Don’t Buy This Truck…They Messed Up
ฝัง
- เผยแพร่เมื่อ 2 ต.ค. 2023
- As a Cummins fan, this one hits hard. We’d heard about some issues, but didn’t know how far the rabbit hole went. Cass and Adam from Choate Performance go in-depth on what makes this engine, maybe, the worst one ever released.
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I’ve been a Cummins guy since day 1, but after seeing very low mile 22 model engine failures I purchased a 20 6.7 Powerstroke. For the first time ever, I genuinely think the Ford is a more reliable platform aside from the CP4. I weighed failing CP4 vs failing engine and 10k 68rfe rebuild. Sad day to see. Whenever Ram can get a lifter and trans setup worth having, I’ll switch back. I have a feeling I’ll be waiting some time.
If you hadn't heard, look up the DCR pump conversion from S&S for that Power Stroke. Sounds like a fix for the CP4, which should remove your only gripe.
@@Jim_Lawrenceas soon as warranty is up it’s getting weight reduction and a DCR. I plan on taking it to 200k reliably. We’ll see how the 10R holds up
Sounds like a good plan. My only caution is the weight reduction tuning sounds like it may be sub par. I have no experience with that though.
Well I’m still a Cummins guy especially after our powerstrokes break constantly. We have a fleet of f550s and they always die, never from cp4. And if you need an engine they will let it sit on order for a year while they sell brand new ones on the lot all day long. It’s great
@@williammorgan5987 I'm curious what is failing on the Fords? I personally have seen engine replacements because of incorrect diagnosis, but also warranted from catastrophic failures. I'd like to learn what you're seeing. And if you have an opinion on why, like idle time, conditions... What years?
Any company is going to prioritize new sales over parts. They aren't going to stop production, and pay the line workers to sit around while they fulfill orders. Financial suicide if they did that. The transmission industry has been hoarding parts for their builds, and not selling parts that are hard to get also. That's my take anyways...
Valve seats don't usually fall out because they are defective, the fall out because they are pushed well beyond their design limits. Medium duty trucks use the same engines as class 3 trucks, but are *DERATED* so they last longer. Squeezing more power out of a powerplant, shortens it's life. If you push it harder, it's lifespan is shorter. Facts.
Add a ton of power, then act surprised when the thing acts like a race car and breaks. Big trucks, big bucks.
I don't know, maybe the new trucks are worse. But my 04 is 700 plus and my 05 is closer to 850 or so, and they are both reliable. I also don't beat the ever living shit out of my trucks, but I do let them breathe from time to time.
@34:25 "You can get your little brother to hold his finger there while you're going down the road.. " LOL, I like this guy!
This is quite interesting I used to work for a bus company in the uk and vast amount of our ADL Enivo 400 double decker buses are fitted with the ISB 6.7 Cummins engines fitted to a ZF autobox and some of them are just reaching 900k miles the biggest problems we've had are holes in pistons bearings common are coolant and hydraulic filters unscrewing themselves and dumping it's gutts everywhere over the road,
Most of this episode was talking about failures caused by bad tuners making it seem like it's a bad engine design. Great points to make about how "simple" mods can do serious damage. Truth is you can do whatever you want with what you own, but when you change what a team of engineers designed don't blame them.
The Ram/Cummins flash came out around the same time the CP4 pumps started falling. Part of the flash was to prevent pump failure that would lead to injector failure with injectors slow/late closing which obviously changed the timing of injection leading to bearing stress. I work at a dealer and the only engine failures have been caused by the pump. Every time it's the same scenario, driving along no issues, starts loosing power and misfires then stalls out no start. New fuel system and now has massive rod knock. How vome he never mentioned the CP4, in every engine it would seem?
And the lifter issue your also selectively skipping over all the windows they left around the main saddle used to be the 68rfe was junk now the engine is junk and all they are now are trucks that are trying to self identify as fords
It wasn't selective, just no experience with lifter failure so can't comment on that.
