Mastering the 6.7L Cummins 2nd Gen Swap Kit: A Truck Owner’s Guide

Picture this: you’re hauling a heavy load down the interstate, and that stock variable geometry turbo (VGT) on your 6.7L Cummins starts acting up again laggy, unreliable, and leaving you stranded with a hefty repair bill. Sound familiar? For Dodge Ram owners like us, the 6.7L Cummins 2nd Gen Swap Kit is the fix we’ve been waiting for. This kit swaps out that troublesome VGT for a fixed geometry turbo, pulling inspiration from the rock-solid 2nd gen Cummins engines of the late ‘90s and early 2000s. It’s all about ditching the headaches and cranking up the reliability and performance. Let’s break it down and see if this turbo swap’s right for your rig.

What is a 6.7L Cummins 2nd Gen Swap Kit?

If you’re new to this, here’s the scoop: the 6.7L Cummins 2nd Gen Swap Kit is your ticket to replacing the factory VGT turbo on your 6.7L Cummins engine standard in Ram 2500 and 3500 trucks since 2007.5 with a simpler, tougher fixed geometry turbo. The stock VGT, with its fancy adjustable vanes, sounds great on paper, but in the real world? It’s prone to sticking, actuator failures, and expensive downtime. This swap kit takes you back to basics, mimicking the tried-and-true setups from the 2nd gen Cummins days.

What’s in the Box?

Most kits come loaded with the essentials to get you rolling:

• Turbocharger: Pick your poison S400, S463, S467, or S475 depending on how much horsepower you’re chasing.
• Exhaust Manifold: Usually a T4 flange design for better flow than the stock setup.
• Downpipe: Custom-built to mate your new turbo to the exhaust system.
• Gaskets and Hardware: All the bolts and seals you need to keep it tight.
• Extras: Some kits throw in air intake upgrades or coolant reroute parts.

These kits fit 6.7L Cummins engines from 2007.5 to 2023, but double-check your truck’s year. Brands like Dirty Diesel Customs and Diesel Power Source tailor their kits to specific ranges say, 2019-2023 or 2007.5-2018 so you’re not left guessing.

Why Consider a 2nd Gen Swap?

So, why ditch the stock turbo? For me, it’s about getting a truck I can trust and one that hauls ass when I need it to. Here’s what this swap brings to the table:

• Rock-Solid Reliability: Fixed geometry turbos have fewer moving parts, so there’s less to break. Say goodbye to VGT woes.
• More Power: Depending on the turbo size, you’re looking at 12%-18% horsepower gains and lower EGTs by 10%-18%. Perfect for towing or flexing at the track.
• Towing Muscle: Better airflow means more top-end grunt crucial when you’re pulling a trailer uphill.
• Exhaust Brake Flexibility: You can keep that downhill control with an aftermarket brake setup.
• Sound: That deep, throaty roar? It’s the cherry on top.

I’ve towed my 5th wheel with a swapped S467 setup, and the difference is night and day smoother power delivery and no more worrying about turbo gremlins.

Potential Drawbacks and Concerns

Now, I’m not here to sugarcoat it this swap isn’t all sunshine and tailgates. Here’s what you might run into:

• Turbo Lag: Bigger turbos (S472, S475) can feel sluggish off the line. I noticed it with my S467 until I tweaked the tuning.
• Price Tag: Kits run $2,000-$4,500, plus tuning and labor. My buddy’s Smeding kit with install hit $4,500 ouch.
• Install Hassle: It’s not a weekend oil change. You’ll need skills or a shop, which adds time and cost.
• Tuning Must: Skip this, and you’re asking for trouble. You have to tune the engine post-swap.
• Exhaust Brake Swap: No built-in brake here add an aftermarket one if you need it.
• Cold Weather: Ditching the EGR cooler (common in swaps) means longer warm-ups. I felt it last winter in my unplugged rig.

Some guys ask if a 3rd gen swap’s better cheaper and less lag, sure, but you won’t get the same raw power or that classic 2nd gen sound.

Key Components of a 2nd Gen Swap Kit

Let’s pop the hood on what you’re working with:

I’ve run a Steed Speed manifold with an S400 fitment was spot-on, and the airflow boost was noticeable right away.

Installation Process

Ready to get your hands dirty? Here’s how it goes down:

1. Tear Down: Pull the VGT turbo, manifold, and sensors. Takes some elbow grease.
2. Mount Up: Bolt on the new T4 manifold and turbo watch those alignments.
3. Hook It Up: Attach the downpipe and reconnect sensors (boost, EGT, etc.).
4. Tune It: Dial in the ECM with a pro tuner. Don’t skip this step.
5. Test Drive: Fire it up and feel the difference.

I did mine in a weekend with a buddy, but if you’re not wrench-savvy, a shop’s your best bet. Expect 1-2 days and $1,000-$2,000 in labor.

Choosing the Right Kit

Picking a kit’s like choosing the right tool for the job. Here’s how I’d break it down:

• Your Goal:
  • Daily Driving: S400 or S463 for quick spool-up and street manners.
  • Towing or Racing: S467 or S475 for max power.
• Wallet:
  • Basic kits start at $2,000; premium ones with bells and whistles top $4,000.
  • Add $500-$1,000 for tuning, more for labor.
• Install Plan:
  • DIY? Look for kits with clear guides. I liked Diesel Power Source’s setup.
  • Shop? Find a Cummins pro near you.
• Brands:
  • Dirty Diesel Customs, WCFab, and Stainless Diesel are solid. I’d steer clear of Smeding heard mixed vibes.

Think long-term, too. If you’re eyeing bigger injectors later, get a kit that can grow with you.

Common Questions and Concerns

I’ve heard these at every truck meet here’s the real talk:

• Warranty Worries?
  Yup, this voids it. Dealerships don’t love aftermarket mods.
  
• Tuning Needed?
  100% yes. No tune, no bueno your engine won’t play nice.
  
• Fuel Economy?
  Tuned right, it’s steady or slightly better. Drive hard, and it’ll dip.
  
• Street-Friendly?
  Smaller turbos are fine; bigger ones lag in traffic.
  
• Exhaust Brake?
  Add an aftermarket one I run a Fleece unit and love it.
  
• Cold Weather?
  Longer warm-ups without the EGR cooler. Not a dealbreaker.
  
• 2nd vs. 3rd Gen Swap?
  2nd gen’s got more punch and sound; 3rd gen’s easier and cheaper. Your call.
  

Conclusion

The 6.7L Cummins 2nd Gen Swap Kit is a game-changer if you’re fed up with VGT drama and want a truck that pulls harder and lasts longer. From towing my trailer to just cruising, my swap’s been worth every penny though the lag and cost had me second-guessing at first. It’s not a cheap or simple mod, but for the right owner, it’s a no-brainer.

My advice? Nail down what you want daily driver or tow beast then shop brands like Dirty Diesel or WCFab. Chat up a diesel shop if you’re on the fence. Your Cummins is a beast give it the turbo it deserves.