New 6.7- 350hp and 650tq
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Joined: Jan 2003
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From: Sayre, PA
Yeah, hopefully the 6.7 proves a worthy successor and the emissions junk doesn't hurt it's reliability. I suspect since it seems more of a tweak than a ground up re-design (slightly bored and stroked) then we shouldn't see much different. As long as the emissions control is handled well, the engine itself should be just as good as the venerable 5.9.
I think the 5.9 will continue on for other off-road applications.
I think the 5.9 will continue on for other off-road applications.
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Joined: Aug 2004
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From: St. Louis Metro Area, MO
So do you think the engine will just be bored/stroked, or will the block actually be larger, or both? I was just wondering if the engine would someohow be larger in size/weight than the current 5.9.
One of the things that initally sold me on getting the Dodge/Cummins was the ability to get to most anything in the engine bay, unlike the Ford/PSD or to a lesser extent the GM/Duramax.
One of the things that initally sold me on getting the Dodge/Cummins was the ability to get to most anything in the engine bay, unlike the Ford/PSD or to a lesser extent the GM/Duramax.
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Joined: Jan 2003
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From: Sayre, PA
So do you think the engine will just be bored/stroked, or will the block actually be larger, or both? I was just wondering if the engine would someohow be larger in size/weight than the current 5.9.
One of the things that initally sold me on getting the Dodge/Cummins was the ability to get to most anything in the engine bay, unlike the Ford/PSD or to a lesser extent the GM/Duramax.
One of the things that initally sold me on getting the Dodge/Cummins was the ability to get to most anything in the engine bay, unlike the Ford/PSD or to a lesser extent the GM/Duramax.
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From: Sayre, PA
The article I just re-read doesn't mention a new block, but that it was bored and stroked. Like, I said though, I'm sure they would have tweaked it if they felt it needed any additional strength or features.
On the HPCR system it says this:
Sounds promising. Note that technically this was all in reference to the 6.7 going into the Cab and Chassis trucks, but I haven't heard of any difference between the engines for the Cab and Chassis or regular HD 6.7 engines.
On the HPCR system it says this:
The fuel system is a new higher pressure version of the existing common rail system. It now runs at 1800 bar versus 1600 bar for the existing 2006 trucks. This system includes a new rail, larger fuel lines all the way to the injectors, and a new higher pressure CP3 pump.
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Joined: Jun 2004
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From: Edmonton, Alberta
Ok guys, forgive me for this, but this is too funny...
is it possible that a manufacturer might want too have more optional engine/tranny combos?? You know...gm has the crap 360/650, but only a slush box which still cost ppl $2300 on top of the $6000 duramax option(and a recognizeable name in allison), Ford has the joke 350/650, but offers a crappy stick and fairly good auto, and now dodge has the cummins, which is the best name in diesel, followed with a good stick, an in-house 6 speed slush box for $1200, AND the availabilty of a 6 speed AISIN for $2200???
Just stirring the pot and throwing out some ideas
is it possible that a manufacturer might want too have more optional engine/tranny combos?? You know...gm has the crap 360/650, but only a slush box which still cost ppl $2300 on top of the $6000 duramax option(and a recognizeable name in allison), Ford has the joke 350/650, but offers a crappy stick and fairly good auto, and now dodge has the cummins, which is the best name in diesel, followed with a good stick, an in-house 6 speed slush box for $1200, AND the availabilty of a 6 speed AISIN for $2200???
Just stirring the pot and throwing out some ideas
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Joined: Mar 2006
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From: Commonwealth of Virginia
I don't think this is even close to being true. Yes it may slow the process down but, when it is all said and done I think newer technology will raise the bar.
Sure there are hurdles to work through but, with newer, better injectors and more displacement the starting parts are better.
People thought the performance era was over back in the 70's. Now the emissions compliant cars are light years ahead of the older muscle cars. Look at the vettes, vipers, camaro's etc.
Now don't expect anything to come out in february if you buy the 6.7. It will take some time to get it right.
Quad
Sure there are hurdles to work through but, with newer, better injectors and more displacement the starting parts are better.
People thought the performance era was over back in the 70's. Now the emissions compliant cars are light years ahead of the older muscle cars. Look at the vettes, vipers, camaro's etc.
Now don't expect anything to come out in february if you buy the 6.7. It will take some time to get it right.
Quad
Thank God someone still has a brain and an open mind... some of these comments remind me of the guy that wanted to close down the patent office b/c HE thought that everything that could be invented, already had....
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From: Sayre, PA
A small update and confirmation from Steve St. Laurent over on the TDR on the possibility of the two being the same tranny:
And a small update from KC Jackson:
Also someone made a spreadsheet showing the Aisin and the 68RFE specific RPMS for a given gear / speed / tire.
