Variable geometry turbos and turbine housings for S300 and S400 builds on 5.9L and 6.7L Cummins, plus Ford 6.0L Powerstroke.
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The Diesel Power Source® Turbonator® VGT replaces a fixed A/R turbine housing with variable geometry vanes that adjust to exhaust flow. The vanes start at approximately 0.45 A/R for fast spool at low RPM and open to approximately 1.1 A/R for top-end airflow, so one turbo gets the response of a tight housing and the breathing of a large one. The Turbonator® VGT is built on the S300 and S400 platforms and is available as a complete turbocharger or as a housing-only upgrade for an existing S300 or S400 turbo. The electronic version adds exhaust brake capability.
Compared to a fixed A/R turbo with the same compressor wheel
Electronic version, with no air compressor or pneumatic lines
Infinitely variable between low-RPM spool and top-end flow
S300 and S400 platforms, T3 and T4 flanges, plus a T4i version for the 6.7L
A fixed A/R turbo is a compromise. A tight housing, such as 0.70 A/R, spools quickly but runs out of flow at high RPM. A loose housing breathes well up top but spools slowly. Every fixed housing sits at one point between those extremes no matter what the engine needs.
The Turbonator® VGT removes that compromise. Its stator vanes start at approximately 0.45 A/R, which raises exhaust velocity and directs flow to the outer tip of the turbine wheel at low RPM. As exhaust flow increases, the vanes open, increasing flow and matching exhaust speed to the turbine wheel, until they reach approximately 1.1 A/R at peak flow. The vanes ride on a patented ball bearing unison ring, which gives precise vane positioning and resists wear from soot over time.
On the S300 platform, the Turbonator® VGT typically spools 200-300 RPM sooner than a fixed A/R turbo with the same compressor wheel. Smaller compressor wheels see closer to 200 RPM and 66mm and larger wheels see closer to 300 RPM. If the Turbonator® VGT has a larger compressor wheel than the stock turbo it replaces, it can spool later than stock. The fair comparison is always against a fixed A/R turbo of the same size.
| Comparison | Fixed A/R Turbo | Turbonator® VGT |
|---|---|---|
| A/R at low RPM | Fixed (e.g., 0.70) | About 0.45 for spool |
| A/R at high RPM | Fixed (e.g., 0.70) | About 1.1 for flow |
| Spool vs. same wheel size | Baseline | 200-300 RPM sooner |
| Exhaust brake | No | Yes, electronic version |
| Adjustable vane starting position | No | Yes, dash-mounted dial |
For customers who tow or want engine braking, the electronic actuator is the recommended choice.
The Turbonator® VGT is available as the small, high-pressure turbo in DPS compound turbo kits for 5.9L and 6.7L Cummins from 1988-2018. It adds two things to a compound system:
A variable geometry turbo uses movable vanes in the turbine housing to change the effective A/R. At low RPM the vanes close to speed up exhaust gas and spool the turbo. At high RPM they open for maximum flow. The Turbonator® VGT operates from approximately 0.45 A/R to 1.1 A/R.
It depends on the version. The electronic 6.7L T4i Turbonator® VGT bolts to the factory manifold and keeps EGR, DPF, and DEF equipment in place. T3 and T4 Turbonator® VGT turbos on a 2007.5-2018 6.7L are used with 3rd Gen swap and compound kits, which are for trucks that are already deleted. The 3-stage pneumatic version is for pre-2007 or fully deleted trucks. Diesel Power Source® does not sell emissions delete components.
On an emissions-equipped 2007.5-2018 6.7L, the electronic Turbonator® VGT follows the factory exhaust brake button, including cruise control and warm-up features. On 1998.5-2007 trucks and deleted 6.7L trucks, it can run from a dash toggle switch that brakes when your foot is off the throttle. On 12V trucks, it runs from an on/off switch. On a deleted 6.7L that should use the factory exhaust brake button, the factory turbo should not be electronically deleted in the tune. Confirm your setup with DPS before ordering.
The dash dial sets the starting vane position before the controller takes over. Start at 5, drive with normal throttle, and adjust one click at a time. Most trucks run best between 3 and 8. A higher number does not mean more power; the right position is the one where your truck responds best.
The factory HE351VE (2007.5-2012) and HE300VG (2013-2018) turbos are also variable geometry. The 6.7L T4i Turbonator® VGT is built on the S300 platform in S363, S366, and S369 compressor sizes, which is more airflow than the factory turbo, and it bolts to the factory manifold. It suits builds past the range of HE-series replacement turbos. For direct replacement, see HE300VG replacement turbos.
