How To Clean Turbo On 08 Ram 2500
Truck is out of warranty. Dealer-A always attempts a turbo cleaning get-go. However, they desire $1300 (including adding the cleaning port). Dealer-B says they've never cleaned a turbo. They just supervene upon them, at a list price of nearly $9,000.
I can by the tools from Chrysler from a tad over $500, just I'm a little leery of drilling/borer the turbo if the cleaning process doesn't really do a practiced job. The Mopar cleaner lonely isn't exactly cheap
And then.... Have any of you successfully had your turbo cleaned at a Contrivance or Sterling Dealer?
Any suggestions to foreclose it, besides using Stanadyne, which nosotros are already using (Dealer-A says not using conditioner is definitely a factor)?
If your truck had the same symptoms, how much would you pay to add a cleaning port and accept the service performed? If I purchase the tools to perform the service in-house, we would certainly offer it as a service item to our customers. More than of these motors should exist falling out of warranty soon....
2000 Ford E450 V10 VAN! 450,000+ miles
2014 ORV really big trailer
2015 Ford Focus ST
If you can idle the truck less and run information technology hard to build more heat to help go along it clean.
2005 2500 Cummins/48RE/iii.73, QCLB, 4wd, BigHorn, Edge Juice w/ CTS + Turbo Timer,Transgo Shift Kit ISSPro Oil and LP pressure gauges, Gross domestic product 20/ii filters, Custom Diesel Steering Box Brace
'10 Woods River Shockwave Toy Hauler 21'
Honda EU3000I Genny
ScottG wrote:
Dealer B is likewise stupid to understand what you need, dont go dorsum to him. I would clean it myself and then make sure you accept the latest SW installed which will alleviate this issue.
In his defense, I was just asking how many he has cleaned. And so far they have but had warranty jobs in (lots of them) so doing the turbo the offset time they ensured they wouldn't be back for the same problem. Dealer-A did tell me they Attempt information technology in one case, and if the customer comes back, they replace the turbo at that signal. Both dealers are very familiar with the problem, but since they have been doing mostly warranty work, costs to the client hasn't actually been much business organization to them.
Sterling dealer did not say there were any re-flashes available to address the issue (Plus, I'm pretty sure Daimler isn't doing re-flashes for the Sterlings since its a expressionless brand and they don't want annihilation to do with Chrysler whatever.. ) And the programming is NOT the same equally in the Contrivance version. Our '08 Dodge 4500 has also occasionally thrown a turbo lawmaking, except it's been the opposite code for an over-heave condition. That code has been much more sporadic, and I haven't recognized any specific conditions that correlate with the issue.
Madhatter1 wrote:
How can a turbo be 9k???? $1300 0n my marine five.9's. No way that toll makes sense.
Well, the 6.7L turbo is much more than complicated and expensive than any factory 5.nine turbo. He was including labor (non petty, since a new turbo requires special calibration), and I doubtable there may be some associated non-turbo piece of work they routinely do while they're in there. I did not ask the details. If the truck gets to that bespeak, information technology will nearly probable be traded for a V10, which looks to exist our future power-railroad train as we rotate in new trucks. Only in the meantime... I'yard trying to keep the matter on the road....
Slap the new one on and clean the old ane at your leasure and put it in a plastic bag on the shelf in case the new one carbons up.
Truck back in service and making money again. ![[emoticon]](https://lh3.googleusercontent.com/blogger_img_proxy/AEn0k_vcwqXASasFvWdYzka4hCK1gn0SKrqC7rdFO5Ib3Ya33gYe7yd1kPls8mQ7bgjCP8u7Xij0leQDXcDOiIRNZqs0i9f9GqABBVvWxaWby6oaZdOOf-kFBlQ=s0-d "smile")
~ Also many freaks & not enough circuses ~
"Life is not tried ~ information technology is merely survived ~ if you're standing
exterior the fire"
"The best way to get a bad law repealed is to enforce it strictly."- Abraham Lincoln
![[emoticon]](https://lh3.googleusercontent.com/blogger_img_proxy/AEn0k_uCPQPwiZQ21QFJajFycK07DqF77wEMy6ENbsH079Bhm15M4sAvu6C4f98tWPVt5grGCyeLnY0zraIXnIQWvmZL_no3U6_k571b6mpT9HsS9PfAuPs=s0-d "eek")
carringb wrote:
Madhatter1 wrote:
How can a turbo be 9k???? $1300 0n my marine five.ix's. No way that price makes sense.
