There is a lot of confusion about the Dodge Ram 2500 and 3500 Cummins Diesel change over from 2006 to 2007 model year including when does it happen? 2007 model year vehicles arrive on dealer lots in September of 2006, yet the new low-sulfer diesel fuel mandate begins in January of 2007 along with the new 2007 350hp 6.7L Cummins engine.
Dodge will continue to provide the 5.9L 325hp Cummins until then. So you can have a new 2007 with the 5.9L Cummins (600) for a few more months. This is the UNMODIFIED, I’ll burn any fuel Cummins we all know and love. Well almost. It takes 10,000 miles to get the MPG up to where is should be at 17-18 city/21+highway, but it is quieter than the pre-2004 models. Another great feature of the new 3007 6.7 is a six speed AUTOMATIC transmission. YAHOO!
But let’s go back to the really confusing thing about this new fuel and who can burn what where and when…
This is how the Cummins engine is dealing with the demand for a 90% reduction in airborne exhaust particles caused by the old diesel fuel, according to the factory; “Enhancing diesel-powered performance of 2007 Dodge Ram Heavy Duty trucks is an electronically-controlled Variable Geometry Turbocharger (VGT), which precisely matches boost pressure with the engine’s needs. The 6.7-liter engine’s VGT utilizes 16 fixed vanes and a sliding yoke, providing variable geometry, as well as an electric valve. The VGT produces optimum combustion control, reduced emissions and a quiet and lag-free throttle response. Decreasing NOx emissions is a next-generation cooled Exhaust Gas Recirculation (EGR) system. The Cummins 6.7-liter engine’s EGR system is water cooled, with the air reintroduced into the intake system, keeping turbo and intercooler components clean, which increases the engine’s durability. Within the 6.7-liter Dodge Ram Heavy Duty exhaust system, reducing particulate matter is achieved through a self-cleaning Diesel Particulate Filter (DPF). The muffler is isolated from the emissions control system, therefore customers may remove the muffler without violating emissions compliance. The emissions system is designed for a government-certified 120,000 miles.”
All diesel truck manufacturers must make thie transition to this new fuel mandate, while keeping the horsepower and torque (pulling power under load) performance at optimum levels to keep consumers happy. The ability of the vehicle to tow a recreational boat or a trailer laddened with a backhoe while making twists and turns off-road can put quite a strain on the frame, especially when the payload is lugging 2500+ lbs with another 13k on the trailer hitch.
SO, who’ll be the winner in all this confusion? It’s supposed to be the public; enjoying healthier air quality, cleaner skies and such. Here’s the deal…
There are two diesel fuels on the market right now: S500=LSD which is low sulfur diesel and can burn in any model 2006 or older, gradually to be phased out over time (2010) by the S15=Ultra Low Sulfur Diesel which is for 2007 models and those to be built in the future. The S15 had to be ready for the retail (consumer vehicle) market by October 15th, 2006 in 49 states, September 1st, 2006 in California. Many petroleum manufacturers started labeling their pumps June 1st, 2006, adding another layer of confusion to the mix.
As of today (October 1st 2006) You will find the “regular/S500″ diesel product marked “NOT FOR 2007 models” but that does not include the 2007 Dodge Ram 2500/3500 with the 5.9L Cummins diesel because this engine does not have the air intake configuration.
The S15/Ultra lowSulfur Diesel is strictly for the 2007 new engines. It is important to make the distinction for two reasons:
1. Availability. The refineries are trying to get a grip on production needs and consumer demand for the S15, so cost and availability could get tricky going forward.
2. Performance. We know what the current 2004 and newer Cummins 5.9L can produce for MPG burning S500 or bio-diesel or E85 (ethanol mix). We have no idea what the fuel economy numbers will really be when the 2007 6.7 L hits the streets 1/1/07.
