2015-2016 Ford 6.7L Powerstroke Valve Train Parts

Valve train on the 2015-2016 Ford 6.7L Powerstroke

The 6.7L Powerstroke is Ford's own Scorpion V8. It has a compacted graphite iron block and aluminum reverse-flow heads, which puts the intake ports on the outside and the exhaust ports facing into the valley. The valve train layout is traditional. One gear-driven camshaft in the block works the pushrods and stamped-steel rocker arms, and every cylinder gets four valves, 32 in all. Hydraulic lash adjusters take up clearance on their own. Below the heads are aluminum pistons on a 3.897-inch bore and 4.251-inch stroke at 16.2:1 compression, the same long-block spec Ford used from 2011 through 2019.

What fails and why

Here's the honest answer: there is no documented valve train failure pattern on 2015-2016 trucks, and no documented head gasket or head bolt pattern at stock power either. The known weak spots on this engine are around it, not inside it: the CP4.2 high-pressure fuel pump, plastic cooling and boost plumbing, the sealed CCV oil separator, and fuel dilution from DPF regeneration. So the parts on this page usually get ordered for one of three jobs: an engine rebuild or overhaul, machine work on the cylinder heads, or a performance build where you want a stronger valve train than stock.

Stock replacement vs. upgrade

If you're freshening a stock engine that tows and works for a living, rebuild it to factory spec with OE-grade parts in the sizes your machinist calls for. That keeps the engine matched to Ford's calibration and keeps the job simple. The upgrade path is for engines being built for more power. There, springs, retainers and pushrods are chosen together as a set, and they only make sense when the fueling, turbo and tuning are planned to match. Don't mix one upgraded valve train piece with tired stock parts and expect a better result.

What we carry

MAHLE covers the stock-spec side: the 211-4523 intake valve, the 211-4524 exhaust valve, the SS46062 valve stem seal set, the TW-711S thrust washer set, and S42168 piston ring sets in standard, .020 and .040 sizes. SPE Motorsport covers the build side with S100108 Stage-2 valve springs, S100324 titanium valve spring retainers, S100106 chromoly pushrods and S100323 S Port cylinder heads. XDP adds its XD322 Street Performance pushrods in 3/8-inch.

Fitment notes

Most parts here are listed across several years: the MAHLE ring sets for 2011-2016, the MAHLE valves for 2011-2018, and the SPE springs, pushrods and heads for 2011-2019. That tracks with the engine, because 2011-2019 shares the aluminum-piston, 16.2:1 long block. Ford switched to short-skirt steel pistons in 2020, so piston and ring parts don't carry across that line. Pick your ring size only after the block has been measured. The 2011-2016 chassis-cab F-350, F-450 and F-550 ran a 300-hp rating with a different turbo, so if yours is a chassis cab, check each part's fitment by VIN.

Frequently asked questions

Do I need to adjust the valves on a 2015-2016 6.7L Powerstroke?

No. The engine uses stamped-steel rockers with hydraulic lash adjusters, so there's no lash setting to service. If you hear valve train noise, have it diagnosed rather than reaching for a feeler gauge.

Will 2020 and newer pistons or rings fit my 2015 F-250?

No. Ford used aluminum pistons through 2019 and moved to short-skirt steel pistons in 2020, so 2020-and-later pistons and short blocks are different parts. The MAHLE ring sets on this page are listed for 2011-2016 engines, which matches your truck.

Are aftermarket valve springs and pushrods worth it on a stock truck?

At factory power there's no documented valve train failure to fix, so stock-spec MAHLE parts are the sensible rebuild choice. SPE's Stage-2 springs, titanium retainers and chromoly pushrods make sense when the engine is being built for more power. Tell us your plans before you buy and we'll help you match the parts.

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.