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Turbonator ® VGT / VNT Variable Geometry Turbine Housing Only
Choose Options$1,849.00 - $2,789.00
4th Gen 6.7 Cummins | 2007.5 – 2012
2007.5-2012 6.7 Cummins Performance Parts | Fourth Gen Dodge/Ram
Modern Power Plant with Serious Performance Potential
The 2007.5-2012 6.7L Cummins introduced a larger displacement platform with variable geometry turbocharging and advanced emissions equipment.
This generation offers exceptional power potential (450-800+ HP), refined operation, and strong reliability when properly modified. Our performance parts deliver 200-300°F cooler EGTs, maintain or enhance factory features like exhaust brake, and unlock the serious capability this engine was designed for in the fourth-generation Dodge/Ram chassis.
6.7L Displacement
More cubic inches for serious torque and power
200-300°F Cooler EGTs
Critical thermal management for reliability
4th Gen Fitment
Direct-fit for 2007.5-2012 Ram chassis
VGT or Fixed Options
Keep exhaust brake or go maximum power
2007.5-2012 6.7 Cummins Platform Specifications
- Engine code: ISB 6.7L (408 cubic inches), 24-valve common rail
- Fuel system: Bosch high-pressure common rail (26,000-29,000 PSI), single CP3 injection pump (2007.5-09) or CP4 (2010-12)
- Factory power: 350 HP / 650 lb-ft (2007.5-09), 350-370 HP / 660-800 lb-ft (2010-12)
- Stock turbo: Holset HE351VE or HE300VG variable geometry turbo
- Chassis: Dodge/Ram 2500/3500 fourth generation (2009-2018 body style, 2007.5-2009 used 3rd gen body)
- Transmissions: 68RFE 6-speed automatic or G56 6-speed manual
- Emissions: Full EPA 2007 compliance (DPF, EGR, SCR/DEF on 2010+)
Popular Upgrade Paths for 2007.5-2012 6.7 Cummins
Daily Driver / Moderate Towing (450-550 HP)
VGT turbo upgrade or S300 single + EFILive + 5" exhaust. Keep exhaust brake or gain response. 150-200°F cooler EGTs.
Heavy Towing / Performance (550-700 HP)
S400 single or S300/S400 compounds + custom EFILive + injectors + built 68RFE. Serious capability, 200-250°F cooler EGTs.
Competition / High Power (700-1000+ HP)
S400/S400 compounds + dual CP3 + big injectors + built trans + studs. 250-300°F cooler EGTs even at extreme power.
Why 6.7L Platform Excels: The larger 6.7L displacement provides significantly more torque than the 5.9L, making it exceptional for heavy towing and high-power builds. The variable geometry turbo can be upgraded to maintain factory features like exhaust brake, or swapped to fixed-geometry for ultimate power. This is the most capable modern Cummins for serious performance.
Shop by component: Turbo Systems | Exhaust Manifolds | Compound Kits | Turbonator® VGT Upgrades
Dodge Cummins 4th Gen (2007.5–2012) FAQs
The 6.7L brought larger displacement and modern emissions technology to the Cummins platform.
Major improvements over 5.9L:
- Displacement: 6.7L (408 cubic inches) vs. 5.9L (359 cubic inches). 14% more displacement = more torque and power potential.
- Block design: Stronger casting, thicker walls, designed from the start for higher cylinder pressures
- Variable geometry turbo: Factory VGT provides excellent response and maintains exhaust brake functionality
- Factory power: 350-370 HP / 650-800 lb-ft stock (significantly more than 5.9L)
- Emissions: Full DPF, EGR, SCR/DEF (2010+) compliance from factory
6.7L advantages for performance:
- More displacement = more air capacity = higher power ceiling (800-1000+ HP possible)
- Stronger internals from factory (forged rods, better pistons)
- Better head flow characteristics
- Advanced fuel system supports extreme power
- Factory VGT can be upgraded for 500+ HP while keeping exhaust brake
Why 6.7L is preferred for serious builds:
- Highest power potential of any Cummins platform
- Strong factory components reduce need for internal upgrades
- Excellent torque for heavy towing (800 lb-ft stock in later years)
- Responds incredibly well to turbo upgrades and tuning
6.7L supports wide range of turbo options; choice depends on goals and emissions needs.
