6.7L Cummins Forum

2009 6.7 manual tranny, 3.73 March build date.

Well I have notice lately when coming off a hill towing that my exhaust brake was sort of pulsating.

I have 29,000 miles on my truck and use it almost exclusively for towing my toy hauler for work.

I was towing home from San Diego yesterday on my way to Smith Nevada. Starting at Bishop had tons of snow and of course had to keep speed between 25 to 40 mph. Mind you I had to go over 3 passes in the 8,000 foot range which is sort of typical for my trips. About a 100 miles from home the engine lite illuminated and stayed on. I stopped checked oil level, oil pressure good and temp good as well. At this point there was nothing I could do but continue home.

Took truck this morning to dealer and they just called minutes ago... turbo needed cleaning, egr valve needed cleaning and they reflashed ecm with something later than the J-35.

Here is my question I tow roughly 2,000 miles a month my trailer weighs between 9,000 and 10,00lbs. I always run exhaust break, and almost always go over the sierra mountain. I change oil and filter about every 6,000, fuel filter every 10,000 and air filter regularly.

Is this what I can expect from the emmission system. I was under the impression that if I used this truck that I would have very few problems.



Now I am freaking out. Is this the right truck for work. I have owned 3 other diesels and never had engine problems only tranny problems.

I have read this forum religiously and have followed operating recommendations from the members. Is mountain driving a potential problem like long downhills and long uphills.

What can I do? I certainly don't want to be paying for turbo cleanings and egr cleaning not to mention the crap that is being ingested by the engine.

HELP!!!

If its legal in your state, I would do a dpf delete with a tuner (which also disables the egr system). This will eliminate your emissions issues and you can easily return the truck to stock for warranty work if necessary. I did my dpf delete/tuner install at 1,500 miles hoping to avoid these issues and so far I haven't had any. 2 years ago, my employer purchased 3 brand new 2008 2500 chevy trucks with the duramax engine and are 100% stock. Within the first year we all had egr issues which were covered under warranty. Now my work truck has 67k and we just had the egr cleaned/replaced a month ago (also under warranty) and I currently have a cel illuminated. My point is every diesel engine with emissions equipment will require work to keep them operating properly. The days of 250k miles without an issue are long gone.

Your truck has only 29,000 miles on it and the warranty on the engine and emissions system is supposed to be 100,000 miles. The problems you had should be covered under warranty and should not cost you anything. You can check with Dodge Customer Service if you are charged for these repairs

My concern was not warranty as you mentioned it is covered however, based on my reading the way my truck was operated I thought that these emmission systems would work well. Also who pays for these ongoing cleanings and possible failures as times goes as I intended to have this pickup for awhile.

I got my truck back today and they had to clean turbo and egr valve and also replace an Oxygen sensor. Now I am concerned about the intercooler.

I have had other diesels and took very good care of them and tried to be knowledgeble of their needs.

Maybe it is the failure of the oxygen sensor but talking to the service rep didn't do much to allay concerns that I had. He basically had no idea about anything or what would really cause the egr and turbo to become sooted given my duty cycles and use of this truck.

Maybe I am over reacting but I thought I purchased a pickup that I could get a couple of hundred thousand miles out of. My 96 power stroke had 300 on it when I sold and it was still very reliable.

Maybe I am just tired.....

I sometimes think that when they don't have a clue they just starting cleaning and then if you come back and they don't have an idea they start shotgunning parts. What was the code?

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2007.5 Dodge Ram 3500 HD,QC, 6.7L Cummins, 6speed Auto, 4X4, Bighorn Edition.
Click for installs: Carr Steps PML Diff Cover Edge Juice with Attitude Volant Intake Hankook ATM RF10

I didn't actually see a code thown if indeed that is possible by the overhead. Their repair order stated they performed p2262 turbo test and found turbo passing , found upstream 02 sensor at fault.

updated CCN. replaced 02 sensors and shield. cleaned turbo and egr valve . ran desoot and rechecked op.274=3.9.

I appreciate your input as I am trying to take the best care of my truck as possbile including proper operation. I guess what is most frustrating aspect is duty cycles on this truck are strenuous and from my reading that should be helpful for not having these problems, certainly on at 29,000 miles.

