6.7 Cummins Delete Kits: Sticker Price vs. Total Cost

You've priced the exhaust. Good — now price the truck that has to pass a code scan afterward. Deleting a 6.7 Cummins is a two-part job, and the number on the product page is only the first half of it. What does the whole job actually cost, out the door? Let's break it down bracket by bracket, system by system, so you're pricing the truck you actually own instead of the one on the box.

Why Does a 6.7 Cummins Delete Need a Tuner at All?

A 6.7 Cummins delete is not finished at the exhaust. In diesel engines, internal combustion results in expansion of high-temperature, high-pressure gases, which in turn move pistons, transforming chemical energy into mechanical energy.^[1] You'll need a compatible delete tune to keep DPF-related check engine codes from setting, so call (888) 830-2588 and we'll pair the right tuner to your 2019-2024 Ram.

Why the ECM Still Watches for a Filter That Is Gone

Here's the thing — pulling the DPF doesn't erase what the truck's computer expects to find. The ECM was built to monitor a filter, a sensor loop and a regen cycle as one system, and it keeps asking that system for numbers even after the hardware is gone. Handle the exhaust half of the job without handling that expectation, and you've built a truck that runs great and lights up the dash like a Christmas tree.

That's the whole reason the tune exists as a separate, required step rather than an optional upgrade — it's the piece that answers the ECM's question instead of leaving it stuck asking. Skip it, and you haven't finished the delete; you've just relocated where it complains.

How TDD Matches a Tune to Your Exact Truck by Phone

A tune isn't a universal file you drop onto any 6.7. It has to match your model year, your cab configuration, and the exhaust running behind it — get that match wrong and you're chasing a code instead of tuning a truck. Have your build sticker and the exhaust you're ordering in front of you before you dial, since those two pieces of information are what actually decide which file goes on your truck. Skip that step and the call just takes longer, not shorter.

None of that is complicated on your end. It's a five-minute conversation, not a technical interview, and the person on the other end has had this exact conversation with plenty of Cummins owners already.

Which Model Years Does Each Exhaust System Actually Fit?

Model year is the first filter, not the last one. The 5-inch DPF delete for the Ram 6.7L Cummins is built for the 2008 through 2012 model years. The 4-inch full exhaust system for the newest trucks is listed for 2019 through 2024.

Reading the Fitment Bracket Off Your Own Door Jamb

Skip the badge on the tailgate. Walk to the driver's door, open it, and read the build sticker — that's the year the manufacturer actually built the truck, and it's the number that decides which bracket you're shopping in.

A badge can carry over across several model years even when the parts underneath it changed, so two trucks with an identical tailgate can sit in two different fitment brackets. The build sticker doesn't have that problem — it's stamped once, at the factory, and it doesn't move no matter how many facelifts the badge goes through afterward.

Where the 2008-2012 Bracket Starts and Stops

Cummins engines have been an option in RAM pickups since 1989.^[3] The engine will be available in 2007 Dodge Ram 2500 and 3500 models beginning January 2007.^[2] This listing's own name references 2007.5, but its fitment years start at 2008.

The name on a listing and the years it actually covers don't always share the same starting point, and this bracket is exactly that case.

Why 2013-2018 Supports Two Diameters in the Same Bracket

The 4-inch full exhaust system also covers 2013 through 2018 for the 6.7L Cummins. The 5-inch full exhaust system for 2013 through 2018 shares that same fitment bracket. Two diameters, one bracket — which one you want comes down to what the rest of the truck is doing, and we'll get to that a few sections down. Neither diameter changes which years the bracket covers; the choice inside the bracket is about flow, not fitment.

What Happens If You Order the Wrong Bracket

Ordering by engine name alone and skipping the bracket check is exactly how a return starts. The pipe itself isn't wrong — it's built to spec for the bracket it's listed under — it's just not the bracket your truck happens to sit in. Catching that before the truck goes up on stands saves a round trip.

What Does a Complete DPF Delete Setup Actually Cost?

The number on the page is the exhaust system alone, not a bundle. The 4-inch full exhaust system for the older Ram Cummins bracket is priced at $699.00 - $775.00. The 5-inch DPF delete for the earliest Ram Cummins bracket is priced at $849.00 - $1,029.00.

What the Sticker Price Includes on This Page

The 4-inch full exhaust system for the newest Ram Cummins bracket is priced at $699.00 - $824.00. The 5-inch full exhaust system for the later Ram Cummins bracket is priced at $799.00 - $869.00.

