Last reviewed: September 20, 2026
A 2014, 2015, or 2020 Ram 6.7L Cummins does not use one universal delete kit. Correct fitment depends on model year, Pickup versus Cab & Chassis configuration, wheelbase, exhaust layout, sensor arrangement, and the truck's current calibration. Before buying hardware, identify the truck by VIN and inspect what is still installed.
Key Takeaways
The safest buying decision starts with the VIN, chassis type, exhaust measurements, and a scan report rather than the model year alone.
- A 2013-2018 Pickup exhaust assembly should not be assumed to fit a Ram Cab & Chassis truck because wheelbase, frame packaging, sensor locations, and outlet routing can differ.
- A 2020 EGR block-off plate is a finishing component for a compatible modified intake setup; an EGR block-off plate is not a complete EGR delete system.
- A delete kit cannot repair a failed turbo actuator, cracked charge-air boot, sticking injector, coolant leak, wiring fault, or CP4 high-pressure fuel-pump problem.
- Hardware alone may produce little measurable wheel-horsepower change; power, fuel economy, and exhaust-gas-temperature results depend heavily on calibration, load, baseline condition, and test method.
- Public-road owners should repair the factory emissions system instead of treating emissions-removal parts as a substitute for diagnosis.
What a 6.7 Cummins Delete Kit Actually Includes
A “6.7 Cummins delete kit” is a loose market term, not a standardized package, so two kits carrying the same label may contain completely different hardware.
| Component | Physical role | What it does not solve |
|---|---|---|
| DPF race pipe or turbo-back exhaust | Replaces part or all of the downstream exhaust assembly on a compatible competition vehicle. | Fuel-system faults, boost leaks, turbo damage, or incorrect calibration. |
| EGR cooler removal hardware | Replaces or closes coolant and exhaust connections after compatible EGR hardware is removed. | Existing coolant contamination, cylinder-head sealing problems, or intake-manifold deposits. |
| EGR block-off plate | Closes a specific EGR opening in an already-compatible modified intake arrangement. | A complete EGR conversion or electronic fault management. |
| Calibration | Controls diagnostics and engine operation for a specific hardware configuration where legally permitted. | Mechanical faults, damaged sensors, poor wiring, worn injectors, or a failing transmission. |
Read the actual parts list instead of relying on the word “complete.” A complete exhaust package may still contain no EGR hardware, while an EGR package may contain no exhaust pipe or calibration.
Street Use, Farm Use, and Competition Use
Federal emissions rules focus on whether a modification defeats required emissions controls, not merely on how a seller or owner labels the vehicle.
The EPA's current tampering and aftermarket defeat-device policy explains the agency's enforcement position. State inspection, registration, opacity, and on-board-diagnostics rules can add separate requirements.
Owners comparing competition hardware should understand the federal and state tampering risks before spending money. A truck driven between a farm, shop, trail, or event may still operate on a public road, and that use can change the legal analysis.
2014 vs. 2015 vs. 2020 Cummins Fitment
Model year narrows the search, but Pickup versus Cab & Chassis configuration is often the fitment detail that determines whether the pipe length, bends, hangers, and EGR hardware match.
| Truck | What to verify | Common buying error |
|---|---|---|
| 2014 Ram 2500/3500 Pickup | Pickup chassis, wheelbase, transmission, exhaust inlet and outlet diameters, sensor count, and current emissions hardware. | Buying Cab & Chassis EGR hardware or assuming every 2013-2018 exhaust uses the same routing. |
| 2015 Ram 2500/3500 Pickup | VIN, bed and cab configuration, hanger locations, clamp style, sensor bungs, and whether the factory DOC/DPF/SCR assembly remains intact. | Ordering from a generic “2013-2018” label without checking the actual pipe and connector layout. |
| 2014-2015 Ram 3500/4500/5500 Cab & Chassis | Cab & Chassis designation, wheelbase, upfit, exhaust routing, and engine-emissions family. | Treating a work-truck frame and upfit as if it were a consumer Pickup. |
| 2020 Ram 2500/3500 | Standard-output versus high-output engine, transmission, intake configuration, sensor architecture, calibration history, and exact part instructions. | Assuming a simple block-off plate is a complete EGR solution or that 2013-2018 exhaust hardware carries over. |
Use the emissions label under the hood, the VIN, and direct measurements from the installed system. A previous owner may have mixed factory and aftermarket parts, which makes catalog fitment less reliable than a physical inspection.
