Your 2015 6.7L Powerstroke has real delete options on both the exhaust side and the crankcase side, and picking right comes down to budget and how much factory hardware you actually want gone. None of it is one-size-fits-all — here's how the fitment, the price, and the install reality break down before you spend a dollar.
Does a 2015 Ford 6.7L Powerstroke Fit These Delete Kits?
A 2015 Ford F-250, F-350, or F-450 Super Duty with the 6.7L Powerstroke sits inside every fitment window sold here. The 4-inch and 5-inch exhaust deletes cover 2011-2019. The DPF & CAT delete pipe covers 2011-2016. The CCV delete kit's fitment record spans 2011 through 2026. Cab & Chassis trucks need a closer look before ordering any of the four.
Here's the year-by-year breakdown. The 4-inch exhaust DPF delete fits 2011 through 2019 Ford F-250, F-350, and F-450 Super Duty trucks with the 6.7L Powerstroke. The 5-inch exhaust DPF delete fits 2011 through 2019 Ford F-250, F-350, and F-450 Super Duty trucks with the 6.7L Powerstroke. The DPF & CAT delete pipe fits 2011 through 2016 Ford F-250, F-350, and F-450 trucks with the 6.7L Powerstroke. The CCV delete kit's frozen fitment record spans 2011 through 2026 for the Ford 6.7L Powerstroke. Crankcase ventilation isn't tied to the same exhaust hardware changes that split the other three by generation, which is a big part of why this window runs so much longer.
That 4-inch pipe draws its own edge clearly, too. It does not fit Cab & Chassis trucks, which need custom routing, and it doesn't fit 6.0L or 6.4L engines.
| Model years | Product | Price | |---|---|---| | 2011-2019 | 4-Inch Exhaust DPF Delete | $679.00 - $749.00 | | 2011-2019 | 5-Inch Exhaust DPF Delete | $749.00 - $824.00 | | 2011-2016 | DPF & CAT Delete Pipe | $399.00 - $564.00 | | 2011-2026 | CCV Delete Kit | $249.00 |
Reading your door jamb or build sheet before ordering
Your build sheet or door-jamb sticker settles engine and cab configuration faster than guessing from memory. A 2015 Super Duty can carry more than one drivetrain and cab layout off the same lot, so confirm what's actually under the hood and behind the cab before you check out. The sticker on the driver's door jamb usually carries the trim and axle codes; the build sheet, if the truck still has one tucked behind a seat or in the glovebox, spells it out in plain language. Either one beats trying to remember what the dealer told you when the truck was new.
Ten minutes with a flashlight before you order saves a return-shipping conversation later. If the sticker's faded past reading, a picture of your VIN plate and a call to your dealer's parts counter will get you the same answer.
Where the Cab & Chassis exclusion applies and where it does not
Cab & Chassis trucks run the frame back bare for an upfitted bed or service body, and that changes how the exhaust routes underneath. The factory hanger points these kits are built around simply aren't in the same place on a truck that never got a pickup bed, which is the whole reason the fitment splits here instead of just following the engine code. If you're not sure which bracket your cab configuration falls into, call (888) 830-2588 before you order — that's a five-minute conversation against a part that doesn't fit when it shows up.
A flatbed, a dump body, or a service body bolted on aftermarket all count as Cab & Chassis for this purpose, even if the truck started life as a pickup on the lot.
Why the CCV kit's fitment window runs longer than the exhaust parts
The crankcase ventilation system lives at the engine rather than down the length of the exhaust, so a redesign of the DPF canister or an exhaust hanger doesn't touch it the way it touches the other three kits. That's a meaningful chunk of why its own coverage window runs longer. An exhaust system has to match hanger spacing, pipe routing, and bed length generation by generation; a crankcase fitting mounted at the engine itself doesn't carry that same baggage across model years.
That's also why it's worth checking on its own rather than assuming it rides along with whichever exhaust delete you land on. The two questions are related, but they aren't the same question.
What's the Difference Between the 4-Inch and 5-Inch Full Exhaust Delete?
The 4-inch exhaust delete for a 2011-2019 6.7L Powerstroke is priced $679.00 to $749.00. The 5-inch version for the same fitment window is priced $749.00 to $824.00. Model-year and make coverage is identical between the two listings. The titles differ only in stated pipe diameter, four inches against five.
Here's the thing — the fitment doesn't change between them, so this decision comes down entirely to what diameter you want running under the truck and what you're willing to spend to get it. The 4-inch exhaust DPF delete is priced $679.00 to $749.00. The 5-inch exhaust DPF delete is priced $749.00 to $824.00.
Matching pipe diameter to your own preference
A larger-diameter pipe is the natural fit for a truck that's already built to move more air — a dedicated dyno or sled-pull setup where every bit of reduced backpressure earns its keep. A more moderate off-road build doesn't necessarily need the bigger of the two just to get the DPF and CAT off the truck. So which bracket does your build actually fall into?
