Best Delete Kit for 6.7 Cummins: 2026 Buyer's Guide

The best delete kit for a 6.7 Cummins is the one matched to your exact truck - model year, ECM, body style, and exhaust routing, not the one with the lowest price tag. Two kits can look the same in the photos and still ship completely different electronics, and that difference decides whether your truck runs right or sits with a warning light. Forum threads won't settle it for you either: one owner swears by the cheapest pipe, the next one describes a failed flash, and half the time they're talking about different trucks. [5]

We’ve worked with 6.7 Cummins trucks for more than 10 years and completed over 3,680 orders. For this guide, we compared package contents, current fitment, tuner workflow, and the support questions we see most often. By the end, you’ll know which setup fits your truck and why.

A full delete kit for 6.7 Cummins combines the exhaust hardware, EGR components, and a compatible tuner in one matched package. The tuner loads the required calibration into the ECM so the electronic side of the setup matches the installed hardware. 

A complete delete kit for 6.7 Cummins is built around six main component groups. Together, they cover the exhaust side, EGR hardware, tuning, sensor provisions, and the installation hardware needed for a matched setup. 

• 4-inch DPF/CAT delete pipe - replaces the filter section.
• 4- or 5-inch exhaust option - selected instead of the short pipe.
• EGR valve and cooler hardware - plates, fittings, hoses, and gaskets.
• Year-matched tuner - preloaded or supplied with VIN-specific files.
• Sensor provisions - bungs or harness plugs where required.
• Installation hardware - clamps, hangers, brackets, and fasteners.

A complete kit is matched as one system. Separate parts can work, but every flange, pipe route, body style, transmission option, and tune must agree. Most parts-order problems we handle start with a mixed cart: a pickup pipe, a Cab & Chassis truck, and a tuner selected by engine size alone.

A matched delete changes how the truck behaves, not only what sits under it. The ECM stops commanding removed emissions functions, exhaust restriction falls, and recirculated soot no longer enters the intake. The main changes come from what each system no longer does: no DPF regeneration, no EGR soot recirculation, and no DEF dosing on 2013-2024 trucks. 

No DPF regeneration

With the filter removed and the correct calibration loaded, the truck no longer performs forced regens or enters a DPF-related derate because the filter is full. Exhaust flow is more direct.

No EGR soot path

A matched 6.7 Cummins EGR delete kit blocks or removes the cooler and valve circuit. Soot stops returning through the intake. Correct coolant routing and ECM calibration matter more than the logo on the plate.

No DEF dosing 

On 2013-2024 trucks, a DEF delete kit for 6.7 Cummins applications removes DEF dosing, level monitoring, and SCR-related derates. The 2007.5-2012 trucks had no factory DEF system, so DEF hardware advertised for those years is a fitment warning.

Gain up to 15-30% more horsepower with proper tuning and up to 10-15% better fuel economy. Those are potential ranges, not guarantees for every truck.

The gain depends more on the selected calibration than the pipe diameter. Stock ratings also changed by year and transmission. Cummins lists 350 hp for the 2007 launch, 385 hp by 2013, and separate 370-hp standard-output and 400-hp high-output engines for 2019. [2][3]

* Available calibration levels vary by tuner, model year, body style, and transmission. These are advertised tune levels, not chassis-dyno guarantees.

** Route, idle time, payload, tires, gearing, and driving style can erase the gain. 

On our shop trucks, the most repeatable difference is cleaner throttle response and fewer emissions-related interruptions. Peak power and MPG move around with the tune, transmission strategy, trailer weight, and the health of the fuel and air systems.

A 6.7 Cummins delete kit with tuner keeps the mechanical and electronic sides in agreement. Installing the hardware without the correct calibration leaves the ECM looking for pressure, temperature, EGR-flow, and DEF data that are no longer available. This can trigger warning lights, fault codes, derate, or limp-mode behavior. A tune without the matching hardware creates the opposite problem: the ECM is calibrated for components that are still physically installed. 

Power levels vary by tuner. H&S Mini Maxx V1 reaches +175 HP on supported 2007.5–2012 pickups; Mini Maxx V2 and EZ Lynk reach up to +150 HP on supported applications; EFI Live pickup files reach +130 HP, while Cab & Chassis files are fixed at 0 or +60 HP; RaceME Ultra reaches +200 HP. These are advertised calibration levels, not dyno guarantees. 

Model year is the next filter when choosing a tuner. ECM access, emissions hardware, and supported tuning workflows change across 6.7 Cummins generations, so the same device or setup will not fit every truck. 

• 2007.5-2012: No factory DEF; straightforward ECM access on listed tuners.
• 2013-2018: DPF/DEF/EGR hardware; separate pickup and C&C configurations.
• 2019-2024: Tuner compatibility depends on the truck’s ECM. RaceME works directly with 2019–2021 ECMs, while 2022–2024 trucks require a compatible 2019–2021 ECM swap before RaceME tuning can be used.

