2011-2014 Ford 6.7L Powerstroke Drop-In Turbos

Drop-in turbos for the 2011-2014 Ford 6.7L Powerstroke

The factory turbo on 2011-2014 pickups is the Garrett SST3266V, called the GT32 SST or DualBoost. It runs one turbine and a double-sided compressor wheel with two 46 mm inducers, variable vanes and, on early trucks, a ceramic ball-bearing cartridge. It sits in the valley between the reverse-flow heads, fed by valley-mounted manifolds and up-pipes, and it is oil- and water-cooled. A drop-in VGT keeps that factory position and reuses the factory actuator, so the truck keeps its emissions equipment and VGT control, and no tuning changes are needed.

What fails and why

The GT32's known weak spot is its bearing cartridge. On 2011 and 2012 pickups the ceramic ball bearings failed often enough to make turbo replacement a common repair, and reliability improved after steel ball bearings were introduced. Overspeed is the other half of the story: tuned hard, the double-sided wheel can exceed 150,000 rpm against extreme drive pressure. Symptoms include loud screeching, tailpipe smoke, lost boost and oil consumption, commonly in the 100,000 to 150,000 mile range and sooner with a tune. Not every boost complaint means a new turbo, though. A leaking plastic cold-side charge pipe or boot mimics turbo failure, with hissing under load and low power but no codes, and sticking VGT vanes or a failed actuator show up as slow spool, surging and a weak exhaust brake.

Stock replacement vs. drop-in vs. retrofit

If the truck stays stock, an OEM-style Garrett DualBoost replacement is the like-for-like choice. A drop-in sits one step up: same location, same actuator, with the bearing cartridge and compressor design reworked to fix the stock weaknesses. The 2015-style GT37 swap is a bigger job, since a 2015-and-up turbo will not simply bolt into a 2011-2014 truck: the pedestal, up-pipes, manifold, downpipe and lines all change. Whichever you pick, flush the oil lines, replace every gasket, seal and crush washer, service the CCV separator and check the charge pipes, because oil-fouled pipes and crankcase pressure kill new turbos.

What we carry

ATS Diesel Performance builds the Aurora VNT Turbocharger Kit for both body styles: 202-306-3368 for 2011-2014 trucks and 202-307-3368 for 2011-2016 cab-and-chassis trucks. SPE Motorsport offers the Strike VGT in Stage-1 (S100190) and Stage-2 (S100191), the S300 Emperor and S300 Emperor Quick Spool turbochargers, and the Emperor Turbo System. SPE also sells a Retrofit Install Kit specific to 2011-2014 trucks, and one Emperor version is listed for trucks already running SPE aftermarket parts, so read its notes before ordering. Only the Strike VGT and Aurora VNT listings are named as variable-geometry units, so for the S300 Emperor models, check each listing for the install parts and any other changes it needs. For gaskets, clamps and blankets, see the turbo accessories page for this truck, and browse the full turbos category or our Powerstroke hub for more 6.7L parts.

Fitment notes

Pickups and chassis cabs take different turbos. 2011-2014 F-250 and F-350 pickups run the GT32 DualBoost, while 2011-2016 chassis cabs run the AVNT3276V on a 300 hp, 660 lb-ft calibration, which is why drop-ins are listed separately by body style. Some turbos here carry 2011-2019 or 2011-2025 year ranges. Ford changed the turbo for 2015 and revised the oil supply line and pedestal for 2017, so confirm from each listing what a 2011-2014 truck needs. Drop-in VGTs keep the factory emissions equipment in place, but if you register in California or another CARB state, confirm CARB EO status before you buy. Verify fitment by VIN.

Frequently asked questions

How is a drop-in different from a stock GT32?

A drop-in VGT goes in the factory location and reuses the factory actuator, but it addresses the bearing cartridge and compressor design that are the stock GT32's weak spots. Because the position and actuator stay the same, the factory emissions equipment stays in place and no tuning changes are needed.

Will a drop-in keep my exhaust brake working?

A VGT drop-in reuses the factory actuator, so VGT control stays in place, and the exhaust brake depends on it; a sticking VGT is one cause of a weak exhaust brake on this engine. On 2011-2014 trucks the exhaust-brake function engages automatically in Tow/Haul. If a listing is unclear, call the shop before you order.

Drop-in or GT37 retrofit for my 2012 F-250?

If you want to keep the factory layout, a drop-in is the simpler job. A 2015-and-up turbo will not bolt straight in, so the GT37 route means a full kit with the pedestal, later up-pipes and manifold, a two-piece downpipe, new lines and the lower intake manifold. The retrofit is cited at about 40 hp more on heavily modified trucks, with power that keeps pulling past 3,000 rpm.

My F-550 chassis cab needs a turbo. Which one fits?

2011-2016 chassis cabs use the Garrett AVNT3276V, not the pickup GT32, so a pickup drop-in is the wrong unit. Look at the ATS Aurora VNT kit 202-307-3368, which is listed for 2011-2016 cab-and-chassis trucks, and confirm by VIN before you order.

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.