68RFE have only seen OD spring cage break causing clutch drag which wears out the OD clutch pack. TCC wear but that's only after 250,000 miles. But if you get a bad tune, almost anything fails because it would seem like when they rewrite code for the engine it wrecks code for the trans. Even had had a truck once that never moved after a tune since it was 3 element binding. Most people think more power kills the trans.
@@kirb743 the 68rfe literally shift flares like crazy from the factory can't hold a gear when towing and going up a moderate grade - its literally junk - the stock tuning sucks ... crossleaks from the FACTORY with a fully 100% bone stone truck (tune and all). Many transmission builders and engineers would disagree with you. It has (much) smaller clutches, weak OD cage thinner input and output shafts than literally all of its competition transmissions. I am sorry your not going to tell me a 68RFE is as good of a transmission as a 6R140 or Allison 1000 (or even half as good). Nothing is perfect but to make a 68RFE bulletproof you literally have to replace every single part in that transmission.
hell no, CP4 are a design nightmare and fail prematurely in all vehicules, tuned or not. The engine damages found after can be separate cause but the pump is still a POS and always has been.
@kirb743 My hot take on your thought process:
1. They don't issue TSBs on tuned trucks. This isn't isolated to tuning. The updated calibration most likely lowers cylinder pressure to limit block distortion and keep oil flowing to the rods. What's known as a band-aid, if it even works.
2. They went back to a CP3 for '21 MY. They are still having issues, so look past that.
3. On those CP4 failed engines, is it not possible/plausible that during failure timing/misfire/high cylinder pressure could occur and cause the block to flex as Cass states and take out the rod bearing? Failures don't generally happen without an outside factor of some sort. Did you inspect those failed engines for Fretting on the main caps? Whether caused during the CP4 failure or not, it may have pushed it over the edge. It really takes very little time to destroy bearings without oil.
Sad state of affairs for Cummins. They have taken themselves out of the game. Their redesign of the 6.7 engine block destroys the reputation and reliability they have worked so hard to create. RIP Cummins.
Listening to him talk about spray patterns of injectors and the different piston bowl designs, I wonder if Cass sees any benefits going with a early 5.9 spray pattern injector into a late 5.9 bowl design?
29:08 so many old farmers here in Arkansas with 7.3, 6.0 that they got new and have babied, but pulled cow trailers with, but they have 300,000-400,000+ miles and nothing more than minor stuff like an oil cooler, EGR cooler, a few HPOPs, a few FICMs and fuel injector wiring harnesses, and a few dirty turbos... no tunes will for sure help and a driver that is aged 70-80+ helps...
Have been hearing about the failures but this is the clearest explanation yet. I have a 2022 6.7 Cummings, not happy that it's happening or that Cummings is ignoring the problem. Obviously both Cummings and RAM knew the Harmonics problem existed before the release of the 2019/5th generation trucks because they were showing off the Harmonics Canceling Technology in the frame. Thanks for sharing the Truth in the podcast. Blessings.
Ain't no G in Cummins
Manufacturers don't make money with engines that last forever. Sadly, it's part of the push by unseen forces forcing change in public behavior.
Great show here so much knowledge
Cummins has a engine now that matches the truck around it.
I love your podcast but this dude is a fearmonger. He talks about the block flexing and causing main cap fretting but fails to mention the factory block stiffener girdle. He lightly brushes on lifter failures but doesn't back it up with a failure rate. The software recall he mentions simply increased the idle time on a cold engine before the automatic warm up could begin. Pre recall, you could start a stone cold truck either remotely or regularly and it would immediately idle up and close the vgt to warm up the engine. That obviously isn't great for a cold engine so they changed the flash to allow the engine over a minute to idle below 800rpm to let oil pressure stabilize before the computer would elevate the idle and close the vgt to enable quicker warm up. Obviously raising the idle speed on a super cold winter day on a cold truck before oil pressure stabilizes could damage a rod bearing. This gentleman sounds like the kind of dude who would love to lighten my wallet chasing "cures in search of problems". When lifters fail, Wagler has a good solution so does Hamilton. Scissor gear isnt a known failure. Lifter failures are happening but by no means widespread. My experience? LAFD mechanic maintaining a HUGE fleet of pickups and chassis cabs, over 100 5th gens, plus my own '19 which is tuned. I'm running it hard and like anything, you have to be responsible because anything man makes, man can break! The problems we do have are mostly emissions equipment.