They are VERY different trannies that have nothing in common - they are from completely different vendors. If you looked at both side by side you'd have no doubt of that.
Here's the engine/trans/axle availability according to DC on September 1...
2007 Chasis-cab (in production now):
6.7/G56/3.73
6.7/Aisin/3.73
6.7/Aisin/4.10
2007 Pickups (production ends December 2006):
5.9/G56/3.73
5.9/48RE/3.73
5.9/48RE/4.10
2007.5 Pickups (production starts January 2007)
6.7/G56/3.73
6.7/68RFE/3.73
6.7/68RFE/4.10
A couple of clarifications from earlier posts...
- The Mopar unit is a 68RFE, not 68RE. The "F" is important, as it means "Full" electronic control. It is the big brother to the 45RFE and 545RFE - it shares nothing with the outgoing 48RE.
- The Aisin is strictly for chassis-cab trucks. It was selected beause of its immediate availability and its PTO ports.
Ross, the 68RFE and emissions-6.7 will both be new to the world in January. The new trans and the power increase are intended to be a trade-off for the emissions equipment.
2007 Chasis-cab (in production now):
6.7/G56/3.73
6.7/Aisin/3.73
6.7/Aisin/4.10
2007 Pickups (production ends December 2006):
5.9/G56/3.73
5.9/48RE/3.73
5.9/48RE/4.10
2007.5 Pickups (production starts January 2007)
6.7/G56/3.73
6.7/68RFE/3.73
6.7/68RFE/4.10
A couple of clarifications from earlier posts...
- The Mopar unit is a 68RFE, not 68RE. The "F" is important, as it means "Full" electronic control. It is the big brother to the 45RFE and 545RFE - it shares nothing with the outgoing 48RE.
- The Aisin is strictly for chassis-cab trucks. It was selected beause of its immediate availability and its PTO ports.
Ross, the 68RFE and emissions-6.7 will both be new to the world in January. The new trans and the power increase are intended to be a trade-off for the emissions equipment.
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Joined: Sep 2006
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From: Harford County MD
My question is...will the new 6.7 's be successful with the new emission controlls? I sorta want the new 6.7L but from what I've read from you guys regarding the 5.9 is....its a good motor. I am now gun shy with any new diesel motor with emission controlls until they are proven trouble free.
BTW - I am in the process hopefully of a full buy out from Ford with my 6.0. Now looking into Dodge.
BTW - I am in the process hopefully of a full buy out from Ford with my 6.0. Now looking into Dodge.
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Joined: Apr 2006
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From: Alta Loma, CA
Only time will tell. You could always get an '07 5.9.
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Joined: Jul 2005
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From: Sacramento
Why could'nt they make the transmission have lower gears 1-5 with a 1:1 final in 6th and run a say 2.92:1 or 3.23:1 rear end for mileage? Then have the transmission use only 2 - 6 in auto non tow mode and 1 - 6 in tow mode.
Then for the daily driver it would start off in 2nd (which would be close tol the current 4 speeds 1st gear ratio-maybe a little lower) and if you hooked up to the trailer you just drop it into tow mode for the additional lower first gear take off power.
Then for the daily driver it would start off in 2nd (which would be close tol the current 4 speeds 1st gear ratio-maybe a little lower) and if you hooked up to the trailer you just drop it into tow mode for the additional lower first gear take off power.
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Joined: Apr 2006
Posts: 5,777
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From: Alta Loma, CA
Why could'nt they make the transmission have lower gears 1-5 with a 1:1 final in 6th and run a say 2.92:1 or 3.23:1 rear end for mileage? Then have the transmission use only 2 - 6 in auto non tow mode and 1 - 6 in tow mode.
Then for the daily driver it would start off in 2nd (which would be close tol the current 4 speeds 1st gear ratio-maybe a little lower) and if you hooked up to the trailer you just drop it into tow mode for the additional lower first gear take off power.
Then for the daily driver it would start off in 2nd (which would be close tol the current 4 speeds 1st gear ratio-maybe a little lower) and if you hooked up to the trailer you just drop it into tow mode for the additional lower first gear take off power.
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Joined: Jul 2006
Posts: 1,132
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From: MA
You have figure that in 2008 you will be able to get the Aisin tranny with all the CTD's if you are willing to pay for it. I think most people on this site will wait till 2008 to buy one. We all get a good laugh at Ford guys who ran out and bought the H/O 6.0 in 03. I am chuckling right now as I wrote that. So give it time. Let them fix the bugs and Performance places perfect the programers. And then start shopping for an 08 with the Aisin