Table of Contents

Emission Systems on the 2011-2019 6.7L Powerstroke

Ford packed a lot of emissions hardware onto the 6.7L Scorpion across this generation. Understanding what each system does and where it fails is the foundation for understanding why deleting it matters.

DPF + DOC Assembly

The Diesel Particulate Filter sits downstream in the exhaust and traps soot from combustion. It works alongside the Diesel Oxidation Catalyst (DOC), which burns off hydrocarbons. Together they're the biggest source of exhaust backpressure on the 6.7L. Every so often the truck runs a regen cycle to burn off accumulated soot. This process that dumps extra fuel, raises EGTs, and stresses the turbo. On trucks that idle a lot, tow heavy, or see short-trip duty cycles, regens pile up fast.

EGR Valve and Cooler

The Exhaust Gas Recirculation system routes a portion of spent combustion gases back into the intake manifold to lower peak combustion temps and reduce NOx output. On paper, smart engineering. In the real world, you're pumping hot, soot-laden gas into the intake side of the engine. The EGR cooler, a heat exchanger that runs coolant alongside those exhaust gases, is notorious for cracking under thermal stress. When it fails, coolant enters the intake. That's a hydrolock risk and a four-figure repair bill. For a deep dive on what this system really costs you, read breakdown of EGR delete benefits for the Powerstroke.

DEF / SCR System (2013+ Only)

Starting with the 2013 model year, Ford added the Selective Catalytic Reduction (SCR) system, which injects Diesel Exhaust Fluid (DEF) into the exhaust stream to break down NOx. This added a DEF tank, dosing pump, injector, and a NOx sensor array. The SCR catalyst lives downstream of the DPF. Frozen DEF lines, crystallized injectors, and false DEF level warnings are all common failure modes, especially in cold climates.

Year-Specific Differences

Emission System 2011–2012 Models 2013–2019 Models
DPF & DOC Assembly Factory equipped. High backpressure; highly prone to clogging under heavy idling or short-trip driving conditions. Factory equipped. Works alongside SCR. Often experiences compounded failures when DEF system faults force excessive regenerations.
EGR Valve & Cooler Factory equipped. Prone to severe thermal stress and core cracking, which can lead to catastrophic coolant leaks into the intake. Factory equipped. Core was redesigned in 2015, but remains highly susceptible to heavy soot buildup, clogging, and thermal failure.
DEF / SCR System Not equipped. Simplifies the delete process since you only need to address the DPF and EGR hardware. Fully integrated. Adds DEF tank, dosing injector, and NOx sensors. Notorious for freezing lines and crystallization issues in cold climates.
EGR Hardware & Routing Passenger-side mount. Uses the early-style core design and requires a specific set of coolant reroute hoses. Passenger-side mount. Exhaust routing and sensor placements were significantly revised from 2015 onwards, requiring year-specific block-off plates.
ECU / Tuning Complexity Standard PCM encryption. Loading a delete calibration via the OBD-II port is generally faster and more straightforward. Advanced PCM encryption. Requires specialized tuning logic to successfully disable complex DEF and NOx sensor feedback loops.

The 2015–2016 transition brought revised exhaust routing and updated sensor placement. The 2017 refresh changed the EGR cooler mounting and significantly tightened ECU encryption, making tuner selection critical for those model years.

What a Complete Delete Kit Includes for 2011–2019

A complete 6.7 Powerstroke all-in-one delete kit for this generation typically includes the following components:

DPF Delete Pipe (4" Downpipe)

This is the core hardware piece. A mandrel-bent, T-409 stainless steel DPF delete pipe replaces the entire DPF/DOC assembly from the turbo outlet back. Standard spec for most builds is a 4-inch diameter pipe, which handles stock turbos and builds up to approximately 600 horsepower. High-output builds pushing 700+ HP benefit from a 5-inch pipe for maximum flow and a lower EGT profile. Options include straight-pipe configurations and versions with an integrated muffler or resonator for a more refined exhaust note.

EGR Block-Off Plates + Coolant Reroute

Precision CNC-machined aluminum block-off plates seal the EGR valve port at the exhaust manifold and the EGR cooler connections at the intake. The coolant reroute kit, typically a set of bypass hoses and fittings, keeps coolant flowing properly through the block so you don't end up with hot spots after the cooler is removed. These plates usually include pre-tapped 1/8" NPT ports so you can reinstall EGT probes or add aftermarket sensors. The 6.7 Powerstroke EGR delete kit covers this component set.

DEF Emulator / SCR Delete (2013–2019)

For 2013 and newer trucks, a complete kit must address the SCR system. This means physically removing the DEF tank, dosing injector, and SCR catalyst, paired with an ECU tune that disables all DEF dosing logic and NOx sensor feedback. If you're in the 2013–2019 camp, make sure your kit explicitly includes DEF delete support, as not all base kits do.

Pre-Loaded Delete Tuner (OBD-II Handheld)

The tune is non-negotiable. Remove hardware without flashing the ECU first, and your truck goes straight into limp mode. Every quality complete kit comes with a handheld OBD-II tuner pre-loaded with calibrations that disable DPF regen logic, EGR flow codes, DEF dosing commands, and NOx sensor faults. Most tuners in EngineGo kits arrive ready to go — no extra downloads, no additional programming fees. Flash the tune before you touch the first bolt.

