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I would love to see all 3 of the big 3's transmissions run down, and I'd like your opinion on who has, historically and currently, the best 2500-5500 diesel transmissions
What about the turbo and all the problems it has from the vnt nozzle cracking to self destruction? What about the oil cooler cracking? What about the China quality tensioner pulleys? What about the DEF freezing in the tank? What about the piss poor wiring harness on the engine and throughout the whole vehicle? What about the front and rear crank seals constantly leaking (front 3 times in 100,000)? I will never advise anyone to buy one that is not deleted before major engine damage occurs.
Lots of V8 diesels that work really hard too. Cummins make a lot of V8 as does Cat and Detroit. I can understand a straight engine is easier to work on and that it allows easier access to reach into. But there are plenty of V8 getting work done too.
As a Cummins guy I can honestly say that they haven't ever gave the public a trouble free engine. 12-24 valves had the killer dowel pin. The 24 valves had the 53 block and then the VP44 that Dodge sent out with a junk lift pump. Then we move to the 6.7 that at first only had one fuel filter and lots of folks had stuck injectors kill their engines. But wait there is more! They moved the grid heater to the intake plenum and over time the high amperage can burn a bolt off in the intake and it can be ingested into the engine. Head gaskts are another problem. What has happened is the engineers and bean counters have tried to make the engine cheaper. It's a shame really. Do you think that Cummins would supply a Ram spec 6.7 to run a stand by generator like the 5.9 would? I doubt it. Do I think Cummins is still superior? Yes. But these little things that can destroy an engine is ridiculous.
The bolt into the engine happened to me a few weeks ago (11-4-22) in my 2017 Ram 6.7. Completely destroyed the engine (they said) but it still ran. New engine $30k. Although because my warranty was only up by two months and 6k miles they are "helping". It will only cost me $3,000. But I will be renting a vehicle which will cost me a total of about $1,200 and I am with out my truck for a month. All in $4,200 to get my truck back. Here is a list of issues that cost me $$ and the amount I had to pay out of pocket. Water pump froze and destroyed the belt which broke other things ($1,200), Turbo actuator ($1000 put a new one on my self), Turbo ( no out of pocket, had 700 miles left on the warranty, but without the truck for a week, Bolt in the engine ($4,200 with out the truck for a month)... Still waiting for them to fix it. Now I get to wait for the other issues and pay more. Probably the last Ram I own.
@@tonyozanich3760 Man that really sucks. I'm glad they are helping you though. If Chevy had a solid front axle I would probably look at them. I would never buy a Ford with the CP4 injection pump. Anyways, sorry you had the trouble, if I can ask, how many miles on your Ram before it let go?
@@tonyozanich3760 honestly don’t expect 6.7 power stroke or newer durmax to be better. All these new trucks struggle with emissions so there’s not much you can do unless you delete it
@@tonyozanich3760 I had a 2020 Ram 2500 Cummins and it was a nightmare all Diesel Emission problems, they tired but just couldn't fix it!! it only had 34000 on it and the last 9 months I owned it I had it in the shop 3 months I traded it for a 2022 6.4 and am happy so far with it we will see.
Older all mechanical diesels were some of the most trouble free engines ever made in history. It's such a shame those days are gone forever. They'll only get worse as time goes on and I bet in the soon future maybe 20-40 years diesels will no longer exist due to epa
@@ronnieswindski825 that’s what it looks like now, but once people see how unrealistic cobalt and lithium mining is, how logistically sound impossible hydrogen or electric is, then they will wake up and start making retrofit kits to make ICE engines hybrids
Great video. Had a 01 2500 5.9 24v loved it. Installed a few upgrades, loved towing with it. Only issue was multiple lift pump changes. Never upgraded to Fass. Eventually bought 09 6.7 3500 been a great truck 178k miles. Tows our 3horse Lakota LQ without breaking a sweat. Cummins all the way.
There's another problem I didn't hear mentioned hear; Over time, a bolt in the 2007-current stock RAM 6.7L Cummins grid heater deteriorates, falls into the intake runner, and makes its way to #6 cylinder. When this happens, untold damage happens potentially destroying the engine. Best case scenario, if you're lucky, the bolt can wedge in between the valve and seat. If that's all it is, then the worse possibility is replacing the head if it can't be repaired. Either way, you're talking a lot of money. Thank you for doing this video, it's loaded with great information. Keep that good stuff flowing...
Love Cummins and duramax got myself a 6.7 Cummins for towing but my personal daily is a lbz duramax both of those engines are monsters and super reliable
@@jibrilthegreat35 it can i tow with it on occasion with a 40 foot gooseneck on it but it’s my baby I just want to daily it and keep it forever don’t get me wrong I love my Cummins it’s a workhorse just to different situations for both the Cummins I got first for my hotshot business that’s all there both Great trucks and can pull a crap ton just a preference and what you desire out of both trucks
@@jibrilthegreat35 the big 3 Diesel engines all tow relatively similar. Gate keeping haters always hype up one brand or another. They are all good for towing and it all comes to personal preference
Agree, the dodge truck is very crappy. Drove a 2012 and at 70K it was starting to fall apart. Now drive a 2012 super duty, much better even with more than twice the mileage. Cummins was good though.
Best thing I did to my 2017 ram 6.7 is delete every emission system and install a banks intake elbow (also the grid intake heater removed so the bolt can’t fall into the engine), tuned it for reliability as well as the 68rfe. Hands down has been very reliable and great mpg
@@darryladams519 bought mine with 30k on it then at 33k I had to have it replaced. I guess the flywheel was in pieces? Btw, stay far away from Sheridan motors in Wyoming. They totally f•cked me over on that truck. Didn’t cover the clutch so I had to spend 2200 out of my pocket to have the southbend dual disc put in. At 125k now, most of it with a truck camper and trailer in tow, no problems yet!
@@downbytheriver501 yeah I've heard some didn't last long at all. Luckily I'm still able to do all the work on my truck. I don't think the clutch is covered it falls under the same category as brakes do, serviceable items. Stupid but ........
I love cummins engines, I drive a 2005 Dodge 2500 diesel and it is amazing. I work on 6.7's on Freightliner M2's and Yarddogs. The biggest problems I find are usually Egr Valve/Cooler related and dpf issues a lot on Yard trucks. VGT actuators, and scr's are also problematic. I have seen a couple engines need replaced or major work out of thousands that have gone through the shop. 6.7 engines are great, I believe them to be better than the Chevy or ford equivalent as the Cummins engine is used in a lot of applications. I still prefer a 5.9 common rail over anything though. Just my opinion.
@@mudslutmusic9052 I have a 2018 Ram 2500 with 150K... I've have speed sensor issues and shifting issues due to pressure switch failures. A poor seal on the tranny filter nearly caused catostrophic failure... fortunately I caught it in time but I'm sure I did the transmission zero favors. Transmission itself is fine... just the cheap FCA sources accessorie parts...
