I deliver high profile ‘fire safety’ trailers. Traded the GMC Duramax/Allison I’ve used for over two years on a Dodge Cummins/6 speed. Just returned from my first tow with the new Cummins. The run was PA. to Texas and back. Five days and 3,200 miles later here’s my comparison of the trucks.

Both trucks are 2500 models, extended cab and crew with standard beds. The Dodge is a heavier truck. Its hitch receiver sits about 5 inches higher than the GMC and its suspension seems to have more heavy-duty spring assemblies. The Dodge also uses 17 inch 265/70 tires with more load capacity than the 16 inch 245’s used by GM.

It’s hard for me to compare two engines with different transmissions. The Allison automatic with the Duramax engine has pulled many trailers for me all over the country. This combination seemed more than adequate in power but always suffered the maddening ‘downshifts’ on hills and into headwinds. This immediately raises engine speeds into the 2,800-rpm range. Upon downshifting I usually slowed the truck down to the low 50 mph range to limit engine speed and noise. Much of my driving involved attention to throttle positions that would minimize these downshifts. With the hill and headwinds I experienced on this tow, my guess is there would have been hundreds of downshifts with lots of attention, fatigue and stress trying to avoid them.

After leaving Pennsylvania for West Virginia my astonishment with the Cummins was just getting under control. Pulling a hill out of Wheeling I did my first downshift to 5<SUP>th</SUP> gear. I’m not sure it was needed but the truck only had 300 miles on it and I didn’t want to lug the motor. All the way to Texas and I downshifted just one other time coming up a hill out of Cincinnati. Think about this. For the first time I could sit back, turn on the cruise control, hold my speed and just pull hard all the way. I am still in disbelief. Man, the Cummins just pulls the hills flat in 6<SUP>th</SUP> gear. There is almost no sound from the engine or turbo on even the longest hills and overall speed drops very little. I am guessing my average speeds all day are 5 to 10 mph faster while towing with the Cummins than with the Duramax.

Towing comfort and safety involve many issues. More power makes for easier towing but ride issues must also be considered. The GMC truck was easily moved around when big trucks passed. . You had to always be alert because the sway wanted to move you into the passing trucks. Not with this Dodge. There is almost no sway. At times I got scared seeing a big truck so close, not feeling the sway and not really hearing it as I used to. The higher speeds on hills also reduced the number of times a big rig was able to pass me. Chalk one major win up to the Dodge in the area of stability and this was also true in strong cross winds.
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Sounds like that combination is well suited to the open road.


I've never heard how the Dmax/6spd compares to the Dmax/Allison. It would be interesting to see. I'd think the Allison would be a bit more lossy than the 6 spd, but it's well known that many towing power modules remove most towing application complaints of excess shifting.


I went down the hand shaker path and swore off the monotony for the comfort of a reliable 5 speed auto. Each person has different needs and my lazy butt says the Allison is the only game in town. http://www.dieselplace.com/forum/smileys/Big Smile.gif

When I went from my 5-speed ford to my 6-speed Duramax, the thing that struck me on my first tow was how much less downshifting I had to do for hills. Highway towing became largely a process of sitting there with the cruise control set, it took a hell of a hill to necessitate a downshift. And since I've chipped it, the need to downshift at all has basically gone away. My biggest problem on hills is the people in cars who either can't climb it at freeway speed because they have some underpowered dippy little foreign thing, or people who subconcsously slow down on hills rather than apply more throttle.

ZFMzx,


You are the first report I ever read on how the Duramax works with the 6 speed. Thanks. I've never even seen a 6 speed Duramax as everyone is in love with the Allison. Between your comments and my experience with the Allison my conclusion is that the manual transmission is the way to go if you use the truck for towing.


Another nice thing about the manual is that you do not have to deal with all those crazy computer systems that default the transmission and engine into limp mode. My thoughts are that is another weak point for Duramax/Allison reliability. I also know that dealers just are not comfortable or maybe even competent diagnosing problems in that area.


"KISS"......simple stupid.

