For over a decade now, the Ford 6.7 Powerstroke and Dodge’s 6.7 Cummins have been the top of the line for turbo-diesel power plants. Yet, besides their displacement, they actually share very little in common. For starters, the Powerstroke is a V8 while the Cummins is an inline-six. However, they are two of the most compared modern engines due to their similar performance numbers and reliability.
Today we’re answering the age old question: Which is better, the 6.7 Powerstroke vs 6.7 Cummins? Read on to find out which is truly the best modern turbo-diesel.
Of these two behemoth turbo-diesels, it was the 6.7 Cummins inline-six to hit the market first. Dodge first started using the Cummins-built “Six-seven” in 2007 inside their Dodge Ram 2500/3500 Heavy Duty trucks up to their F-650/750 Medium Duty trucks, as a replacement for the 5.9 Cummins. It quickly gained a reputation as a reliable and durable engine that was capable of hauling some serious cargo. In 2011, Cummins introduced a high-output version of the 6.7 engine, which significantly increased the torque figures.
That was the same year that Ford introduced their 6.7 Powerstroke V8 inside their F-series Super Duty (250/350/450) up to their Medium Duty (650/750). The Powerstroke was immediately compared with the 6.7 Cummins, and many people have found it to be just as solid. In comparison with the Cummins, which has largely stayed the same, Ford has made several significant revisions and updates to the Powerstroke over the years. There is also a high-output version of the Powerstroke, which Ford released in 2023.
Both engines appear poised to continue on into the future for at least a few more years. Of the two, the PowerSsroke has the best in class performance, with their high-output version making 500 horsepower and 1,200 lb-ft of torque. However, the 420 horsepower and 1,075 lb-ft high-output 6.7 Cummins is no slouch either.
Engine Specs Comparison
|Dodge Cummins ISB
|6.7 liters (406 cid)
|6.7 liters (407.5 cid)
|-2011-2019 – 16.2:1
-2020-2022 – 15.8:1
-2023+ – 15.2:1
|-2007-2018 – 17.3:1
-2019+ (STD) – 19.0:1
-2019+ (HO) – 16.2:1
|Compacted Graphite Iron (CGI)
|-Gray Cast Iron (2007-2018)
-Compacted Graphite Iron (2019+)
|Bore & Stroke
-2011+ Bosch CP4.2
-2007-2018 – Bosch CP3
-2019-2020 – Bosch CP4.2
-2021+ – Bosch CP3
|Overhead Valve (OHV)
32-valve (4 val/cyl)
|Overhead Valve (OHV)
24-valve (4 val/cyl)
|660-1,200 lb-ft of torque
6.7 Cummins Engine Design
First, let’s start with the 6.7 Cummins. The 6.7 Cummins is a 6.7 liter (407.5 cid) inline-6, turbo-diesel engine. Originally, Cummins used gray cast iron for the engine block from 2007–2018. Starting in 2019, they switched to the lighter and stronger composite graphite iron (CGI). The Cummins has always used the same cast iron cylinder head. It has a bore and stroke of 4.21 in x 4.88 in (107 mm x 124 mm), making the engine undersquare.
Internally, the Cummins is built for longevity. The pistons have been cast aluminum the entire time, and the crankshaft is alloy steel. The connecting rods originally were made from powdered metal. In 2019, Cummins significantly strengthened the internals. The connecting rods became forged alloy steel, and the crankshaft was reinforced and given a 10-bolt flange to secure it. Initially, Compression sat at 17.3:1 from 2007–2018. It increased to 19.0:1 for the standard output versions in 2019, but decreased to 16.2:1 for the high-output version the same year.
For a turbocharger, the 6.7 Cummins uses a Holset HE351VE “Variable Geometry Turbocharger” (VGT). Cummins owns Holset and makes the turbochargers themselves. VGT turbos are now becoming standard on many turbo-diesels like the Cummins and Powerstroke. They are great for mimicking a twin-turbo setup allowing for great performance across a very wide RPM range. For cooling, it uses a large air-to-air intercooler.
