Best 6.7 Powerstroke Delete Kit: 5 Options Ranked (2026)

If your 6.7 Powerstroke has left you limping home at 5 MPH with a “Cleaning Exhaust Filter” message, or your EGR cooler just dumped coolant into cylinder #4, you’re not alone. These trucks are monsters when they work — 1,050 lb-ft from the factory, 10-speed transmission, the best exhaust brake in the business. But the emissions systems bolted onto them? They’re the reason a $90,000 truck can’t reliably drive to the grocery store.

This guide covers what you actually need to know before buying a delete kit for your 2011–2025 6.7 Powerstroke — the year-specific differences that matter, the real performance numbers from dyno testing, the hidden costs most blogs skip, and the two mods every 6.7 needs before you even think about deleting.

Before modifying your truck, check your local emissions regulations. Federal law prohibits tampering with emissions systems on vehicles driven on public roads. This guide is for informational and off-road use only.

The Three Systems Choking Your 6.7L Powerstroke

There are three emissions systems on a 6.7 Powerstroke. A full delete removes all three:

System	What It Does	Why It Fails
EGR	Routes hot exhaust back into the intake to reduce NOx	Cooler cracks → coolant in cylinders. Soot packs the intake manifold. VGT turbo vanes gum up.
DPF	Filters soot from the exhaust, burns it off during regeneration	Regens fail → plugged DPF → backpressure skyrockets → blown head gaskets
DEF/SCR	Sprays urea into the exhaust to neutralize NOx	DEF injector clogs, DEF heater fails, DEF pump fails. System enters countdown to no-start

Blogs will tell you to pick and choose. The reality from every shop that works on these trucks: you delete all three, or you don’t delete at all. Here’s why.

⚠️ Why Half a Delete Is Worse Than No Delete

When you delete the EGR but leave the DPF in place, you’re creating a problem worse than stock.

Here’s the physics:

The EGR system recirculates exhaust through the combustion chamber twice — first as fuel, then again as recirculated gas. This “double-burn” reduces the total soot volume that reaches the DPF. When you remove the EGR, 100% of raw soot now hits the DPF directly.

But your delete tune has already disabled regeneration. No regens = no cleaning mechanism. Soot accumulates in a filter that can’t burn itself off. Backpressure climbs. Within weeks or months — depending on how you drive — the DPF plugs solid.

The correct path: EGR delete → DPF/SCR delete → quality tune with disabled regens → a truck that runs cooler, cleaner (internally), and reliably.

2011 vs 2025: The Four 6.7s Ford Actually Built

The 6.7 Powerstroke spans 2011 to present. But the emissions equipment, ECM architecture, tuning support, and even the internal engine components changed significantly across generations. Buying a kit for the wrong year means parts that don’t fit and sensors that don’t match.

Guy who runs GTF Motorsports and has built dozens of these trucks divides them into four generations. Here’s what matters for each:

Generation	Years	Emissions Setup	Delete Difficulty	Tuning Situation
Gen 1	2011–2014	EGR + DPF + DEF (first DEF years)	Easiest. Steel body, simpler firewall access. Downpipe removal straightforward.	EFI Live supported. EZ Lynk supported. Multiple tune options.
Gen 2	2015–2016	EGR + DPF + DEF	Similar to Gen 1. Different turbo, slightly revised CP4.	Same as Gen 1. Note: 2015–2016 6R140 has fewer clutches — slightly weaker transmission.
Gen 3	2017–2019	EGR + DPF + DEF. Aluminum body. Updated rods.	Medium. Turbo elbow V-band clamp is harder to reach. Plastic upper intake prone to cracking.	EZ Lynk preferred. EFI Live limited on 2019+ without unlock. SGM bypass cable may be required.
Gen 4	2020–2025	EGR + DPF + DEF. 10-speed. Steel pistons. Revised castings.	Hard. Downpipe is the enemy. Transmission crossmember must come out. Spare tire must be dropped to access one sensor. Cylinder head studs may need removal for clearance.	⚠️ 2023+ trucks: only ONE tune available. EGR temp sensor MUST be unplugged for this tune. Tire size changes will throw a code. EZ Lynk Auto Agent required.

Gen 4 (2020+) is a fundamentally different truck from the earlier generations. The 10-speed 10R140 is stronger than the 6R140. The steel pistons and revised block castings handle power better. But the tuning ecosystem is squeezed hard — especially for 2023+, where encrypted ECMs and EPA enforcement have shrunk .

