Ford 6.7L most common problems
The Ford 6.7L most common problems are isolated incidents – failures or faults experienced by a low percentage of owners, particularly on early engines. While issues are expected from a clean-late engine,. Especially one as advanced as the 6.7L Power Stroke, there have been very few common issues with Ford’s new diesel platform.
Ford 6.7L most common problems regarding Turbocharger failures have been common on 2011 and 2012 model year 6.7L Power Stroke equipped pickups. The weak link in the Honeywell Dual Boost turbo during early production years seems to be the ceramic ball bearings. Reliability concerns with the turbocharger were eradicated with the introduction of steel ball bearings. A turbo failure on these model years is hard to miss, as an obnoxiously loud screeching sound. It is exhibited in addition to smoke being emitted out of the tailpipe due to burning engine oil. As the turbocharger design is relatively advanced, it’s also quite expensive to replace.
Early build 2011 model year pickups equipped with the 6.7L Power Stroke diesel often developed radiator leaks of varying severity. Ford 6.7L most common problems has been reasoned that radiators in pickups built prior to September 2010. These were defective from the factory. Persistent problems in later model years has not been identified with any considerable frequency. But that is not to say that radiators from later model years have not developed leaks over time.
NOx Sensor Failures
NOx sensor failures were extremely common on 2011 model year engines. Under certain conditions, engine power is reduced as a result of a faulty NOx sensor. Ford 6.7L most common problems frequent sensor failures on a large scale prompted Ford to initiate Custom Satisfaction Program 12B33. In which technicians checked and replaced faulty sensors in addition to uploading an upgraded emission control strategy for the SCR system. The Customer Satisfaction Program expired April 30th, 2013.
EGT Sensor on “Ambulance Package” Chassis Cab Trucks
At least one faulty EGT sensor was identified on 2001 and 2012 model year F-350/F-450/F-550 trucks equipped with the “Ambulance Package”. Ford 6.7L most common problems emissions aftertreatment system on the 6.7L Power Stroke diesel features several EGT sensors. When one of these sensors fails, a vehicle may shut down while driving and/or fail to restart. Considerable controversy resulted as emergency vehicles were left stranded, prompting Ford recall 13S10 to replace the faulty sensor(s). Similar instances have been reported in pickup models, although these incidents appear much more isolated and have not contributed to widespread concern.
Dropping Glow Plugs, Catastrophic Engine Failure
There have been multiple reports that the glow plug tip on early production 6.7L Power Strokes may break off into the engine, causing a catastrophic failure. Ford 6.7L most common problems incidents were not widespread and there have not been enough cases to prompt a recall or any considerable concern in later production engines. The problem seems to be isolated to certain chassis cab models. Had Ford detected a problem with the factory glow plugs, a recall or service bulletin would have been likely in order to reduce the onset of expensive warranty claims.
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tHEIR SEEMS TO BE A NUMBER OF HIGH PRESURE FUEL PUMP FAILURES THAT i HAVE HERD ABOUT AND AM NOW EXPERENCING MYSELF. EVEN THOUGH i UNDERSTAND THAT FOMOCO CAN NOT CONTROL WHAT SOME WHO SHOULD NOT OWN A DIESEL PUT IN THE TANK , WHY DOES THE PROBLEM SHOW UP JUST AFTER THE WARRANTY GOES OUTBEFORE IT SHOWS UP. I PURCHASED MY 2013 IN 07-2015 WITH 83K ON IT IN NEW MEXACO WHEN THE 5.4 WENT UP IN MY 2008 F-150. I PURCHASED THE LONGEST EXTENDED WARRANTY FORD OFFERED AND 5K AFTER THIS EXPIRED THE HIGH PRESURE FUEL PUMP WENT UP CAUSING METAL PARTICLES THE FOUL AN INJECTOR AND THUS CAUSING CATASTROFIC FAILURE OF THE FUEL SYSTEM AND RESTRICTING THE C.C/DPF. tHE COST TO REPAIR THIS ISSUE IS THROUGH THE ROOF, CANT AFFORD TO TRADE FOR OBVIOUS REASONS AND WILL SUFFER THE EFFECTS OF THE COST OF REPAIR FOR MANY YEARS TO COME. IT WOULD SEEM TO ME THAT IF THIS WAE SUCH A HIGH TECH SYSTEM THAT IT WOULD SENCE THE PRESENTS OF FUEL CONTAIMINATION AND TRIGGER A CODE AND BRING THE LIGHT ON AND ONLY BE CLEARED BY REPROCRAMING MUCH LIKE LOGGING MILEAGE AND INSTRUMENT CLUSTER REPLACEMENT SO THE NEXT POOR S.O.B. DOESNT GET STUCK LIKE THIS. i AM RELATIVELY SURE SOMETHING LIKE THIS HAPPENED OR THIS IS JUST A RARE FAILURE WITH ONLY 139K IN THIS ENGINE. THERE COULD ALSO BE A DIFFERENT WAY TO PRODUCE A DIESEL WITH THIS SYSTEM AND IT NOT BE AS COSTLY TO REPAIR A H.P.FUEL PUMP SYSTEM AND EXHAUST COMPONENTS THAT DO WHAT THIS DOES A LITTLE CHEAPER. I HAVE OWNED FORDS ALL MY LIFE AND HAVE MASTER ASE CERTIFICATION STATUS. NOW RETIRED AND NO BACK LEFT FOR THIS TYPE OF WORK I NOW MUST PAY. COMPLETELY DISSAPOINTED IN FORDS AND THEIR DIESEL ENGINE.
Thank you for your comment.
I also suffered hpfp failure at 76,000 miles. I am going to have what’s referred to as a “disaster kit” installed. It reroute the excess fuel back to the tank to be filtered before it goes through the lines and destroys the injectors if the pump goes again.