RAM 2500 Cummins (6.7 Liter) Top 5 Issues | **Heavy Duty Mechanic Reviews**
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- เผยแพร่เมื่อ 12 มิ.ย. 2024
- I review the RAM 2500 Cummins 6.7L Turbo Diesel Top 5 engine issues. The 6.7 Cummins is a strong engine but it does have it's issues and I go over my top 5 as a heavy duty mechanic that works daily with these Cummins ISB 6.7 liter engines
I hope everyone is having a great week! I figured I would talk about the top common issues that we see with our fleet of over 150 buses all with the 6.7 Cummins engine
1. DPF (diesel particulate filter) clogged. These engines are known for having clogged DPFs and trucks that 2013 and below are more prone to this problem then trucks made after 2013. The reason is because FCA wanted to avoid using DEF (diesel exhaust fluid) and having an SCR canister so in order to avoid having high outputs of NOx gases the 6.7 Cummins engine had to run on the richer side of things and therefore caused the engine to create a lot of ash and soot. this ash and soot easily clogged up the DPF filters and caused this issue. Now the newer engine also still seem to clogged up but not as often. The best thing you can do to avoid this is to try and drive your Cummins long distances to get the DPF up to temp to be able to burn off the soot and ash from the filter
2. Turbo issues. we run into a good amount of turbo problems when dealing with the 6.7 Cummins. the turbo rarely actually fully fail but often the we see oil leaks from turbo oil feeds, VGT issues and turbo shaft play. In the video I show you what a siezed VGT actuator looks like and that can cause a lot of issues. the engine won't make boost and throw a lot of check engine lights. the actuators themselves are an electric motor cooled by coolant and those can also fail leading to the same issue. the best thing you can do for your turbo is to idle down the truck before shutting it off.
a turbo can spin up to 100,000 rpms and when you pull into your driveways after driving the turbo is most likely spinning pretty quick. if you shut off the cummins engine right away the turbo is still spinning fast without any oil feed. so let the truck idle for 20 seconds to bring the turbo speed down while still having oil pressure in the engine.
3. Head Gasket Failures. I think this may be over blown but it does still happen to these engines so it is still and issue.
4. Fuel in the oil. This happens when the truck goes into a regen to clean the DPF. fuel is injected during the exhaust stroke and is pushed into the DPF to make it get nice and hot and burn off all the ash. but because of this fuel and seep down the cylinder walls and get into the oil as the fuel is not burned directly in the cylinder. this will cause your oil to lose lubricity and can take out main bearings which is not good.
5. EGR Cooler failure. again pretty common for our fleet to have EGR issues. we often are changing EGR coolers and EGR valves due to these engines naturally being very sooty engines. the soot clogs all kinds of stuff in the EGR pathway and can lead to Cummins engine de-rate
6. CP4 Fuel Pump. This could be a pretty large issue for the newer fifth gen trucks. no longer is ram/Cummins going with the CP3 pump which was very reliable. they are going which a fuel pump that has had a lot of issues in the past. this fuel pump caused the Duramax's a lot of issues and it confusing why ram would want to bring this pump into the mix.
Those are the 5 common issues we see with our RAM 2500 6.7 Cummins engines
00:00 - Intro
01:43 - DPF Filters Clogging up
04:06 - Variable Geometry Turbo Issues
06:50 - Preventing Turbo Damage
08:39 - Head Gasket Issues
10:04 - Fuel/Oil Dilution
11:54 - How to Avoid Regens
12:49 - EGR Failures
15:08 - Cummins Reliability
16:05 - CP4 Fuel Pump Issues
21:28 - Outro - ยานยนต์และพาหนะ
It is my understanding they use the CP4 in 2019 and 2020. In 2021 they went back to the CP3 due to the number of failures they were having. Stella tis has issued a recall for the 2019 and 2020 CP4 pumps which is over 200,000 trucks. Keep up the content!
Thats what im tracking also.
Awesome thank you for the clarification!
They also are doing the same recall on the 3.0 diesel in the ecodiesel
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Worked for Cummins for 6 years. Trust me, if you live in a state that doesn’t do inspections each year. Full Delete and EGR block ASAP, and use your glow plugs regardless of what the temperature is outside when starting. When getting fuel try and buy from stations that semi trucks use. The quality of the fuel is far superior than run of the mill gas station fuel. If you happen to have one with a CP4 pump swap it for a CP3 when you can. The CP4 was designed for European Emission Regulations and much more sensitive to the fuel we use stateside. Any other questions shot me a reply
Thanks for this info buddy....just got me my first diesel '22 2500 Cummins. I'm pretty handy and this helps going forward. Reading up on oil, oil changes/service/etc....Went camping at Brown Co State Park last fall and drove by the Cummins plant in Columbus Indiana. Holy crap that place was HUGE, and town was beautiful!
