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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

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