2015-2016 Ford 6.7L Powerstroke Parts & Upgrades

The 2015-2016 6.7L Powerstroke in the Super Duty

These are the last of the third-generation steel-body Super Dutys, built on the same cab and frame as the 2011-2014 trucks. What changed for 2015 is under the hood. Ford called it the second-generation 6.7L: output went from 400 hp and 800 lb-ft to 440 hp and 860 lb-ft, the 2011-2014 DualBoost twin-compressor turbo gave way to a larger Garrett GT3788V single variable-geometry turbo with a hydraulic vane actuator and no wastegate, the injectors got new high-pressure nozzles, a new exhaust temperature sensor was added, and both EGR cooler coolant circuits moved to the primary cooling loop. The long block carried over: compacted graphite iron block, reverse-flow aluminum heads with the turbo sitting in the valley, aluminum pistons and 16.2:1 compression. Every pickup runs the TorqShift 6R140 six-speed automatic.

You will find this engine in the F-250, the F-350 in single or dual rear wheel form, and the F-450 pickup, across XL, XLT, Lariat, King Ranch and the Platinum trim that arrived for 2015. For the rest of the Ford diesel lineup, start at our Powerstroke hub.

What fails and why

The engine itself is generally regarded as durable. The weak points sit around it, and most of them are plastic or fuel related.

• CP4.2 high-pressure pump. The Bosch CP4.2 is lubricated by the fuel it pumps. When it fails it sheds metal into the injectors, rails, lines and tank, and it tends to go with little warning: a stall, a no-start, lost rail pressure or metal flakes in the fuel filter. One NHTSA owner complaint on a 2016 F-350 reports metal in the filter at 71,234 miles. Running the tank low speeds up the wear.
• Plastic boost tubes. The factory cold-side intercooler tube goes brittle and cracks, and the hot-side connection can pop off the turbo outlet under load. Expect sudden power loss, P0299 underboost, P1247 or P0402 codes and limp mode. Without boost the DPF can load with soot in 5-10 miles, so an aftertreatment warning often starts as a boost leak.
• Fuel dilution. Post-injection during active DPF regeneration puts diesel in the crankcase. Short trips and idling make it worse. Watch for a rising dipstick, thin oil or a fuel smell. Oil analysis showing fuel over 5-7% is the red flag.
• CCV oil separator. The 2011-2016 separator is sealed and loads up with use. A tired one shows up as oil consumption, oil in the turbo inlet, extra DPF ash, leaks from pressurized seals and a 1-2 mpg loss. Diesel Hub recommends replacing it every 30,000-40,000 miles.
• Plastic fuel and coolant parts. The engine-mounted fuel filter housing and the injector-return fitting can crack and spray fuel onto the inboard exhaust, which is a fire risk. The plastic upper coolant pipe is prone to cracking and leaking as it ages.

The GT37 turbo has no widely documented failure pattern on these trucks, so check tubes and couplers before you condemn it for underboost. The DualBoost bearing failures and broken glow plug tips you may read about belong to earlier production, not to a 2015-2016.

Stock replacement vs. upgrade

Some factory parts are worth replacing like for like. Others are worth replacing once with something better. Here is how we look at it on this truck.

• High-pressure fuel. The S&S Diesel Motorsport DCR pump conversion replaces the CP4.2 with a two-piston pump that has a pressure-lubricated cam and bushings. It carries CARB EO D-756-7, fits 2011-2026 F-250 through F-750, and requires the supplied timing and calibration procedure. It does not need a separate CP4 protection kit.
• Boost tubes. Aluminum intercooler pipe with silicone boots replaces the plastic factory tubes for good. Mishimoto sells mandrel-bent pipe and boot kits for 2011-2016, as a full kit or one side at a time.
• Intake. The S&B 75-5104 cold air intake is an enclosed box that flows about 30% more air than stock and carries CARB EO D-590-13 for the F-250 and F-350.
• Oil service. Ford allows up to 10,000-mile oil changes on normal duty, but because of fuel dilution Diesel Hub recommends 5,000 miles unless you run oil analysis. For these years, use oil that meets Ford WSS-M2C171-E (API CJ-4); 5W-40 is called for in severe duty and with biodiesel.
• Cooling. Keep each loop on the correct coolant and on schedule: Ford calls for 105,000 miles or 6 years the first time, then every 45,000 miles. Mixed or wrong coolant is a documented maintenance error that clogs EGR cooler and charge-air cooler passages.

Stock replacement makes sense on a daily driver where the factory part lasted for years. An upgrade makes sense when the factory design is the problem, and on this truck that means plastic tubes, plastic fuel fittings and the CP4.2.

What we carry

This collection covers the whole truck, from routine maintenance to towing.

• Engine and transmission service: Mahle head sets, lower engine gasket sets, vacuum pump gaskets and 6R140 pan gaskets; SPE Motorsport upper oil pan gaskets, billet drain plugs, 6R140 solenoid bodies and transmission line kits; PPE MicroPure XR oil filters and billet filter sockets; and OEM-style replacement parts from Dorman.
• Fuel system: the S&S DCR conversion, Fleece Performance Engineering engine-mounted filter assemblies, FASS water separator filters, fuel filters, injectors and parts from Alliant Power.
• Oil and additives: Hot Shot's Secret Green Diamond engine oils, Diesel Extreme and Everyday Diesel Treatment, plus oils and treatments from Lucas Oil. See all fuel additives.
• Cooling and boost: Mishimoto cooling parts and intercooler piping, and SPE coolant hose reroute kits, degas hose kits, low-temp thermostats and intake piping.
• Air and exhaust: the S&B 75-5104 intake and KF-1070 replacement filter in our intakes section, and MBRP mufflers and resonators for DPF-back exhaust work.
• Gauges: Edge Products Insight CTS3 monitors, EGT kits and pressure sensors.
• Suspension and towing: BDS Suspension lift kits and shocks, Air Lift load support, and hidden receiver hitches with roll pans.

