REMOVING CUMMINS 6.7 EGR & DPF
I promised you the inside scoop on what’s going on with the 2007 Dodge Ram 2500/3500 Cummins Diesel 6.7l check engine light, poor fuel economy and other “issues”.
Over the past year many of you loyal Dodge owners have suffered (as noted in your comments) and here is the video on the subject of REMOVING THE Cummins 6.7 Diesel EGR and/or DPF, as told to me by some very experienced and highly respected Dodge-trained technicians.
[youtube=http://www.youtube.com/watch?v=Ypd46Da7KoM]
The Cummins 6.7 Diesel EGR is a federally mandated piece of equipment, which will throw codes and fail any emissions inspection upon removal. in fact. the truck will flat out, not run correctly. In Short, DO NOT REMOVE THE EGR or DPF from the Cummins 6.7 and here’s why…
Given that this is the first time a diesel truck has been presented with such strict emissions requirements, all three of the BIG 3 have found various ways to accomodate the need to reduce pollutants. Cummins chose this route to designing a better system, without giving up power. Now granted, there have been a multitude of revisions to the computer, called “flashs”, which have re-aligned various configurations from timing, heat, pressure and acceleration.
The overwhelming theme that has come from my research into the Cummins 6.7 Diesel EGR is that there are currently NO MOPAR approved or after-market chips, kits or computer programs available to “trick” the EGR. In fact, the programming itself is said to be so complex, that every vehicle has it’s own fingerprint, and the truck actually “learns” the owner’s driving habits to help it perform at optimum levels. However, this includes a variety of driving experiences, loads and lots of miles.
Unlike the 5.9 Cummins, which offered alot of opportunity for customization (and little emissions regulation) the only thing one might add to this truck is a cold air intake, which will improve horsepower by 20mph, on a truck that already leaves patches in the asphalt. The desire for improved fuel economy will be minor with the CAI.
And now for the word on the Cummins 6.7 Diesel DPF. Many of you have aasked about removing the entire exhaust system, replacing it with a straight back and living with the codes. Here’s the word from the “guys that know them best…”
[youtube=http://www.youtube.com/watch?v=kQvgx1cxcaI]
TIPS for driving the NEW Cummins 6.7 Diesel 6.7.
1. Don’t let it idle. Stop and go driving fails to build up enough HEAT to set the Regeneration system into action, and it’s the high heat (temp.) that burns out the waste in the DPF, which keeps it from “filling”. When the DPF is “FULL” it sets off the dash lights and requires a trip to the dealership for a flash. If you have to toodle around town, drop out of 6 speed. Dropping down a gear or two will hurt your fuel economy, but it will allow the engine to force itself into REGEN mode, when you aren’t pulling a heavy load. It sounds dumb, but this truck is made to be worked, HARD. HEAVY loads. Even small business, pulling a trailer on short runs, isn’t working this truck long and hard enough to keep the heat up.
2. HAUL **s. If you are going to run it high RPM’s, you need to keep it going for a steady period of time. Putting a trailer on it once a week may not be enough to “clear” the REGEN, unless your weekend warring constitutes a good long drive.
3. WATCH the FUEL. More than one person on this site has accidentally put LOW sulfur into his 6.7l not realizing that it’s not all the same. Some stations offer LOW and ULTRA LOW. because earlier models can digest the LOW stuff. NOT SO THE 2007 DODGE Cummins 6.7 Diesel, FORD or GMC. One wrong fill can set you back LOTS of money! The entire system has to be removed, cleaned and reinstalled. SO, TAKE a minute to check the posting on the pump, and if you don’t see it, ASK before you fuel, you can’t drive off this problem, it makes matters worse! The goverment has a great website on fuel standards; New diesel technologies have improved performance and efficiency, reduced tailpipe emissions, vibrations, and noise of diesel vehicles. Ultra-low sulfur diesel (ULSD), available beginning in 2006, is cleaner burning and allows diesels to be equipped with more-effective controls for reducing particulates and smog-forming nitrogen oxide (NOx) emissions.
So, there you have it. Thanks to my friends in the shop.
P.S. Note: Rumor has it, Dodge will not warranty any part of the Cummins 6.7 Diesel truck if the dealer service technicians find evidence of modification, disabling of the exhaust or emissions equipment, etc. One note in the computer to Dodge headquarters, and your vehicle could be permanently banned from future warranty work of ANY kind.—————–
Sarah Lee is a 20 yr. automotive executive writing on all things car related. A huge consumer advocate for better car deals and manufacturer responsibility. This website and the information provided is fueled by donations. If you feel the information provided is helpful, please feel free to contribute by clicking here. Thank You for your support. SLM
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Will it run on bio-diesel?
What emissions does it meet?
Comment by David Shaw — 04/09/2008 @ 2:03 pm
The emissions is set for EPA 2008 and California inclusive, the toughest standards currently. Yes it will burn bio-diesel. The exact specifications I will cover in a few days on my blog.
