Ford Diesel Truck Parts

Ford diesel engines we support

Ford has put five different diesels in its pickups since 1994. The 7.3L and 6.4L were built by Navistar, the 6.7L was Ford's first in-house diesel, and the 3.0L came from the Ford/PSA Lion V6 family. Shop by engine through the Powerstroke hub, or find your truck below.

• 7.3L Powerstroke (1994.5 to early 2003): F-250 HD and F-350 on the OBS body, then the F-250 and F-350 Super Duty from 1999, plus the 2000-2003 Excursion and 1995-2003 E-350/E-450 Econoline vans.
• 6.0L Powerstroke (2003-2007): F-250 and F-350 Super Duty pickups, F-450/F-550 chassis cabs, the 2003-2005 Excursion, and Econoline vans through 2010.
• 6.4L Powerstroke (2008-2010): F-250, F-350 and the first true F-450 pickup, plus F-450/F-550 chassis cabs.
• 6.7L Powerstroke (2011-present): F-250, F-350 and F-450 Super Duty pickups and chassis cabs, with major revisions for 2015, 2017, 2020 and 2023.
• 3.0L Powerstroke (2018-2021): F-150 only. It was never offered in a Super Duty.

Which generation is yours?

Start with the model year, then confirm with the VIN. The 2003 model year is the trap. The 7.3L ran through the early part of MY2003 and the 6.0L took over partway through, so two trucks with the same year on the title can need completely different parts.

On a 6.7L, the generation matters as much as the engine. The 2011 model year is the one with real hardware issues: trucks built before March 29, 2011 have the early exhaust valves, and 2011 also used two-piece glow plug tips, a plastic lower oil pan and early radiators. 2012-2014 engines got a stamped-steel pan, a bolt-on oil cooler and conventional turbo fittings. So on an early truck, the build date decides, not just the model year. From there, 2015 brought the GT37 turbo and new injector nozzles, 2017 brought a revised turbo oil line and pedestal, 2020 moved to forged steel pistons and a 36,000 psi fuel system, and 2023 dropped compression to 15.2:1 and raised oil capacity to 15 quarts.

What each Powerstroke is known for

7.3L. The Navistar T444E is a 444 cubic inch iron V8 with HEUI injectors. Engine oil, pushed to as much as 3,000 psi by a high-pressure oil pump in the valley, drives fuel to roughly 21,000 psi at the nozzle, so oil condition is part of the fuel system. The long block is durable, with B50 life quoted at 350,000 miles. Most work on a high-mileage 7.3L is seals, sensors and wiring: the cam position sensor, the under-valve-cover harness, the ICP sensor and IPR valve, and the HPOP and turbo pedestal O-rings. The engine-mounted fuel bowl is the most common fuel leak, and the turbo pedestal and exhaust back-pressure valve actuator are the usual oil leaks.

6.0L. The 6.0L moved to second-generation HEUI. Injection control pressure runs from 500 to more than 3,600 psi, a 48-volt FICM fires the injectors, and the high-pressure oil pump and oil cooler both live in the valley under the intake and turbo, so most engine-side repairs start with pulling those. The head gasket joint is the weak point: ten 14 mm torque-to-yield bolts per head, with only four fasteners around each cylinder. On the fuel side, low fuel pressure, dirty fuel and low FICM voltage all show up as injector problems. The Garrett variable-geometry turbo is known for a unison ring that gets bound up with soot and rust from the EGR system and long idle time. Oil quality and the 5,000-mile severe-duty interval are the most important maintenance items on this engine.

6.4L. This was the first Powerstroke on high-pressure common rail and the first factory compound-turbo light truck, with a BorgWarner high- and low-pressure turbo pair making about 40-42 psi of boost stock. The Siemens K16 high-pressure pump has no internal bypass and depends on clean, lubricating fuel, so water or debris that gets past the frame-mounted separator can become a whole-system failure. The rods are the beefiest of any Powerstroke, but the cast pistons can crack at the fuel-bowl lip and the rocker arms wear when the oil is diluted with fuel. Oil dilution from DPF regeneration is the thread that ties most 6.4L engine failures together.