Well, the half dozen.7L turbo is much more complicated and expensive than whatsoever manufacturing plant 5.ix turbo. He was including labor (not trivial, since a new turbo requires special calibration), and I doubtable there may exist some associated not-turbo piece of work they routinely exercise while they're in there. I did not ask the details. If the truck gets to that signal, it will most probable be traded for a V10, which looks to be our futurity power-train as nosotros rotate in new trucks. But in the meantime... I'm trying to proceed the matter on the road....
Yeah, 9k is besides much money and the vi.7 Cummins with the VGT with a sliding nozzel is apples and oranges to the 5.9 turbo. I would bank check out dieseltruckresourse or cumminsforum or even turbodieselregister if yous tin can tolerate their injecting politics into trucks and the Cummins discussions.
"skilful judgment comes from feel, and a lot of that comes from bad judgment" ............ Will Rogers
'03 2500 QC Dodge/Cummins HO 3.73 6 speed manual Jacobs Westach
'97 Park Avanue 28' 5er 11200 ii slides
donn0128 wrote:
How are they driven? Turbo problems are often caused by besides much idling or in boondocks driving. Accept you tried taking it out on the highway and driving the******out of it first?
Yeah, it is used in town primarily. Probably more so than whatever of our other truck. I'll be hooking to a double load today (conditions permitting), which would exist about 30,000 combined, and pulling some good hills.
Bummer that y'all would need to consider a spare turbo. Expert luck.
2008 Ram 3500 With a Really Strong Tractor Motor...........
LB, SRW, 4X4, 6-Speed Auto, 3.73, Prodigy P3, Blue Ox Sway Pro........
2014 Sandsport 26FBSL
carringb wrote:
donn0128 wrote:
How are they driven? Turbo problems are often caused by also much idling or in town driving. Have you tried taking information technology out on the highway and driving the******out of information technology offset?
Yes, information technology is used in boondocks primarily. Probably more then than whatsoever of our other truck. I'll exist hooking to a double load today (weather permitting), which would exist near xxx,000 combined, and pulling some practiced hills.
Do the deletes. No more problems.
The other turbo can exist repaired by a competent store at leisure.
Is it a Garrett?
Be careful buying turbos (used, reman, claimed "new") off people yous don't know like eBay ---- there are a lot of junk being flogged as new, and when things like a turbo fail and lose a bit of a bract, bad things can really happen.
There are also simulated turbos out there, clones, etc.
I am not certain what you hateful past a new turbo needing scale?
There is an automatic routine that is done to condition the ECM to the turbo that is activated when y'all do a complete reset of the engine computer --- there may exist a more than complicated procedure that can be activated by the dealer reckoner, but I was under the impression that is non necessary for a straight replacement --- just the computer reset.
Correct me if I am wrong.
* This post was edited 02/27/12 eleven:19am past NewsW *
carringb wrote:
Madhatter1 wrote:
How can a turbo be 9k???? $1300 0n my marine 5.9's. No way that cost makes sense.
Well, the half-dozen.7L turbo is much more complicated and expensive than any factory v.9 turbo. He was including labor (not trivial, since a new turbo requires special calibration), and I suspect at that place may be some associated non-turbo piece of work they routinely do while they're in there. I did not ask the details. If the truck gets to that point, information technology volition most probable exist traded for a V10, which looks to exist our futurity ability-railroad train as we rotate in new trucks. But in the meantime... I'm trying to keep the thing on the road....
It is not that complicated of a turbo. Compared to older stock-still geometry ones certain, but the Holset VGT is the simplest of VGT turbos. It is a sleeve way versus a vane style VGT meaning less moving parts overall, but even so more problems than a fixed geometry one. Detroit used these a long fourth dimension before cummins did and every OEM now uses at least one VGT turbo.
You can attempt cleaning it yourself to come across if it fixes it. I accept had that work for me a time or two before.
Or you tin purchase a turbo and replace it. Those turbos are everywhere and cheap. You wont have much invested in fixing it. They are easy to supervene upon on those trucks every bit well.
If tuning was easier to come by for that truck y'all could replace with a fixed geometry charger but the bullet is a different brute.
