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How to Install an EZ Lynk SOTF Switch on a 2010+ Ram 6.7 Cummins
I want to tell you about the most expensive hill I've ever climbed. Not the literal one — I climb those every week. The expensive one was figurative, and it cost me $340 and a Saturday afternoon.
Last autumn I was hauling a 14,000-pound fifth wheel through Colorado. I'd loaded an economy tune for the flat highway miles across Kansas the day before — the one that smooths out the idle and gives me that extra mile per gallon on long hauls. But then I remembered: I needed my tow tune for the grades. The one with the aggressive EGT management, the torque curve that pulls hard from 1,500 rpm, the map that keeps exhaust gas temps under 1,200°F when I'm working the Cummins hard.
To switch tunes on my EZ Lynk AutoAgent, I had to do the ritual: pull over, get out my phone, wait for Bluetooth to connect, navigate to the tune menu, select the tow file, confirm, wait 45 seconds for the reflash. All while my trailer was bleeding speed on a 7% grade with semis flying past at 75 mph.
By the time the tune was loaded, I was doing 38 mph in a 65 mph zone, alternator screaming, EGT already climbing past where I wanted it.
I ordered the SOTF switch the next morning.
Six months and one plug-and-play install later, I have five tunes on a dial under my right hand. Position 1 is my daily stock map. Position 3 is my tow map. Position 5 is for the dyno. I switch between them in under a second, hands on the wheel, without slowing down.
This guide is how I installed it — in the order that would have saved me the most time if I'd known it going in.
What is a SOTF Switch and Why Does Your 6.7L Cummins Need One?
Shift On The Fly (SOTF) is a hardware switch that tells your ECM which of five pre-loaded custom tune slots to activate — instantly, without a phone, without pulling over. You twist a dial in the cab, and the ECU switches maps in under a second.
On a 2010–2024 Ram 6.7L Cummins, the SOTF switch reads the CCV (Crankcase Ventilation) sensor circuit — a 5-volt reference circuit that the factory ECM uses to monitor crankcase pressure. The switch presents a different resistance value at each of its five positions. The AutoAgent interprets each resistance value as a fuel temperature range and selects the corresponding tune slot.
Why CCV instead of the fuel temp sensor or MAP sensor? The CCV circuit on the 6.7L is signal-noise-isolated from the high-current fuel injector circuits, making it the cleanest "listening port" for the AutoAgent. Splicing into the fuel temp sensor directly can cause intermittent CELs on some calibrations. The CCV tap is the OEM-specified integration point for this reason.
The TruckTok SOTF switch ($79.99) is a 3-pin plug-and-play T-harness — not a bare-wire universal. It uses a factory-spec weatherpack connector that plugs inline with the CCV sensor without cutting, stripping, or soldering any factory wiring. The CCV sensor continues to function normally; the switch just reads the circuit voltage without interrupting it.
Why the 6.7L Cummins Makes the Best Case for SOTF
Three things make the 6.7L the ideal platform for a switchable tuning setup:
1. The CP4.2 fuel pump doesn't forgive aggressive tuning without monitoring. The CP4.2 is notoriously sensitive to low-lubricity fuel and sudden fueling spikes. A well-calibrated tow tune manages rail pressure ramp rates and avoids the工况 that causes CP4.2 failure. A race map that dumps fuel aggressively is fine on the dyno — it's catastrophic on a long grade at altitude. SOTF lets you run the right map for the right工况.
2. EGT climbs fast at altitude. A stock-ish 6.7L Cummins can hit 1,200°F EGT on a 7% grade under load even at sea level. At 11,000 feet, atmospheric pressure is ~23% lower, meaning the turbo has to work harder to make the same boost, and combustion temperatures climb accordingly. Position 3 on your switch might be your tow map at sea level — at altitude it might be your daily map, and position 4 might be what you use instead. SOTF gives you that flexibility without stopping.
3. The AutoAgent makes five-slot tuning free. You already paid for the AutoAgent and your custom tunes. Adding a fifth switch position costs $80 and takes 45 minutes. The marginal cost of the fifth tune slot is essentially zero once you have the hardware.
