just read the newest info dodge released on the 6.7
anyone else seen this yet
it talks about the engine and the new trans and exaust brake

 

Yea I read this today
http://www.theautochannel.com/news/2...28/023451.html

 

Based on the proven DNA of the 5.9-liter Cummins turbo-diesel engine, the new 6.7-liter engine is 50-percent quieter, while featuring a 107mm bore by 124mm stroke (versus 102mm bore by 120mm stroke for the 5.9-liter engine). The new engine retains more than 40 percent of its components from the 5.9-liter engine and shares more than 80 percent of its components with the new Dodge Ram chassis cab.

Offered for the first time in Dodge Ram Heavy Duty trucks are features including an integrated exhaust brake, standard Electronic Range Select (ERS) and “Smart” tow/haul controls that provide customers flexibility and increased safety when towing heavy loads.

Enhancing diesel-powered performance of 2007 Dodge Ram Heavy Duty trucks is an electronically-controlled Variable Geometry Turbocharger (VGT), which precisely matches boost pressure with the engine’s needs. The 6.7-liter engine’s VGT utilizes 16 fixed vanes and a sliding yoke, providing variable geometry, as well as an electric valve. The VGT produces optimum combustion control, reduced emissions and a quiet and lag-free throttle response.

Decreasing NOx emissions is a next-generation cooled Exhaust Gas Recirculation (EGR) system. The Cummins 6.7-liter engine’s EGR system is water cooled, with the air reintroduced into the intake system, keeping turbo and intercooler components clean, which increases the engine’s durability.

Within the 6.7-liter Dodge Ram Heavy Duty exhaust system, reducing particulate matter is achieved through a self-cleaning Diesel Particulate Filter (DPF). The muffler is isolated from the emissions control system, therefore customers may remove the muffler without violating emissions compliance. The emissions system is designed for a government-certified 120,000 miles.

As durable as it is powerful, the Cummins 6.7-liter turbo-diesel engine has life-to-major overhaul intervals of 350,000 miles, providing more than a 100,000-mile advantage over the competition.

New engine mounts, a constrained-layered oil pan, intake silencer and engine-block shield create a quiet cabin environment inside the 2007 Dodge Ram Heavy Duty. In addition, an over-running alternator pulley eliminates sounds generated from the diesel-engine shut down process, and machined crankshaft counter weights significantly contribute to quiet acceleration.

First-ever Optional Exhaust Brake
For the first time in a Dodge Ram Heavy Duty truck, an integrated exhaust brake is available direct from the factory. Utilizing the 6.7-liter Cummins turbo-diesel engine’s new turbocharger, the exhaust brake significantly improves control when towing heavy applications, such as pulling RV fifth wheels and horse trailers, providing added control and brake savings by transforming horsepower into braking power.

“Towing and hauling capability is critical for our customers, as more than 90 percent of Dodge Ram Heavy Duty customers tow with their truck,” said Kunselman.

Benefits of the exhaust brake include:

Increased vehicle control to provide the owner additional peace of mind when towing
Enhanced safety by reducing overheating and fading of brakes on downhill grades
Lower cost of ownership, extending brake life by as much as three times
Capability for faster cold-weather cab warming
The 2007 Dodge Ram Heavy Duty’s 6.7-liter Cummins turbo-diesel engine’s VGT is capable of creating the maximum exhaust restriction through a wide range of operating speeds, improving braking performance at low and high engine speeds. Testing has shown more than a 30 percent improvement in retarding torque at 2000 rpm compared with traditional brake exhaust methods.

Six-speed Automatic Transmission with Electronic Range Select (ERS)
Mated to the 6.7-liter Cummins turbo-diesel engine is a new six-speed 68RFE automatic transmission, which delivers optimum fuel economy and performance. A new Electronic Range Select (ERS) system is integrated with the transmission, enabling customers to select desired gears that match driving conditions.

The new six-speed automatic transmission features a best-in-class gear ratio spread of 5.16:1, allowing for superior launch capability. The sixth gear, also known as the second overdrive gear, provides an extremely low rpm at highway speeds, improving Dodge Ram Heavy Duty’s fuel economy and passenger comfort. In addition, an added compounder and two clutches provide optimal shift quality, improved quietness and durability.

The transmission’s new ERS system complements the 2007 Dodge Ram Heavy Duty’s tow/haul mode, allowing for driver-actuated gear selection with a shifter-mounted switch. ERS provides greater control in unique driving conditions, such as towing heavy loads on severe inclines. The system includes electronic safeguards to prevent shifting that could cause engine damage.

Towing/Hauling
In addition to more horsepower and torque, Dodge Ram Heavy Duty boasts towing capability of 16,400 lbs., a payload of 5,020 lbs. and Gross Combined Weight Rating (GCWR) and Gross Vehicle Weight Rating (GVWR) of 23,000 lbs. and 12,200 lbs., respectively.

The 2007 Dodge Ram Heavy Duty provides a combination of standard and optional features that make towing easier, such as a Class IV hitch receiver with a seven-circuit wiring harness, 750-amp battery, heavy-duty engine cooling and an auxiliary transmission oil cooler.

Distinctive trailer-tow mirrors featured on Dodge Ram Heavy Duty trucks offer a large rear-viewing area that may be customized to drivers’ needs and preferences. Mirrors provide two views on both sides: close-up and wide-out. In addition, mirrors flip up 90 degrees for viewing beyond wide trailers.