NewsW wrote:
The path of to the lowest degree resistance is to simply effigy out who is the OEM, and then buy the identical make new turbo from 1 of their distributors and bolt it on.
The other turbo can be repaired by a competent shop at leisure.
Is it a Garrett?
Be careful ownership turbos (used, reman, claimed "new") off people y'all don't know similar eBay ---- there are a lot of junk existence flogged as new, and when things similar a turbo neglect and lose a chip of a bract, bad things can really happen.
There are as well fake turbos out there, clones, etc.
I am not certain what yous mean by a new turbo needing scale?
There is an automated routine that is done to condition the ECM to the turbo that is activated when y'all do a complete reset of the engine calculator --- at that place may be a more complicated process that can be activated by the dealer computer, simply I was under the impression that is not necessary for a straight replacement --- just the computer reset.
Correct me if I am wrong.
Its a Holset. Alibi me Cummins Turbo Technologies. They still call them Holsets though. Cummins has owned them since the 70s.
Many shops actually shy away from rebuilding a lot of the OEM chargers at present. Its getting to the point where its not finacially feasible. All the same that may be different for this charger.
I could see them maybe needing to have the computer practice a vane position check. But it does that automatically at startup (the whoosh rumble rumble whoosh sound y'all hear). None-the-less it shouldnt take that much time or money even if there is something.
After that, run the EB whenever possible. It helps to keep the vane guides from sooting upwardly.
I love my deleted six.7L but understand this isn't an option for everyone.
Skilful luck!
2012 Shockwave 23FSMX
2010 Dodge 3500 SRW, G56, full deletes
2000 Yamaha V-Star 1100 Classic
dreeder wrote:
Turtle northward Peeps wrote:
Later it is stock-still make sure y'all accept the latest flash. This volition help prevent you from fixing it again. ![[emoticon]](https://lh3.googleusercontent.com/blogger_img_proxy/AEn0k_t8LeCec0tyYcWZDdFafVbMFNRF-1HEdkRDySLoCCLXaW9oOaIH9AWPbdSFJy2-1A86uKiwvXatm55cwmGtNAhibCuVaRI_sIzU6yCcODOlrtgS3-mVCHg=s0-d "awink")
![[emoticon]](https://lh3.googleusercontent.com/blogger_img_proxy/AEn0k_tWCYZsVp9IMjYi95jSfpi4PrBkJjRDKpJdJsDnyFVqw-6WtYj94xYoW2CNYJdotMf3ru9exIL0qzwNTNJQ6oznDYx7mFd85Tgs1SFcfcLi4WlmxtpjpiP4=s0-d "biggrin")
I hope I am not hijacking this thread but I have a quick question on the flashes, what are they suppose to do exactly? I had a number of issues with my 09 vi.7 very similiar to the OP's. I had the J35 wink completed on the truck and it went another 8,000 miles without any bug once the flash was completed earlier I sold information technology. I assumed the flash was just a masking amanuensis to increment the tolerances of soot/garbage before codes were thrown and a check engine low-cal came on. Anyway, just curious if it remaps the fuel beingness used to clean the DPF or what? I never could get a direct answer from the dealer on exactly what the flash improved. Thanks, Darrin.
I don't personally know what the J35 flash does. I do know 1 of the flashes for the half dozen.0 "exercises" the turbo so the vains won't stick. Yous tin hear the turbo shuttle the vains when running. Contrivance turbo'southward are different than the 6.0. I don't know if they do the same thing?
I do know the J35 is a good wink that helps things. I might shuttle the turbo or mess with the corporeality of EGR or both or many other things.
2017 F350 DRW XLT, CC, 4x4, six.vii
2018 Big State 3560 SS
"The best office of RVing and Snowmobiling is spending time with family unit and friends"
"Catin' in the Winter"
ACZL wrote:
Before you become and spend coo-coo bucks at any dealer, order some Hot Shot Secret and add to your oil. You have what's called "stick shin" and this production address' it by cleaning it up on inj and turbos. Tin read for yourself at world wide web.hotshotsecret.com. Costs 60 bucks for 2 quarts and come w/ coin dorsum guarantee. Worth it and I employ in my truck. I lost 3 inj within vi weeks of each other a few years back w/ l-lx 1000 on them. Been using HSS since and eng at present has 100k and runs cracking.
