6.7 Cummins Full Delete Kit: What's Included and What to Buy in 2026

Here's the deal — the phrase "full delete kit" gets thrown around loosely. Walk into any generic marketplace and you'll find listings calling a DPF pipe plus a basic tune a "complete" solution. It's not. A true full 6.7 Cummins delete addresses every major emissions system on the truck, and the Diesel Dudes Technical Team ^[7] structures every bundle around five core phases:

• DPF/CAT Delete Pipe — replaces the Diesel Particulate Filter and catalytic converter section of the exhaust. Standard fitment is a 4" race pipe or full 5" turbo-back system.
• EGR Delete Kit — (Exhaust Gas Recirculation) block-off plates plus coolant reroute/bypass hardware to fully seal the EGR circuit and eliminate cooler-related coolant contamination risks.
• DEF/SCR Bypass — for 2010+ trucks equipped with a Diesel Exhaust Fluid system, bypass fittings or a simulator eliminate the DEF injector, NOx sensor loop, and SCR catalyst requirement.
• CCV Reroute Kit — reroutes crankcase ventilation blow-by gases away from the intake to prevent oil mist buildup on the turbo compressor and intake tract.
• ECM Delete Tuning — VIN-specific tune files that disable emissions-related DTCs, eliminate limp mode triggers, and recalibrate fueling and boost for the new hardware configuration.

Skip any of these five and you'll be chasing warning lights, limp modes, or reliability issues that the partial kit created. The Diesel Dudes full delete bundles ^[7] are spec-matched by model year so every component fits the hardware and the tune is calibrated to match.

According to The Diesel Dudes Technical Team, a properly tuned 6.7 Cummins delete typically adds 60–120 HP and 150–200 lb-ft of torque depending on tune aggressiveness and overall truck condition — with mid-range RPM seeing the biggest gains where DPF backpressure and EGR soot fouling were creating the most restriction.

Before you buy anything, understand the legal landscape. The EPA's National Enforcement and Compliance Initiative targeting aftermarket defeat devices ^[1] is ongoing and active. Under 42 U.S.C. § 7522(a)(3)(A) of the Clean Air Act, it is unlawful to remove or render inoperative any emissions control device on a motor vehicle intended for use on public roads. Implementing regulations under 40 CFR § 86.1809-10 and 40 CFR § 1068.101 specifically prohibit tampering with or defeating OBD systems and aftertreatment hardware.

According to Heavy Duty Trucking ^[2], the DOJ has pulled back on criminal prosecution of diesel delete cases under the current administration, but that does not mean deletes are legal on public roads. As Land Line Media ^[5] confirmed, the DOJ reprieve is not a green light — civil EPA enforcement authority remains intact, and individual fines can reach $5,000 per violation.

The Diesel Dudes sells delete kits for off-road and competition use only. This includes closed-course racing, farm equipment, and off-highway applications. If your truck operates on public roads, check federal law (42 U.S.C. § 7522), your state's vehicle code, and local emissions inspection requirements before modifying any emissions equipment.

Legal Notice: Removing or tampering with emissions equipment may violate the federal Clean Air Act and state emissions regulations. Penalties can include fines up to $5,000 for individuals. Check your local and state laws before modifying emissions equipment on any vehicle driven on public roads.

The DPF delete pipe is the backbone of any exhaust mod on the 6.7 Cummins. The factory DPF assembly creates substantial backpressure — removing it and replacing it with a straight race pipe directly lowers exhaust gas temperatures (EGT) and reduces restriction on the turbo.

Two exhaust paths exist on the 6.7 Cummins platform:

• DPF/CAT Delete Pipe — a 4" race pipe that replaces only the DPF and catalytic converter section. Bolts into the existing factory exhaust system ahead and behind the filter section. Available for 2007.5–2012 ^[44], 2013–2018 ^[45], 2019–2021 ^[46], and 2022–2024 ^[47] trucks.
• Full 5" Turbo-Back Exhaust System — replaces the entire exhaust from the turbo outlet back. Maximizes flow, delivers the deepest EGT drop, and gives you control over tip style and muffler configuration. The 5" Full Exhaust for 2013–2018 ^[32] and the 5" system for 2019–2021 ^[33] are popular upgrades.

On stainless grades: 409 stainless is the standard option — surface rust can appear over time but structural integrity holds up. 304 stainless is premium, fully corrosion-resistant, and worth the upgrade if the truck sees salt or extended outdoor storage.