What Comes in the Box
Open the TruckTok kit before you start so you know what's there:
- Knurled aluminum 5-position knob with adhesive position decal (1-5)
- Pre-terminated 3-pin CCV harness with high-temperature-rated TXL wire
- 3-pin T-connector (factory CCV plug → SOTF harness → CCV sensor)
- 1/8-inch split loom tubing for engine bay wire protection
- Stainless steel mounting screws (self-tapping, for the dash dial plate)
- Alcohol prep pad for surface cleaning before decal application
Tools required (not included):
- Drill with 3/8-inch bit
- Wire stripper (only if you need to trim wire length)
- Panel removal tool (plastic pry tool)
- Phillips screwdriver
- Zip ties (minimum 6)
- Flashlight or work light
- Straightened coat hanger (for fishing wire through firewall grommet)
- Multimeter (optional but recommended for circuit verification)
- Torque Pro or Forscan (for live PID verification during testing)
No soldering iron, no heat gun, no crimping tool needed. That's the point.
Real-Time Competitive Comparison: SOTF Options for 2010+ 6.7L Cummins
Before you buy anything, here's what the market looks like right now. Data collected directly from each seller's website on 2026-07-17.
| Product | Price | Sensor | Connection Type | Model Years | Tuner Compatibility | Warranty |
|---|---|---|---|---|---|---|
| TruckTok CCV SOTF Switch (ER-0288) | $79.99 | CCV | 3-pin plug-and-play, no wire cutting | 2010-2024 Ram 2500/3500 6.7L | EZ Lynk AutoAgent (all versions) | 2-year |
| Universal 3-pin rotary switch + DIY wire kit | $20-40 | CCV or MAP | Bare wire splice, requires soldering or butt connectors | 2010-2024 | Any tuner with SOTF input | None |
| Dirty Diesel Products 3-position CCV switch | $55-70 | CCV | Inline connector, no splice but no OE-spec connector | 2010-2018 | EZ Lynk, some SCT | 1-year |
| GDP 4-position SOTF kit (GDP-branded) | $129.99 | CCV | OE plug, full GDP harness | 2013-2018 LML | GDP Portal only | GDP limited |
| PPEI / custom tuner SOTF harness bundle | $85-110 | MAP or CCV | Tuner-specific, varies | Tuner-dependent | PPEI / specific tuner only | Tuner warranty |
What this means for you: The TruckTok ER-0288 at $79.99 is the only product at this price point that combines OE-spec plug-and-play CCV connection, 5-position capability, and universal tuner compatibility in a single package. The universal $20-40 kits save money upfront but require splicing — if you've never soldered or used a heat gun, budget another $40-60 in tools and an hour of YouTube training. The GDP kit is $50 more and locks you into GDP's tuner ecosystem.
Installation: 6 Steps, No Experience Required
Step 1 — Pick and prep your switch mount location
Before you drill anything, choose where the knob lives. Three options, ranked by difficulty:
Option A: Lower dash panel, driver's side (Recommended)
Ram puts auxiliary switches in this location from the factory on many trim levels. If you have a blank switch panel to the left of the steering column, this is your spot — no drilling into bare plastic, mounting holes often pre-exist. Remove the panel with a plastic pry tool; the mounting location is immediately visible.
Option B: Center console, next to the 4WD selector
Most natural reach while driving, easy wire routing if your console is open-frame. Requires a 3/8-inch drill hole in the console's front face. If you have a closed console with a rubber mat, you may need to pull the mat to access the mounting surface.
Option C: Overhead console
Hidden from outside view, cleanest appearance. Requires removing the overhead console trim panel and routing a longer wire run from the engine bay. Most involved option; only worth it if aesthetics are a priority and you don't mind the extra routing work.
I mounted mine at Option A. The knob sits right at thumb reach without looking out of place.
Prep the surface: Clean the mounting area with the included alcohol pad. Let it dry fully — adhesive decals fail on dusty or greasy surfaces within months. Apply the alcohol pad, wait 30 seconds, wipe dry.
Step 2 — Route the harness from the cab to the engine bay
This step matters more than most people think. The CCV circuit wire needs to survive engine bay temperatures for the life of the truck.
Route path (driver's side):
1. From your mount location, run the harness down the driver's side kick panel — not the center console. The driver's side has a factory wire channel that keeps your harness away from the parking brake mechanism and seat wiring.
2. Remove the driver's side kick panel trim (two screws or plastic clips) to access the firewall grommet above the brake pedal.
3. Locate the rubber firewall grommet. You'll see a factory wire bundle passing through it. The grommet has a small rubber nipple at one end — snip the tip off with diagonal cutters. This creates a channel for your SOTF harness without cutting the main grommet.
