6.7L Power Stroke Turbo Rebuild Service

PT Turbo rebuilds and remanufactures 6.7L Power Stroke turbochargers in-house at our San Bernardino, CA shop. Every unit goes through a full teardown, OEM-spec or better parts replacement, CIMAT VSR balancing, and final quality inspection before it ships back — backed by a 12-month unlimited mileage warranty and nationwide mail-in service. Commonly found on Ford F-250/F-350 Super Duty, 2011-present.

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Common 6.7L Power Stroke Part Numbers

The following part and SKU numbers from PT Turbo’s catalog match or cross-reference to the 6.7L Power Stroke:

Don’t see your number? Contact PT Turbo — we’ve been matching turbo part numbers since 1978.

Trouble Codes Often Seen on Ford F-250/F-350 Super Duty, 2011-present Equipped with the 6.7L Power Stroke

These are generic diagnostic trouble codes commonly associated with turbo boost control issues on this application. They’re triggered by the vehicle’s ECU, not the turbo itself, so confirm with a scan tool before assuming the turbocharger is at fault. What each code means is on our list of turbocharger fault codes.

• P0299 — Turbocharger/Supercharger Boost Pressure – Low (underboost)
• P0234 — Turbocharger/Supercharger Overboost Condition
• P003A — Turbocharger Boost Control Position Exceeded Learning Limit
• P2563 — Turbocharger Boost Control Position Sensor Circuit Range/Performance

Also Known As

Buyers searching for this turbo often use one of these names or phrasings:

• 6.7L Power Stroke VGT
• 6.7 Power Stroke Garrett GT32 turbo
• Ford F-250/F-350 Super Duty turbo (2011-present)
• 6.7 Power Stroke single sequential turbo
• 6.7L Power Stroke variable geometry turbocharger
• 6.7 Super Duty diesel turbo

Vehicles We Commonly See With the 6.7L Power Stroke

The 6.7L Power Stroke runs across the full Super Duty lineup (pickups and chassis cabs use different Garrett turbos), and we see them come through the shop from work trucks and towing rigs alike.

Ford F-250 Super Duty (2011-present)

• 2011-2014 first-generation 6.7L (single small turbine housing)
• 2015-2019 revised 6.7L with larger compressor
• 2020-present 6.7L (high-output version added for 2023)

Ford F-350 Super Duty (2011-present)

• 2011-2016 single rear wheel and dually configurations
• 2017-2022 heavy towing and gooseneck-equipped trucks
• 2023-present F-350 with updated emissions calibration

F-450/F-550 and Fleet Equipment

• F-450/F-550 chassis cab and commercial service trucks
• Flatbed, utility, and tow-truck upfits running sustained loads
• RV haulers and fifth-wheel rigs logging high tow miles

Common 6.7L Power Stroke Failure Symptoms

• Sluggish throttle response and lazy boost build, often from sticking variable vanes
• Hard or surging acceleration under load where boost spikes then drops
• Check engine light with VGT control or underboost/overboost codes (P132B, P0299, P003A)
• Audible bearing whine or grinding from the center section indicating shaft wear
• Excessive shaft endplay or radial play you can feel at the compressor wheel
• Blue or gray smoke from oil passing worn seals, once the drain, crankcase pressure and air filter check out
• Loss of power when towing or climbing grades
• Vanes failing to sweep through their full range in a scan tool test

Real 6.7L Power Stroke Failures We See in Our Shop

On our bench, the failure pattern on these Garrett turbos is very consistent:

• We frequently see variable vanes packed with carbon and soot, which keeps the unison ring from sweeping freely. The truck shows up underboost or surging, and once we get the housing apart the vanes are crusted in place.
• On the 6.7L Power Stroke units we rebuild, the vane control is a top failure. On 2011 to 2019 trucks engine oil moves the vanes through a VGT solenoid, and the solenoid, its wiring or the oil-driven piston gives trouble; 2020 and later trucks have an electronic actuator that wears from heat soak. A sticking vane pack makes either one worse.
• Trucks that tow heavy come in with measurable turbine shaft wear. Sustained high-EGT duty cycles wipe out the bearings and open up endplay, and we catch shaft scoring during teardown almost every time on high-mile tow rigs.
• We see oil weeping at the seals when the bearing system has been worn long enough to let the shaft float, usually paired with the wear above rather than a standalone seal problem.
• Coked oil in the center cartridge is common on trucks shut down hot after towing, which bakes the oil in the bearings and feeds right back into shaft and bearing failure.
• Occasionally we get units where a neglected vane stick was driven hard for too long, and the resulting strain on the vane mechanism and bearing heat take out multiple components at once.

