The 6.7 Cummins is a torque monster from the factory, but the stock variable geometry turbo is a known choke point once you start tuning, towing heavy, or chasing real EGT control. The factory Holset VGT works, yet its sliding vane mechanism gums up with soot, gets sticky with deletes, and runs out of breath well before the engine does. An aftermarket turbo unlocks cooler exhaust gas temps, faster spool, and a much higher power ceiling, whether you run a Ram 2500, 3500, or a 4500 cab and chassis.
We pulled together seven turbos that owners actually run on the 6.7 Cummins, from quiet drop-in upgrades that keep the OEM mounting and sensors, to billet wheel monsters built for competition. Every pick below is judged on spool behavior, towing manners, drive pressure, fitment honesty, and how well it survives real daily abuse, not bench fantasy numbers. No fluff, no made-up dyno sheets, just what each unit is genuinely good and bad at.
| Photo | Product | Score | Buy |
|---|---|---|---|
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BorgWarner S400SX-E S467 Turbocharger Best Overall 67mm billet inducer, 83mm turbine, SX-E bearing, T4 mount |
9.5 | 🛒 Check Price |
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Fleece Performance Cheetah 63mm VGT Turbocharger Best Drop-In Upgrade 63mm billet VGT, OEM-style fitment, retains exhaust brake |
9.3 | 🛒 Check Price |
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Garrett PowerMax Stage 2 Turbocharger Best Bolt-On Stock Replacement Upgraded VGT, direct OEM replacement, factory connectors |
9.1 | 🛒 Check Price |
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Stainless Diesel 64.5mm VGT Drop-In Turbocharger Best for Big Spool VGT 64.5mm billet VGT, drop-in fit, exhaust brake retained |
8.9 | 🛒 Check Price |
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Smeding Diesel SD400 64.5mm Turbocharger Best Single Swap Value 64.5mm billet single, T4 mount, air-cooled bearing |
8.7 | 🛒 Check Price |
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Industrial Injection XR1 Series VGT Turbocharger Best Quiet Daily Drop-In Stock-frame billet VGT, drop-in, exhaust brake retained |
8.5 | 🛒 Check Price |
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Stainless Diesel 5Blade 66mm Billet Turbocharger Best for Max Power Builds 66mm 5-blade billet single, T4 mount, race-oriented |
8.3 | 🛒 Check Price |
1. BorgWarner S400SX-E S467 Turbocharger: Best Overall
The BorgWarner S467 SX-E is the turbo most experienced 6.7 Cummins owners land on when they want a single that does everything well. The 67mm billet compressor wheel with extended tip technology spools noticeably earlier than older cast-wheel S400 units, so you get usable boost off idle while still flowing enough to support serious fuel. On a tuned truck it holds EGTs in check under load far better than a worn stock VGT, which is exactly what you want when you are pulling a trailer up a grade.
The honest weakness here is that this is not a bolt-on. You need a single-turbo kit with a T4 pedestal, downpipe, and oil and drain lines, so installation is a real project and the VGT exhaust brake function goes away. For drag-and-tow trucks that tradeoff is worth it, but a stock-frame daily driver who wants plug-and-play simplicity should look at a drop-in instead. Treated as the foundation of a built single setup, it is hard to beat.
- 67mm billet compressor wheel with extended tip technology for early spool
- Air-cooled bearing housing that does not need a coolant line
- Proven T4 footprint that suits common 6.7 Cummins single-turbo kits
Pros: Strong, predictable spool for a 67mm frame; Billet wheel handles boost and heat abuse; Huge support and parts availability
Cons: Needs a single-turbo mounting kit, not a true drop-in; Larger than stock so towing spool is slightly later
2. Fleece Performance Cheetah 63mm VGT Turbocharger: Best Drop-In Upgrade
If you love how your 6.7 Cummins drives but want more under it, the Fleece Cheetah is the smart choice. It takes the factory variable geometry concept and upgrades it with a 63mm billet compressor wheel and a balanced cartridge, so you get crisper spool, lower drive pressure, and a meaningful power bump while keeping every factory feature that makes the truck livable. Crucially it retains the exhaust brake, which towing folks and downhill drivers will not want to give up.
Because it stays in the VGT family, the ceiling is lower than a 67mm single, so hardcore racers will outgrow it. It also relies on clean tuning to keep the vanes happy over the long haul, since a sooty deleted setup can still age any VGT faster. For the daily-driven, occasionally-tuned tow rig that wants reliability and OEM manners with real gains, this is the standout drop-in.