2007 Dodge Ram Heavy Duty Cummins 6.7-liter Turbo-diesel Engine Details

Engine
6.7L 107mm bore x 124mm stroke
High swirl (2.4 DCS) combustion system
17.2:1 Compression ratio
Machined crankshaft counter weights
Viscous vibration damper

Air Handling
VGT – sliding nozzle (16 vane to eliminate turbine blade pass whistle)
Cooled EGR with cold-side EGR valve
Air inlet throttle
EGR cooler bypass
CCV with coalescing filter

Oil system
Tested with low ash oil API CJ4 (PC10)
Drain interval – 7500 miles
Total capacity – 13 qts on initial fill
Sump capacity – 9 qts low, 11 qts high
Typical oil change capacity – 12 qts
Dump to sump to provide oil pressure quicker
Constrained layer oil pan to reduce transmitted noise

Fuel system
Bosch 3rd generation common rail system
7 micron spin on filter
Tested with ultra low sulfur fuel – 15 ppm
Approved for bio-diesel fuel

Cooling system
Molded composite impeller for improved coolant flow

Electronics
CM2100 ECM
Double the CPU processing speed (40 to 80 MHz)
40% increase in memory

NVH
Constrained layer oil pan
Over running alternator pulley (eliminate shut down squeal)
Intake silencer
Machined crankshaft counter weights
Combustion system (multi injection events)
Block shields
Pulleys modified to reduce ‘speaker’ effect
Stuffer between transmission adapter and pan
Viscous vibration damper

Specifications

ENGINE: 6.7-LITER High Output CUMMINS TURBO DIESEL I-6

Availability_________________________________ Opt.—2500, 3500; available Jan. 1, 2007
Type and Description________________ Six-cylinder, inline, liquid-cooled, turbocharged, intercooled
Displacement______________________________________ ___ 408 cu. in. (6690 cu. cm)
Bore x Stroke__________________________________________ 4.21 x 4.88 (107 x 124)
Valve System________________________________________ OHV, 24 valves, solid lifters
Fuel Injection__________________________________ Electronic high-pressure common rail
Construction______________________________________ ____ Cast-iron block and head
Compression Ratio_____________________________________________ _____ 17.3:1
Power (SAE net)____________________________________ 350 bhp (261 kW) @ 3,000 rpm
Torque (SAE net)____________________ 650 lb.-ft. (881 N•m) @ 1,500 rpm w/6-spd. automatic; 610 lb.-ft. (827 N•m) @ 1,400 rpm w/6-spd. manual
Maximum High-idle Engine Speed______________________________________ 3,500 rpm
Fuel Requirement_______________________________________ _ Ultra Low Sulfur Diesel
Oil Capacity__________________________________________ _ 12 qt. (11.3L) with filter
Coolant Capacity__________________________________________ ___ 29.5 qt. (28.0L)
Emission Controls_________________ Exhaust after-treatment systems and internal engine features




TRANSMISSION: 68RFE Orion—AUTOMATIC, SIX-SPEED

Availability_______________________ Opt. with 6.7L turbo diesel engine; available Jan. 1, 2007
Description______________________ Three planetary gear sets, one overrunning clutch, full electronic control, electronically controlled converter clutch
Gear Ratios
__ 1st_______________________________________________ ___________ 3.231
__ 2nd_______________________________________________ __________ 1.837
__ 3rd_______________________________________________ ___________ 1.410
__ 4th_______________________________________________ ____________ 1.0
__ 5th_______________________________________________ ___________ 0.816
__ 6th_______________________________________________ ___________ 0.625
__ Reverse___________________________________________ ____________ 4.444
Overall Top Gear Ratio____________________ 2.33 with 3.73 axle ratio; 2.56 with 4.10 axle ratio

 

So anyone know when I can order one in a 2500 Mega, and when i can expect to receive it?

 

What's with the Auto getting 40 more Ft/Lbs of torque? That's odd the the Manual gets it 100 RPM lower as well.

 

It all looks good on paper. But before I run down and lay the hard earned cash on one. I will wait and make sure someone else does the testing on them. It will have to be tried trued before I will do it. My little baby 5.9 seems to get the job done, "very well". It does make you wonder how much power you really need.

 

Two things about my former Duramax I didn't like were the variable vane turbo and EGR system. The VVT just has more parts to break, and the EGR system not only slows down turbo spool (because the EGR must close before the turbo spools up), but also dirties up the intake tract with diesel soot and adds hot air to the intake. I bet some of the first mods to come out for the new 6.7L engine will be an EGR disabling kit of some kind.

I'm glad to have a simple, large turbo with wastegate instead of a VVT, and no EGR system.

The new CTD sounds like a Duramax killer though. That tranny sounds excellent, and hopefully Dodge will continue the tradition of having WHP closely matching crank HP better than the other domestic manufacturers.

 

Last time I checked that engine/trans combo was going to be available only with the HD cab and chassis.

 

AFAIK, the current 5.9L will be offered thru December 2006, and after January 2007 the new 6.7L engine with 68RFE will be in the consumer model Ram.

Commercial model Rams get the Aisin transmission.

 

Ad about 3 or 4 grand to the price of the truck to due to emissions according to my dealer.

 

Looks like the fuel system will be the same:

Fuel system
Bosch 3rd generation common rail system
7 micron spin on filter

I wonder if they changed the injectors?

 

Hey TexasCTD

 

Sounds good...but I wouldn't touch that new automatic with a 10 foot pole. I have yet to see a new auto (from ANY manufacturer) be reliable in the first couple of years. You guys go ahead, and let me know how it goes!!

 

Yeah, it's too expensive to be on the cutting edge of new technology/products...