HE351VE vs HE300VG: Complete Comparison for Ram 2500 & 3500 Cummins Owners

If you’ve turned a wrench on a 6.7L Cummins, you already know the HE351VE vs HE300VG debate isn’t academic. These two Holset variable geometry turbos define two distinct generations of the Ram 2500 and 3500, and knowing which one bolts to your engine, how it fails, and what it costs to replace can save you a tow bill and a week of downtime. At PT Turbo, we’ve been rebuilding Holset units since 1978, and we see both of these turbos cross the bench every week. Here’s the straight breakdown.

The Quick Answer: Which Turbo Is on Your Truck?

Both are Holset variable geometry turbochargers built specifically for the 6.7L Cummins ISB. The difference comes down to model year. Dodge and Ram split these two turbos cleanly across the platform’s life:

• HE351VE – Found on 2007.5 to 2012 Ram 2500/3500 (6.7L Cummins). This is the first-generation VGT Cummins used after retiring the 5.9L.
• HE300VG – Found on 2013 to 2018 Ram 2500/3500, and the architecture carried forward into later 6.7L trucks. A lighter, more efficient redesign.

If you’re working on an older Cummins or trying to identify a 5.9L unit instead, our 5.9L Cummins turbocharger guide covering the HX35, HY35 and HE351CW covers those platforms in detail.

HE351VE vs HE300VG: Spec-for-Spec Comparison

The two turbos share a design philosophy, electronically actuated variable geometry to control exhaust flow across the RPM band, but the HE300VG is a genuine evolution, not just a part-number refresh. The compressor and turbine wheels were refined, the housing was lightened, and the actuator electronics were updated.

Specification	HE351VE	HE300VG
Application years	2007.5–2012	2013–2018+
Engine	6.7L Cummins ISB	6.7L Cummins ISB
Compressor inducer	~60 mm	~60 mm
VGT type	Electronic sliding nozzle	Electronic sliding nozzle (revised)
Actuator	Holset smart actuator (rotary)	Updated calibration/electronics
Weight	Heavier cast housing	Lighter, revised housing
Drive support of exhaust brake	Yes	Yes, improved response

Practically speaking, the HE300VG spools a touch quicker and runs cooler EGTs at cruise, which matters if you tow heavy. The HE351VE is no slouch, but it’s the older calibration, and the actuator wiring and sliding-nozzle design have more years of wear behind them on the trucks still on the road.

How These Turbos Fail (And the Symptoms to Watch)

The variable geometry mechanism is the heart of both turbos and the most common point of failure. Soot loads up the sliding nozzle ring, the ring binds, and the actuator either stalls or throws a position code. On high-mileage trucks, the shaft and bearings wear and you get the classic oil-in-the-intake or whistle-then-smoke complaint. Here’s how to read the severity.

Symptom	Likely Cause	Severity
Sluggish spool, low boost	Sticking VGT vanes from soot buildup	Moderate
Limp mode, P003A / P2262 codes	Actuator or nozzle position fault	Moderate to high
High EGTs, poor exhaust brake function	Stuck sliding nozzle ring	High
Oil in intercooler piping	Worn seals/bearings	High
Bearing whine or grinding	Worn center cartridge, shaft play	Critical, stop driving

One thing we tell every owner-operator: don’t replace an actuator without checking the vanes first. We see plenty of trucks where a new actuator gets bolted on, the soot-locked nozzle ring is still binding, and the code comes right back. A proper VGT cleaning or a remanufactured unit with a fresh cartridge solves the actual problem.

Replacement Cost: New vs Remanufactured

This is where most owners make their decision. A brand-new genuine Holset unit is the gold standard, but a properly remanufactured turbo restores the same OEM cartridge, nozzle ring, and actuator function for a fraction of the cost. Here’s the real-world spread we see.

Option	HE351VE	HE300VG
New genuine Holset, our listings	$2,936 to $5,167 (11 listings)	$1,713 to $9,680 (36 listings)
Remanufactured, our listings	$2,449 to $5,931 (13 listings)	$2,449 to $4,904 (12 listings)
Electronic actuator only, our listings	None listed today	$1,267 to $1,412 (3 listings)
Install labor (independent shop, estimate)	$500–$900	$500–$900

For most fleet and owner-operator budgets, a remanufactured turbocharger is the smart play. Every reman unit we ship is built on the original Holset casting with new bearings, a balanced shaft, a serviced or replaced nozzle ring, and a tested actuator. If you’ve already pulled your turbo and want to keep your numbers-matching casting, our turbocharger rebuild service turns your core around fast. You can also browse our full turbo inventory to confirm fitment before you order. For a deeper cost breakdown by year, our companion 6.7L Cummins turbocharger guide walks through replacement pricing in detail.

Don’t Forget the Install Hardware

Reusing old gaskets, V-band clamps, and oil feed lines is the fastest way to turn a good turbo into a comeback job. Exhaust gaskets that have been heat-cycled for 150,000 miles will leak, and a partially clogged oil feed line is exactly what kills a fresh cartridge. Spend the small money on a proper install kit. The kit depends on the turbo:

• For the HE351VE: the D&W Cummins Installation Kit 172-784-0427, $87.53.
• For the HE300VG: send us the number on your turbo and we will match the kit.

Whichever turbo you run, replace the oil feed and drain gaskets, the V-band and mounting gaskets, and inspect the oil feed line for restriction before you button it up. That habit alone prevents the majority of premature failures we see come back across the bench.

Which Turbo Should You Choose?

You don’t really get to “choose” between the HE351VE and HE300VG, your model year decides that for you. What you do get to choose is how you replace it. The decision tree is simple:

• Stock truck, daily driver or work rig: A remanufactured OEM-spec unit gives you factory performance at a far lower cost.
• Code-only failure, vanes still clean: An actuator replacement or VGT cleaning may get you back on the road cheaply.

• High-mileage core with shaft play or oil in the piping: Don’t throw parts at it. A full reman or rebuild on your casting is the only fix that lasts, since worn bearings and a loaded nozzle ring won’t come back with a cleaning.
• Heavy tow rig running hot EGTs: If you’re in the 2007.5 to 2012 range and chasing reliability, a properly serviced unit with a fresh cartridge and tested actuator restores the spool and exhaust brake response you’ve been missing.

Match the repair to the actual failure and you’ll spend the right money once instead of the wrong money twice. Diagnose the vanes, confirm the cartridge is healthy, and replace the hardware that’s already behind it. Do those three things and whichever Holset your model year handed you will go another 150,000 miles without a second thought.

Price ranges in this article are general estimates to help with budgeting, not PT Turbo quotes. Our current prices are on each product listing, and our rebuild prices are on the turbo rebuild price list.

Frequently Asked Questions

What is the difference between the HE351VE and HE300VG turbo?

The HE351VE and HE300VG are two generations of Holset variable geometry turbos used on the 6.7L Cummins, differing in design, fitment, and the model years of Ram 2500 and 3500 trucks they fit.

Which Cummins turbo fits my Ram 2500 or 3500?

Fitment depends on your engine’s model year, since the HE351VE and HE300VG bolt to different generations of the 6.7L Cummins. Always verify your specific year and engine configuration before replacing.

How much does it cost to replace an HE351VE or HE300VG turbo?

Replacement costs vary by turbo model and whether you choose a rebuilt or new unit, but factoring in labor and potential downtime helps you budget accurately. A rebuild can often save significant money over a new turbo.

Further reading: Learn more about turbocharger technology.