DPS T4 Exhaust Manifold for 6.7 Cummins 2007.5–2018 *NOT OEM | 2G Swap

T4 Exhaust Manifold for 6.7 Cummins 2007.5–2018 | 2G Swap | Center Mount | NOT OEM

The Diesel Power Source® T4 exhaust manifold for 2007.5–2018 Dodge Ram 6.7 Cummins is a high-flow, 2-piece performance manifold designed specifically for 2nd gen (2G) swap applications. This manifold mounts aftermarket T4-flange turbochargers — such as S300 (T4 config) and S400 turbos — in the factory turbo location, bolting directly to the 6.7 Cummins exhaust. It includes EGR ports for emissions compatibility or external wastegate use, and lowers rear cylinder EGTs by up to 200°F.

This manifold is for 6.7 Cummins owners who are upgrading from the factory VGT turbo to a larger aftermarket T4-flange turbocharger for increased performance, towing capability, or compound turbo builds. If you are keeping your factory turbo, you do not need this manifold.

What Makes This Different from the T4 Center Mount (1998.5–2018)

The DPS T4 center mount manifold (MAN0129) is designed for 5.9L 24V and 6.7L applications with a universal 2nd gen center-dump design. This 6.7-specific T4 manifold (MAN0126) is purpose-built for the 6.7 Cummins engine with features the center mount does not have:

• EGR Ports — Includes exhaust gas recirculation ports for emissions compatibility or external wastegate setups
• Sensor Ports — Drilled and tapped for 6.7-specific pyrometer and pressure sensor locations
• Factory Location Mounting — Turbo mounts in the factory turbo location to bolt directly to the 6.7 Cummins exhaust system
• 6.7 Head Bolt Pattern — Matched to the 6.7L ISB head

If you have a 1998.5–2007 5.9L Cummins, use the T4 Center Mount Manifold instead.

Who Needs This T4 Manifold

This manifold is required when upgrading the 6.7 Cummins from the factory VGT turbo to an aftermarket turbo with a T4 inlet flange. Common applications include:

• 2nd Gen (2G) Swap — Replacing the factory VGT with a 2nd gen-style turbo and manifold layout using S300 or S400 T4-flange turbochargers
• S400 Single Turbo Builds — S467, S472, S475, S480, and similar large-frame turbos
• Compound Turbo Setups — As the manifold for T4-flange high-pressure turbos in twin turbo configurations
• High-Horsepower Builds — Applications where the factory T4i manifold and VGT turbo cannot support the airflow demand

If you are keeping your factory turbo, doing a 3rd gen swap (which includes its own manifold), or using a T3-flange turbo, this is not the right manifold for your build.

Why the DPS T4 Over Steed Speed or Other Competitors

The DPS 6.7 T4 manifold is cast from high-nickel ductile iron with a 2-piece expansion joint design. This matters for two critical reasons:

• Stainless steel manifolds (including Steed Speed) expand and contract up to 2x more than ductile iron. That extra movement transfers stress into the cylinder head, head bolts, and gaskets, leading to leaks and failures.
• DPS CFD-tested runner geometry maintains exhaust gas velocity through properly sized runners. Competitor manifolds with oversized runners actually slow exhaust velocity, causing a bottleneck at the turbo flange. DPS has tested competitors that lost 40 HP on a 400 HP truck due to oversized runner designs.

The DPS manifold flows more air than the Steed Speed 6.7 Cummins manifold while using optimized runner sizing that works with the turbo rather than against it.

Key Benefits

• Lower Drive Pressure and EGTs — Reduced restriction lowers exhaust backpressure and drops rear cylinder EGTs by up to 200°F
• Turbocharger Flexibility — T4 flange accepts S300 (T4 config), S400, and other large-frame aftermarket turbos
• Faster Turbo Spool — CFD-tested runner geometry delivers exhaust energy efficiently for improved throttle response
• EGR Ports Included — Compatible with emissions equipment or external wastegate setups
• Factory Turbo Location — Bolts to the 6.7 Cummins exhaust system, keeping the turbo in the factory position
• Crack-Resistant 2-Piece Design — Expansion joint handles thermal cycling without the cracking that destroys factory and single-piece manifolds
• Center Mount Position — Turbo mounts in the center (2nd gen) position for optimal exhaust routing