4. Tape the SOTF harness lead to a straightened coat hanger with electrical tape (harness lead first, taped tightly to the hanger). Push the hanger through the grommet nipple — it will push through into the engine bay near the brake booster.
5. Pull the harness through from the engine bay side. Leave 8-10 inches of slack in the cab — you can always pull excess back, but you can't add length if you cut it short.
In the engine bay: Route the harness along the inner fender lip, not the downpipe side. The exhaust manifold on the driver side runs close to the inner fender — keep your harness on the cold side. Use the included split loom over any wire that passes within 2 inches of the radiator hose or turbo feed lines. Zip-tie every 6 inches to the factory harness routing channel.
Pro tip: Feed 12 inches of extra harness into the engine bay before you zip-tie anything. This gives you service loop for future maintenance and prevents the harness from being stressed if the engine moves on its mounts during hard acceleration or towing.
Step 3 — Locate and connect the CCV sensor
On the 2010–2018 Ram 6.7L (engine code QSK or ISB), the CCV sensor is mounted on the top of the valve cover, driver's side, near the front of the head. It is a black plastic sensor body, approximately 1.5 inches tall, with a 3-pin connector pointing toward the firewall.
On 2019–2024 trucks, the CCV sensor is in a similar location but the connector orientation may vary slightly — check visually before you pull the connector.
To access the CCV connector:
1. You may need to remove the engine cover (two fasteners on most models). Set it aside — you won't need it again during this install.
2. The CCV connector is on top of the valve cover, roughly aligned with the second or third injector. Follow the factory wiring harness from the valve cover down toward the main engine harness to find it.
3. Press the locking tab on the CCV connector and pull it straight off the sensor.
Connect the T-harness in this exact order:
1. Plug the SOTF harness connector into the CCV sensor (the sensor side).
2. Plug the factory CCV connector (the vehicle wiring side) into the matching socket on the SOTF harness.
3. Verify both connectors are fully seated and locked — they should not pull apart with moderate hand force.
Why this order matters: Connecting the harness in this sequence ensures the weatherpack seals engage in the right order. Reversing the sequence can leave the harness connector partially unseated, causing intermittent readings at some switch positions.
Verification (optional but recommended): With the key ON and engine OFF, use a multimeter to verify 5V reference on the CCV circuit pin before you button up. Consult your AutoAgent documentation for the correct pin. If you don't have a multimeter, skip this and verify with the scan tool in Step 6.
Step 4 — Mount the dash dial
Back inside the cab:
1. Hold the aluminum dial plate against your chosen mounting surface.
2. Mark the two screw holes with a pencil.
3. Pre-drill with a 1/8-inch drill bit — just deep enough to start the screw, not deep enough to go through the panel.
4. Fasten with the included self-tapping screws. Hand-tighten first, then snug with a Phillips screwdriver. Do not over-tighten — the aluminum plate will deform and cause the knob to sit crooked.
5. Apply the adhesive position decal (1-5) around the knob shaft. Clean the plate surface with alcohol first.
6. Press the knob onto the shaft and confirm it rotates smoothly through all five detents with a solid click at each position.
Common mounting mistake: Using adhesive foam tape instead of screws. The rotational force of daily switching puts lateral load on the plate. 3M VHB tape fails on this load after 3-6 months of use — especially in hot climates or trucks that sit in the sun. The screws are there for a reason.
Step 5 — Configure your tunes in the EZ Lynk app
The switch tells the AutoAgent which tune slot to run. You need to have those five tune slots loaded first.
Configuration sequence:
1. Open the EZ Lynk app on your phone. Connect to your AutoAgent via Bluetooth.
2. Navigate to Tunes → SOTF Configuration. The menu structure may vary slightly by AutoAgent firmware version; look for "SOTF" or "Switch Input" under the tune management section.
3. Assign a tune to each switch position. Here's the setup I run on my 2018 Ram 2500:
| Position | Tune | Use Case |
|---|---|---|
| 1 | Stock / Emissions-On | State inspections, valet, cold starts below 20°F |
| 2 | Economy (+30 HP, +2-3 MPG) | Highway cruising, empty bed, flat terrain |
| 3 | Heavy Tow (+80 HP, torque-focused) | 10,000+ lb trailer, mountain grades, sustained load |
| 4 | Street Performance (+120 HP) | Unladen, merging, passing, light load |
| 5 | Race (+200 HP) | Dyno day, closed course only |
Your specific horsepower numbers depend on your tune calibration. Calibrated Power, GDP Portal, CTT, PPEI, and Hardway Performance all support 5-slot SOTF — tell your tuner "I need SOTF-compatible slots" when you order. If you already have custom tunes loaded, ask your tuner if they support SOTF before you mount the switch.
