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Editor

Wes Calloway

Editor of powerstroke.parts — Ford Power Stroke parts, fitment, and diagnosis for the 7.3, 6.0, 6.4 and 6.7.

Everything published here is written and maintained under one byline, and it is aimed at one reader: the person who owns a Ford Super Duty with a Power Stroke in it and would rather understand the truck than be sold to.

That means the work starts with fitment. A part that is right for a 1999–2003 7.3 is frequently wrong for a 2003–2007 6.0 and has nothing to do with a 2011+ 6.7, so every reference page on this site is organised engine-by-engine before it is organised by brand. It means diagnosis comes before shopping — a page about injectors should tell you how to find out whether an injector is actually your problem, because the cheap failures that mimic a bad injector are far more common than bad injectors. And it means saying when a part is not worth the money, which is the only reason a parts recommendation is worth anything.

The other half of the job is availability. Listings die, sellers go out of stock, and part numbers supersede. Availability here is re-checked daily and shown honestly, including when the answer is "currently unavailable."

What gets covered here

  • Injectors & fuel systems

    HEUI vs. common-rail, contribution/balance-rate testing, CP4.2 failure and filtration, filter part numbers and intervals.

  • Turbos & airflow

    VGT operation and sticking, boost leaks, intercooler plumbing, intakes and filtration — and what genuinely changes airflow versus what only sounds like it does.

  • Top end & cooling

    Head studs vs. TTY bolts, 6.0 head-gasket configurations, EGR and oil coolers, coolant service.

  • Fitment & generations

    Super Duty bodies mapped to the 7.3, 6.0, 6.4 and 6.7 — the reference that decides whether any of the above fits your truck.

  • Tuning & supporting mods

    Canned vs. custom tuning, EGT and transmission-temp headroom, and the parts that have to be in place first.

Editorial standards

Every page on this site is held to the same six rules. They exist because diesel parts are expensive and wrong information costs real money.

  1. 1 No invented part numbers or specifications. If a number can't be sourced from a verifiable reference, the page says "verify against your model year" instead of guessing. Pages that would require fabricated data don't get published.
  2. 2 No prices in editorial. Amazon pricing is only ever shown by Amazon, on Amazon; eBay listing prices are shown live by eBay. Nothing on this site quotes a dollar figure from memory, and nothing here speculates about what a part "should" cost.
  3. 3 Diagnosis before the shopping cart. Where a part is expensive, the page covers how to confirm the fault first — including the cheaper failures that imitate it.
  4. 4 Honest availability. Every listing is re-checked daily; dead and out-of-stock parts are flagged, not quietly hidden or swapped for something that doesn't fit.
  5. 5 Disclosed monetisation. This site earns affiliate commissions from Amazon Associates and the eBay Partner Network, and it earns display-ad revenue. No one pays for placement or for a ranking, ever.
  6. 6 Corrections are made in place. When something here is wrong, it gets fixed on the page and the update date moves — see the corrections note below.

About this byline

Wes Calloway is the pen name the powerstroke.parts editorial desk publishes under. It's one consistent byline and one consistent standard for everything on this site — stated plainly here rather than hidden behind an anonymous "Team" credit.

Corrections

Found something wrong — a part number, a fitment year, a procedure? Send it to the contact page. Corrections are made on the page itself and the "Updated" date moves, rather than being quietly patched or left to rot. How the site makes money, and how parts get picked, is set out on the about page.

Published under this byline

19 reference pages, guides, and lists — newest first.