Man it can be real hard to find issues when the issue is only ones in a while. It's so expensive to do anything. I have been working on one and it's getting the best of me for sure. I have other customers car also and this came in on hook so it's getting overwhelming. But the video was very helpful and I'm glad I found it. Thanks for putting that video together for us.
Bought a 2007.5(the first 6.7 with emissions as we know it) within 1000 miles all, I mean all emissions equip. Fell off and never had a problem. Still going strong 15 years later. Best mod was bypass oil filter. Love my stripped down 6.7.
I worked for Chrysler for about 10 years and didn't see any head gasket failures. The CP4 pump did grenade a few fuel systems. The turbos use a sleeve that controls how much air goes around the vanes, the vanes themselves don't actually move. Only other issue ove seen that you didn't mention is the intake air heater grid bolt becoming loose and falling into the engine. Banks fixed that issue with their monster ram intake.
Dude your saying your doing fuel filters every 30-40k? Those injectors would be destroyed in no time at those intervals. I run t-6 every 7500 miles and do the fuel filter every oil change. It’s always full of crap and black by then. I guess a Cummins don’t care lol
The only real problem with 6.7 is people who use it as a payment princess, the turbo will soot. If you buy one pull with it, that's what it's ment to do. I've owned all of them and they all have their own problems. Duramax and Navastsr have V8 which is a better gas configuration, inline 6 is a desirable deisel design.
I’ve found a good fuel additive also helps with more complete combustion therefore reducing soot. Archoil seems to work great for me but there are others that help too.
The head problems come from the dish in the pistons and injector spray pattern they changed from the design in late model 5.9 to prevent premature cylinder failure which make 6.7 more prone to head gasket failure and burning exhaust valves sense the hot exhaust gas goes up the center of the cylinder vs up the sides of the cylinder walls.
I run water and or methal injection on my 6.7, no build up what so ever, keeps the EGR and cooler clean all the time, never had a single issue with anything and on alcohol it makes more power super cheap. The factory should have gone to water injection, keeps cylinder temps down especially when towing.
Another issue, at least that I’ve noticed on the school bus application of the 6.7L is the DEF system itself. A few failures I’ve seen are the DEF dosing unit and a few other components.
Cummins is pretty reliable but the underrated reliable medium duty in-line 6 navistar dt466e and dt466 are super reliable especially without emissions stuff. The Maxxforce version was alright but with all the “Maxxforce emissions stuff” it doesn’t last long before needing a rebuild.
I have a '96 12V (original owner) and a 2022 3500 H.O. Ask me which one I like better. The new H.O. Cummins is a beast. ...but I do love the sound of my old 12 valve. Good video.
Do the transmission video but not just with the newest generation but all the generations. I’m wanting a Cummins and have been researching for awhile. Would love to see a transmission video
Here is MY comparison based on the shop I work at. Allison is great for smaller applications...do NOT tune a truck with an Allison to create more torque because it is not a good transmission for power. The Ford transmissions are almost just as bad as the Chevy ones but they don't hold up at all. The dodge transmissions seem to hold up very well. We have rebuild about 4 or 5 dodge transmissions in the 2 years I've worked at my current shop. Chevy we have rebuilt about maybe 150. Ford's....well....we do 3-4 a week...or more....some weeks we do nothing but Ford transmissions. Apart from a warranty on a Duramax head gasket, for the past month the only thing we have worked on is Ford's at the shop...so tired of fords HAHAHAHA Not sure what the 4th one you are talking about is but I'm also tired so probably forgot
Another problem ive came across on my personal truck os the grounding bolt for the grid heater. Mine was almost wore thru. If that bolt wears thru it will fall down in the engine. Ive heard from a couple other guys having this issue as well. I got very lucky
amazing that we add a step or two that does more damage to the engine, when a good tune could do the same thing for the enviroment while not destroying the engine.
I’m a dealer tech, the most seen common issues is emission. Egr failure and DPF clogging due to soot. Turbo actuator, and now the y78 recall on injection pumps, 19 and 20 year models only. This is the most common issue that I see in the northern part of Georgia.
Its kind of good to live in a country where there are no emission laws. Rams with the cummins diesel (and many other diesels) come deleted from the factory 😛
@@LoganC278 Panamá (where the Panama canal is). Usually these type of things happen in almost all Latin American countries, where there aren't any emission laws or even vehicle safety regulation laws for that matter. We get all cars from all global markets.
@@LoganC278 yeah, but it not without issues. We can get really unsafe cars that can kill you in a major crash (cars with no airbags and with really unsafe bodies that crumble with its occupants inside) and cars that pollute the air way worse. We can also get cars made for the US, but made with lower quality standards because its a vehicle that will be sold in another country. This doesnt happen with all manufacturers and all models, though. We have to do our homework if we want to get a good car overall.
I'd love to see a specific video on the transmission /overall power train for Ford and Dodge's recent offerings. From personal experience Allison transmissions normally outlast a Duramax before a rebuild and that's with heavy towing. Just the opposite of the old days with reliable 350s and 4L60e's regularly grenading.
Great video. Would like to see a video on the transmissions for the RAM trucks too. I knew I would have issues with my Cummins emissions system with more in-town driving and just took those parts out of the equation a few years ago.
@@wrongthinker350 No issues. I have the transmission tuning package for the 68RFE and shift on the fly tunes. I use 30 or 60hp tunes for towing and don’t act crazy when unloaded.
BTW, the turbo on the Cummins does not have vanes that actually move like the others. It has a sliding ring that moves axially over static vanes to control exhaust flow. It has fewer moving parts and mechanisms, thus is far less complicated. However, that certainly doesn’t mean it’s immune from soot buildup. Emissions.....ruining our engines one mile at a time. The worst part is....the people who came up with these regulations don’t have the slightest clue what any of this is or how it works, infuriating. Thanks for sharing!
me and my buddy have basically the ford and dodge equivalents of eachother, both are 2019 6.7's and we both had them fully deleted by the dealer, aswell as all the regular things done to them to improve reliability (live in rural alberta, ca) then got tuners from the same company and both of our trucks are around 170k miles. and honestly they both have held up quite well, both have had their share of shop hours, but so far both have been about equal in terms of reliability, I prefer my powerstroke all day but the 6.7 cummins is a nice motor when maintained well
you provide valid points here although you were talking about the emissions side of the engine but also i think you missed out on the intake manifold issue of the heater grid on this line of diesel engine
another issue is the intake air grid heater. over time the carbon build up will cause corrosion to the bolt that holds the grid to the plate causing it to break off and travel down the intake runner and get sucked into the #6 cylinder. it will cause head and piston damage or intake valve damage. the best fix is a Banks Monster Ram intake. Banks put a coil heater in the intake and eliminated the grid heater. check it out.
