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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 -
3rd Gen Swap Kits
2nd Gen Swap & 3rd Gen Swap Kits for 6.7 Cummins
Looking for a 2nd gen swap on your 6.7 Cummins? Diesel Power Source® builds the 3rd Gen Swap Kit — a better alternative that keeps the turbo in the factory location, bolts to your stock piping, and installs in about 3 hours on a deleted truck.
A traditional 2nd gen swap 6.7 Cummins conversion moves the turbo to a completely different location and requires custom intercooler piping, intake piping, and exhaust fabrication. The DPS 3rd Gen Swap eliminates all of that. The turbo and manifold stay in the factory position, all factory connections remain compatible, and you get 12–18% more power with 10–18% lower EGTs. If you’re dealing with stuck vanes, P003A codes, or a failing factory VGT on your 2007.5–2018 Ram, this is the permanent fix.
Shop 3rd Gen Swap Kits
- 3rd Gen Swap Kit — S300 Turbo & Manifold Conversion (From $2,099)
- Ball Bearing 3rd Gen Swap Kit — 150–200 RPM Faster Spool (From $2,649)
- Blog: 2nd Gen Swap vs 3rd Gen Swap — Which Is Better?
The DPS 3rd Gen Swap Kit converts your 2007.5–2018 Dodge Ram 6.7L Cummins from the factory VGT turbocharger to a 3rd-gen-style S300 fixed-geometry turbo with a DPS 2-piece high-flow exhaust manifold. Eight turbo configurations from 530 HP to 1,000 HP. Every kit includes turbo, manifold, gaskets, studs, oil drain, and water block-off plugs. Optional Turbonator® VGT adds exhaust braking and 200–300 RPM faster spool.
3-Hour Install
Bolts to factory exhaust, intake, and intercooler
12–18% More Power
Measurable RWHP gains over stock VGT
10–18% Lower EGTs
Cooler temps under load for safer towing
Eliminates VGT Codes
No more P003A, P2262, P00AF, or P0299
Why 3rd Gen Swap Instead of 2nd Gen Swap?
- Turbo stays in factory location — 2nd gen swap moves the turbo to a completely different spot, requiring custom piping and fabrication
- Bolts to stock connections — Factory exhaust, intake, and intercooler piping all remain compatible on S300 kits. Zero custom piping.
- 3-hour install vs. multi-weekend project — 2nd gen swaps typically require 10–20+ hours of fabrication and routing
- Less expensive — No need to buy intercooler piping, intake piping, or exhaust piping separately
- Same or better performance — S300 and S400 VGT options from 530 HP to 1,000 HP cover every build level
- Compound-ready — 3rd gen swap is no harder to upgrade to compounds later than a 2nd gen swap
What a 3rd Gen Swap Fixes on Your 6.7 Cummins
Eliminates VGT Failures
The factory HE300VG and HE351VE turbos develop sticking vanes, actuator failures, and soot buildup that trigger P003A, P2262, P00AF, and P0299 codes. The 3rd gen swap replaces the entire VGT system with a reliable fixed-geometry S300. No vanes, no actuator, no codes.
More Power, Lower EGTs
12–18% RWHP increase over the factory VGT with 10–18% lower exhaust gas temperatures under the same load. Better throttle response, faster spool-up, and cooler running under tow.
Simpler Than 2nd Gen Swap
A traditional 2nd gen swap 6.7 Cummins requires relocating the turbo, fabricating piping, and rerouting intercooler connections. The 3rd gen swap keeps everything in the factory location — about 3 hours to install on a deleted truck.
Upgrade Path to Compounds
The 3rd gen swap uses the same manifold and turbo positioning as DPS compound kits. If you decide to add an atmospheric S400 turbo later, the 3rd gen swap is no harder to upgrade than a 2nd gen swap.
How to Choose Your Swap Kit Size
Towing & Daily (530–575 HP)
S363/73/.80 or S363/68/.70. Fastest spool, excellent low-end torque. Perfect for stock-to-mild builds focused on towing and daily driving. Most popular entry point.
Street Performance (650–775 HP)
S366/73/.80 or S369/73/.80. More compressor for mid-range power. Great balance of spool and top-end flow. Ball bearing upgrade recommended for best response.
High Power & Competition (800–1,000 HP)
S467.7/83/VGT or S472/83/VGT. S400-class turbo with Turbonator® VGT. Requires supporting mods (fuel system, transmission, head studs). Race and sled-pull builds.
