S300 Turbo for 6.7 Cummins 2007.5 - 2018 T4i Ball Bearing Turbonator® VGT

The Diesel Power Source® 6.7 Cummins Ball Bearing VGT is the only true S300-based VGT replacement turbo on the market. Unlike modified factory turbos, this unit is engineered from the ground up with a performance S300 platform and a patented Turbonator® VGT system, delivering faster spool, lower EGTs, and significantly improved durability. If you are looking for a turbo that can tow harder, last longer, and make more power without sacrificing drivability, this is the upgrade designed to solve the known limitations of factory Holset VGT turbos.

All of these three codes all point to the VGT (variable geometry turbocharger) system on the 6.7L Cummins. P003A means the actuator's position has exceeded its learned limit — the ECM commanded a vane position the actuator couldn't reach or hold. P2262 means boost pressure was not mechanically detected when expected, indicating an actuator problem, stuck vanes, boost leak, or physical turbo damage. P226C means the VGT position relearn was never completed after a turbo or actuator replacement, so the ECM can't accurately control vane position. Each code has a distinct cause and requires a different starting point for diagnosis.

The factory 6.7 Cummins VGT is a variable geometry turbocharger that uses an electronic actuator to control vane position, providing good drivability and integrated exhaust braking at the cost of complexity and actuator-related failure modes. The S300 T4i is a fixed geometry turbo with a T4i exhaust flange designed for the 4th gen engine bay — simpler mechanically, with no actuator to fail, but without the variable geometry spool characteristics or factory exhaust brake function. The S300 T4i is typically used on deleted trucks as part of a 3rd gen swap configuration, while the Turbonator® VGT is the preferred upgrade path for emissions-equipped trucks that need to retain exhaust braking and factory functionality.

Yes, when the codes are caused by actuator failure or worn VGT internals — which covers the majority of P003A, P2262, and P226C cases. The Turbonator® VGT replaces the entire turbo assembly including the actuator, eliminating the failed components entirely. After installation the VGT relearn procedure must be performed with a scan tool so the ECM can establish the new actuator's range of travel. Once complete, the codes will not return as long as the rest of the charge air system — piping, boots, intercooler, and exhaust manifold — is in good condition.

Yes. The Turbonator® VGT is a direct bolt-in replacement that retains the variable geometry mechanism and its electronic actuator interface, so exhaust brake function, tow/haul mode, and all factory ECM control logic work exactly as designed. This is a significant advantage over fixed-geometry turbo conversions, which eliminate exhaust braking entirely. For trucks used in heavy towing or mountain driving, keeping the VGT platform and upgrading within it is often the right call.

Yes. An S300 VGT turbo provides:

• Higher airflow capacity
• Better efficiency
• Improved durability

Yes. This turbo is one of the best options for towing because it:

• Maintains low EGTs
• Improves boost response under load
• Retains full exhaust brake functionality

Yes. The Turbonator® VGT system is specifically designed to prevent the sticking and failure commonly seen in factory VGT turbos by using a ball-bearing unison ring instead of a sliding mechanism.

Depending on the configuration:

• Up to ~420 HP (S363/68)
• Up to ~530 HP (S363/73)
• Up to ~650 HP (S366/73)

The DPS 3rd Gen Swap Kit for 6.7 Cummins is designed to fit both 2007.5–2012 and 2013–2018 Ram 2500 and 3500 trucks. The kit replaces the factory VGT system with a fixed-geometry S300 turbo and includes a new T4i exhaust manifold, all piping, and mounting hardware specific to the 4th gen engine bay. This is the correct path for deleted 6.7 trucks or performance builds where the factory VGT system is being retired entirely. For trucks that need to retain emissions equipment, the Turbonator® VGT or Add-a-Turbo kit are the correct alternatives.

An S366 on a 6.7 Cummins with quality tuning and supporting fuel modifications supports 550 to 650 HP. The S369 pushes that ceiling toward 700 to 775 HP with more aggressive fuel work. The 6.7 responds well to increased airflow and tuning, but the factory fuel system — particularly the CP4 high-pressure pump on 2011 and later trucks — becomes a limiting factor at higher power levels. Addressing fuel system reliability with a CP3 conversion or supplemental lift pump is recommended for builds targeting 600 HP and above. For power beyond 700 HP, compound turbos are a more efficient path than pushing a single S300 to its limits.