07.5 6.7

[Newt]

I'm looking at a couple of early 07 manufacture date 6. 7's for possible purchase. Have the computer flashes taken care of the early 6. 7 problems for these trucks?



Newt

 

[Garlic]

07. 5 with the required reflashes, 32K on the clock and no issues.

 

[AHarris]

Ditto above--16K, latest reflashes and routine service--zero problems. Love it!

 

[HBarlow]

Probably as important to trouble free operation of the new ISB6. 7 engines as the computer reflashes that have been developed is the way the truck is operated. It appears that the trucks that tow and work hard are likely to be trouble free whereas the trucks used for daily short distance commuting are more likely to have issues.

The issue seems to be typical exhaust gas temps. If the truck is worked harder sustaining higher egt on average the regeneration process seems to work better.

 

[KEpperly]

My march 07 build truck has no motor problems to this date of its 16,500 miles. Tows awsome. I drive mine half tow and drive around town short distance. some times its for thousands of miles each way. for a long time there was no dpf on my truck and it ran real good. with it back on it runs flawless but the fuel mile sucks a little worse now.

 

[AHarris]

Trouble free

Probably as important to trouble free operation if the new ISB6. 7 engines as the computer reflashes that have been developed is the way the truck is operated. It appears that the trucks that tow and work hard are likely to be trouble free whereas the trucks used for daily short distance commuting are more likely to have issues.



The issue seems to be typical exhaust gas temps. If the truck is worked harder sustaining higher egt on average the regeneration process seems to work better.

My truck tows occaisionally but also gets a lot of short trip driving as well. Conscious of the posts in this forum about this motor and short trip driving, I do the following:



1. Always use the exhaust brake.

2. Even on a short trip, I ensure the engine gets up to normal operating temperature before I shut it off.

3. Don't lug the engine when it's cold... . keep the RPMs over 1,800 for short trips in town.

4. Make sure it gets a good long drive (10-20+miles) every 2 weeks.

5. Always keep the truck clean, serviced, and watch where I get my fuel (no additives or other aftermarket junk--everything is stock). Latest reflashes are installed and the only stuff I use on this truck (oil/filter/etc) comes from MOPAR or Cummins.

6. I made sure I broke the truck in right during the first 500 miles and follow the directions in the owners manual and the Cummins DVD that came with the truck religeously.



I am fortunate I live close enough to work where I can walk or ride my bike, so I don't need to use the truck much during the week unless it's raining or I need to get something at the store that's too big to carry on the bike.



2 years and 16,000 miles of this--never a single hiccup, CEL, or anything. 100% trouble free since the first time I started the engine with 7 miles on the odometer.



Just pulled my camper across the country from California... trouble free and she pulls like a bull!



Sure guys out there enjoy bombing their trucks and more power to them--I like mine just the way it was originally built. I am not a mechanic and don't have the expertise or time to tinker. When I get the time and desire to tinker around, I'll go pick up an old 12-valve.



The only thing I would change is to get rid of the DPF and complicated emissions junk. But as long as it's trouble free, I'll just leave it all alone and enjoy my truck

 

[HBarlow]

My truck tows occaisionally but also gets a lot of short trip driving as well. Conscious of the posts in this forum about this motor and short trip driving, I do the following:

1. Always use the exhaust brake.
2. Even on a short trip, I ensure the engine gets up to normal operating temperature before I shut it off.
3. Don't lug the engine when it's cold... . keep the RPMs over 1,800 for short trips in town.
4. Make sure it gets a good long drive (10-20+miles) every 2 weeks.
5. Always keep the truck clean, serviced, and watch where I get my fuel (no additives or other aftermarket junk--everything is stock). Latest reflashes are installed and the only stuff I use on this truck (oil/filter/etc) comes from MOPAR or Cummins.
6. I made sure I broke the truck in right during the first 500 miles and follow the directions in the owners manual and the Cummins DVD that came with the truck religeously.

I am fortunate I live close enough to work where I can walk or ride my bike, so I don't need to use the truck much during the week unless it's raining or I need to get something at the store that's too big to carry on the bike.

2 years and 16,000 miles of this--never a single hiccup, CEL, or anything. 100% trouble free since the first time I started the engine with 7 miles on the odometer.

Just pulled my camper across the country from California... trouble free and she pulls like a bull!

Sure guys out there enjoy bombing their trucks and more power to them--I like mine just the way it was originally built. I am not a mechanic and don't have the expertise or time to tinker. When I get the time and desire to tinker around, I'll go pick up an old 12-valve.

The only thing I would change is to get rid of the DPF and complicated emissions junk. But as long as it's trouble free, I'll just leave it all alone and enjoy my truck

I like to read the satisfied owner reports like this one.

Based on some recent trouble reports and recent comments made by dealer techs like Mike Mullenax I'm beginning to think that a set of gauges, at least an EGT pyro gauge, may be very important to keeping our trucks troublefree.

If the owner has an EGT gauge he will quickly recognize when his engine is in the regen mode. Based on what others have written it seems that it is better to get on the highway and let it run 20 or 30 minutes at cruise speed, however long it takes to allow EGT to drop back to normal, rather than shut it down if the ECM is in a regeneration cycle. I've read reports, possibly opinions rather than direct knowledge, that it is the shutdowns and restarts during a regen cycle that causes the excess fueling, cylinder washdown, and crankcase oil dilution.

Can anyone add to this thought?

 

[JohnBower]

Has anybody used the Edge Insight or the MSD Dashhawk to monitor regeneration parameters to see if there is a way to drive these trucks to reduce regens or to make sure that they complete? Information like this would be helpful, I think.