2023 6.7PSD Utilizes 9th Injector for Regens
Hotshot
Joined: Apr 2013
Posts: 10,105
Likes: 643
From: NH
Not true. You can enable manual regen and the DPF screen and then disable automatic regens. When towing I can easily go for a thousand miles without a regen. Also if the exhaust stroke injection is not causing oil dilution, then deleted trucks should see it too, and they don't.
So you're telling me a deleted truck with a leaky injector won't make oil? How many stock trucks are making oil? I don't think its a major concern for most of the trucks out there.
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Lead Driver
Joined: Feb 2005
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From: The Great State of Texas
I don't see fuel dilution as a major issue from exhaust-stroke regens. Think about it - the extra fuel is injected just before the exhaust stroke and the exhaust valves open the instant the injection is done. There is no compression, just air pressure pushing the dead end-gases from combustion and the extra fuel out. The natural easiest path for the extra fuel to go is out the exhaust. Could fuel get past the rings? Sure, but probably minute amounts. The 6.7L Ford has the highest oil capacity of any of the current "Big 3" diesels, and therefore by design can handle the most oil dilution. Possibly this is one reason why the Duramax stands at only 10 quarts, because of the 9th injector design. But I just don't see it as an issue on an engine with good compression in good condition.
Active regens must occur even if your truck pulls 30,000lbs every single time its driven, simply because of a manufacturer-programmed cycle to "prove" the the DPF delta pressure sensors work. Granted, these are shorter than a full normal regen. But even hard-working trucks are going to idle quite a bit, and that's just the way it is. Passive regen never clears everything out.
Active regens must occur even if your truck pulls 30,000lbs every single time its driven, simply because of a manufacturer-programmed cycle to "prove" the the DPF delta pressure sensors work. Granted, these are shorter than a full normal regen. But even hard-working trucks are going to idle quite a bit, and that's just the way it is. Passive regen never clears everything out.
In addition the cummins is no longer the gold standard in these HD trucks
Hotshot
Joined: Apr 2013
Posts: 10,105
Likes: 643
From: NH
From the time the regen fuel sprays to the time the piston pushes it out, there’s hardly time for fuel droplets to sit on the cylinder walls. And the fuel is highly atomized, given the 30,000 psi it sprays out at.
I’d still say Cummins is the gold standard. The B series 6.7 found in the pickups is also found in just about every medium duty you can imagine, from International to the Paccar version in the KWs and Pete’s. As far as the RAM trucks, they need a new transmission but not a new engine.
I’d still say Cummins is the gold standard. The B series 6.7 found in the pickups is also found in just about every medium duty you can imagine, from International to the Paccar version in the KWs and Pete’s. As far as the RAM trucks, they need a new transmission but not a new engine.
Cargo Master
Joined: Jul 2011
Posts: 2,650
Likes: 961
From: Walpole, MA
This is so true, the 68re has been in service longer than the 6R140 was even offered IIRC. Not sure if any significant changes were made on the aisin trans. Personally, the 48re I had in my 04.5 Cummins was comparable to the 4R100 I had in my 02 but definitely behind the 5R110 and Allison of the same time. Dodge always seems to lag a bit behind on the slush boxes.
FTE Legend
Joined: Mar 2017
Posts: 31,760
Likes: 9,113
From: Western NY
Just bringing it up because it's part of the conversation but both our local tow companies ordered Ram flat beds 6.7 Cummins trucks and always had Ford's prior... When they couldn't get Fords. Neither of them liked the Rams. My buddy has his Ram 5500 and hates it. Has an F550 on order and waiting... Says the trans doesn't shift as good, likes the Powerstroke better and says a smaller vehicle on the flat bed loads down the springs which never happened to the Ford's... Not looking to start a Cummins versus Powerstroke debate just making a comment.
On with the thread...
On with the thread...
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Lead Driver
Joined: Feb 2005
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From: The Great State of Texas
From the time the regen fuel sprays to the time the piston pushes it out, there’s hardly time for fuel droplets to sit on the cylinder walls. And the fuel is highly atomized, given the 30,000 psi it sprays out at.
I’d still say Cummins is the gold standard. The B series 6.7 found in the pickups is also found in just about every medium duty you can imagine, from International to the Paccar version in the KWs and Pete’s. As far as the RAM trucks, they need a new transmission but not a new engine.
