2011-2014 Ford 6.7L Powerstroke Exhaust Parts

The exhaust system on the 2011-2014 Ford 6.7L Powerstroke

The 6.7L Powerstroke runs reverse-flow aluminum heads, which means the exhaust ports face the engine valley instead of the fenders. The exhaust manifolds sit down in that valley, and short up-pipes feed the valley-mounted turbo. On 2011-2014 pickups that turbo is the Garrett GT32 SST DualBoost, a single-sequential variable-geometry unit. From the turbo, a two-piece 4 in downpipe carries exhaust back to the aftertreatment: a diesel oxidation catalyst, a diesel particulate filter, and selective catalytic reduction with DEF injection. Behind all of that is the tailpipe section, and that is the only part a filter-back system replaces.

The aftertreatment is watched closely. NOx sensors and EGT sensors keep tabs on what the engine sends back, and Ford added a second NOx sensor and module for 2013. The truck also uses its variable-geometry turbo as an exhaust brake. On 2011-2014 trucks it works automatically in Tow/Haul by raising back pressure, with no separate switch to remember.

What fails and why

The manifolds are the trouble spot. Ford's SSM 50330 covers broken exhaust manifold studs on 2011-2014 Super Duty 6.7L trucks, and the repair calls for a new manifold on the affected side with new studs. BD Diesel traces the root cause to thin factory castings that lose clamp load as they heat-cycle, which leads to leaks and cracks. It is heat-cycle related and tends to show up at mid to high mileage. Watch for a tick on cold start, exhaust smell, soot streaks at the manifold joints, slower spool and higher EGT.

A leak ahead of the turbo also changes how the truck drives. With exhaust escaping before the turbine, the truck spools lazily, lugs and can feel like the transmission is hunting. Further back, the DPF has its own habits. Short trips, extended idling, boost or exhaust leaks and sensor faults lead to frequent regens and derates, while a hot smell and a higher idle during a regen are normal. On 2011 engines, NOx sensor failures were extremely common, and Ford handled them under Customer Satisfaction Program 12B33, which expired April 30, 2013. A failed sensor can cut power or put the truck in a 50 mph limp mode.

Stock replacement vs. upgrade

For a stud leak, the right repair is the OEM-style one: new studs, gaskets and heat shields per SSM 50330, not a re-torque. If you are replacing a manifold, BD Diesel's 2011-2014 kit uses ductile-iron castings 0.275 in thick, 75 percent thicker than stock, with longer stud and spacer hardware to hold clamp load through heat cycles. For sensors, OEM-spec replacements with updated software restore power, but inspect the harness and connector first. Behind the aftertreatment, a filter-back (DPF-back) system replaces only the tailpipe and keeps the DOC, DPF and SCR in place. It does not change regen behavior, because active regen still depends on driving above 35 mph.

What we carry

MBRP covers the back of the truck with Armor Lite and Armor Plus filter-back systems in 4 in and 5 in, universal mufflers and resonators, and a wide spread of tips. BD Diesel brings heavy-duty exhaust manifolds, a Variable Vane Exhaust Brake for 2011-2014 trucks and V-band clamps. Mahle supplies manifold, up-pipe, intermediate pipe and EGR gaskets plus downpipe V-band clamps. SPE Motorsport offers a two-piece downpipe, a driver's-side manifold, manifold flanges and an EGT sensor adapter. Alliant Power handles NOx sensor modules and exhaust back-pressure sensors, and XDP adds an EGT sensor. Dorman has manifold hardware kits and an EGR cooler gasket kit, Pacific Performance Engineering has up-pipes and stainless tips, and Mishimoto has heat wrap and a 6 in polished tip. Parts for every platform are in our exhaust category.

Fitment notes

Many parts for these trucks fit 2011-2016, because the body and engine family carried over. The exhaust side is where that stops. Ford switched to a larger single-compressor GT37 turbo for 2015, and the up-pipes, passenger manifold and downpipe changed with it. If your 2011-2014 has been retrofitted with a GT37, it takes 2015-2016 exhaust-side parts. Chassis cabs (F-350, F-450 and F-550) used a Garrett AVNT3276V turbo and a 300 hp calibration through 2016, so read chassis-cab listings carefully. Filter-back systems are specific to cab, bed length and SRW or DRW, and sensor parts can differ before and after the 2013 sensor additions. Verify by VIN before you order.

Frequently asked questions

How do I know if my 6.7L has a broken exhaust manifold stud?

Listen at cold start. A tick when the engine is cold, exhaust smell, and soot streaks at the manifold joints all point to a stud leak. You may also notice slower spool and higher EGT. Ford documented the problem on 2011-2014 trucks in SSM 50330.

Can I just re-torque the manifold instead of replacing studs?

That is not the fix Ford calls for. SSM 50330 replaces the manifold on the affected side with new studs, and cylinders 4 and 8 get a different stud (W717172-S900) along with new spacers and heat shields. The OEM-style stud, gasket and heat-shield repair is the correct way to stop the leak.

Will a filter-back exhaust change how often my truck regens?

No. A filter-back system replaces only the pipe behind the aftertreatment, so the DOC, DPF and SCR all stay. Active regen needs driving above 35 mph, with highway speed ideal, no matter what tailpipe you run. If regens are frequent, look at short trips, idling, exhaust or boost leaks and sensor faults.

Why does a bad NOx sensor make my truck lose power?

The truck depends on its NOx and EGT sensors, and when one fails it can reduce power, set a 50 mph limp mode or show a stop-safely-now message. NOx sensor failures were extremely common on 2011 engines. Check the harness and connector first, then replace the sensor with an OEM-spec part and make sure the software is updated.

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