fascinating. I wonder if they would complain about getting a filter from a Cummins truck dealer.

 

Thank You everyone for your help and input. My dad actually talked with a fellow engineer at work that worked at Cummins in the late 80's and early 90's on the 5.9 engine. He said that dust most likely didnt cause a catastrophic failure because there would be severe blow by and a large loss of compression and fuel mileage. In fact when they qualified the engine they did 900 hours of dust ingestion. He also said that the engine block was designed for a tractor and the horsepower is de-rated for our truck and should be able to reliably produce around 500hp.

The most likely cause is a plugged oil jet which in-turn snapped a rod. This can be caused by poor maintenance or the factory using too much locktite when assembled which wont show up for several thousand miles. The last cause is a poor injector which is unlikely but happens. Im thinking this may be the problem depending on the cylinder because the dealer replace a faulty one a few years back.

Not trying to start an argument just posting the tidbits of information i found out.

 

What oil filters have you been using? Hopefully Fleetguard, Mopar/Cummins, or one of the other few approved ones.

 

it is highly doubtful that dust will cause a catastrophic failure, it is more likely to cause blowby if the problem is not quickly fixed, and Dodge buys these engines from Cummins in such volume for such a low profit margin that Cummins does not and cannot even do any warranty work on them when they are in a Dodge truck, only a Dodge dealer can perform the warranty work, Cummins cannot even communicate with the onboard diagnostics of the truck after a certain year, so this warranty issue is not being driven by Cummins.

 

This not true on the air filters and the dusting not being covered I am a cummins tech at a dodge dealership if you have records showing you have replaced the air filter with stock air filters on a regular basis and can the proof your engine will be repaired under warranty. A tech should first inspect the turbo impeller blades for damage, then air intake hoses for debris, then the charge air cooler hoses for dust, if there is blow by present then the service writer or manager should contact you and ask if you want to pay for the head removal or a compression test as the next step I recommend the head removal because you can see the cylinder walls, then the dealership contacts a tech advisor to inspect the engine then he or she talks to the district manager and again if you show proof the air filter has been replaced say like every 10,000 miles or so you stand a great chance of getting it repaired at least that is how my dealership operates we have done dusted engines under warranty because the customer can show maintenance records but if you have no records then it becomes harder to get it repaired remember cummins will bill Chrysler back if they feel it is not an engine defect and was customer neglect that caused the issue

 

This reply is for horatio102, yes I am familiar with the 6.7 engine I work on them everyday I am a cummins tech at a dodge dealership like I stated before the excess soot is direct result of something not operating correctly in the system the egr system is on all 2007.5 and newer diesel engines no matter the model in the earlier days it was cummins software that caused all of the issues now if a truck is having excess soot build up there is a coamponet causing the typically it is the egr valve sticking slightly open or a plugged air filter or a fuel issue we have come a long ways in last year or so in fixing these trucks the turbo failing is a direct result of another part creating the excess soot so if you are having this issue I would recommend that you change your fuel filter to the new design filter and housing and put in two bottles of a fuel additive called Crc cleaner it works magic on the injectors, about 90 percent of the 6.7 trucks having multiple turbo and dpf failures are from dirty fuel and there is test we perform to see if contamated fuel has made it past the fuel filter we take a fuel sample from the cylinder head return fuel while its running into a clear measuring cup and check for debris, if debris found we tell the customer we need to drop the fuel tank and clean it out. Then install 15 gallons of clean fuel with the Crc cleaner, clean out of the fuel lines and fuel rail, replace the fuel filter and then clean the egr system with mopar egr cleaner and then test drive the vehicle for at least about 90 or 100 miles. Our success rate is about 95 percent then the truck runs great, just remember excess soot any where in the system means there is a problem

 

Hey Todd..

Thank you so much for responding very thouroughly!

In regards to the airfilter issue, I realize washable filters (ie K&N) are often a target for ridicule by Dodge. What is the reality? If they are maintained properly (10,000 miles iirc), do they still pose a risk? If not, what CAI's meet/exceed Cummin's requirements, as recognized by cummins?

Thanks!

 

Do you know how preposterous that sounds?

Sooty exhaust going through a pipe is going to leave soot buildup. From the DPF forward, the 6.7 isn't any cleaner than a 5.9 was out the tailpipe. THAT'S the sooty exhaust that is leaving the same black buildup inside the EGR valve, cooler, intake air horn, intake manifold, and heater grid as the 5.9 leaves all the way past the back bumper.

If you find an EGR equipped truck that doesn't have soot buildup inside the intake, the EGR system isn't working.

FWIW I'm running better fuel and oil filtration than what Dodge sells - ~2 micron filtration in both - and I'm running other additives. Since I don't have the DPF, I'm also running oil additives that put back all of the good stuff that had to be taken out of the CI4+ oil.

My engine is in tip-top shape, it's properly lubricated and the fluids going through it are well filtered. The exhaust isn't getting routed back through the intake, so I no longer have carbon molecules building up in my intake, threatening to break away and wear away my cylinder walls and bearings.


Perhaps the disconnect here is the fact that you're using the term "excess soot" instead of "any soot". Any soot is excessive in my opinion, when we're talking about the intake side of the engine. Dodge/Cummins obviously have an allowable threshold of soot buildup. They have to in order to allow the EGR system to function. The obvious solution is, of course, to take exhaust gasses from AFTER the DPF to route back through the engine.

 

I know it sounds weird but in fact the 6.7 compared to the 5.9 does have more soot from the fuel we had to the injectors put more fuel in the cylinders to achieve the regeneration that the 5.9 does not have to but yes I am talking about excess soot build up not having any soot every 6.7 is going to have soot but as far as it getting to cylinder walls and damaging them it will not the engine can burn the soot off unlike dirt, that it cannot burn that off and yes again the 6.7 was designed to be able to do that the Feds said zero emissions out of the tailpipe that's why the 6.7 is closed crank case system unlike the 5.9 if the 5.9 was a closed crank case system you would get just as much soot in the intake system if you remember 1997 California diesels had an egr valve on them but because they were an open crank case filter the egr valve did not soot that is the new cj4 oil is used it is a low ash oil just so you know your engine was designed to run on cj4 oil just don't get caught with the delete kit the fines start at 10,000 dollars and also the reason your fuel mileage went up is because the vehicle is not going into regens any more

 

Yes most district managers will not warranty an engine with an altered intake system on it, it has been proven the reason you get more power from these filters is because they let more air, so in turn they micron filtration level is lower, I only recommend mopar or fleetgaurd parts, and keep all reciepts with date and molested when replaced then you will never have a problem with any warranty issues, also I was going to tell you yes we do have a lot o engine failures due to injectors but 90 percent of the time it is due to dirt in the intake system the turbo slams the dirt against the tips and causing abnormal spray pattern, with head removed there is combustion bowl on top of the piston and the spray pattern should not be outside of the bowl, when it is outside of the bowl it causing the piston to melt on the outside and that is how you get engine failures from a dusted engine so if you decide to replace the motor on your be sure to put new injectors in it this will save you another engine down the road