“Cures in search of problems”? This is exactly the opposite of the approach Cass takes. He has said on many occasions that he takes a “forensic“ approach to researching failures. I am no engineer, but if I was an engine builder like Cass, one unexplained failure is one too many. Your reputation is on the line with every engine that leaves the shipping dock.
Old Detroits wil immediately l jump to 1100 or more upon start-up on a cold morning.
A huge fleet??? Mr. Choate builds engines everyday, how many engines do you build every day??
Amen. 3 years with my tuned 5th gen and I worry more about the 68rfe. Engine is strong and I keep it at 0hp over.
When all you see are the failures how are you going to see the success? Mechanics see the failures of all different manufacturers and I'm guessing there's a huge percentage that are owner caused. There can be design or manufacturing errors of course, but that's less common than you might think.
Glad I got an 18 Cummins
I feel the same with my 2017
Good content, did they do this to the marine and HD engine too. CAT 1950 HP.
35:50 I asked the Lord for a sign. Then it hit me.
Sounds like the "53 block" all over again
Half of the young crowd got no clue what a 53 is sad
I’ve got a 24 3500 Ram and is it worth keeping it?
On the 7.3’s, what about doing threaded freeze plugs? Like ford did with the early boss 302’s were.
Great information, you guys putting this out. @Cummins if you are listening you should go back for a redesign. And talk to these cats to fix your motors.
We can all write a letter to the EPA and thank them for destroying the auto industry with there emissions standards. This is what happens when you try to reinvent the wheel. The best engines ever made have already been built. I know old school engines were not the best with performance and efficiency, but I'll take simplicity and reliability any day of the week.
My go to guru on cummins motors is Bruce Mallison , he used to send the pistons out somewhere on the east side , they would teflon coat the skirts and ceramic coat the top ,amongst other things , have you ever heard of that ?
What oil weight would you recommend for the new 2019 plus Cummins . 10w/30 or 5w/40.
I’ve always ran 10-30 and switched to 5-40 this winter. So far haven’t noticed a difference
5w40, I haven’t seen single person yet with lifter failure running 5w40
68rfe autos and the Aisin trans all had those support brackets on the adapter plate that goes to the block to the adapter plate, but they never had theses support brackets on any of the factory 6.7 G56 Manuel trans trucks from 07-2018 but you don’t see a increase in failures in the Manuel trucks so it’s hard to believe it being related to combating number 6 cylinder failures, unless Cummins was just lazy in the Manuel trucks and they just detuned them to lower just thought I’d put this out their cuz this does change that theory about them
pretty sure manuals are detuned as duramax once were. And no torque converter to ramp the torque higher .
Absolutely de-tuned
I bought a new 2023 ram 2500 cummins limited night package, i own hinos, powerstrokes and duramax. The cummins platform is my first, and im amazed by the torque and fuel milage.
Let me get this right. If you want to do a simple in-frame Cylinder hone (get cross hatch back) and some rings, this will cause a shift/twist effect and cause oil burning?
If I may say the bigger tire situation confuses me when he says it's putting more force on the engine. First off these are very powerful engines they are designed to move 30k lbs total. How is it that bigger tires will put pressure on the engine to where things could break. Also regearing could help with the bigger tires from stock. I don't believe bigger tires have that much effect on harming the engine compared to pulling 30k up a steep grade. Now speaking about the drive train and bigger tires is a different story but regearing would fix that.