- Billet compressor wheel in a factory variable geometry housing
- Keeps the OEM exhaust brake and stock sensor locations
- Bolts to the stock pedestal with no fabrication
Pros: True drop-in that keeps factory drivability; Retains the exhaust brake, huge for towing; Faster spool and more power than stock VGT
Cons: Tops out lower than a big single for competition use; Premium feel comes at a premium positioning
3. Garrett PowerMax Stage 2 Turbocharger: Best Bolt-On Stock Replacement
Garrett PowerMax Stage 2 is the turbo for the owner who wants a quality, no-drama upgrade that still looks and acts factory. It is a true direct replacement for the stock VGT, plugging into the original actuator harness and bolting to the OEM pedestal, so a competent DIYer can swap it in a driveway afternoon. The upgraded wheels add flow and trim EGTs over a tired stock unit while preserving the exhaust brake and smooth part-throttle response.
The catch is that this is a conservative upgrade by design. If you are chasing big tuned power, the gains will feel modest compared with a Fleece Cheetah or a single swap. Its real value is for high-mileage trucks that need a fresh, better-than-stock VGT without changing how the truck behaves, especially fleet or work trucks that must stay emissions compliant. As a quality factory-plus replacement, it is excellent.
- Direct-fit replacement for the factory variable geometry turbo
- Upgraded compressor and turbine for more flow than stock
- Retains stock actuator wiring and exhaust brake operation
Pros: Genuine bolt-in with factory plug fitment; Backed by Garrett engineering and quality control; Keeps emissions-friendly factory behavior
Cons: Gains are modest next to billet drop-ins; Not aimed at heavily built trucks
4. Stainless Diesel 64.5mm VGT Drop-In Turbocharger: Best for Big Spool VGT
The Stainless Diesel 64.5mm VGT splits the difference between a mild drop-in and a single swap. By going to a 64.5mm billet compressor in the variable geometry housing, it adds real top-end flow so a properly fueled and tuned 6.7 Cummins can push well past what a stock-frame VGT supports, all while keeping the exhaust brake and OEM fitment. Owners who tow heavy but also like to lay down power appreciate how it holds boost across a wide range.
The honest tradeoff is spool. The larger wheel does come in a touch later than a 63mm unit, so if your truck lives at low load around town you will feel a slightly softer bottom end. It also rewards supporting mods, since pairing a flowier VGT with stock fueling leaves performance on the table. For the tuned tow-and-play crowd that still wants a drop-in, it is a strong, aggressive option.
- 64.5mm billet wheel for strong midrange and top-end flow
- Drop-in VGT design that keeps the exhaust brake
- Built to support aggressive tuning while staying streetable
Pros: More flow headroom than a 63mm VGT; Keeps factory drivability and exhaust brake; Aggressive spool for the frame size
Cons: Slightly later spool than smaller VGT units; Best results need supporting fuel and tuning
5. Smeding Diesel SD400 64.5mm Turbocharger: Best Single Swap Value
The Smeding Diesel SD400 is a well-built 64.5mm single for owners stepping out of the VGT world without going overboard. On the popular S400 frame with a T4 mount and air-cooled bearing housing, it spools respectably for its size and supports a healthy fuel-and-tune package, making it a sensible heart for a first single-turbo build on the 6.7 Cummins. Fit and finish are clean, and it plays nicely with the same kits people use for BorgWarner units.
Like any single swap, the real cost is in everything around it. You will need a conversion kit, downpipe, and oil plumbing, and you give up the exhaust brake, which is a meaningful loss for heavy towers. Spool is good but not magic, so a stock-frame daily driver gains little over a quality VGT drop-in. As a value-minded entry into single turbos, though, it delivers.
- 64.5mm billet compressor on a proven S400-style frame
- T4 mounting for common single-turbo kits
- Air-cooled center section, no coolant lines required
Pros: Solid spool and power for a 400-frame single; Clean build quality and balance; Works with widely available kits
Cons: Requires a single-turbo conversion kit; Loses the factory exhaust brake
6. Industrial Injection XR1 Series VGT Turbocharger: Best Quiet Daily Drop-In
The Industrial Injection XR1 is aimed at the owner who wants their 6.7 Cummins to feel factory-fresh and a little stronger without any noise, whistle, or behavior change. It is a stock-frame billet VGT that drops in cleanly, keeps the exhaust brake and actuator wiring, and improves compressor efficiency over a sooted, sticky original. For a high-mileage truck that just needs a better-than-new turbo, it is an easy, low-stress pick.
The flip side is that it stays close to stock-frame limits, so this is not the turbo for someone chasing big tuned power or competition flow. Owners with aggressive fueling will quickly find its ceiling. Where it shines is the quiet, reliable, drive-it-anywhere use case, especially for buyers who specifically do not want turbo whistle or any change in manners. As a refined daily drop-in, it does its job well.
