most complete spec's I have seen yet

[betterthanstock]

2007 Dodge Ram Heavy Duty Cummins 6. 7-liter Turbo-diesel Engine Details



Engine

6. 7L 107mm bore x 124mm stroke

High swirl (2. 4 DCS) combustion system

17. 2:1 Compression ratio

Machined crankshaft counter weights

Viscous vibration damper



Air Handling

VGT - sliding nozzle (16 vane to eliminate turbine blade pass whistle)

Cooled EGR with cold-side EGR valve

Air inlet throttle

EGR cooler bypass

CCV with coalescing filter



Oil system

Tested with low ash oil API CJ4 (PC10)

Drain interval - 7500 miles

Total capacity - 13 qts on initial fill

Sump capacity - 9 qts low, 11 qts high

Typical oil change capacity - 12 qts

Dump to sump to provide oil pressure quicker

Constrained layer oil pan to reduce transmitted noise



Fuel system

Bosch 3rd generation common rail system

7 micron spin on filter

Tested with ultra low sulfur fuel - 15 ppm

Approved for bio-diesel fuel



Cooling system

Molded composite impeller for improved coolant flow



Electronics

CM2100 ECM

Double the CPU processing speed (40 to 80 MHz)

40% increase in memory



NVH

Constrained layer oil pan

Over running alternator pulley (eliminate shut down squeal)

Intake silencer

Machined crankshaft counter weights

Combustion system (multi injection events)

Block shields

Pulleys modified to reduce 'speaker' effect

Stuffer between transmission adapter and pan

Viscous vibration damper



Specifications



ENGINE: 6. 7-LITER HIGH OUTPUT CUMMINS TURBO DIESEL I-6

Availability ---- Opt. - 2500, 3500; available Jan. 1, 2007

Type and Description ---- Six-cylinder, inline, liquid-cooled,

turbocharged, intercooled

Displacement ---- 408 cu. in. (6690 cu. cm)

Bore x Stroke ---- 4. 21 x 4. 88 (107 x 124)

Valve System ---- OHV, 24 valves, solid lifters

Fuel Injection ---- Electronic high-pressure common rail

Construction ---- Cast-iron block and head

Compression Ratio ---- 17. 3:1

Power (SAE net) ---- 350 bhp (261 kW) @ 3,000 rpm

Torque (SAE net) ---- 650 lb. -ft. (881 N*m) @ 1,500 rpm w/6-spd.

automatic;

610 lb. -ft. (827 N*m) @1,400 rpm w/6-spd. manual

Maximum High-idle Engine Speed ---- 3,500 rpm

Fuel Requirement ---- Ultra Low Sulfur Diesel

Oil Capacity ---- 12 qt. (11. 3L) with filter

Coolant Capacity ---- 29. 5 qt. (28. 0L)

Emission Controls ---- Exhaust after-treatment systems and internal engine

features



TRANSMISSION: 68RFE ORION-AUTOMATIC, SIX-SPEED

Availability ---- Opt. with 6. 7L turbo diesel engine; available Jan. 1,

2007

Description ---- Three planetary gear sets, one overrunning clutch, full

electronic control, electronically controlled converter

clutch

Gear Ratios

1st ---- 3. 231

2nd ---- 1. 837

3rd ---- 1. 410

4th ---- 1. 0

5th ---- 0. 816

6th ---- 0. 625

Reverse ---- 4. 444

Overall Top Gear Ratio ---- 2. 33 with 3. 73 axle ratio; 2. 56 with 4. 10 axle

ratio







I cut and pasted these from supposedly "official specs" at a Texas show.

I already notice that compression ration is given as 17. 2 in the beginning, and then as 17. 3 in the middle of the page. Hmmm.....

 

[Bob4x4]

The one thing I didn't see you mention is higher rail pressure,but I have not seen the psi published yet



Bob

 

[yycguy]

I see in your specs it list's the Auto Trans as a "68RFE ORION-AUTOMATIC, SIX-SPEED" I was under the impression from other post here is that the Orion and the 68RFE where two different beasts? Was I reading wrong or are they the same trans?

Thanks

 

[SNiebaum]

I see in your specs it list's the Auto Trans as a "68RFE ORION-AUTOMATIC, SIX-SPEED" I was under the impression from other post here is that the Orion and the 68RFE where two different beasts? Was I reading wrong or are they the same trans?

Thanks

The other auto transmission is an Aisin 6spd available only in the cab chassis.

 

[yycguy]

So who makes this Trans DC? is it an upgraded 48RE ?

thanks

 

[EMD-Run8]

Yes, the 68RFE is a DC transmission. The Aisin is a PTO capable transmission available only in the chassis cabs. Sweet huh?

 

[Cattletrkr]

The Good: Approved for bio-diesel fuel



The Bad: Over running alternator pulley (eliminate shut down squeal)



The Ugly: Emission Controls ---- Exhaust after-treatment systems and internal engine features



Maybe an over running alternator is more common than I think. Never heard of that before. Of all the things to worry about, that cute little chirp is on the bottome of my list. Just sounds like it's one more thing to go wrong on a $500 alternator.

