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Call or Text (352) 722-5295Valve train on the 2017-2019 Ford 6.7L Powerstroke
Ford's 6.7L is a pushrod V8 with a gear-driven camshaft in the block, pushrods and rockers up top, and four valves per cylinder, 32 in all. The lifters are hydraulic and self-adjusting, so the valve train has no lash service on the maintenance schedule. The aluminum cylinder heads are a reverse-flow design: intake ports on the outboard side, exhaust ports facing the valley where the turbo sits. Ford clamps each cylinder with six head bolts.
When the valve train needs parts
On a stock truck there is no scheduled valve train service; the hydraulic lifters take care of adjustment. Parts come into play in two situations. The first is a rebuild: with the heads off, valves, stem seals and other wear parts get replaced while the engine is apart. The second is a power build. Stock heads are adequate below roughly 700 rear-wheel horsepower (rwhp), and above that stiffer valve springs and chromoly pushrods are the recommended upgrade. The bottom end sets the first ceiling, though. The 2017-2019 aluminum pistons and factory rods are the limit, with the rods good for roughly 650 rwhp reliably, so valve train upgrades belong in a planned build, not a bolt-on weekend.
Stock replacement vs. upgrade
For a stock or lightly modified engine going back together, OEM-grade parts are the right call: MAHLE intake and exhaust valves, a valve stem seal set and a thrust washer set are factory-style rebuild parts. For a high-horsepower build, the upgrade parts are springs, retainers and pushrods, matching the guidance above: SPE Motorsport Stage-2 valve springs and titanium retainers, with SPE chromoly pushrods or XDP Street Performance pushrods. SPE's S Port cylinder heads are a complete head option for builds that go past springs and pushrods.
What we carry
MAHLE covers the rebuild side with intake valves (211-4523), exhaust valves (211-4524), a valve stem seal set (SS46062) and a thrust washer set (TW-711S). SPE Motorsport supplies chromoly pushrods (S100106), Stage-2 valve springs (S100108), titanium valve spring retainers (S100324) and S Port heads (S100323). XDP adds its XD322 Street Performance pushrods in 3/8 inch. For the rest of the engine, start at our Power Stroke parts hub.
Fitment notes
Most parts here are catalogued across several 6.7L model years, so read the year range on each listing. The MAHLE valves list 2011-2018 in their titles, so a 2019 owner should confirm fitment by VIN before ordering. The 6.7L changed inside for 2020 with forged steel pistons, new rods and a new crank, so do not assume an internal part crosses the 2019/2020 line unless the listing says it does. Near the changeover, check the build date as well as the model year.
Frequently asked questions
Do I need to adjust valve lash on a 2017-2019 6.7L Powerstroke?
No. The 6.7L uses self-adjusting hydraulic lifters, so there is no lash service to perform. Valve train work on this engine is usually tied to a rebuild or a power build, not routine upkeep.
When do valve springs and pushrods need upgrading?
Stock heads hold up below roughly 700 rwhp. Above that, stiffer valve springs and chromoly pushrods are the recommended upgrade, which is where the SPE Stage-2 springs, titanium retainers and the SPE or XDP pushrods come in. Plan the bottom end first, since the factory rods are good for roughly 650 rwhp reliably.
Should I add head studs while the heads are off?
Not for a stock rebuild. The 6.7L clamps each cylinder with six head bolts, and head-gasket failure is not a documented pattern at stock power. On this engine, head studs are a high-power build item, not a repair item.
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.