The factory turbo on the 6.7 Powerstroke is a capable piece of hardware, but it has a known soft spot. The original variable geometry units are prone to sticking vanes, bearing failure, and unison ring problems as miles climb, especially on trucks that tow heavy or run tunes. When that happens, or when you want more airflow than the stock charger can move, an aftermarket turbo is the single biggest performance and reliability decision you will make for this engine.
We looked at drop-in replacements that bolt to the stock manifold, larger VGT and journal bearing upgrades for tuned builds, and complete kits for the early 2011 to 2014 and later 2015 to 2022 trucks. Below are seven turbos that buyers actually run on the 6.7, ranked by how well they balance spool, top-end power, durability, and ease of install. No matter which generation you own, there is a right answer here.
| Photo | Product | Score | Buy |
|---|---|---|---|
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BD Diesel Screamer GT37 VAT Turbo for 6.7 Powerstroke Best Overall GT37 wheel, variable vane VAT, direct OEM-style fitment |
9.5 | 🛒 Check Price |
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Garrett PowerMax Stage 2 Turbo for 6.7 Powerstroke Best Drop-In Upgrade Garrett VNT cartridge, billet compressor wheel, plug-and-play |
9.3 | 🛒 Check Price |
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KC Turbos Stage 2 Turbo for 6.7 Powerstroke Best for Towing Upgraded VGT, oversized wheel, factory location fitment |
9.2 | 🛒 Check Price |
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Fleece Performance Cheetah Turbo for 6.7 Powerstroke Best Spool and Power Balance Drop-in VGT, larger compressor, billet wheel option |
9.1 | 🛒 Check Price |
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Smeding Diesel SD Stock Replacement Turbo for 6.7 Powerstroke Best Stock Replacement OEM-spec VGT, new components, direct factory fit |
8.8 | 🛒 Check Price |
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Stainless Diesel 6.7 Powerstroke Drop-In VGT Turbo Best for High Horsepower Large frame VGT, billet wheel, drop-in housing |
8.6 | 🛒 Check Price |
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DieselSite Wicked Wheel 2 Turbo Upgrade for 6.7 Powerstroke Best Value Upgrade Billet compressor wheel upgrade, stock housing retained |
8.2 | 🛒 Check Price |
1. BD Diesel Screamer GT37 VAT Turbo for 6.7 Powerstroke: Best Overall
The BD Diesel Screamer is the turbo we point most 6.7 owners to first because it does the hardest thing well. It adds real airflow with a GT37-sized wheel while keeping the variable vane housing that makes the stock truck feel so responsive. That means you get a turbo that still spools fast off idle and under a trailer, but no longer runs out of breath at the top of the rev range the way the factory unit does once you add fuel.
It is not a cure-all on its own. To actually see the gains, you really want a supporting tune, and a bone-stock truck will feel only modestly different. It is also a more involved investment than a plain replacement charger. But for a daily-driven truck that tows and occasionally gets pushed, the Screamer hits the best balance of spool, power, and OEM-style reliability of anything on this list.
- Larger GT37-style compressor wheel for more airflow than stock
- Retains variable vane technology for strong low-end spool
- Bolt-on replacement using factory mounting and oil lines
Pros: Keeps stock-like drivability and quick spool; Noticeably more top-end power and towing headroom; Direct fit with no fabrication required
Cons: Tune recommended to take full advantage; Heavier upgrade than a simple stock replacement
2. Garrett PowerMax Stage 2 Turbo for 6.7 Powerstroke: Best Drop-In Upgrade
Garrett supplied the original turbos on many of these trucks, so a Garrett PowerMax upgrade is about as low-risk as an aftermarket charger gets. The Stage 2 uses a billet compressor wheel and a revised VNT cartridge to move more air than stock while staying completely plug-and-play. It reuses the factory actuator and oil feed, so the install is genuinely a swap rather than a project.
The honest weakness is that this is an upgrade, not a transformation. If you are chasing big horsepower numbers, the PowerMax will feel conservative next to a large journal bearing turbo. What it offers instead is confidence: a known engineering pedigree, factory-grade spool, and a part that behaves exactly the way the truck was designed to. For owners who want more without changing the character of the truck, it is the safe pick.
