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DPS Ball Bearing 3rd Gen Swap Kit - 6.7 Cummins 2007.5 - 2018 Ram
Choose Options$2,649.00 - $4,699.00 -
3rd Gen Swap Kits for 6.7L Cummins
2nd Gen Swap Alternative for the 6.7 Cummins: DPS 3rd Gen Swap Kits
For deleted 2007.5-2018 Ram 2500/3500 trucks. The turbo stays in the factory location and bolts to your stock piping.
If you are researching a 2nd gen swap for your 6.7 Cummins, the Diesel Power Source® 3rd Gen Swap Kit gets you to the same place with far less work. A traditional 2nd gen swap moves the turbo to a new location, which means new intercooler, intake, and exhaust piping. The 3rd Gen Swap Kit replaces the factory T4i manifold and VGT turbo with a DPS exhaust manifold and a T3 or T4 flange turbo built on the S300 or S400 platform, and the turbo stays in the factory location. Your factory intercooler, intake, and exhaust piping stay compatible, and installation typically takes about 3 hours on a truck that has already been deleted.
Shop 3rd Gen Swap Kits
- 3rd Gen Swap Kit for 2007.5-2018 6.7 Cummins
- Ball Bearing 3rd Gen Swap Kit for 2007.5-2018 6.7 Cummins
- Guide: 2nd Gen Swap vs. 3rd Gen Swap on the Cummins
Factory Turbo Location
Bolts to the stock intercooler, intake, and exhaust piping
About a 3-Hour Install
On a truck that has already been deleted
No Factory VGT to Stick
Removes the source of P003A, P2262, P226C, P00AF, and P0299 codes
S300 and S400 Options
Fixed-geometry or Turbonator® VGT, with a ball bearing upgrade available
3rd Gen Swap vs. 2nd Gen Swap on a 6.7 Cummins
- Turbo location: A 2nd gen swap relocates the turbo. The 3rd Gen Swap Kit keeps it in the factory position.
- Piping: A 2nd gen swap requires rerouted or fabricated intercooler, intake, and exhaust piping. The 3rd Gen Swap Kit uses your factory piping.
- Install time: The 3rd Gen Swap Kit typically installs in about 3 hours on a deleted truck. A 2nd gen swap involves significant fabrication.
- Cost: With no new piping to buy or fabricate, the 3rd Gen Swap Kit is the lower-cost path to an S300 or S400-based turbo on a 6.7 Cummins.
- Manifold: Every DPS manifold is CFD-tested, cast from High Silicon Molybdenum Ductile iron (HSMD), and uses a multi-piece expansion joint design to handle heat cycling on the long six-cylinder Cummins.
What a 3rd Gen Swap Fixes on a 6.7 Cummins
Removes the Factory VGT
The factory HE351VE (2007.5-2012) and HE300VG (2013-2018) turbos control boost with movable vanes and an electronic actuator. Carbon buildup, actuator wear, and oil coking eventually cause Stuck Turbo Syndrome. The 3rd Gen Swap Kit replaces that VGT system with a DPS turbo, so the factory vanes and actuator are no longer part of the truck.
More Airflow Than Stock
The factory 6.7 Cummins turbo flows roughly 58-65 lb/min. Every DPS S300 configuration flows more than that, starting at about 76 lb/min for the S362 and reaching about 95-98 lb/min for the S369. More airflow supports more power and lower EGTs under load.
Keeps Your Factory Piping
Because the turbo stays in the factory location, the stock intercooler, intake, and exhaust connections carry over. No cutting, welding, or custom piping.
Turbonator® VGT and Ball Bearing Options
The Turbonator® VGT typically spools 200-300 RPM sooner than a fixed turbine housing of the same size, and the electronic version adds exhaust brake capability. The ball bearing CHRA upgrade spools approximately 200 RPM sooner than a journal bearing turbo of the same size.
How to Choose Your Swap Kit Turbo Size
Towing and Daily Driving (375-575 RWHP)
S363/68/.70 (375-525 RWHP) or S363/73/.80 (400-575 RWHP). On the 6.7 Cummins the 73mm turbine spools well and leaves more headroom, so the S363/73/.80 is the more common choice.
Towing and Performance (450-650 RWHP)
S366/73/.80. The most requested S300 size for combined towing and performance builds.
Maximum S300 Airflow (500-750+ RWHP)
S369/73/.80. Built for performance and competition. The ball bearing upgrade is recommended at this size. For heavy towing at high power, the S366 or a compound kit is usually the better fit.
HP ranges are approximate rear wheel horsepower and vary with tuning, fueling, and supporting modifications. Head studs are recommended above 48 PSI of boost on 2007.5-2018 trucks. Not sure which size fits your build? Call 801-930-8404 or email sales@dieselpowersource.com.
Fitment
- 2007.5-2009 Dodge Ram 2500/3500 6.7L Cummins
- 2010-2012 Dodge Ram 2500/3500 6.7L Cummins
- 2013-2018 Ram 2500/3500 6.7L Cummins
- Select your model year at checkout
Install Notes
- For trucks that have already been deleted. Diesel Power Source® does not sell emissions delete components.