Sound is another factor. A straight-through race pipe is louder than you might expect at highway speeds. Adding a muffler keeps cabin noise manageable without killing exhaust flow. The Diesel Dudes carries universal muffler options that pair with the 4" and 5" systems for a more controlled exhaust note.

Our technicians recommend the full 5" system for any serious off-road or competition build. The DPF/CAT delete pipe is a solid choice for budget builds or trucks where you're keeping factory exhaust sections in place. Either way, confirm your year-specific fitment before ordering — the 2022–2024 Cummins exhaust routing differs from earlier generations ^[47].

DPF delete pipes for all 6.7 Cummins years are available in our DPF Delete Pipes collection ^[18].

The EGR system on the 6.7 Cummins routes hot exhaust gases back into the intake to reduce NOx emissions. In practice, this means soot, carbon deposits, and oil contamination are continuously introduced into the intake manifold and turbo compressor wheel. On high-mileage trucks, EGR cooler failure is a well-documented failure point — a cracked cooler mixes coolant into the intake, and the resulting contamination can damage injectors and turbo bearings.

A complete EGR delete kit for the 6.7 Cummins covers three physical tasks:

1. EGR valve block-off plate — seals the valve inlet port at the intake manifold so no exhaust gas can enter.
2. EGR cooler bypass/removal — the cooler itself must be removed or bypassed; leaving it in place creates a dead-end coolant loop that can trap air and overheat locally.
3. Coolant reroute fittings and hoses — redirects coolant flow through a bypass circuit to maintain proper coolant circulation after cooler removal.

The Diesel Dudes EGR Delete Kit for 2010–2024 6.7 Cummins ^[14] covers all three components in one kit, from $299. The 2007–2009-specific EGR kit ^[62] addresses the earlier third-gen hardware differences at the valve and cooler mounting locations.

According to Pickup Truck Talk's 2026 EGR delete review ^[4], the most common mistake in budget EGR jobs is installing a block-off plate without addressing the cooler — which causes coolant circulation issues and leaves the root cause of intake contamination unresolved.

Pair the EGR delete hardware with a full delete tune. Without the ECM calibration, the truck will throw persistent P0401 (EGR insufficient flow) and related codes even after the hardware is removed. The tune disables EGR position monitoring and recalibrates fueling to account for the cleaner intake charge.

Starting with the 2010 model year, Ram added a full Selective Catalytic Reduction (SCR) system to the 6.7 Cummins. This system injects Diesel Exhaust Fluid (DEF) — a urea-water solution — into the exhaust stream upstream of the SCR catalyst, where it reacts with NOx to produce nitrogen and water vapor. The system includes a DEF tank, transfer pump, dosing injector, and multiple NOx sensors that feed data back to the ECM.

For a full delete, the DEF/SCR system requires either:

• Bypass fittings or DEF delete plugs — physically disable the DEF injector and associated plumbing
• ECM-level SCR disabling — the delete tune removes DEF level monitoring, DEF quality checks, NOx sensor feedback loops, and SCR catalyst efficiency monitors from the ECM calibration entirely

Without addressing the SCR system, the truck will repeatedly enter a derate cycle as the ECM detects missing DEF activity. On 2013–2018 trucks, this is one of the highest-value systems to eliminate — DEF pump failures, NOx sensor faults, and injector clogging are all common failure modes that generate costly repairs and constant fault codes ^[13].

The CCV (Crankcase Ventilation) reroute kit is the add-on most DIYers skip — and shouldn't. The factory CCV system routes blow-by gases from the crankcase back through the intake, coating the turbo compressor wheel and intercooler piping with oil mist. Over time this builds up, restricts airflow, and accelerates bearing wear. The Diesel Dudes CCV Delete Kit for 6.7 Cummins 2007.5–2024 ^[9] reroutes these vapors away from the intake for a cleaner charge and a longer-lasting turbo.

Two other useful add-ons for 6.7 Cummins builds: the Throttle Valve Delete ^[124] eliminates the intake throttle restriction, and the Grid Heater Delete ^[102] removes the OEM grid heater element that can fail and create intake obstruction on cold-weather starts. Neither is mandatory, but both contribute to a cleaner, more reliable build.

This is where a lot of buyers make their biggest mistake. The hardware is the easy part. The tune is what makes the truck actually run correctly after the delete. Without a supporting ECM calibration, the 6.7 Cummins ECM monitors EGR position, DPF differential pressure, DEF quality, NOx sensor output, and SCR catalyst efficiency on continuous feedback loops. Remove the hardware and the ECM immediately throws fault codes — and on modern trucks, several of those codes trigger a torque derate or full limp mode within a drive cycle.

