How to Install a Diesel Delete Kit: Step-by-Step 2026

Let's break down what each piece does, because this isn't a bolt-on-and-forget situation. Every component in the kit addresses a specific failure point in the factory emissions system.

• DPF Delete Pipe: Replaces the Diesel Particulate Filter (DPF) and DOC (Diesel Oxidation Catalyst) with a straight 4" or 5" pipe. Eliminates regeneration cycles entirely.
• EGR Delete Plates: Block off the EGR valve and cooler ports. The EGR system routes hot exhaust gases back into the intake — a known cause of carbon buildup and cooler leaks on 6.7L engines, particularly pre-2019 models.
• DEF/SCR Bypass: Plugs and bypass lines eliminate the Selective Catalytic Reduction (SCR) system. No more DEF refills, no more SCR pump failures, no more limp mode at 2,500 miles when the DEF runs low.
• CCV Reroute: The Crankcase Ventilation (CCV) system gets rerouted away from the intake, keeping oil mist out of your intercooler and intake manifold.
• Sensor Simulators: Dummy plugs for NOx sensors, EGT (Exhaust Gas Temperature) sensors, and PM sensors. These feed the ECU signal values that keep fault codes from firing post-delete.
• Delete Tuner: Required. The ECU must be reflashed to remove DPF regen logic, DEF monitoring, and EGR controls — or your truck will immediately throw codes and derate.

The Diesel Dudes' full delete bundles for the 6.7 Cummins are spec'd by year range — 2007–2009, 2010–2012, 2013–2018, 2019–2021, and 2022–2024 — because fitment details change across generations.

Getting your workspace and toolbox right before you slide under the truck saves hours of frustration. Here's what you actually need:

One prep step a lot of guys skip: update your tuner firmware via USB or SD card before install day. A firmware mismatch mid-flash is a frustrating way to end your Saturday. Professional install documentation reinforces checking tuner compatibility against your specific ECU revision before beginning any flash procedure.

Also verify your truck's exact year and build. A 2013 Ram 6.7L and a 2019 Ram 6.7L share the same displacement but run different ECU architecture, different DEF system plumbing, and different EGR cooler routing. Year-specific fitment is non-negotiable.

This is the most physical phase of the job. Give yourself room to work — the DPF assembly on a 6.7 Cummins is heavy, and the downpipe flange on the turbo can be tight depending on your cab configuration.

1. Raise and support the truck. Jack it up on solid stands. You need full undercarriage access from the turbo back to the rear axle.
2. Spray all exhaust fasteners with PB Blaster and let it soak for 30–60 minutes. This is not optional on any truck over 50,000 miles.
3. Disconnect the turbo downpipe flange. Typically 3–4 bolts. Access is tight near the firewall — use a 6" extension on your 3/8" drive ratchet.
4. Unplug all sensors on the DPF/DOC assembly. This includes the upstream and downstream EGT (Exhaust Gas Temperature) sensors and the differential pressure sensor. Label them or photograph their locations before disconnection.
5. Unhook the rubber exhaust hangers. The DPF assembly on the 6.7L is supported by 2–3 hangers. Use a hanger removal tool or a pry bar with a rag to protect the rubber grommets.
6. Drop the DPF/DOC assembly. Have a helper or an exhaust support stand ready — this assembly weighs 30–50 lbs depending on how loaded the filter is.
7. Install the delete pipe. Start at the turbo downpipe flange, align the front section, work rearward through the hanger positions, and seat the rear flange. New gaskets go at both flanges.
8. Install sensor simulator plugs into the DPF sensor ports on the delete pipe before finalizing any connections.
9. Torque all clamps and bolts evenly to 25–35 ft-lbs. Work in a cross pattern on flanged connections. Uneven torque is the #1 cause of exhaust leaks after install.

The Diesel Dudes' YouTube walkthrough covers pipe hanger positioning in detail — worth watching before you start this phase if you haven't done exhaust work before.

The EGR delete is the most involved phase — and on the 6.7 Cummins, it's also the most valuable one. EGR cooler failures are one of the most common expensive repairs on these engines, typically occurring at 100k–200k miles^[2], particularly on 2013–2018 trucks. EGR cooler replacement runs $1,500–$3,000^[3]. Coolant ingestion into the intake from a cracked EGR cooler can hydro-lock a cylinder. A block-off plate fixes that permanently.

Here's how to work through it:

1. Remove the passenger-side fender liner. This opens up access to the EGR valve and cooler assembly, which sits on the passenger side of the engine between the intake manifold and the cylinder head.
2. Drain the coolant. Use your 3-gallon pan at the lower radiator drain. The EGR cooler runs coolant through it continuously — you cannot disconnect coolant lines with pressure in the system.
3. Disconnect the EGR valve electrical connector and remove the valve from the intake manifold. Keep track of all hardware — the intake manifold studs on the 6.7L are aluminum-threaded and strip if you're aggressive.
4. Remove the EGR cooler. This involves disconnecting two coolant hose connections (inlet and outlet) and the exhaust gas supply pipe that runs from the exhaust manifold. Have rags ready — residual coolant and exhaust condensate will drain.
5. Install the block-off plates. Most quality kits use anodized billet aluminum plates. Seat them flat against the intake manifold and exhaust manifold ports, use new gaskets, and torque to spec per your kit instructions.
6. Reroute the coolant hoses as specified in your kit instructions — typically connecting the inlet and outlet ports together to maintain coolant flow through that circuit without the EGR cooler in the loop.
7. Refill the cooling system and burp any air out of the system. A low coolant level or air pocket will cause your temp gauge to climb immediately on startup.

Per the EGR delete install documentation from Spelab's Cummins-specific guide , the coolant bleed procedure is one of the most commonly skipped steps — and it's exactly why some guys see overheating issues post-install that have nothing to do with the delete itself.

