What is going on everybody welcome back to the channel. Thank you guys for tuning in on today’s video. We’Ve got a really exciting video. You guys have probably already seen what’s sitting behind me uh, but we’re going to go over the top five things that you should do when buying a used 67 Powerstroke turbo diesel uh.

This particular truck had 100,000 mil on it when we bought it, and we did five different things on this, just to get it to the point where it was really reliable and ready to go ready to go to works. So many of you guys probably know the topig 2.0. The gray extend cab long bed, 6 L truck I’ll post. A little picture here ultimately bought this truck for the Creature Comforts more room, it’s more space.

It toes like an absolute dream: um the way that these trucks deliver power compared to the 6o is unmatched, so um. That’S that’s really why we upgraded. So we had to say goodbye to our beloved 6o power, stroke tow Pig 2.0 to upgrade to the tow Pig 3.0, now 67 Powerstroke du, let’s jump into the top five things that you guys need to do when you’re buying a used 67 Power Stroke, whether it’s Got 50,000 mil or it’s got 200,000 miles.
These are things you need to be checking and or doing to your truck uh when you buy it now. Listen. I don’t want to bore you guys with the basics here, but we do need to talk about some specific things when it comes to the maintenance side of these trucks, you need to check the air filter. You don’t know if the previous owner never did it if he was out in a hay field all day and that’s all he did was haul around round bales. You don’t know so check your air filter get a new one if it is an aftermarket like a Wix air filter or something like that.

Get that junk out of there get yourself an oem air filter for your truck and put an oem1 in it. That is going to be number one. What you’re going to see here is this knob right here. So if your air filter is restricted, this is going to be sucked down. You can see there is a red part and a green part um, and so that’s the that’s, a real, quick indication of whether or not you have an air filter that is plugging up and going to give you eventually some problems.

That’S going to be number one of our maintenance for our number one top five things you need to do now right there you can see, we have a uh OEM oil filter. This is going to be number two on our maintenance schedule. Here we got to make sure we have an oem oil filter on this truck and then what I like to run in all of the 67 power strokes is schaer: 5. W40, full synthetic oil. Now these trucks take the 17 to 1967 power strokes.
They take 13 quarts of oil, so a little bit of a change. If you’re coming up from a 6 L uh that takes 15, these only take 13 cords and again we’re running the 5 w40 uh full synthetic schafers. That is good from like well below zero. To you know over 70, you know it it. It’S a good yearr round oil.

It’S a full synthetic. It’S a high quality, Shavers you’re going to pay for it, but, like I said we did, we’ve done two services on this truck right when we first bought it. We went 5,000 Mi and then we changed it again and now this oil change we’re going to go to 7500 miles. We did do an oil analysis on that first, oil change. It came back, beautiful and so, like I said, jumping into that 7500 Mi Mark, and we might even continue to push that this truck.

You know we’re we’re on the highway a lot with it, hauling the the sled pull truck around so um. You know we can actually push our intervals a little bit, which kind of helps with the cost of the schaer oil, and so yes, schaer oil, OEM oil filter 5. W40. Full synthetic oil is what you’re going to want to run in these trucks. Moving on to from there, we have our upper fuel filter here and then we have our lower fuel filter you’re, going to find underneath the truck right there.
So change your fuel filters, get that done. Um these trucks, as you know, have a cp4. They can be a little bit finicky uh. The tolerances in these high press injection systems are super tight. You don’t know what the maintenance schedule most guys, don’t even know.

There’S a second fuel filter. I don’t know how many times I’ve come across that so get a fuel filter, set OEM of course, and buy from a reputable Place guys. I can’t stress this enough: Walmart is not a reputable Place. Go to your local Ford dealer, get it from a local Ford dealer, go to go to a local shop uh and get an oem fuel filter, air filter oil filter from a Lo local shop as well um. There are a lot of scams Amazon again, not a reputable place, so make sure you’re getting your filters from a reputable location.

Um fuel filters is going to go right in this is like the first thing I did. I pulled this truck in I dumped the oil, changed the fuel filters and changed the air filter. That’S the first thing that I did whether or not it needed it. I don’t know, but now I know where we stand so now we are going to move to number two top thing: 17 to 19 67 power strokes. This is a big one.
This one can create a lot of problems specifically in the oil leak department, and these trucks aren’t like super easy to work on. You don’t want to end up having a huge oil leak and it being a very horrible location that requires a lot of money to repair. So what you see right here is a CCV filter, so this right here is the CCV filter off of this truck. What you will notice is, there are bolts that go around the edge of this CCV filter. That is because there is a serviceable filter inside of here um, and this serviceable filter gets clogged, and all it does is create back pressure in your crank case, which then starts blowing out seals and you end up with oil leaks.

