2019–2024 6.7 Cummins Turbo Upgrade Guide (HE300VG Drop-In)
A 2019–2024 6.7 Cummins turbo upgrade is a different job from the one owners of older Rams know. The fifth-generation Ram 2500 and 3500 heavy-duty trucks arrived with the most capable factory 6.7L Cummins ever built — yet towing heavy still pushes the factory Holset HE300VG turbocharger, and its exhaust gas temperatures (EGTs), harder than many owners would like. This guide is the hub for upgrading the turbo on a 2019–2024 truck the right way: what's actually different about these newer trucks, how to order the correct fitment, how High Output and Standard Output engines change the equation, which turbo is the best choice, how to keep the whole setup road-legal, and where the True North Turbos HE300VG 63mm drop-in fits.
Quick answer: The 2019–2024 6.7 Cummins uses a Holset HE300VG variable-geometry turbo. Owners upgrade it for more airflow, lower EGTs, and faster spool while keeping the factory VGT behaviour and exhaust brake. The cleanest path is a calibrated drop-in like the TNT HE300VG 63mm for 2019–2024, which retains emissions equipment so the truck stays legal.
This guide sits under our broader 6.7 Cummins Turbo Upgrades hub; if your truck is a 2007.5–2018, start with the HE300VG Turbo Upgrade Guide instead.
What's different about the 2019–2024 trucks
These trucks share the HE300VG variable-geometry turbo family with the 2013–2018 6.7s, but almost everything around it was updated for the fifth-generation platform: engine calibration, VGT actuator behaviour, and the DPF, DEF/SCR and EGR hardware. The result is a turbo that carries the same family name as the one on a 2015 truck but is not the same part. That matters because most of the turbo advice online — forum threads, YouTube installs, product listings — was written for 2007.5–2018 trucks, and a lot of it does not transfer cleanly.
Fitment: ordering the right HE300VG
The single most common mistake on these trucks is buying a turbo listed for 2007.5–2018 because it is also called an HE300VG. The 2019–2024 application uses different calibration and actuator details, so the correct drop-in is the one built for your model-year range — the 2019–2024 TNT HE300VG 63mm, not the 2007.5–2018 unit. Before you buy, read the 2019–2024 HE300VG fitment guide, which covers exactly what changed versus the older trucks and what carries over. If you're still unsure, the Turbo Spec Form confirms fitment from your truck's details.
High Output vs Standard Output — it matters here
The 2019–2024 range splits into two very different engines. The Standard Output (SO) 6.7 Cummins powers Ram 2500s (and base 3500s) with the 68RFE transmission at 370 hp and 850 lb-ft. The High Output (HO) engine is exclusive to the Ram 3500 with the Aisin AS69RC transmission, rated 400 hp / 1,000 lb-ft on 2019–2020 trucks and 420 hp / 1,075 lb-ft on 2021–2024 trucks. Those are different load profiles, and they shape how you should think about a turbo upgrade: on an HO truck the priority is airflow and EGT control on long, heavy pulls; on an SO truck it's spool, response and everyday drivability. Both are covered by the same drop-in, but the emphasis differs — see HO vs SO 6.7 Cummins Turbo Upgrade Differences.
Which turbo is best for a 2019–2024?
There are three realistic options. A stock-replacement rebuild restores the factory HE300VG to day-one condition — same airflow, same EGTs, same ceiling — and only makes sense if the original unit has failed and you want nothing else to change. A fixed-geometry conversion makes the biggest peak numbers, but it gives up the vane-actuated exhaust brake, slows spool, hurts low-RPM drivability, and leaves emissions status dependent on the rest of the build; it suits dedicated high-horsepower trucks, not tow rigs. A calibrated VGT drop-in — a larger-wheel variable-geometry unit that bolts into the factory location — adds airflow and lowers EGTs under load while keeping the factory VGT behaviour, exhaust brake and emissions equipment. For a truck that tows and still has to drive to work, that is the pick. The full comparison, and why we recommend the HE300VG 63mm for towing, is in Best Turbo for a 2019–2024 Ram 6.7 Cummins.
Keeping it emissions-legal
Since 2020, EPA and CARB enforcement against emissions-defeat ("delete") tuning has tightened significantly, and Canadian rules differ from the US. The good news: a variable-geometry drop-in that retains the factory DPF, DEF/SCR, and EGR systems lets you add real airflow and towing capability while staying road-legal. We cover exactly how in Emissions-Legal Turbo Upgrades for the 2019–2024 6.7 Cummins.
Keeping the exhaust brake
The factory exhaust brake is one of the best features of these trucks for towing, and losing it is a real concern with some turbo swaps. On a 6.7 Cummins the variable-geometry turbo is the exhaust brake — closing the vanes creates the backpressure that slows the engine — so the turbo technology you choose decides whether it survives. A VGT drop-in preserves it; the details are in Keeping the Exhaust Brake with a Turbo Upgrade.
The upgrade: TNT HE300VG 63mm drop-in
The TNT HE300VG 63mm for 2019–2024 6.7 Cummins is built around a 63mm 2618 forged milled compressor wheel, retains factory VGT functionality and the exhaust brake, installs as a direct bolt-in, and carries no core charge. Every unit is designed, machined, assembled, and balanced in Canada. It's priced from $2,999 CAD, or $3,599 CAD with the calibrated actuator option; current pricing is on the product page. For how it compares to other options and who it's for, read Best Turbo for a 2019–2024 Ram 6.7 Cummins.
Supporting mods and tuning
A turbo upgrade works best as part of a package. Custom tuning is strongly recommended to get the most from the extra airflow, and the right emissions-legal supporting changes — intake, intercooler, gauges — keep EGTs in check on the heaviest pulls. Start with Supporting Mods for Towing & Power and How to Lower EGTs on a 6.7 Cummins; for where the stock turbo runs out of airflow, see HE300VG Power Limits.
Where to buy
Browse the TNT Cummins turbo collection or go straight to the 2019–2024 HE300VG 63mm drop-in.
Frequently asked questions
Is the 2019–2024 6.7 Cummins turbo different from the 2013–2018 one?
Both are HE300VG variable-geometry turbos, but the 2019–2024 unit uses an updated calibration and actuator setup for the newer platform. Order the turbo listed specifically for your model year — the TNT HE300VG for 2019–2024.
Which turbo is best for a 2019–2024 6.7 Cummins?
For towing and daily-driven trucks, a calibrated variable-geometry drop-in like the TNT HE300VG 63mm. It adds airflow and lowers EGTs while keeping the factory VGT, exhaust brake and emissions systems — see our full comparison.
Do HO and SO trucks use the same turbo upgrade?
The TNT HE300VG 63mm covers 2019–2024 6.7 Cummins applications, but HO (Ram 3500/Aisin) and SO (Ram 2500/68RFE) trucks have different power levels and towing demands. See our HO vs SO guide.
Will a turbo upgrade keep my truck road-legal?
Yes, if it retains the factory emissions systems. A VGT drop-in that keeps the DPF, DEF/SCR, and EGR intact is the emissions-legal path — details here.
Does an upgraded turbo keep the exhaust brake?
Yes. A variable-geometry drop-in retains the factory exhaust brake — more here.
How much does a 2019–2024 6.7 Cummins turbo upgrade cost?
The TNT HE300VG 63mm drop-in is from $2,999 CAD, or $3,599 CAD with the calibrated actuator option, with no core charge. Current pricing is on the product page.