When I picked up truck service writer was not there and did get input of what really happened.

Any ideas would be greatly appreciated.

Thanks,

Bill

I would strongly recommend installing an Edge Insight gauge on the truck. That tool alone is worth its weight in gold for these trucks. So much information can be collected very easy including codes.

A code P2262 means turbocharger Boost Pressure Not Detected - Mechanical .... On a truck with 29K miles, with the info available, I would have looked at the exhaust system also. What they can see that is not readily available to you is dpf back pressure (which can been seen on a insight).

For 29K and having the dealer do a full soot cleaning, I would suspect de-soot process is hanging up some place. An Edge Insight gauge would show this. Here is what I have found on my truck, running exhaust brake all the time with post injection de-soot process not good and here is why.

When tracking my DPF temp and regen process I noticed that the EB on would cause the process to take much longer because it lowered exhaust temp and many times not complete at all (due to cycling). Lowering the exhaust temp during regen causes the ECM to post inject more diesel into the exhaust to make the DPF heat up (causing mpg's to drop even further). Our trucks need exhaust temp to stay up there (at least 750 to make the emissions work right. So with my edge unit, I get notification when regen starts (there is two separate process with J35 update, one for the cats and other for the dpf) and its not cat related, I turn the exhaust brake off (if safe to do so) and keep my driving as constant as possible. When the dpf regen is done, exhaust brake goes back on and dpf back pressure drops to under 3.9.

Lots of mountain passes and heavy throttle action will cause the dpf to load quicker. When coming out of a mountain passes, exhaust temp will drop, usually below 500 (the turn off point for regen). Usually not an issue if the dpf is cleaning as expected. You can get the dpf back pressure high enough yet still under the ECM warning level and with the exhaust brake on, the back pressure in the exhaust system will be rather high and the ECM has sensors for this.

Hope this helps, not feeling really good, so just doing a brain dump to get the info out there.

Cheers.

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IT is true in my case heading west I will climb to 8,000ft passes and then it could be as much as 50 to 60 miles down hill and often in cold temperatures.

I have based on other reading left my EB on constantly but will not be more judicious with its use.

What model edge and what will it do to my warrantly.

I have never gotten a DPF full notice on my overhead if that is of any use.

Given my duty cycles any other ideas about how I can operate diferently to correct this problem..

Thanks for you time.

Bill

Bill,

Here is the model that works best with our 6.7L setup:

DIESEL - Dodge - Edge Insight Monitor ( 2007 - 2009 ) 6.7L Dodge Cummins<b><font color="#0033ff" size="4">- FREE - Next Day Air !

Shop around for the cheapest price. There are two ways to install these units .... Dash mount or overhead .... Attached are pics of both methods, I went for dash because it is easiest, fastest, and most visible. I would be happy to send you my config file that you can load to help you get started much faster. You can tune that to your desired.

The only thing I would change in your practice, is to have an Insight installed and programmed to show DPF information and think about reducing usage of the EB when in regen mode. Also think about using lower gears to help keep engine rpm's up. The cummins 6.7L with DPF runs ideal about 2000 rpms. Lower engine speeds help create more soot, higher rpms helps a lot.

With the Dodge 6.7L and post injection process for regen people have to learn that exhaust temperature is your friend. You want exhaust temps to be above 500 (750+ helps clean the filters without additional process) and below 1150. When exhaust temps reach 1050, DPF turns the soot to ash and blows clean. Temps sustained above 1250 will destroy the DPF.

Side note, with J35 flash installed, do not disconnect the wire harness to your egr. J35 senses that and prevents regen from happening. It was used in the past to help gain MPG ..... California learned about that and Cummins/Dodge made code change to prevent disconnecting it by altering regen cycles.

Hope this helps. With the Insight installed, you will get tons of information back from truck and allow to alter your habits slightly and everything will work as it should.

Cheers.

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If the Turbo passed then why would you clean it? Hmmmmmm

__________________

2007.5 Dodge Ram 3500 HD,QC, 6.7L Cummins, 6speed Auto, 4X4, Bighorn Edition.
Click for installs: Carr Steps PML Diff Cover Edge Juice with Attitude Volant Intake Hankook ATM RF10