VGT turbo upgrades (keep exhaust brake and factory features):
- Turbonator® VGT or similar upgraded VGT: Enhanced variable geometry turbo
- Power range: 450-550 HP reliably
- Benefits: Keeps exhaust brake, tow/haul mode, emissions compatibility, 125-175°F cooler EGTs
- Best for: Daily drivers, heavy towers who need exhaust brake, emissions-compliant builds
- Supporting mods: EFILive tuning, 5" exhaust, intake
Fixed-geometry S300 singles (better response, more power potential):
- S362, S366, S369: Excellent for 500-650 HP
- Benefits: Quick spool, 175-225°F cooler EGTs, clean power, no VGT complexity
- Limitation: Lose exhaust brake and VGT features
- Best for: Performance builds, don't need exhaust brake, want simplicity
S400 singles (high power):
- S472, S475, S480: For 650-800 HP builds
- Benefits: Massive airflow, handles big fueling, excellent for competition
- Limitation: Noticeable lag below 2000 RPM, better for dedicated use
- Best for: Drag racing, sled pulling, extreme performance
Compound turbo systems (ultimate solution):
- S300/S400 or S400/S400 compounds: For 700-1000+ HP
- Benefits: Zero lag, 200-300°F cooler EGTs, massive power that's drivable daily
- Best for: Serious towing (25k+ lbs), competition, high-HP street trucks
- Supporting mods: Dual CP3, big injectors, built 68RFE, studs, everything
Depends on whether you value exhaust brake and emissions compliance vs. ultimate power.
VGT turbo upgrade pros:
- ✓ Keeps exhaust brake (critical for safe towing on mountain grades)
- ✓ Maintains tow/haul mode integration
- ✓ Emissions equipment compatible (can pass testing where required)
- ✓ Excellent low-end response (VGT closes vanes for quick spool)
- ✓ Good for 450-550 HP reliably
- ✓ Stock-like drivability
VGT turbo upgrade cons:
- ~ More expensive than fixed-geometry
- ~ Power limited to ~550 HP (VGT vanes become restriction above this)
- ~ Requires VGT-specific tuning
- ~ Vanes can carbon up over time (especially with emissions equipment)
Fixed-geometry (S300/S400) pros:
- ✓ Higher power ceiling (600-900+ HP depending on size)
- ✓ No moving vanes to carbon up or fail
- ✓ Simpler, more reliable at high power
- ✓ Less expensive than VGT upgrades
- ✓ Easier to tune (no VGT control needed)
Fixed-geometry cons:
- ~ Lose exhaust brake completely
- ~ No tow/haul VGT integration
- ~ Won't pass emissions testing (requires delete in most cases)
- ~ Larger singles have more lag than VGT
Who should choose VGT upgrade:
- Daily drivers who tow heavy regularly
- Need exhaust brake for mountain driving safety
- Want to keep emissions equipment (legal concerns)
- 450-550 HP is plenty for your needs
Who should choose fixed-geometry:
- Targeting 600+ HP builds
- Don't tow heavy or don't need exhaust brake
- Already deleted emissions or plan to
- Want simplicity and maximum power potential
EGT improvements: 150-300°F depending on turbo choice and power level.