You will also find parts from BD Diesel and XDP in the grid above.

Fitment notes

• Order by model year, not just 6.7L. 2015-2016 injectors have revised nozzles. Downpipes split at 2015 because the turbo changed: MBRP lists FS9CA459 for 2011-2014 and FS9CA460 for 2015-2016, and the pickup part excludes cab-and-chassis trucks. Do not put 2011-2014 DualBoost hardware on a 2015-2016.
• 2017 is a different truck. Ford changed the turbo oil supply line and pedestal for 2017, so a 2015-2016 turbo is not a direct swap with 2017-2019. The CCV separator splits too: DC3Z-6A785-C for 2011-2016 and FC3Z-6A785-F for 2017-2019. The 2011-2016 fuel filter kit is FD-4615.
• Pickup vs chassis cab. The 2011-2016 chassis cab 6.7L is rated 300 hp and 660 lb-ft with a different turbo, so pickup turbo, calibration and exhaust parts do not carry over.
• Glow plugs. Every 2015-2016 engine takes the 96 mm Motorcraft ZD-18. The shorter ZD-17 is only for engines built before 12/1/2012.
• Axles, hubs and wheels. 4x2 Twin-I-Beam and 4x4 solid-axle front ends share nothing. Rear axles are a Sterling 10.5 on F-250 and F-350 SRW, a Dana 80 on F-350 DRW and a Dana S110 on the F-450, with different bolt circles. The F-450 pickup moved to 19.5-in wheels, 10-lug 225 mm hubs and larger rotors for 2015, so it does not share brakes or hubs with a 2014 F-450.
• Two cooling loops. The primary and secondary systems each have their own radiator, degas bottle, thermostats and water pump, and the parts do not interchange. Secondary thermostats are handed: RT-1207 left, RT-1206 right.
• Suspension and hitches. Leveling and lift kits share 2005-2016 front geometry, but shocks and some steering parts are 2011-2016 specific. Confirm year, drivetrain and SRW or DRW on any Air Lift LoadLifter listing before you order. Receiver ratings are keyed to wheelbase and rear wheels: 12.5K on 137 and 142-in SRW trucks, 14K on 156, 158 and 172-in SRW trucks, 15K on DRW, and 18.5K (2015) or 19K (2016) on the F-350 DRW 172-in and the F-450.

When in doubt, verify by VIN before you order.

Frequently asked questions

What changed on the 6.7L Powerstroke for 2015?

Ford raised output to 440 hp and 860 lb-ft, replaced the DualBoost turbo with a larger Garrett GT3788V variable-geometry turbo, fitted new high-pressure injector nozzles, added an exhaust temperature sensor and moved EGR cooler coolant to the primary loop. The long block, the 6R140 transmission and the steel body carried over from 2011-2014.

How do I protect the CP4.2 pump on my 2015-2016 F-250 or F-350?

Never run the tank low, because the pump depends on fuel for lubrication. Use a lubricity additive at every fill, change fuel filters on time (Ford says 22,500 miles normal or 15,000 miles severe, and biodiesel counts as severe) and look for metal in the old filter, since that is the earliest warning. After any fuel-system service, cycle the key to RUN 5-10 times for 20-30 seconds each to prime before you crank it. For a permanent fix, the S&S DCR conversion replaces the CP4.2 outright.

My truck set P0299 and went into limp mode. Is the turbo bad?

Probably not. On a 2015-2016, underboost codes are more often a cracked plastic cold-side tube or a hot-side tube that came off the turbo outlet than the GT37 itself. Inspect the tubes and couplers first, and fix a leak quickly, because lost boost can load the DPF with soot within a few miles.

How often should I change the oil?

Ford allows up to 10,000 miles on normal duty and 5,000 on severe. Because regeneration thins the oil with fuel, Diesel Hub recommends staying at 5,000 miles unless oil analysis says you can go longer. The engine holds 13 quarts with the filter; use oil that meets Ford WSS-M2C171-E (API CJ-4) for these years.

Does the S&B cold air intake fit my F-450?

The S&B 75-5104 is catalogued for 2011-2016 6.7L trucks, but its CARB EO D-590-13 covers the F-250 and F-350 only. There is no EO for the F-450 or F-550. If your state inspects for an EO label, factor that in before you order.

Do 2011-2014 parts fit my 2015-2016?

Many do and some do not. Body, interior, lighting, the S&B intake and the cold-side boost pipe are catalogued 2011-2016. Turbo hardware, downpipes and injectors split at 2015, and S&B lists its hot-side pipe for 2011-2015 only, so verify that one on a 2016. When a listing just says 6.7L, check the year range or call us.

Is my 2015 part of the reverse-engagement recall?

Only if it was built early. Recall 14V204 covers 2015 F-250 through F-550 trucks with the 6R140 built September 13, 2013 through March 28, 2014, where transmission software could briefly engage Reverse on a Park-to-Drive shift. The remedy is a dealer software update, so confirm it was done on any early-build 2015.

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 at our shop in Wildwood, FL.