Ford 6.7L Powerstroke Turbocharger: Problems, Symptoms and Replacement Guide

The Ford 6.7L Powerstroke, introduced in 2011 and still in production, uses a single Garrett variable geometry turbocharger mounted in the valley between the cylinder banks. It replaced the two-stage (twin-turbo) layout of the 6.4L Powerstroke and is generally regarded as a more reliable design. But it has its own failure modes that owners and fleet managers need to know.

What Makes the 6.7L Powerstroke Turbo Unique

Unlike most diesel turbos that mount externally on the exhaust manifold, the 6.7L Powerstroke turbo sits in the valley of the engine, because the exhaust ports of this engine face inward and the intake ports outward. This positioning places it in an extremely hot environment with limited cooling airflow. Heat management is the dominant engineering consideration for this turbo.

Common Failure Modes

Bearing Failure on Early Trucks
The best-known failure on this engine is the bearing system of the 2011 and 2012 turbos. Those units ran on ceramic ball bearings at very high shaft speeds, and many failed early; later production went to steel ball bearings. When the bearings go, the shaft wobbles, the wheels touch their housings and oil gets past the seals. Symptoms include a whine that gets louder, blue smoke and loss of boost. A turbo with wheel contact needs a rebuild or a replacement before it sends metal into the intake.

VGT Control Failure
On 2011 to 2019 trucks the vanes are moved by engine oil through a VGT control solenoid, and the solenoid, its wiring or the oil-driven piston can fail. Trucks from 2020 have an electronic actuator that can fail from heat cycling and age. On all of them soot can bind the vanes. Any of these faults produces P0299 (underboost) or P0234 (overboost) codes. Confirm that the vanes move freely before replacing a solenoid or an actuator: a new one cannot move a seized vane ring.

Oil Seal Leakage
Given the high operating temperatures and the turbo’s valley position, oil seal degradation is more common than on externally-mounted turbos. Blue smoke at startup, oil in the intake piping, and oil residue in the intercooler are the typical indicators.

Up-Pipe Leaks
The exhaust up-pipes that feed the turbine inlet can leak at their joints. A leaking up-pipe reduces exhaust energy at the turbine and causes underboost, often triggering a P0299 code that is misdiagnosed as a turbo failure. Always inspect the up-pipes before condemning the turbo.

2011–2014 vs 2015–2019 Differences

The 2011 to 2014 pickups use the Garrett GT32 SST, a single turbo whose compressor wheel has blades on both sides. For the 2015 model year Ford replaced it with a larger Garrett turbo that has a conventional single-sided compressor wheel; Garrett lists it as the AVNT3788. Cab and chassis trucks use a different unit again. The parts do not interchange, so confirm the turbo for your year and body style by the part number on the tag.

Replacement Options

PT Turbo lists the Garrett units new and remanufactured: the SST3266LRVA 851824-5001S for 2011 to 2014 pickups, the GT3276LRVA 854572-5001S for 2011 to 2014 cab and chassis trucks, and the AVNT3788 888143-5001S for 2017 to 2019 pickups (2015 and 2016 pickups take the 892147-5001S; go by the number on the turbo). A remanufactured unit costs less than a new one and comes with the same warranty.

PT Turbo carries new and remanufactured 6.7L Powerstroke turbochargers. Call (909) 824-1020 to confirm the right unit for your year and configuration, or visit our online store. Contact us here for fleet pricing.

Shop PT Turbo: Browse our Ford Powerstroke turbocharger catalog — OEM-spec replacements with a 12-month, unlimited-mile warranty. Most orders ship within 1–2 business days.

Frequently Asked Questions

What turbo is on a 2011 to 2014 6.7 Powerstroke?

The Garrett GT32 SST, a single variable geometry turbo whose compressor wheel has blades on both sides. For the 2015 model year Ford replaced it with a larger Garrett turbo with a conventional single-sided compressor wheel, and the parts do not interchange.

Does the 6.7 Powerstroke turbo have an electronic actuator?

Only from 2020. On 2011 to 2019 trucks engine oil moves the vanes through a VGT control solenoid, so there is no electric vane actuator to replace or calibrate. From 2020 the turbo has an electronic vane actuator with a position sensor.

Why did early 6.7 Powerstroke turbos fail?

The bearings. The 2011 and 2012 turbos ran on ceramic ball bearings at very high shaft speeds and many failed early, with a growing whine, blue smoke and loss of boost as symptoms. Later production went to steel ball bearings.

Further Reading

• Variable Geometry Turbocharger (VGT) Explained
• P0299 Underboost Code: Step-by-Step Diagnosis & Fix
• Turbocharger Oil Lines: Feed, Return & Drain Explained
• 7 Warning Signs Your Turbocharger Is Failing
• Ford 6.0 Powerstroke Turbocharger Guide: Rebuild & Fix

A failing 6.7L Powerstroke turbo is often rebuildable. See PT Turbo’s turbocharger rebuild service.