thinking bout getting 6.7
#16
With the 6.7, it comes with all the new emissions and all the problems with that. The turbo in the 6.7 clogs. I've had an 01 and 04 Diesel, I traded the 04 in on the 07.5 - 6.7 and I have regretted it. I've been to the shop over 10 times, the check engine light is always on, they have put in a new turbo, still had the same problems, most recently they did the "new fix" of what they call a turbo update which is drilling a hole in the turbo and cleaning it and now I have the check engine light on again. I really wouldn't recommend the new 6.7. I think Dodge doesn't know how to fix them so I just keep going back for more flashes and sensor replacements and turbo fixes - constant problems. Don't do it. MSRP $54,000 18months ago trade in value today is $23,000.
#17
The 6.7L is a great engine but you have to remember that with the EGR and DPF and NOx filter that these trucks HAVE to be worked hard! If you aren't going to work them hard the truck will not warm up enough to burn the soot off and out of everything (which is why about a third of 6.7L owners are having problems) so you have to try every time to try and get the truck running hot. However I hear 2010 may have some changes......
For 2010 Cummins will offer its MidRange diesel engines with the same proven base architecture as today along with the Cummins Aftertreatment System to meet the near-zero 2010 emissions standards. Cummins ISB and ISL engines will continue to deliver exceptional product performance and reliability with enhancements to the totally integrated system, which includes proven cooled EGR, High Pressure Common Rail fuel system, Variable Geometry Turbocharger, filtration, and electronic controls. The Cummins Aftertreatment System will include Selective Catalytic Reduction (SCR) technology for reduction of Oxides of Nitrogen (NOx) in addition to the Cummins Particulate Filter, which was introduced in 2007.
SCR technology uses a chemical called Diesel Exhaust Fluid (DEF) and a catalytic converter to significantly reduce NOx. Cummins has successfully been using SCR for a number of years in Europe and will leverage that experience for its EPA ’10 on-highway products.
SCR technology uses a chemical called Diesel Exhaust Fluid (DEF) and a catalytic converter to significantly reduce NOx. Cummins has successfully been using SCR for a number of years in Europe and will leverage that experience for its EPA ’10 on-highway products.
#18
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Join Date: Feb 2007
Location: Central PA
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Dodge man, I've been reading some other posts and see the same thing here and there. Why should you have to work a truck "hard" for it to work better? I just have a hard time believing that. I'm certainly not a Cummins tech or a Dodge mechanic, but I can't see them building a truck that you MUST work hard for it to perform at it's best. Please explain this.
#22
Dodge man, I've been reading some other posts and see the same thing here and there. Why should you have to work a truck "hard" for it to work better? I just have a hard time believing that. I'm certainly not a Cummins tech or a Dodge mechanic, but I can't see them building a truck that you MUST work hard for it to perform at it's best. Please explain this.
Did you ever watch an older diesel start up? Notice all the smoke? It's not running hot enough yet to burn all the fuel so because of no filters we can see it no problem, but then ask yourself why do they stop smoking after a while?...........
#23
Not sure what you are talking about or mean here but Cummins had to make changes to the old 5.9 12 valve in 1994 to make it cleaner and then again in 1998 they had to change it to the 5.9 24 valve then again in 2003 they made changes and now we have the 6.7L.
#24
Top's Younger Twin
Last I heard and read is that the Dmax will need some major work to comply for 2010...have they done that?
#25
#26
Dodge man, I've been reading some other posts and see the same thing here and there. Why should you have to work a truck "hard" for it to work better? I just have a hard time believing that. I'm certainly not a Cummins tech or a Dodge mechanic, but I can't see them building a truck that you MUST work hard for it to perform at it's best. Please explain this.
Did all the updates on a 6.7 last week. Was one year old and had 5100 miles on it. Camper shell, and NO paint scrapes in the receiver hitch. This truck has NEVER towed anything in it's life. Why on earth would someone buy a CTD for this???
I have another one that an older gentleman purchased just because he had never had a diesel. Oil change required comes on about every 2800 miles and the scan tool always show a number of incomplete regens... Trip info show lots of idle time and the 0-10% usage is the highest and drops rapidly from there.. Two cases where they should have bought the HEMI, and I could name a few more.
Even as far back as the old 12 valve days we've seen "light use" issues. Gummed up valve stems holding valves open, knock from carbon buildup, fuel system algae.
I only live 8 miles from work and do not use my 01 CTD as a "daily driver" as there is no way it gets good heat cycles in that short of drive.
There was a day when these trucks were seen as a "work horse" and most of them were purchased to "do the job".... Somewhere along the way it suddenly became "cool" to have a diesel and the downward slide began there. I chuckle to myself when I'm out at the lake and see a 3500 dually 4x4 pulling a two place jet ski trailer.
#27
So its all "relative" to staggered the life cycles of the different engines...
ben
#28
Administrator / Severe Concussion Aficionado
They way I see it neither Dodge, Ford or Chevy are to blame. If you ask me its the Gubment... They are the ones who are imposing those silly regulations. Id be willing to bet that none of the big three wanted to mess with what was already working great. Here's to the 2010 standards....
If you consult my sig, you can see Im not to concerned with them.
If you consult my sig, you can see Im not to concerned with them.