Between this and the 6.7 ps upper oil pan and turbo and cp4 failures plus the 10 speed failures, this is making the older models look a lot better, and people wonder why the older trucks hold there value so much.
I work on medium/heavy duty trucks. Valve seat failure is all too common now. Volvo, detroit, cummins, navistar are all having issues with them.
So the 6.7 Cummins needs the block casting changed to beef up those areas to be more rigid.
Wow, i was in for more information than I bargained for as soon as he started with the pistons and failure modes I realized i would be watching the whole podcast. great job guys! I always tell people they spend vast amounts in design phase but there are things that are done for various reasons cost weight pressure from government agencies for emissions that you have to realize are factors. I also think engineering groups have changed you see it in almost all the brands out there this i believe is the cost based issue typically. being a long term cummins guy this was disheartening to see i knew there was issues with the new block but wow.
41:50 at least she has an air gap for the wind to pass through so it doesn’t blow her teeth out 😂
Wow! What a great, informative episode! I'm going to have to listen/watch it a second time. I've learned a lot about weaknesses in different engines from Cass.
Which truck? Dont have 60 minutes to find out.
@@joshowens2219 2019+ Cummins
The industrial engines use two piece piston with steel top and aluminum on the skirts to prevent pistons from burning up , they need to use something as light as aluminum and strong as steel for racing . hmmmm may be titanium .
Problem with Titanium is the exponential cost of just the material itself when using it, And that's not even considering the extra costs involved in Machining Titanium which is extremely difficult to machine and as such also requires more tooling because of the difficulty involved. More time involved in machining it ect.
There are tuners that can tune by cylinder head pressures...
One reason I can think of that Cummins might have gone so far to reduce weight on the 2019+ 6.7's is this:
*Payload/towing ratings.*
The weight of the engine itself has a big impact on payload ratings - and thereby towing ratings - because you can't go beyond what the frame can handle.
And if you're at the limit of what the frame can handle, your only options to increase payload ratings are strengthening the frame - which affects the production line for a whole generation of trucks that use the same platform, i.e. chassis, i.e. frame - or reduce weight of the components that you put on the frame. RAM probably nagged Cummins to reduce the weight.
Just compare the payload rating on the RAM 2500 Hemi vs Cummins. There's a big difference, and it lies in the weight of the engine. That's also the reason the 2500 Power Wagon is offered exclusively with the Hemi. It's much lighter than the Cummins, which affects off-road worthiness and that's everything for the Power Wagon. And because the suspension on the Power Wagon is built for off-roading it already has a limited payload rating so if you put a Cummins on there you probably couldn't even fill the cab with people.
You need to step down to the 2500 Rebel - which is kind of a crossover between a regular 2500 and a Power Wagon - before RAM gives you the option of a Cummins. Maybe RAM decided they could compromise enough on the Rebel to allow for the heavier engine, or Cummins recently managed to reduce weight even further, or maybe it's both.
I'm on my 5th 5.9 engine in a few years..from stock to built . None of them made it 80,000 miles . The slightest hiccup with a injector or to much fun time and they just pop . Pretty sensitive Engines in my opinion . All My 7.3 Powerstrokes have 550 hp plus with over 200,000 miles they are running strong ..I would be a pretty wealthy man if i would stop loving these trucks 💪 Diesel love is a tough road for me ❤️
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Great content
Im wondering if you could a one piece tubeular cam bearing to strengthing it to stop deflection.
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Do you think this will continue to be an issue in 2024 and up models? Or will Cummins change back? I have a 2018 and plan in keeping it, just curious for those looking to buy now. Thanks much.
So after watching this, the title is missing leading. I know some of the 2022 trucks and 2023 trucks have lifter issues from bad sourcing during covid but that's all I have heard bad about the new engines. Other than emissions. I just don't see people posting about failing 5th gen bottom end and blocks. I do see a lot of people running 700hp+ 5th gen trucks.
Great explanations!
