S400 Turbo for Power Stroke: 6.0L, 6.4L, 6.7L & 7.3L Guide
Power Stroke owners come to the S400 turbo for two different reasons. On the 6.0L it is often a reliability decision as much as a power one — the factory VGT is a known failure point, and a fixed-geometry big single removes the part that keeps breaking. On the 7.3L and 6.4L it is straightforward airflow.
This guide covers S400 sizing across the Power Stroke range and the fitment hardware a swap needs. Black Sheep Industries machines that hardware in-house in Canada.
S400 by Power Stroke Platform
7.3L (1994–2003)
The 7.3 has the displacement to light a large frame and a bottom end with a strong reputation. What it does not have from the factory is fuel — the HEUI injection system is the practical ceiling on most builds.
- Street builds: S464 or S467 on T4
- Built fuel system: S472 or S476 on T4
- Pair with an intercooler and injector/HPOP upgrades or the turbo will outrun the fuel
6.0L (2003–2007)
The most common Power Stroke S400 platform. The factory variable geometry turbo is prone to sticking vanes and unloader failures, and once you are replacing it anyway, a fixed-geometry S400 is a durability upgrade as well as a power one.
- Street/tow: S464 or S467 on T4, smaller A/R for response
- Street/strip: S472 or S476 on T4
- Head studs are effectively mandatory before adding meaningful boost
6.4L (2008–2010)
The 6.4 leaves the factory with a compound sequential setup. An S400 swap usually means abandoning that arrangement for a single, or replacing the atmospheric charger in a compound layout.
- Single conversion: S472 through S480 on T4 or T6
- Compound rebuild: S400 as the atmospheric charger over a smaller high-pressure unit
6.7L (2011–present)
The 6.7 Power Stroke ships with a VGT and a factory exhaust brake, both of which a fixed-geometry S400 gives up. As with the 6.7 Cummins, this is a real trade for a truck that tows.
- Performance builds: S476 through S488 on T6
- Still towing? Weigh the loss of the exhaust brake carefully
Quick Reference
| Platform | Typical Size | Flange | Main Consideration |
|---|---|---|---|
| 7.3L | S464–S476 | T4 | Fuel system is the ceiling |
| 6.0L | S464–S476 | T4 | Head studs first; VGT delete is the point |
| 6.4L | S472–S480 | T4 or T6 | Replacing a factory compound setup |
| 6.7L | S476–S488 | T6 | Loses VGT and exhaust brake |
Shop S400-Frame Turbos
Fitment Hardware
Power Stroke S400 conversions generally involve more fabrication than a Cummins swap, because the factory turbo sits in the valley on the V8 platforms rather than hanging off an inline manifold. Whether you are building from a kit or fabricating, these parts are the same.
Turbine Discharge
- T6 turbo → 5.75" marmon downpipe flange with clamp
- T4 turbo → 4.62" half marmon downpipe flange with clamp
Compressor Discharge
Compressor outlet discharge flange with clamp in 3.0", 3.5", or 4.0" to match your charge piping.
Oil Drain
S400 turbos are large frame: 50.8mm (2.00") bolt centre, 12AN port. Drain length is a clearance choice, and valley-mounted conversions frequently need the longer options to clear surrounding structure.
- 35mm (1.38") Billet 12AN drain flange
- 65mm (2.56") Billet 12AN drain flange
- 100mm (3.94") Billet 12AN drain flange
Boost Control and Heat
- External wastegate and dump tube
- Turbo blanket — valley-mounted turbos put a lot of heat into a confined space
- Gaskets and o-rings
Before You Order
- Head studs on the 6.0. The 6.0L lifts heads at boost levels an S400 reaches easily. Studs before turbo.
- Fuel before air on the 7.3. A big single on a stock HEUI system will smoke and disappoint.
- Confirm your manifold flange. T4 or T6 decides the turbo, not the other way round.
- Check drain clearance. Valley mounting is tight; measure before choosing a drain length.
- Emissions. S400 conversions are not compatible with factory emissions equipment on 6.4L and 6.7L trucks.
Related Guides
- S400 Turbo Guide: Sizes, Specs, Flanges and Fitment
- What Size S400 Turbo Do I Need?
- S400 Turbo Flange Guide
- S400 Turbo Oil Drain Guide
- S400 Turbo for Cummins · S400 Turbo for Duramax
Running a Power Stroke and not sure what fits? Send your build details through the Turbo Spec Form.
Frequently Asked Questions
What size S400 turbo is best for a 6.0 Power Stroke?
An S464 or S467 on a T4 flange suits street and towing use, while street/strip builds typically run an S472 or S476. Head studs should be fitted before adding meaningful boost, because the 6.0L is prone to lifting heads.
Why do 6.0 Power Stroke owners fit an S400?
The factory variable geometry turbo is a known weak point, with sticking vanes and unloader failures being common. Since the turbo is being replaced anyway, a fixed-geometry S400 removes that failure mode while adding airflow.
Will an S400 work on a 7.3 Power Stroke?
Yes, but fuel is usually the limiting factor rather than air. Most 7.3 builds pair an S464 to S476 with intercooler, injector, and high-pressure oil pump upgrades to make use of the turbo.
Do I lose the exhaust brake on a 6.7 Power Stroke with an S400?
Yes. A fixed-geometry S400 has no variable geometry vanes, so factory exhaust brake function is lost. Owners who tow regularly should weigh that carefully before converting.
What oil drain does an S400 need on a Power Stroke?
A 50.8mm (2.00") bolt centre flange with a 12AN port. Because the turbo often sits in the valley, check clearance around the drain pad and choose the drain length — 35mm, 65mm, or 100mm — that lets the hose fall away cleanly.
Is an S400 swap harder on a Power Stroke than a Cummins?
Generally yes. The V8 Power Stroke platforms mount the factory turbo in the valley rather than on an inline manifold, so conversions involve more fabrication or a dedicated kit.