Neither diameter is the "wrong" answer here. It's a genuine preference call once you know what you're building toward.
Confirming the price gap before you decide
Both listings carry a price range rather than one flat number, so confirm the exact figure for your configuration before you check out. A gap that size is enough on its own to decide which one fits your budget. Have your configuration details ready before you get to checkout rather than guessing at the high end and hoping.
If the budget gap between the two genuinely doesn't matter to you, diameter alone is a fine tiebreaker — go back to the preference question above.
What Does the DPF & CAT Delete Pipe Cover, and Where Does Its Fitment Stop?
The DPF & CAT delete pipe for a 2011-2016 6.7L Powerstroke is priced $399.00 to $564.00. Its own listing says it plainly: "Your factory muffler stays in place." Diesel Dudes' own delete-pipe design notes describe the replacement pipe as matching the factory exhaust's diameter. Fitment stops at 2016; it does not extend to a 2017 or newer truck.
The DPF & CAT delete pipe is priced $399.00 to $564.00. It's built from high-quality T-409 stainless steel with OEM-style hangers and clamps, so it bolts up to factory locations for a clean install.
What stays on the truck when the muffler stays
Keeping the factory muffler means the exhaust note changes less dramatically than it does with a full turbo-back system — worth knowing whether your build gets judged on more than the numbers at the event, or you're simply not chasing the loudest truck in the pit. It also means less of the truck's underside changes hands during install, since the section behind the delete pipe stays exactly where the factory put it.
For a lot of builds, that's a feature and not a compromise: fewer parts touched, fewer places for something to rattle loose later.
Where this pipe's coverage ends by model year
A 2015 truck sits comfortably inside this pipe's window, but a 2017 model does not. If your truck landed in a later model year than you expected, the 4-inch or 5-inch full exhaust delete above is the pair to look at instead. This is exactly the kind of generational split that catches people ordering by engine name alone.
Double-check your actual model year against the window here before you order, especially if your truck sits right at the edge of it.
What Does the CCV Delete Kit Remove, and Why Is It a Separate Purchase?
The CCV delete kit for a 2011-2026 6.7L Powerstroke is priced $249.00 flat. Its listing states: "this is a purely mechanical modification that doesn't touch your ECM or any electronic system." No tune is needed for this kit. The same listing states it is compatible with Cab & Chassis models.
The CCV delete kit is priced $249.00 — one flat number, no range to check against your build. This one reaches further on fitment than the exhaust side does: "it's compatible with Cab & Chassis models and 2023–2025 F-250/F-350 applications too."
Why no tune is required for this kit
Here's the objection most guys raise first: doesn't every delete need a tune to clear codes afterward? Not this one. Because it's mechanical only, there's nothing on the electronic side to sort out — no calibration to source, no tuner compatibility to check. That's the whole reason this kit doesn't need a delete tune the way the exhaust deletes above do.
It also means the CCV kit is a reasonable first move for a build that isn't touching the ECM yet at all.
Where the CCV kit fits inside a bigger delete plan
Since it never touches the ECM, this kit doesn't compete with the decision you're making about the exhaust — it's an addition, not an alternative. Treating the two as one decision is like trying to patch two different leaks with the same piece of tape; you'll get to both eventually, just not by working them together. Plenty of builds run the CCV kit alongside either exhaust option above. Order doesn't matter much here either; some guys knock it out first as an easy weekend win before tackling the exhaust, others save it for last as the simplest step in a longer list.
Either way, it's a separate line item and a separate purchase, not a component you'll find bundled inside the other three.
What Should You Plan to Buy Separately From These Four Kits?
A shift-on-the-fly switch is a separate accessory. Diesel Dudes' own 2011-2019 6.7L Powerstroke install guide for that switch notes: "You are NOT required to install the SOTF switch if you are not wanting to use the shifting on the fly feature." A separate EGR system also exists on this engine, documented on its own as "2015-2016 6.7L EGR Kit."
Neither one ships with the four kits above, and neither is required to make them work.
The shift-on-the-fly switch as an optional add-on
The SOTF switch is for changing power levels on the fly instead of being locked to one setting — handy at the track when conditions change between runs, but nothing about the four kits above depends on having it installed. Skip it entirely and the exhaust and crankcase work here still functions exactly as intended.
Add it later if the on-the-fly feature turns out to matter to how you actually run the truck; there's no rush to decide now.
The EGR system as its own separate kit
The EGR system on this engine is its own product line, sold and installed on its own schedule. If it's part of your plan, treat it as a separate decision from the exhaust and crankcase work covered here. Bundling three or four separate systems into one shopping decision is how people end up ordering the wrong thing, or the right thing at the wrong time.