6.7L. Ford's in-house V8 uses a compacted graphite iron block, reverse-flow aluminum heads with six bolts per cylinder, and the turbo and exhaust manifolds in the engine valley. Long-block hard-part failures are rare. The part that defines every 6.7L, 2011 through today, is the Bosch CP4.2 high-pressure pump: it is fuel-lubricated, and when it fails it sends metal through everything downstream. On 2011-2014 trucks, the Garrett DualBoost turbo with its ceramic ball-bearing cartridge is the most common big-ticket failure. On 2015-2016 trucks, the plastic boost plumbing is what strands people. 2017-2019 trucks see the CCV separator loading up, exhaust manifold cracking and fuel dilution from regeneration. On 2020-2022 trucks, Ford recall 24S78 covers biodiesel deposits on CP4.2 roller components, and the remedy is PCM and TCM software, not a new pump. There is no documented 2023-specific engine failure pattern; a 2025 recall covered cracked fuel return-line connectors.

3.0L. The F-150's 3.0L Powerstroke is a 60-degree DOHC V6 from the Ford/PSA Lion family, re-engineered by the 6.7L team and assembled in Dagenham, England. It made 250 hp and 440 lb-ft in every year from 2018 through 2021, ran only behind the 10R80 transmission, and uses a toothed belt rather than a chain to drive the cams, with a belt-driven oil pump as well. Its one documented fuel-system risk is the belt-driven Bosch CP4 and its sensitivity to low-lubricity fuel and running dry.

Stock replacement vs. upgrade

For a work truck or daily driver, OE-grade replacement is usually the right call: a gasket set, sensor, pigtail, water pump or filter that matches what Ford installed and gets the truck back on the road. On a high-mileage 7.3L, that covers most of what goes wrong, since the trouble is usually seals, sensors and wiring rather than the long block.

Upgrades make sense where a factory part has a documented weak spot. On a 2011-2014 6.7L, retrofitting the 2015-and-later GT37 turbo is the standard fix for the DualBoost. On any 6.7L, filter discipline, clean fuel, lubricity additive and added filtration are the compliant ways to protect the CP4.2, and on a 2011-2014 truck a lift pump adds supply pressure and volume. On a 6.0L, you can choose a high-performance replacement water pump such as the XDP Xtra Cool instead of a stock-style pump. For intake and exhaust, choose emissions-compliant parts, keep the factory emissions equipment in place and working, and look for a CARB EO number where your state requires one.

What we carry

The Ford catalog covers cooling system parts, exhaust, fuel system parts and fuel filters, air intakes and intercooler piping, injectors, oil system parts, engine parts and gasket sets, plus lift kits and shocks. The brands you will see most:

• Mahle gaskets, including lower engine gasket sets, head sets and vacuum pump gaskets for the 6.7L.
• Alliant Power OE-grade service parts, such as injector, VGT and IPR pigtails for the 6.0L.
• XDP sensors, hardware and pumps for the older engines, from a MAP sensor for the 6.0L and 6.4L to a harmonic balancer bolt for the 7.3L and the Xtra Cool water pump for the 2004.5-2007 6.0L.
• Mishimoto parts, including a valve cover gasket and glow plug harness kit for the 1999-2003 7.3L and magnetic oil drain plugs for the 7.3L, 6.0L and 6.4L.
• SPE Motorsport 6.7L parts such as intake piping kits, coolant hose reroute kits and upper oil pan gaskets.
• BDS Suspension lift kits and shocks.
• Pacific Performance Engineering 10R140 transmission pan fill adapters and exhaust manifolds for the 2020-and-later 6.7L, plus MicroPure XR oil filters and a billet oil filter socket.
• Fleece Performance Engineering parts, including an engine-mounted filter assembly for the 6.7L.
• S&B cold air intakes, replacement air filters, a cold side intercooler pipe for the 2017-and-later 6.7L, and boot kits for the 7.3L.
• Dorman, DAYCO and BD Diesel round out the everyday replacement and service parts.

