6.7 Powerstroke Crankcase Oil Separator Filter Assembly – Ford PC3Z-6A785-A

Genuine Ford OEM Closed Crankcase Ventilation (CCV) / Oil Separator Assembly for the 6.7L Powerstroke.

The PC3Z-6A785-A is the current-generation Ford oil/air separator designed for 2023–2025 (and many 2026) Super Duty trucks. It is also the preferred upgrade for 2011–2022 6.7L Powerstroke owners replacing the older filter-media style units that are more prone to clogging and elevated crankcase pressure.

Key Benefits

• Effectively separates oil mist from crankcase blow-by gases before they re-enter the intake
• Helps prevent oil contamination of the turbocharger, intercooler, EGR system, and intake tract
• Built-in check valve design reduces oil blow-by and helps control crankcase pressure
• No internal serviceable filter element to restrict flow or clog over time (baffle + check valve design)
• Supports cleaner engine operation, reduced oil consumption symptoms, and better long-term reliability

Fitment

• OEM application: 2023–2025 Ford F-250 / F-350 / F-450 / F-550 Super Duty 6.7L Powerstroke
• Recommended upgrade: 2011–2022 6.7L Powerstroke Super Duty trucks (replaces earlier DC3Z and GC4Z-style assemblies)   It is widely considered a highly recommended upgrade for the 2011–2022 6.7L models because it completely redesigns how crankcase gases are managed, effectively eliminating the primary failure points of the older units.

Notes: Not for Cab & Chassis applications. Some 2025–2026 trucks with a factory crankcase pressure sensor on the CCV housing may require verification before ordering. Early trucks that originally had a sensor connector can often reuse the sensor end of the old unit if needed.

This is a complete assembly — no separate filter element required. Direct replacement for the factory CCV location with proper sealing and fitment.

Other Names: Oil/Air Separator, Crankcase Ventilation Filter, Separator Assembly – Oil, Engine Crankcase Vent Valve

Ideal for trucks showing signs of a restricted CCV (increased oil consumption with no external leaks, oily residue in the intake/turbo inlet, excessive crankcase pressure, or more frequent DPF loading).