Match Each Part to the Job
Each product below serves a different chassis or hardware role, so none should be treated as a universal answer for every 6.7L Cummins truck.
- The Cab & Chassis EGR delete kit is cataloged for specified Ram Cab & Chassis applications; it should not be assumed to fit a Ram 2500 or 3500 Pickup.
- The 4-inch or 5-inch DPF delete race pipe is offered for specified 2013-2018 Ram 2500/3500 Pickup configurations; pipe diameter does not override chassis, wheelbase, or emissions-system fitment.
- The EGR block-off plate is intended for a compatible truck with an already-modified EGR and intake arrangement; the plate is not a complete delete kit.
Product listings can change as fitment is revised. Match the listing's current variant, instructions, and included hardware to the truck before installation.
Diagnose the Truck Before Buying Parts
A fault code identifies the circuit or operating condition that failed a monitor; a fault code does not prove that one emissions component caused the problem.
| Example code or symptom | Possible causes to check | Useful first test |
|---|---|---|
| P0401, insufficient EGR flow | Carbon restriction, valve operation, differential-pressure sensing, wiring, or intake leakage. | Compare commanded and actual EGR data, then inspect the passages and electrical circuit. |
| P2002 or repeated regeneration | Loaded or damaged DPF, pressure-sensor tubes, exhaust leaks, failed temperature sensors, excess soot production, or incomplete regeneration. | Check differential pressure at known engine speeds and inspect sensor tubes before condemning the DPF. |
| P2459 or P2463 | Frequent interrupted regeneration, high soot load, failed sensing, low exhaust temperature, or an engine fault that increases soot. | Review regeneration history, soot estimates, temperature data, and pressure readings with a capable scan tool. |
| P20EE or P207F | DEF quality, dosing, NOx sensors, exhaust leaks, catalyst efficiency, wiring, or calibration. | Confirm DEF condition and compare upstream and downstream NOx data under the specified test conditions. |
| P0299, low boost, or black smoke | Charge-air leak, loose boot, actuator fault, turbo damage, exhaust restriction, air-filter restriction, or fueling fault. | Pressure-test the charge-air system and compare commanded boost with actual boost under load. |
A proper diagnosis often costs less than replacing a working DPF, EGR valve, turbocharger, or sensor. Save the freeze-frame data before clearing codes because load, coolant temperature, speed, and exhaust temperature can reveal when the fault occurred.
What a Delete Kit Cannot Fix
A delete kit cannot correct a mechanical, fuel-system, electrical, cooling-system, or transmission fault that exists independently of the emissions hardware.
- A cracked charge-air boot or leaking intercooler can cause low boost, smoke, high exhaust temperature, and poor towing response.
- A worn injector or fuel-pressure fault can increase smoke and piston temperature even when the exhaust flows freely.
- A turbo actuator problem can limit boost and exhaust-brake operation.
- An EGR-cooler or head-gasket coolant leak requires confirmation and mechanical repair; blocking passages does not reverse existing damage.
- A slipping 68RFE or an overheated Aisin transmission requires transmission diagnosis rather than engine-emissions parts.
Some 2019-2020 Ram Heavy Duty trucks were included in NHTSA recall 21V-880 for a high-pressure fuel-pump failure that could cause a stall. The official remedy involves fuel-system inspection and replacement plus a powertrain-control-module update where required; emissions removal is not the recall repair. Owners should check the VIN and read the NHTSA recall report.
Realistic Horsepower, MPG, and EGT Ranges
Horsepower, fuel economy, and exhaust-gas-temperature changes cannot be predicted from a pipe or block-off plate alone because calibration, baseline condition, load, gearing, tires, weather, and measurement method can move the result.