So how is this product going to free up sticking turbo vanes?
durallymax wrote:
ACZL wrote:
Before you go and spend coo-coo bucks at any dealer, gild some Hot Shot Cloak-and-dagger and add to your oil. You have what's called "stick shin" and this product address' information technology by cleaning it up on inj and turbos. Can read for yourself at www.hotshotsecret.com. Costs 60 bucks for 2 quarts and come w/ money back guarantee. Worth it and I employ in my truck. I lost 3 inj within 6 weeks of each other a few years back w/ l-threescore k on them. Been using HSS since and eng at present has 100k and runs great.
So how is this product going to free upward sticking turbo vanes?
Well to exist honest, I'm non certain how the vanes motion. I'm nether the assumption that they rotate and lubed past oil at their base. Equally the oil and turbo gets hot, the oil ends upwardly baking onto the tips (same w/ the inj). That's what'southward called "stick shin or stiction". HSS came about to help due west/ the inj failures Ford was seeing w/ the six.0's Navistar sought outside help due west/ this problem and HSS was who they asked. Not certain what's in it, simply it's added to the oil side of things. You lot allow room for it during an oil change. Example: if you hold xv qts of oil, leave out 2 qts and put in the two qts of HSS. So once a year thereafter, but one qt of HSS. As stated by the inventor, Fords/Navistar inj were diagnosed every bit being bad, thus replaced. It turned out that the inj were actually fine, just had a bunch of oil broiled onto the tips. Same goes for the turbo. HSS in one case added, cleans upwards/removes the baked on oil from the 2 and returns them to normal operating conditions. Works for any diesel engine.
Most injector cleaners you come across advertised are added to the fuel side of things. Fuel doesn't lube the turbo or the injectors. All I can say is to get to HSS web site, picket the video and or phone call them. Plus, they offer a money dorsum guarantee. Don't find that from many places nowadays.
Prev: 2010 Cougar 322QBS (junk)
02 Dodge 2500 4x4 5.9L CTD iii.55
07 Dodge 3500 4x4 SRW Mega v.9L CTD 3.73
14 Ram 2500 4x4 Crew six.4L Hemi iv.ten
06 Chevy 1500 4x4 Eastward-Cab iii.73 5.3L
All above are sold
Current: 07 Dodge 1500 five.7L Hemi 3.55 / 2010 Jayco 17z
ACZL wrote:
durallymax wrote:
ACZL wrote:
Earlier you become and spend coo-coo bucks at any dealer, order some Hot Shot Hush-hush and add together to your oil. You have what'due south chosen "stick shin" and this production address' it by cleaning it up on inj and turbos. Tin can read for yourself at www.hotshotsecret.com. Costs sixty bucks for 2 quarts and come up w/ money back guarantee. Worth it and I use in my truck. I lost three inj within half dozen weeks of each other a few years back w/ l-60 k on them. Been using HSS since and eng now has 100k and runs slap-up.
And then how is this product going to complimentary up sticking turbo vanes?
Well to be honest, I'k non sure how the vanes move. I'm nether the assumption that they rotate and lubed by oil at their base. Every bit the oil and turbo gets hot, the oil ends upwardly baking onto the tips (aforementioned w/ the inj). That's what's called "stick shin or stiction". HSS came about to assist w/ the inj failures Ford was seeing w/ the six.0'southward Navistar sought outside help westward/ this problem and HSS was who they asked. Non sure what'southward in it, merely it's added to the oil side of things. You allow room for it during an oil change. Instance: if you concord xv qts of oil, leave out 2 qts and put in the 2 qts of HSS. Then one time a year thereafter, just i qt of HSS. As stated by the inventor, Fords/Navistar inj were diagnosed as being bad, thus replaced. It turned out that the inj were actually fine, simply had a bunch of oil baked onto the tips. Same goes for the turbo. HSS once added, cleans upward/removes the broiled on oil from the 2 and returns them to normal operating conditions. Works for any diesel engine.
Most injector cleaners y'all see advertised are added to the fuel side of things. Fuel doesn't lube the turbo or the injectors. All I tin can say is to go to HSS spider web site, watch the video and or call them. Plus, they offer a money back guarantee. Don't notice that from many places nowadays.
Every bit the poster above stated, the nozzle on the cummins trucks and the vanes on the others just sit in the exhaust housing and are not lubricated. That is why I asked. Before discrediting information technology, maybe they had some magical manner of information technology lubricating through the exhaust.