Smaller lines fill the gaps: FASS water separator filters, CSF AC condensers for the 7.3L and 6.0L, Edge Products OBD-II monitors and EAS EGT kits, MBRP mufflers and resonators in our exhaust lineup, Hot Shot's Secret full synthetic CK-4 engine oil, and Mercon ULV transmission fluid for the 3.0L F-150.

Fitment notes

Model year alone is not enough on a Ford diesel. Check these before you order, and verify by VIN when in doubt.

• 2003 trucks: confirm whether you have the 7.3L or the 6.0L before ordering anything engine-related.
• Vans and Excursions: the 7.3L and 6.0L also went into the Excursion and E-Series vans. The 2004-2010 Econoline 6.0L runs a detuned calibration but shares most engine parts with the Super Duty, so read each product's listed fitment.
• Chassis cabs: F-350 through F-550 chassis cabs carry their own power ratings, and on the 6.7L some use a different turbo than the pickups. The 2011-2016 chassis cabs use a Garrett AVNT3276V, and 2020-2022 chassis cabs use a different Ford turbo part number than the pickups.
• 6.7L injectors: 2015 brought new nozzles, so 2015-2016 injectors are not the 2011-2014 part.
• 6.7L turbo plumbing: 2015-2016 and 2017-2019 trucks use the same turbo model with a different oil supply line and pedestal.
• 2020 and later 6.7L: the lift pump moved from the frame-mounted conditioning module into the tank, so check lift-pump and filter parts against your exact year.
• 3.0L F-150: this is a different engine from the 6.7L, so do not cross-shop engine parts between them. Use the 2018-2021 F-150 3.0L pages.

Frequently asked questions

Which Powerstroke engine is in my Ford?

Go by model year first: the 7.3L from 1994.5 into early 2003, the 6.0L from 2003 through 2007, the 6.4L from 2008 through 2010, and the 6.7L from 2011 on. A 2018-2021 F-150 diesel has the 3.0L. A 2003 Super Duty can have either the 7.3L or the 6.0L, so check the VIN or call us.

Is the F-150 3.0L Powerstroke related to the 6.7L?

Only through the engineers. The 3.0L is a 60-degree DOHC V6 from the Ford/PSA Lion family that the 6.7L team re-engineered for the F-150, while the 6.7L is a pushrod V8. It was sold only in the F-150, only with the 10R80, and only from 2018 through 2021, so shop it separately from the Super Duty parts.

Why does engine oil matter so much on the 7.3L and 6.0L?

Both engines use HEUI injectors that are fired by engine oil from the high-pressure oil pump, so the oil is hydraulic fluid for the fuel system as well as lubricant. On the 6.0L, oil quality and the 5,000-mile severe-duty interval are the most important maintenance items. On the 7.3L, old oil and leaking HPOP O-rings both work against the injectors.

What is the biggest risk in a 6.7L Powerstroke fuel system?

The Bosch CP4.2 high-pressure pump, on every 6.7L from 2011 on. It relies on the fuel for lubrication, and when it fails it sends metal through the rails and injectors. The compliant defenses are filter discipline, clean fuel, lubricity additive and added filtration, and on 2011-2014 trucks a lift pump for supply and a CARB-approved bypass kit. On a 2020-2022 truck, also ask your dealer whether recall 24S78 has been performed.

My 2011-2014 6.7L needs a turbo. What are my options?

The factory Garrett DualBoost is the most common big-ticket failure on those trucks. The standard fix is retrofitting the larger single-compressor, journal-bearing GT37 that Ford used from 2015, and there are also drop-in replacements and compound kits that keep the factory VGT. Call us with your VIN and we will help you sort out which one fits your plans.

Can you install the parts you sell?

Yes. We are a working diesel repair shop in Wildwood, FL, and we install everything we sell. If you are not sure a part fits your truck, call for free fitment help or use the fitment checker on any product page.

Not sure what fits your Ford? Call the shop at the number in the header, or use the fitment checker on any product page. We install everything we sell.