Cummins have grid heaters not glow plugs.
@@MrCmetzler be careful with the 22’s and 23’ I heard they have compression issues around 100k
I've heard of fuel heater bolt failure damaging #6 cylinder. Have you seen this? Thinking of converting to the banks intake???
@@richardblackburn2012 I disconnected my grid heater from the battery a long time ago. Live in the Deep South. Don’t need it down here.
So moral of the story is…the exhaust system ruins these otherwise reliable Diesel engines lol
All the smog systems do it seems that the exhaust system is the largest issue. I wonder if anyone with a deleted 6.7 has any long term information or reviews.
@@bigpowerhouse11I deleted my 4th gen at 1100 miles. It had 128k on it before last weekend when it unfortunately slid down a slick boat ramp and into the lake😒 never a single issue out of it.. I just replaced it with a 22 yesterday and want to do the same but of course the us government has made that almost impossible 😑..
Yes... because of mild emissions "improvements"😑
@Kuschelaffe11 340k miles on my 15 weight-loss truck, no issues trans holding out, turbski great no play, head gasket original, only things are front hubs at 100k and a couple of wheel seals. I also don't have smokey tunes or do 4x4 launches or burnouts I just tow and haul heavy
Every warranty issue my friend dealt with was related to those things. If don’t need a state inspection each year full delete and egr block
I had 3 Ram 3500 6.7 Cummins. All 3 over 500K miles. I never have problems. Good service is a must. Old oil kills any turbo or engine no matter what. Idle is the killer for the dpf system. Change crankcase filter regularly, clean egr valve and egr cooler. It’s most a human error (poor maintenance) than an engine problem.
I am a new owner of a 2014 Dodge Ram 2500 diesel 6.7L. Your informations is great and much appreciated. Keep up the good work.
Great video. Loved the format of providing symptoms & solutions. Have a 21 RAM 3500 HO Cummins. Most daily drives are less than 15-20 miles but once a week & go for a long drive (30-40 mi) & watch the DPF screen to make sure it’s going through a regen. Then at least twice a month I take it out on the interstate & let it go 75-85 mph, which is where it seems to love to run. Several times per year I’ll drive it on long trips (8-12 hours straight). Very comfortable & the engine performs very well. Plan to start towing w it soon. Great vehicle w a great engine. Thanks again. Several helpful hints, like idling down.
Excellent video man love the fact you give us the issues and then give us somewhat of a description of symptoms and a way to possibly prevent them. Thanks i have a 2022 2500 Cummins absolutely love this truck. They did change back on the CP3 in 2021 but still great info nonetheless.
thank you sir! and yes I obviously need to study up on my fuel pumps but either way that's a good thing that you have the cp3. been running them since like 2003. great pumps rarely have issues! took GM 6 years to figure out the cp4 pumps were garbage.
Very thorough overview. I have a 2019 6.7 Cummins. Ram recalled all the 19s and 20s with CP4 pumps. They changed mine at 16,000 kms. Back to old faithful CP3. Haven't put a ton of kilometers on the truck but no issues so far. The emissions system seems to work well and never shows any build up in the DPF. I drive in the city but do regular towing.
just 2 corrections: Idling down you truck isnt so much about allowing the turbo to slow down, its about allowing your EGT's to cool down since the turbine housing is very hot, it causes the oil on the bearing to burn off and basically create creosote and making it sticky. And the other one is that sulfur in diesel is not a lubricant, not even a little, however the process of removing the sulfur creating ultra-low sulfur diesel r\also removes certain mercaptans in the fuel that are lubricants.
It’s expensive but I swear royal purple has made a huge difference in sustaining lower EGTs tested on the turnpike in West Virginia ⛰
Fully agree on idling down your diesel. I have an 01 2nd gen with an exhaust probe. I idle my truck until it reaches no more than 320 exhaust temp. Well worth the extra time and pennies to do this. I also add some 2 cycle oil to my tank to give the fuel some more lubricity. Run the truck hard and it will burn it off.
@Thepriest39 you can achieve the same thing by just running at least 5% bio. Restores basically all of the lost lubricity from ulsd. But it doesnt hurt as long as you use a decent oil. Cheap oil leaves behind residues.
Regards Alex.
Wonderful your video and comments!
Your experience is really highlighted; congratulations!
Big hug from CDMX!
One of the best ways to prevent a Cummins engine from being sooted up is to prevent the soot from being formed in the first place. Max mileage fuelborne catalyst is a proven additive that improves the combustion efficiency thus eliminating the formation of any soot. This result in a much cleaner emissions system and a happier engine
Kevin Rutherford listener? Me too. I use the catalyst in my 6.7 also.