- Billet compressor wheel from the factory turbo engineers
- Variable nozzle turbine for strong throttle response
- True bolt-in fitment with stock actuator compatibility
Pros: Built by Garrett, the original turbo supplier; Holds factory-like spool and emissions hardware; Strong supporting parts and warranty network
Cons: Gains are moderate compared to large frame chargers; Best results need calibration to match the new wheel
3. KC Turbos Stage 2 Turbo for 6.7 Powerstroke: Best for Towing
KC Turbos built its reputation on Powerstroke chargers, and the Stage 2 for the 6.7 is squarely aimed at the truck that earns its keep. The variable geometry housing is retained so the turbo still lights early, which is exactly what you want when you are pulling a heavy trailer out of a launch ramp or up a long grade. The larger wheel sizing also helps manage exhaust gas temperatures under sustained load, which protects the engine on the kind of trips that cook a stock setup.
The tradeoff is focus. This is a turbo tuned for grunt and heat control rather than peak horsepower bragging rights, so a competition build will outgrow it. It also gives its best results paired with a proper towing calibration. But if your truck spends its life with a fifth wheel behind it, the KC Stage 2 is a very sensible upgrades you can bolt on.
- Larger wheel sizing aimed at sustained load
- Variable geometry retained for low-rpm grunt
- Engineered for high exhaust gas temperature control under tow
Pros: Excellent low-end torque for heavy trailers; Helps keep EGTs in check on long grades; Bolt-in fit to the stock manifold
Cons: Top-end is tuned for towing, not drag racing; Benefits most when paired with a tow tune
4. Fleece Performance Cheetah Turbo for 6.7 Powerstroke: Best Spool and Power Balance
Fleece earned a loyal following on the Cummins side with its Cheetah line, and the 6.7 Powerstroke version carries the same idea: take the factory variable geometry concept and stuff a larger, more efficient compressor behind it. The result is a turbo that spools nearly as fast as stock but delivers a much stronger mid-range, which is the part of the rev range you actually live in on the street. It is a true drop-in that uses the factory location and hardware.
Where it shows its limits is at the extreme end. The Cheetah is built to be a sharp, responsive daily and tow charger, so a build aiming at the highest horsepower figures will eventually want something bigger. It also genuinely needs a matching tune to shine. Within its lane, though, the spool-to-power balance is excellent and the install is painless.
- Oversized compressor with strong mid-range push
- Drop-in fitment to the factory turbo location
- Variable vane housing for fast spool
Pros: Quick spool with a meaningful power bump; Clean factory-style installation; Trusted name in diesel performance
Cons: Calibration strongly recommended; Limited headroom for very high power goals
5. Smeding Diesel SD Stock Replacement Turbo for 6.7 Powerstroke: Best Stock Replacement
Not everyone wants more power. Plenty of 6.7 owners just need a healthy turbo after the original lets go, and the Smeding SD stock replacement is built exactly for that buyer. It is engineered to factory specification with new internals, so it bolts into the stock location, reuses the factory oil and coolant lines, and requires no tune. Plug it in and the truck drives the way it did the day it left the dealer.
The honest limitation is right there in the name. This is a replacement, not an upgrade, so you should not expect any extra airflow or power over the original. It also uses the same variable vane architecture, which means it shares the stock unit’s long-term wear points. As a clean, hassle-free way to get a sick truck back to factory performance, however, it is hard to fault.
- Built to factory specification for plug-and-play swap
- New internals rather than rebuilt core
- Reuses stock oil and coolant lines
Pros: True bolt-in with no tuning required; Restores factory power and drivability; Strong value for a no-fuss repair
Cons: No performance gain over stock; Variable vane design shares stock wear points
6. Stainless Diesel 6.7 Powerstroke Drop-In VGT Turbo: Best for High Horsepower
When the goal is serious horsepower, Stainless Diesel is a name that comes up again and again in 6.7 Powerstroke circles. Its drop-in VGT options use large compressor wheels to feed the airflow that high-power builds demand, yet they keep the variable geometry housing so the truck still has manners on the street and does not feel like a laggy single. That combination is what separates a good big turbo from a frustrating one.
This is not a turbo for a stock truck. Without supporting fuel and a calibration built around it, a large charger like this will feel soft and lazy down low, which is the exact opposite of what you want daily. Matched correctly to a built engine, though, it delivers the kind of top-end pull that the smaller upgrades on this list simply cannot reach.
