Author: John Lee
Updated on February 26, 2026.
⚠️ IMPORTANT LEGAL DISCLAIMER: The products discussed in this guide (Delete Kits, Race Pipes, EGR blockers) are sold strictly for off-road competition use only. They are not legal for use on pollution-controlled vehicles driven on public highways under the Clean Air Act. Please ensure you comply with all local, state, and federal regulations.
TL;DR
Unlocking 2014, 2015, and 2020 Cummins engines requires specific hardware and mandatory ECU tuning. This guide details SPELAB’s competition EGR/DPF delete kits, explains the critical ECU unlock process for 2019+ models, and highlights the performance benefits for off-road track use.
If you drive a Ram 2500 or 3500 equipped with the legendary 6.7L Cummins, you know the struggle. The engine is a beast, but the factory emissions system—specifically the EGR (Exhaust Gas Recirculation) and DPF (Diesel Particulate Filter)—often acts like a muzzle.
Owners frequently report:
- Reduced Throttle Response: The feeling that the truck is "choked up."
- Frequent Regenerations: Wasting fuel to burn off soot.
- The Dreaded "Limp Mode": Sensor failures leaving you stranded.
For dedicated competition trucks and farm vehicles, SPELAB delete kits offer a solution to uncork that potential. This guide breaks down the hardware you need for the 2014, 2015, and the complex 2020+ models, and the crucial step most guides miss: Tuning.
The "Missing Link": Hardware vs. Software (Read This First)
Before we look at the kits, let’s address what most sellers won't tell you. You cannot just bolt on a delete pipe and drive away.
- The Hardware (What SPELAB provides): Physically removes the restriction (the DPF/CAT) and blocks the soot recirculation (EGR). This allows maximum airflow.
- The Software (Tuning): Your truck's ECU (brain) expects to see data from O2 sensors, EGT sensors, and pressure sensors that you just removed. Without a "Delete Tune" (ECU Reflash), your dashboard will light up like a Christmas tree, and the truck will go into Limp Mode immediately.
Pro Tip: Always secure your tuning solution (like EZ LYNK, MM3, or EFI Live) BEFORE installing hard parts.
1. The 2013-2014 Cummins: The "Golden Era" of Modification
For owners of 2013-2014 Ram 2500/3500s, unlocking power is relatively straightforward. These trucks respond incredibly well to high-flow exhaust systems.
Recommended Setup:
- SPELAB EGR Delete Kit (2014): Removes the cooler and valve. This stops hot, dirty exhaust from being fed back into your intake manifold, keeping your engine oil cleaner for longer.
- SPELAB 4" Race Pipe: Replaces the heavy DPF/CAT section.
Performance Impact:
Removing the restriction on a 2014 model often results in an instant 1-2 MPG increase (due to no more active regen cycles) and a significant drop in EGTs (Exhaust Gas Temperatures) while towing.
2. The 2015-2018 Cummins: Refining the Flow
The 2015 model year brought significant torque management updates. While the hardware installation is similar to the 2014, the flow becomes even more critical to keep the Variable Geometry Turbo (VGT) happy.
Top Tier Options:
- SPELAB Full Bundles (EGR + DPF Pipe): We recommend a 4-inch system for stock turbos.
- 5-Inch Upgrade: If you plan on pushing over 500HP or upgrading your turbo later, consider a 5-inch piping kit. Note: 5-inch systems are louder and may have more "drone" at highway speeds than 4-inch systems.
Real-World Data (Stock vs. SPELAB Competition Mode):
| Feature | Stock Emissions System | SPELAB Competition Setup |
|---|---|---|
| Exhaust Flow | Highly Restricted | Free Flowing |
| EGTs (Towing) | High (1200°F+) | Cooler (Often -150°F drop) |
| Throttle Response | Laggy | Instant |
| Sound | Silent/Whisper | Throatier, Turbo Whistle |
3. The 2019-2020+ Cummins: The "Locked ECU" Challenge
Here is where real expertise matters. If you own a 2019, 2020, or newer Ram, you are dealing with a different beast.
