Attention: TDR Forum Junkies 
A couple weeks ago, I was hauling approx. 10,500lbs with my 2009, 6. 7L, 3. 73 gears, equipped Ram (41,000 miles, completely stock). The exhaust brake button was engaged, and I was approaching my turn, so engaged the clutch, and dropped ‘er down into 3rd gear (traveling approx. 35 – 40 mph). I let the clutch out (nothing short of normal) and the truck started bucking like a bronco at the world’s fair, and the exhaust brake felt and sounded like it was kicking in and out of operation. So I quickly re-engaged the clutch, and used the trucks hydraulic braking system to slow down and make the turn. After I made the turn I let off the clutch and hit the accelerator. Instead of the turbo engaging and feeling the boost, it sounded as if the exhaust brake was still operating. So I cycled the clutch, and after a second or two the turbo seemed to engage, RPMs rose, and I was able to haul the load to my destination. However, it didn’t seem like the same beast it once was. The turbo kept operating quite abnormally. It would engage (full boost) at 1200 RPM and never disengage, or disengage at 3100+ RPMs (which is red line for my truck) or it wouldn’t engage at all, or it would cut in and out. There was no method /rhythm/pattern to its operation anymore. As a result, the check engine light came on, found the code, turbo failure, so I took it to the dealer for repair, because it is a warranty item.
Talking to the dealer, the only thing they are concerned with is replacing the turbo. But I want to know what could have caused this problem. Because I have performed the same procedure hauling the same trailer and same skid steer twice before with no problems.
So I walked around back and found a diesel mechanic named Carl. Speaking with him I discovered he had a wealth of information regarding the 6. 7s. But basically, the ONLY thing that we could decide upon, that could have possibly contributed to this occurrence (from a preventative/scheduled maintenance standpoint), was the fact that I was still running the original fuel filter (which he repeatedly told me to make sure I change every 15,000 miles). He explained that this could lead to a plugged up/malfunctioning EGR valve and dirty exhaust, resulting in turbo failure (due to an order of operations type scenario). Anyways, it is going to take 2-3 weeks for them to replace the turbo because it is on back order.
I say all that, to say this… Has anyone else had this experience or similar? I have noticed several different people on here, who have had to have their turbo replaced with <40,000 miles on their odometer. Also, will the old turbo be sent back to Chrysler or Cummins for analysis? I would really like to know what factor(s) contributed to this failure so that I can take preventative measures, or, possibly forecast/prepare for other engine problems resulting from this incident. Did I use the exhaust break improperly? I have hauled several loads (greater than and less than 10,000#) and operated the exhaust break in the same manner, with no adverse effects. Any feedback would be greatly appreciated.
Thank You,
Bobby H.
Talking to the dealer, the only thing they are concerned with is replacing the turbo. But I want to know what could have caused this problem. Because I have performed the same procedure hauling the same trailer and same skid steer twice before with no problems.
So I walked around back and found a diesel mechanic named Carl. Speaking with him I discovered he had a wealth of information regarding the 6. 7s. But basically, the ONLY thing that we could decide upon, that could have possibly contributed to this occurrence (from a preventative/scheduled maintenance standpoint), was the fact that I was still running the original fuel filter (which he repeatedly told me to make sure I change every 15,000 miles). He explained that this could lead to a plugged up/malfunctioning EGR valve and dirty exhaust, resulting in turbo failure (due to an order of operations type scenario). Anyways, it is going to take 2-3 weeks for them to replace the turbo because it is on back order.
I say all that, to say this… Has anyone else had this experience or similar? I have noticed several different people on here, who have had to have their turbo replaced with <40,000 miles on their odometer. Also, will the old turbo be sent back to Chrysler or Cummins for analysis? I would really like to know what factor(s) contributed to this failure so that I can take preventative measures, or, possibly forecast/prepare for other engine problems resulting from this incident. Did I use the exhaust break improperly? I have hauled several loads (greater than and less than 10,000#) and operated the exhaust break in the same manner, with no adverse effects. Any feedback would be greatly appreciated.
Thank You,
Bobby H.