- Tuning is the owner's responsibility. DPS does not sell tuners or tuning.
- Typical install time is about 3 hours on a deleted truck.
- Electronic Turbonator® VGT exhaust brake: to use the factory exhaust brake button, the factory turbo should not be electronically deleted in the tune. Confirm your tune setup with DPS before ordering.
Ready to upgrade? Shop the 3rd Gen Swap Kit or the Ball Bearing 3rd Gen Swap Kit. Still running emissions equipment? See HE300VG replacement turbos and Turbonator® VGT upgrades. Planning twin turbos? See compound turbo kits. Free shipping on orders over $350.
Cummins is a registered trademark of Cummins Inc. Diesel Power Source® is not affiliated with Cummins Inc.
3rd Gen Turbo Swap Kits - FAQs
A 3rd gen swap kit allows you to install modern 3rd generation Cummins turbo technology (2003-2007 design) onto your older 2nd generation truck (1994-2002), replacing the factory VGT setup.
Why upgrade to 3rd gen turbo design?
- Better manifold design: Improved flow characteristics and less prone to cracking than 2nd gen manifolds
- More turbo options: Access to wider variety of modern turbos and upgrade paths
- Compound turbo capability: Easier path to compound setups with 3rd gen manifold design
- Improved performance: Better spool characteristics and more efficient airflow
- Future-proofing: As 2nd gen parts become scarce, 3rd gen options remain abundant
This is especially popular for 1998.5-2002 24-valve trucks looking to modernize their turbo systems.
Our 3rd gen swap kits are truly complete—everything you need for the conversion:
- ✓ 3rd gen style turbocharger (size based on kit selected)
- ✓ 3rd gen exhaust manifold with proper mounting
- ✓ Turbo pedestal adapter (mounts turbo to manifold)
- ✓ All gaskets and O-rings
- ✓ Mounting hardware (bolts, studs, clamps)
- ✓ Oil feed and drain lines with proper fittings
- ✓ Downpipe or V-band adapter
- ✓ Installation instructions with photos
You will NOT need to:
- Hunt for adapter plates or custom fabricate mounts
- Source individual components from multiple suppliers
- Worry about compatibility between parts
Everything is engineered to work together and bolt into your 2nd gen chassis.
Our 3rd gen swap kits are designed for:
- 1998.5-2002 5.9L 24-valve (VP44): Most popular application. Direct bolt-in with kit components.
- 2003-2007 5.9L Common Rail: Factory uses 3rd gen manifold, but our kits allow turbo upgrades with proper mounting.
- 1994-1998 5.9L 12-valve: Possible but requires additional modifications (different oil drain, possibly exhaust work). Contact us for specifics.
Important considerations:
- Automatic vs. manual transmission affects downpipe routing
- Exhaust brake presence affects turbo selection
- Aftermarket headers or exhaust may require additional adapters
Each product page lists specific fitment details. Not sure? Send us your truck specs (year, engine, trans, current mods) and we'll confirm compatibility.
Power gains depend on which turbo size you choose and your supporting modifications:
- S300-based kits (S362, S366): 400-550 HP with proper tuning and fueling
- S400-based kits (S472, S475): 600-800+ HP (requires big injectors, dual CP3s, built trans)
- VGT-based kits: 350-450 HP with excellent street manners
Beyond just peak horsepower, you'll notice:
- Faster turbo spool and better throttle response
- 150-250°F lower EGTs when towing
- Smoother power delivery
- Better low-end torque (especially with properly sized turbo)
- Reduced smoke at part throttle
The real benefit isn't just peak power—it's having a modern, efficient turbo system that makes your 2nd gen feel like a completely different truck.
Moderate to advanced skill level required. This is more involved than a direct replacement turbo.
Installation time:
- Experienced DIY: 8-12 hours
- First-time installer: 12-16 hours (plan for a full weekend)
- Professional shop: 6-8 hours ($900-1,400 typical labor)
Why it takes longer than standard turbo swap:
- Removing old 2nd gen manifold and turbo completely
- Installing new 3rd gen manifold with different bolt pattern
- Routing oil lines differently (3rd gen has different connections)
- Adapting downpipe to new turbo outlet
- Ensuring proper clearance with engine bay components
Tools needed: Full socket/wrench set, jack and stands, penetrating oil, torque wrench, possibly cutting/grinding tools for downpipe work.
Our kits include detailed photo instructions. We also offer phone/email tech support during your install.
Yes, tuning is essential for optimal performance and safety.
Your stock ECU programming doesn't account for the increased airflow capability of the new turbo. Without proper tuning:
- You won't see the full power potential
- Truck may smoke excessively
- Drivability can be poor (surge, lag, rough power delivery)
- EGTs may not be properly managed
Tuning options for 2nd gen trucks:
- VP44 trucks (98.5-02): Smarty, Quadzilla, TST PowerMax, or custom tuning via SCT/Diablosport
- Common Rail (03-07): EFILive, H&S Mini Maxx, SCT, or Smarty
We recommend working with a tuner experienced with 3rd gen swap setups. They'll optimize boost levels, fueling, and timing for your specific turbo configuration.