Choose the 4-inch option for a stock-turbo work truck or a moderate tune. It flows well, costs less, weighs less, and is usually easier to package. Choose 5-inch when you want a deeper, louder exhaust note or when the rest of the build can use the extra cross-sectional area.

4-inch setup. This is our default recommendation for towing, daily use, and stock-turbo trucks. A 4-inch 6.7 Cummins delete pipe replaces the factory filter section while keeping good clearance and a practical exhaust tone. For most stock and moderately tuned builds, there is little reason to step up to a larger system.

5-inch setup. The larger system changes tone more clearly than it changes power on an otherwise stock truck. It makes more sense on a modified engine or for an owner who specifically wants the deeper sound. A muffler is worth considering when highway drone matters.

If you have a Cab & Chassis truck, check the wheelbase, exhaust routing, and required pipe length before ordering, since pickup exhaust hardware uses a different configuration.

Hardware and tuning change across these four generations. The 2007.5–2012 pickups use DPF and EGR hardware without a factory DEF system, while 2013+ pickups add SCR/DEF. Pickup and Cab & Chassis exhaust routing also differs, and late-model tuner compatibility depends on the ECM path.

Cab & Chassis trucks need their own pipe routing. For 2013-2018 commercial trucks, use the Cab & Chassis Full DPF/DEF/EGR Delete Kit with EZ Lynk Auto Agent 3. If the configuration is unclear, send us your VIN or call our Dieselino team at (888) 807-2666. We’ll help match the correct kit, exhaust setup, and tuning path to your truck.

If the configuration is unclear, send us your VIN and transmission type or call our Dieselino team at (888) 807-2666. We’ll match the correct kit, exhaust setup, and tuning path before you order.

These five mistakes repeat in fitment questions and support tickets. Check them before ordering any Cummins delete kit.

1. Ordering by engine alone → Check the exact year, Pickup or Cab & Chassis body, wheelbase, transmission, and ECM path.
2. Buying DEF parts for an early truck → Remember that 2007.5–2012 6.7 Cummins trucks have DPF and EGR systems, but no factory DEF.
3. Treating 2022–2024 like 2019–2021 → RaceME setups for 2022–2024 require the compatible 2019–2021 ECM swap.
4. Removing hardware before the tune is ready → Receive the tuner, clear existing DTCs, verify the correct file, and complete the required flashing steps first.
5. Choosing a kit by maximum power alone → Check SOTF availability, TCM support, exhaust setup, and how you actually use the truck before ordering.

Still unsure? Send the VIN and transmission type. We will match the pipe, tuner, and calibration path before the order is built.

A current complete-kit parts budget at Dieselino is about $1,619-$2,222 before tax, optional upgrades, and professional labor. The RaceME Ultra top pick starts at $1,967. A DIY installation usually takes about 4–8 hours, but corrosion, Cab & Chassis routing, or an ECM swap can extend the job.

Buying the components separately can start at a lower price, but it also means checking tuner compatibility, exhaust fitment, EGR hardware, and model-year requirements one by one. A full kit costs more upfront in some configurations, but the components are already matched as one setup.

The cheap route can become expensive when the pipe is for a pickup but the truck is Cab & Chassis, or when the tuner cannot support the ECM. One extra shipment can erase the savings, so compare a fully configured cart rather than the largest sale badge.

A delete is a deliberate modification. Check these four items before the truck comes apart so the installation, legal use, warranty decision, and return-to-stock plan do not become surprises.

• Off-road use only: Read the Dieselino Legal Use & Emissions Compliance Notice and verify every applicable law before purchase or installation. EPA policy addresses tampering and aftermarket defeat devices under the Clean Air Act. [1]
• Warranty exposure: An aftermarket part does not automatically erase an entire warranty, but coverage can be denied for damage caused by that part or its installation. Read the written warranty first. [4]
• Keep the stock parts: Label and store removed hardware, sensors, fasteners, the stock file, and the original ECM where an ECM swap is used. Keeping these parts gives you the option to return the truck to its factory configuration later, for example before resale or if your plans for the truck change. 
• Tune before removal: Our complete kits include the supported tuning path; verify that calibration before disconnecting emissions hardware.

This setup makes the most sense on a post-warranty, high-mileage tow or work truck used only where permitted. Fitment and conservative tuning matter more than the highest number on the screen.

The practical differences are easier to judge side by side. The table below shows how a stock 6.7 Cummins compares with a properly matched full delete + tune across the main areas owners notice most: regeneration, exhaust restriction, EGR/DEF operation, power selection, and exhaust sound. 

*Available level depends on model year, tuner, and transmission.

If the right column matches the plan for your off-road truck, start with the year collection above or use the matched RaceME package below.