For fueling, the 6.7 Cummins uses direct injection. From 2007-2018, and then again from 2021–present, Cummins used a Bosch CP3 high-pressure fuel pump. From 2019–2020, they briefly switched to a CP4.2 high-pressure fuel pump. However, the CP4.2 proved to be too fault prone, leaving Cummins to revert back to the CP3 fairly quickly.
Engine Design Comparison
The 6.7 Powerstroke is a 6.7 liter (406 cid) V8, making it just slightly smaller than the Cumins. It has a CGI cylinder block with aluminum alloy cylinder heads. The bore and stroke are 3.897 in x 4.251 in (99 mm x 108 mm), making the Powerstroke undersquare just like the Cummins.
Internally, the Powerstroke is also very strong just like the Cummins. The crankshaft is steel and the connecting rods are forged steel with fractured caps. From 2011–2019, the pistons were aluminum, starting in 2020 they are now short-skirt steel. All years have oil-cooling jets to decrease temperatures and increase longevity.
Valve train wise, both the 6.7 Powerstroke and 6.7 Cummins are overhead valve engines with a single in-block camshaft. The Powerstroke has 32-valves vs the 24-valves of the Cummins, both are 4-valve engines. The Powerstroke has always used hydraulic valve lifters, while the Cummins used solid lifters until 2018, when they switched to hydraulics the next year.
Turbocharger wise, the Powerstroke has used several different versions. Originally, Ford used a Garrett SST3266V Dual-Boost, “single-sequential turbo” SST. However, this proved very problematic, leaving Ford to drop the SST in 2015 and start using a Garrett GT3788V VGT turbo. Some versions also got a Garrett AVNT3276V from 2011–2016, and a Garrett GT3582V since 2015. The Powerstroke uses a water-air-intercooler, which vastly outperforms the Cummins’ air-to-air unit.
For fueling, the Powerstroke also uses direct injection like the Cummins. However, Ford has always used the problematic Bosch CP4.2. This is unfortunately one of the biggest complaints about the engine, and some people opt for a Bosch CP3 conversion, adding a CP3 to increase fueling and reliability.
6.7 Powerstroke vs 6.7 Cummins Reliability
In terms of reliability, these are two extremely solid and dependable engines. Really, the worst thing about the engines are the emissions systems, which are both unfortunately fault prone. Still, both engines are known for going well-past 200,000 miles without issues, and usually it’s the trucks that fail before the engines do.
Of the two, typically the Cummins is thought to have a little better longevity. Much of this comes down to two main things, the turbochargers and fuel systems. The Ford 6.7 Powerstroke has always used the Bosch CP4.2, which is absolutely terrible. There are countless cases of failed CP4.2 fuel pumps, which diminishes that they flow an extra 7,000 PSI over the CP3. Between the two, the CP3 is hands down the more reliable and better pump. Cummins briefly converted to the CP4.2, but had to switch back because it was so failure-prone.
Turbocharger-wise, Cummins has used the Holset HE351VE VGT turbo since the beginning. On earlier Cummins, turbo-failure was somewhat of an issue, but that has largely been rectified over later years. The Powerstroke’s early SST turbo from 2011–2014 was terrible, and though it provided good boost it was always breaking down. Later Powerstroke VGT and non-SST turbos have proven much more reliable.
Which is better?
In terms of reliability, we give a small edge to the Cummins. The later Cummins will prove better than earlier ones for turbos, but pretty much all Cummins can be expected to be driven for well over 250,000 miles without issue. The 6.7 Powerstrokes are also reliable, but early turbo failures and the Bosch CP4.2 both make it worse than the Cummins.
Towing and Performance
Performance is one of the most debated topics around the engines. While the 6.7 Powerstroke is widely known for having the best in class power, that doesn’t necessarily mean it vastly outperforms the Cummins. As of the 2023 model year, high-output versions of both exceeded 1,000 lb-ft of torque and 400 horsepower.