| Metric | Reasonable planning range | Why results vary |
|---|---|---|
| Wheel horsepower | Hardware alone may show little measurable gain. A separately developed competition calibration with supporting hardware can often fall roughly in the 20-100+ hp range over a stock baseline, depending on the tune and build. | Dyno type, correction method, fuel delivery, turbo airflow, torque management, transmission limits, and the original state of tune. |
| Fuel economy | Measured change can range from no repeatable improvement to roughly 1-2 mpg in some use cases; that range is an estimate, not a promised result. | Regeneration frequency before modification, route, idle time, towing weight, speed, tires, weather, calibration, and hand-calculated versus dashboard data. |
| Exhaust-gas temperature | At a comparable steady load, the change can be negligible or roughly 50-200°F in some configurations, but the direction and size of the change are not guaranteed. | Probe location, fueling, boost, timing, altitude, ambient temperature, gear selection, road grade, vehicle speed, and trailer weight. |
Compare the truck at the same speed, gear, grade, ambient conditions, and payload. A dashboard fuel-economy number or a single peak-pyrometer reading is not enough to prove a repeatable gain. The real-world performance trade-offs matter more than the largest number printed in an advertisement.
4-Inch vs. 5-Inch Exhaust
A 4-inch exhaust is typically sufficient for many stock-turbo and moderately modified 6.7L Cummins builds, while a 5-inch system is usually chosen for sound, appearance, or a higher-airflow build rather than guaranteed power.
| Decision point | 4-inch system | 5-inch system |
|---|---|---|
| Typical use | Stock turbo, towing, moderate competition calibration, and easier packaging. | Sound-focused builds, larger-airflow combinations, or owner preference. |
| Cab sound | Often less prone to deep low-frequency drone, depending on muffler, cab, and bed length. | Often deeper and louder, with drone risk depending on configuration. |
| Packaging | Usually provides more clearance around the frame, spare tire, axle, and suspension. | Requires closer clearance checks and may be harder to route on some wheelbases or upfits. |
| Power expectation | Diameter alone does not guarantee a horsepower change. | Larger diameter alone does not guarantee a horsepower change. |
A turbocharged diesel does not need exhaust backpressure added for protection. The practical goal is adequate flow without creating fitment, noise, vibration, or ground-clearance problems.
Real-World Owner Scenarios
The right decision changes with the truck's duty cycle, because a highway tow rig, short-trip commuter, fleet truck, and competition build create different heat, soot, downtime, and compliance demands.
Highway towing
A towing owner should log coolant temperature, transmission temperature, boost, and pre-turbo or manifold EGT under repeatable load. Trailer weight, grade, wind, altitude, and gear selection must be recorded before comparing changes.
Short trips and long idle time
A truck that rarely reaches stable exhaust temperature may interrupt regeneration more often. The first response should be diagnosis of thermostat operation, sensor accuracy, duty cycle, and engine faults rather than assuming the DPF itself failed.
Used truck with unknown modifications
A buyer should inspect for cut harnesses, missing modules, nonfactory welds, stored and permanent codes, readiness-monitor status, and calibration history. Returning a poorly modified truck to stock can cost more than the purchase discount.
Competition-only build
A competition build still needs a matched turbo, fueling, cooling, transmission, and calibration package. Understanding airflow and thermal behavior helps prevent one oversized component from shifting the bottleneck elsewhere.
Budget for Diagnosis and a Return-to-Stock Path
A responsible budget includes diagnosis, hardware, calibration review, labor, clamps and sensors, and the possibility that the truck may later need to return to a compliant factory configuration.
Initial electrical and drivability diagnosis often requires roughly 1-3 shop hours, depending on scan access, fault complexity, road-test conditions, and whether previous modifications damaged the harness. Returning a modified truck to stock can roughly range from $4,000 to more than $15,000 when the DOC, DPF, SCR assembly, sensors, wiring, calibration, and labor are missing or damaged. That planning range is not a repair quote; local labor rates, new versus used components, rust, and parts availability can move the total sharply.
Keep every removed factory component labeled and dry if the modification is lawful for the vehicle's use. Complete original hardware can preserve resale options and reduce the cost of restoring the truck.
Calibration and Dealer-Service Risk
A hardware configuration and its engine calibration must agree, because mismatched monitors, torque requests, sensor expectations, and transmission controls can produce warning lights, derates, harsh shifting, or engine damage.
Dealer programming, recall work, battery-voltage loss, module replacement, or an over-the-air update can expose an incompatible configuration. Before any module service, tell the technician what hardware and software are present and preserve lawful calibration records. A tune should never be used to hide low fuel pressure, excessive rail-pressure correction, low boost, overheating, injector imbalance, or transmission slip.