CCV Reroute (Recommended Add-On)

The Closed Crankcase Ventilation system routes oil blow-by vapors back into the intake. Over time, that oily mist coats the intercooler, intake manifold, and turbo compressor wheel with carbon deposits. A CCV reroute kit diverts this blow-by to a catch can and vents it cleanly overboard. It's not always included in base delete bundles, but it pairs directly with the rest of the delete hardware and keeps the intake cleaner long-term.

How to Choose the Right Kit for Your Model Year

2011–2012: DPF + EGR Kit (No DEF)

These first-generation 6.7L trucks don't have the SCR/DEF system, so you need a DPF delete pipe, EGR block-off plates with coolant reroute, and a compatible tuner. The ECU on 2011–2012 trucks is less encrypted than later generations, making tuning more straightforward. Owners of these early trucks often report the sharpest throttle improvement, since the stock system was comparatively more restrictive.

2013–2019: Full DPF + EGR + DEF Kit

Any truck from 2013 forward needs the complete package: DPF pipe, EGR delete, and DEF/SCR delete hardware, all working together with a tuner that addresses every emissions-related fault code in the PCM. For 2015–2016 trucks, confirm the kit is labeled for the revised exhaust layout introduced that model year. For 2017–2019 trucks, the PCM uses more advanced encryption; make sure the included tuner has been specifically validated for third-gen 6.7L platforms.

Installation Overview

A full delete on a 2011–2019 6.7L Powerstroke is a moderate-difficulty DIY job. Expect 4–8 hours on the first attempt with basic hand tools, a quality floor jack and stands, and access to the underside of the truck. A lift makes exhaust work significantly faster.

Key Steps

  1. Flash the tune first. Plug the included handheld tuner into the OBD-II port and load the delete calibration before any hardware is removed. This prevents limp mode the moment emissions sensors lose signal.
  2. Remove the DPF/DOC assembly. Unbolt the factory exhaust from the turbo outlet, disconnect EGT and pressure sensors, and drop the DPF housing. The new delete pipe bolts up using factory mounting points — no cutting or welding required.
  3. Pull the EGR cooler and valve. Drain partial coolant, disconnect the coolant lines feeding the cooler, and remove the EGR valve and cooler assembly. Install the block-off plates, torque to spec, and route the coolant bypass lines.
  4. DEF/SCR removal (2013+). Disconnect the DEF injector, remove the SCR catalyst section, and cap or remove the DEF tank. The tune handles the sensor and dosing logic disablement on the software side.
  5. Reconnect and leak-check. Refill coolant, bleed the system, and inspect all connection points for exhaust leaks, coolant seeps, and proper clamp engagement before the first start.

For a full step-by-step with torque specs and photos, see the complete installation walkthrough on the EngineGo blog.

Common Install Mistakes

Running the tune after hardware removal instead of before is the most common error, as it always triggers limp mode. Skipping the coolant reroute after EGR removal is the second most common mistake, and it causes localized overheating behind the cylinder head. Finally, confirm clamp torque on the new exhaust sections; under-tightened joints develop exhaust leaks within a few heat cycles.

Performance Results After Delete

Real-world dyno data and owner feedback from deleted 2011–2019 6.7L trucks generally show the following improvements:

Horsepower and Torque

A full delete with a quality tune typically adds 40–80 wheel horsepower and 80–150 lb-ft of torque on a stock-injector, stock-turbo build. Throttle response improves more dramatically than peak numbers suggest — the engine stops hunting during tip-in because it's no longer compensating for EGR flow and DPF backpressure simultaneously.

Fuel Economy

Most owners report 1–3 MPG improvements, primarily because the ECU is no longer dumping extra fuel to initiate and sustain DPF regeneration cycles. Towing fuel economy tends to improve more noticeably than highway cruise numbers, since regens happen most aggressively under load.

Towing Reliability

This is where the delete pays the biggest dividends for working truck owners. Exhaust gas temperatures drop significantly under sustained heavy towing, a direct result of reduced backpressure and cleaner combustion. Turbo inlet temps follow suit. Trucks that previously entered limp mode on long grades with a loaded fifth wheel or gooseneck frequently tow clean after a complete delete and tune.

FAQs

Do I need a tuner if I'm only doing a DPF delete?

Yes. Removing the DPF physically disconnects differential pressure sensors and EGT probes. Without a compatible tune disabling those inputs, the PCM throws fault codes and initiates limp mode within seconds of startup.

Will a delete kit from a 2014 truck fit my 2015?

No. The 2015 model year introduced revised exhaust routing and updated sensor placements. Always use a kit specifically validated for your model year. EngineGo vehicle selector handles this automatically.

What's the difference between a DPF delete pipe and an all-in-one kit?

A delete pipe is just the exhaust hardware. An all-in-one delete kit bundles the exhaust pipe, EGR block-off plates, coolant reroute hardware, and a pre-loaded tuner into one matched package. For most owners, the all-in-one approach eliminates compatibility guesswork and is the better value.

How long does a full delete install take?

Budget 4–8 hours for a first-time DIY install. An experienced diesel shop with a lift can often complete the job in 2–4 hours. The EGR coolant reroute is typically the most time-consuming portion.

Will a delete void my factory warranty?

Yes. Modifying the emissions system voids the powertrain warranty. Confirm your truck's warranty status before proceeding.

What happens if I skip the DEF delete on a 2013+ truck but do the DPF and EGR?

The SCR/DEF system will continue to operate and generate fault codes related to missing DPF pressure data and degraded NOx conversion. The truck will run, but you'll see persistent check engine lights and potential limp mode events. A complete delete addresses all three systems together. See full 6.7 Powerstroke DPF delete guide for a detailed breakdown of how each system interacts post-delete.