Data report
6.7 Powerstroke Problems by Year: CP4, DEF, Radiators and the Best Years
Published · 11 min read
The 6.7 Power Stroke has been in Ford's Super Duty trucks since 2011, through three hardware generations, and its weak points moved with them. Every year has the Bosch CP4 high-pressure fuel pump, and on 2020-2022 trucks Ford has now recalled it twice. 2015-2016 trucks carry most of the DEF and exhaust filter complaints, and Ford extended the DPF warranty on them. A 2012 F-350 owner told NHTSA a CP4 failure cost $10,713 to repair in 2025.
This guide sorts the problems by year with 666 NHTSA owner complaints that clearly involve the diesel, Ford's recalls, bulletins and warranty extensions, and current part prices, and it says where the data cannot pick a winner.
The short answer
- What breaks: the CP4 fuel pump and fuel system (116 complaints), the DEF system (89), the low-pressure fuel side (51) and the DPF (50). Turbo, EGR and cooling complaints are few.
- Years to know: 2011-2014 trucks have the ceramic-bearing turbo shops warn about and an EGR cooler program; 2015-2016 trucks carry most DEF and DPF complaints (43 and 30) and a DPF warranty extension; 2020-2022 trucks carry the most CP4 complaints and recalls 24V-957 and 26V-158.
- What to check: open recalls by VIN, Ford programs 20M06 (DPF, 2015-2016) and 21M04 (EGR cooler, 2011-2014), fuel filter records and water separator drains, stored codes, and the regeneration history.
- What it costs: owners reported $8,500 to $16,000 for a CP4 failure that took out the fuel system; a CP4 pump lists for about $1,190 to $1,390, a fuel contamination kit for $4,345 to $7,554, and a pickup DPF for about $4,384.
- Best years: no year is free of the CP4. Among older trucks, 2017-2019 draw fewer DEF and DPF complaints than 2015-2016; among newer ones, a 2020-2022 with both recalls done is a different truck from one without.
The one idea: three generations, one fuel pump
Ford's 6.7 changed hardware twice, and each generation has its own list: verified
- Gen 1, 2011-2014 verifiedA Garrett GT32 turbo on ceramic ball bearings, which shops call the gen 1 signature failure, and the CP4.2 pump from launch.
- Gen 2, 2015-2019 verifiedA larger journal-bearing GT37 turbo and more power. The aluminum-body Super Duty arrived for 2017.
- Gen 3, 2020 and later verifiedSteel pistons, a 10-speed transmission and more power; a High Output version from 2023.
The CP4.2 high-pressure fuel pump runs through all three. That is why there is no "safe" 6.7 year for the fuel system, only years with more or fewer complaints and with or without a recall.
What 6.7 Power Stroke owners report to NHTSA
- CP4 high-pressure fuel pump / fuel contamination116
- DEF / SCR / NOx sensors89
- Lift pump, fuel pressure, water in fuel, filters51
- DPF clogging / regeneration50
- Injectors / misfire19
- Cooling: radiator, water pump, degas bottle7
- Turbo5
- EGR cooler / valve5
- Intercooler / charge pipe3
The three big ones Everything else
Source: NHTSA owner complaints on 2011 and later Ford F-250 to F-550 Super Duty diesels, pulled 2026-09-12 with all NHTSA model names. Keyword-matched, not adjudicated; one problem per complaint. A count of reports, not a failure rate.
The CP4 pump and fuel contamination lead with 116 complaints, and they are the expensive ones: 54 mention metal, debris or contamination, and 52 describe a stall or a loss of power. 101 of the 116 were filed in 2019 or later. The DEF system is second (89), then the low-pressure fuel side (51: lift pump, filters, water in fuel) and the DPF (50).
Turbo complaints are surprisingly rare (5), even though shop guides call the gen 1 ceramic-bearing turbo the signature failure of 2011-2014 trucks. A turbo that fails slowly or under warranty rarely becomes a safety complaint, so this is one place where the complaint data and shop experience disagree, and we would not read the low count as proof the turbo is fine. aggregated
A note on how we counted: Ford sells the same Super Duty trucks with gas engines. We kept only complaints that name the diesel, Power Stroke, 6.7 or a diesel-only part.