Turbo issues are more likely to happen with the actual actuator within the module. Causing a turbo communication Failure which is a $6600 bill at dealer for new turbo with the same faulty electric motor. City Diesel replacement is awesome and costs $1000. Just did mine. Nice vid!
my factory vgt went out at 118k miles. truck was deleted at 5k and that has been the only engine related issue so far, but that $3,300 bill hurt bad lol
@@alittlebitofeverything5090 honestly, I had driven with a bad VGT for so long that it felt fine until I got a new one. If you have any type of monitoring system, look at the VGT position sensor and that will tell you all you need to know. Otherwise, it will feel fast up top and slow down low or vice versa. Or if it's not making boost at all you've got an issue
I got a 15' 6.7 and deleted. I'm done with that emissions bull crap. I had to drive 60 miles on 5mile speed. Next day, got it deleted and no issues ever since.
I sold my 6.7 because I wasn't really towing much and the issues related to soot would only get worse. I bought a F-150 ecoboost I get same turbo performance is what I wanted without the diesel emmision issues. Deleting emissions wasn't an option it basically meant I would lose value can't smog it, or pass state inspections.
I have a 2021 Ram 6.7 Cummins high output engine . I have had the truck in 22 many times with egr issues,fuel filter issues,battery replacement,now I have a coolant leak,ecm issues and can’t believe how much trouble I had with my truck!
I looking at a 2018 Ram truck to buy. The info in this video is helpful to see problems that may appear in a used truck and perhaps the reason it was traded.
I don’t really feel like you talking about issues with the “engine”… but rather shit the manufacturer is forced to put on the engine in the US because of emissions. If you get down the the nitty gritty.. remove the bullshit… and just about the engine itself.. the Cummins is probably the best light duty diesel on the market. Huge torque numbers, easy and affordable to work on, and extremely reliable. I hate dodge… really do. But I own a 5.9 and a 6.7. Why? Because they are truly the best Diesel engine available in passenger heavy duty trucks.
Got a 2011 6.7 Cummins. Got rid of the dpf and it’s running so amazing now. sounds mean like a 5.9 with my jamo exhaust. 68rfe i think gets a bad rep, i’ve got 245,000 miles on mine and still going strong! i honestly think ill take a deleted 6.7 over a 5.9, but that’s just me.
Once your diesel truck is out of warranty, add a water methanol injection system. It helps steam clean the entire system. It also keeps your EGT's in a much healthier range when towing uphill heavy.
I work at a heavy duty diesel repair shop and I commonly see the 6.7 Cummins being used in commercial applications such as in massive freigtliner box trucks and tow trucks
6.7 Cummins could be a reliable engine. Because it's less problematic parts and that's what I'm going to say it. The thing I love about the 6.7 Cummins, is the 2nd gen swap. The second gen swap comes from 94-02 turbo with the S300-S400 turbo and the manifold, it fits for the 07.5-09 3rd gen, 10-18 4th gen and especially for the 19-current 5th gen.
@B B my understanding, the 2nd gen spools the turbo off the middle cylinders instead of the rear cylinders. Which also allows u to run a bigger turbo as it’s not stuff under the firewall. 2nd gens have more of a tractor sound then the newer trucks
@@dougn6465 sounds about right...I’ve got the BD pulse manifold with EFI live tuned TurboTime Performance VGT...sounds like a tractor with the turbo zeroed out...EGT around 260 at idle
Great video. Thank you for all the info. I am in the market precisely for a Ram 2500 with the 6.7 Cummins engine. Looking at a 2018 with 68k miles in very good shape.
I currently have a hemi and have been trying to convince myself to buy a diesel. The more I see these videos the more I can't convince myself to buy one. Looks like I just need to get another hemi. My Ram hemi has been sooo reliable.
Business owner pulling pup trailer for landscaping business (boulders) Owned them all. 6.7Cummins best engine by far, not even close. Ram transmission even held out better than Superduty 250. I had really bad luck with continuous DPF issues with my Duramax's (Isuzu). Yep, Ford headgaskets were the last straw with me.
Less Soot = Happy DPF. It really is that simple. Can be achieved by more boost and less fuel. There is plenty of talk out there on how to make a stock Cummins regen less and have better MPG.
@@justotorres8970 And then there is Scania they have been able to build a Diesel engine that meets Tier 4 Final without a DPF. It can be done. Unless you just suck at engineering.
@@alouisschafer7212 Unless they are claiming to have made an engine to meet regulations but really arn't like Volks Wagon and Kamatsu . I wouldn't care either way just as long as it's reliable. Only time will tell .
You didn't mention the Grid-Heater problem of melting its bolt, or the DEF system forcing Limp mode, or the PCV gases being sucked into the the turbo. That's 3 mode "deletes" that a Cummins owner should be aware of.
Im a school bus tech. Ive mostly found that engine blow by is a major problem with the 6.7. Clogs the EGR cooler and valve in a few months. This is a problem near 200,000mi. Not exactly sure why we are having blow by problems. Ring or engine block material problem? We do change the crankcase filter often. But with the blow by problem can only last a couple weeks before clogged filter.
Forgot to add the major issue of bent push rods and rockers/roller lifter issues caused from roller design change in 2019 6.7. If your lucky and it happens befofe 100k it be warranty if you can prove all your pil charges were done amd with correct spec oil not the 15w40 thst previously run in early 6.7 but lighter 5w40/10w30 depending on climate. Have 4 2019 in our fleet and all had bent pushrods or excessive wear thst had to be replaced befofe 70k.
Banks intake provides better airflow to cylinder #6, ditch the CP4 fuel pump for the older CP3, and if you really want to ditch the Variable Geometry Turbo for an aftermarket one, those impeller vanes will clog at some point
I would be interested to know why dodge has always cheaped out on the transmissions compared to the new 6 and 10 speed transmissions Ford and Chevy now use. A video on just that I think would be awesome.
I would guess it has something to do with being a “middle man” between Cummins and the customer. The other companies don’t have to pay a premium price for their engine because they design and build them. This leaves more budget for the rest of the drivetrain.
@@wheelinndealin truck has been used for a little of everything. Pulling atv's, Rv's, enclosed trailers, offroading, snow drifting and a recovery vehicle. The first two 68's were because of the delete and tune, but the third just exploded when I turned the cruise on. The aisin has seen 275f temps or possibly higher (gauge maxing out) and never skipped a beat. Also I was wrong in my previous comment. A total of three 68's and one aisin have been in the truck.
