CCV Delete Kit for the 6.7 Cummins: What It Is, What It Fits

Every 6.7 Cummins build hits the same fork. You keep servicing the factory crankcase ventilation setup for as long as you own the truck, or you take it off the engine and stop thinking about it.

Most guys land on the second one. Then comes the real question — whether the kit fits the truck sitting in their shop.

Your year settles that, and it settles it fast. Let's break it down.

What Does the Factory CCV System Do on a 6.7 Cummins?

On the 6.7 Cummins, it comes down to where crankcase blow-by ends up. The factory CCV routes crankcase blow-by — hot air loaded with oil mist — back into your intake, coating the manifold walls and leaving residue in your turbo over time. Scheduled service may include replacing the Closed Crankcase Ventilation filter element.^[1]

Where the blow-by goes on a stock truck

Every diesel pushes a little pressure past the rings. That part is not a defect and it is not a symptom. It is just what happens inside a cylinder that lives at high compression, and your engine has been doing it since the day it was built.

So the question is never whether your engine makes blow-by. The question is what happens to it after that, on every hour the engine runs. That is why a high-mile truck looks different inside the intake elbow than a fresh one.

Nobody notices it at first. You notice it the day you have the elbow off for something else and find a film where there should be clean metal.

Why the factory built a filter into the path

Here's the thing — the factory did not ignore the oil. It put a filter in the path, and it put that filter on the schedule.

That is a tell, and it is worth sitting with for a second. You do not put a service interval on a part that is not collecting something.

A lot of guys assume crankcase ventilation is a sealed, fit-and-forget corner of the engine. It isn't. It's a consumable with a job, and the job is catching what the crankcase throws at it for as long as you keep feeding it new elements.

What a stock CCV path leaves behind upstream

To operate effectively and safely, a diesel engine must continuously deliver air, fuel and lubrication to the cylinders.^[2] Air is first on that list, and air is the one thing crankcase ventilation touches directly. So what is your intake actually breathing?

Cummins engines have been an option in Ram pickups since 1989.^[3] That is a long run for one architecture, and these engines earned the reputation the hard way — they're built like tanks. Crankcase ventilation is simply the one corner of that architecture guys keep coming back to, because it is the one that quietly hands the intake side a problem it did not create.

Which Trucks Does the CCV Delete Kit Fit?

The CCV Delete Kit is listed for the Cummins 6.7L in model years 2007 through 2024. Fits 2007.5 through 2024 Ram 2500 and Ram 3500 with the 6.7L Cummins, including Cab & Chassis configurations. Does not fit 5.9L Cummins engines. The 6.7-liter Cummins uses a 107mm bore by 124mm stroke, against 102mm bore by 120mm stroke on the 5.9-liter engine.^[4]

Reading the engine off your own truck

Two Rams can sit side by side in the same shop, same badge, same cab, and take completely different parts. Which bracket does your truck sit in?

The half-year in that range is not a typo. The engine became available in 2007 Dodge Ram 2500 and 3500 models beginning January 2007.^[4] The changeover landed in the middle of a model year, and that is where the half comes from.

So settle the engine before anything else. Not the badge, not the year you think it is — the engine.

There is no shame in checking twice. Guys who have owned the same truck for years still get the year wrong on the first try, because what sticks in your head is when you bought it, not when it was built. Look at the engine instead of at your memory and the question answers itself in about a minute.

The Cab & Chassis case

Chassis cab trucks run on their own timeline, and this one starts earlier than the pickup. A commercial-use 6.7-liter Cummins turbo-diesel engine was introduced in early 2006 with the Dodge Ram Chassis Cab.^[4]

That is worth knowing if your build started life as a work truck rather than a pickup. The half-year and the chassis cab are the two soft edges of this range, and only one of them catches people out.

Where this fitment list stops

The top of the range is the same engine doing more. The 6.7-liter Cummins Standard-Output Turbo Diesel produces 370 horsepower and 850 lb-ft of torque in the Ram 2500 and 3500.^[6] The 6.7-liter Cummins High-Output Turbo Diesel produces 420 horsepower and 1,075 lb-ft of torque in the Ram 3500.^[5]

Standard output or high output, the blow-by still has to go somewhere. The crankcase does not care how the engine is rated. Same architecture, same path, same kit.

Hold onto that if your build sits at either end of the run. One kit covering that much of it keeps the decision simple — it is about your truck, not about which version of the part you are supposed to chase.

