I have seen a few people say the motor itself costs more, but it actually shows to cost $50 less than the 5.9 of 2006. Is it going to wind up costing more to initially buy?

Once the hotrodders figure out how to defeat or at least work around the emissions controls, it will hopefully put out more reliable power than the 5.9 ever did because of the extra cubes. I can hope at least. It will be fun to watch where it goes in the next few years. Glad I got an 06 for now though!

 

Don says the new injectors are amazing.

 

Well, I guess it will give us 5.9ers something to swap out when we've hit 350,000

 

Did he say what's amazing about them?

 

There won't be any working around the particulate filter unless it's srtictly off road . Fines would be heavy . The extra money isn't for the engine . Besides the cost of the new emissions parts manufacturers are passing on the cost of engineering and production changes they had to make . The only '07 diesel I have any confidence in is the Mercedes diesel they're going to put in the Grand Cherokee . But wait until you see the price tag on that .

 

just a correction, the Holset VGT on this engine doesn't have moving vanes...

 

O RLY? Okay, I was just describing the experience I had with my former Duramax.

So what does change with this variable geometry turbo then?

 

I think one of the "bad points" about the new 6.7 Cummins is the fact that it will have to use this new 15 PPM ULSD fuel! Apparently, you cannot put the older 500 PPM diesel fuel in these new engines without doing some real damage to the emissions systems on them. Some of the diesel trade journals seem to feel that this ULSD fuel while being available in many of the states in the U.S., there will still be places where you may not be able to get it! One area where I read ULSD may not be available is in rural Alaska. So, I guess if a person decides to buy a truck with the new engine, availabilty of the ULSD fuel might be a consideration.

--------
John_P

 

All new trucks will be required to use the ULSD regardless of brand, and use of anything else will harm the emission system. And as of oct. 1st this year all stations were required by the epa to only sell ULSD. The only way to get LSD now is to buy off road diesel.

 

On the Holset the nozzle moves in relation to the exhaust vanes.

MikeyB

 

Instead of the vanes moving (which is a very complex setup with lots of moving parts) the Holset VGT has a sliding cone that reduces/enlarges the exhaust opening to the downpipe. This make the exhaust gas flow faster and harder over the turbine at low boost. The cone enlarges the opening as boost build so it will not overspeed the turbo, or cause a restriction to the flow of exhast gases.

 

I'm new to diesels (except for the little Yanmar in my sailboat), and am looking forward to the 6.7. You all seem to love Cummins, so I have faith that they will be putting out a good product. They better, because auto sales are projected to take a 10% decline in the next year or so. Dealers will have to be giving great service and should be giving good discounts to get these puppies moving off the lot.

That being said, I probably won't be in the market until the 2008s are out, so maybe any "bugs" will be worked out by then.

I don't plan to make any changes to the stock truck, other than add a couple gauges and such. No heavy loads, or towing (maximum a couple thousand pounds occasionally).

Just like the idea of a big rowdy Cummins diesel truck.

 

Well, that does sound less complicated than a VVT.

One time on my Duramax, I got a CEL that was some kind of turbo sensor error code. I knew from experience that the dealer had no diesel tech, and I had worked with the shop foreman directly on previous issues. So I wanted to be prepared; I looked up as much information as I could on the Duramax VVT.

I actually found a GM training video for techs on how to diagnose turbo problems. Sat through 45 minutes of turbo tech training... (wish it sunk in!) All I remember now was that a vane position sensor went bad on my truck, and I wanted nothing more to do with that kind of turbo (or truck). It was quite a relief to transition to the simple and time-tested, wastegate-equipped CTD.

 

Once you go Cummins, you never go back...

 

I am not planning to purchase just another Dodge pickup truck with a 6.7 liter Cummins engine. My 2005 pickup with the 5.9L Cummins engine is powerful enough, even if I would replace my SRW axle with a DRW axle to have 2k lbs more in payload. If I would buy a 6.7L engine I would be looking for DC to be manufacturing a DRW truck with extra heavy duty suspension and brakes to legally have a GVWR that can legally take 6.5k pounds of tongue weight. I looked at the DRW Freightliner with the Mercedes I-6 diesel engine, but they seemed somewhat too large and bulky. They also had an Allison automatic transmission that I do not need, and they are very expensive for a farm truck. I think they are rated for a TW of around 7k or 8K pounds. Ford has 4500 and 5500 series trucks, and Chrysler used to manufacture larger trucks than the 3500 series.