2017 Ford F-350 Super Duty

Reliability tier: verified - see /disclosure/

Engine: 6.7L (Power Stroke, 6.7L)

gen2 - 440hp/925lb-ft - torque recalibration, peak-torque rpm point moved 1600->1800rpm; GT37 turbo carried over from 2015-2016, aluminum body from this year

Applicable failure modes (11)

Applicable parts (42)

Platform recipes (5)

Aftertreatment repair for the 2011-2022 6.7 (modes fm-ps67-def-system / fm-ps67-dpf-clog): sensors lie first - verify the DPS and EGT sensors before any assembly spend
Full repair path after a confirmed CP4.2 high-pressure pump contamination event (fm-ps67-cp4-fuel-pump): metal debris in the fuel filter means the pump, injectors, rails, and lines are all contaminated, not just the pump
Preventive measures against the CP4.2 contamination cascade (fm-ps67-cp4-fuel-pump) and the separately-documented plastic fuel-filter-housing cracking issue (fm-ps67-fuel-delivery) - cheap insurance against the platform's single costliest failure mode, applicable across all three generations since the CP4.2 pump has been used throughout (an aftermarket parts maker's 6.7L Power Stroke guide, a parts retailer's 6.7L Power Stroke guide)
EGR repair by generation (modes fm-ps67-egr-valve / fm-ps67-egr-cooler): the 6.7's EGR hardware is generation- AND frame-split
Turbocharger repair for fm-ps67-vgt-turbo - and the platform's clearest illustration of why generation matters: gen1 (2011-2014, Garrett GT32 ceramic-bearing) and gen3 (2020-22, per Ford's own catalog note) use ENTIRELY DIFFERENT turbocharger assembly part numbers (BC3Z-6K682-A/C vs LC3Z-6K682-A) - ordering the wrong one is not a simple supersession mistake, it is the wrong physical part