@@scottM278 the stuff works. it's all about chemistry
Truth, it works. I drove tractor trailer for a living. It’s expensive, but well worth it.
I just saw a video from a couple year ago of regional enginedealer and well yes, he talk about filters and looked pretty nervous when said than only 3 or 5 micras particles may damage the system, so! gets scene when came here and heard you talking about the cp4... thanks Nico... cheers from San Lorenzo, Py.
My Owner's Manual says 2 minute idle after normal driving and 5 minute idle after towing. It's not just about giving the turbo time to spool down, it's also about idling down to cool the turbo prior to shutting it off to increase bearing life.
Shutting off a turbo hot will also coke the oil. I don’t shut my engine off until my EGTs (which should be monitored) drop to below 350 degrees. I’m still on the original turbo going on 18 years.
@@rodgraff1782 True, I can’t monitor my EGT’s so I use engine temp. I idle it until I see the temp come back down. That should give the turbo etc plenty of time to cool as idling exhaust is much cooler.
I work for a RTA fleet, the 2008-2010 ISLs are very prone to face plugging their DPF. The after treatment system doesn’t like Bio Fuel either, but you can’t tell the suits nothing when there’s grant money on the line.
I add Power Service Cetene Boost year around to every tank of fuel. It is endorsed by Cummins right on the bottle. They have a winter blend & a summer blend. It cleans the injectors & lubricates all components. It also has Slickdiesel in it which lubricates the pump. Will not void warranty. It only takes ounces each refuel.
not a bad idea especially for those cp4's! thanks for the comment!
I used to use PS as an additive, switched to Hotshot Secrets. Have a look at it, pretty incredible. I also add about 1oz of ATF every other tank
Thank you for the great Information on the Cummins engine, mine is the 2017 3500 ram ,so far 72000 miles. So far great truck!
Thats awesome to hear!
I am a Mercedes Benz certified A tech and I agree with everything you are saying. I will be buying one very soon in that exact configuration because I do 400+ miles a weekend and stopping to refuel with my 5.0 f150 on the i95 re entering ny from New Jersey sets you back ten mins for every minute that you’re stopped at times. The day my warranty expires is the day I delete everything. For off road use only of course.
60,000 miles and ZERO dpf issues since I hit a bump and and my exhaust fell off in Mexico
We have ISB 8.3 engines and have the exact same issues. Tell the drivers to run them hard in 3rd gear, it has helped with the soot issues!
gets those dpf's nice and hot!
Hotshot EDT fuel additive solves the issue of lubricity
The Cummins in my 2017 5500 has been solid so far @ 86k miles. I've only had to drive accordingly for regen once. I let it idle, I always run on tow/haul mode and automatic exhaust brake. Change oil every 5k miles.
seems like you are on top of your truck which is half the battle. I think a lot of people who buy these trucks don't even understand what a regen is. the other thing I would say is that a 5500 is a lot heavier then a 2500 so your engine is probably working harder when it is driving creating more heat which is a great thing for these aftertreatment system!
@@TheGettyAdventures It gets a full inspection every 3 months, oil change averages every 25 days. I own a 2500 as well, but that is a 6.4L.
Tow/haul regime kills transmission by downshifting congratulations my man you’ve been fucked up by manufacture😊
EL I just got a 17 3500 dually. 40k miles, if you're changing oil every 25 days what kind of miles are you driving? Mine is for a future 5th wheel and I hope to reach that million mile mark. Thanks for the info.
@@paulf1177 25 days of usage, not every month. So sometimes it's every 6 months, even if I only drove 3k miles. The truck gets maxed out by weight, and redline so maintenance is the cheapest expense. Being it is transporting Hazardous Materials, safety is the first concern.
My 2019 had a recall on the fuel pump, it took a year to get after I was notified, it is now the CP3.
2008 owner. I bought it with 200,000 miles and the PO sold it with a blown head gasket. It's my understanding the head studs can handle the stock power level without failing, but when power is added it increases the cylinder pressure which then stretches the studs then the head gasket fails.
My turbo shaft was much looser than your failed turbo, plus it was leaking oil into the intake because the bearings were so worn out. I attribute that to the PO as well.
It's pretty sad most of the issues on these engines are the very expensive emissions components.
Thank you for this nice video!...I have a 2013+ RAM 2500 SLT (made in Mexico), with the 6.7 and about just 25 k miles, no big issues, just kind of rough idle some times, notorious in D.