Preventing Future 6.7L Power Stroke Failures

Most of what kills these turbos is preventable with disciplined maintenance habits:

• Change oil on or ahead of schedule with the correct diesel-rated oil, since clean oil is what keeps the bearings alive
• Let the engine idle to cool down after hard towing before shutdown to prevent oil coking in the center section
• Avoid steady short-trip driving that never burns off soot, which is exactly what packs carbon into the variable vanes
• Run periodic highway pulls under load to keep the vane mechanism sweeping and clean
• Check intercooler boots and clamps for boost leaks that make the turbo overwork to hit target boost
• Keep the air filter clean and sealed so abrasive debris never reaches the compressor wheel
• Maintain the cooling system so EGTs stay in range and the turbo is not soaking in excess heat

Common 6.7L Power Stroke Upgrade Paths

Customers rebuilding the 6.7L turbo often ask what they can improve while the unit is apart. The most common requests are upgraded billet compressor wheels for better airflow and durability, heavier-duty thrust bearings to handle towing loads, and improved center cartridge components that hold up better to sustained high-EGT use. Tow-oriented owners typically want reliability-focused builds that keep the factory variable geometry behavior while strengthening the wear points, rather than chasing peak horsepower. We can discuss what makes sense for your duty cycle when your unit comes in.

Frequently Asked Questions

How to Identify Your Power Stroke Turbo

The identification tag is typically located on the compressor housing of the turbocharger. It usually lists the model number, assembly number, and serial number. If you’re not sure which Power Stroke model you have, send PT Turbo a photo of the tag and we’ll help identify it before you ship anything.

PT Turbo Warranty

• 12-month, unlimited mileage warranty against defects in parts and workmanship
• Final quality inspection on every rebuild: leak test, visual inspection, actuator or wastegate function check
• In-house CIMAT VSR balancing with a balance report included
• Nationwide mail-in service — you don’t need to be local

What the 6.7L Power Stroke Rebuild May Include

• Complete teardown of all major components
• Ultrasonic or parts cleaning to remove carbon, oil residue, and contamination
• Bearing, thrust bearing, and seal replacement
• O-rings and hardware replacement
• Shaft and wheel inspection, with compressor or turbine wheel replacement if needed
• VGT vane mechanism and actuator cleaning, inspection, or repair
• CIMAT VSR balancing
• Final inspection

Why Customers Choose PT Turbo

• Rebuilding turbochargers, including Power Stroke, since 1978
• In-house CIMAT VSR balancing on every unit, not outsourced
• Full housing sandblasting and OEM-spec or better parts replacement
• Inspect first, quote before work begins — no surprise charges
• Nationwide mail-in service from our San Bernardino, CA shop

PT Turbo Inspection Process

Every turbocharger goes through the same evaluation before any work begins:

1. Initial evaluationcompressor wheel, turbine wheel, shaft, bearing housing, VGT assembly (if equipped), actuator, and seal surfaces are checked first.
2. Complete disassemblythe turbocharger is fully torn down and every major component is inspected individually.
3. Cleaningcomponents are cleaned to remove carbon, oil residue, rust, and contamination.
4. Measurementcritical tolerances are measured against OEM specification.
5. Reassemblyrebuilt using new wear components matched to your specific model.
6. CIMAT VSR balancingthe rotating assembly is balanced in-house, with a balance report included.
7. Final inspectionleak test, visual inspection, and actuator or wastegate function check before shipment.

No work begins without your approval. You receive a quote after inspection, not before.

Pricing

Most rebuilds require inspection before final pricing. Standard rebuild pricing depends on the turbo model, parts availability, wheel condition, shaft condition, housing damage, and whether upgrades are requested. PT Turbo inspects every turbo and sends a quote before any work begins — no surprise charges.

Our standard rebuild prices for 6.7L Power Stroke turbos:

• Ford 6.7L Powerstroke (journal bearing): $575

See our turbo rebuild price list for the standard price of each turbo we rebuild.

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