Starting with the 6.7 Powerstroke inside the Super Dutys, from 2011–2014 it made 390-400 horsepower and 735-800 lb-ft of torque. Starting in 2015, this jumped to 440 horsepower and 860 lb-ft of torque, and again to 925 lb-ft of torque in 2017. In 2020, the 6.7 Powerstroke made 475 horsepower and 1,050 lb-ft of torque, which it still does today. For 2023, an optional high-output Powerstroke came out making 500 horsepower and 1,200 lb-ft of torque.
In contrast, the original 6.7 Cummins made 350 horsepower and 610-650 lb-ft of torque from 2007–2010. For 2011, a high-output version boosted torque to 800 lb-ft. Starting in 2013, there was the standard 350-370 horsepower and 660-800 lb-ft of torque Cummins, and HO 385 horsepower and 850 lb-ft of torque Cummins. Torque in the HO jumped again to 930 lb-ft by 2018. As of 2024, the standard Cummins produces 370 horsepower and 850 lb-ft, while the HO makes 420 horsepower and 1,075 lb-ft.
Which can tow more?
And while that all looks great on the dyno, what does it mean for towing? The Powerstroke has the Cummins beat, but just barely. The 2023 HO Powerstroke is capable of towing as much as 40,000 pounds with a gooseneck trailer in the F-450 Super Duty. Even the F-350 is capable of 38,000 pounds. In comparison, the Ram HD with the 6.7 Cummins is rated for a maximum of 37,090 pounds.
In reality, both of these are astronomical figures for a non-commercial turbo-diesel. The extra 125 lb-ft of torque for the Powerstroke give it a slight edge, but both are incredibly capable towing machines.
6.7 Powerstroke vs 6.7 Cummins Performance Potential
Both the Cummins and Powerstroke are able to add more than 200 wheel-horsepower over stock with just a few supporting mods. With turbo swaps, both engines can add even more power, with some swaps netting more than 600 wheel-horsepower.
For both engines, the most popular and best mods are going to be tuning, upgraded intakes, upgraded downpipes, and upgraded intercooler piping. With just tuning alone, you can add more than 120+ wheel-horsepower and wheel-torque to both engines. Make sure to check out our 6.7 Powerstroke tuning guide and 6.7 Cummins tuning guide for recommendations.
By opening up the intake with an upgraded cold air intake, you’ll be able to increase airflow and reduce restriction. Usually, intakes for both net around 10 horsepower and 25 lb-ft of torque on the high end. Make sure to check out our 6.7 Powerstroke intake guide and our 6.7 Cummins intake guide for recommendations.
Next up is upgrading the downpipe. The downpipe connects to the exhaust housing on the turbocharger, and is one of the most restrictive parts of the system. Upgrading the downpipe can add 20+ horsepower/torque by freeing up restriction. For Ram owners, we have a 6.7 Cummins downpipe guide with recommendations.
Finally, upgrading the intercooler and piping will again reduce restriction and help reduce intake temperatures, too. We have a 6.7 Powerstroke intercooler and piping upgrade guide for Super Duty owners.
Which is Better?
So which is truly better, the 6.7 Powerstroke or the 6.7 Cummins? It depends on what you are looking for. While the Powerstroke edges out the Cummins in terms of raw performance and towing capacity, it is not quite as reliable. Both engines will make it to 200,000 miles relatively easily with proper maintenance, but the Cummins has the more reliable turbo and fuel system. We would take the 6.7 Powerstroke due to its superior performance and solid reliability, but the 6.7 Cummins is also a fantastic power plant. Let us know which you choose in the comments below!
It depends on what you are looking for. While the Powerstroke edges out the Cummins in terms of raw performance and towing capacity, it is not quite as reliable. Both engines will make it to 200,000 miles relatively easily with proper maintenance, but the Cummins has the more reliable turbo and fuel system. We would take the 6.7 Powerstroke due to its superior performance and solid reliability, but the 6.7 Cummins is also a fantastic power plant.
Most people consider the 6.7 Cummins to be more reliable than the 6.7 Powerstroke. This is mainly due to the turbo and fuel pump, which are more dependable in the Cummins than the Powerstroke.
From the factory, the 6.7 Powerstroke makes more horsepower and torque than the 6.7 Cummins. However, with modifications, both engines can be upgraded to make roughly the same horsepower and torque.