Cylinder Heads
Diesel Cylinder Heads for Powerstroke, Cummins & Duramax
A failed cylinder head is one of the most expensive repairs a diesel truck owner faces — and doing it twice because the replacement head wasn’t built right is worse. Every cylinder head at Power Stroke Products starts from a new casting, not a remanufactured core. Each one is pressure-tested, surface-ground flat, and fully assembled with new valves, springs, and seals before it ships.
We stock heads for Powerstroke 6.0L, 6.4L, 6.7L, and 7.3L; Cummins 5.9L 12-valve, 24-valve, and Common Rail; Cummins 6.7L; and Duramax 6.6L — across a range of configurations from stock replacement to built performance setups.
How to choose the right head for your build
6.0L Powerstroke: confirm your dowel size first. The 2003–2005 6.0L uses 18mm dowels. Most 2005.5–2007 engines use 20mm. Ordering the wrong head creates fitment problems that cost time and money. Check your existing head or call us before you order — it’s the most common mistake on 6.0 builds.
Bare vs. loaded. A bare head ships without valvetrain components and is meant for shops supplying their own hardware. A loaded head arrives fully assembled — valves, springs, seals, and guides installed — and is ready to bolt on. Loaded is the right call for most street, tow, and performance applications.
O-ringed sealing surface. On turbocharged, towing, or tuned builds, an O-ringed head keeps combustion pressure in the cylinder rather than allowing it to migrate into the coolant. Pair with an MLS head gasket for maximum sealing. Required on high-boost builds; highly recommended for heavy towers.
Valve spring spec. OEM-rate springs handle stock and mildly tuned trucks. Heavy-duty springs are the right choice for compound turbo setups, aggressive tunes, and any build that sees sustained high RPM. Valve float causes damage that doesn’t show up immediately — spec the springs for the application.
Not sure which configuration is right for your truck? Call us at 512-355-2999 before the engine is apart.
