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What Changed in 2013 on the 6.7 Cummins

The 6.7L Cummins has been in Ram trucks since 2007.5, but 2013 marked a significant emissions escalation. Cummins and Ram added a full Selective Catalytic Reduction (SCR) system tied to a Diesel Exhaust Fluid (DEF) tank to meet EPA Tier 2 Bin 5 standards. This was on top of the EGR and DPF hardware that was already in place.

What that means in practice: your 2013+ truck now has three major emissions systems working simultaneously (EGR, DPF, and SCR/DEF) compared to just EGR and DPF on the 2010–2012 generation.

The EGR system was also redesigned for 2013. Ram updated the EGR cooler routing and valve design to improve efficiency, but the fundamental problem remained the same: hot soot-laden exhaust gas is being routed back into your intake, coating the manifold, ports, and cooler passages with carbon over time.

One more thing to know: the 2013–2018 trucks also carried over the same DPF-induced regen system, which injects raw diesel into the exhaust at high temperatures to burn off trapped particulate matter. At highway speeds, during towing, or in cold climates, these regen events become frequent, fuel-robbing, and a serious source of owner frustration.

2013-2018 Emission System Breakdown

Here's the full emissions stack you're dealing with on a third-gen Cummins from this era:

EGR (Exhaust Gas Recirculation): Routes exhaust back through a cooler and into the intake manifold to lower combustion temperatures and reduce NOx. Known failure points include EGR cooler cracks, coolant contamination, and progressive intake soot buildup. On the 2013–2018 trucks, the redesigned cooler runs higher coolant temps, which increases the long-term risk of failure under heavy tow loads.

DPF (Diesel Particulate Filter): Traps soot in a cordierite honeycomb substrate. Requires active regeneration cycles (burning the soot at 1,100°F+) to prevent plugging. A clogged DPF triggers limp mode, and a failed DPF can run $2,500–$4,000 to replace OEM.

DEF/SCR (Selective Catalytic Reduction): Injects DEF fluid upstream of the SCR catalyst to convert NOx to nitrogen and water. The DEF tank, pump, dosing injector, and NOx sensors all represent additional failure points. Low DEF level or a failed sensor will derate your engine and, if ignored, eventually immobilize the truck entirely.

Together, these three systems create a maintenance load and failure exposure that doesn't exist on pre-2013 trucks. Most of the customers we see who want a 6.7 Cummins delete kit are on their second or third DPF, dealing with a DEF system fault they can't shake, or trying to prevent an expensive EGR cooler failure before it happens.

Complete Delete Kit for 2013-2018

A proper 2013–2018 Cummins delete is not a one-part job. Because of the SCR system added in this generation, you need hardware that addresses all three emissions layers, plus a tuner built specifically for this ECU. Here's what a complete kit includes:

DPF Delete Pipe: 2013–2018 Fitment

The factory DPF/DOC/SCR assembly is replaced with a direct-fit mandrel-bent exhaust pipe. For 2013–2018 trucks, you'll want a 4" or 5" 409 stainless steel delete pipe that bolts to the factory downpipe flange and exits cleanly at the rear. The 5" option is popular with Ram 3500 owners running heavy loads. It adds noticeably more exhaust flow and produces that deep Cummins growl under boost. You can browse fitment-specific options in the Cummins DPF delete pipe collection.

EGR Block-Off Plates

The EGR cooler and valve are physically removed and the ports are sealed with precision CNC-machined block-off plates. On 2013–2018 trucks, the redesigned EGR circuit uses a dual-port setup, so make sure your kit includes plates for both the valve port and the cooler port. A quality kit will also include high-temp gaskets and coolant reroute hardware so there are no leaks or open passages. Skipping the EGR delete while doing a DPF/DEF delete is a common mistake because you'll still have soot re-entering the intake and accumulating in your now-clean intake manifold. The 6.7 Cummins EGR delete kit covers this component completely.

DEF/SCR Delete Hardware + NOx Emulator

This is what separates a 2013–2018 delete from a simpler 2010–2012 job. The SCR system uses multiple sensors: upstream and downstream NOx sensors, a DEF level sensor, and a DEF temperature sensor. When the SCR hardware is physically removed (DEF tank, dosing module, SCR catalyst), the ECU will throw fault codes and derate the engine unless those sensors are properly addressed.

A NOx emulator (also called a NOx sensor simulator) sends a signal to the ECU mimicking normal sensor readings so the truck doesn't detect the missing hardware. This needs to be matched to your specific year and ECU calibration. A generic emulator will often fail to clear codes on this generation. All kits in the 2013–2024 Cummins delete collection are spec'd with year-specific hardware to address this.

Year-Specific Pre-Loaded Tuner

Tuning is non-negotiable on any delete, but it's especially critical on 2013–2018 trucks because of the additional SCR/DEF calibration parameters in the ECU. A delete tune disables DPF regen logic, shuts off SCR dosing commands, removes EGR valve commands, disables NOx monitoring faults, and remaps fueling and timing to take full advantage of the freed-up exhaust flow.

Popular tuning platforms for this generation include EFILive AutoCal V3 and the EZ LYNK AutoAgent 3. Look for a tuner that comes pre-loaded with Cummins-specific off-road tunes, not a generic diesel tune. The 6.7 Cummins tuner collection covers the supported platforms for this model year range.

Fitment Verification

The 2013–2018 generation spans several ECU revisions and minor hardware changes. Here's what you need to know by year before you order:

2013: First year of SCR/DEF. The DEF system hardware routing and tank location is slightly different from later years. Confirm your delete pipe includes the proper flange spec for the '13 downpipe outlet.