I believe the manufacturer calling for a REFLASH is their way to DETUNE THE ECM. Reduce torque makes less structural movement. I guarantee they are massively defining these weak engines!!
01:08:47 this sounds a lot like the 5.7 Oldsmobile diesel engines.....
Good to know
That’s the info I’m looking for….all the “complex”/scientific explanations for the reasons shit breaks. I could’ve listened to him explain for hours.
Inline diesel engines are great up to a point. You get better crank support. When the power levels get high enough every engine finds its limit. They are probably at a point where in order to compete with the V8s in output they need a bigger engine package. That won't fit the box they are put in of weight and physical size. It's litterally why V engines were designed in first place IMO. The Individual cylinder loads are going to be lower at the same power level and displacement the inline 6 has to work harder period. We are probably at that point with all the other constraints put on the manufacturers. Eg an old M11 cummins put out what the light duty guys are at reliably for 1 million plus miles. It's all about specific cylinder output and torque not HP. 800 lbsft is nuts from that small of an engine at such low rpm that's why engines fail.
Manufacturers need to listen to guys like this!!!!! That live breathe and eat engines!!
Again I would love to come on your podcast. I have a technology that will help all the trucking and diesel truck technology look at my TH-cam channel ssfuturescott.
Anyone here on the Cummins 8.3? The 5.9 ISB/VP44 i am getting so done with this engine. It is a endless fix this, then that brakes. I own a medium duty chassies and a swap might be in order.
Nobody needs the power these LIGHT DUTY engines are putting out STOCK, NOBODY. Its just a big swinging D...K contest. Its not 1980 anymore theirs very little if any room for error. Its a balance between weight, emissions, economy, and power. Thats a tight box everything is maxed out then you get idiots behind the wheel. You can make way more power reliably but its going to take a bigger heavier engine that dosen't meet the box they are put in. Every diesel engine on the road today is less reliable than ever because of weight reduction, increased efficiency (emissions), and specific power output.
Sucks you have to take a shot in the dark on buying any new truck and hoping it isnt a pos. I got a 2020 ram 3500 bought it new. Shoulda found a overpriced 2018 3500 g56 truck
Yup I refuse to buy new. I just keep buying 3rd gens, I have two now but my 05 is starting to rust. Sure they don't have massaging seats, or floor coolers, or 54" tv screen radios but they are dependable and I can fix everything myself. Crazy to be spending $1,400 per month (more than my mortgage, insurance and taxes combined) on a truck payment that sits in the dealer warranty department 4 out of 8 years.
This why you learn to only buy proven platforms until you have the money to throw at new vehicles.
@@joshuaquilliam2887 totally, this truck is my work rig. A year into owning it I decided to tune it and such has been solid to me besides the 3rd brake light leaking. Have 70k miles of hard towing on it, the only thing im really worried about is lifter failure…
I wouldn't let that bother you too much. Just drive it and if it goes it goes. Then you can just swap in an older short block. I do find it kinda funny that dodges entire truck line has lifter problems now. Why in the hell Cummins decided after 100 plus years to switch from flat tappet is beyond me. I mean really how much quieter can you make a 1 ton diesel?@@austinwaller9012
Man I can't agree with you more. Sold my 2017 with 120k miles that I bought new and never had a single problem with. Bought a new 2021 Ram and it's just not the same truck as much as I hate to admit that. I kick myself everytime I think about it. Wish I could go back in time and get my old truck back.
What’s the fix ?
We asked towards the end of the podcast and it looks like a different block. We don’t have details yet, but when they are available, we’ll have the guest back on.
Keeping my crapy ole VP44 5.9
Watching these gentlemen explain diesel components, failure modes, etc. was the best validation of the years of hard work, research and investment by the great Gale Banks.