What Comes in the CCV Delete Kit Box?

In the box: the serviceable filter, stainless steel hose clamps, the billet PCV plug, all required hardware and gaskets, and installation instructions. A billet PCV plug seals the factory CCV port, a serviceable filter handles the venting, and stainless steel hose clamps keep everything locked down. The CCV Delete Kit includes all hardware and gaskets.

What each part in the box actually does

Three parts, three jobs, and the whole thing fits in one hand.

The plug is the permanent one. It goes on once and you never think about it again, which is exactly what you want from the piece that closes the old path off for good.

The filter is the opposite. It is the part you will come back to, so put some thought into where it ends up sitting. A filter you have to fight for is a filter you will skip, and a filter you skip is the whole point of the kit thrown away.

The clamps get underestimated every single time. A clamp that backs off does not announce itself. It just leaves a film somewhere and lets you wonder about it for a month. Five minutes with a nut driver now beats an hour chasing a mystery later.

None of the three is a part you will think about again once it is on. That is the quiet argument for a kit over a shelf of pieces you gathered one at a time — it is all in one box, so you are not scrambling at the parts store mid-install with the truck already apart.

Checking the box against the list before you start

Open the box on the bench, not on the fender.

Lay every piece out where you can see it and count it against the list before a single fastener comes loose on the truck. It sounds obvious because it is obvious. It is also the step people skip, and it is the one that turns an afternoon into a weekend when something is short.

Do it the same way every time and it stops being a chore. Parts on the left, hardware on the right, the instructions in the middle where you can actually read them. Two minutes of setup, and the rest of the job runs downhill.

What Should You Expect During Installation?

The CCV Delete Kit arrives with all required hardware and gaskets included. This is a mechanical modification that doesn't touch your ECM, so no tuner is needed. All hardware and gaskets are included, and the install is DIY-friendly with instructions, fast with basic hand tools and no welding. Verifying that you have all the parts shown is the first step in the published instructions.

The tools the job needs

Basic hand tools. That is the honest list, and it is shorter than most people expect walking in.

A socket set, something to drive the clamps, and a rag you do not care about will cover you. There is no welder in this job, no cutting, nothing that needs a press or a second set of hands on the other side of the engine bay.

The good news? If you have ever changed a filter on this truck yourself, you already own everything the job asks for.

What to check before anything comes off the engine

Let the engine cool all the way down first. That is not a safety lecture, it is a knuckles thing — you are working in the middle of a bay that has been at temperature.

Then do the boring part properly. Confirm that every piece in the box matches the list before you loosen anything on the truck. A missing clamp found on the bench is a phone call. A missing clamp found with the factory hardware already off is a truck on stands until the mail comes.

The order to work in

The instructions do the sequencing for you, and there is no prize for getting ahead of them.

Read the whole document end to end before you touch the engine. Ten minutes now beats a stall at the halfway point with your old hardware sitting in a coffee can and no clear idea what comes next. Work clean, work slow, and snug everything by hand before you bring anything home.

If something is missing from the box

It happens, and it is not a disaster.

If you are missing any parts or have doubts, the published instructions ask you to take a picture of everything you have received. Photograph all of it on a clean surface in one frame, not five blurry shots of individual bags. It sounds fussy. It is the fastest way to get the right piece in the mail, because then nobody has to guess what they are looking at.

If you would rather talk it through, we are a phone call away. Two minutes on the phone beats a lost weekend.

What Does the Factory Filter Cost You Over the Life of the Build?

Replacing the Crankcase Ventilation Filter (CCV) is listed as a scheduled maintenance item.^[1] The interval for the Fleetguard breather filter has been extended to 75,000 miles.^[7] For diesel engines, under no circumstances should oil change intervals exceed 15,000 miles or 12 months, whichever comes first.^[1] The serviceable filter is reusable — no replacement part to keep buying. That is where the CCV Delete Kit earns its place.

What the factory schedule asks of you

Every service interval is a small bill you agreed to the day you took the truck home. Most of them are worth paying without complaint. Oil, fuel filters, coolant — that is the cost of running something built to work.

The crankcase ventilation filter is the one that gets people. It is easy to forget the part exists until it turns up on the schedule in front of you, and then it is a part number, a wait, and a line on an invoice you were not planning for. Not a big line. Just one that comes back.