Important: Positions 2-5 do nothing if there aren't tunes loaded in those slots. Configure the tune slots BEFORE you test the switch.
Step 6 — Verify all five positions with a scan tool before driving
This is the step most people skip. Don't.
1. Key ON, engine OFF. Open Torque Pro or Forscan. Navigate to the CCV pressure PID (or the fuel temp PID, depending on your AutoAgent calibration — check your tune documentation).
2. Rotate the switch slowly from Position 1 to Position 5. Watch the PID — it should change at each position.
3. Start the engine on Position 1. Let it idle for 30 seconds.
4. Rotate to Position 2 at idle — you should feel a slight change in idle note and throttle response.
5. Continue through Positions 3, 4, and 5 at idle, watching for any stumble, hesitation, or CEL. Any position that causes a stumble at idle should be noted — it may indicate the tune slot is not properly configured for SOTF.
6. If a Check Engine Light appears at any position, return to Position 1 immediately and check the CCV connector (Step 3).
⚠️ Never switch tunes at wide-open throttle. Lift off, rotate the knob, wait half a second, then get back into it. The ECU needs a moment to transition between fuel maps. Switching under heavy load can cause a momentary fueling interruption that triggers a CEL.
2010-2024 Ram 6.7L Cummins EGT Reference Table by SOTF Position
These are approximate EGT ranges based on highway cruise and moderate towing conditions. Your actual numbers depend on ambient temperature, altitude, fuel quality, tune calibration, and whether the truck has been deleted. Always watch your actual gauge — these numbers are starting points, not guarantees.
| SOTF Position | Tune Profile | Empty Highway Cruise | Towing 8,000 lb | Towing 14,000 lb | Action if Climbing |
|---|---|---|---|---|---|
| 1 | Stock / Emissions | 550-700°F | 750-900°F | 850-1,000°F | Normal — drop here on long grades |
| 2 | Economy | 650-800°F | 850-1,000°F | 950-1,100°F | Acceptable for light-medium loads |
| 3 | Heavy Tow | 750-950°F | 950-1,150°F | 1,050-1,200°F | Watch closely; drop one position on sustained grades |
| 4 | Street Performance | 850-1,050°F | 1,050-1,250°F | 1,150-1,300°F | Drop to Position 2-3 on steep or long grades |
| 5 | Race | 950-1,200°F | 1,150-1,350°F | 1,200-1,400°F+ | Track/dyno only — never on sustained load |
Altitude correction (every 1,000 ft above sea level adds ~15-20°F to your EGT at equivalent load).
At 7,000 feet (Colorado front range): add ~100-140°F to all values above.
At 11,000 feet (Rocky Mountain passes): add ~165-220°F. Position 5 becomes dangerous on sustained load at altitude even on a stock truck.
CP4.2 note: The CP4.2 fuel pump on 2010-2018 trucks is sensitive to low-lubricity fuel and aggressive fueling maps. Position 4-5 on a heavy tow tune with a CP4.2 truck can generate rail pressure spikes that the pump interprets as a failure condition. If you have a CP4.2 (not yet upgraded to a CP4.2 replacement or CP3), run Position 3 as your maximum sustained-power map. Save Position 4-5 for unloaded driving or short bursts.
Five Mistakes First-Time SOTF Installers Make
Mistake 1: Not configuring tune slots before testing the switch
Positions 2-5 will do nothing — zero response, zero change — if there aren't tunes loaded in those slots. Every time I help someone debug a "broken" SOTF switch, this is the first question I ask. Go to the EZ Lynk app → Tunes → SOTF Configuration. Confirm slots 2-5 are populated before you blame the hardware.
Mistake 2: Routing the harness along the exhaust downpipe
The driver's side downpipe on the 6.7L runs within 2 inches of the inner frame rail. Any wire routed along that path will cook. I've seen harness insulation soften within 500 miles of incorrect routing. Route on the inner fender, not the downpipe side. Use the split loom. Zip-tie every 6 inches. This is not optional.