New subscriber!
delete your grid heater
My 13 lost Dpf/scr at 165k so look for a tuner before the gov. Wipes them from the market. as problems start after 160k
It’s funny how basically every problem is emissions related
it's at a point now where any engine related issue is like 90% emission faults. kind of crazy
I’m glad I bought a power wagon I would never own none of these new diesels I had a 2014 ram Cummins 27 times back to the shop all emission related at 20,000 miles I traded the truck in and never look back and Cummins is one of the best diesels in the world it’s just a shame that they destroyed them with all the emission crap Excellent video is always with great information keep up the good work
you almost can't blame Cummins. They are forced to make these engines with such strict emission protocols and they only get stricter as the years go by. GHG10, GHG14, GHG 17... those are all emission regulations that need to be met by 2010,2014, 2017 and so on. so as the manufacture just gets ahold of the latest emission regulations, the regulation gets tighter and tighter forcing manufacturers to innovate and with innovation comes faults and issues.
but yes the diesel engine is no longer the reliable engine it once was.
@@TheGettyAdventures I agree with you 100% the Cummins diesel by itself Is the best motor in the industry in my opinion but like you stated the emissions are killing these motors Because they choke them down and they can’t breathe and Unfortunately it isn’t going to get any better
Then remove the emissions 😉
@@ryanfischer4865 I sold the truck and in New York State if you get caught It’s a $25,000 summons and they impound the truck it’s just not worth it though it is a great idea and the truck will run forever
Great video.
Emissions are killing the potential of these Motors as well as gas prices. It's still crazy how the most efficient motor is bogged down. Diesel a cheap fuel to produce and like the hottom of the barrel yet it is the most expensive bc it's efficient.
You really put allot of details in your video sir, very good information. I feel like if people watched this. Diesels would be perchased less. It's sad because diesels are more efficient, I feel like, Unless the fuel system was upgraded to a fass, dpf deleted and a regular non vgt turbo it wouldnt be a great truck
and if it was a lubricant issue with the cp4 I feel like it should not last 100k at all, i feel like tighter clearances are the issue and cleaner fuel with help keep the surfaces in better shape so the lubricity down the road doesn't become a problem dew to needing better lubricity to keep the surfaces sliding as they wear. And Amsoil Saber 2stroke oil is the best additive anyone can add to a stock fuel system. If I can run it on 100:1 in a high power atv designed for 32:1 and it survive 3years I feel like it has proven it can protect surfaces. So I put a 2.6oz bottle per tank. I drive a 5.9 so different and so much more reliable, but. I would not be afraid to own a new Cummins. As I would be running good fluids and the best additives or fluids with the best additive package.
I hope more people see this and make a smarter decision when it comes to owning one of the newer trucks.
what additive do you add to your 5.9 cummins ? i drive an 07 3rd gen and curious what would be the best
Great video man. I have subscribed to your channel. Thinking on getting a 3500 Ram. I had a 2500 HD and loved it but can not find them now...lol. Seriously it is hard to find them.
thank you sir! ya HD trucks are hard to find these days and the used market is still pretty outrageous at the moment.
Great stuff 👏 just bought a 5500
Well done. Well organized. Excellent video zooming in and out. Excellent speaking skills make a huge difference! Try to avoid "kindof", "sortof", and "like". Everything is or is not. There is no kindof. At least i am aware of these problems and the causes, symptoms, and prevention. You do make it sound like Ram trucks are seizing up on the road all over every day. There are millions of people pulling rigs with Ram diesel trucks and i have not seen the newspaper say "Ram goes out of business, no body will buy one!" May Ram trucks have 500k miles or more, so there is another side you are not saying except in your last comment. It's hard to imagine school buses are similar to RV towing, since school buses drive realtive short distances with massive starts and stops and idling and weigh alot most than my 7800 lb Ram 2500. Still great knowledge to have about the workings of Cummins Diesels!
I've heard a bit recently about a bolt on the grid heater that erodes and falls into the number 6 cylinder. Have you seen much of this?
I love my 1st Gen! 1993 W350 Manual!
Have you seen that the bolt that is used for the electrical connation for the heater grid will rust over time and fall into the number 6 cylinder. I would recommend that when you have that off (intake plate) that you replace with stainless steel bolt to prevent complete failure of the engine. Cheap fix compared to an engine.
I personally have had the head gasket issue. With mine, the exhaust was pressuring up the coolant system. I believe y'all haven't seen it as much because those school buses are de-tuned compared to the pick-up trucks.
What is the most reliable fullsize now? I have been watching your videos for a while now, I am being trapped in the rabbit hole of research! Toyota die hard, not on board with the twin turbo or hybrid. Now I am looking to get back into diesel (had a LB7) and there is so much out there.. Especially when you get into the emissions headache.. Your channel is awesome!
Thanks
🤙
Sweet. Most of these issue can’t happen on my truck. 2011 2500 that’s been deleted for years. Only 113k miles.
Thanks for the video looking at a 5500 cab chassis since I can seem to get one for cheaper than a 3500....