Dyno Doesn’t Lie: Real Numbers from Real Trucks

Blogs throw around “30–100 HP” and “3–5 MPG.” Let’s look at actual dyno numbers and real-world data:

Dyno Results — 2017 6.7 Powerstroke, Dark Iron Diesel

Test conditions: 36-inch tires (12% drivetrain loss penalty), Diesel Dudes max performance tune.

State	Wheel HP	Wheel Torque	Notes
Stock (emissions intact)	340 WHP	816 lb-ft	Factory rated at flywheel only. 36" tires inflate drivetrain loss.
Deleted, max tune	461 WHP	996 lb-ft	Same dyno, same tires. +121 WHP / +180 lb-ft at the wheels.
Deleted, tow tune	~420 WHP	~920 lb-ft	~+80 WHP over stock. Recommended for daily driving and towing.

Important: The 2020+ trucks make even more power thanks to the 10-speed’s lower gearing and the steel pistons allowing more aggressive timing. Dark Iron’s 2020 review showed the max tune (#5 out of 5) was “scary fast” at half throttle. The 10-speed shifts so fast you barely feel the gear changes.

0–60 MPH — 2017 F-250, Powerstroke Central

Test truck: 2017 F-250 crew cab short bed, deleted, 120 HP tune, 4x4 launch.

Run	0–60 Time
4x4 launch, 120 HP tune	5.78 seconds

That’s a 7,500-pound truck running mid-5s to 60. For reference, the stock truck runs 7.5–8.0 seconds.

Transmission warning: Running max power tunes without transmission tuning is how you burn up a 6R140. The 10R140 in 2020+ trucks is stronger, but the same principle applies.

Real MPG Data — Two Real Trucks, Two Generations

2020 F-250, deleted, 5" exhaust, factory tires (Dark Iron Diesel):

• Monthly average (mixed driving): 22.2 MPG
• Highway cruise at 60 MPH: 27 MPG
• Highway cruise at 70 MPH: 22–23.3 MPG
• After aggressive driving: ~20 MPG

2017 F-250, deleted, 5" exhaust, 36" tires (Dark Iron Diesel):

• Highway cruise at 62–65 MPH: ~17.8 MPG
• Highway cruise at 70+ MPH: ~15 MPG

The takeaway: 2020+ trucks with the 10-speed deliver significantly better fuel economy. Both trucks gain 30–50% over stock. The 2017’s numbers are hurt by the 36-inch tires — expect 20–22 MPG highway on factory rubber.

Fix These First, or Face the Tow Truck

Here’s what separates the Instagram builds from the trucks that actually last: the experts don’t start with delete. They start with two things that prevent catastrophic failure.

#1 Priority: CP4 Disaster Prevention Kit ($400)

The Bosch CP4 high-pressure fuel pump is the single biggest liability on every 6.7 Powerstroke. Failure rate is about 7% — low enough that most people ignore it. When a CP4 fails, it sends metal shavings through the entire fuel system. Injectors, fuel lines, fuel rails, tank — everything gets contaminated. Repair cost: $10,000–$12,000.

The Fix

• Truck is brand new and you don’t want to gamble? Do the DCR.
• Truck already has mileage on it and the pump looks clean? Disaster kit is $400 insurance.

This comes before delete. Delete makes the truck faster. A CP4 failure makes it a paperweight.

#2 Priority: Cold-Side Intercooler Pipe ($300)

The factory cold-side intercooler pipe is plastic on 2011–2016 trucks, rubber on 2017+. Both fail. The plastic ones crack and explode — the guy from GTF Motorsports has literally seen people wrap Pringles cans around them with duct tape on the side of the highway. The rubber ones develop cracks that kill boost pressure.

“Not a matter of if, a matter of when” — direct quote from both expert sources. Towing, tuning, or just age — this pipe will fail. Stainless steel replacement with new boots and clamps: ~$300.

