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Call or Text (352) 722-5295High-flow parts on the 2015-2016 Ford 6.7L Powerstroke
For 2015, Ford gave the 6.7L Powerstroke its Second-Generation update, rated at 440 hp at 2,800 rpm and 860 lb-ft at 1,600 rpm. A big piece of that was the turbo. The 2011-2014 trucks used Garrett's SST3266V DualBoost, with two compressor wheels on one shaft. The 2015-2016 pickups got a larger, conventional Garrett GT3788V variable-geometry turbo with a hydraulic vane actuator and no wastegate. It sits in the valley between the heads. Charge air doesn't run to a front-mounted intercooler either; it goes through an air-to-water charge-air cooler in the valley, cooled by the secondary coolant loop and its own radiator. The factory boost tubes measure about 2.34 inches on the hot side and 2.37 inches on the cold side. On this truck, high flow means the air path around that turbo: the piping, the intake manifold and the turbo itself.
What fails and why
The documented failure here is plastic. The factory cold-side tube and the hot-side turbo connection give out with age and heat, and when they do you'll see boost leak codes and the truck can drop into limp mode. With the turbo and exhaust manifolds living in the valley, that plumbing works in a hot spot. That's the main reliability reason owners replace the factory plastic with an aftermarket piping kit.
Stock replacement vs. upgrade
If your truck is stock and you've had a boost leak, the fix that matters is getting rid of the plastic piece that failed, and a piping kit does that while adding flow area. An intake manifold kit or a turbo system is a different decision. Those are performance parts, and they only make sense when the fueling, tuning and cooling are planned around them. Whichever way you go, a compliant high-flow package keeps the factory EGR, DOC, DPF and SCR in place and working. Check each product's listing for its emissions status and CARB EO number before you order; a CARB EO number is what shows an aftermarket part is emissions-legal in all 50 states.
What we carry
The kits here come from SPE Motorsport. The SPE Intake Piping Kit, listed for 2011-2026 6.7L engines, replaces the factory intake piping. The S100397 OE+ Performance Intake Manifold Kit, listed for 2011-2025, replaces the factory intake manifold. The SPE S400 Emperor Turbo System, listed for 2011-2019, is a turbo system for full builds. For single components, browse our turbos and intakes collections.
Fitment notes
Year range is the big one. The turbo changed in 2015 from the DualBoost to the GT3788V, so when a kit is listed across 2011-2019, check that its listing covers the 2015-2016 GT37 setup and not just the 6.7L in general. Ford also revised the turbo oil supply line and pedestal for 2017, so 2015-2016 turbos are not directly cross-compatible with 2017-2019 trucks. The 2011-2016 chassis-cab F-350, F-450 and F-550 use a different Garrett AVNT3276V turbo and a 300-hp rating, so turbo and calibration parts are not shared with the 440-hp pickup. Verify by VIN.
Frequently asked questions
What turbo does a 2015-2016 F-250 with the 6.7L Powerstroke have?
The 2015-2016 pickups use a Garrett GT3788V single variable-geometry turbo with a hydraulic vane actuator and no wastegate. It replaced the 2011-2014 SST3266V DualBoost. Chassis cabs use a different Garrett AVNT3276V.
Why does my 6.7L throw boost leak codes or go into limp mode?
On this engine the plastic cold-side boost tube and the hot-side turbo connection are the documented failure points, and age and heat are what get them. A leak there can set boost leak codes and put the truck in limp mode. Replacing the factory plastic is the reliability fix.
Will a high-flow kit affect my DPF or DEF system?
A compliant high-flow kit works on the intake side of the air path: the piping, the intake manifold and the turbo. It leaves the EGR, DOC, DPF and SCR in place and working. Check each listing for its emissions status and CARB EO number before you buy.
Does this truck have a front-mounted intercooler?
No. The 6.7L uses an air-to-water charge-air cooler in the valley, cooled by the secondary coolant loop and its own radiator, not a front-mounted air-to-air core. That's why high-flow work on this platform centers on the boost tubes, the intake and that secondary cooling side.
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.