The head gasket is no longer an issue, unless pushed over 600Hp then it does need studs. Past issues were caused by imperfections made by the block makers
Get rid of the EGR, DPF system, DEF and the killer grid heater issue with that bolt getting down in your motor and you're set for a million mile motor. That's why I'm currently looking for a 2014 laramie longhorn ram 2500. Hoping to find one with an Aisin transmission or to put an AS69rc in said truck. They have better fixability that the 68rc's due to the valve body being replaceable. From what I've read when compared to the Allison's that all them GM guys adore so much, (which are great transmissions, don't get me wrong.) The Aisin is actually more economical in terms of efficiency and can handle WAY more power in stock form. I wanna have that truck be pretty much the first and last heavy duty truck I get in my lifetime. With the ability to pull 9 tons or 18,000 pounds, I should be A-okay on towing stuff. I also plan to get a Titan XXL 52 gallon fuel tank for it as well which will GREATLY increase the range and at a good 21 to 28 mpg average depending on where and how one drives, that means I can drive it all day long for ages and not have to worry near as much. Diesel powered dominance is the future of vehicles people. Not gas or MOST ESPECIALLY EV SHITBOXES. And when it comes to nitrogen oxide and other pollutants. The leaves of trees absorb that and plants themselves absorb carbon dioxide to create oxygen. So in truth, diesel is VASTLY better for the environment. End of story. Suck it Elon.
Having the same issues with my ‘12 vw CJAA with the cold starts & burning more fuel in the winter. Injecting more fuel to heat up the exhaust & having a HARD knock. Just went to 5w40 oil for the winter. I’m not even 1000 miles with that oil. Going back to 15w40 asap due to the low sulfur washing the oil down.
2012-13 intake air heater relay solenoid which will cause the intake air heater stud to break off and eject itself into the number 6 cylinder requiring a new head and piston
@@bobbybeyer2127 ya I always buy manuals anyways. But dodge does not build a bad manual. But I also don’t like automatics at all to pull with. My worst experiences being Chevy and Ford transmissions automatic transmissions
You have the wrong illustration for the Cummins turbo. The veins do not move like that, it’s an assembly that slides back-and-forth on the shaft. Less likely to get jammed up with carbon if you keep it turned on.
The problem as with all current diesels is DEF fluid and emissions equipment. Still living on the legend of the 12v the same way the 6.7 Powerstroke will forever mooch on the goodwill established by the excellent original 7.3 Navistar T444E.
If you guys enjoyed the video, please SMASH THAT LIKE BUTTON. It helps the channel out a huge amount and helps RUclips put the video in front of more people. Thanks for watching 😬
I would love to see all 3 of the big 3's transmissions run down, and I'd like your opinion on who has, historically and currently, the best 2500-5500 diesel transmissions
What about the turbo and all the problems it has from the vnt nozzle cracking to self destruction? What about the oil cooler cracking? What about the China quality tensioner pulleys? What about the DEF freezing in the tank? What about the piss poor wiring harness on the engine and throughout the whole vehicle? What about the front and rear crank seals constantly leaking (front 3 times in 100,000)? I will never advise anyone to buy one that is not deleted before major engine damage occurs.
I eliminated every one of these problems, and it is a fucking beast now. Thank God I live in Florida.
The FREE state of Florida. Thanks Gov. Ron DeSantis. FJB
My favorite thing about my 6.7 Cummins is the in line six configuration, it's so much easier to work on unlike the V8 configuration.
6 IN A ROW READY TO TOW BABAY !!!!!!!!!!!!!
Lots of V8 diesels that work really hard too. Cummins make a lot of V8 as does Cat and Detroit. I can understand a straight engine is easier to work on and that it allows easier access to reach into. But there are plenty of V8 getting work done too.
@@ms.annthrope415 it's the difference between fixing it in your driveway vs paying a dealership to pull the cab on a v8 and do it
get a 7.3ps problem sloved, hell u can pull the heads with the motor in
@@clarkwilliams9967 You mean cab on?
As a Cummins guy I can honestly say that they haven't ever gave the public a trouble free engine. 12-24 valves had the killer dowel pin. The 24 valves had the 53 block and then the VP44 that Dodge sent out with a junk lift pump. Then we move to the 6.7 that at first only had one fuel filter and lots of folks had stuck injectors kill their engines. But wait there is more! They moved the grid heater to the intake plenum and over time the high amperage can burn a bolt off in the intake and it can be ingested into the engine. Head gaskts are another problem. What has happened is the engineers and bean counters have tried to make the engine cheaper. It's a shame really. Do you think that Cummins would supply a Ram spec 6.7 to run a stand by generator like the 5.9 would? I doubt it. Do I think Cummins is still superior? Yes. But these little things that can destroy an engine is ridiculous.
The bolt into the engine happened to me a few weeks ago (11-4-22) in my 2017 Ram 6.7. Completely destroyed the engine (they said) but it still ran. New engine $30k. Although because my warranty was only up by two months and 6k miles they are "helping". It will only cost me $3,000. But I will be renting a vehicle which will cost me a total of about $1,200 and I am with out my truck for a month. All in $4,200 to get my truck back. Here is a list of issues that cost me $$ and the amount I had to pay out of pocket. Water pump froze and destroyed the belt which broke other things ($1,200), Turbo actuator ($1000 put a new one on my self), Turbo ( no out of pocket, had 700 miles left on the warranty, but without the truck for a week, Bolt in the engine ($4,200 with out the truck for a month)... Still waiting for them to fix it. Now I get to wait for the other issues and pay more. Probably the last Ram I own.
@@tonyozanich3760 Man that really sucks. I'm glad they are helping you though. If Chevy had a solid front axle I would probably look at them. I would never buy a Ford with the CP4 injection pump. Anyways, sorry you had the trouble, if I can ask, how many miles on your Ram before it let go?
@@tonyozanich3760 honestly don’t expect 6.7 power stroke or newer durmax to be better. All these new trucks struggle with emissions so there’s not much you can do unless you delete it
@@tonyozanich3760 I had a 2020 Ram 2500 Cummins and it was a nightmare all Diesel Emission problems, they tired but just couldn't fix it!! it only had 34000 on it and the last 9 months I owned it I had it in the shop 3 months I traded it for a 2022 6.4 and am happy so far with it we will see.
@@Derek-pd4fc this is a known issue. Shame on you
id say almost all full size diesel engines would be pretty reliable if it werent for the epa
If it was not for globalist nonsense that has replaced North American sourced electronics and air line fittings with Chinese junk.
Older all mechanical diesels were some of the most trouble free engines ever made in history. It's such a shame those days are gone forever. They'll only get worse as time goes on and I bet in the soon future maybe 20-40 years diesels will no longer exist due to epa
@@ronnieswindski825 that’s what it looks like now, but once people see how unrealistic cobalt and lithium mining is, how logistically sound impossible hydrogen or electric is, then they will wake up and start making retrofit kits to make ICE engines hybrids
Great video. Had a 01 2500 5.9 24v loved it. Installed a few upgrades, loved towing with it. Only issue was multiple lift pump changes. Never upgraded to Fass. Eventually bought 09 6.7 3500 been a great truck 178k miles. Tows our 3horse Lakota LQ without breaking a sweat. Cummins all the way.
