6.4 vs 6.7

[regularcab2500]

killin my wood.. all this talk of steers and ****** is ruining my evening reading material.

 

[SouthTexan]

Dude it's the tone. And how hard you are pushing the topic.


Sent from the Rocket in my Pocket

I am typing, I have no tone. You are reading what I say as if I have a tone in your head. Don't take it that way then you won't feel that way. Attitude is 100% perception so if you perceive it negatively then your attitude towards it will be negative. Perceive things in a positive way and our attitude towards them will be positive. So if you are reading what I say with a negative perception then you will take it negatively. If you were reading what I say with a positive perception then you will take it positively.

Also, I quit posting here 10 days ago and it was not until Peattie posted quoting one of my posts that got me back in here just as my post got Twillams back in here from his post from last October. So it is okay for him to jump back in here after I quote one of his posts from last October, but for me to jump back in here after 10 days from someone quoting me is not okay?

 

[1500ram12]

I've owned a 05 ram 3500 dually 5.9L Cummins, a 2010 ram 2500 6.7L cummins fully deleted w/h&s mm. And now a 2015 2500 6.4L. Both cummins I used to tow my 16' work trailer and a 20' trailer w/mini excavator. other than the tongue weight you'd never know they were back there. I haven't had a chance to tow anything yet with this truck, but I expect it to struggle a bit when towing the mini excavator. Gas mileage, at this point not to impressed but it's winter and I've mainly been driving short trips, "city" driving (live in a small town). But I like spending around $50 to fill it up from around half a tank then $70+ for the same amount with a diesel.

My reasons for trading in the Cummins for a hemi where I don't tow alot anymore. Job trailer mainly but not much, mini excavator 3-4 times in the summer. The truck is my daily driver. And since 90% of my driving is less than a 10 mile round trip during the winter and depending on what I have going on in the summer maybe a bit more. I decided it wasn't worth the extra cost in fuel to keep the Cummins as a dd.

Sent from my D6708 using Tapatalk

 

[SouthTexan]

I've owned a 05 ram 3500 dually 5.9L Cummins, a 2010 ram 2500 6.7L cummins fully deleted w/h&s mm. And now a 2015 2500 6.4L. Both cummins I used to tow my 16' work trailer and a 20' trailer w/mini excavator. other than the tongue weight you'd never know they were back there. I haven't had a chance to tow anything yet with this truck, but I expect it to struggle a bit when towing the mini excavator. Gas mileage, at this point not to impressed but it's winter and I've mainly been driving short trips, "city" driving (live in a small town). But I like spending around $50 to fill it up from around half a tank then $70+ for the same amount with a diesel.

My reasons for trading in the Cummins for a hemi where I don't tow alot anymore. Job trailer mainly but not much, mini excavator 3-4 times in the summer. The truck is my daily driver. And since 90% of my driving is less than a 10 mile round trip during the winter and depending on what I have going on in the summer maybe a bit more. I decided it wasn't worth the extra cost in fuel to keep the Cummins as a dd.

Sent from my D6708 using Tapatalk

Great post! You stated why you bought your engine choice without resorting to trashing other people's engine choice.

 

[Ratket]

my friend Daryl can **** 8ft!!

 

[KarL45]

6.4 or 6.7

Don't care which. Go with the 4.56 gear and "Smoke U'm All". LOL

 

[SouthTexan]

Don't care which. Go with the 4.56 gear and "Smoke U'm All". LOL

That would put me at 2,160 rpm while going 75 mph in 6th gear. That is screamin' for a diesel.

 

[Mike_123]

Funny to read about all the emissions crap and problems with it on the new diesel aswell as the new diesel being compared to the older models or the duramax for that matter

I've owned several diesels and the 2014 cannot be compared to any in the past largely due to the aisin behind it
As for the emissions I see nothing to gripe about
Dump in some Def from time to time and forget about it

Driving the new diesel new on the lot and driving one with 30000 kms on it is a big diff to
They Losen up and get pretty snappy after about 15000 kms and once you figure out how and when the turbo spools they down right rip

Fuel mileage for someone spending $80000 on a truck to tow 30000 lbs is a non issue imo

As for towing
Well
There's no truck to compare it with

 

[SouthernBoy]

As for the emissions I see nothing to gripe about
Dump in some Def from time to time and forget about it

Until Mr. Limp Mode shows up unannounced and you, the wife and kids are on the side of the Interstate with the 5'ver and you watch as your vacation rig get towed off when you are 1000 miles from your house.