6.7 Powerstroke years to avoid: what changes by year
Short answer: no year avoids the CP4 pump. 2015-2016 trucks carry the most DEF and DPF complaints (43 and 30), but Ford extended the DPF warranty on them. 2020-2022 trucks carry the most CP4 complaints (42) and two pump recalls. 2017-2019 trucks sit between. Condition, records and recall status matter more than the year.
| Model year | Generation | What changed | Diesel complaints | CP4 / fuel | DEF | DPF | Lift pump / filters | Cooling |
|---|---|---|---|---|---|---|---|---|
| 2011 | Gen 1 | Ceramic-bearing GT32 turbo; CP4.2 pump | 56 | 7 | 7 | 2 | 2 | - |
| 2012 | Gen 1 | - | 54 | 8 | 8 | 3 | 2 | 3 |
| 2013 | Gen 1 | - | 27 | 5 | 5 | 3 | 3 | 1 |
| 2014 | Gen 1 | - | 34 | 7 | 7 | - | 1 | 1 |
| 2015 | Gen 2 | Journal-bearing GT37 turbo, more power | 73 | 6 | 22 | 18 | 4 | 1 |
| 2016 | Gen 2 | - | 55 | 7 | 21 | 12 | 3 | 1 |
| 2017 | Gen 2 | Aluminum-body Super Duty | 73 | 14 | 5 | 3 | 11 | - |
| 2018 | Gen 2 | - | 30 | 5 | 1 | 2 | 5 | - |
| 2019 | Gen 2 | - | 60 | 15 | - | 4 | 6 | - |
| 2020 | Gen 3 | Steel pistons, 10-speed; recall 24V-957 (pump) on 2020-2022 | 106 | 28 | 4 | 1 | 10 | - |
| 2021 | Gen 3 | - | 73 | 11 | 3 | 2 | 4 | - |
| 2022 | Gen 3 | - | 18 | 3 | 2 | - | - | - |
| 2023 | Gen 3 | High Output version added | 3 | - | 1 | - | - | - |
| 2024 | Gen 3 | - | 1 | - | 1 | - | - | - |
Complaints: NHTSA owner complaints on 2011 and later Ford F-250 to F-550 Super Duty diesels, pulled 2026-09-12 with all NHTSA model names. Raw counts, not adjusted for sales or age: newer trucks have had less time to fail and to be reported. Generations from the platform record.
How to read this table. Raw counts, not rates, and newer trucks have had less time to fail and to be reported. Four things stand out:
- 2015 and 2016 are the DEF and DPF years. 43 of 89 DEF complaints and 30 of 50 DPF complaints are on these two model years.
- 2020 is the CP4 peak. 28 CP4 complaints on 2020 trucks, more than any other year, and Ford's pump recall covers 2020-2022.
- The CP4 is spread across every generation. 40 complaints on 2011-2016 trucks, 34 on 2017-2019, 42 on 2020-2022.
- "2011 is the worst year" is not what this data shows. 2011 trucks draw 56 diesel complaints, close to 2012 (54) and fewer than 2015, 2017, 2020 or 2021. The radiator and cooling complaints some guides tie to early trucks are few in NHTSA's data (7 in total). aggregated
The CP4 pump and recalls 24V-957 and 26V-158 (2020-2022)
"CP4 pump had a catastrophic failure sending metal shards throughout the fuel system."
Owner of a 2020 F-250, 2026, less than a month after the recall software update. NHTSA complaint 11728380
What the recalls say. Ford recalled about 295,000 2020-2022 F-250 to F-600 Super Duty and 2021-2022 F-650 and F-750 trucks because "biodiesel deposits may form on the pump drivetrain roller components, which could lead to failure of the high pressure fuel pump" (24V-957, Ford 24S78). The remedy is a powertrain and transmission software update, not a new pump. In 2026 Ford recalled about 9,800 of those trucks again because they had been repaired incorrectly under the first recall (26V-158, Ford 26S17). verified
What that means for you. A 2020-2022 truck with the recall done still has its original CP4 pump, running new software. Check both recalls by VIN, and ask for the repair orders. Some owners told NHTSA their pump failed after the update, and others that the recall was on hold at their dealer.