None of that is a complaint about the truck. A schedule is what a manufacturer owes you, and a truck built to be worked deserves one. The only real question is which lines on it you can retire and which ones you are stuck with for good.

How a hard-worked build changes the interval

A build that works hard does not get the easy version of the schedule. Nobody's sled-pull truck lives the life the maintenance schedule assumes. Severe service, including off-road use, may reduce oil change intervals.^[1]

Two habits matter more than the rest on a truck that earns its keep. Do not operate the engine at idle for prolonged periods.^[1] Oil level should be set at the full mark on the dipstick for off road use.^[1]

Neither of those is exotic. They are the habits that keep a hard-used engine honest, and they are the same habits that make you notice what the crankcase is throwing off in the first place.

Servicing a reusable filter instead of buying one

Here is where the math stops being abstract.

You service the filter instead of ordering another one, and the interval stops being a purchase. That is the whole argument in one line.

Over the life of a build, that is the difference between a part you own and a part you rent. For a truck you plan to keep, it is real bang for your buck.

Is the CCV Delete Kit Right for Your Build?

The CCV Delete Kit for the 2007.5-2024 Ram 6.7 Cummins removes the factory Closed Crankcase Ventilation (CCV) system, stopping oil droplets from re-entering the intake and keeping hot, oil-laden air out of your turbo. Fits 2007.5 through 2024 Ram 2500 and Ram 3500 with the 6.7L Cummins, including Cab & Chassis configurations. Does not fit 5.9L Cummins engines.

Who this kit is for

For a 2007 through 2024 Ram running the 6.7L Cummins, the CCV Delete Kit is the right call. That is the verdict, and there is not much to argue with in it.

It fits a hard-worked build especially well. If your truck spends its time in the dirt, at the track or on the dyno, the crankcase is working harder than the schedule assumes, and the part that catches what it throws off is working harder too.

It also suits the guy chasing nothing at all. Plenty of builds are just trucks somebody intends to keep for another decade, and the whole point of a part like this is that it takes something off the list instead of adding to it. That is worth as much as a power number, and it lasts a lot longer.

Who should not order it

Anybody running the 5.9 already has the answer from the section above, and it is not a preference. It is settled by the engine itself, and by the bore and stroke it was built with.

If what you are after is a horsepower number, this is not the part that delivers it either. We get it — everybody wants the mod that shows up on a sheet. This one shows up somewhere else.

What it does not do

Straight talk: this is a cleanliness part, not a power part.

What it does do is take one recurring item off your build's schedule. Engines depend on turbochargers to deliver power and efficiency.^[8] That is the component worth protecting on a build like yours, and it is the reason this small a part gets talked about as much as it does.

It will not rescue an engine that is already unhappy, either. Preventive work pays on a healthy engine, and that is the whole category this part sits in. If your truck has a real problem today, chase the problem first and come back to this afterwards.

The latest generation Cummins 6.7L Turbo Diesel is a heavy-duty pickup engine that delivers the serviceability that truck owners depend on every day.^[9] Serviceability is exactly what a reusable filter buys you.

What Does the CCV Delete Kit Cost and How Does It Ship?

The CCV Delete Kit is $109.00. Free shipping included; orders process within one business day, standard delivery in 4-8 business days, express in 1-3. Returns accepted within 30 days on an unused kit; once installed, returns are not accepted. Buyer covers return shipping and restocking fees.

CCV Delete Kit | Dodge 6.7 Ram Cummins 2007.5-2024

One kit, one engine family, one price. There is no good version and better version to agonise over here, which is a rare thing in this hobby. Settle the truck, confirm the engine, and you are already through the only decision that mattered.

What arrives and when

Plan the build weekend around the slower number, not the faster one.

If the box lands early, you have a head start. If it lands at the back of the window, you have not lost the days you set aside. That is the whole trick to scheduling a job around a delivery, and it costs nothing to do it that way.

One more thing worth doing the day it arrives: open it. A sealed box sitting on the bench until Saturday morning is how a missing clamp becomes a missing Saturday.

The returns window, and where it ends

The line here is installation, not the calendar.

An unused kit inside the window goes back. A kit that has been on the engine does not, and that is worth knowing before you start rather than after. The moment a part goes on the truck, the decision is made.

That is not a hard rule to live with. It just means the five minutes you spend confirming fitment are the most valuable five minutes in the whole job, because they happen while every option is still open to you.

So check the engine first. Open the box and count it second. Then start.