To the Choate engineering people I didn’t get a good enough look at the main Situation on the newest 67 Cummins but I’m just wondering I don’t know if it would be possible to make main caps that have a cross pole like the old Chrysler hemi I just don’t know if it be feasible you know what I’m saying if it could work I’ll tell you right now probably help with some of the problem you’re talking about I’m guessing it would. Anyway I have a 91.5 dodge I go by six in a row.Jim I’m from Kennerdell Pennsylvania oh, by the way, I’m an old Mopar fan from way back. I’m sure you heard of a guy name, Herb McCandless he was one of the terrors of the strip years ago he raced up super stock. Mopar’s force they called a Mr. four-speed. He said when you put your deck plate to do your honing, you should put it on and leave it on for may be overnight. Let that block finish squirming anyway this is a Jim Mungai from Kennerdell, Pennsylvani
You mean like a Duramax does their mains? Two bolts from the side and two from the bottom? I would assume they can't due to the fact that Cummins designs their motors for several different manufacturers. They are also front gear train and rear gear train depending on application. I don't know just spit balling.
@@joshuaquilliam2887V8s commonly use main bolts on the side because the main gets side loaded due to the cylinders being arranged in a V.
And those are more reasons why I bought the new 7.3l Godzilla gas.
My 05 LLY ZF6 is at 463k miles on the factory installed head gaskets.
Stop over fueling your engines!
What’s with Cummins having a history of bad engine blocks lol. block 53 with the 24v second gen trucks and the new trucks now
Well it's a completely new design, new block, new valve train, pistons, rods etc. Shit is bound to happen, just like the Duramax had it's issues between models, and I won't even talk about Ford's problems before the 6.7. They will sort it out no doubt, But it blows spending 110k on a truck just to be a test dummy. But that is the way of todays world.
@@joshuaquilliam2887rather buy a house for 110 then be a test dummy
Not boring!
You keep making it cheaper and cheaper until you get bit. But it looks like the customers are gonna be the ones to get bit as it seems like a problem thats gonna show up out of warranty mostly.
Prove you can meet EPA standards with a tuned deleted diesel
This was brilliant. I'd still rather have the cummins over a powerstroke however.
Thanks for watching!
Lol
The EPA wreck everything. Computer run engine is another problem. Valve seat inserts will always cause problems. Roller lifters and rocker arm problems. Go back before high tech crap you did not see these problems.
If you understand cam events, tuning should be less of an issue
All this talk about tuners who dont know what they are doing makes me happy I went with Banks Power.
All this from after market tuning and deleting them
Gotta be real, i dont think anyone sells something reliable. No matter the brand they are designed to fail . Its absolutely ridiculous that you cannot trust a brand new truck.
Sounds like they want a disposable truck so you have to buy new not older trucks
I never buy anything that’s a new design the whole truck a new motor or a cp4 I don’t want to be anybody’s test guy. I hauled cars and trucks for GM and I seen this when I hired on when I was 23 yrs old and Iam now 68 yrs old and new stuff back then are the same. Things just don change don’t buy anything that is supposed to be the new great thing.
Lol my 2022 HO is a perfect rig. My 21 5500 was a monster too until somebody crashed into me.
Diablo tune gets rings and all
Before I retired I bought my rest of my life truck and it was new 05 Dodge 3500 5.9 cummins 4 door cab long bed dullay with 6 speed manual with manual 4x4 selector and haul big truck camper and 34’ 5 th wheel and two boats and a flat bed. I did a few up grades like a Fleece in tank lift pump and a fluid dampener to save bearings and seals and a big wig rear sway bar and some big air bags and compressor with 2 gal tank with Chuck mounted threw running boat such cam with a bag to hold curly plastic hose with a tire inflated with built in gauge and it all works great I have probably aired up enough tires to pay for it’s self and the 5.9 with no emissions and this is my second new diesel Dodge the first was a 1992 12 valve a great motor but not a great truck and then I got a 05 that I have now and it rides like a caddy and never had any big things go wrong on either one of these trucks. My only thing I wished I would have done is getting a 4500 or a 5500 because I broke my own rule if you need a 3500 buy 4500 oh well and I have 151 k on my 05 and still has the factory brakes and with over 50% left but we are plant a trip to Alaska hauling my 10.6 Bigfoot truck camper and towing a 21’ aluminum jet boat with a 200 hp E-TEC so I will be refreshing my front axle and brakes all the way around and parking brakes with all new hardware and new hub bearings and up grade tie rod to the 08 version and drag link neoprene bushings and upper and lower ball joints from a company from Canada and new tires that are factory size Firestone Trans Force HT the high way trad just last so much longer 60-65 K miles. Sorry for the long story .