The DEF and SCR system is why modern 6.7 Cummins trucks go into limp mode when a pump fails or the DEF runs low. The ECU enforces a hard torque derate — sometimes down to 5 mph — if SCR system faults are present. Eliminating this system removes that failure vector entirely.

DEF/SCR bypass steps:

1. Locate the DEF tank (typically driver-side frame rail on Ram trucks). Disconnect the supply line and return line from the DEF pump.
2. Install the bypass plugs or loop the lines per your kit's diagram. Some kits supply dedicated bypass fittings; others use simple plug caps. Either way, the system must be sealed — DEF is corrosive to untreated metal surfaces.
3. Disconnect the SCR dosing injector and install the supplied plug. Do not leave this port open.
4. Install NOx sensor simulators in both the upstream and downstream NOx sensor ports. These dummy sensors send a fixed voltage signal to the ECU to prevent fault codes post-tune.

CCV reroute steps:

1. Locate the CCV breather outlet on the valve cover — on the 6.7 Cummins, it routes into the intake horn from the factory.
2. Disconnect the factory CCV hose from the intake.
3. Route the included breather hose to atmosphere, typically using a filter/catch can fitting to prevent oil mist from coating your undercarriage.

The CCV reroute is often undersold as a benefit of the delete process. Keeping crankcase oil vapors out of the intake keeps your EGR block-off plates, intercooler, and intake manifold clean — a genuine long-term maintenance win.

On 2023–2026 Ram models, DEF tank access is significantly tighter due to revised underbody packaging. The Diesel Dudes' video walkthrough covers the newer-generation routing in detail.

Here's the thing — the hardware install is only half the job. The 6.7 Cummins ECU is deeply integrated with the emissions system. It monitors exhaust backpressure, soot load, DEF quality, NOx output, and EGR position continuously. Pull the DPF and walk away without a tune, and the ECU will derate your engine within minutes.

What the delete tune actually does:

• Removes DPF regen logic — no more active or passive regen cycles commanded
• Disables EGR valve duty cycle commands — prevents the ECU from trying to open a valve that no longer exists
• Removes DEF dosing commands and SCR monitoring
• Clears DTC (Diagnostic Trouble Code) triggers for all deleted sensors
• Adjusts fueling and timing maps for the reduced exhaust backpressure environment — this is where real power gains come from

Tuner options for the 6.7 Cummins:

• EZ Lynk Auto Agent 3: Wireless OBD-II device with cloud-based tune delivery. Supports 2007.5–2021 Ram 6.7L Cummins. Multiple power levels available; SOTF (Shift On The Fly) switching between tunes while driving.
• EFI Live AutoCal V3: The enthusiast standard for Cummins tuning. Supports 2001–2021. Full ECU and TCM (transmission control module) reflash capability.
• RaceMe Ultra: Plug-and-play OBD-II tuner with built-in display. Cummins-specific; supports 2007.5–2018 with multiple power tunes.

Tuning procedure:

1. Plug the tuner into the OBD-II port (under dash, driver side).
2. Turn key to ON position, engine OFF.
3. Select your delete/race tune from the tuner menu.
4. Allow the flash to complete — 15–30 minutes depending on the tuner. Do not interrupt the flash or disconnect the tuner mid-process.
5. Turn key off, wait 30 seconds, restart engine.

Post-tune, monitor for any residual DTCs on your first drive. A properly flashed ECU on a correctly installed kit should come up completely clean. As documented in The Diesel Dudes' video install content , a complete system check after flashing confirms proper operation before the truck goes back into service.

Let's run through the issues that show up most often, and what to do about each one:

One note on the tuner flash specifically: always connect a battery maintainer or trickle charger before you start the flash process. A voltage drop mid-flash on the 6.7 Cummins ECU can brick the module — and that's a dealer visit you don't want. Professional performance install guidelines flag low battery voltage as a leading cause of incomplete or failed ECU flash procedures across multiple platforms.

On 2022–2024 Ram trucks, the DEF system has revised underbody routing with tighter access tolerances. If you're working on a newer-generation truck and the DEF bypass isn't clicking into place cleanly, don't force it — get a second set of hands or reach out to The Diesel Dudes' technical support team.

The stock emissions system is a restriction stack. The DPF alone creates measurable exhaust backpressure that the VGT (Variable Geometry Turbocharger) has to work against on every power stroke. DPF delete reduces that backpressure 20–30%^[6]. Remove it, and the turbo spools faster, EGTs drop at cruise, and the engine runs cleaner because it's not recycling soot-laden exhaust gas back through the intake.

Real-world gains (based on customer feedback and tuner platform specs)^[7]:

• Fuel economy: 2–4 MPG improvement at highway cruise is consistently reported. Towing economy benefits even more, because the regen inhibit logic on stock trucks will often cut fuel economy by 15–20% when a regen cycle is active mid-haul.
• Throttle response: Immediately noticeable. The lag between pedal input and turbo response shortens once backpressure is removed from the exhaust side of the VGT.
• Power output: Dependent on tune level. A conservative delete tune adds 40–60 HP. A performance-level tune on EFI Live or EZ Lynk can push 100–150 HP over stock on a healthy 6.7L.
• Maintenance reduction: No more regen cycles means no more injector wear from post-injection fuel events used to heat the DPF. No more EGR cooler leaks. No more DEF pump replacements at $800–1,200 each.
• Engine longevity: Removing the EGR loop reduces carbon buildup in the intake manifold and keeps combustion temperatures more consistent — both positive for long-term engine health.

The bottom line on gains: the fuel economy and maintenance savings alone typically offset the cost of a quality delete kit within 12–18 months for a truck that works for a living. The power is a bonus.