You will know that if you’ve done enough research, the upper oil pans are known for leaking on these trucks, and this is one of the number one culprits that can cause a upper oil pan leak amongst other oil leaks as well. So if you pop the hood on it – and you see these bolts going around there – you got to get rid of this. One. Ford actually has a updated part number for you, guys, um, and so we will show you real, quick right back. There is the updated, CCV filter, you can see the top of it.

There are no bolts or anything. The big difference here is that the new CCV filter just has baffles in it. There’S no filter, so all it does is just have a couple of little baffles and those baffles capture the oil and then return it back into the engine where this one has an actual filter that gets clogged and causes oil leaks, no bueno, let’s go over the Part number here: real quick, 17 to 19 67 Power, Stroke FC, 3z, 6A. 785F. That is the updated part number.

If it has the bolts get rid of that filter get yourself the updated, CCB filter, okay. Moving on to number three, this is another big one um and it’s related to the transmission. Now for credibility reasons, let me explain: I’ve been working on 67 power strokes since 2011, when they first came out all the way up to now 2024. I have seen these trucks I’ve seen them with 200,000 Mi on them. I’Ve seen them with 100,000 Mi on them and I don’t know how many Transmissions I’ve replaced.
But there is a reason I went with a 17 to 19 and that is because of the 6r 140. The 6r 140 has been a phenomenal transmission for the Ford power stroke platform. I did not want to jump into the 10speed. I think it is a little bit unproven to this point and the 6r 140s are very proven, but their number one problem that I come across with with customers. Is they never serviced them, and so what we see is we see a failed transmission or a failed body valve body in the transmission due to debris, clutch material.

Everything like that, if you can imagine these Transmissions, are built stuck in the truck and then these you know people are driving and putting 100,000 200,000 mil on them without ever servicing them. Well, there is a break-in period that occurs on a brand new transmission, and so really you should be changing. The transmission fluid the first time, pretty quick to get all that break-in material out as well as well as any assembly Lube that they use when they put the transmission together. All of that stuff, you got to get it out of there. That way, you have a fresh, fluid and filter um, because that stuff is going to go through that filter.

It’S going to clog up the filter and it’s going to cause problems in addition to that, I’m going to go over our service intervals, but I’m also, I want to show you guys, the transmission pan that we installed on this particular truck. So here is our transmission. Pan on our 6r 140, you can see we have an upgraded transmission pan from PPE um. It is deeper, it does hold an extra seven quartz, but the biggest thing is: it’s got a drain plug the 17 to 19. 67S did not come with a drain plug.

So this is a big upgrade for the 17 to 19. I believe the 11 to 16s did have a drain plug, so this isn’t as needed, but the 17 to 19 great opportunity. If it’s never, you know, if you’re going to do a train service, spend a little bit extra money and get yourself a nice trans pan that has a drain plug the main reason I did that pan was because of the drain plug, not necessarily that it holds An extra 7 quarts, but I chose the PPE one because it uses all Factory uh, OEM, filter and Gasket, so that is uh. That is a big bonus. I wanted to make sure I stuck with OEM uh filters and seals and so that that trans pan retains those uh does add an extra 7 quartz, which you know whatever.
Maybe it keeps it a little bit cooler. You know it is a really nice pan, so it helps with uh uh strengthening the case as well of the transmission. Now when it comes to service intervals on this, so this truck had 100,000 mil on it. When I did its first service, so I did a full service on it, so the filter the fluid and then we upgraded the pan. Now, when I get to 150,000 Mi, all I’m going to do is just pull the drain plug drain.

The fluid put the drain plug back in top it off. That is all I’m going to do. I’M just going to do a fluid exchange, basically um and then, when I get to 200,000 miles, we will do a full service, again fluids and filters. So, basically, the fluids getting service every 50,000 Mi the filter is going to get service every 100,000 Mi. That seems to be a pretty good uh interval.

As far as servicing goes um. Most of the problems that we see is like 150,000 mil. The trains has never been serviced and the transmission starts to have. Problems starts to act up and next thing you know you got to spend 10 grand on a new Trans, miss all right. So now we have number four on our top five list, and that is going to be what you see right.

There. Ford did try to do a little bit better in 17 to 19. By going to a full silicone um. Unfortunately, it does still fail um. My particular failure was right there.

