You've obviously been drinking the kool-aid. Of course you're told that the 6.7 was designed to run on cj-4 oil. Of course you're told that the 6.7 was designed to run on sooty air. Cummins can't come out and say "Yup, you get EGR and a DPF that will cause more wear and higher fuel consumption than the trucks they replace".

The closed crank vent system doesn't add soot to the intake. The vapors are filtered and then run through the compressor side of the turbo. Turbo and intercooler soot loading hasn't been a problem. The EGR, however, is where the soot is coming from. If you can somehow deny that, I'd love to hear it. Yes, extra soot is developed due to additional fueling required by the DPF to regen, however it still collects in the EGR valve, cooler, and in the intake manifold. If you don't think that soot causes wear in the cylinders, I encourage you to do a little more research.

http://pij.sagepub.com/content/220/5/463.full.pdf

The closed crank vent system has nothing to do with tailpipe emissions - it has everything to do with evaporative emissions. It too has a major design flaw - any oil vapors getting through the CCV filter get run through the turbo and then into the intercooler, where they obviously cool (and when things cool, they tend to start condensing). I don't want my intercooler filling up with oil, reducing its efficiency. My CCV has been "fixed" along with my DPF and EGR.


I know this isn't a Cummins EGR, but this is a perfect example of what happens inside diesel EGR systems. Do you want chunks of that breaking away and finding their way inside your cylinders?



Want to see what a 6.7 Cummins MAP/IAT sensor looks like?


Mine looked the same way.

Here's an 04 6.0 Powerstroke EGR valve





It's NOT good for the motor. That soot is supposed to go out the tailpipe, not back into the intake. It gets into the oil too, and causes all kinds of wear.

 

I have taken a 6.7 cylinder head off that had a head gasket problem that had about 190,000 miles on it and the cylinder walls were fine and if you had a cummins egr valse that looked like that the truck more than likely will not run and again yes most of the soot produced by the egr is burned off by the engine thus the reason cummins does not need to run urea like all of the models right now due to the fact that the cummins engine is the cleanest running diesel

 

man all i learned from this is the egr system and the dpf's have to go i dont know alot about deisels but i know its not good for any motor to take in soot from the intake side thanks yall

 

Cummins and Dodge went a different route than the other manufacturers, that's all. The cab and chassis trucks use urea now. Take the blinders off. I'm a huge Cummins fan, but I'm not so blind that I don't recognize the downsides to the EPA mandated emissions restrictions.

How many EGR systems have you replaced under warranty? Why were they replaced? They fill up with carbon deposits and stop working properly. Why does dodge recommend cleaning the EGR out if not to prevent them from filling like the photos above?

You sound like this is your first job and you're gung ho, soaking up everything they teach you in class. That's fantastic and all, but realize that not everything you're told is true.

 

No this is not my first job, I have worked on cummins engines at a dealership since 1998, and yes I know the cab and chasis uses urea, that is because it uses a totally different dpf system and ECM programming. Also cummins was the only one that meet 2012 EPA reqirements since 2008. Ford and chevy can't without the use of urea. And did you cummins helped ford engineer there new engine so it would pass EPA standards, most people don't. I'm not saying a dpf delete kit does not work actually it works awesome. But also a restricted crank case filter will cause excess soot, the ECM detects this and changes the fueling strategy giving the engine more fuel to compensate for it which in turns equals more soot. And yes I have replaced a lot of egr parts but all leads back to a fueling or air issue that causes it. A loose boost hose clamp can cause excessive soot build up and a dpf failure. I only know this through trial and error trying to fix these trucks since they came out in 2007. I know cummins has a bad rap right now, but mainly it is due to techs who just throw parts on instead of actually spending the extra time and finding out why it keeps failing, trust me I'm your side about soot build up but these systems are here to stay and I'm just trying my best ti find the best ways to fix them, I take pride in what I do and hate that people don't like cummins any more, but again if techs cared about fixing trucks instead of trying to find ways to cut corners dodge would be better off. Also you might want to check for boost leaks on your truck the smallest leak causes a lot issues, at least that what I have found.

 

My only issues right now revolve around melted clutch discs caused by incorrect TCM programming. I've got the programming solved and tomorrow I'm pulling my trans back out to tear it down. I'm pretty sure my OD clutches are warped and a bit burned up.