Comment by Sarah Lee — 04/09/2008 @ 2:32 pm
What can anyone tell me about an “AO” flash for the 2007 6.7L Cummins? Please send ply to Curtpala6979@peoplepc.com
Comment by Curt — 04/30/2008 @ 9:20 pm
It may run on B5, or even B20, but B100 is gonna cause you problems so long as the DPF is active, or more specifically, the Regen cycle. B100 has a much higher flash point that diesel, and doesn’t flash to vapor when injected in the exhaust stroke like diesel does. So it ends up in the crankcase diluting the oil.
Comment by Ryan — 01/20/2009 @ 10:24 pm
Piece of crap this why the Japs are taking over the car industry. They would of never released s vehicle like these. Just wish they built heavy light trucks
Comment by Robert Palmer — 02/04/2009 @ 8:06 am
Screw the epa!!!!!!!!!
Comment by kevin — 04/10/2009 @ 5:22 am
Will never buy Chrysler again. Had the truck less than one year and had three trips to the dealership for “Cleanings” and two trips for recalls.
Comment by Mike — 08/05/2009 @ 7:01 am
is it worth “lowering emissions” when you have to sacrafice 8 to 9 MPG to do so. I don’t think anybody that accually owns and drives the “new clean diesel” has done any research on how much fuel is lost to lower poluttion, when adding more fuel consumption are you really helping the situation? think about it.
Comment by carey — 10/11/2009 @ 7:58 pm
Simple wag the dog scenario. Ethanol is the same thing, cleaner burning but takes the same amount of fossil fuel to make it. Now it’s a cleaner diesel exhaust that burns 40% more fuel for the same task. THE DIFFERENCE DOES NOT COMPUTE! Unless you are a politician up for re-election.
Comment by nelson — 01/12/2010 @ 7:44 am
I blocked my EGR and put a full turbo back exhaust on my 6.7. No cat, Nox, dpf. Now it runs like it should. Screw the EPA, CARB, and all that political BS.
Comment by Shane — 02/12/2010 @ 9:14 pm
i have a 2008 cummins 6.7 bought it new its been in 39 times in 39000 miles all for emissions what a p.o.s. i will never buy another Christler product and how can i sell it and give these problems to someone else in good conchence i will prob delete everything i figure if no check engine light i dont need warranty its realy only a warranteed peice of SHIT CHRYSTLER SUCKS
Comment by mike — 10/02/2011 @ 7:46 pm
HOW CAN I NOT LET TRUCK IDLE WHEN I HAVE TO SIT IN TRAFFIC SO WHAT THIS IS SAYING IS THIS TRUCK SHOULDENT BE SOLD IN ANY STATE WITH STOPLIGHTS OR TRAFFIC F##&IN RETARDS THEY SHOULD BE HIT IN HEAD WITH A HAMMER
Comment by mike — 10/02/2011 @ 7:55 pm
THIS IS DATED INFO, HERE IN CANADA THE DODGE DEALERSHIPS THEMSELVES ARE DOING THIS MODS. THEY USUALLY USE SMARTY TUNERS (AN UNAPPROVED PROGRAMMER) AND THEY ARE SEEING NOTHING BY SUBSTANTIAL FUEL ECONOMY GAINS AND IMPROVED RELIABILITY FROM THIS ENGINE. AS FAR AS WARRANTY IS CONCERNED, ANY FAILURE THAT IS QUESTIONED HAS TO BE PROVEN AS A RESULT OF THESE MODIFICATIONS. THAT’S FROM THE SERVICE MANAGER HIMSELF. HE EVEN WENT AS FAR AS TO SAY ‘IF YOU COME IN WITH A BLOWN U-JOINT, WE’RE NOT GOING TO SAY IT ISN’T COVERED BECAUSE YOUR EGR AND DPF HAVE BEEN REMOVED. IF FOUND THIS FUNNY CONSIDERING HE IS WELL AWARE THAT THE PERFORMANCE PROGRAMMER/TUNER IS USED TO FOOL THE COMPUTER..LOL. THERE ARE MOPAR MECHANICS THAT WILL TELL YOU THAT THESE MODS WILL DO NOTHING BUT BENEFIT YOUR MOTOR, WHEN DONE PROPERLY.
Comment by jason — 10/26/2011 @ 9:12 pm
Interesting response but since we have had several complaints in Canada, and as of this date, no class-action lawsuit, while the USA has over 10k complaints and a growing lawsuit waiting for the judge to make a decision on Chrysler’s appeal…
I think the continued availability of owner’s posts and recommendations shared with others… is extremely relevent today.
Comment by MYCARLADY — 10/30/2011 @ 11:19 am
Is there a system to change a 6.7 to urea injection like GM and Ford are now doing. If not then why not.
Comment by Tom — 11/20/2011 @ 8:12 pm
dpf/ cat/ egr delete nuff said better mpg/ longer engine lift, cleaner oil, less stress on the motor. less heat to tear down the motor.. Cooler coolant temp once your remove the egr cooler
Comment by phil bob — 11/23/2011 @ 8:15 am
My truck i do what i want …. if its bad for my motor its coming off. Ive had a 6.7 cummins for 4 years and screw inspection stickers havent been pulled over once for it.
Comment by phil bob — 11/23/2011 @ 8:21 am