The Real Shopping List (Not What Blogs Show You)

A “delete kit” isn’t one box. It’s a combination of components from different sources. Most brands sell the hardware; you’ll source the tuner and tunes separately. Here’s your full checklist:

Component	What It Is	Cost Range
Tuner	EZ Lynk Auto Agent (recommended). OBD-II device that loads and stores tunes. Supports 5-tune on-the-fly switching with optional switch.	$400–$650
Custom Tunes	Engine + transmission tuning files. Loaded onto the tuner. EPA-compliant or off-road, depending on your use case and jurisdiction.	$500–$1,000
EGR Delete Kit	Block-off plates, coolant reroute hose, gaskets, hardware. Removes exhaust gas recirculation components.	$55.99–$108.99
DPF/DEF Delete Pipe	Replaces the DPF/SCR assembly with a straight pipe or high-flow section. 4" or 5" diameter.	$400–$900
Professional Installation	Labor. Most DIYers can handle the EGR side; the downpipe and DPF removal often requires a lift and SDS-plus persuasion.	$1,000–$2,000

Total real-world budget: $3,000–$5,000 for a 2020+ truck, fully installed. Older trucks trend toward the low end. 2023+ trucks trend toward the high end (more labor due to downpipe difficulty).

Best 6.7 Powerstroke Delete Kits Ranked

TruckTok 6.7 Powerstroke delete kits are built from billet 6061-T6 aluminum with multi-layer stainless steel gaskets and Grade 10.9 hardware — the same materials as the premium brands, at a fraction of the markup. 

One thing to be clear about upfront: These are the hardware components. You’ll also need a tuner (EZ Lynk Auto Agent, ~$550) and custom tunes (~$500–$1,000) to complete the delete. This is true of every brand, not just TruckTok.

Rank	Kit Name	Includes	Price	HP Gain	Install Time	Warranty
#1	TruckTok Basic EGR Delete Kit	EGR valve + cooler block-off plates, gaskets, standard coolant reroute	$55.99	+5–10 HP	3–4 hrs	1 yr
#2	TruckTok EGR Delete Kit w/ Coolant Bypass	EGR valve + cooler delete, CNC billet plates, molded coolant bypass hose	$108.99	+8–15 HP	3–4 hrs	1 yr
#3	TruckTok 4" DPF Delete Race Pipe	4" mandrel-bent DPF/DOC/CAT delete pipe, v-band clamps	$239.00	+20–30 HP	3–5 hrs	1 yr
#4	TruckTok 5" DPF Delete Race Pipe (Competition)	5" mandrel-bent DPF/DOC/CAT delete pipe, v-band clamps	$690.00	+25–35 HP	3–5 hrs	1 yr
#5	TruckTok DPF Delete Pipe & EGR Delete Combo	4"/5" downpipe-back DPF race pipe + EGR valve & cooler delete + coolant bypass hose	$651.99	+35–45 HP	4–5 hrs	1 yr

Budget Pick (Under $110) — Best Value

TruckTok Basic EGR Delete Kit — $85.99

If you want to stop the EGR system from poisoning your engine and you’re on a budget, this is the entry point. The TruckTok EGR Delete Kit (ER-0069) blocks off the EGR valve and cooler using 6061-T6 billet aluminum plates with high-temperature gaskets. It’s a complete kit — no welding, no cutting, no missing hardware

Performance impact: +5-10 HP from eliminating EGR restriction, but the real gains are in reliability. Coolant temps drop 15-25°F, intake air temps drop 30-50°F, and you no longer have carbon soot baking onto your intake valves. For $85.99, the cost-per-horsepower math is ridiculous.

TruckTok EGR Delete Kit w/ Coolant Bypass — $108.99

This 2011-2023 Powerstrokre EGR delete kit includes the same billet aluminum block-off plates as the basic kit, but upgrades the coolant reroute with a pre-molded factory-style bypass hose with quick-connect fittings. Instead of cutting your OEM coolant lines and clamping on brass barbs with worm-gear clamps (the messiest part of a DIY EGR delete), you unplug the factory quick-connect and snap the molded hose into place.

Performance impact: Same +8-15 HP as the basic kit, but the molded hose saves 30-45 minutes of install time and eliminates the #1 source of post-install coolant leaks. 

Compatibility note: Fits 2011-2023 Super Duty. EGT sensor thread size matters — measure your factory EGT sensor before ordering (10mm or 12mm versions available).

Mid-Range Pick ($300-$400) — Best Balance

2011-2023 6.7L Ford powerstroke 4" Cat & DPF Delete Pipe Exhaust

The EGR delete stops the soot from going in. The DPF delete stops it from getting trapped. This 4" DPF delete pipe replaces the DPF, DOC, and CAT in one section — the heaviest, hottest, most restrictive part of the factory exhaust.

Performance impact: +20-30 HP from the drop in exhaust backpressure. EGT reduction: 150-250°F under load — the single most effective mod for keeping your turbo alive during heavy towing. Turbo spool improves by 15-20%. Fuel economy gains of 2-4 MPG are widely reported by owners who combine the pipe with tuning.