There's another problem I didn't hear mentioned hear; Over time, a bolt in the 2007-current stock RAM 6.7L Cummins grid heater deteriorates, falls into the intake runner, and makes its way to #6 cylinder. When this happens, untold damage happens potentially destroying the engine. Best case scenario, if you're lucky, the bolt can wedge in between the valve and seat. If that's all it is, then the worse possibility is replacing the head if it can't be repaired. Either way, you're talking a lot of money. Thank you for doing this video, it's loaded with great information. Keep that good stuff flowing...
Love Cummins and duramax got myself a 6.7 Cummins for towing but my personal daily is a lbz duramax both of those engines are monsters and super reliable
So the chevy cant handle real work?
@@jibrilthegreat35 it can i tow with it on occasion with a 40 foot gooseneck on it but it’s my baby I just want to daily it and keep it forever don’t get me wrong I love my Cummins it’s a workhorse just to different situations for both the Cummins I got first for my hotshot business that’s all there both Great trucks and can pull a crap ton just a preference and what you desire out of both trucks
@@DieselBodyEDC Fr lol ig he didn’t get the point of a work truck 😂😂
@@jibrilthegreat35 the big 3 Diesel engines all tow relatively similar. Gate keeping haters always hype up one brand or another. They are all good for towing and it all comes to personal preference
@@rock-uu7qr yeah but u never see anyone put a Duramax or power stroke into another truck, u see plenty of Cummins swaps though
Just bought my first cummins and this video was very informative. Please do one on the transmission.
5.9 will always be my favorite over the 6.7! Both are excellent in the world of diesels
The 5.9 has the KDP, & the 6.7 has that little intake heater nut that can rattle loose & get in the motor.
What are some of the best years for the 5.9 and 6.7? I'm helping my dad look for a new truck. Thanks
@@ClearWater7.62 5.9 12v or the 5.9 common rail..
@@ClearWater7.62early 2004 5.9 no factory emissions not even Cat.converter and had the good CP 3 high pressure fuel pump.
the worst part about the Cummins is the giant pile of dodge they are attached to... #shippingcrate
Good ol peg showing up here.
Agree, the dodge truck is very crappy. Drove a 2012 and at 70K it was starting to fall apart. Now drive a 2012 super duty, much better even with more than twice the mileage. Cummins was good though.
The new ones are premo though. I was in a 2020 and man that thing is high quality
@@benjaminturpin2749 new rams shit on new fords change my mind lol
It's easy...don't buy one then
Problem solved.
Best thing I did to my 2017 ram 6.7 is delete every emission system and install a banks intake elbow (also the grid intake heater removed so the bolt can’t fall into the engine), tuned it for reliability as well as the 68rfe. Hands down has been very reliable and great mpg
How many MPG are you seeing ?
What mpg
“It also helps to drive the truck hard” 68RFE-😳
Yup G56. Yeah it has a single mass fly wheel now BUT I did get 189,000 on the factory clutch and dual mass flywheel.
@@darryladams519 that’s wicked impressive!
68 is actually a great trans at stock. Mine has performed flawless 178k
@@darryladams519 bought mine with 30k on it then at 33k I had to have it replaced. I guess the flywheel was in pieces? Btw, stay far away from Sheridan motors in Wyoming. They totally f•cked me over on that truck. Didn’t cover the clutch so I had to spend 2200 out of my pocket to have the southbend dual disc put in.
At 125k now, most of it with a truck camper and trailer in tow, no problems yet!
@@downbytheriver501 yeah I've heard some didn't last long at all. Luckily I'm still able to do all the work on my truck. I don't think the clutch is covered it falls under the same category as brakes do, serviceable items. Stupid but ........
I love cummins engines, I drive a 2005 Dodge 2500 diesel and it is amazing. I work on 6.7's on Freightliner M2's and Yarddogs. The biggest problems I find are usually Egr Valve/Cooler related and dpf issues a lot on Yard trucks. VGT actuators, and scr's are also problematic. I have seen a couple engines need replaced or major work out of thousands that have gone through the shop. 6.7 engines are great, I believe them to be better than the Chevy or ford equivalent as the Cummins engine is used in a lot of applications. I still prefer a 5.9 common rail over anything though. Just my opinion.
The engines themselves are good. The emissions equipment sucks and is the source of most diesel owner's problems.
@@craighoffman6876 I agree. The new GHG 21 Detroit engines are junk. All because of the epa regulations.
25yr ASE. chevy guy.
Business owner.
I drive a 6.7 Cummins. No issues.
Great video! As a 6.7 owner I'd love to see a video on the transmission.
Which one?...I’ve got the Aisin bought new in ‘07 260k of heavy pulling zero problems.
@@mudslutmusic9052 I have a 2018 Ram 2500 with 150K... I've have speed sensor issues and shifting issues due to pressure switch failures. A poor seal on the tranny filter nearly caused catostrophic failure... fortunately I caught it in time but I'm sure I did the transmission zero favors. Transmission itself is fine... just the cheap FCA sources accessorie parts...
I have a pre internal EGR 5.9 common rail Cummins. 460k miles and the oil isn’t black as soon as you change it. If you can believe that! Amazing!
VP44 Injection pump?
Man it can be real hard to find issues when the issue is only ones in a while. It's so expensive to do anything. I have been working on one and it's getting the best of me for sure. I have other customers car also and this came in on hook so it's getting overwhelming. But the video was very helpful and I'm glad I found it. Thanks for putting that video together for us.
Bought a 2007.5(the first 6.7 with emissions as we know it) within 1000 miles all, I mean all emissions equip. Fell off and never had a problem. Still going strong 15 years later. Best mod was bypass oil filter. Love my stripped down 6.7.
Its crazy how nature does that
I worked for Chrysler for about 10 years and didn't see any head gasket failures. The CP4 pump did grenade a few fuel systems. The turbos use a sleeve that controls how much air goes around the vanes, the vanes themselves don't actually move. Only other issue ove seen that you didn't mention is the intake air heater grid bolt becoming loose and falling into the engine. Banks fixed that issue with their monster ram intake.
2008 6.7, 1 million miles, no engine issues, 2012 800K before drunk driver, 2017 650K and still rolling
How do you maintain your trucks? Anything special?
@@6.7fromheaven51 rotella t6 every 15-20k, filters every other. trans/transfer, diffs every 200k
I like the 5.9 over the 6.7 close to 300 thousand miles on my 04 .5.9 no engine problem .