 

[cerberusiam]

So who makes this Trans DC? is it an upgraded 48RE ?

thanks

Yep, home grown (albeit a little Daimler influence) new design based on the 545RFE in the ligher vehicles. My sincere hope is they LEARNED and built it heavy enough to take the constant hammering. If they did, and they didn't hire the same guys that did the Ally and TQ Shift programming, it should a SWEEEET combo!! Oo.



What I don't like is all the emissions and NVH garbage that will inevitably be an expensive pain. Diesels are supposed to be loud, obnoxious and smoky! The "kinder gentler" Cummins is going to take some getting used.



I'm keeping my 12V for an occasional fix. :-laf

 

[Coalsmoke]

VGT - sliding nozzle (16 vane to eliminate turbine blade pass whistle)

DAMN



and then under NVH (whatever NVH stands for?)

Intake silencer

Alright, something we can take out Oo.

 

[KCJackson]

NVH = Noise-Vibration-Harshness. An industry term to describe unwanted "atmosphere" for the occupants. Reducing NVH is a goal to improve comfort levels.

 

[Coalsmoke]

NVH = Noise-Vibration-Harshness. An industry term to describe unwanted "atmosphere" for the occupants. Reducing NVH is a goal to improve comfort levels.

Thanks KC. And to think I like the fact that my truck rattles and barks. I must have my priorities wrong :-laf

 

[blacksheepdiesel]

Coalsmoke,



Drop to your knees and thank God that you are not a sissified, homogenized, gender neutral, feminazi-ized, androgynous, metro-sexualized, shell of a former man!!! Men were created by God to be wild at heart and love noise, adventure and excitement and when men move away from being wild like God created them to be then a huge part of them withers & dies.



Godspeed,

Trent

 

[Coalsmoke]

Coalsmoke,



Drop to your knees and thank God that you are not a sissified, homogenized, gender neutral, feminazi-ized, androgynous, metro-sexualized, shell of a former man!!! Men were created by God to be wild at heart and love noise, adventure and excitement and when men move away from being wild like God created them to be then a huge part of them withers & dies.



Godspeed,

Trent

:-laf I couldn't agree more. Maybe we could take the EPA to court being that all this restriction from truck enjoyment is against our rights. They're degrading our quality of life

 

[mhenon]

You two would love my '02... . especially the noise. I can take the vibration and harshness..... the noise... ..... not so much.

Mike

 

[Monstar]

I know this is kind of off topic, but I spoke to a friend of mine who designs fuel systems for Bosch. He says that the MINIMUM recommended filter for the 3rd gen common rail system is a 5 micron, and that a 2 is recommended. What is dodge thinking with the 7 micron filter?



He also claims that chevy's fuel filter was the reason for the injector issues with the early izuzumax diesels.

 

[DPKetchum]

Some of the G. M. forums I've been on and a G. M. diesel tech(20 odd years same dealer etc) that the NEW lower Micron filter on G. Ms. has not stopped the injector issues on the older model DuraMaxes. It might have helped but its also a design issue. The tech I talked to said ONE of the DuraMaxes is not having that issue(LLY/LBZ and so on) they use a differant injector. I "assume" its the higher horse Dura that is not having issues. Some guys on the G. M. sites have got every fuel filter combo there is and still have injector failure. Maybe not as often or frequent but still fail.

 

[yycguy]

I understand that the new filter on the 6. 7 is a screw on, so why not change the filter to a lower micron filter? the fuel pump should be able to handle it?

 

[mhenon]

I'm sure Bosch sends endless letters of concern to DC about their low pressure in-tank boost pumps, 10 micron fuel filters, etc. , etc. . This was DC's way of "caving in" to Bosch's constant complaints of IP failures... . "OK. . We'll put in a better filter... Jeeess!".

I've gone to dual filtration... 20 micron filter/water seperator before the LP and 2 micron after. Big-a** screw-on Fleetgaurd filters too. Overkill? Yep. . but clean fuel is now off my check list of things to worry about.

Mike

 

[Brayden]

My sincere hope is they LEARNED... . and ... . didn't hire the same guys that did the Ally and TQ Shift programming, it should a SWEEEET combo!! Oo.

Yeah me too. . Because the Allison and Torqshift shift so poorly from the factory. They're better than what has ever been offered by DC.



The Aisin 6 speed is a direct knockoff of a 1000 series Allison. They come in for a plant tour, and whaddyaknow 2 years later they have a carbon copy... They'll have to do their homework on the controls. . It's not as easy as one might think.

 

[CUMMINZ]

I pulled the trigger the first of the year and got a 2006 with 48re and have been totally satisfied. I am going to wait for a year or so to give the bugs a chance to crawl out of the 6. 7 & six speed auto.