament.
This is your definitive, no-nonsense guide to the Ford 6.7L Power Stroke V8. We're not just reading spec sheets. With decades of hands-on experience tearing down and rebuilding these specific engines at Paapaa Motors, we know exactly where they fail, why they fail, and what it costs to make them right. We'll give you the unvarnished truth so you can make a smart decision.
The Quick Verdict (TL;DR Table)
| Feature | 2011-2016 (1st Gen) | 2017-Present (2nd Gen) |
| Best for Towing | Excellent capability for its era. | Superior, with more power and a stronger frame. |
| Best for Long-Term Simplicity | Simpler emissions system, but known turbo issues. | More complex, but many early bugs were addressed. |
| Most Common Costly Repair | Turbocharger Failure | CP4 High-Pressure Fuel Pump Failure |
| Estimated Repair Cost | $4,000 - $7,000 | $8,000 - $15,000 |
| Our Verdict | A solid engine, but budget for a potential turbo replacement. | A more refined powerhouse, but a CP4 failure is catastrophic. |
Deep Dive Analysis: The 6.7L "Scorpion" V8
The Guts: What Is It, Really?
Codenamed the "Scorpion," the 6.7L Power Stroke was Ford's first in-house designed and built diesel engine for their Super Duty trucks, debuting in 2011. Its most unique feature is the "hot-V" turbocharger layout. Think of a traditional V8 engine; the exhaust pipes usually come out the bottom/sides of the "V". Ford flipped that. They put the exhaust manifolds and the turbocharger right in the valley between the cylinder heads. This creates a much shorter path for exhaust gases to travel to the turbo, which means faster spool-up and less turbo lag. It’s a design that delivers power, right now.
2011-2016 6.7L Power Stroke: The First Generation
The Good: Why People Swear By It
This engine was a game-changer for Ford. It delivered a then-massive 400 horsepower and 800 lb-ft of torque right out of the gate. Drivers loved its responsiveness compared to the old 6.4L. The power delivery is smooth, and when it's running right, it's a quiet, competent, and incredibly capable tow rig. For its time, it set a new standard for heavy-duty truck performance.
The Bad & The Ugly: Common Failure Points After 150,000 Miles
1. Turbocharger Failure (The Garrett GT32 SST)
2. Radiator Coolant Leaks
3. EGT Sensor Failures
For the Pros: Technical Insight Box
The original Garrett GT32 SST (Single Sequential Turbo) was a novel concept, using two 46mm inducer compressor wheels on a single shaft to mimic the response of a twin-turbo setup. However, the Achilles' heel was the 8mm ceramic ball bearing cartridge. Under high shaft speeds and axial loads, especially during engine braking or rapid deceleration, the bearings could fracture. Later revisions, like the GT37 found on the 2015+ models, moved to a larger, single compressor wheel and a more robust journal bearing or steel ball bearing system, drastically improving longevity.
2017-Present 6.7L Power Stroke: The Second Generation
The Good: Why People Swear By It
The second generation is an evolution of a proven platform. Ford engineers focused on making more power more efficiently. With a redesigned cylinder head, new fuel injectors, and an improved turbo, power figures jumped significantly, eventually exceeding 1,000 lb-ft of torque. These trucks are quieter, more powerful, and paired with a stronger, fully boxed frame, making them the most capable Super Duty trucks ever built.
The Bad & The Ugly: Common Failure Points After 150,000 Miles
1. CP4.2 High-Pressure Fuel Pump Failure
2. DEF System Issues
3. Intercooler Pipe Cracking
The Paapaa Motors Pre-Purchase Inspection Guide
Don't just kick the tires. This is the initial check every engine gets before it even enters the Paapaa Motors facility.
Why a Quality Used Engine is the Smartest Fix
When a catastrophic failure like a CP4 explosion or a dropped valve occurs, your options are limited and expensive. A brand new crate engine from Ford can cost a fortune. A cheap junkyard engine is a total gamble; you might be buying the same problem you're trying to fix.
This is where Paapaa Motors provides a real solution. We're not just selling parts; we're providing peace of mind. A professionally vetted, inspected, and guaranteed used or remanufactured engine from a specialist like Paapaa Motors provides the best of both worlds: genuine OEM quality at a fraction of the price, backed by a warranty that gets you back on the road and back to work.
Comprehensive FAQ Section
Q1: Can I prevent the CP4 fuel pump from failing on my 2011-present truck?
A: While no method is foolproof, there are two key strategies. First, use high-quality diesel fuel from high-volume stations and always change your fuel filters on schedule. Second, consider installing an aftermarket "disaster prevention kit." This doesn't stop the pump from failing but is designed to prevent metal debris from contaminating the rest of the fuel system, turning a $10,000+ repair into a more manageable $2,000 pump replacement.
Q2: Is a "deleted" truck a good buy?
A: A "deleted" truck has had its emissions equipment (like the DPF and EGR) removed. While this can improve fuel economy and eliminate potential DEF system headaches, it is illegal in all 50 states for on-road use. It can also make the truck difficult to service, sell, and can void any remaining warranties. Proceed with extreme caution.
Q3: Which generation is better for towing?
A: The 2nd generation (2017+) is unequivocally better for towing. The combination of a more powerful engine, a more intelligent transmission calibration, and a stronger, more stable chassis makes it the superior workhorse.
Q4: I have a 2012 model. Should I replace the turbo preventatively?
A: If you are approaching 200,000 miles on the original turbo and rely on the truck for your livelihood, preventative replacement is a smart financial move. It allows you to schedule the downtime and avoid the much higher cost of an emergency tow and repair.
The Final Word
The Ford 6.7L Power Stroke is a formidable engine, capable of incredible work and impressive longevity. The first generation's primary weakness is its turbocharger, while the second generation's is the catastrophic potential of its CP4 fuel pump. Neither is a dealbreaker, but both are expensive realities that any high-mileage buyer must be prepared for. The right engine depends on your budget and risk tolerance, but choosing the right supplier for parts or a replacement engine is what ensures your peace of mind for the long haul.
This article is brought to you by Paapaa Motors, your trusted source for high-quality used and remanufactured engines. With years of hands-on experience and a commitment to quality, we provide the reliable power you need to keep your truck on the road. If you're facing a major engine repair, contact our team of experts today.
Paapaa Motors
Phone: +1 (346) 781-5699
Website: www.paapaamotors.com
Email: sales@paapaamotors.com