Install: 3-5 hours. The DPF bolts to the downpipe and the mid-pipe with v-band clamps. The hardest part is wrestling the 60-pound DPF out from under the truck. A transmission jack or a second set of hands makes this a one-beer job instead of a four-beer job.

Premium Pick ($600+) — Best Performance

2011-2022 6.7L Ford Powerstroke 5" Down-pipe Back DPF Delete Pipe

For trucks with upgraded turbos, bigger injectors, or owners who want maximum flow and maximum sound. The 5" delete pipe provides about 55% more cross-sectional area than the 4" — but on a stock-turbo 6.7 Powerstroke, the turbo outlet is the restriction, not the pipe. You’ll see only 5-10 additional HP over the 4" pipe on a stock turbo. 

Performance impact: +25-35 HP (stock turbo: ~5 HP more than 4"). EGT reduction similar to 4". Sound is the main differentiator — the 5" produces a much deeper bass tone, closer to a semi-truck than a pickup.

This 5" DPF & EGR delete kit combines the DPF delete pipe and the EGR delete into one purchase — no separate orders, no mismatched parts, no missing hardware. The 5" downpipe-back race pipe is T-409 stainless steel, mandrel-bent for maximum flow, and the EGR delete section includes a complete coolant bypass hose instead of plugs, maintaining proper coolant circulation through the engine block.

Performance impact: +35-45 HP combined. Fuel economy jumps from 13-14 MPG (clogged DPF) to 18-19 MPG — that’s a 30-40% improvement that pays for the kit in under 15,000 miles. EGT reduction of 200-300°F under load. Turbo spools faster without the DPF backpressure and without EGR gases diluting the intake charge.

Why this over buying separately: At $651.99 for both systems, you save roughly $90 versus buying the EGR delete kit ($55.99) and the 5" DPF pipe ($690) individually — and more importantly, you get one box with everything matched. The T-409 stainless on the pipe is rated for sustained high-temperature operation and won’t rust out like aluminized steel in salt-belt winters.

A Real Install, Step by Step (Blood, Sweat, and a Hammer)

Here’s the actual process for a 2020+ truck, based on a detailed 10-minute installation walkthrough from Dark Iron Diesel:

Step 1: Flash the tune first. Battery charger connected (5–10 amps minimum). EZ Lynk plugged into OBD-II. Phone connects to EZ Lynk via WiFi. Download and flash tune from cloud. This comes before any hardware removal — the tune disables the sensors, so you don’t throw codes the moment you start unplugging things.

Step 2: EGR removal.

• Drain coolant (driver side only)
• Unplug EGR valve, vacuum pump, and EGR temperature sensor
• Remove EGR cooler (7 bolts, the two at the back are the hardest)
• Install block-off plates with fresh gaskets
• Reconnect coolant hoses to bypass the cooler
• Plug unused vacuum lines

Step 3: DPF/exhaust removal. 

• Drop the spare tire (it blocks access to at least one sensor)
• Unplug 10+ sensors: NOx modules (×2), exhaust temperature sensors (×3), DEF pressure sensor, DEF injector, DEF tank heater, knock sensor, oxygen sensors
• Remove transmission crossmember (the downpipe is wedged between the engine and transmission)
• Remove exhaust back pressure sensor and bracket for access
• Remove two cylinder head studs for additional clearance (blood and sweat)
• Pry the downpipe out of the turbo elbow V-band clamp — “In my experience, they kind of seize in there”
• Install new downpipe, clamp, and 4" or 5" exhaust section
• If you have a fifth-wheel hitch plate, the 5" exhaust pipe will hit it — hammer out a clearance dent

Step 4: Post-install.

• Check all connections, all clamps, all bolts
• Refill coolant
• Start engine, check for leaks, check for codes
• Road test and monitor EGTs

The 2011–2016 trucks are notably easier because the steel body provides more firewall clearance and the downpipe routing is more forgiving. Gen 3 and Gen 4 trucks — especially 2020+ — fight you harder.