 

[Mike_123]

one of so many possibilities
Could be tires,tranny,rear diff,front doff, wheel bearings ,fuel,electrical or who knows what
Your always going to have the chance of breaking down
Not purchasing the latest and greatest for fear of the hypothetical is a week excuse

plus the prior 2014s won't tow anything close to what the 14 will legally

I choose the tow bill should e need arise
It's all part of the adventure

 

[SouthernBoy]

one of so many possibilities

Of course ALL mechanical things break down. But the emissions systems on these 6.7s is flawed and problematic, it WILL clog up the turbo. EGR valve and DPF eventually. Its a ticking timebomb and I dont care who says otherwise, its gonna happen. And when it does, hang on to your wallet. When mine crapped itself the bill was a few bucks short of 7-grand.

Listen, Im not judging folks who want the 6.7, its an awesome diesel. Each to his own. But Im a realist about the crap theyve encumbered it with, thats all. Because it happened to me, and I aint gonna relive that again. Nope.

 

[TWILLIAMS9]

Of course ALL mechanical things break down. But the emissions systems on these 6.7s is flawed and problematic, it WILL clog up the turbo. EGR valve and DPF eventually. Its a ticking timebomb and I dont care who says otherwise, its gonna happen. And when it does, hang on to your wallet. When mine crapped itself the bill was a few bucks short of 7-grand.

Listen, Im not judging folks who want the 6.7, its an awesome diesel. Each to his own. But Im a realist about the crap theyve encumbered it with, thats all. Because it happened to me, and I aint gonna relive that again. Nope.

One of a few reasons I chose the 6.4 in the meantime. Hoping by 2018 they get some stuff figured out because I would want the diesel to be reliable for a looooong time. Even after the warranty is gone.

 

[SouthTexan]

Until Mr. Limp Mode shows up unannounced and you, the wife and kids are on the side of the Interstate with the 5'ver and you watch as your vacation rig get towed off when you are 1000 miles from your house.

This is false.

 

[SouthTexan]

Of course ALL mechanical things break down. But the emissions systems on these 6.7s is flawed and problematic, it WILL clog up the turbo. EGR valve and DPF eventually. Its a ticking timebomb and I dont care who says otherwise, its gonna happen. And when it does, hang on to your wallet. When mine crapped itself the bill was a few bucks short of 7-grand.

You had a pre-2013 truck did you not? The one without SCR and did not require DEF.

The reason why the EGR and DPF were clogged in the pre-2013 Cummins was because it did not have an SCR system. The EGR lowers combustion temps which creates more DPF clogging soot. The EGR was constantly working at extreme levels to lower NOx therefore clogging up the EGR and DPF.

With the inclusion of an SCR, that issue is completely eliminated. I have explained how and why earlier in this thread. The SCR system is the reason why you don't hear about the Ford Powerstrokes or GM Duramax's having EGR and DPF issues after 2011 when they introduced the SCR. The same goes for class 7 and 8 diesel trucks that I deal with on a constant basis. Before the inclusion of an SCR on the older Cummins ISXs and Caterpillar C15 engines, you could not keep an EGR valve or cooler on those things longer than 50,000 miles. After SCR, it dramatically reduced those issues making them a non issue.

The fix to the emissions system is here and has been used in class 7 and 8 vehicles for some time now with the SCR. Although some peoples ignorance to the SCR system and how it works makes them scared of it and therefore makes them hate it without even knowing anything about it. Like the old saying goes "People fear what they don't know".

Also, you will not immediately go into limp mode when a DEF fault is detected in the system. The system will let you go for another 250 miles after a DEF system fault is detected before going into de-rate mode limiting your speed. However, a simple disconnecting of the harness to the speed sensor behind the transmission will alleviate that issue, but you did not hear that from me.

 

[Ratket]

You had a pre-2013 truck did you not? The one without SCR and did not require DEF.

The reason why the EGR and DPF were clogged in the pre-2013 Cummins was because it did not have an SCR system. The EGR lowers combustion temps which creates more DPF clogging soot. The EGR was constantly working at extreme levels to lower NOx therefore clogging up the EGR and DPF.

With the inclusion of an SCR, that issue is completely eliminated. I have explained how and why earlier in this thread. The SCR system is the reason why you don't hear about the Ford Powerstrokes or GM Duramax's having EGR and DPF issues after 2011 when they introduced the SCR. The same goes for class 7 and 8 diesel trucks that I deal with on a constant basis. Before the inclusion of an SCR on the older Cummins ISXs and Caterpillar C15 engines, you could not keep an EGR valve or cooler on those things longer than 50,000 miles. After SCR, it dramatically reduced those issues making them a non issue.

The fix to the emissions system is here and has been used in class 7 and 8 vehicles for some time now with the SCR. Although some peoples ignorance to the SCR system and how it works makes them scared of it and therefore makes them hate it without even knowing anything about it. Like the old saying goes "People fear what they don't know".