Mistake 3: Skipping the scan tool verification step
Yes, it's extra work. Yes, the switch "seems to work" if you drive it and feel the power difference. But a CEL that triggers at Position 4 won't always announce itself immediately — sometimes it takes 30 seconds of sustained load at that position. If you don't verify at idle first, you'll discover the problem on the highway under load, and at that point your CEL may have already triggered a derate condition.
Mistake 4: Mounting the dial with adhesive tape only
Already covered in Step 4. Screws are not optional. The knob gets clicked hundreds of times a year. Foam tape fails.
Mistake 5: Not leaving service loop at the firewall
Engine movement on hard acceleration, heavy towing, or even aggressive braking puts load on the harness at the firewall grommet. If the harness is pulled taut, the wire will chafe at the grommet edge over time. The result is an intermittent short that makes Position 3 start acting like Position 1 on hot days — a symptom that makes no sense until you find the chafed wire.
Troubleshooting Guide
| Symptom | Likely Cause | Fix |
|---|---|---|
| Switch does nothing at any position | No SOTF tunes loaded in AutoAgent | Configure tune slots 1-5 in EZ Lynk app first |
| Positions 1 and 2 feel identical | T-harness connectors not fully seated | Reseat both CCV connectors; verify locking tabs engaged |
| CEL appears at Position 4 or 5 | Tune slot not properly configured for SOTF input | Return to Position 1; verify tune SOTF config in app; consult tuner |
| Switch clicks but tune doesn't change | SOTF input set to wrong sensor in app | In app, confirm SOTF input is set to CCV (not MAP, IAT, or fuel temp) |
| Intermittent response — sometimes switches, sometimes doesn't | Firewall service loop too short; harness chafing at grommet | Pull harness back; inspect for chafe marks; add split loom; leave more slack |
| Multimeter shows no voltage at CCV circuit | CCV connector pulled in wrong order; body damage | Verify connector is fully seated; check harness for pinched wire |
| Position 3 feels same as Position 1 on scan tool | T-harness reversed — sensor lead plugged to factory side | Swap the two harness ends: OE connector → sensor, factory → harness |
| Truck runs rough at idle only in Position 4 | Tune calibration mismatch with CCV SOTF input | Consult tuner — some older tune files need SOTF recalibration for CCV input |
Test Drive Protocol
After verifying positions at idle, follow this sequence before your first real drive:
Phase 1 — Parking lot (Position 1-5 at light load):
Accelerate to 25 mph in Position 1. Rotate to Position 2 — you should feel slightly more throttle response. Repeat through Position 5. Return to Position 1. Watch for any stumble, hesitation, or CEL that appears only under acceleration.
Phase 2 — Residential streets (Position 3, moderate throttle):
At Position 3 (your tow map), do a 0-45 mph run. EGT should be noticeably higher than Position 1 at the same speed. If your EGT probe is in the uppipe (pre-turbo), expect higher readings than a post-turbo probe.
Phase 3 — Highway merge, Position 4 or 5:
Brief full-throttle merge to feel the performance difference. Pull back to Position 3 within 10 seconds. Watch EGT — it climbs fast in Position 4-5. This is correct behavior. It's also why you don't stay there on long pulls.
Phase 4 — DPF regeneration awareness (stock trucks):
On a non-deleted truck, Position 4-5 under light load can trigger active DPF regeneration. If your EGT climbs during a regen cycle while in Position 4 or 5, drop to Position 2-3 until the regen completes. The regen and the tune are independent — but running a race map during an active regen can cause EGT to exceed 1,300°F on some calibrations.
FAQ
Does the SOTF switch work with deleted trucks?
Yes. The switch works with any tune loaded on your EZ Lynk AutoAgent — emissions-present or deleted. On a deleted truck, your baseline EGTs are already 100-200°F higher than stock, so treat Position 4 as your previous Position 5 and Position 5 as track-only only.
Which tuners support SOTF on the 6.7L?
Calibrated Power, GDP Portal, CTT, PPEI, and Hardway Performance all build 5-slot SOTF-compatible calibrations for the 6.7L Cummins. Tell your tuner "I need SOTF-compatible slots" when you order — they need to configure the SOTF input range in the calibration file, not just load five different maps.
Can I switch tunes while towing?
Yes, at idle or steady cruise. Never switch under heavy load or wide-open throttle. If you're climbing a grade in Position 3 and need Position 1 (because EGT is climbing past 1,150°F), lift off the throttle, switch, wait half a second, then get back into it.