SO, my advice is to buy a model-year closeout 2006 5.9L Dodge Ram Cummins Diesel and get a great deal with all the incentives available, and be happy. If you can’t find an 2006, go for the 2007 with the 5.9L while it is still available. This is a known engine that’ll burn anything and everything. Just know you need to give it 10k miles to break-in before you will see the 17-18 city/21+ hwy mph. —-
Sarah Lee Marks is a 20 yr. veteran of the automotive industry. Visit her website www.mycarlady.com for more helpful hints.
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THANKS FOR THE LOW DOWN ON S15 DIESEL AVAILABILITY. CAN IT HAPPEN WITHOUT BIODIESEL MIX? HOW DO REFINERS LOWER THE SULPHUR CONTENT TO 15 PPM?
ON ANOTHER MATTER, MY NEW 2006 DURAMAX FUEL FILTER FROM GM LISTS AT $375.00 FROM THE DEALERSHIP. IS IT A MERCEDES FUEL FILTER? WHY THE REDICULOUS PRICE FOR A MAINTENANCE ITEM? I HAVE WRITTEN GM ABOUT IT BUT NO ANSWER IS FORTHCOMING.
Comment by THOMAS SANQUINI, VMD — 10/19/2006 @ 6:38 am
Actually refiners are going to lower sulfur to 8 ppm. This is necessary since it will take a very long time for the logistics chain (pipelines/trucks/terminal/retail tanks) to eliminate contamination by older fuels. The 15 ppm level will regulated at the retail pump. They get to 8 ppm by more intense refining practices which is why, in addition to the billions of dollar of capital investments required, the fuel is likely to cost more. It was originally forecast to cost as much as $1.50 but that was for the original small runs. The estimates have fallen to 5 to ten cent range. However, looking at Flying J daily fuel prices it appears that it is going no more than 2 cents more and even is shown as less in some cases.
Comment by Ecker Hill — 10/26/2006 @ 5:28 pm
Thanks for the info. I just picked up last week a 2006 Dodge 2500 Diesel and now I’m crusin’ the web for info (cause they don’t include any on the diesel in the owners manual!).
And as an end of the year incentive, I got $7,000 off MSRP… that’s $4,000 factory incentives and an extra $3,000 cause I threatened to walk out the door.
Comment by dale — 12/04/2006 @ 7:39 am
I just stumbled across this post looking for mpg info on the 5.9 and found some of your info really helpful and reassuring. I am just sealing a deal on an ’06 2500 Cummins. The rig MSRP’s at 40K, and with my Friends + Family discount through my employer and all the year end incentives I’m walking away with it for $27,500 before taxes. GET ONE WHILE THEY LAST!
Comment by kpgramps — 01/08/2007 @ 5:48 pm
Ok, so i just found your website and i bought a 2007 3/4 ton 6.7 dodge cummins 2 weeks ago. the dealer said i could use any diesel at a station. this whole diesel thing is new to me. i read that the lower s15 could cause the engiens to develop leaks from dryness?? a salesperson at the dealer ship said i needed to add something to the fuel. what would you suggest??
Comment by jen — 04/26/2007 @ 4:43 am
Great article! Airaid cold air intakes can boost engine power and improve fuel economy. These Cummins engines are not cheap so thanks for the great information.
Comment by David — 05/27/2007 @ 4:34 pm
Using diesel really is quite efficient and relatively low on emissions, especially the new release engines that meet the EU standards. We sell parts and engines for vehicles of this size and bigger. If you need any advice please feel free to contact http://www.minardsdiesel.com we export around the world.
Comment by Minards Diesel — 10/21/2007 @ 9:25 pm
Jessie…
Cool post. 100% great content everytime. Thanks for sharing….
Trackback by Jessie — 04/25/2008 @ 11:56 am
Jessie…
Thanks for the info. By the way, I am a big fan of your site. Keep up the great work….
Trackback by Jessie — 04/25/2008 @ 1:47 pm
I’m looking at buying an 06 Dodge 5.9. If theystart changeing the fuel over to this new stuff is it going to be hard to find the diesel fuel that runs well in this model in the future? I don’t put a ton of miles on and plan on having this truck for the long run.
Comment by Deana — 08/22/2008 @ 12:17 pm