Oil does Not lubricate the injectors, the fuel does. On the HUEI systems like the Ford uses, oil does fire the injectors but fuel lubrication is however very important.
durallymax wrote:
EFI Alive volition at present read the Cummins trucks,while you will probably never see everything the flash did, you should run into some of it.
EFI Live displays the information tables from the Cummins ECM. It does not show changes to algorithms or setpoints or that sort of thing.
And the EFI Live tables for the 6.vii don't show a lot of data for the VGT either.
You might see a change in how the ECM operates the VGT, but I uncertainty information technology.
My personal stance, non backed upward past anything scientific, is that the VGT vanes stick because of high levels of sooting which tin can be cured by increasing the air flow to the engine under loftier loads. AKA deleting.
Quote:
Well to be honest, I'm non sure how the vanes motion. I'm under the assumption that they rotate and lubed past oil at their base of operations.
The vanes on the HE351VE (The VGT turbo on a Cummins 6.7) are moved via a small motor in the actuator part of the turbo. The ECM sends the actuator a bespeak on the CAN motorcoach and the motor moves the vanes in response to that signal and then sends a confirming position back to the engine.
The vanes are not moved by oil pressure, boost pressure or vacuum equally they are on some other turbocharged engines.
The vanes look like a ring with big slots in it, like the tips of a crown, but they are square, non triangular. The vane sits within some other slotted ring. As you lot rotate one ring, the spaces between the two rings get larger or smaller, depending on the direction. Its a pretty simple organization.
A agree with an earlier affiche that idling (common cold) might have something to do with it.
The newer turbos have a port where 1 can eject a cleaner into the turbo to assistance make clean and gratuitous the vanes.
Note that you tin search past role number, model, and also compatible upgrades.
http://www.myholsetturbo.com/vgt.html
Strongly believe that you lot should purchase new on a very critical part that operates at something like 10,000 rpm.
Go to the benefactor link and find yourself a dealer once you figure out the model you lot desire.
NewsW wrote:
Here is the link to the Holsets:
Notation that you can search by part number, model, and besides compatible upgrades.
http://www.myholsetturbo.com/vgt.html
Strongly believe that you should purchase new on a very disquisitional part that operates at something like ten,000 rpm.
Go to the benefactor link and find yourself a dealer one time you figure out the model yous want.
Turbos at full boost are turning closer to 100,000 rpm than 10,000 rpm.
2003 Excursion Limited
6.0 PSD/5sp Torqshift/3.73 Limited Slip
2003 Potomac 30 EBS
Hensley Arrow
But I will be ordering the tools to add cleaning ports, and perform the cleaning. Hopefully it works. But as it is, this motor already has higher-than-expected lifetime operating costs.
To answer some other comments.... Yeah, the EB is used 100% of the time, and when I bulldoze, I employ tow/booty style nigh of the fourth dimension besides.
carringb wrote:
Thanks for the tips. I actually had not heard the name Holset earlier. I purchase parts wholesale from Chrysler, and then buying a new turbo isn't out of the question (I but got the dealer replacement quote to satisfy my own marvel). If nosotros get a new turbo, the quondam one would certainly be rebuilt past BELL turbo, who we take used for several other Cummins turbos. But I would never stick an eBay turbo on a $100k truck.
But I will be ordering the tools to add cleaning ports, and perform the cleaning. Hopefully it works. Only equally it is, this motor already has college-than-expected lifetime operating costs.
To reply another comments.... Yes, the EB is used 100% of the fourth dimension, and when I drive, I utilise tow/haul way virtually of the fourth dimension as well.
2018 Ram 3500 SRW CC LB 6.7L Cummins Motorcar iii.42 gears
2018 Grand Blueprint 337RLS
carringb wrote:
Well, the 6.7L turbo is much more than complicated and expensive than any manufactory five.ix turbo. He was including labor (not piffling, since a new turbo requires special calibration)
If y'all go really drastic, y'all tin buy a good have off HE351VE for about $500. Or if y'all are really drastic, replace it with a 64 or 66mm aftermarket turbo and get more air flow with less back pressure to kicking.
john&bet wrote:
Holset has been a Cummins suppier for years on turbos. Well known in my neck of the woods.