To help burn off the crap in DPF run the truck hard once in a while. Tow as heavy of a load that you can up a steep hill. Your EGT's will get a lot hotter to burn off the crap. I used to work on diesel generators that had a Detroit 4-71. When they got all gunked up I would load test them hard and burn off all of the wet stacking. Kept them working great.
it's modders that messed with the system having head gasket issues, also noticed that the bolts tend to stretch on the heads. They should be torqued regularly. Get rid of bolts in general and go with studs with nuts so they act like a spring. remove that EGR, reduce the fuel, add sulfur addative, and you'll have longer life and better performance and less pollutants.
Love your stuff. I just bought a '19 Ram 3500. While scrolling through the instrument cluster, I saw a gauge that said that my Diesel Particulate Filter has about a 20% life left. I priced them and they aint cheap. Other than getting it warm, what can I do to "restore" it? (BTW my wife loves your videos too but she said you need a logo. Thank you.
I have a 2019 and am new to the diesel world...
If you have a block heater and can plug it in, use it! It will cut down on your warm up time significantly.
Also, beware... When you remote start these trucks and it's cold out they will run a warm up cycle where the engine idles up and the VGT closes to expedite warm up time. At 170°F the VGT is backed off and the truck will remain at high idle until engine temp hits 170°F OR the remote start Timer runs out. At that point the engine just shuts down from 1100-1200 RPM not idle.....
Not good for the turbo as mentioned.
If the 6.7 were a PW option I probably would have ordered it with that engine. After seeing the maintenance cost comparison in a previous video of yours, and watching this video, I'm glad I didn't. I routinely drive short distances with no load. Great info. Looking forward to your next video.
Thank you sir. It really is too bad. the aftertreatment system are just killing these engines. reliability is down the drain and you almost can't blame Cummins, they are forced to run these engines to strictly.
with the 6.4 you'll burn more fuel and may have a shorter life span but you'll deal with less issues. especially if you are just driving around town.
That and you don't have space for an intercooler with the winch
Diesels aren't for normal pickup duty, meaning if you aren't making a living with your diesel it's difficult for me to see why operate one with the more extensive maintenance and costly repairs when they do happen. I worked for Cummins for 30 years and never owned one, never will.
@@ronaldrussell5481 yeah but if you get gas then you don't need anything bigger than a .5 ton because a gas motor is too weak to make use of an HD frame
@@wizard_of_poz4413 actually for the Ram 2500 the 6.4 hemi equipped truck is rated for 860 pounds more payload than the Cummins version. If hauling is more important than towing, or if tongue weight is excessive, the diesel option isn't going to be the best choice.
Many thanks for your thorough explanation. I love my ‘06 Cummins. Your information has made me look harder at a gasser for my next truck.
Fuel aint cheap and gasser do like to drink fuel but you wont be dealing with all the emissions crap
2007 235000 miles total, 73000 towing 25000 all up in every state of the country. Total failures. One injector in 2013. One turbo actuator in 2018. Not one other thing. Of course I repaired it as soon as I got it. At 69000 miles the DPF was clogged with ash.
regular cleaning of the EGR cooler and the EGR valve makes them last longer as well I remove and run water and let them soak in purple power for 30 minutes at a time every 75,000 miles
I have a 2022, owned a 2019 as well, my issue is the 22 burns a lot of DEF. I get about 1200-1500 miles to the gallon w/o towing. Is there any issues you are aware of where this is happening to others?
Hey Brother, Love your video’s. I have had a 2021 Silverado 1500 with the 3.0 liter 6 cylinder diesel. Love the truck , runs great, except in the winter. I had 2 instances last year of check engine lights on and warning of poss limp mode . I have has several instances of extended crank issues as well. The dealer has no fix for it. It runs super in spring, summer, and fall. What is your opinion on this motor. Should I keep it or upgrade to a 6.4 hemi gasser? Please let me know . Keep the videos coming!
Why would you go from a 1500 to a 2500? The 6.2 will pull whatever you need. That 6.4 is going to get 14 to 16 mpg.
@@mattromain7177 I probably will stay with the baby diesel. It’s had its share of issues. Extended crank. Check engine lights . etc
new 2004 dodge 5.9 cummins quad cab laramie long box 4x4 averaging 21 to 23 mpg. fast forward i now have a 2022 ram limited 3500 6.7 quad cab long box 4x4 and get 13.5 mpg. both driven the same loads /conditions. one is emission regulated heavily and the other minimal emission controls so given the fuel mpg difference which one actually puts out more pollution? the older model or the newer one.🤔
the cp4 is recalled but of course they dont have the parts to fix it... or maybe theyre just saying they dont have the parts cuz its cheaper for them to replace the entire fuel system when a cp4 blows vs replace every single cp4 pump... i like to add some atf every now and then to my fuel when i fill up. at the very least it makes me feel like better about the lubricity of the diesel. from what i read the cp4 is used in europe where it doesnt have any problems because they use greasier diesel.
