The 4th generation 6.7L Cummins debuted in 2010 and continued through 2012 with the most updated version of the emission laws sanctioned by the EPA. In 2010 Dodge changed body style and went to more of a flat faced front end along with box like rigid body lines. Like the earlier common rail Cummins the 10-12 6.7L Cummins utilizes a high pressure injection system backed by a CP3 injection pump capable of 24,000+psi of fuel rail pressure. The 10-12 6.7L came equipped with the most recent updated emission equipment with slight updates to the Exhaust Gas Recirculation (EGR) System and updated tuning to pass emission tests. There was not much for motor changes from the 07.5-09 trucks and the 10-12 trucks. The 10-12 6.7L Common Rail Cummins continued to have Exhaust Gas Recirculation (EGR) systems, multiple catalytic converters and resonators, and a Diesel Particulate Filter (DPF). Turbos on the 10-12 6.7L trucks continued to run the Holset HE351VE Variable Vein Turbo (VGT) to best fit the standards of the emission laws. For the 2500/3500 non cab & chassis pickups, they continued to run the 68rfe automatic transmission, which the 68rfe transmission has a few benefits, but has issues holding up to the horsepower and torque that the 6.7L Cummins pushes out. The 10-12 trucks continued to use the G56 manual transmissions fronted with a dual mass flywheel wheel that kept the clutch noise down, but once the flywheel springs weaken and ware out, it can create detrimental issues. The 10-12 Dodge Cummins models are all equipped with the updated “T-Style” steering linkage, so “death wobble” should no longer be an issue.