Cummins owns Holset.
(BTW, the work was performed nether warranty)
Mr. Ed (fulltiming since 1987)
Life is fragile. Handle with prayer.
2007 Hitchhiker II LS Model 29.5 LKTG (sold)
2007 Contrivance Ram 3500/6.seven CTD/QC/4X4/SB/SRW/6-speed human being/Big Horn edition (sold)
NewsW wrote:
Strongly believe that you should purchase new on a very critical part that operates at something similar ten,000 rpm.
Turbos operate at virtually 100,000 RPM.
Unless yous overheat them, deprive them of oil or genade the compressor cycle, turbos are incredibly tough. An overhaul kit is about $100 and just near anyone tin rebuild them. They concluding forever with a very minimal amount of care.
me2 wrote:
NewsW wrote:
Strongly believe that you should buy new on a very critical role that operates at something similar x,000 rpm.
Turbos operate at almost 100,000 RPM.
Unless you overheat them, deprive them of oil or genade the compressor wheel, turbos are incredibly tough. An overhaul kit is about $100 and just about anyone can rebuild them. They last forever with a very minimal amount of care.
Thanks for the correction.
Turbos that meet manufacturers specs are incredibly tough.
2nd hand turbos are all over the map...
A fellow member of this forum had a turbo come apart, depositing a vane within a cylinder.
That is another story..
NewsW wrote:
Thank you for the correction.
Turbos that meet manufacturers specs are incredibly tough.
2nd hand turbos are all over the map...
A member of this forum had a turbo come up apart, depositing a vane inside a cylinder.
That is another story..
Bad luck happens everyday, fifty-fifty the best parts fail sometimes.
The important thing to do is your homework. Don't buy from some joe who just started selling turbos. if you practice its your own fault.
me2 wrote:
Turbos operate at about 100,000 RPM.
Unless you overheat them, deprive them of oil or genade the compressor cycle, turbos are incredibly tough. An overhaul kit is virtually $100 and just about anyone can rebuild them. They final forever with a very minimal corporeality of intendance.
not all rebuild kits are that inexpensive. Thats like saying I tin overhaul an engine for $2,000 because thats why it costs to practice a small block.
Turtle n Peeps wrote:
After it is fixed make sure you take the latest wink. This will assistance foreclose you from fixing it again.
I hope I am not hijacking this thread but I take a quick question on the flashes, what are they suppose to practice exactly? I had a number of bug with my 09 half dozen.vii very similiar to the OP'due south. I had the J35 flash completed on the truck and it went another 8,000 miles without whatever bug once the flash was completed before I sold it. I assumed the flash was merely a masking amanuensis to increase the tolerances of soot/garbage before codes were thrown and a check engine light came on. Anyway, just curious if it remaps the fuel being used to make clean the DPF or what? I never could get a straight answer from the dealer on exactly what the flash improved. Cheers, Darrin.
dreeder wrote:
I assumed the flash was just a masking agent to increase the tolerances of soot/garbage before codes were thrown and a check engine calorie-free came on. Anyway, just curious if information technology remaps the fuel being used to clean the DPF or what? I never could go a straight answer from the dealer on exactly what the flash improved. Thanks, Darrin.
Without knowing the software squad and seeing the alter log, y'all will never truly know what is in that flash.
I believe (cannot instantly confirm) that the firmware and much of the information is encrypted and only decrypted to run the engine.
Now, information technology is possible (with $$$ and expertise and equipment) to figure out what is in the source code, but outside of major competing manufacturers (who ain't telling), I know of no public source for it.
They can change annihilation from programming, information, to whatever they want in a programmable computer organization.
Oh... when they plugged it in, they also collected the encrypted information from your box... and they know if you have been a good or bad boy with their gear.
durallymax wrote:
Do the cummins turbos periodically cycle the vanes like other makes?
iii,000 miles? How much fuel was showing upwardly in the UOAs?
Using the exhaust brake cycles the vanes.
Retired Navy
2007 Dodge Ram 2500 quad cab 6.7 cummins,6 speed motorcar,frazzle brake. Emissions removed.
2007 Open up Route 378SA4S-v,equa-flex and morryde X cistron,wet commodities kit,michelin ltx M/Southward 2 tires
FishOnOne wrote:
Retired Regular army SSG wrote:
on the 6.seven always run with exhaust brake on, that volition help with the vans sticking equally they are e'er moving and in use.