Often, yes. The housing-only upgrade replaces the fixed A/R turbine housing on a compatible S300 or S400 turbo, including the high-pressure turbo in a DPS compound kit. Contact DPS to confirm compatibility with your turbo.
T3 and T4 on the S300 and S400 platforms, and T4i for the 6.7L Cummins version that bolts to the factory manifold. Specify your flange when you order.
An annual cleaning of the exhaust pressure reference tube, turbine housing, and pressure sensor is recommended on the electronic version. Customers and shops can do it with brake cleaner and compressed air. Call DPS for the procedure.
Related categories: Compound Turbo Kits | S300 Single Turbos | S400 Single Turbos | 3rd Gen Swap Kits | Exhaust Manifolds. Free shipping on orders over $350.
Cummins is a registered trademark of Cummins Inc. Diesel Power Source® is not affiliated with Cummins Inc.
Turbonator® VGTs are enhanced-performance VGT turbos—not just stock replacements.
Key improvements over stock VGT:
Compare to basic stock replacement:
Yet maintains all OEM features: Emissions compatibility, tow/haul mode, exhaust brake, factory-like drivability.
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.
Turbonator® VGTs support 400-500+ HP with proper tuning and supporting modifications.
Power ranges by model:
Supporting mods for these power levels:
Real-world performance gains:
Yes—Turbonator VGTs are designed to maintain full emissions compatibility.
Works with all factory emissions systems:
Street-legal in emissions-regulated states:
⚠️ Important: While the turbo itself is emissions-compatible, your tuning must also be emissions-compliant to remain street-legal. Work with tuners who understand emissions-on programming.
Yes—100% of factory functionality is retained.
Features that continue working perfectly:
Why this matters for towing:
This is a major advantage over fixed-geometry turbos (S300, S400 singles), which eliminate VGT-based exhaust brake and engine braking.
Turbonator VGTs and HE-series VGTs are similar concepts with slightly different approaches:
Similarities:
Key differences:
Which to choose?
Contact our tech team to discuss which VGT option best fits your specific truck, power goals, and budget.
Installation is straightforward—similar to replacing any stock VGT turbo.
Installation time:
Why installation is easier than fixed-geometry turbos:
Installation steps (overview):
Tools needed: Socket set, wrenches, jack and stands, penetrating oil, torque wrench. No special tools required.
Our kits include detailed photo instructions and we offer phone/email support during installation.
A VGT (Variable Geometry Turbocharger) uses a set of movable internal vanes to change the turbo's flow characteristics based on engine speed and load. At low RPM the vanes close to increase exhaust velocity and spool the turbo quickly. At high RPM they open to allow maximum airflow. On the 6.7L Cummins, an electronic actuator mounted to the turbo controls vane position based on commands from the ECM. This design also enables exhaust brake function — the ECM closes the vanes to create backpressure that slows the truck without using the friction brakes.
The two most common failures are carbon buildup on the internal vane assembly and electronic actuator failure. Carbon accumulates from exhaust soot over time and causes the vanes to stick or seize, resulting in low boost, black smoke, and reduced throttle response. The actuator is mounted in a high-heat environment and can fail mechanically or electronically — common fault codes include P2262 and P226C. In many cases the vanes are fine and only the actuator needs replacement. Maintaining clean oil and monitoring EGTs are the most effective ways to extend VGT life.
Yes. Any time a VGT turbo or actuator is replaced on a 6.7L Cummins, the actuator must be calibrated using a scan tool that supports bi-directional VGT control. This procedure teaches the ECM the actuator's full range of travel. Skipping it will result in continued fault codes even with a new, fully functional actuator or turbo installed. The Turbonator VGT is a direct plug-in replacement that uses the factory actuator connector, so the relearn procedure is the same as a stock turbo replacement.
A VGT controller manages vane position either independently of or alongside the factory ECM's commands. On stock or mildly tuned trucks, the factory control strategy is sufficient. On heavily tuned builds with elevated boost and fueling targets, the ECM may not open the vanes aggressively enough at high loads, causing excessive backpressure and elevated EGTs. An aftermarket VGT controller lets the vane position be tuned alongside fueling and boost strategy. For most Turbonator® VGT applications paired with a moderate tune, the factory controller is adequate — your tuner can advise if your specific power level warrants an aftermarket unit.
