2010-2018 Ram 6.7L Cummins Exhaust Parts

The exhaust system on the 2010-2018 Ram 6.7L Cummins

On the 6.7L Cummins, exhaust leaves a cast manifold, drives the variable-geometry turbo, then runs down the downpipe into the aftertreatment. On 2010-2012 pickups that means a DOC, NOx adsorber catalyst and DPF, with cooled EGR upstream. On 2013-2018 pickups it is a DOC, DPF and SCR catalyst fed by DEF, again with cooled EGR. Behind all of it sits a 4-inch tailpipe with the muffler. The turbo doubles as the exhaust brake. It brakes by closing its vanes, which is a big help when you tow, though it has limits behind a large trailer.

What fails and why

The mechanical trouble spot is the exhaust manifold. Heat cycling shrinks the cast manifold, up to a quarter inch over its life, and that snaps manifold bolts and leaks exhaust at the head even on stock trucks. Listen for a tick on cold start, and watch for exhaust smell in the cab or soot streaks at the flange. Owner reports on 2012 trucks put it between 50,000 and 115,000 miles, and it shows up on 2014-2016 trucks too.

The emissions side has its own patterns. 2010-2012 pickups clog the DPF more often. Without SCR, the engine controlled NOx in-cylinder, ran richer and made far more soot. Cummins issued several software updates, and the move to SCR on 2013 pickups largely cured it. Frequent regens, regen-in-progress messages, DPF full warnings and derate are the signs, and short trips and idling make it worse. On 2013-2018 trucks, owners report DEF pump, DEF level sensor and EGR valve problems that bring warnings and a countdown to derate. On any year, let an active regen finish on the highway rather than idling through it, because incomplete regens wear down the DPF and SCR over time.

Stock replacement vs. upgrade

New studs and a gasket set reseal a leaking manifold. The longer-term fix is a replacement manifold with webbing between the ports, which resists the shrinkage and the bolt breakage that comes with it. Either way, extracting broken bolts is part of the job. For flow and sound, the compliant upgrade is a DPF-back system. It starts after the DPF, and after the SCR on 2013-2018 trucks, so every emissions device stays in place. Stock is a 4-inch single exit, and DPF-back upgrades go to 4-inch dual exit or 5-inch constant diameter. MBRP's 4-inch DPF-back systems improve flow while keeping the truck emissions compliant. The Banks Monster for 2013-2018 trucks replaces the factory 4-inch tailpipe with 60 percent more flow area, and Banks lists it as CARB E.O. not required.

What we carry

Everything below is either a service part or a compliant upgrade. For other trucks, see the full exhaust collection.

• MBRP: Armor Lite, Armor Plus and Armor BLK filter-back systems in 4-inch and 5-inch, universal 409 stainless and Quiet Tone mufflers, resonators, and a wide range of exhaust tips.
• Banks Power: the Monster Exhaust 5-inch single exit, in separate versions for 2010-2012 and 2013-2018.
• BD Diesel: a replacement exhaust manifold, manifold gasket kits and sets, bolt and spacer hardware, a V-band clamp, a cast turbo exhaust elbow and a remote-mount exhaust brake.
• ATS Diesel Performance: the Pulse Flow exhaust manifold kit and a manifold gasket set.
• Mahle: exhaust manifold gasket set, catalytic converter and flange gaskets, EGR cooler, tube and bypass valve gaskets, and head sets.
• Studs and bolts: manifold hardware from PPE, XDP, Mishimoto, Gator Fasteners, Fleece Performance Engineering and Dorman.
• Sensors and service parts: XDP oxygen, exhaust gas temperature and exhaust backpressure sensors, a Cummins genuine upper engine gasket kit, Dorman's EGR gasket kit, Mishimoto heat wrap and PPE stainless tips.

Fitment notes

The 2013 line is the big one. 2010-2012 and 2013-2018 DPF-back systems are different part numbers because the 2013 SCR canister moves where the tailpipe starts, and on 2013-2018 trucks the new section slips over the pipe coming out of the SCR. The 2013-and-later MBRP systems are also listed by cab and bed: Crew Cab short bed has its own part, while Mega Cab short bed and Crew Cab long bed share one. The 2013-2018 Banks system fits Crew Cab short and long bed and Mega Cab short bed, SRW and DRW, but not Regular Cab long bed or trucks with factory rear air suspension. Sensors split by year too. The XDP oxygen and EGT sensors here are listed for 2007.5-2012, and the backpressure sensor for 2007.5-2018. Your truck already brakes with its turbo, so read the BD remote-mount exhaust brake listing for its application before you order. Chassis cabs route their exhaust differently from pickups, so verify them separately, and verify every part by VIN.

Frequently asked questions

Why does my 6.7L Cummins tick on a cold start?

On this engine the usual suspect is a leaking exhaust manifold. Heat cycling shrinks the cast manifold, snaps bolts and opens a leak at the head, and you may also smell exhaust in the cab or see soot at the flange. It happens on stock trucks, with 2012 owner reports falling between 50,000 and 115,000 miles.

Will a DPF-back system from a 2012 fit my 2014?

No. The 2013 trucks gained an SCR catalyst, which changes where the tailpipe starts, so 2010-2012 and 2013-2018 DPF-back systems are separate part numbers. On 2013-and-later trucks, also match the system to your cab and bed length.

Does a DPF-back exhaust keep my Ram emissions compliant?

A DPF-back system starts after the DPF, and after the SCR on 2013-2018 trucks, so the DOC, DPF, SCR and sensors all stay where the factory put them. MBRP's 4-inch DPF-back systems keep the truck emissions compliant, and Banks lists its 2013-2018 Monster system as CARB E.O. not required.

My 2011 regenerates constantly. Is that normal for this truck?

It is a known pattern on 2010-2012 pickups. Without SCR, the engine ran richer to control NOx and made far more soot, so the DPF loaded up faster. Cummins issued several software updates for it. Short trips and idling make it worse, and letting active regens finish on the highway helps protect the DPF over time.

What should I plan for when I replace manifold studs?

Plan on extracting broken bolts, since a shrinking manifold is what snaps them. Pair new studs or bolts with a fresh gasket set. If the cast manifold itself has shrunk, a replacement manifold with webbing between the ports resists that shrinkage.

Not sure what fits? Call the shop at the number in the header, or use the fitment checker on any product page. We install everything we sell.