Also, you will not immediately go into limp mode when a DEF fault is detected in the system. The system will let you go for another 250 miles after a DEF system fault is detected before going into de-rate mode limiting your speed. However, a simple disconnecting of the harness to the speed sensor behind the transmission will alleviate that issue, but you did not hear that from me.

if the scr completly fixxed it then there would be zero suit made from the motor and black smoke would be a thing of the past... the diesels still produce suit.and that suit still gets sucked back into the intake via egr. also when the truck runs out of def it will not go into limp mode as long as you don't shut it off once shirt off here comes limp mode.

 

[SouthernBoy]

You had a pre-2013 truck did you not? The one without SCR and did not require DEF.

The reason why the EGR and DPF were clogged in the pre-2013 Cummins was because it did not have an SCR system. The EGR lowers combustion temps which creates more DPF clogging soot. The EGR was constantly working at extreme levels to lower NOx therefore clogging up the EGR and DPF.

With the inclusion of an SCR, that issue is completely eliminated. I have explained how and why earlier in this thread. The SCR system is the reason why you don't hear about the Ford Powerstrokes or GM Duramax's having EGR and DPF issues after 2011 when they introduced the SCR. The same goes for class 7 and 8 diesel trucks that I deal with on a constant basis. Before the inclusion of an SCR on the older Cummins ISXs and Caterpillar C15 engines, you could not keep an EGR valve or cooler on those things longer than 50,000 miles. After SCR, it dramatically reduced those issues making them a non issue.

The fix to the emissions system is here and has been used in class 7 and 8 vehicles for some time now with the SCR. Although some peoples ignorance to the SCR system and how it works makes them scared of it and therefore makes them hate it without even knowing anything about it. Like the old saying goes "People fear what they don't know".

Also, you will not immediately go into limp mode when a DEF fault is detected in the system. The system will let you go for another 250 miles after a DEF system fault is detected before going into de-rate mode limiting your speed. However, a simple disconnecting of the harness to the speed sensor behind the transmission will alleviate that issue, but you did not hear that from me.

Yessir, I had a 2009. And while I understand everything you wrote, they *said* the system on my 2009 "worked fine" too when I bought it and I believed them. I ponied up the extra cash and bought thier BlueTech crap. And it was me (and others like me) who got hung with their crappy design and all its hassles as they turned a blind eye to all the trouble and expense we went through and left us customers hung out to dry with thier ****** design. So please forgive me if I dont buy anything that Chrysler/RAM says to sell yet another over priced experiment. I wont be a guinea pig for them again.

 

[SouthTexan]

if the scr completly fixxed it then there would be zero suit made from the motor and black smoke would be a thing of the past... the diesels still produce suit.and that suit still gets sucked back into the intake via egr.

I am not sure, but are you thinking that the EGR works all the time with SCR? Without SCR, yes the EGR was working a lot and at extreme conditions to control NOx. With an SCR, the EGR is not required to work nearly as much to control NOx since the SCR does most of the NOx removal. This drastically cuts down how much the EGR valve opens since it only opens in certain conditions when NOx sensors downstream detect too much NOx.

also when the truck runs out of def it will not go into limp mode as long as you don't shut it off once shirt off here comes limp mode.

No, the vehicle will not go in derate until the 250 miles has been depleted whether you turn your vehicle off or not. This is in the diesel supplement of the owners manual.

 

[SouthTexan]

So please forgive me if I dont buy anything that Chrysler/RAM says to sell yet another over priced experiment. I wont be a guinea pig for them again.

The 6.4L is a new engine with many unknowns is it not? So wouldn't that be another Chrysler/Ram experiment of being a guinea pig?

Although, this isn't Chrysler or Ram selling an experiment. SCRs have been used for years by many truck and engine manufacturers from class 1 all the way to class 8, and is proven that it works in eliminating the EGR and DPF issues. This is not just a Cummins thing either.

 

[loveracing1988]

The 6.4L is a new engine with many unknowns is it not? So wouldn't that be another Chrysler/Ram experiment of being a guinea pig?

Although, this isn't Chrysler or Ram selling an experiment. SCRs have been used for years by many truck and engine manufacturers from class 1 all the way to class 8, and is proven that it works in eliminating the EGR and DPF issues. This is not just a Cummins thing either.

It is a new engine with technology that was just transfered over from the 5.7, so not quite the same situation. You could say the same thing about a 2009 truck, all of the bugs should have been worked out of it by then since it wasn't exactly the 1st year for all that stuff.

 

[cc rider]

Ok. Just jumping in here. I'm too lazy to go read page after page. Exactly what is people's beef with the 6.7? the only things I have read about are the def and high maintainence costs. But, the pros are you get so much life out of it. Just a quick summary would be great.