Lly and 7.3 was the last real diesel
So what year this new shit motor and block start ?????
Sounds like 53 Block all over again
2019+ 6.7L Cummins is what we discuss.
Going short Cummins.
How about temp soaking the block with a torquer plate during the honing of the cylinders? Just asking, possible overreacting. Dam the EPA putting pressure on Diesel manufacturers to quiet their engines. The EPA must be where all Karen's work.😂😂😂 But, it's ok for the idiots to share their sound system bass with everyone.
Dude stop saying I'm going to be chatting with you guys that's for women and stop saying HOODIES that's for girls you may not agree and if so ask your mom to bring you your BLANKIE BECAUSE I'M COLD ps great info. In the video.
Diesels a shit hi maintenance no matter what
I had a '22 2500 (Cummins obviously) - had lifter tick from day 1 (was interimittent) then it kept getting worse - these engines are absolute junk as far as I am concerned - save yourself money (I lost $45k+ on that piece of s*** truck) - buy a Powerstroke or Duramax the Ram trucks are junk throuhg and through (68RFE is junk the new Cummins is Junk).
What oil were you running?
@@hamwallet7069 Amsoil Maxduty 10w30 . Its not an oil weight issue - they are flawed.
Cool I hope they keep building shit, just means my 3rd gens keep going up in value lmao.
@@joewolfe642 false. I can call on 6 19-24 right now. 2 over 350k, 1 - almost 400k on cp4, 2 more 19HO Dually deleted on 150hpvtunes (mine 125k other 87k), and stock 24 that hauls heavy often.
@@hamwallet7069 24's are barely even out yet - shit they haven't fully gotten rid of the new 22's they had on the lot. I am sure you got almost 400k miles on that CP4 truck... Bigfoot must have been driving it because i've never seen a CP4 truck last more than 200k miles without needing a complete fuel system.
Don't matter. Cummins will be gasoline only very soon. Which ultimately they will go out of business soon after.
ALL THE BIG THREE BUILD SHIT LIGHT WEIGHT SHIT NOT LIKE THE OLD SCHOOL STUFF THAR RAN FOR EVER AND TOOK A BEATING
Nope, just Ram
@@cstgx what do you do for a living . Me I work on theses day in and day out Fir the last 33 years and I can tell your for sure there junk when it comes to to reliability And durability with built in failure point
@MYLOVEISTHEBESTTOME I work on equipment that runs critical infrastructure. Equipment that is built to the highest standard. It still fails. Everything electrical or mechanical will fail. Including all your old school things. They might be easier to troubleshoot and repair, but technology has made engines far more powerful today. The engines you are comparing these to don't make half the power and torque these make today. I see about the same failure rate in trucks as has always happened. But today's trucks are far more efficient, comfortable, safe, and versatile.
all of these trucks new are junk they are not the same companies they were about 20 years ago
Ford is good. Their 6.7 has been very reliable.
Smoking crack saying pistons dont crack he then proceeded to explain how several different cracked pistons developed cracks
Propeller head.
Fuck
Blah blah every engine that comes out somebody says is junk yet all you see is cummins draggin trailers up and down the roads knowing half of them are under maintained.
And how many Cummins do you see broke on side of road? 😂. Our 15’ Cummins tows 16k tow hauler cross country no prob!👍🏼
This dude got bullied allot
Blah blah blah is what i got from this