Fitment
- ✓ 2007.5–2009 Dodge Ram 6.7L Cummins
- ✓ 2010–2012 Dodge Ram 6.7L Cummins
- ✓ 2013–2018 Ram 6.7L Cummins
- ✓ Select your year at checkout — kit includes year-specific components
Install Notes
- • Requires deletion (programmer for turbo delete) — DPS does not provide delete components
- • Approximately 3 hours on a truck that’s already been deleted
- • S300 kits bolt to factory exhaust, intake, and intercooler — no custom piping
- • S400 VGT kits may require intercooler piping modifications
Ready to upgrade? Browse the 3rd Gen Swap Kit, the Ball Bearing 3rd Gen Swap, or visit Compound Turbo Kits if you’re ready for twin turbos.
3rd Gen Turbo Swap Kits - FAQs
A 3rd gen swap kit allows you to install modern 3rd generation Cummins turbo technology (2003-2007 design) onto your older 2nd generation truck (1994-2002), replacing the factory VGT setup.
Why upgrade to 3rd gen turbo design?
- Better manifold design: Improved flow characteristics and less prone to cracking than 2nd gen manifolds
- More turbo options: Access to wider variety of modern turbos and upgrade paths
- Compound turbo capability: Easier path to compound setups with 3rd gen manifold design
- Improved performance: Better spool characteristics and more efficient airflow
- Future-proofing: As 2nd gen parts become scarce, 3rd gen options remain abundant
This is especially popular for 1998.5-2002 24-valve trucks looking to modernize their turbo systems.
Our 3rd gen swap kits are truly complete—everything you need for the conversion:
- ✓ 3rd gen style turbocharger (size based on kit selected)
- ✓ 3rd gen exhaust manifold with proper mounting
- ✓ Turbo pedestal adapter (mounts turbo to manifold)
- ✓ All gaskets and O-rings
- ✓ Mounting hardware (bolts, studs, clamps)
- ✓ Oil feed and drain lines with proper fittings
- ✓ Downpipe or V-band adapter
- ✓ Installation instructions with photos
You will NOT need to:
- Hunt for adapter plates or custom fabricate mounts
- Source individual components from multiple suppliers
- Worry about compatibility between parts
Everything is engineered to work together and bolt into your 2nd gen chassis.
Our 3rd gen swap kits are designed for:
- 1998.5-2002 5.9L 24-valve (VP44): Most popular application. Direct bolt-in with kit components.
- 2003-2007 5.9L Common Rail: Factory uses 3rd gen manifold, but our kits allow turbo upgrades with proper mounting.
- 1994-1998 5.9L 12-valve: Possible but requires additional modifications (different oil drain, possibly exhaust work). Contact us for specifics.
Important considerations:
- Automatic vs. manual transmission affects downpipe routing
- Exhaust brake presence affects turbo selection
- Aftermarket headers or exhaust may require additional adapters
Each product page lists specific fitment details. Not sure? Send us your truck specs (year, engine, trans, current mods) and we'll confirm compatibility.
Power gains depend on which turbo size you choose and your supporting modifications:
- S300-based kits (S362, S366): 400-550 HP with proper tuning and fueling
- S400-based kits (S472, S475): 600-800+ HP (requires big injectors, dual CP3s, built trans)
- VGT-based kits: 350-450 HP with excellent street manners
Beyond just peak horsepower, you'll notice:
- Faster turbo spool and better throttle response
- 150-250°F lower EGTs when towing
- Smoother power delivery
- Better low-end torque (especially with properly sized turbo)
- Reduced smoke at part throttle
The real benefit isn't just peak power—it's having a modern, efficient turbo system that makes your 2nd gen feel like a completely different truck.
Moderate to advanced skill level required. This is more involved than a direct replacement turbo.
Installation time:
- Experienced DIY: 8-12 hours
- First-time installer: 12-16 hours (plan for a full weekend)
- Professional shop: 6-8 hours ($900-1,400 typical labor)
Why it takes longer than standard turbo swap:
- Removing old 2nd gen manifold and turbo completely
- Installing new 3rd gen manifold with different bolt pattern
- Routing oil lines differently (3rd gen has different connections)
- Adapting downpipe to new turbo outlet
- Ensuring proper clearance with engine bay components
Tools needed: Full socket/wrench set, jack and stands, penetrating oil, torque wrench, possibly cutting/grinding tools for downpipe work.
Our kits include detailed photo instructions. We also offer phone/email tech support during your install.
Yes, tuning is essential for optimal performance and safety.
Your stock ECU programming doesn't account for the increased airflow capability of the new turbo. Without proper tuning:
- You won't see the full power potential
- Truck may smoke excessively
- Drivability can be poor (surge, lag, rough power delivery)
- EGTs may not be properly managed
Tuning options for 2nd gen trucks:
- VP44 trucks (98.5-02): Smarty, Quadzilla, TST PowerMax, or custom tuning via SCT/Diablosport
- Common Rail (03-07): EFILive, H&S Mini Maxx, SCT, or Smarty
We recommend working with a tuner experienced with 3rd gen swap setups. They'll optimize boost levels, fueling, and timing for your specific turbo configuration.