Dude your saying your doing fuel filters every 30-40k? Those injectors would be destroyed in no time at those intervals. I run t-6 every 7500 miles and do the fuel filter every oil change. It’s always full of crap and black by then. I guess a Cummins don’t care lol
@@jaked964 i have never had to replace an injector, ever
The only real problem with 6.7 is people who use it as a payment princess, the turbo will soot. If you buy one pull with it, that's what it's ment to do. I've owned all of them and they all have their own problems. Duramax and Navastsr have V8 which is a better gas configuration, inline 6 is a desirable deisel design.
5.9 will always be my favorite. 6.7 is still a sick engine but 5.9 for me
Our 6.7 has had over 400 thousand trouble free kms, so you must of had a lemming.
I’ve found a good fuel additive also helps with more complete combustion therefore reducing soot. Archoil seems to work great for me but there are others that help too.
I just get in it and goes! I’ve been getting in it since 2019, and it always just goes! It’s still a brand new unit!
The head problems come from the dish in the pistons and injector spray pattern they changed from the design in late model 5.9 to prevent premature cylinder failure which make 6.7 more prone to head gasket failure and burning exhaust valves sense the hot exhaust gas goes up the center of the cylinder vs up the sides of the cylinder walls.
I run water and or methal injection on my 6.7, no build up what so ever, keeps the EGR and cooler clean all the time, never had a single issue with anything and on alcohol it makes more power super cheap. The factory should have gone to water injection, keeps cylinder temps down especially when towing.
Another issue, at least that I’ve noticed on the school bus application of the 6.7L is the DEF system itself. A few failures I’ve seen are the DEF dosing unit and a few other components.
That’s why the 2011-2012 is the most wanted 6.7 Cummins because it’s pre def but has dpf
Cummins is pretty reliable but the underrated reliable medium duty in-line 6 navistar dt466e and dt466 are super reliable especially without emissions stuff. The Maxxforce version was alright but with all the “Maxxforce emissions stuff” it doesn’t last long before needing a rebuild.
I have a '96 12V (original owner) and a 2022 3500 H.O. Ask me which one I like better. The new H.O. Cummins is a beast. ...but I do love the sound of my old 12 valve. Good video.
My fedex truck had a cummins . It lasted around 750k miles before it was retired for the transmission. It never broke . Never lost power
You still do fedex? Did you get another Cummins?
I love my 6.7 I love my 5.9 24v too. 6.7 tows way better but when I want that old farm tractor injection rattle on Sunday it’s also great.
Don't forget about the bolt on the intake heater that can break off and cause engine damage
Do the transmission video but not just with the newest generation but all the generations. I’m wanting a Cummins and have been researching for awhile. Would love to see a transmission video
Glad they reverted to the CP3 pump and recalled 2019-20 models to put the CP3 on.
I’d love to see all 4 transmission compared to each other!
Here is MY comparison based on the shop I work at. Allison is great for smaller applications...do NOT tune a truck with an Allison to create more torque because it is not a good transmission for power.
The Ford transmissions are almost just as bad as the Chevy ones but they don't hold up at all.
The dodge transmissions seem to hold up very well.
We have rebuild about 4 or 5 dodge transmissions in the 2 years I've worked at my current shop. Chevy we have rebuilt about maybe 150. Ford's....well....we do 3-4 a week...or more....some weeks we do nothing but Ford transmissions. Apart from a warranty on a Duramax head gasket, for the past month the only thing we have worked on is Ford's at the shop...so tired of fords HAHAHAHA
Not sure what the 4th one you are talking about is but I'm also tired so probably forgot
@@Kolonol1 two ram transmissions, aisin and 68
Another problem ive came across on my personal truck os the grounding bolt for the grid heater. Mine was almost wore thru. If that bolt wears thru it will fall down in the engine. Ive heard from a couple other guys having this issue as well. I got very lucky
Is this noticeable just by looking at it?
amazing that we add a step or two that does more damage to the engine, when a good tune could do the same thing for the enviroment while not destroying the engine.
I’m a dealer tech, the most seen common issues is emission. Egr failure and DPF clogging due to soot. Turbo actuator, and now the y78 recall on injection pumps, 19 and 20 year models only. This is the most common issue that I see in the northern part of Georgia.
I had a 5.9 and now 6.7. I love them both but the 6.7 is my favorite. I had issues with the injection pump on the 5.9.
The grid heater bolt and nut can corrode and fall into the intake. It will damage a piston and head.
Its kind of good to live in a country where there are no emission laws. Rams with the cummins diesel (and many other diesels) come deleted from the factory 😛
Wheres that?
@@LoganC278 Panamá (where the Panama canal is). Usually these type of things happen in almost all Latin American countries, where there aren't any emission laws or even vehicle safety regulation laws for that matter. We get all cars from all global markets.
@@Kevin09210 man, that's some good deal yall got I'm jealous
@@LoganC278 yeah, but it not without issues. We can get really unsafe cars that can kill you in a major crash (cars with no airbags and with really unsafe bodies that crumble with its occupants inside) and cars that pollute the air way worse. We can also get cars made for the US, but made with lower quality standards because its a vehicle that will be sold in another country. This doesnt happen with all manufacturers and all models, though. We have to do our homework if we want to get a good car overall.
@@Kevin09210 I guess its not all sunshine and rainbows over there, but at least u have some stuff to look forward to over there
I'd love to see a specific video on the transmission /overall power train for Ford and Dodge's recent offerings. From personal experience Allison transmissions normally outlast a Duramax before a rebuild and that's with heavy towing. Just the opposite of the old days with reliable 350s and 4L60e's regularly grenading.
Don't see any head gasket issues with 6.7s in commercial trucks and don't know anyone with a ram 6.7 that has head gasket issues either.
Luv my 01 LB7 no smog or EGR Or DPF built profed luv the 6.7 Cummins too with a delete kit!
Great video. Would like to see a video on the transmissions for the RAM trucks too. I knew I would have issues with my Cummins emissions system with more in-town driving and just took those parts out of the equation a few years ago.
The ASIN is pretty good. There are rumors of Allison 9 speed maybe that German 8 if it can handle the TQ
How has your transmission held up?
@@wrongthinker350 No issues. I have the transmission tuning package for the 68RFE and shift on the fly tunes. I use 30 or 60hp tunes for towing and don’t act crazy when unloaded.
@@brenteason9891 I'm doing mine tomorrow with the EFI live tunes and shift on the fly. Any advice?
@@brenteason9891 what tuning package did you use on your transmission?
Can't forget about the bolt in the heater grid that likes to break and fall into cylinder 6
Dude I'm loving this channel lately. Great info. I drive a deleted 6.4 F450... it's company owned luckily
Calling the epa on u
Ew a 6.4 gross
U dint talk about the heater grid bolt falling apart and going into the cylinder.