The 2020+ Cummins uses a new Hydraulic Lash Adjuster (HLA) engine design and, more importantly, a digitally locked ECM. You cannot simply plug a tuner into the OBDII port like older trucks.
The Roadmap for 2020 Owners:
- ECU Swap/Unlock: You must physically replace your ECM or send it out to be unlocked (by companies like HP Tuners or edge).
- The Hardware: Once the "brain" is unlocked, the SPELAB hardware works its magic.
- The Kit: SPELAB 2020 Cummins EGR Block-Off.
Why delete a brand new 2020 truck? Reliability. The CP4.2 high-pressure fuel pump and the complex emissions systems are failure points. Converting a 2020 truck for competition use ensures consistent power delivery without the fear of a sensor putting you on the side of the road.
Why SPELAB? (Engineering vs. Generic Pipes)
Not all stainless steel is created equal. When you are putting a pipe under a truck that vibrates, twists, and heats up to 1000 degrees, quality matters.
- Material Science: SPELAB uses aluminized or 304 Stainless Steel (depending on your kit choice) to resist corrosion, crucial for trucks in the Rust Belt.
- Mandrel Bends: We don't crush-bend our pipes. We use mandrel bending technology to ensure the diameter remains constant through the curves, maximizing flow velocity.
- Fitment Guarantee: We 3D scan the undercarriage of Ram trucks to ensure our hangers align perfectly with factory rubber mounts. No rattling, no banging.
Ready to Build Your Competition Truck?
Deleting your Cummins is the ultimate commitment to performance and longevity for off-road rigs. It transforms the truck from a choked-down commuter into the workhorse Cummins intended it to be.
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
Q: Do I need a tuner if I install a delete kit?
A: Yes, absolutely. Installing physical delete pipes without a proper ECU tune will immediately trigger check engine lights and force the truck into "limp mode," limiting speed and power. The software is required to tell the truck's computer to ignore the missing emissions sensors.
Q: Is it legal to use these delete kits on the street?
A: No. These products are sold strictly for off-road competition vehicles. Removing emissions control equipment on a vehicle driven on public highways is a violation of the Clean Air Act and federal regulations.
Q: What makes the 2019, 2020, and newer Cummins models harder to delete?
A: The 2019+ Ram trucks feature a digitally locked ECM (Engine Control Module). Unlike older models where you could simply plug in a tuner, you must physically remove the computer and have it unlocked or swapped before any tuning software can be installed.
Q: How much horsepower can I expect to gain?
A: While the pipes themselves improve flow, the majority of the power comes from the tuning software. A standard competition delete tune combined with SPELAB high-flow piping typically yields gains of 50 to 100+ horsepower over stock.
Q: Should I choose a 4-inch or 5-inch exhaust system?
A: For trucks with a stock turbocharger and under 500 horsepower, a 4-inch system is ideal as it maintains proper backpressure and minimizes highway drone. A 5-inch system is recommended only for high-horsepower builds, though it is significantly louder.
Q: Will deleting the DPF and EGR improve my fuel mileage?
A: Yes. Most competition trucks see an improvement of 1 to 3 MPG. This is primarily because the engine no longer wastes fuel during "active regeneration" cycles which are designed to burn off soot in the factory DPF.
Q: What is the main benefit of an EGR delete specifically?
A: The Exhaust Gas Recirculation (EGR) system feeds hot, dirty exhaust back into the intake. Deleting it prevents soot from entering the engine, which keeps the oil cleaner for longer periods and significantly lowers engine coolant temperatures.
Q: Does the SPELAB delete kit require welding to install?
A: No. SPELAB kits are designed as bolt-on solutions. They are engineered to fit the specific chassis of the 2014-2020 Ram trucks and utilize the factory rubber hanger locations for a secure fit without fabrication.
John Lee
Mechanical Engineer | 10+ Years Experience
John has spent the last decade engineering and testing high-performance automotive components. Specializing in drivetrain durability and thermal management across Powerstroke, Cummins, and Duramax applications, he bridges the gap between OEM limitations and aftermarket performance. His philosophy: "Factory parts are just a starting point."