Three primary tuning platforms are available for the 6.7 Cummins at The Diesel Dudes:

• EFI Live AutoCal V3 ^[13] — The gold standard for 2007–2021 6.7 Cummins. Shift-on-the-fly power levels, VIN-specific custom calibrations, and broad model year support from 2007.5 through 2021. Starting at $934.
• EZ LYNK Auto Agent 3 ^[73] — Wireless OBD-II connected tuner with lifetime GDP support pack. Covers 2007.5–2021 Cummins, with the 2022–2024 Cummins Delete Tuning Kit ^[15] addressing the newer ECM architecture on fifth-gen trucks.
• RaceMe Ultra ^[110] — Handheld tuner with built-in data logging, EGT monitoring, and multi-level power options. Strong choice for 2007.5–2018 trucks where simplicity and on-the-fly adjustability are priorities. Starting at $1,534.

For 2022–2024 trucks, tuning is significantly more complex due to updated ECM security architecture. Fewer platforms support these ECMs, costs are higher, and VIN-specific calibration is non-negotiable ^[15]. For 2025–2026 trucks, confirm tuner compatibility before purchasing any hardware — tuning support for the newest model years is still evolving.

Tune files must be year-specific and VIN-specific. Do not attempt to load a 2013–2018 calibration onto a 2019+ ECM. The ECM architecture, sensor maps, and communications protocols differ between generations, and a mismatched tune can corrupt the ECM calibration and require a bench flash recovery.

The Diesel Dudes Dodge Tuning Software collection ^[132] has all supported tuning platforms for the 6.7 Cummins organized by year.

Delete kit requirements and costs vary significantly across 6.7 Cummins generations. Here's the full breakdown by year range:

Year Range	Generation	Emissions Systems	DEF/SCR Required?	TDD Full Delete Bundle	Starting Price
2007.5–2009	3rd Gen (Early)	DPF, EGR	No	2007–2009 Bundle	Call for pricing
2010–2012	3rd Gen (Late)	DPF, EGR, early SCR	Check spec	2010–2012 Bundle	From $1,784
2013–2018	4th Gen	DPF, EGR, full DEF/SCR	Yes	2013–2018 Bundle [16]	From $1,832
2019–2021	5th Gen (Early)	DPF, EGR, full DEF/SCR	Yes	2019–2021 Bundle [7]	From $2,394
2022–2024	5th Gen (Late)	DPF, EGR, full DEF/SCR, tighter ECM	Yes	2022–2024 Bundle [17]	From $6,734
2025–2026	Current Gen	DPF, EGR, full DEF/SCR, advanced ECM	Yes	2025 Bundle / 2026 Bundle	Price Pending

For the 2007.5–2009 generation — no DEF system, simpler ECM calibration, widest tuner support — these are the most budget-friendly trucks to delete. The 2013–2018 fourth-gen trucks ^[16] sit in the sweet spot: full DEF/SCR systems but well-supported ECM platforms and competitive kit pricing from $1,832.

The 2022–2024 bundle ^[17] reflects the significant engineering work required to address the newer ECM security architecture. Expect higher costs and fewer tuning platform options compared to pre-2019 trucks. For 2025–2026 trucks, call us directly — pricing and tuner availability for the newest ECMs is confirmed on a case-by-case basis.

Cab & Chassis Ram Cummins trucks have different pipe routing requirements — see the dedicated C&C bundles ^[8] for those configurations.

Here's the thing — a lot of kits sold online for the 6.7 Cummins are missing critical components that sellers don't disclose in the product listing. Understanding what's commonly left out helps you avoid the trap of buying hardware twice.