This is not a fix and but prolongs the problem...
Merely normal performance for over 100,000 miles and 5 years on many 6.7 Rams ![[emoticon]](https://lh3.googleusercontent.com/blogger_img_proxy/AEn0k_tzKXbC1ZgoGlvZ063hVdEsL6kRhr4w94FHbHDnLJQnFsNogbPCUb4cbrHiTccukO0r9aqfGDCtwnZhmMvSjCIHEwug68ttrey7loG_QAF2fMbErSRHHg=s0-d "wink")
Retired Army SSG wrote:
on the 6.vii ever run with exhaust brake on, that will help with the vans sticking as they are always moving and in utilise.
This is not a gear up and simply prolongs the problem...
'12 Ford Super Duty FX4 ELD CC vi.7 PSD 400HP 800ft/lbs
"200k Mile Club"
'sixteen Sprinter 319MKS "Wide Torso"
carringb wrote:
Hi guys. Just figured I'd follow upwards since I'm the OP.
Yep, no doubt the sticking problem is related to idling. However, there really isn't a good way effectually idling emergency vehicles, so that will continue. The six.vii's we run have "Clutch-pumps" to provide hydraulic pressure. It'south chugalug driven, and provides college pressures are idle which the Aisin PTO cannot provide. But, that means you can't really utilise most of the hydraulics at a fast idle.
So.... We opted to spend the ~$500 to purchase the tooling to add together cleaning ports to the turbos. If this doesn't work (which our local dealer says information technology doesn't), we may buy a spare turbo then we tin can rotate turbos out of the trucks, and have Bell Turbo rebuild. Long term.... the half dozen.7s may very well exist phased out. Operating costs are too expensive, once yous combine the loftier fuel consumption with 3,000 mile oil changes (the only was to avoid excess oil dilution between services). Plus, we are starting to accept other issues, like early water pump failures, which cause too much downwardly-time for how new the trucks are. There's a chance we may requite a new V10 F650 a try. We know information technology'southward a reliable motor, and for by and large local driving with lots of idling, fuel costs/mile should be the same if not lower.
consider Natural gas a fuel for the fleet,All the OEM's offer them I recall.
2005 Volvo 670 singled freedomline 12 speed
Newmar 34rsks 2008
Hensley trailersaver TSLB2H
directlink restriction controller
-when overkill is cheaper-
FishOnOne wrote:
I'thousand still hearing stories of the half-dozen.7 cummins clogging the turbo's. That'due south a real shame!
...from a Ford V10 fan (who usually posts negative comments about Cummins in general), almost a 4500 series truck that is used in a commercial application that includes a lot of idling.
Just adding some perspective.
carringb wrote:
Deleting emissions equipments is not a viable for us., even though I have no dubiousness that would make the vi.7L much less costly to operate.
Suppose emissions is deleted on half dozen.vii
Not counting fines, etc. and "externalities" costs.
Cost to put stuff back for inspections.
But add together toll of operating motor "out of spec".
No EGR means much higher operating temps.
How does that affect component durability?
A big unknown even before HP/Torque is added by a tuner.
Then count toll of warranty coverage foregone.
carringb wrote:
donn0128 wrote:
How are they driven? Turbo problems are often caused by too much idling or in town driving. Have you tried taking it out on the highway and driving the******out of it first?
Yep, it is used in town primarily. Probably more than and so than whatever of our other truck. I'll be hooking to a double load today (weather permitting), which would be about 30,000 combined, and pulling some good hills.
cabanaman wrote:
durallymax wrote:
Do the cummins turbos periodically cycle the vanes like other makes?
3,000 miles? How much fuel was showing upwards in the UOAs?
Using the exhaust brake cycles the vanes.
And so does driving.![[emoticon]](https://lh3.googleusercontent.com/blogger_img_proxy/AEn0k_tPnHSynxOOs8NBTeQlsLjec9ZCDKOm_o24X_LKTKVCfBysmZLNtOjy2RCjdZ2XDLt464xpbS7vIz5B-qLvOD3yuZAcJ98rswhV-LiClk1pL-elRwwBjJFYTYY=s0-d "rolleyes")
Im talking nearly while sitting in that location idling does the truck exercise it on its own. Yous will hear the other ones exercise it when the exhaust is "missing".
carringb wrote:
ib516 wrote:
...from a Ford V10 fan (who usually posts negative comments about Cummins in general), nigh a 4500 series truck that is used in a commercial application that includes a lot of idling.