I am fighting a Durastar that keeps derating from a frozen def system. It can be reset with laptop and used. This is in California. When temps drop to 30 degrees or so it sets a code for no. 2 def hose heater open or shorted. It ohmed out ok and was getting 4.5 volts. It appears that the coolant hoses arent getting as warm as the coolant lines to the doser. 91 degrees on the doser lines and 50 degrees at the def tank. Havent seen the def pump yet but I suspect the coolant isnt circulating in def tank. Cummins quickserve shows a valve to open and close coolant lines. I am planning my next move. I could use some ideas.
It is my understanding that sulfur is not the lubricant in diesel fuel. The process to take the sulfur out also leaches out the lubricity from the fuel. That requires the fuel distribution point (tank farms) to add lubricity additives back in when dispensing the product to the tanker trucks. That process is less reliable. Studies have shown that using biodiesel at concentrations of 3% or greater bring the fuel back to spec as far as lubricity is concerned. There are also fuel additives that can be purchased aftermarket that can do the job. I also recently learned that Chrysler has issued a recall for the CP-4. In the mean time if you own a truck with the CP-4, use biodiesel where available and even though I no longer own a CP-4, I still use a quality fuel additive that has lubricity additives as well as cetane booster and cleaning agents to keep my fuel system happy.
The CP4 only came is the 19 and 20. The 21 went back to the CP3. The 2019 and 2020 has been recalled and are getting the CP3.
Hi !, for my 2013 RAM 2500 6.7, do you recommend to always use the "exhaust brake" or "turbo brake" in AUTO, hear arround that helps to keep the turbo cleaner and also gives more life to the brake pads. And what about the grid heater...should I disconnect it ?, normaly when I start the engine don't wait in the RUN ignition stop...just go straight to the START position, and the dash yellow "curl" light just appears for one or two seconds.
Thanks!.
I think 2021 and newer have the CP3 fuel pump. And use Amsoil will help too with oil pollution and help with turbo where.
Already had the DPF plug and turbo rebuilt. Also the VGT actuator break to the vains sticking. 2009 RAM 6.7. I have also heard of issues with the fuel heater bolt failure. Any know about this
I had a 21 3500 and towed a 41 ft 5th wheel cross country 4 times and did lots of long drives. Dpf clogged at the 65k mark. Im nervous to go with a ram again
The turbos should be cleaned at 62.5k miles. There is a port on the turbo to inject solvent. This port was not on the 2007.5 trucks. Those trucks were to be drilled and tapped for the port. Yeah, F that. When I had one, the turbo sooted up and killed the VGT vanes. Thankfully it was under warranty and the dealer replaced the turbo. I then deleted it and never had the problem again. I miss that truck to this day.
Hello Alex watching your got question on those schools bus with 6.7 commins what transmission do they have
I'm certainly no diesel mechanic or a mechanic at all for that matter. Anyway I just had a random question. My father has an old 1953 Ford pickup and he runs a lead substitute in the fuel because it needs to cushion the valves.(yes its a gas engine and not a diesel) do you think you would be able to run some sort of lubricant in the fuel system to add lubricating properties to the fuel so the pump doesn't burn up? Like the white bottle of Diesel 911 that we run in the winters?
How do we know is the best diesel to use for 2500 Dodge Ram?
I'm so glad I have none of the emissions on my truck...IMO the Cummins is one of the best engines out there.
they do make a good engine! but yes these emissions are killing the diesel engine. probably why Cummins is looking for alternative fuels to run in their engines that don't need aftertreatment systems
Hi l am looking at buying a new ram 2500 with the 6.7 .Is the grid heater bolt which is talk about a problem of falling in into the engine. I live in Australia and been looking on line.I like your videos mate 👍
Yes that is a common issue. Theres 2 fixes to ensure you dont have to pay out of pocket for a new motor. 1) buy the banks monster ram air intake manifold as it cones with a new plate that eliminates thus ussue or 2) buy the warranty sonits covered!
Question for you have you ever had any issues with the def urea freezing? I've gotten down to some pretty cold temperatures and it's never froze however it was -4° a few weeks ago and we had some issues
Im about to buy a used 2022 ram 2500 6.7 long horn do you have a video explaining what to look for when buying a ram?
I’m sure you’ve been asked this question but is it ok to use fuel additives like seafoam or other stuff in the fuel and how often ?