Handle each system as its own question, get each one right, and the whole build comes together cleaner for it.
What Should You Expect During Installation?
The 4-inch exhaust delete's OEM-style hangers and clamps lock in the same way the factory exhaust did: no cutting, fabrication, or welding. The 5-inch version's hangers and clamps bolt to factory locations, and its T-409 stainless steel handles heat cycles. Diesel Dudes' own delete-pipe notes add two install facts: pickup models only, and truck-bed length may require cutting the pipe.
Here's what to expect, product by product. Starting with the 4-inch system: OEM-style hangers and clamps lock it in the same way the factory exhaust did, so there's no cutting, no fabrication, and no welding. On the 5-inch, it's a similar story. The OEM-style hangers and clamps bolt to factory locations, and the T-409 stainless steel handles real heat cycles. On the DPF & CAT pipe specifically, keep two things in mind before you're under the truck. Please keep note that this will only work on pickup models. Depending on your truck bed, you may need to cut your pipe to modify your pipe length for fitment.
What each product's hardware bolts to
Every hanger and clamp point on these three exhaust products lands at a factory location, which is the whole reason none of them call for welding. A jack, stands, and basic hand tools cover the job. Fasteners that have sat through a few winters don't always want to cooperate, so plan on extra time getting the old hardware loose before the new parts ever come into play.
The hardware itself bolts up clean; it's the old hardware coming off first that tends to eat the clock.
When the pipe itself may need to be cut to fit
Measure your bed length against the pipe before you cut anything. It's a lot easier to trim a little more off than to explain a pipe that's now too short. A tape measure and a chalk line before the saw touches anything is the whole trick — mark it, check it twice, then cut once.
If the fit looks off before you've made a single cut, stop and call rather than guessing your way through it.
Which build configurations these instructions do not cover
None of this applies to a Cab & Chassis truck the same way it does a pickup — go back to the fitment section above if that's your configuration before you start turning wrenches. The mounting points these instructions assume simply aren't there in the same places on a bare-frame build, and forcing a pickup-spec install onto one is how a straightforward afternoon turns into a frustrating one.
When in doubt about your own configuration, that's the moment to make the call rather than start cutting.
Which Delete Kit Should You Buy for a 2015 6.7L Powerstroke?
All four kits fit a 2015 truck. Budget and pipe diameter separate the two full exhaust deletes at $679-749 and $749-824. The DPF & CAT pipe is the lower-priced exhaust option at $399-564 and keeps the factory muffler. The CCV delete kit, at $249, addresses a separate system and pairs with either exhaust choice.
| If you... | Consider | |---|---| | Want maximum airflow for a dyno or sled-pull build | The 5-inch exhaust delete | | Want the DPF and CAT gone for a lower price | The 4-inch exhaust delete | | Want to keep the factory muffler and spend less than a full exhaust | The DPF & CAT delete pipe | | Are handling crankcase ventilation separately from the exhaust | The CCV delete kit |
For a 2015 6.7L Powerstroke chasing maximum airflow on the dyno or at a sled pull, the 5-inch exhaust delete is the stronger pick. For that same truck on a tighter budget, the 4-inch exhaust delete is the one to look at instead. For a 2015 6.7L Powerstroke where keeping the factory muffler and a lower price both matter more than going full turbo-back, the DPF & CAT delete pipe is worth a look first. For a 2015 6.7L Powerstroke either way, the CCV delete kit is worth adding on its own, since it answers a completely different question than the exhaust does.
Choosing between the 4-inch and 5-inch exhaust
Go back to the diameter and price breakdown above — the two match on fitment, so the decision comes down entirely to how much air you want moving and what you're comfortable spending to get it. If you're chasing every bit of reduced backpressure for a dedicated dyno or sled-pull build, the extra inch is worth the extra dollars. If you're building a well-rounded off-road rig and want the DPF and CAT gone without overthinking it, the 4-inch does exactly that for less.
There's no wrong answer between the two — just a different truck attached to each one.
Deciding whether the DPF & CAT pipe alone is enough
If keeping the factory muffler and a lower price both matter more to you than going full turbo-back, the DPF & CAT pipe gets the two biggest restrictions out of the exhaust without changing the rest of the system. It's the smaller step of the three exhaust options, and for plenty of builds, the smaller step is the right one.
If you find yourself wanting more than that later, the full exhaust systems above are still there — this isn't a decision that locks you out of upgrading down the road.
Adding the CCV kit to either exhaust choice
Since the CCV kit doesn't touch the ECM or compete with the exhaust decision, there's no reason to treat it as an either/or. Most builds tackle it as its own line item alongside whichever exhaust choice wins out above. The good news? It's also the easiest of the four to fit into a build budget without disturbing the bigger exhaust decision at all.
Whichever exhaust option you land on, the CCV kit question stands entirely on its own.