- Stock-size billet upgrade for quiet, factory-like behavior
- Drop-in fitment that retains all OEM functions
- Improved compressor efficiency over a worn stock VGT
Pros: Very quiet and OEM-like in daily use; Easy drop-in with full factory features; Good freshening upgrade for high miles
Cons: Power ceiling is close to stock frame limits; Not for big tuned numbers
7. Stainless Diesel 5Blade 66mm Billet Turbocharger: Best for Max Power Builds
When the goal is maximum power on a built 6.7 Cummins, the Stainless Diesel 66mm 5-blade single is built to feed it. The 66mm billet compressor with a 5-blade design moves serious air, so a heavily fueled engine can keep climbing where smaller turbos fall flat. On a T4 single-turbo kit with proper supporting mods, this is the kind of unit that anchors a high-horsepower street-and-strip truck.
That capability comes with real-world tradeoffs you must accept. Spool is later than any VGT drop-in, so the truck feels lazy at low load and is not pleasant for light or frequent towing. You also commit to a full single-turbo conversion and lose the exhaust brake. For a daily work truck this is the wrong tool, but for a dedicated power build it is a focused, capable choice that earns its place at the top of the airflow chart.
- 66mm 5-blade billet compressor for high airflow
- T4 single-turbo mount for built engine setups
- Designed for aggressive tuning and high horsepower goals
Pros: Massive airflow headroom for big builds; Tough billet wheel for sustained abuse; Looks and performs the part on a built truck
Cons: Later spool, not friendly for light towing; Single-kit install and no exhaust brake
Frequently Asked Questions
Will an aftermarket turbo on my 6.7 Cummins keep the exhaust brake?
It depends entirely on the type of turbo. Drop-in variable geometry units like the Fleece Cheetah, Stainless Diesel VGT, Garrett PowerMax, and Industrial Injection XR1 keep the factory variable vanes and actuator, so your exhaust brake works exactly as it did from the factory. Single-turbo conversions such as the BorgWarner S467, Smeding SD400, and the 66mm 5-blade use a fixed turbine housing with no sliding vanes, which means you lose the integrated exhaust brake. If towing on long downhill grades matters to you, stick with a VGT drop-in so you keep that braking control.
Do I need a tuner or other mods to run a bigger turbo?
For the best and safest results, yes. A turbo only moves air, so to actually make more power you need fuel and tuning to match. A larger compressor paired with stock fueling will often feel softer down low and leave performance unused. Custom tuning lets you optimize boost, timing, and fuel for the new turbo, and supporting items like a quality intake, exhaust, and adequate fuel system help a bigger unit reach its potential. A mild drop-in like the Garrett PowerMax can run on a near-stock truck, but anything 64.5mm or larger really wants supporting mods to shine.
How much power can these turbos support on a 6.7 Cummins?
Roughly speaking, stock-frame VGT drop-ins are great for mild to moderate tuned power and excellent EGT control while towing. Mid-size billet VGTs around 63mm to 64.5mm push that ceiling higher while staying streetable. Single swaps on the S400 frame, like a 64.5mm to 67mm, open up serious horsepower territory for built trucks, and a 66mm 5-blade single is squarely in high-horsepower build territory. Exact numbers depend heavily on your fuel system, tuning, and engine condition, so treat turbo airflow as one piece of the whole combination rather than a guaranteed figure.
Is a drop-in turbo or a single-turbo swap better for towing?
For towing, a drop-in variable geometry turbo is usually the better choice. The VGT design spools early for strong low-end response under load and keeps the exhaust brake for downhill control, both of which matter a lot when you are heavy. A big single can tow, but it generally spools later, runs higher drive pressure at low load, and gives up the exhaust brake. If your truck is primarily a work and tow rig, choose a quality VGT drop-in. If it is a power-focused build that occasionally tows, a single can still work with the right fuel and tuning.
Are these turbos a direct bolt-in or do they require fabrication?
The variable geometry drop-ins are true bolt-in replacements that use the factory pedestal, oil lines, charge piping, and actuator connector, so most are a driveway-friendly job with hand tools and patience. The single-turbo options are not bolt-in. They require a single-turbo conversion kit that includes a T4 mounting pedestal, a downpipe, and oil feed and drain plumbing, plus charge piping changes. Plan for a much bigger install, and remember the VGT exhaust brake function goes away on a single. Always confirm fitment for your exact cab, chassis, and emissions configuration before buying.
Our Verdict
For most 6.7 Cummins owners, the best overall turbo is the BorgWarner S467 SX-E single, which delivers the strongest blend of early spool, airflow headroom, and bulletproof billet construction for built and tuned trucks, provided you commit to a single-turbo kit. Our runner up and the easier daily choice is the Fleece Performance Cheetah 63mm VGT, a true drop-in that keeps the exhaust brake and factory manners while adding crisp spool and real power. Choose the BorgWarner if you are building, and the Fleece if you want OEM livability with a meaningful upgrade.
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