6.7 Powerstroke VGT Turbo Problems: Symptoms, Codes and Fixes (2017–2019)
The GT37 that Ford fitted from 2015 fixed most of the turbo failures that gave the early 6.7 Powerstroke a bad name. It is still a variable geometry turbo sitting in a hot engine valley, though, and the vanes that make it work are also its main weak point. Here is what goes wrong on 2017–2019 trucks, how it shows up and what to do about it.
Quick answer: Most 2017–2019 6.7 Powerstroke turbo problems come down to vanes that stick or move slowly because of soot, carbon or cooked oil. Symptoms include underboost or overboost codes, surging, low power and a weak exhaust brake. Cleaning, a control valve check and better driving habits fix many cases; a worn or damaged turbo needs replacing.
Common Symptoms
- Check engine light with a boost-related code
- Low power or slow spool, especially from a stop
- Surging or hunting boost at steady cruise
- Exhaust brake that feels weak or inconsistent
- Reduced power mode after an overboost event
- Whining, grinding or siren-like noise that is new (bearing or wheel contact)
- Oil in the intake tract or blue smoke (seal or bearing wear)
Codes You Will Commonly See
| Code | Meaning | Usual suspects on a 2017–2019 |
|---|---|---|
| P0299 | Underboost | Vanes stuck open, boost leak, sensor issue |
| P0234 | Overboost | Vanes stuck closed, soot-fouled MAP sensor |
| P2263 | Boost system performance | Slow or sticking vanes, control valve, boost leak |
A code tells you where to look, not what broke. Rule out boost leaks and sensors before condemning the turbo.
Why the Vanes Stick
- Soot and carbon. Exhaust soot builds up on the vanes and the unison ring that moves them. Trucks that idle a lot or make short trips are most affected because the vanes rarely sweep through their full range.
- Heat soak. The turbo sits in the valley. Shutting down hot after a long tow can cook oil in the bearing housing and the vane mechanism.
- Oil-actuated control. On 2011–2019 trucks the vanes are moved by engine oil through a PCM-controlled VGT control valve. A sticky valve, debris or poor oil condition slows vane response even when the turbo itself is fine.
Fixes, From Cheapest Up
- Check for boost leaks and clean the MAP sensor. Both cause boost codes that look like a turbo fault.
- Let the vanes exercise. Regular loaded driving and using the exhaust brake sweep the vanes through their range and keep carbon from setting up.
- Inspect the VGT control valve and oil supply. Make sure the valve, its screen and the oil feeding it are clean.
- Cool down after towing. A minute or two of idle after a hard pull lets turbo temperatures come down before shutdown.
- Clean or replace the turbo. If the vanes are seized, the bearings are worn or a wheel has made contact, the turbo needs to come out.
Replacing It? Consider Upgrading
If the turbo has to come out anyway, the labour is the same for a stock replacement or an upgrade. The TNT 63.5/62 drop-in fits 2017–2019 F-250 to F-550 trucks, pickup or cab and chassis, in the factory location, keeps variable geometry and the exhaust brake, and moves more air through a 63.5mm (2.50") 6+6 compressor and a 10-blade mixed-flow turbine. See the 6.7 Powerstroke Turbo Upgrades guide for how it compares with the factory turbo, and What Turbo Is on a 2017–2019 6.7 Powerstroke? to confirm your year and body style first.
Frequently Asked Questions
What are the symptoms of a bad 6.7 Powerstroke turbo?
Boost-related check engine codes, low power or slow spool, surging boost, a weak exhaust brake, new whining or grinding noises, and oil in the intake or blue smoke.
Can sticking vanes be fixed without replacing the turbo?
Often, if caught early. Cleaning, checking the VGT control valve and its oil supply, and driving under load regularly can free up slow vanes. Seized vanes or worn bearings mean the turbo has to come out.
Does the 2017–2019 turbo have an electric actuator?
No. The 2011–2019 trucks move the vanes with engine oil through a PCM-controlled VGT control valve. Ford switched to an electronic actuator on 2020 and later trucks.
Is the 2017–2019 turbo more reliable than the 2011–2014 turbo?
Yes. The GT37 used from 2015 has a single compressor wheel, a journal bearing cartridge and no wastegate, and has proven far more durable than the GT32 on 2011–2014 trucks.