Reliability of new 2015 6.7 powerstroke or Cummins Diesel

covered wagon wrote:

BB_TX wrote:
There have been no significant failures noted on the forums of 2015 and newer Fords or Rams. Or GM for that matter. If you find one of any well maintained, low mileage, and in good condition that fits your butt and pleases your eyes, then I think you could rest easy about buying it.

Best not to buy it unless it has new injectors. At 3-5 thousand bucks for a set they only good for 100 k miles because on a newer common rail fuel system your 10 times more likely to ruin an engine if one goes out and they aren't reliable past about 100k miles.

My buddys 2015 trucks both have over 300K delivering rv's. Not a problem except a leaking water hose and regular wear items. Not the first injector failure or engine problem.

From what I’ve read the Ram only altered the optional H.O. 1000# torque version of the 6.7, and shortened the warranty...Other than for horsepower and torque wars, I have zero idea why anybody would want one but I suppose Americans are always ripe for marketing...

I know the 6.0 PSDs didn’t do well if you didn’t use them much. Basically, diesels do better if they are run a bit after coming up to operating temperature. Well, those that have a bunch of emission/turbo stuff.

Grit dog wrote:
"Use all the time, or it will carbon up.

Is that a real fact, or myth?"

It's a myth. VVT's go through the same motions everytime you punch the skinny pedal as they do when the e brake works, except in reverse.
Using the exh brake will not do any more than just driving it to prevent the turbo vanes sticking.

Now that is true of butterfly valve exhaust brakes. If they remain static for alot of hours/miles, they could cake up and stick theoretically.

The Cummins VVT turbo uses a sliding ring for the exhaust brake. I use mine every time I drive the truck. That is the rings only function, to that point even in the Fords and GM, why not use it all the time to save on your service brakes.

3 tons wrote:
According to TCM, for 2020 Ford has ‘quietly’ done yet another diesel redesign (block, heads, injection, etc) their 6.7 Diesel...Huh?? Seems that each generation is fairly short lived - why is this??...Dealer service depts must spend lots of time doing re-training...Nice trucks no doubt, but every since it was reported that they have to remove the cab to work on the engine, not really my cup of tea...

I don’t think TCM would generally be considered a top source for Fords, but any way. They take the cab off because it’s actually smarter. It’s designed to come off. If you do some research, you’d know that it’s actually only 45 minutes for an experienced Ford mechanic to lift the cab out of the way. That makes easy access to almost impossible to reach items otherwise. Unless you compare on/off timings of several jobs, you really don’t know anything about why taking the cab off makes sense.

If you’ve been following along, Ford will be introducing a total redesign 7.3 gasoline n 2020. GM has a redesign of the diesel and gasoline engines, and Ram just redesigned their 6.7 for 2019.

As far as DEF generation goes, it’s certainly better than the other heavily modified engines to improve emissions, but still not anywhere close to as troublefree as the engines without the DPF or the DEF/DPF combination.

3 tons wrote:



I very much prefer the uber minor inconvenience of DEF...

I agree. I skipped that whole generation between 2006 and 2015. I waited until Def was proven (but my 15 did get recalled for exhaust parts replacement.

running from central FL to Central PA round trip I use around 2.5 gallons of DEF running 70 mph towing 14' box trailer. that is not even a penny per mile

According to TCM, for 2020 Ford has ‘quietly’ done yet another diesel redesign (block, heads, injection, etc) their 6.7 Diesel...Huh?? Seems that each generation is fairly short lived - why is this??...Dealer service depts must spend lots of time doing re-training...Nice trucks no doubt, but every since it was reported that they have to remove the cab to work on the engine, not really my cup of tea...

had a 05 dodge dually 5.9 6 speed manual 500000 miles here are my costs I hit a deer at 250000 miles had to put in new tie rods and bumper and radiator. I replaced the water pump brakes and tires that is it

d3500ram wrote:
I am 'prolly one of the few who, despite my user name, has had a problem with t a Cummins. As such, I will NEVER recommend a dodge/ chrysler protect ever and will dissuade to anyone to never, ever purchase a product from them after they screwed me on my truck.

I have only 116K on my Cummins and it needs to be replaced to to their technician's ineptness that ruined my motor; the corporation will not take responsibility even with service records going back to 70K miles of trying to resolve... that said,

To the OP: RUN, do not walk, run away from the Dodge truck.

I believe the late 5.9’s were bulletproof (dodge spec’d fuel lift pump issue already resolved), so I don’t get your complaint with Cummins especially since by your own admission it was a technician's ineptness that caused your issue... My 2004 5.9 was amazing, as was my 2007.5 6.7 , though I did have first year (dodge spec’d) 6.7 bolt on emissions equip issues...In contrast, my 16. 6.7 has been trouble free thanks mostly to DEF treating the emissions chemically, primarily within the exhaust tract rather than underneath the hood via massive amounts of EGR...

I very much prefer the uber minor inconvenience of DEF...

"Use all the time, or it will carbon up.

Is that a real fact, or myth?"

It's a myth. VVT's go through the same motions everytime you punch the skinny pedal as they do when the e brake works, except in reverse.
Using the exh brake will not do any more than just driving it to prevent the turbo vanes sticking.

Now that is true of butterfly valve exhaust brakes. If they remain static for alot of hours/miles, they could cake up and stick theoretically.