BTW, the turbo on the Cummins does not have vanes that actually move like the others. It has a sliding ring that moves axially over static vanes to control exhaust flow. It has fewer moving parts and mechanisms, thus is far less complicated. However, that certainly doesn’t mean it’s immune from soot buildup. Emissions.....ruining our engines one mile at a time. The worst part is....the people who came up with these regulations don’t have the slightest clue what any of this is or how it works, infuriating. Thanks for sharing!
Dude doesn’t know what kind of turbo it has, how can he speak on any of this stuff? Is he a mechanic or just a forum jockey.
me and my buddy have basically the ford and dodge equivalents of eachother, both are 2019 6.7's and we both had them fully deleted by the dealer, aswell as all the regular things done to them to improve reliability (live in rural alberta, ca) then got tuners from the same company and both of our trucks are around 170k miles. and honestly they both have held up quite well, both have had their share of shop hours, but so far both have been about equal in terms of reliability, I prefer my powerstroke all day but the 6.7 cummins is a nice motor when maintained well
you provide valid points here although you were talking about the emissions side of the engine but also i think you missed out on the intake manifold issue of the heater grid on this line of diesel engine
I would love to see a video on the 68rfe and upgrades you can do or good alternatives
Only thing wrong with the cummins is the fact that it is restricted by the ridiculous EGR valve and ludicrous emissions requirements it has to manage.
No mention of grid heater bolts or on the 19+ which has Hydro lifters. At least in 22 we have CP3 back. My 6.7 was awesome but deleted since day 1.
another issue is the intake air grid heater. over time the carbon build up will cause corrosion to the bolt that holds the grid to the plate causing it to break off and travel down the intake runner and get sucked into the #6 cylinder. it will cause head and piston damage or intake valve damage. the best fix is a Banks Monster Ram intake. Banks put a coil heater in the intake and eliminated the grid heater. check it out.
The only draw back to Cummins is the government.
Turbo issues are more likely to happen with the actual actuator within the module. Causing a turbo communication Failure which is a $6600 bill at dealer for new turbo with the same faulty electric motor. City Diesel replacement is awesome and costs $1000. Just did mine. Nice vid!
my factory vgt went out at 118k miles. truck was deleted at 5k and that has been the only engine related issue so far, but that $3,300 bill hurt bad lol
@@Ghostrider-xd3xv What were the symptoms that led to the VGT failure? Thanks
@@alittlebitofeverything5090 honestly, I had driven with a bad VGT for so long that it felt fine until I got a new one. If you have any type of monitoring system, look at the VGT position sensor and that will tell you all you need to know. Otherwise, it will feel fast up top and slow down low or vice versa. Or if it's not making boost at all you've got an issue
@@Ghostrider-xd3xv Thank you much!
@@alittlebitofeverything5090 no problem. And if you don't already run with the exhaust brake on 24/7. Helps keep the veins clear
I got a 15' 6.7 and deleted. I'm done with that emissions bull crap. I had to drive 60 miles on 5mile speed. Next day, got it deleted and no issues ever since.
I sold my 6.7 because I wasn't really towing much and the issues related to soot would only get worse. I bought a F-150 ecoboost I get same turbo performance is what I wanted without the diesel emmision issues. Deleting emissions wasn't an option it basically meant I would lose value can't smog it, or pass state inspections.
The only issue that are popping up is the side Cover where the heater plate Bolts break off and smoke the Piston or the Valves.
I have a 2021 Ram 6.7 Cummins high output engine . I have had the truck in 22 many times with egr issues,fuel filter issues,battery replacement,now I have a coolant leak,ecm issues and can’t believe how much trouble I had with my truck!
A rear coolant reroute helps a ton with the head gasket issue
I looking at a 2018 Ram truck to buy. The info in this video is helpful to see problems that may appear in a used truck and perhaps the reason it was traded.
But we can agree Allison along with Cummins are unbeatable!!!!
The one thing I will tell anyone who wants to delete/ do power adders. Install ARP head studs. You will blow the head gasket pretty easily.
I've blown it easily in the past but not so much now.
Very informative. First time seeing one of your videos. I have 2016 ram 2500 Cummins. Thanks for making the video
I don’t really feel like you talking about issues with the “engine”… but rather shit the manufacturer is forced to put on the engine in the US because of emissions.
If you get down the the nitty gritty.. remove the bullshit… and just about the engine itself.. the Cummins is probably the best light duty diesel on the market. Huge torque numbers, easy and affordable to work on, and extremely reliable.
I hate dodge… really do. But I own a 5.9 and a 6.7. Why? Because they are truly the best Diesel engine available in passenger heavy duty trucks.
Don't forget grid heater/bolt failure.
Got a 2011 6.7 Cummins. Got rid of the dpf and it’s running so amazing now. sounds mean like a 5.9 with my jamo exhaust. 68rfe i think gets a bad rep, i’ve got 245,000 miles on mine and still going strong! i honestly think ill take a deleted 6.7 over a 5.9, but that’s just me.
Once your diesel truck is out of warranty, add a water methanol injection system. It helps steam clean the entire system. It also keeps your EGT's in a much healthier range when towing uphill heavy.
I work at a heavy duty diesel repair shop and I commonly see the 6.7 Cummins being used in commercial applications such as in massive freigtliner box trucks and tow trucks
6.7 Cummins could be a reliable engine. Because it's less problematic parts and that's what I'm going to say it. The thing I love about the 6.7 Cummins, is the 2nd gen swap. The second gen swap comes from 94-02 turbo with the S300-S400 turbo and the manifold, it fits for the 07.5-09 3rd gen, 10-18 4th gen and especially for the 19-current 5th gen.
@B B spools the turbo better, lower EGT, and best of all sounds better
@B B my understanding, the 2nd gen spools the turbo off the middle cylinders instead of the rear cylinders. Which also allows u to run a bigger turbo as it’s not stuff under the firewall. 2nd gens have more of a tractor sound then the newer trucks
@@dougn6465 sounds about right...I’ve got the BD pulse manifold with EFI live tuned TurboTime Performance VGT...sounds like a tractor with the turbo zeroed out...EGT around 260 at idle
Do I need custom tune after 2nd gen swap? I bought truck with efi tunes already but done have the tuner it didn’t come with the truck
I run one of these in an Ottawa yard truck. Damn thing is an underpowered slug.
Great video. Thank you for all the info. I am in the market precisely for a Ram 2500 with the 6.7 Cummins engine. Looking at a 2018 with 68k miles in very good shape.
I'll sell you mine.
Kinda funny they had the BorgWarner logo when you showed the turbo that's where I work but my plant makes timing and drive chains
I currently have a hemi and have been trying to convince myself to buy a diesel. The more I see these videos the more I can't convince myself to buy one. Looks like I just need to get another hemi. My Ram hemi has been sooo reliable.
