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Call or Text (352) 722-5295The turbo on the 2010-2018 RAM 6.7L Cummins
The 6.7L Cummins in this generation is turbocharged and intercooled through an air-to-air charge cooler. 2010-2012 trucks run the Holset HE351VE; 2013-2018 trucks run the Holset HE300VG. Both are variable-geometry turbos with a sliding nozzle ring in the turbine housing, moved by an electronic actuator. That nozzle is also your exhaust brake. There is no separate brake valve: the truck closes the vanes to build backpressure, so a stuck nozzle or a dead actuator takes the exhaust brake down with it.
What fails and why
Sticking vanes. Soot, oil and ash coat the moving nozzle ring until it seizes. You get excessive lag, low boost, poor top-end power, a weak exhaust brake and codes P226B or P226C. Short trips, dirty air filters and skipped oil changes make it worse, and it can happen at any mileage. The fix is disassembly and cleaning; 2009 and later turbos have access ports in the turbine housing for that.
Actuator failure. This is one of the most common turbo problems on the 6.7L. Factory Holset actuators typically fail around 5,000 operating hours, their electronics are rated to 140°C, and one 2014 truck's actuator quit at 1,591 hours, about 54,700 miles. Boost drops to zero, the exhaust brake quits or stays on, and the truck goes into limp mode. P00AF almost always means the actuator; P003A is a learn-limit fault. Do not drive around it: an exhaust brake that stays engaged under acceleration overloads the turbo and cylinders and can contribute to a blown head gasket.
Worn turbos. VGTs also fail from leaking oil seals, damaged compressor or turbine wheels, speed-sensor faults and worn bearings. Oil in the intercooler piping, whine and shaft play are the signs.
Stock replacement vs. upgrade
Diagnose before you buy. Pull the actuator and move the turbo's gear lever by hand; it should move smoothly with about an inch of total travel. If it is seized, the vanes are stuck and the turbo is the problem, not the actuator. If the lever moves freely, the actuator is a separate, replaceable module. Factory Holset actuators must be calibrated with a dealer-level scan tool, while some aftermarket actuators self-calibrate. When the whole turbo is done, a new or remanufactured stock-replacement turbo puts the truck back where it was. A performance turbo makes sense on a modified truck where the factory turbo has become the limit; an aftermarket unit reduces lag and adds airflow when paired with larger injectors. Check any performance turbo's listing for its emissions compliance status in your state before you buy.
What we carry
Everything below is listed for this truck. To shop other platforms, start at our turbo collection.
- Turbos: XDP Xpressor new stock replacement turbos with or without actuator; BD Diesel remanufactured stock replacement and Screamer performance turbos; Fleece Performance Engineering Cheetah turbos; Calibrated Power Solutions Stealth STR and Stealth Mach 1; ATS Diesel Performance Aurora VFR VGT.
- Compound systems: the ATS Aurora Plus, in 2007.5-2012 and 2013-2018 versions.
- Actuators and sensors: remanufactured actuators from BD Diesel and Alliant Power; the Cummins genuine turbo speed sensor and VGT actuator harness adapter; a Fleece turbine shaft speed sensor.
- Install parts: mounting gaskets from MAHLE and Cummins; installation kits from Alliant Power, Fleece and BD Diesel; oil feed and drain lines from Fleece, G&R Diesel, EvilFab and BD Diesel.
- Heat and hardware: titanium turbo blankets from PPE and Mishimoto; Turbosmart constant-tension clamps; BD Diesel V-band clamps; Calibrated Power Solutions Stealth boost tester parts.
Fitment notes
2010-2012 (HE351VE) and 2013-2018 (HE300VG) turbos, actuators and drop-in replacements are not interchangeable, and most listings here are split along that line. Chassis-cab 3500, 4500 and 5500 trucks often need different turbo and intake parts than pickups; BD Diesel lists a separate 2013-2018 cab-chassis stock replacement turbo. Blankets, flange gaskets and S300/S400 oil lines are sized by turbo frame or flange rather than by truck, so match them to the turbo you actually run. Verify by VIN with the fitment checker.
Frequently asked questions
Is it my actuator or my turbo?
Start with the codes: P00AF almost always points to the actuator, while P226B or P226C points to stuck vanes. Then confirm by hand. With the actuator off, the gear lever should move smoothly through about an inch of travel; if it will not move, the vanes are stuck and the turbo needs attention.
Why did my exhaust brake stop working?
On this truck the exhaust brake is the turbo. It works by closing the VGT vanes, so stuck vanes or a failed actuator take it out. If it sticks on instead and the truck has no power, get it checked right away, because an engaged exhaust brake under load can contribute to a head gasket failure.
How do I keep the VGT from sticking?
Keep air filters fresh, change oil to spec, use the exhaust brake regularly so the nozzle cycles, and idle before shutdown. Short trips, dirty filters and skipped oil changes all make sticking worse.
Will a turbo from a 2012 fit my 2014?
No. The 2010-2012 trucks use the HE351VE and the 2013-2018 trucks use the HE300VG, and the turbos, actuators and drop-ins for each are cataloged as separate parts. Order by model year.
Does a new actuator need to be calibrated?
A factory Holset actuator must be calibrated with a dealer-level scan tool. Some aftermarket actuators self-calibrate, so read the listing before you plan the job. If you would rather not deal with it, we install what we sell at the shop in Wildwood, FL.
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.