I’d still say Cummins is the gold standard. The B series 6.7 found in the pickups is also found in just about every medium duty you can imagine, from International to the Paccar version in the KWs and Pete’s. As far as the RAM trucks, they need a new transmission but not a new engine.
Making the Gold Standard will be a hard sell to convince me.
Hotshot
Joined: Apr 2013
Posts: 10,105
Likes: 643
From: NH
I’ve had two RAM Cummins trucks, still have one, heavy towing for both, for my business. Both have been great engine wise.
That said, I’m pleased Ford is doing the 9th injector design. I just don’t think the exhaust stroke method causes too many issues, and if it does, the engine wasn’t properly designed for it.
That said, I’m pleased Ford is doing the 9th injector design. I just don’t think the exhaust stroke method causes too many issues, and if it does, the engine wasn’t properly designed for it.
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Lead Driver
Joined: Feb 2005
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From: The Great State of Texas
I’ve had two RAM Cummins trucks, still have one, heavy towing for both, for my business. Both have been great engine wise.
That said, I’m pleased Ford is doing the 9th injector design. I just don’t think the exhaust stroke method causes too many issues, and if it does, the engine wasn’t properly designed for it.
That said, I’m pleased Ford is doing the 9th injector design. I just don’t think the exhaust stroke method causes too many issues, and if it does, the engine wasn’t properly designed for it.
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Cargo Master
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From the time the regen fuel sprays to the time the piston pushes it out, there’s hardly time for fuel droplets to sit on the cylinder walls. And the fuel is highly atomized, given the 30,000 psi it sprays out at.
I’d still say Cummins is the gold standard. The B series 6.7 found in the pickups is also found in just about every medium duty you can imagine, from International to the Paccar version in the KWs and Pete’s. As far as the RAM trucks, they need a new transmission but not a new engine.
I’d still say Cummins is the gold standard. The B series 6.7 found in the pickups is also found in just about every medium duty you can imagine, from International to the Paccar version in the KWs and Pete’s. As far as the RAM trucks, they need a new transmission but not a new engine.
Hotshot
Joined: Apr 2013
Posts: 10,105
Likes: 643
From: NH
You’ll find problems with any engine, but that doesn’t make them worse than the alternatives. For example, just about every International Durastar / MV chassis that is ordered has a “C” on the fender and not the standard Maxxforce engines.
I really like the Ford 6.7, but not the CP4 pump. We have a local waste management company and the owner loves Ford. Bought a bunch of late model F750 trucks with the 6.7 and unfortunately has seen several engine failures at low mileages. He’s buying Hino and International chassis now. Doesn’t mean the 6.7 is a bad engine, just means there are failures and problems everywhere.
I really like the Ford 6.7, but not the CP4 pump. We have a local waste management company and the owner loves Ford. Bought a bunch of late model F750 trucks with the 6.7 and unfortunately has seen several engine failures at low mileages. He’s buying Hino and International chassis now. Doesn’t mean the 6.7 is a bad engine, just means there are failures and problems everywhere.
Laughing Gas
Joined: Apr 2023
Posts: 902
Likes: 1,817
From: SE PA
My 2023 F250 XLT has done 2 regens, one at 560 miles and another at 520 miles. Both were done when the DPF was at 90 - 95% and the regens were only 5 to 10 minutes of suburban driving. The DPF showed 0% after each one. I don't have the fancy 12" digital gauges but the small screen does have DPF and DEF %, turbo boost and engine braking as well as oil, coolant, and trans temps. It can be found on the measurements screen, which may not be defaulted from the factory. When on the measurements screen press OK on the steering wheel to scroll through the 3 measurement screens, The DPF and DEF are on the third one. To get to it select "Menu", then "Select Screens" and select the measurements screen. You may need to deselect one of the other screens as the number that can be scrolled is limited.
Banned
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Giving the DPF its own dedicated fuel injector to light off regens is only one of the many reasons I would say Ford builds a technically superior truck to Ram at this point. Spraying a bunch of fuel into the back cylinder washes it down and will cook the valves and turbo. Put that downstream of the engine and it’s adds complexity and cost but is a win for guys who want their truck to last.
