S300 Ball Bearing Turbonator® VGT for 6.7 Cummins 2007.5–2018 | T4i Bolt-On Upgrade
The Diesel Power Source® S300 Ball Bearing Turbonator® VGT is the only S300-platform variable geometry turbo that bolts directly onto the 2007.5–2018 Dodge Ram 6.7 Cummins T4i exhaust manifold as a factory turbo replacement. This turbo eliminates the factory HE300VG or HE351VE turbo and actuator while retaining exhaust brake, emissions compatibility, and all stock functions. It flows 71% more air than the factory turbo with spool-up that feels immediate.
This is specifically designed for 6.7 Cummins owners upgrading from their factory Holset VGT who want S300-level performance without losing VGT function or emissions compatibility. If your factory turbo has already been deleted, see the Ball Bearing 3rd Gen Swap Kit instead.
Is This the Right Turbo for Your 6.7 Cummins?
| Feature | This Product (S300 BB VGT) | HE300VG Replacement | 3rd Gen Swap Kit |
|---|---|---|---|
| Platform | S300 (BorgWarner) | Holset HE-series | S300 (BorgWarner) |
| Manifold | Uses factory T4i manifold | Uses factory manifold | Includes new 2-piece manifold |
| VGT / Exhaust Brake | Yes (Turbonator® VGT) | Yes (factory-style VGT) | Optional (Turbonator® upgrade) |
| Emissions Compatible | Yes | Yes | Requires emissions removal |
| Ball Bearing | Standard (dual ceramic) | No (journal bearing) | Optional upgrade |
| Airflow vs Stock | 71% more | Up to 30% more (70mm option) | Varies by stage |
| HP Gains | 10–25% | Up to 10% | 12–18% |
| Best For | Max performance with VGT retained | Stock replacement with mild upgrade | Deleted trucks, turbo overhaul |
| Starting Price | $3,789 | $2,995 | $2,099 |
Choose this turbo if: You want the most powerful bolt-on turbo upgrade available for the 6.7 Cummins that retains VGT function, exhaust brake, and emissions compatibility. This is the only S300 VGT that fits the factory T4i manifold location.
What Makes This Different from a Modified OEM VGT
The Diesel Power Source® Turbonator® VGT is not a modified Holset turbo. It is an entirely new, patented variable geometry turbocharger built on the S300 platform from scratch. Unlike modified factory VGTs (such as the Fleece Cheetah or BD Screamer, which reuse stock Holset housings and components), the Turbonator® uses aerospace-grade stator technology in a purpose-built housing that flows significantly more air and exhaust than any factory-sized VGT.
The S300 platform allows the Turbonator® to achieve a boost-to-drive pressure ratio approaching 1:1, which is virtually impossible with factory Holset VGT housings due to their smaller internal geometry. The result is lower drive pressures, lower EGTs, and more usable power across the entire RPM range.
Key Specifications
- Dual Ceramic Ball Bearing — 150–200 RPM faster spool than journal bearing equivalents
- Patented Turbonator® VGT — Variable geometry with exhaust brake retained
- DPS Race Compressor Housing — Flows 9% more air than standard compressor housing
- 71% More Airflow Than Stock — CFD tested and validated
- 10–25% HP Gains — Depending on truck modifications and fueling
- Patented Ball Bearing Unison Ring — DPS-exclusive bearing design
- T4i Flange — Bolts directly to factory 6.7 Cummins exhaust manifold
- Emissions Compatible — Works with or without factory emissions equipment
What's Included
- DPS S300 Ball Bearing Turbocharger with Turbonator® VGT exhaust housing
- DPS Race Compressor Housing (polished)
- Dual ceramic ball bearing cartridge
- Electronic VGT actuator with exhaust brake function
- Patented ball bearing unison ring
- Installation hardware
Not included: Exhaust manifold (uses your existing factory T4i manifold). For a complete turbo + manifold upgrade, see the S300 VGT Ball Bearing Turbo & Manifold Package.
Emissions Compatible
This turbo works with or without factory emissions equipment. The Turbonator® VGT retains full exhaust brake function and integrates with the factory ECM for proper boost control. EGR, DPF, and all factory systems can remain intact. Diesel Power Source® does not provide emissions delete components.
Key Features
- Direct Bolt-On to Factory T4i Manifold — No manifold change needed
- Retains Exhaust Brake — Turbonator® VGT provides full variable geometry exhaust braking
- Emissions Compatible — Works with factory EGR, DPF, and all stock systems
- 71% More Airflow — CFD tested, dramatically outflows any modified OEM VGT
- Ball Bearing Standard — Every unit ships with dual ceramic ball bearings
- Race Compressor Housing — 9% more airflow than standard compressor housing
- Eliminates Factory Turbo and Actuator — No more expensive Holset actuator replacements
- Not a Modified Holset — Entirely new patented design built on S300 platform
- Compound Compatible — Can be used as the high-pressure turbo in a compound setup
Fitment
This S300 Ball Bearing Turbonator® VGT fits 2007.5–2018 Dodge Ram 2500 and 3500 trucks with the 6.7L Cummins engine and factory T4i exhaust manifold. Replaces factory HE300VG and HE351VE turbochargers.
Fits truck years: 2007.5, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018.
Related 6.7 Cummins Turbo Products
- S300 VGT Ball Bearing Turbo & Manifold Package (This Turbo + Manifold)
- HE300VG Stock Replacement Turbo (Factory-Style VGT, Lower Cost)
- HE300VG Turbo & Manifold Package
- 3rd Gen Swap Kit (Deleted Trucks, Includes Manifold)
- Ball Bearing 3rd Gen Swap Kit (Deleted, Ball Bearing)
- Complete 6.7 Compound Turbo Kit
- T4i Exhaust Manifold for 6.7 Cummins
- S363/68/VGT Ball Bearing-420 Max HP- Stg 3.5
- S363/73/VGT Ball Bearing- 530 Max HP- Stg 4.5
- S366/73/VGT Ball Bearing- 650 Max HP- Stg 7.5
S300 6.7 VGT Frequently Asked Questions
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. This turbo works with or without factory emissions equipment. The EGR, DPF, and all factory systems can remain intact. It integrates with the factory ECM for proper boost control. Diesel Power Source® does not provide emissions delete components.
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 provides full variable geometry exhaust braking. Unlike the 3rd gen swap kit which uses a fixed-geometry turbo and loses the factory exhaust brake, this turbo retains exhaust brake function as part of the Turbonator® VGT design.
The HE300VG replacement is a factory-style Holset VGT turbo with mild performance upgrades (up to 30% more flow with the 70mm option). This S300 Ball Bearing Turbonator® VGT is an entirely different platform — it flows 71% more air than stock, uses dual ceramic ball bearings for faster spool, and is built on the S300 BorgWarner platform with DPS patented stator technology. If you want a stock-like replacement, choose the HE300VG. If you want maximum performance with VGT retained, choose this turbo.
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)
Yes. This is the only S300 VGT turbo that bolts directly onto the factory T4i exhaust manifold on 2007.5–2018 6.7 Cummins trucks. No manifold change is needed. It replaces the factory HE300VG or HE351VE turbo and actuator. If you want to upgrade the manifold at the same time, see the Turbo & Manifold Package.
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.
1 Review
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S300 Turbo VGT
Been lookin for a bolton VGT for my S300 turbo. Nice spool up, exhaust brake, all the bells and whistles. Great guys at DPS to work with.