Just adding some perspective.
Really? So I'm a Cummins basher now, for describing my experiences with my 6.7L motors? Have you seen ane negative postal service from me about regarding the 5.9 Cummins? Doubtful, since I haven't take had whatsoever issues, bated from a cord of failing EGR coolers because the wrong coolant was used (nosotros didn't know any improve at the time). And, they are fuel efficient, and take non requires any special maintenance beyond what Cummins recommends.
You're right. When I have mechanical problems and am disappointed with operating costs on a fleet of $80,000+ trucks, I should simply sit down back and grin![[emoticon]](https://lh3.googleusercontent.com/blogger_img_proxy/AEn0k_tRy4HChI7tXIEvjAj91Vye-o45siWy7fyzTt6V7IRzQ6VI7yAK9CfLmFyJ4nfnnbrMyv0tVPifubRXJBt6qPe4flDBMVYff2p78Yajef7yRiBvYCiU=s0-d "doh")
We would beloved to observe some more 5.9s to add to the armada. They just but aren't out there, since fleets are smart plenty to hang on to those MDTs, and they weren't actually offered in a class 4/5 configuration.
Ya know what? You lot're right. I shouldn't have phrased that the way I did, my apologies. I must have been having a grumpy moment
durallymax wrote:
cabanaman wrote:
durallymax wrote:
Do the cummins turbos periodically bike the vanes like other makes?
three,000 miles? How much fuel was showing up in the UOAs?
Using the exhaust restriction cycles the vanes.
So does driving.
Im talking well-nigh while sitting there idling does the truck exercise it on its own. Y'all will hear the other ones do it when the frazzle is "missing".
I believe it does, but googled information technology and couldn't observe the link I was thinking of.
* This post was edited 03/13/12 06:16pm by mr. ed *
Yep, no doubtfulness the sticking trouble is related to idling. Nonetheless, there really isn't a good way effectually idling emergency vehicles, so that will continue. The 6.7'southward nosotros run have "Clutch-pumps" to provide hydraulic pressure. It'south chugalug driven, and provides college pressures are idle which the Aisin PTO cannot provide. But, that means y'all can't actually utilise virtually of the hydraulics at a fast idle.
And so.... We opted to spend the ~$500 to purchase the tooling to add cleaning ports to the turbos. If this doesn't work (which our local dealer says it doesn't), we may purchase a spare turbo so we can rotate turbos out of the trucks, and have Bell Turbo rebuild. Long term.... the half-dozen.7s may very well be phased out. Operating costs are too expensive, once you combine the high fuel consumption with 3,000 mile oil changes (the only was to avoid excess oil dilution between services). Plus, we are starting to have other issues, like early h2o pump failures, which cause too much down-time for how new the trucks are. There'south a run a risk we may give a new V10 F650 a attempt. Nosotros know it'south a reliable motor, and for more often than not local driving with lots of idling, fuel costs/mile should be the same if not lower.
3,000 miles? How much fuel was showing up in the UOAs?
ib516 wrote:
...from a Ford V10 fan (who ordinarily posts negative comments virtually Cummins in general), virtually a 4500 series truck that is used in a commercial application that includes a lot of idling.
Just calculation some perspective.
Actually? Then I'chiliad a Cummins basher now, for describing my experiences with my 6.7L motors? Have you seen one negative post from me well-nigh regarding the v.9 Cummins? Doubtful, since I haven't have had whatever issues, aside from a string of failing EGR coolers because the wrong coolant was used (we didn't know any ameliorate at the time). And, they are fuel efficient, and have not requires whatsoever special maintenance beyond what Cummins recommends.
Yous're correct. When I have mechanical problems and am disappointed with operating costs on a fleet of $lxxx,000+ trucks, I should just sit down back and smiling
We would dearest to find some more 5.9s to add together to the armada. They simply only aren't out at that place, since fleets are smart enough to hang on to those MDTs, and they weren't really offered in a form iv/5 configuration.
Source: https://www.rv.net/forum/index.cfm/fuseaction/thread/tid/25841133/print/true.cfm
Posted by: matthewstheiner.blogspot.com
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