Decision Table: Repair, Inspect, or Modify
The vehicle's legal use and diagnostic condition should decide the next step before any product selection begins.
| Situation | Best next step | Reason |
|---|---|---|
| Public-road daily driver or tow rig | Diagnose and repair the factory emissions system. | Road use carries federal and state compliance requirements, and a delete does not repair unrelated faults. |
| Truck with one emissions-related code | Save freeze-frame data and test the named circuit or system. | A single code can be caused by wiring, leaks, tubes, sensors, engine condition, or software. |
| Used truck with missing equipment | Price a complete return-to-stock path before purchase. | Missing catalysts, sensors, harnesses, and factory software can turn a cheap truck into an expensive recovery job. |
| Lawful competition-only vehicle | Verify chassis, year, wheelbase, existing hardware, and calibration as one package. | Correct product fitment does not guarantee mechanical compatibility or legal eligibility. |
Ready to Build Your Competition Truck?
Exclusive Offer for Readers: Ready to start your build? Use code SPE05 at checkout for an exclusive discount. Shop All SPELAB Cummins Parts Here.
Frequently Asked Questions
These answers cover the fitment, diagnosis, compliance, cost, and performance questions that most often decide whether a 6.7L Cummins owner should repair the factory system or evaluate competition-only hardware.
Q: Does farm use automatically make a Cummins delete legal?
A: No. Calling a truck a farm vehicle does not automatically exempt it from federal or state emissions requirements, especially when the truck is registered or driven on public roads. Verify the exact use, jurisdiction, and vehicle classification before modifying required emissions equipment.
Q: Will one delete kit fit a 2014, 2015, and 2020 Ram 6.7L Cummins?
A: No. A 2014, 2015, and 2020 Ram can differ in chassis, exhaust routing, sensor architecture, engine-output version, intake hardware, and calibration. Verify the VIN, Pickup or Cab & Chassis designation, wheelbase, transmission, emissions label, and installed components.
Q: Is a 2020 Cummins EGR block-off plate a complete delete kit?
A: No. An EGR block-off plate closes a specific port in a compatible modified system; the plate does not include every coolant fitting, exhaust component, intake component, or electronic change that another configuration may require.
Q: Will a delete fix the 2019-2020 Cummins CP4 fuel-pump problem?
A: No. The CP4 high-pressure fuel-pump issue is a fuel-system problem, and the applicable recall remedy involves fuel-system inspection or replacement and a control-module update. Emissions hardware does not repair a failing high-pressure fuel pump.
Q: How much horsepower can a 6.7 Cummins delete add?
A: Hardware alone may add little measurable wheel horsepower. A separately developed competition calibration with supporting airflow and fuel hardware can often show roughly 20-100+ hp over a stock baseline, but dyno method, turbo, fuel system, torque management, transmission limits, and starting calibration determine the result.
Q: Can a Cummins delete improve fuel economy by 1-2 mpg?
A: Fuel-economy change can range from no repeatable improvement to roughly 1-2 mpg in some duty cycles, depending on previous regeneration frequency, route, idle time, speed, tires, trailer weight, calibration, and measurement method. Hand-calculated data across several comparable tanks is more useful than the dashboard estimate.
Q: Can a 6.7 Cummins delete lower EGT by 50-200°F?
A: A comparable steady-load EGT change can be negligible or roughly 50-200°F in some configurations, but probe location, fueling, boost, timing, gear, grade, altitude, ambient temperature, and payload control the result. No single EGT-drop range should be treated as a guaranteed product outcome.
Q: Should I choose a 4-inch or 5-inch exhaust?
A: A 4-inch system is typically adequate for many stock-turbo and moderate builds and is often easier to package. A 5-inch system is commonly chosen for deeper sound, appearance, or a higher-airflow combination, but diameter alone does not guarantee more horsepower.
Final Verdict
A 2014, 2015, or 2020 Cummins parts decision is sound only when the owner confirms lawful use, diagnoses the truck, verifies Pickup versus Cab & Chassis fitment, and treats horsepower, MPG, and EGT figures as conditional ranges rather than promises.
Start with the VIN, under-hood emissions label, scan data, chassis type, and direct measurements. That information prevents more bad purchases than choosing a kit by model year or pipe diameter alone.