Stock VGT baseline (with tuner added):
- Towing 20,000 lbs up 6% grade with 500 HP tune: 1,225-1,325°F
- VGT helps but still runs warm with aggressive tuning and heavy loads
After upgraded VGT (Turbonator® or similar):
- Same load, same tune: 1,075-1,175°F (125-175°F cooler)
- Better vane design, improved flow = lower temps
- Keeps exhaust brake functionality
After S366 or S369 fixed-geometry single:
- Towing 22,000 lbs, 550 HP: 1,050-1,150°F (175-225°F cooler than stock)
- More airflow capacity = cleaner burn, lower temps
After S300/S400 or S400/S400 compounds:
- Towing 28,000 lbs, 700+ HP: 1,000-1,100°F (225-300°F cooler)
- MORE load, MORE power, yet dramatically cooler operation
- This is why compounds dominate serious 6.7L towing builds
Why EGT control matters for 6.7L:
- 6.7L makes more power (more fuel) than 5.9L; needs more air
- High cylinder pressures at elevated EGTs stress head gasket
- Turbo upgrade essential for safe power increases
- Lower EGTs extend engine and turbo component life
Safe EGT guidelines for 6.7 Cummins:
- Cruising: Under 1,000°F ideal
- Towing: 1,000-1,200°F acceptable
- Max short bursts: 1,300°F for passing (brief)
- Danger zone: Sustained 1,350°F+ risks damage
6.7L generally reliable but has specific issues to address.
CP4 injection pump failure (2010-2012 trucks):
- Issue: CP4.2 pump prone to catastrophic failure (sends metal debris through entire fuel system)
- Cost to repair: $8,000-15,000 (pump, injectors, fuel lines, tank cleaning)
- Prevention: Dual CP3 conversion ($2,000-3,500) eliminates CP4, adds power capability
- Note: 2007.5-2009 have reliable CP3, not affected
Emissions system issues:
- DPF clogging: Regeneration cycles, potential failures ($1,500-3,000 to replace)
- EGR cooler failure: Coolant leaks into intake ($800-2,000)
- DEF system (2010+): Heater, sensor, injector failures ($500-2,000)
- Reality: Many owners delete emissions for reliability and performance
Transmission issues (68RFE automatic):
- Torque converter shudder: Common issue, especially with tuning
- Clutch pack wear: Stock 68RFE weak with 500+ HP
- Solution: Built 68RFE for serious power ($4,000-10,000)
- G56 manual: Generally reliable to 600-700 HP, may need clutch
Exhaust manifold cracking:
- Issue: Stock manifolds can crack (less common than 5.9L but still happens)
- Solution: Performance manifold (included in our turbo kits)
Lift pump:
- Issue: Stock system marginal for high-power builds
- Solution: Aftermarket lift pump for reliability ($500-800)
Grid heater:
- Issue: Grid heater element or relay can fail
- Solution: Replacement or delete with block heater ($100-400)
Overall reliability: Address CP4 (if 2010-12) and emissions equipment; engine itself very strong. Many 6.7L trucks exceeding 300k-400k miles.
Absolutely; 6.7L makes excellent daily driver even at high power levels.
Why 6.7L excels for daily use:
- Modern refinement: Quietest, smoothest Cummins generation
- Instant power: High-pressure common rail + big displacement = immediate response
- Strong transmission: 68RFE better suited to power than earlier autos (though still needs upgrades)
- Factory features: All modern conveniences work properly
- Towing capability: Massive torque makes towing effortless
Daily driving by power level:
Mild (475-550 HP, VGT upgrade or S300 single):
- ✓ Drives like stock with significantly more power
- ✓ Excellent fuel economy (14-18 MPG highway)
- ✓ Minimal smoke with proper tuning
- ✓ VGT keeps exhaust brake for mountain safety
- ✓ Perfect sweet spot for most owners
Moderate (600-700 HP, S400 single or compounds):
- ✓ Very drivable with compounds (no lag)
- ~ Fuel economy 12-16 MPG
- ~ Built trans recommended for longevity
- ✓ Incredible capability when needed
High performance (750-1000 HP, compounds, full build):
- ✓ Daily drivable (compounds maintain street manners)
- ~ Fuel economy 10-14 MPG
- ~ Requires dedication to maintenance
- ✓ Insane performance available on demand
Real-world daily experience:
- Cold starts: Grid heater or block heater works well, no issues
- Idle: Very smooth and quiet (most refined Cummins)
- City driving: Excellent low-end torque, easy to modulate
- Highway: Quiet, comfortable, pulls strong for passing
- Overall: Most modern, refined Cummins platform for daily use
