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DPS Ball Bearing 3rd Gen Swap Kit - 6.7 Cummins 2007.5 - 2018 Ram
Choose Options$2,649.00 - $4,799.00 -
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4th Gen 6.7 Cummins | 2007.5 – 2012
2007.5-2012 6.7 Cummins Performance Parts | Fourth Gen Dodge/Ram
HE351VE turbo upgrades, compound turbo kits, 3rd gen swap kits, and high-flow exhaust manifolds for the 2007.5-2012 6.7L Cummins - engineered by Diesel Power Source.
The 2007.5-2012 6.7L Cummins introduced a larger displacement platform with the Holset HE351VE variable geometry turbocharger. The 6.7L has 13.5% more displacement than the 5.9L, which means more torque, more airflow capacity, and more room for turbo upgrades to make a difference. DPS builds HE-series replacement turbos, S300 and S400 single turbos, compound kits, 3rd gen swap kits, and high-flow T4i exhaust manifolds specifically for this platform.
The factory HE351VE is a capable VGT, but it is known for actuator failures, sticking vanes, and P003A codes as these trucks accumulate miles. DPS offers multiple upgrade paths - from direct HE-series replacements that maintain factory exhaust brake to full compound kits that deliver the widest powerband and biggest EGT reductions available for the 6.7L platform.
Multiple Upgrade Paths
HE-series, S300, S400, swap kits, and compounds
Cooler EGTs
Singles and compounds both reduce exhaust temps under load
4th Gen Fitment
Designed for 2007.5-2012 Ram 2500/3500
VGT or Fixed Options
Keep exhaust brake or go maximum power
DPS Products for 2007.5-2012 6.7 Cummins
- HE-Series Turbo Upgrades - Direct HE351VE replacement with 63mm or 66mm DPS upgrade options. Maintains factory exhaust brake. Emissions compatible.
- 3rd Gen Swap Kit - Replace the factory VGT with an S300 or S400 turbo + DPS manifold. Stays in factory turbo location. No custom piping.
- Compound Turbo Kits - S300 + S400 two-stage systems, 450-1,200 HP. Includes both turbos, manifold, all piping, oil lines, and hardware.
- Add-A-Turbo Kit - Keeps your factory HE351VE turbo, adds an S475 atmospheric. Emissions compatible. Lower-cost option for compound performance.
- T4i Exhaust Manifold - 2-piece HSMD ductile iron, 72% more flow than factory. Emissions compatible.
- Turbonator VGT Upgrade - Add variable geometry and exhaust braking to any DPS S300 turbo.
- Ball Bearing Upgrade - Approximately 200 RPM faster spool on any S300. ~$550 upgrade.
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, 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 variable geometry turbocharger
- Exhaust flange: T4i (proprietary)
- Chassis: Dodge/Ram 2500/3500 fourth generation
- Transmissions: 68RFE 6-speed automatic or G56 6-speed manual
- Emissions: EGR, DPF (2007.5+), DEF/SCR (2010+)
How to Choose the Right Upgrade for Your 2007.5-2012 6.7
Keep Emissions Intact
HE-series replacement or upgrade turbos (HE363VG, HE366VG) are direct bolt-in fits that maintain EGR, DPF, DEF, and factory exhaust brake. Add-A-Turbo kits provide compound performance while keeping the factory HE351VE and emissions equipment in place.
3rd Gen Swap Path
Replace the factory VGT with a DPS manifold and S300 or S400 turbo. Stays in the factory turbo location, no custom intercooler or exhaust piping needed. Turbo and manifold bolt to factory connections.
Maximum Performance
Full compound turbo kits with two new DPS turbos, 450-1,200 HP. Plan supporting mods: head studs above 48 PSI boost, transmission upgrades around 400 RWHP, fuel system upgrades around 500-550 RWHP.
Fitment Notes
- Factory exhaust flange is T4i (proprietary to 2007.5-2018 6.7L)
- Factory turbo is HE351VE on all 2007.5-2012 trucks
- HE-series upgrades and add-a-turbo kits are emissions compatible
- Contact DPS at 801-930-8404 to match the right upgrade to your build goals
Common 2007.5-2012 Issues DPS Products Solve
- HE351VE actuator failures and sticking vanes
- P003A, P2262, P00AF, and P0299 turbo codes
- High EGTs under towing load
- Factory turbo running out of airflow on tuned trucks
Ready to upgrade? Browse HE-Series Turbos, 3rd Gen Swap Kits, Compound Kits, or call 801-930-8404 for help choosing.
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
All three codes are generated by the 6.7L Cummins VGT turbocharger system when the ECM detects a problem with vane position control or boost production. P003A means the actuator exceeded its position limit — it couldn't move the vanes to where the ECM commanded. P2262 means boost was not detected when the engine expected it, pointing to an actuator problem, stuck vanes, boost leak, or physical turbo damage. P226C is the most misunderstood of the three — it simply means the actuator relearn was never completed, which is extremely common after any turbo or actuator replacement. Before replacing parts, confirm which code is present and follow the correct diagnostic path for that specific code.
Several non-turbo issues can trigger P2262 and P0299 on the 6.7L Cummins. Cracked intercooler boots and loose charge air clamps are among the most common — a significant boost leak prevents the system from building detectable pressure regardless of how well the turbo is functioning. A cracked exhaust manifold reduces drive pressure at the turbine inlet, limiting how much boost the turbo can generate. Failed intercooler end tanks and split intake tubes are also worth checking. Always pressure test the full charge air circuit before condemning the turbo or actuator.
While you have the turbo system accessible, check the turbo oil feed and drain lines for restriction or clogging — degraded oil supply is a leading cause of turbo bearing failure. Inspect the coolant lines at the turbo for cracking and leaks. Check the downpipe for cracks that allow exhaust to escape before the aftertreatment system. Addressing these items at the same time as the turbo repair prevents repeat failures and avoids returning to the same job later.
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
