"04.5 KA-POW (Now What)

[jwilliams3]

Another satisfied BANKS customer.





Sorry to hear about your loss of money and time!!

 

[ceaman]

It isnt at Ganley West its at the Ganley in Bedford..... Friends never hurt, Could only help to make the dealer and DC know there are others watching the outcome... .



My father is looking to buy a new one and is watching closely how this all ends up... . Not to mention the wife and I have purchaced 7 new Dodge vehicles since 2001...

If this all fails I will start looking at a Ferd.

 

[lil red cummins]

well thats good too. 2 of my caravans came from ganley in bedford. if i get in that area, i will stop and ask about my friends "blown up cummins"

jim

 

[MCornwell]

If this all fails I will start looking at a Ferd.

Yeap, that would solve all of your mechanical woes.



-Mitch :-laf

 

[ceaman]

Mitch... thats a good point!...

 

[CumminsBu]

I'm noticing a bit of a pattern, here. #5 pistons burnt on both trucks. Does anyone think that the aftermarket exhaust manifold made by ATS would help with this problem? Or, is it just an injector or high performance module issue. Curious as to what You guy's that are really knowledgeable about these engines think. I think I've read, here, that numbers 5 and 6 do run hot. Thanks, for Your opinions. I'm sorry to hear of the problems You other guy's are having. Joe F. (Buffalo)

I read in a TDR magazine a few issues back. (I think a friend has now. ) That #5 cylinder had more backpressure then the other cylinders. That #4 and #5 cylinder share the same exhaust port to the turbo. Because of this the #5 cylinder will run hotter.

 

[n9oig]

I just turned 100K on my 2004. 5 bought new April 19 I also pull RV Trailers.

 

[Vaughn MacKenzie]

Yep when I removed the stock manifold on my '03 it was clear Cylinder #4 and especially #5 have a tortuous exhaust route to the turbo. POC manifold design if you ask me. ATS is a major improvement.



Vaughn

 

[ceaman]

here is a picture of the motor ... ... i went up today to check it out

 

[ceaman]

picture of the piston and hole

 

[jnelson]

Ceaman - Did you have an EGT gauge? If so what are your egt's runnning while accelarating from a stop and climbing hills. I can get up to 1500* easily upon accleration and on climbing hills. And thats stock! 1200-1300 is common place.



I'm like you - if this is going to be an issue that Dodge will not address - its will be time for me to jump ship. No ford for me - I'll go Duramax.

 

[ButchJ]

Sorry about your truck, at least you got more miles on your truck than I did, my engine let go with 385 miles. My problem was #6 piston had hole in it and both intake valves missing parts off edge of valve. I did not have any oil blowing out but lots of smoke and noise. Dealer replaced engine.

 

[rbattelle]

:--) I am speachless (almost). This fuel system scares the pants off me (not literally).



-Ryan

 

[CAgnoli]

I don't want to sound ignorant... . but (forgive me, I don't know engines... ) How is it that an injector failing can cause that much damage?



Next question, is there some type of aftermarket doo dad that can test the injector's at random while driving, just to ensure that a bad one get's replaced as soon as it is suspect? I don't plan on making any modifications past a filter setup, but to see a stock truck go up in smoke in 87k, well... ... I bought this truck because of the "450,000 mile service life for the engine... ) I'd hate to have to go back to trading in every 20 months... .



Thanks!

Chris

 

[ceaman]

I have only saw egts above 1300º when I first purchaced the truck ... pulling a 20k trailer thru the mojave at 115º. When the truck went boom it had a EGT of 900 degrees (post turbo).



An injector could cause that much of a problem from either a stuck closed injector, causing a lean conditon, or stuck open condition, causing too much fuel at the wrong injection timing. A few storys I have heard from guys who said after this type of event they drained 8 gallons of deisel and engine oil out of the pan.

 

[ceaman]

MARC,



Forgot to say nice meeting you today... . Thats a great looking truck you got too! Id love to go for a ride on dry pavement some time!

 

[Vaughn MacKenzie]

ceaman from the pictures it appears #5 was damaged badly like the entire piston crown was softening and melting from too much heat, but the others look OK.



It must have been an injector that wasn't shutting off completely. A lean condition has the opposite effect on a diesel. . . the cylinder will run cool. Heat is proportional to the amount of fuel injected.



Another theory since the pattern doesn't look uniform it could be one or two of the injector nozzle holes were plugged, and so there was more of a stream of fuel acting as a torch on the piston crown and lasering a hole in it.



900F post turbo sounds warm to me by the way, especially if you have the stock turbo. Your pre-turbo EGTs could easily be 1300 - 1400F. There is more of a temp drop across a turbo when it's restrictive like the stockers are.



Good luck with everything. Vaughn

 

[ceaman]

Vaughn,



I often have complained about the high EGT's in this truck... . I informed the dealer of it on a repeat service visit for a reoccuring problem but was told that after contacting STAR, that it was felt i shouldnt worry about the temps or even bother to monitor them as it was just the nature of the new 600 motor... So when I had told them that I thought actual temps were occasionally 1500º pre turbo..... they said no big deal...

 

[Kirwin]

Dealers and 1500 F EGTs

Most dealers that I have dealt with do not understand the limits associated with the Cummins diesel engine. They just know that Chrysler will back them up on a warranty claim on a stock engine so they don't worry about anything you tell them about high EGTs! Or anything elce that you learn on here! Otherwise you wouldn't have to point out to them things like there is a TSB about this patricular problem with my truck. Here I printed a copy off the TDR for you! All IMHO. Ken Irwin

 

[HBarlow]

ceaman, I'm sorry for the problem you are experiencing, particularly since

you were earning a living with your truck.



I find it very interesting that you were experiencing EGTs as high as 1500 degrees with a stock engine and that Cummins reportedly said this was nothing to worry about. My truck, a Gen II 24 valve HO with electronic injection pump, has always produced high EGTs also. I was not thoughtful enough to have gauges installed immediately after buying the truck new. It was not until Bosch 275 hp injectors were installed that I installed gauges so I don't have a baseline maximum EGT number for a stock engine. I wonder if all Gen II HO engines and all Gen III HPCR engines run hot as your engine does (did).



My truck has more than adequate power for pulling hills fully loaded but I frequently have to back out of the throttle to avoid excessive high EGTs. TDR members have always told me that EGTs above 1300 should be avoided as likely to melt a piston and destroy an engine so I try to keep temps in that range. But, I "gotta" confess, EGTs have exceeded that figure many times for short periods.



The fact that a dealer is telling you that Cummins says it's no problem is intriguing to me. I wonder what maximum pre-turbo EGT Cummins engineers consider safe and acceptable. I wonder if all Gen II HOs and all Gen III HPCR engines run with 1500 degree exhaust temperatures.



Does anyone have gauges on a factory stock Gen III HPCR engine that can tell us what full power loaded EGTs they are seeing?



Harvey