Four systems, four numbers, and none of them are the same truck's total — each one is priced against its own bracket and its own diameter, not against some average delete job. Diameter and bracket both move the price independently, which is why the four numbers don't line up in a neat ladder from oldest to newest.

What It Does Not Include

None of these four listings carries bundle components of its own, so the sticker price you see is the complete claim for the pipe — there's no separate contents line hiding underneath it. What it doesn't cover is everything that isn't the pipe, and that's the gap the next two sections are actually about. Budget for the pipe first, since that's the number you can lock in today; budget for the rest once you've made the call.

Why the Cart Total Isn't the Job Total

A cart total only reflects what has a price tag already attached to it, and a phone-arranged tune doesn't have one sitting on this page. That's not a gap in the checkout — it's the nature of a step that has to be matched to your specific truck before a number can even exist. Treat the sticker price as the floor of the job, not the ceiling.

What Shipping Looks Like on Each of These Listings

Shipping terms aren't identical across all four listings either, and they're worth knowing before you commit to a delivery window ahead of an event. Free shipping; standard delivery 8–10 business days. Free shipping is included, with standard delivery in 8-10 business days and express available at 5-8.

If your event date is close, ask about the express option when you call for the tune. Here's another one. It runs OEM-style hangers and clamps, bolts on across all cab and box lengths, and ships free. Here's the last one. Free shipping; standard delivery 8–10 business days, express 5–8.

What "Final Sale" Actually Means Here

Exhaust hardware is heavy to ship back and expensive to restock, which is why every one of these listings treats a completed order as final. Exhaust systems are final sale, but damaged or wrong items get replaced free. Exhaust is final sale; damaged or wrong orders are replaced.

Final sale doesn't mean unprotected — it means the protection is specific: a shipping mistake or a defect gets fixed, buyer's remorse doesn't.

What Else Shows Up at Checkout

A couple of add-ons show up at checkout that aren't part of the pipe itself. Tech support is included and tickets are answered within one business day. An optional 1-year extended warranty is available for $75. Neither one changes the price of the exhaust system itself — they're separate lines you can take or leave.

What's the Real Difference Between the 4-Inch and 5-Inch Systems?

The number in the name is not a style choice. The 5" diameter flows bigger than a 4" for more volume capacity under load, and the OEM-style hangers and clamps lock it in clean with no welding. You get the turbo-back pipe, hangers and clamps, all install hardware, and a step-by-step guide.

Why Volume Capacity Matters Under Load

Picture the exhaust as a hose, not a straw — bigger diameter, less resistance, and a turbo that isn't fighting its own exit path to spool. On a sled-pull truck or anything making real boost on the dyno, that difference in resistance shows up as heat and lag before it ever shows up as a number on a gauge. Trying to clear out as much restriction as you can? That's the whole tradeoff in one breath.

What Ships in the Box Beyond the Pipe

Here's the thing — a straight length of pipe isn't a kit on its own, no matter how good the steel is. Lay every piece out on the shop floor before the truck goes up — matching hardware to instructions on a bench takes minutes, matching it underneath the truck takes considerably longer.

What to Expect on Install Day

Both diameters bolt to factory-style mounting points, so this isn't a fabrication job — it's a removal-and-replacement job, and that difference matters for how you plan your day. Set aside real time anyway: penetrating oil on the factory hardware the night before saves you from fighting rusted bolts the morning of.

One more fitment note is worth knowing before you order. Trucks with airbag suspension will need a routing adjustment. That's a bench-fabrication step, not a bolt-on step, so budget extra time for it if your truck runs bags.

How Does the Sticker Price Compare to Your Total Out-the-Door Cost?

The price above stops at the pipe. You'll also want a compatible delete tune to keep DPF codes away; call us at (888) 830-2588 and we'll match the right one for your year. You'll need a compatible delete tune so the ECM stops looking for the DPF.

The One Call Every One of These Systems Requires

That call isn't specific to one bracket or one diameter. Order the exhaust and make the call around the same time rather than weeks apart, so the truck isn't sitting half-finished waiting on a step you forgot to schedule.

Why That Call Is Not Priced on This Page

A tune is arranged through a support relationship, not added to a cart, which is exactly why it can't sit as a line item next to the pipe. The good news? It's one phone call, not a second research project — you tell us the year and the system, and we tell you the tune. Have that conversation before the truck comes apart, not after, so the whole job runs as one continuous project instead of two separate ones.

What Makes the 6.7 Cummins Worth This Kind of Investment?