Have 2 busses with same engine both have high crank case pressure and is pushing oil out of the bypass. Already change crank case filter housing still having high pressure problems any advice
I have a 2020 ram 3500 dually and at 26ks my fuel pump went on it and it damage my fuel system. Is a recall on the fuel pump. Thank u for all your info
I have a 2012 with 56,000 miles on it . I live 12 miles from nearest town. I've only heard my truck regine one time . Is this normal, as I haven't had any codes or anything.
In 2021 ram Cummins runs cp3 pumps. That's why I waited until 2021 . The other issue is the bolt on your heater will break and number 6 cylinder eats the bolt.
Would the "disaster prevention filter" for a Ford super duty work on the Cummins engine.
That’s the reason they make diesel fuel additives. To provide more lubrication for the low sulfur fuels. It should be routine for diesel owners.
Is there a way to fix the actuator sticking without replacing?
What about the heater grid failure with engine damage. I have 2015 2500 6.7
Surprised to see this big diesel tech driving a 6.4 hemi. Ive never known them to be all that great and find they feel underpowered in the heavy duty chassis. not to mention the fuel economy. Good video though and still a nice truck
CP3 is still used on the HO 6.7 I had the problem in my 2019 and so I sold that truck and bought the 2022 Ram 3500 with the HO. I made sure it had the CP3
Can the CP4 be switched out or not?
i can confirm my ram 21 has a CP3! Thank god!
My 21 5500 has the CP3. Coworker's 19 has the CP4, and is waiting to perform the recall that changes to the CP3.
I had my Turbocharger replaced last week. Trucks makes tinging sounds after shutting engine off that slowly winds down to no sound. Would it be possible to send that video to you to listen to to get your opinion. The sound is coming from new TC i think. dealers says they can not hear it.
Have you ever had the dreaded heater grid bolt failure on one your 6.7s or the grid itself disintegrating?
We have been very lucky with our fleet! since I've worked here no we haven't had any of those failures.
My 2021 67 has a tick, dodge they change the flex plate, pushrods, rocker arms, lifters . And they still can’t find why ….. I’ve told them they should look at the EGR cooler and they said we know what we are doing
2012 3500 cummins dually a good option to you guys?
what's your opinion on diesel fuel or oil additives?
What about the intake heater, the bolt melts and falls off and goes through the engine, that should be the # 1
When the Gen-5 trucks came out (2019 & up) it made me thankful that I have a completely trouble-free 2016.
I can afford a new truck but can NOT afford to have a new $85,000 vehicle that spends most of it's life sitting in the dealer-service lot waiting on back-ordered parts to deal with recalls & warranty repairs.🙄
especially now my god the amount of back ordered Cummins parts right now is wild.
Even though I wouldn't touch a 6.7 Cummins with a broomstick, I did enjoy watching your video
with a lot of interesting details.
I'll keep my 5.9 liter 12 valve with the P7100 pump since I never touched the engine which has
over 500K on it, puts out ~300 hp, S&B Intake System, open 4" exhaust, ~ 22+ mpg and believe
it or not, the oil stays fairly clean for the first 1.000 miles after an oil change.
Take care and out the hammer down!
Sounds like you are describing my 13 RAm CTD I'm deleted and 20 mpg.aver at 55- 60 mph empty 4x4 Tradesmen Long dox 4dr. The 68RFE helps an I have 275/70/18 's F-stone Destination X/T tires. After the DPF SCR (1900.00) EST.FAILED I bought a Race Me Ulta and 3x deleted all Emissions. Gained 2 mpg. & With a straight 4" Exhaust system it's been trouble free for 2017/ to present with over 200k now.
6.7 with deletes blows the 5.9 out of the water. 400hp with no mods just delete. +100hp tune with nothing required except delete. Cummins has improved their engines greatly every year. The cp3 is a beast. Once you take out the EPA BS it's better in every way. Vgt doesn't even fail if you use your exhaust brake every time you operate it
How come they prefer to use the 5.9 l in competitions like weight pulling etc.?
@@melvingibson4525 "epa bs" yeah who gives a shit about clean air and functioning environment. 🤡🤡🤡🤡
@@aaronmcconkey1062 not the people who give "climate speeches" traveling via private jet lmao!
I got a 2012 ram 3500 6.7 I’m having a problem with the coolant leaking. It has pressure it blow back to the coolant reservoir but doesn’t hold coolant in the radiator. But it’s not leaking from the radiator. I’ve checked head gasket is good I’ve changed coolant reservoir tank and water pump. I’ve also changed thermostat. It has little leak from egr del but I can’t figure out where it’s leaking from. Have any ideas to help?
Sounds like EGR cooler and it’s just burning the antifreeze in the exhaust system slowly
No mention of the grid heater bolt?