Delete vs Repair: The Spreadsheet That Changes Minds

People delete for performance. But the financial case is what often tips the scale:

Scenario	Cost	What It Gets You
OEM EGR cooler replacement	$2,500–$4,000	Same failure-prone design. Will fail again at 80K–120K miles.
OEM DPF replacement	$3,000–$5,000	Filter-only. Doesn’t fix the underlying regen issue. Full SCR system replacement can exceed $8,000.
Complete delete (2011–2016)	~$3,000	Removes all failure-prone emissions equipment. No more regens, no more EGR cooler cracks, no more DEF refills.
Complete delete (2017–2019)	~$3,500	Same benefits. Slight labor premium for aluminum body complexity.
Complete delete (2020–2025)	~$4,000–$5,000	Same benefits. Labor premium for downpipe removal. Tuning limitations for 2023+.

An OEM EGR cooler replacement plus DPF replacement costs $5,500–$9,000. A delete eliminates the risk of both ever failing again.

But the math changes if you’re under warranty. For trucks still under factory warranty, reliability-focused bolt-ons (disaster kit, cold side pipe, CCV upgrade, quality fuel additive) are the smarter play.

The Legal Section You’ll Probably Skip (But Shouldn’t)

State Type	What It Means
California / CARB states	Annual or biennial emissions testing. A deleted truck will fail inspection. Some states also do roadside opacity testing. A deleted 6.7 will roll coal — visible smoke is an automatic fail.
Inspection + emissions counties	If you live in a testing county, a deleted truck won’t pass. If you live in a non-testing rural county, enforcement is effectively zero — no one plugs into your OBD-II port.
Safety-only inspection states (many rural/midwest states)	Inspections check lights, brakes, and tires. No emissions test, no OBD-II scan. A deleted truck passes as long as the CEL is off (tuning handles this).
No inspection states (FL, MI, SC, etc.)	No annual inspection of any kind. No one checks your truck.

Warranty Impact: 

The Magnuson-Moss Warranty Act says a manufacturer can only deny warranty coverage if they can prove your modification caused the failure. In practice, a deleted truck at a Ford dealer will have the powertrain warranty flagged immediately. Because Ford will argue the tune affected the entire drivetrain.

One more thing: If you ever plan to sell the truck, a delete can work for or against you. Private-party diesel buyers often pay a premium for a deleted truck (no emissions headaches). Dealerships will not touch a deleted truck on trade-in. 

Conclusion

A 6.7 Powerstroke delete isn’t a casual weekend project like changing your shocks. It’s a major modification with real consequences — legal, mechanical, and financial. Done right, it transforms a capable but crippled truck into one that breathes freely, runs cooler, and outlasts its factory form by hundreds of thousands of miles.

But done wrong — cheap hardware, no trans tuning, EGR-only without DPF, or on a 2023+ truck without understanding the tuning limitations — it becomes an expensive lesson.

If you’re ready to proceed, TruckTok’s delete kits are the highest-value entry point — precision-machined billet hardware at a fraction of the competitor price. Pair them with a quality tuner, proven tunes, and a DPF delete pipe that fits your generation, and you’ll have a truck that finally performs the way the 6.7 Powerstroke was designed to.

FAQ About Best 6.7 Powerstroke Delete Kit

Q: Do I need to buy a tuner separately? 

A: Yes. Delete hardware and tuning are always separate purchases. The tuner (EZ Lynk Auto Agent, typically) is a one-time hardware cost. The tunes themselves are software files loaded onto the tuner.

Q: Will a delete ruin my transmission? 

A: Not if you run a tune with transmission calibration. Stock transmission tuning expects stock torque management. A delete tune without trans tuning will slip clutches and burn up the torque converter.

Q: Which year 6.7 Powerstroke is the best candidate for a delete? 

A: GTF Motorsports (dozens of 6.7 builds) says 2020–2022 is the sweet spot. Strongest stock internals, fully tunable ECM, 10-speed transmission, and no encrypted ECM headache. Second best: 2015–2016 (simpler install, well-supported tuning).

Q: Is the noise obnoxious after a delete? 

A: With a 5-inch straight pipe? Yes — if you stomp on it. At idle and highway cruise, a well-designed exhaust system (with or without a muffler) is no louder than a stock gas V8 inside the cab. The exhaust brake sounds fantastic — a deep mechanical hiss that’s one of the unexpected joys of a deleted 6.7.

Q: What about the “diesel smell” after delete? 

A: Yes, you’ll smell it. The DPF scrubs out the diesel odor; without it, you get a faint diesel exhaust note at idle and when standing behind the truck. Most owners describe it as “a truck smells like a truck.” If you have respiratory sensitivities, it’s worth experiencing a deleted truck in person before committing.