- Large compressor sizing for high airflow builds
- Variable geometry retained for street manners
- Drop-in housing for factory location mounting
Pros: Real top-end power for aggressive builds; Keeps usable spool for a turbo this size; Popular choice among competition owners
Cons: Overkill for a stock or lightly tuned truck; Demands fueling and tuning support to use
7. DieselSite Wicked Wheel 2 Turbo Upgrade for 6.7 Powerstroke: Best Value Upgrade
The DieselSite Wicked Wheel 2 takes a different approach from everything else here. Instead of replacing the whole turbo, it swaps in an upgraded billet compressor wheel inside your existing housing. The reshaped blades flow better and help tame compressor surge, so the result is sharper throttle response and a bit more breathing room without buying a complete charger. For owners who want a smarter stock turbo rather than a bigger one, it is a clever option.
The catch is the work involved. Because the wheel lives inside the turbo, you have to pull the unit and have it rebuilt to install one, which is more labor than a simple bolt-on swap. The gains are also naturally smaller than a full upgraded turbo since the housing and turbine stay stock. As a value-focused way to wake up a healthy factory charger, though, it earns its spot.
- Billet replacement compressor wheel for better flow
- Works within the existing turbo housing
- Aims to reduce surge and improve response
Pros: Affordable path to better airflow; Improves throttle response and reduces surge; Less involved than a full turbo swap
Cons: Requires removing and rebuilding the turbo; Gains are smaller than a complete upgraded charger
Frequently Asked Questions
Why do 6.7 Powerstroke turbos fail in the first place?
The factory 6.7 Powerstroke uses a variable geometry turbo with moving vanes and a unison ring that adjust to control spool. Over time, soot buildup, heat cycling, and oil contamination can cause those vanes to stick, the bearings to wear, and the actuator to fail. Trucks that tow heavy, idle a lot, or run aggressive tunes tend to see these problems sooner. When the vanes stick, you often feel sluggish acceleration, hear unusual whistling, or throw a turbo-related code. That wear pattern is exactly why many owners choose to replace a tired stock unit with a fresh OEM-spec or upgraded charger.
Do I need a tune to run an aftermarket turbo on my 6.7?
It depends on the turbo. A true stock replacement built to factory specification, like the Smeding SD, requires no tune and simply restores original performance. Drop-in upgrades that retain variable geometry will physically bolt on without a tune, but you will not see their full potential until the calibration is adjusted to match the larger wheel. Large-frame high-horsepower turbos genuinely need supporting fuel and a tune to drive well at all, otherwise they feel lazy down low. As a rule, the bigger the turbo, the more important the tune.
Will an aftermarket turbo fit both early and late 6.7 Powerstrokes?
Not always, so you must check the year range before buying. Ford revised the 6.7 between the 2011 to 2014 trucks and the 2015 to 2022 trucks, and there are differences again on the later 2020-plus models. Turbo mounting, actuator type, and exhaust configuration can vary across these generations. Most reputable brands list specific fitment for each year range, and many offer a version for each. Always match the turbo to your exact model year and confirm the listing covers your truck before ordering.
What is the difference between a VGT and a journal bearing turbo for the 6.7?
A variable geometry turbo, or VGT, uses adjustable vanes to change how exhaust hits the turbine, which gives strong low-end spool and good drivability. The factory 6.7 uses a VGT, and most street and towing upgrades keep that design. A journal bearing or fixed-geometry turbo has no moving vanes and is usually larger, which favors big top-end power but typically spools later and feels lazier in normal driving. For a daily-driven or towing truck, keeping a VGT is almost always the better choice. Fixed-geometry chargers make the most sense on dedicated high-power builds.
Can a bigger turbo actually help with towing and EGTs?
Yes, when sized correctly. A turbo with a larger, more efficient compressor can move more air at a given boost level, which helps the engine burn fuel more completely and can lower exhaust gas temperatures under sustained load. That is a real benefit on long grades with a heavy trailer, where stock setups can run hot. The key is choosing a turbo aimed at towing rather than peak power, since an oversized competition charger can spool too late to help when you need torque early. Towing-focused options like the KC Turbos Stage 2 are built specifically for this job.
Our Verdict
For most 6.7 Powerstroke owners, the BD Diesel Screamer is our top pick because it adds real airflow and top-end power while keeping the quick variable vane spool that makes the truck pleasant to drive and tow with. It is the best all-around balance of performance and OEM-style reliability on this list. If you want the lowest-risk upgrade with factory engineering behind it, the Garrett PowerMax Stage 2 is the runner up, delivering a meaningful gain in a true plug-and-play package. Match either to a supporting tune, confirm the fitment for your exact model year, and you will have a turbo that outperforms and outlasts the original.
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