My 2022 HO 3500 has been back repeatedly for DPF issues and dumping fuel in the oil. Almost every single mile is towing a 14k toy hauler. I loved my '18 that was flawless, the '22 is too troublesome with these issues and repeated recalls..
Thinking about 7.3 Ford gasser. Going into limp mod over the exhaust and draining an extra gallon of "oil" on oil changes is ludicrous.
It's not just Cummins having these problems.
It makes me wonder if the egr block off plates would work on the school bus engine since they are so similar.
probably would. I believe they have the same egr cooler and egr piping as the pick up trucks. but school buses are monitored by the province and if they found an emissions system tampered with I couldn't even imagine the fines and penalties they would throw at us lol
@@TheGettyAdventures have you ever seen a deleted school bus
@@cass8144 No I haven't. seen some deleted highway rigs back in the day but commercial vehicles just can't get away with that kind of stuff anymore. they get safeties semi annually and no shop is going to safety a deleted truck or bus.
Does this only applies to the 2500 ? Isn't the 6.7 Cummins exactly the same one on the 3500?
Be nice if theyd put an isl9 in them such a big body for that isb to lug.
Most of those issues can be resolved with a simple delete
What about the grid heater failure which can take out #6 piston, Chrysler still refuses to build a strong reliable automatic transmission and finally I live in an area where 6.7 owners seem to think the loudest most obnoxious truck wins the race.
#1 DPF/EGR Clogging = Delete. Deletes cost way less than a new emissions system.
#2 yes turbo actuators stick due to soot build up and due to non use of exhaust brake. Older 6.7 fords had turbo failures as well. In all respect if you are working the truck. A turbo and manifold isn’t the end of the world and actually better for the truck if upgraded. Maybe to a non vgt if possible.
#3 Head gasket failures are more common with more power (being deleted) with no head studs. Not normally a stock issue.
#4 is a pretty uncommon issue. The newer trucks emissions systems are decent to say the least. Definitely pre 2013 was more problematic
#5 once the egr cooler had totally failed if not under warranty. Deleting the truck is the best and most cost effective option. Not to mention there is a difference in commercial 6.7 Cummins engines and the ones in pickup trucks.
#5 as stated below cp4’s are on 2019-2020 trucks and Cummins has switched back to the cp3 for 2021-current. Grab a cp4 disaster kit if you have a cp4 and are worried.
As for commercial use and not being able to delete. The cost is what it is for repairs. But for the average day consumer. We are going to have to live with the emissions systems because deletes are becoming hard to do unless you know a guy. ;) Inline 6 mafia 🚜
Thanks for the comment sir! I wish we could delete the hunk of junk they call the emission system but we can't lol it would save so many head aches and help prolong the life of the engine! And yes my fuel pump info was out of date a little, thank you for the correction.
But like you mentioned it's hard to find something willing to delete your truck these days. most provinces in Canada have massive fines both your the owner of the truck and the shop who is deleting them. you almost just have to suck it up and be ready to deal with emission issues over the life of the truck.
👍🏽👌🏽
So my understanding from the local dealer ram has been having problems with the cp4 and has moved back to the cp3 as of last year. My understanding was that any trucks that were coming in with bad fuel systems would have the system replaced with the cp3
you are 100% correct. my info on the fuel pumps was a little outdated. so 2021 and above now come with cp3. 2019 and 2020 are the ones that came with cp4 but I'm pretty sure you can get those replaced back to cp3's like you mentioned!
@@TheGettyAdventures My 2020 had a recall on the fuel pump and had to wait a long time for a solution and then once they found a solution I had to wait for the part to become available as they were only allowing so many per month. Not sure what their solution was. Did they go back to the cp3 or actually upgrade the cp4 to deal with ultra low sulphur fuel?
Miss the old days of 8V71 Supercharged 2 stroke Diesel engines!
Not a lot of people know that engine is anymore
What’s the consensus for warm up times in relation to ambient temperature?
That's a good question. I would warm up a modern diesel for a couple minutes to get some heat into the oil before taking off. and then making sure to not work it hard until the oil temp was at spec. you really don't want to idle these modern diesels with the DPF's on them. idling causes a lot of soot but you also don't want to be running these engines hard when they are cold either.
Engineering question: Why don't these engines use the exhaust gases after the DPF for EGR?
I mean to prevent sudding up the EGR cooler and EGR valve.
Also the exhaust gases should be much cooler after the DPF, so much less cooling needed.
My 19 ram has 42000 miles and the fuel pump blasted the whole fuel system. And now we have to replace the whole fuel system. Just like you mentioned. Could you let me know how to or where I can get the kit for converting from the CP4 to the CP 3? Luckily there was a recall on the fuel pump so it will be covered under warranty, but I’d like not to deal with this again.
Great content btw.