2014: Minor ECU revision mid-year. Trucks built after approximately February 2014 may have updated NOx sensor calibration. When ordering a NOx emulator, specify the build date if possible.

2015–2016: These are considered the most straightforward of the generation for a delete. Hardware didn't change significantly and tuning support is mature across all major platforms.

2017: Ram introduced a minor exhaust routing change on some 3500 models. Confirm whether your truck has the standard Ram 2500/3500 pickup body or cab-and-chassis configuration. Fitment is different and most standard delete pipes are not compatible with cab-and-chassis.

2018: Last year of the third-gen body style. 2018 trucks saw another ECU calibration update. Ensure the tuner you're purchasing specifically lists 2018 as a supported year, as some older handheld tuners don't cover this revision.

Ram 2500 vs. Ram 3500 differences: The core emissions hardware is the same across both trucks, but the exhaust routing and pipe diameter recommendations differ. Most serious tower on a Ram 3500 opt for the 5" turbo-back system for maximum flow. Ram 2500 owners doing daily driving and moderate towing typically find the 4" option a better balance of sound and backpressure.

Installation and Tuning Notes

For a full step-by-step walkthrough, see our detailed guide on how to delete a 2013–2017 6.7L Cummins. Here are the key points to keep in mind:

  1. Flash the tune before unbolting anything. Connect your tuner to the OBD-II port and load the delete tune while all emissions hardware is still in place. This prevents the ECU from generating fault codes during the hardware removal process.
  2. Remove the DPF/SCR assembly before the EGR hardware. Working from the exhaust backward makes the job cleaner and gives you better access to the EGR cooler once the exhaust system is cleared.
  3. Do not leave any oxygen or NOx sensor ports open. Plugging with thread bungs instead of pigtail simulators can cause issues — make sure your kit includes the correct simulators or delete plugs for every sensor port on your year.
  4. Verify battery voltage before flashing. The 6.7 Cummins ECM is sensitive to voltage drops during a calibration write. Charge both batteries to 12.6V+ before starting the flash sequence.
  5. Clear all DTCs after installation and run the truck through a full warm-up cycle to verify no new codes appear before taking it on the road.

Expected Results

Owners who complete a full EGR + DPF + DEF delete with proper tuning on a 2013–2018 6.7 Cummins consistently report:

  • Increased power and torque: Removing exhaust backpressure and optimizing fueling typically yields 40–80 hp and 100–150 lb-ft gains with a quality tune, depending on starting power level (350–385 hp stock for most model years in this range).
  • Improved fuel economy: The elimination of DPF regen cycles and EGR fuel dilution typically returns 1–3 MPG under normal driving conditions. Towing economy improvements are especially noticeable.
  • Cooler EGTs: Without the DPF creating backpressure and the EGR adding heat to the intake charge, exhaust gas temps under heavy load drop meaningfully, which reducing stress on the turbo and cylinder head.
  • Elimination of emissions-related fault codes: No more random DPF regeneration warnings, DEF quality errors, or limp-mode events tied to emissions sensor faults.
  • Reduced long-term maintenance cost: EGR cooler replacement, DPF cleaning, DEF pump service, and NOx sensor replacement are all eliminated from your maintenance schedule.

For a deeper look at the performance side of EGR removal specifically, the EGR delete benefits guide for Cummins, Powerstroke, and Duramax covers the platform-by-platform breakdown.

FAQs

Do I need a tuner for the 2013–2018 6.7 Cummins delete?

Yes, absolutely. Without a delete tune, the ECU will detect missing emissions components, throw fault codes, and derate your engine. The 2013+ trucks are especially sensitive because of the additional SCR/DEF calibration parameters. Never install delete hardware without flashing the tune first.

Will a 2010–2012 Cummins delete pipe fit my 2013?

No. The 2013–2018 trucks have an additional SCR catalyst in the exhaust stream that changes the pipe routing and flange positions. You need a delete pipe specifically designed for the 2013–2018 fitment.

What's the difference between a DPF delete and a full delete kit?

A DPF-only delete removes the particulate filter and replaces it with a straight pipe, but leaves the EGR and DEF/SCR systems intact. A full diesel delete kit addresses all three emissions systems (DPF, EGR, and DEF/SCR) which is what you need to fully eliminate regen cycles, DEF faults, and intake soot issues.

Do I need to remove the DEF tank?

You can physically remove it or leave it in place and simply disconnect the DEF pump and dosing injector. Either approach works as long as your tune and NOx emulator are correctly matched to your truck's ECU year. Some owners prefer to leave the tank in place to preserve the truck's appearance.

Can I do this install myself?

With basic mechanical ability, hand tools, and a floor jack, most of the hardware installation is manageable as a DIY project. The tuning step — especially getting the NOx emulator and delete tune dialed in on 2013–2018 trucks — is where professional support adds real value if you're not familiar with diesel ECU calibration.

How long does the installation take?

Budget a full day (6–8 hours) for a complete EGR + DPF + DEF delete if you're working alone with basic tools. Experienced diesel shops typically complete the job in 3–4 hours.

Shop the Complete 2013-2018 6.7 Cummins Delete Kit

Ready to pull the trigger? Start with the year-specific collection for your truck:

Use the vehicle selector on the product pages to filter by your exact year, and check the compatibility table before ordering. If you have questions about your specific build date, sensor configuration, or which tuner supports your ECU revision, contact the EngineGo team directly — real diesel techs, not bots.