If you guys, can see it see that slit right there, so that is where mine had failed um and, of course, you can see it’s covered in oil uh. Due to that failure. It was just pushing all the boost pressure and then our CCV was allowing some oil to get into it, and so it’s just an absolute mess. Um the 11 to 16s uh. They have like a plastic piece that just absolutely blows apart, um, so that is uh again another nice nice upgrade here and it’s always when you’re towing and making a bu of bunch of boost boost pressure, um, and so our our number one company that I like To use is actually SMB SMB, just Mak some some high quality products and um.

They did a phenomenal job. With this cold side pipe, you can see. We got the Polish polished version, um nice boot that goes down to our intercooler um and takes care of that particular problem. Again, big time failure point on these trucks. We see it all the time.

Uh no bueno got to get it out of there. You do not want to be hauling something and have that blow apart last but not least, number five. This is a big one. It’S unfortunate that we have to deal with this as a consumer, but it’s the reality, and so fortunately, the aftermarket has some really good options for us available. This is still something that I haven’t done yet and so I’m going to go over some of the the precautions I’ve been taking.

Our injection pump, the cp4, the cp4 is a ticking Time Bomb. It’S not a matter of. If it’s going to fail it’s when and it will fail, it is slowly killing itself. Every time you run the truck, we don’t normally see failures in the 67 power strokes and there’s a couple different reasons for that. These trucks have a lift pump, they always have, and so we hardly ever see failures in the 67 power trues we’ve actually had a customer with 350,000 Mi.
The pump literally was just wore out, and so we replaced the pump and the customer took the truck. No problem, so it didn’t it’s not like it failed internally and sent metal through the entire fuel system. It just simply was wore out now the Duramax guys Duramax guys. I tell you those poor guys, don’t don’t they don’t have a lift pump and so they’re running a cp4 as well and uh, but because they don’t have a lift pump. We see failures at 100,000.

150,000 200,000. We see failures all the time, um anytime. The cab goes up on a durax, especially those 11 to 16s, with the cp4. We are pulling that regulator out of the top to check the screen, see if there’s metal in the screen there’s metal in the screen we automatically are like hey. We need to go to a CP3 conversion now, unfortunately, for US 67 guys, the CP3 is not an option that we can take advantage of, so we kind of have three different options.

The first option is a disaster prevention kit, which basically bypasses the fuel, that is in the crank case of the pump and sends it back to the fuel tank. It filters it and then sends it back to the fuel tank um. That is a really good option. I’ I’ve installed a bunch of those uh on customers, trucks, it’s pretty cost effective and then, when the pump fails, it doesn’t destroy your entire fuel system. All you got to do is put a new pump on um no big deal.

The second option is from rcd performance: they have the CPX. The CPX is supposedly being able to take care of all the problems with the cp4. Now inherently, it is still a cp4, but um. I’Ve heard guys use, use those and and not have problems so uh. That is another really good option that you can do and then last but not least, of course, everybody I’m sure knows about the DCR conversion from SNS.

That is an entirely different pump than the cp4 um. This was like revolutionary when this came out and so uh, it’s a great option for these trucks. Uh We’ve installed a few here at the shop and um yeah. That would be. That would be the third option.

Um to take care of our our cp4 issues now, like I said, I have not done anything as far as the cp4, a disaster kit, a CPX or DCR. I haven’t done anything um, but what I have been doing like I said we did change our fuel filters, of course, and then also I’ve been adding a fuel additive. One of the big problems that the reason that cp4 fails is that it was mainly designed for um, like normal diesel fuel, not ultra low sulfur diesel fuel that that is sold in America um, which basically means that they removed all of the oils that are in Fuel for emissions purposes, and so all I’m trying to do is I’m running a fuel additive that adds lubricity back to the fuel. That’S all I’m doing and uh that should help prolong the life of the cp4. But eventually I do plan on most likely going to be going with a DCR pump um, but in the meantime, we’re just going to change our fuel filters on regular intervals and make sure we put a fuel additive, uh lubricant into our fuel on every fill up.

So well guys that is going to wrap up today’s video. Thank you guys for tuning in and listening to me babyon about the 67 power stroke and how awesome it is and how much I love it. I hope this video is helpful for you, guys that are getting into a 67. These are great great trucks and well worth the money and uh. You will not be disappointed.

Just make sure you do those top five things right off the rip to take care of those issues and for those of you that had stayed this long in the video stay tuned. We’Re going to do a fire up of the truck as a possible top number. Six thing that you should do on these trucks as well for reliability and performance. Thank you guys again for tuning in. We will catch you guys in the next video peace.