Most commonly missing components in cheap kits:

1. No ECM tuner included — The most common omission. A pipe and block-off plates without a tune means the ECM immediately throws DPF differential pressure faults, EGR position errors, and DEF system faults. The truck will derate or enter limp mode within the first drive cycle. A tune is not optional on any 6.7 Cummins from any model year.
2. EGR block-off plate without coolant bypass — Sealing the EGR valve at the intake without removing or bypassing the EGR cooler leaves a dead-end coolant loop. This creates air pockets in the cooling circuit, localized overheating at the cooler, and persistent DTC P0401 even after the EGR valve is mechanically blocked.
3. No DEF/SCR solution on 2010+ trucks — A DPF-only kit on a 2010+ Cummins addresses maybe 40% of the problem. The SCR system will continue generating fault codes, derate events, and DEF consumption requirements. On 2013–2018 trucks specifically ^[16], failing to address the full DEF/SCR system is the number one reason customers call us after installing a kit they bought elsewhere.
4. Low-grade exhaust pipe material — Cheap aluminized steel pipes corrode from the inside out within 2–3 seasons in wet climates. Our DPF delete exhaust systems ^[18] are built in 409 or 304 stainless steel — significantly longer service life and better resistance to internal condensate corrosion.

The Diesel Dudes full delete bundles are assembled so every component is included and year-matched. If you have questions about what's in a specific bundle, call us at (888) 830-2588 — we'll walk through it component by component before you order.

Disclosure: The Diesel Dudes sells some of the products mentioned in this article. Our recommendations are based on hands-on testing and customer feedback.

Let's break down realistic 2026 costs component by component so you can plan your budget accurately:

Component	Cost Range (Parts Only)	Notes
DPF/CAT Delete Pipe (4")	$200–$800	Price varies by material grade and year fitment
Full 5" Turbo-Back Exhaust	$800–$1,200	Best flow, lowest EGT, optional muffler add-on
EGR Delete Kit (full cooler bypass)	$299–$600	Plates-only kits start around $150 but skip coolant bypass
DEF/SCR Bypass (2010+ trucks)	Included in full bundles	Standalone bypass fittings available separately
CCV Reroute Kit	$100–$200	Strong recommendation for any full delete build
ECM Tuner (EFI Live/EZ LYNK/RaceMe)	$500–$1,500+	2022+ trucks command higher tuner costs
Misc. Tools & Supplies	$100–$400	Penetrating oil, clamps, battery charger, coolant
Professional Installation (labor)	$800–$2,500+	Shop rate and truck complexity dependent

For the 2013–2018 generation, a well-rounded full delete bundle with tuner from The Diesel Dudes ^[16] starts at $1,832 and covers all five core systems. The 2019–2021 bundle ^[7] starts at $2,394 reflecting the additional ECM work required. For the 2022–2024 platform ^[17], expect $6,734+ — the locked-down ECM architecture and limited tuner support drive the cost significantly higher on these trucks.

DIY install time runs 4–8 hours on a typical build for an experienced tech. First-time installers doing a full delete with EGR cooler removal, DEF system work, and exhaust swap should plan for a full day-plus. A shop with a lift can typically complete the job in one afternoon.

Here's an honest look at what you gain — and what you give up — on a fully deleted 6.7 Cummins built for off-road or competition use.

For an off-road/competition build, owners consistently report:

• 60–120 HP and 150–200 lb-ft of torque gains — with a properly calibrated delete tune. The tune does the heavy lifting; the hardware removes the restrictions.
• Elimination of regen cycles — factory DPF regeneration events can consume 0.5–1 gallon of fuel each and occur every 200–500 miles under load. Removing the DPF eliminates these entirely.
• Lower EGT under load — reduced exhaust backpressure allows the turbo to spool more freely and keeps exhaust temps lower at sustained high-load operation.
• Cleaner oil and intake tract — EGR delete stops soot from circulating through the intake and into the oil. Combined with a CCV reroute kit ^[9], the turbo compressor and intercooler stay significantly cleaner over time.
• Elimination of DEF system failures — DEF pump failures, NOx sensor faults, and DEF injector clogging are common failure modes on 2013–2018 trucks ^[16]. Removing the system eliminates these maintenance liabilities on a dedicated off-road build.

Trade-offs to understand clearly:

• Removing emissions equipment on a street-driven truck is prohibited under the Clean Air Act ^[1]. The EPA's enforcement initiative on aftermarket defeat devices ^[6] is ongoing.
• NOx and particulate emissions increase significantly on a deleted truck. This is the engineering trade-off of removing aftertreatment hardware.
• OEM warranty coverage and dealer service support are affected on trucks still under factory warranty.
• Poorly executed deletes — especially incomplete EGR jobs without coolant bypass or mismatched tunes — can create boost leaks, coolant routing problems, and ECM fault states that are more expensive to repair than a proper kit install.

The Diesel Dudes Technical Team processes hundreds of delete installations annually. The trucks that run best long-term are the ones where every system was addressed properly the first time — hardware and tune, together, year-matched to the specific build.