What a failure looks like. A sudden loss of power, a stall or a no-start, sometimes after a fuel filter or limp-mode message. Once the pump comes apart, metal goes through the injectors, rails and lines, and the fix is the whole high-pressure system. aggregated
What it costs. Owners reported $8,500 (2011), over $16,000 (2017), $13,000 quoted (2020 and 2025), $10,000 (2024) and $10,713 (2025) for CP4 failures. At list price, the pump itself is about $1,190 to $1,390 by year, and a fuel contamination kit with injectors, rails and lines about $4,345 to $7,554. On older trucks there is no recall: check the fuel filters and water separator are serviced on schedule. aggregated
2015-2016: DEF, DPF and Ford's warranty extension (20M06)
What owners describe. DEF warnings and countdowns, often from the DEF tank heater in cold weather, and DPF codes, frequent regenerations and limp mode. For the DEF side in detail, see our guide to DEF warnings and the 5 mph derate.
Ford's DPF warranty extension. Program 20M06 extends coverage of the diesel particulate filter on 2015-2016 Super Duty trucks when code P2002 is present: 11 years or 120,000 miles from the warranty start date for trucks up to 14,000 lb GVWR (10 years or 110,000 miles above that). It excludes other codes and filters plugged because regenerations were not performed. verified Many 2016 trucks are still inside the 11 years; check the mileage and ask a Ford dealer before paying for a DPF.
Ford's DEF heater program. Program 18M01 covers the reductant heater and sender on 2011-2012 F-250 to F-550 and 2013-2015 F-450 and F-550 trucks; owners of 2013-2016 F-250 and F-350 trucks report it does not cover them. verified
What it costs. A pickup DPF lists for about $4,384, a DPF differential pressure sensor about $369, and a DEF pump and sender module about $953.
2011-2014: the turbo and the EGR cooler (21M04)
- The GT32 turbo. Shop guides single out the gen 1 turbo's ceramic ball bearings as the failure to expect on 2011-2014 trucks, with a different, journal-bearing turbo from 2015. A gen 1 turbo assembly lists for about $1,942. aggregated
- The EGR cooler. Ford's program 21M04 covers 2011-2014 Super Duty 6.7 trucks whose EGR cooler becomes "plugged with hydrocarbon or soot at high mileage," with codes P0401 or P2457. Ask a Ford dealer whether it applies to your VIN. A gen 1/gen 2 EGR cooler lists for about $798. verified
2017-2019: fewer complaints, two sensor bulletins
2017-2019 trucks draw fewer DEF and DPF complaints than 2015-2016 trucks. Ford issued bulletins for code P244A or P2452 from the DPF differential pressure sensor on 2017-2018 trucks built on or before April 18, 2018 (17-0053, 18-2371). verified Two recalls on these years are worth checking by VIN: 16V-778 (2017 trucks: the fuel conditioning module shield can come loose and let the drain valve open and leak fuel) and 18V-894 and 19V-278 (2017-2019 trucks with an engine block heater: the cable's splice connector can short and overheat). verified
The low-pressure fuel side: the cheapest protection the CP4 has
51 complaints involve the lift pump, fuel pressure, fuel filters or water in the fuel. That side of the system feeds the CP4, and shops and Ford's own fuel contamination kits point the same way: water and debris kill high-pressure pumps. aggregated Change both fuel filters on schedule, drain the water separator, and treat a water-in-fuel light as urgent. On 2021 trucks, check recall 22V-013 (a void in the secondary fuel filter cap can become a pinhole and leak fuel). verified An in-tank lift pump lists for about $559 to $607.
What you found, and what to do about it
| You found | It probably means | What it can cost | Our take |
|---|---|---|---|
| 2020-2022 truck with 24V-957 or 26V-158 open | The pump software recall is not done | Free | Get it done; it does not replace the pump |
| Metal in the fuel filter, P0087 / P0088, stall | CP4 failure | $8,500 to $16,000 reported | Walk away from a purchase |
| 2015-2016 with P2002 and DPF trouble | DPF failure that 20M06 may cover | Free if within 11 years / 120,000 miles | Check 20M06 before paying |
| P0401 or P2457 on a 2011-2014 | Plugged EGR cooler | About $798 for the cooler plus labor | Ask about 21M04 |
| DEF warnings in cold weather | DEF tank heater | About $953 for the pump and sender module | Negotiate; check 18M01 on eligible trucks |
| Filter and water separator records on schedule | The cheapest CP4 protection was done | - | Good sign |
| Water-in-fuel light or a water-filled separator | Water in the fuel | Can lead to a pump failure | Investigate before buying |
Part prices are Ford and aftermarket list prices at the time of publication. Owner-reported costs come from NHTSA complaints and show what those owners paid or were quoted in those years, not a quote. We do not have reliable labor estimates for these jobs.