Nearly 70% of all Ram 2500 and 3500 Heavy Duty pickup owners choose the Cummins Turbo Diesel as their powertrain of choice.^[5] In 2019, we celebrated a 30-year partnership with RAM truck that started with the Cummins 5.9L Turbo Diesel in model year 1989.^[4]

The Ownership Share Behind the Cummins Option

That's not a niche engine choice — that's most of the Heavy Duty lineup voting with its wallet, and it's a big part of why the aftermarket support for this platform runs as deep as it does. More of these trucks in service with this engine means more people who've already solved the problem you're solving right now. A common platform is a practical advantage, not just a bragging point: parts get developed for the volume, and volume is exactly what this engine has.

That's the practical payoff of buying into a well-established platform instead of a rare one: the parts you need already exist, the fitment questions already have answers, and you're not the first person to ask them.

Three Decades of the Same Partnership

Thirty years of the same engine family under the same badge is why the documentation, the parts and the tuning support for a 6.7 Cummins are as mature as they are. This isn't a first-model-year platform where everybody's still figuring it out together.

More Than an Engine: The Truck It Comes In

The new Ram Heavy Duty also sets benchmarks in comfort, luxury materials, innovation and technology extending well past any competitive offerings.^[6] A build worth investing in isn't just the engine bay — it's the whole truck you're going to be living in between rounds.

How the Fuel and Turbo Systems Set Up the Tuning Conversation

In a common rail setup, diesel fuel is stored in a high-pressure rail that supplies fuel to each injector independently.^[7] That's the plumbing side of the tuning conversation — the tune is telling that rail and those injectors what to do differently once the DPF is out of the picture.

Variable Geometry Turbochargers (VGT) work by varying the exhaust passage area before the exhaust gas entry into the turbine wheel.^[8] That's the other half of it: less backpressure downstream changes how that geometry behaves, which is exactly why the exhaust and the tune get matched together as one decision here, not two.

The Torque Milestone This Platform Set

Ram was the first to achieve the 1,000 lb.-ft. of torque milestone with the Cummins I-6 Turbo Diesel, now rated at a best-in-class 1,075 lb.-ft. of torque.^[9] That kind of number doesn't happen on a platform nobody bothered to develop — it happens on one that's had thirty years of runway.

Which System Should You Buy for Your Truck?

The right system is decided by the door jamb, not the budget. The latest generation Cummins 6.7L Turbo Diesel is a heavy-duty pickup engine that delivers the power, towing performance, quietness, cold-weather reliability, and serviceability that truck owners depend on every day.^[10]

What the Towing and Payload Numbers Back Up

The 2021 Ram Heavy Duty offers a towing capacity of 35,100 pounds and a payload capacity of 7,680 pounds.^[12] The most powerful, most capable pickup in the segment offers a towing capacity of up to 37,090 pounds and a payload capacity of 7,680 pounds.^[11] Numbers like that are the reason a delete-and-tune conversation on this platform is about unlocking a truck that was already built to work, not propping up something underpowered.

Matching the Bracket to Your Build Year

Start with the door jamb, not the parts catalog. Three brackets, four listings, and every one of them fits exactly one slice of the Cummins production run. Get the bracket right first and the rest of the decision gets a lot simpler.

5" Exhaust DPF Delete | Dodge Ram 6.7L Cummins 2007.5-2012

If your Ram's door jamb reads 2008 through 2012 with the 6.7L Cummins, the 5-inch DPF delete is the listing built for that bracket.

4" Full Exhaust System | Ram 6.7L Cummins 2019-2024

If your Ram is a 2019 through 2024 with the 6.7L Cummins, the 4-inch full exhaust is the only system in this lineup built for that truck.

Deciding Between 4-Inch and 5-Inch Once You Are in a Bracket

That's the one bracket where you actually get a choice, and the choice comes down to the rest of the build.

4" Full Exhaust System | Ram 6.7L Cummins 2013-2018

For a 2013 through 2018 Ram running the 6.7L Cummins, the 4-inch full exhaust system is the pick when the rest of the combination is close to stock.

5" Full Exhaust System | Ram 6.7L Cummins 2013-2018

The 5-inch system in that same 2013 through 2018 bracket is the pick once you're pushing more air than the stock turbo ever saw, on the dyno or at the track.

None of these four listings is a compromise pick for its bracket — each one is the system built specifically for the years it covers, at the diameter that makes sense for how the truck gets used. The only real mistake here is skipping the door jamb and guessing.

Buckle up either way — matching the bracket right the first time is what keeps this a one-call job instead of a return.