Junk hemi
It almost seems like these newer 6.7s are far more capable of producing power than the 5.9s but are also far more likely to make you bankrupt
Funny, I wonder if the cost of switching to a cheaper pump was reflected in the price of the truck?
Business owner pulling pup trailer for landscaping business (boulders) Owned them all. 6.7Cummins best engine by far, not even close. Ram transmission even held out better than Superduty 250. I had really bad luck with continuous DPF issues with my Duramax's (Isuzu). Yep, Ford headgaskets were the last straw with me.
Who deletes though and doesn’t mess with HP and TQ?
Less Soot = Happy DPF.
It really is that simple.
Can be achieved by more boost and less fuel. There is plenty of talk out there on how to make a stock Cummins regen less and have better MPG.
Diesel delete=happy engine
@@justotorres8970 And then there is Scania they have been able to build a Diesel engine that meets Tier 4 Final without a DPF.
It can be done.
Unless you just suck at engineering.
@@alouisschafer7212 Unless they are claiming to have made an engine to meet regulations but really arn't like Volks Wagon and Kamatsu . I wouldn't care either way just as long as it's reliable. Only time will tell .
You didn't mention the Grid-Heater problem of melting its bolt, or the DEF system forcing Limp mode, or the PCV gases being sucked into the the turbo. That's 3 mode "deletes" that a Cummins owner should be aware of.
Im a school bus tech. Ive mostly found that engine blow by is a major problem with the 6.7. Clogs the EGR cooler and valve in a few months. This is a problem near 200,000mi. Not exactly sure why we are having blow by problems. Ring or engine block material problem? We do change the crankcase filter often. But with the blow by problem can only last a couple weeks before clogged filter.
No mention of the grid heater bolt coming loose and getting consumed by the engine?
Forgot to add the major issue of bent push rods and rockers/roller lifter issues caused from roller design change in 2019 6.7. If your lucky and it happens befofe 100k it be warranty if you can prove all your pil charges were done amd with correct spec oil not the 15w40 thst previously run in early 6.7 but lighter 5w40/10w30 depending on climate. Have 4 2019 in our fleet and all had bent pushrods or excessive wear thst had to be replaced befofe 70k.
Whenever my friends give me crap for having a cummins: “yeah, well your Chevy had to add two extra cylinders just to try to keep up with the cummins.”
Rather be Cummins than Strokin
Driving harder doesn't burn off soot in egr cooler or egr valve. Driving harder dumps more soot. More fuel more soot, common sense.
Banks intake provides better airflow to cylinder #6, ditch the CP4 fuel pump for the older CP3, and if you really want to ditch the Variable Geometry Turbo for an aftermarket one, those impeller vanes will clog at some point
I would be interested to know why dodge has always cheaped out on the transmissions compared to the new 6 and 10 speed transmissions Ford and Chevy now use. A video on just that I think would be awesome.
I would guess it has something to do with being a “middle man” between Cummins and the customer. The other companies don’t have to pay a premium price for their engine because they design and build them. This leaves more budget for the rest of the drivetrain.
Ram really needs a air system dump valve suspension and a road ranger 9 SPD truck would be unstoppable.
ive been through two 68RFE'S in my '17 2500. had and aisin from a 3500 HO put in at 70k~ and im at 122k now with zero issues.
@@Ghostrider-xd3xv what do you use the truck for and why do you think the 68 failed?
@@wheelinndealin truck has been used for a little of everything. Pulling atv's, Rv's, enclosed trailers, offroading, snow drifting and a recovery vehicle. The first two 68's were because of the delete and tune, but the third just exploded when I turned the cruise on. The aisin has seen 275f temps or possibly higher (gauge maxing out) and never skipped a beat. Also I was wrong in my previous comment. A total of three 68's and one aisin have been in the truck.
The head gasket is no longer an issue, unless pushed over 600Hp then it does need studs. Past issues were caused by imperfections made by the block makers
Get rid of the EGR, DPF system, DEF and the killer grid heater issue with that bolt getting down in your motor and you're set for a million mile motor. That's why I'm currently looking for a 2014 laramie longhorn ram 2500. Hoping to find one with an Aisin transmission or to put an AS69rc in said truck. They have better fixability that the 68rc's due to the valve body being replaceable. From what I've read when compared to the Allison's that all them GM guys adore so much, (which are great transmissions, don't get me wrong.) The Aisin is actually more economical in terms of efficiency and can handle WAY more power in stock form. I wanna have that truck be pretty much the first and last heavy duty truck I get in my lifetime. With the ability to pull 9 tons or 18,000 pounds, I should be A-okay on towing stuff. I also plan to get a Titan XXL 52 gallon fuel tank for it as well which will GREATLY increase the range and at a good 21 to 28 mpg average depending on where and how one drives, that means I can drive it all day long for ages and not have to worry near as much. Diesel powered dominance is the future of vehicles people. Not gas or MOST ESPECIALLY EV SHITBOXES. And when it comes to nitrogen oxide and other pollutants. The leaves of trees absorb that and plants themselves absorb carbon dioxide to create oxygen. So in truth, diesel is VASTLY better for the environment. End of story. Suck it Elon.
"There's no issues with the Cummins"
*ISX15 enters chat*
Having the same issues with my ‘12 vw CJAA with the cold starts & burning more fuel in the winter. Injecting more fuel to heat up the exhaust & having a HARD knock. Just went to 5w40 oil for the winter. I’m not even 1000 miles with that oil. Going back to 15w40 asap due to the low sulfur washing the oil down.
please make a video on the different trans options on the cummins equipped Rams, including the g56 :D
2012-13 intake air heater relay solenoid which will cause the intake air heater stud to break off and eject itself into the number 6 cylinder requiring a new head and piston
Correct but go to dealer, most will not do the repair and warranty, unless you do whole engine , after warranty $$$$$
Imagine if the dodge paired the Cummins with a good transmission to begin with.
The manuals are quite good in all years
@@bobbybeyer2127 ya I always buy manuals anyways. But dodge does not build a bad manual. But I also don’t like automatics at all to pull with. My worst experiences being Chevy and Ford transmissions automatic transmissions
There is nothing wrong with there transmissions. its ass hats that tune them and beat the shit out of them thats the problem!
The current HO Cummins in the Ram has an Aisin (Toyota) 6-speed auto trans
You have the wrong illustration for the Cummins turbo. The veins do not move like that, it’s an assembly that slides back-and-forth on the shaft. Less likely to get jammed up with carbon if you keep it turned on.
So moral of the story for most diesel engines deleting saves them
The problem as with all current diesels is DEF fluid and emissions equipment. Still living on the legend of the 12v the same way the 6.7 Powerstroke will forever mooch on the goodwill established by the excellent original 7.3 Navistar T444E.