What we cannot tell you
- The best year with certainty. Complaint counts are not failure rates, and we have no sales figures by year.
- Whether recall 24V-957 prevents pump failures. It is a software update released in late 2024; there is not enough data yet.
- How long a 6.7 lasts. We have no reliable engine-life data; maintenance, fuel quality and use matter more than mileage.
- How common the gen 1 turbo failure is. Shop guides call it common; NHTSA complaints barely mention it.
- Labor costs. We quote list prices and what owners reported, not shop rates.
FAQ
What are the most common 6.7 Powerstroke problems?
In NHTSA complaints on 2011 and later Super Duty diesels: the CP4 high-pressure fuel pump and fuel contamination (116), the DEF system (89), the low-pressure fuel side (51) and the DPF (50). Shop guides add the gen 1 ceramic-bearing turbo on 2011-2014 trucks, which rarely shows up in complaints.
What years of the 6.7 Powerstroke should you avoid?
None outright, because every year has the CP4 pump. 2015-2016 trucks carry the most DEF and DPF complaints, though Ford's 20M06 program extends DPF coverage on them. 2020-2022 trucks carry the most CP4 complaints and two pump recalls; buy one only with both recalls done. Records and condition matter more than the year.
What is the best year for the 6.7 Powerstroke?
The data does not name one. 2017-2019 trucks draw fewer DEF and DPF complaints than 2015-2016, and the newest trucks have few complaints simply because they are new. A truck of any year with fuel filter records, no water in the fuel and its recalls done is the better buy.
Does the 6.7 Powerstroke have a CP4 recall?
Yes, for 2020-2022 Super Duty trucks: recall 24V-957 (Ford 24S78) for biodiesel deposits on the pump's rollers, remedied with a software update, and recall 26V-158 (Ford 26S17) for trucks repaired incorrectly under the first one. Neither replaces the pump. There is no CP4 recall for 2011-2019 trucks.
What was the first year of the 6.7 Powerstroke?
- Ford introduced the 6.7 Power Stroke in the 2011 Super Duty, replacing the 6.4. The first generation ran through 2014, with a ceramic-bearing GT32 turbo.
Is there a DPF warranty extension on the 6.7 Powerstroke?
Yes, for 2015-2016 Super Duty trucks with code P2002: Ford program 20M06 covers the DPF for 11 years or 120,000 miles from the warranty start date on trucks up to 14,000 lb GVWR. It excludes other codes and filters plugged because regenerations were not done. Ask a Ford dealer to check your VIN.
How long does a 6.7 Powerstroke last?
There is no reliable published engine-life data. Most expensive 6.7 failures in the complaints are in the fuel and emissions systems rather than the long block, so fuel quality, filter changes and how the truck was driven matter more than the odometer alone.
Go deeper
Each of these pages shows the sources behind every claim, the confidence tier and the part numbers:
- Ford 6.7 Power Stroke platform page
- Failure modes: CP4 pump and contamination · DEF / SCR · DPF · Low-pressure fuel supply · Turbo by generation · EGR cooler · Cooling system
- Repairs: CP4 contamination repair · CP4 prevention · Aftertreatment repair · Turbo by generation
- Parts: CP4 pump · Fuel contamination kit · Pickup DPF · Lift pump
- Related: DEF warning and the 5 mph derate · How we verify and tag facts
Sources. NHTSA owner complaints database (US government public domain), keyword-matched and limited to complaints that clearly involve the diesel; owner quotes are taken from complaint narratives with capitalization normalized, and complaint numbers are given so you can read them in full. NHTSA recall records 24V-957, 26V-158, 22V-013, 16V-778, 18V-894 and 19V-278. Ford programs 20M06, 21M04 and 18M01 and bulletins 17-0053 and 18-2371, from NHTSA's manufacturer communications index. Engine generations from the platform record. Part prices are list prices at the time of publication. Torque Index aggregates and cross-checks public information, takes no paid placement and does not provide repair or inspection services.