Does this work with the EZ Lynk AutoAgent 2.0 and 3.0?
Yes. Both versions use the same CCV circuit and same SOTF input protocol. The 3-pin CCV connector is identical across all AutoAgent generations.
I have an SCT tuner, not EZ Lynk. Can I use this switch?
The TruckTok ER-0288 is calibrated for the EZ Lynk AutoAgent's CCV input protocol. SCT devices use a different SOTF input method (typically the MAP sensor). For SCT, look for a MAP-based SOTF switch or check if your SCT device supports CCV input in its SOTF menu.
How do I know which CCV pin to tap?
The T-harness handles this for you — it plugs directly into the CCV sensor's factory connector. You don't need to identify any pins. If you're using a universal switch that requires manual wiring, consult your AutoAgent documentation for the CCV circuit pinout on the 6.7L.
Can I run the SOTF switch and a delete tuner at the same time?
Yes — as long as both are loaded on the same AutoAgent. The SOTF switch and the delete calibration are independent: the switch selects which tune slot is active, and the tune itself (stock, deleted, tow, race) is what controls the emissions-related parameters.
The switch clicks fine but nothing changes. What do I check first?
Open the EZ Lynk app and go to Tunes → SOTF Configuration. Check whether tune slots 2-5 are actually populated. If slot 3 is empty, Position 3 will click but do nothing. If all slots are populated, verify the SOTF input is set to CCV in the app's SOTF menu.
How long does the install take?
45-60 minutes for a first-timer. Faster if your mount location already has pre-drilled holes (some Laramie and Power Wagon trim levels come with auxiliary switch blanks in this location). No mechanical experience required.
Does the CCV sensor keep working normally after the install?
Yes. The T-harness inserts the switch's resistor network in parallel with the CCV sensor — it reads the circuit voltage without interrupting the sensor's normal operation. The CCV system works exactly as it did from the factory.
What happens if I leave it in Position 5 all the time?
On a deleted truck, Position 5 means sustained EGTs in the 1,100-1,400°F range depending on load and altitude. At altitude, this will cause turbo shaft wear and oil coking faster than lower positions. On a stock truck with an active DPF, running Position 5 under load will generate excessive soot, fill the DPF faster, and trigger more frequent active regenerations. Position 5 is a "track or dyno only" setting for most drivers.
My EGT probe is in the uppipe. Is that accurate enough for position verification?
Uppipe (pre-turbo) EGT probes read higher temperatures than post-turbo probes because they measure exhaust gas before it loses heat to the turbo turbine. For position verification, an uppipe reading is fine — just expect numbers 50-100°F higher than a post-turbo probe in the same driving conditions. Use the scan tool's fuel temp PID at idle first (which is sensor-accurate regardless of probe location), then cross-reference with your EGT gauge on the road.
What if my truck throws a CEL after the install?
Return to Position 1 immediately. Pull the CEL code with your scan tool. The most common code after a SOTF install is P0106 (MAP circuit range/performance) or P0183 (fuel temperature sensor circuit high) — both indicate the tune is reading an unexpected sensor value at one of the switch positions. Consult your tuner with the code; they may need to adjust the SOTF calibration file's resistance range for that position.
Can I use the switch during a DPF regeneration cycle?
Yes, but it's good practice to drop to Position 1-2 during an active regen. During regen, the truck is injecting extra fuel to burn particulate, and EGTs are already elevated. Running a race or street map simultaneously can push EGTs past safe thresholds on some calibrations.
Does the switch affect my fuel economy reading?
No. The SOTF switch does not modify any fuel delivery parameters directly — it selects which pre-loaded tune map is active. Your fuel economy depends entirely on which tune is currently active. Position 2 (economy tune) will show better MPG on your dashboard than Position 5 (race tune) because they are different calibrations, not because the switch is doing anything to the fuel system.
You're Ready — Five Tunes, One Dial, No Compromises
The 2010–2024 Ram 6.7L Cummins SOTF switch install is done. The CCV harness is connected, the dial is mounted, the tunes are configured, and all five positions are verified. You have the right map for every situation — stock for inspection day, economy for the Kansas highway, tow for the mountain passes, and race for when the dyno sheet matters more than the fuel gauge.
→ Shop the TruckTok EZ Lynk CCV SOTF Switch for 2010-2024 Ram 6.7L Cummins