The diesel trucks from the "Big Three" are all expensive. They don't seem to be able to make a profit on cars, so they are concentrating on trucks and SUV's. With this focus comes faster change in a competitive market. If everyone looks back 5 or 6 years you can see tremendous change in the diesel pickup offerings. This will continue in the future, driven by the higher profit margins these vehicles offer the manufacture.


The Duramax we can buy today has not been changed in four years. The other two manufactures have made engine updates in this time to stay competitive with the Duramax (which raised the bar when it was introduced). In a few months we will see GM introduce the "LLY" version of the DMAX, with a corresponding increase in HP/TQ. So quite possibly the above comparison will be different. Time will tell!


I have enjoyed reading your posts Captainmal. I am certain everyone here will be interested in reading your posts as you roll the miles up on you new truck. I suspect the Cummins engine will perform well. The rest of the vehicle is a bigger question mark in my mind (from my past personal experiences with that manufacture, but times change).Edited by: OC_DMAX

Larry, DAT dont work on Mopar's!!


Glad you like your new truckhttp://www.dieselplace.com/forum/smileys/Clap.gif

OC_DMAX,


Interesting comment you wrote. This has occurred to me but I have not chosen to voice that issue. Tact is a virtue but can also be an indicator of dishonesty and weakness.


------------------------------------------------------------------


"The Duramax we can buy today has not been changed in four years. The other two manufactures have made engine updates in this time to stay competitive with the Duramax (which raised the bar when it was introduced). In a few months we will see GM introduce the "LLY" version of the DMAX, with a corresponding increase in HP/TQ. So quite possibly the above comparison will be different. Time will tell!"


-----------------------------------------------------------------


Back in '01 I was coming off a good, high mileage experience with the 6.5 diesel. One injector pump under warranty and 150,000+ miles. Ford had given me trouble in the past so my choices were another GM with the 'new' Duramax engine or the Dodge/Cummins of that time.


A friend bought the Dodge back then. I towed with it and it has less power than the Duramax, rides rough (huge springs on the back), gets less fuel mileage, is loud as all heck and had a reputation for a weak automatic transmission. Today that guy has the same truck. It looks good, has never had repairs except for maintainance, is used every day with plans to use it for a couple more years. Oh, it also has over 120,000 miles on it.


I bought the Duramax because of my good GM experience, powerful motor, Allison transmission and quiet operation. What went with it were seriously defective Bosch fuel parts, labor intensive engine/fuel design, inadequate fuel filtration, overly complicated computer controls, poor dealer service capabilities, a drivetrain with high maintainance requirements, an Allison not programmed to handle the engine properly with a host of expensive parts prone to break.


Today, years later, the current Duramax/Allison is no better. I just left a "famous' dealer and watched another infamous engine teardown for fuel problems on a nearly new model. It's the same old thing.


Today I have NEVER met anyone or heard of anyone who did not have major problems and expense trying to put high mileage on a Duramax. Forget Brokers. Everyone who likes them has something like 50 to 80 thousand miles or less. That's hardly 'break-in' mileage in my book. The two I know of with high mileage, other than mine, also had major repairs, downtime and major expense. To like a Duramax you have to run it hard and get rid of it before the warranty runs out.


If I could have seen the future the best bet would have been in the past. The old Cummins would have probably still been running and I would not have been skinned for multiple thousands of dollars trying in vain to keep a defective design going. Unless the LLY motor addresses the issues of reliability, all the power in the world will not make this loser worth it. It will take years and mileage to find out if things are right with the LLY. Is it worth the money and risk to find out?


"Time will tell"!

So captain..... why were you all ready to buy another one?

Hoot,


Thanks for letting me answer that good question.


My wife is not perfect. She was crippled 10 years ago and is quite grouchy most of the time. I think I stay with her because I'm just 'used' to her and hope she will get better.


I have the same kind of feelings toward GM. I am just comfortable with their products and hoped another newer one would be better. In retrospect I guess those are both failures on my part as I yielded to emotion rather than objectivity.


Other issues that had me trying to buy another Duramax were my initial comfort level with the saleswoman I often bought from. We dated 35-40 years ago and go "way back". The fact that GM was getting me a $3,000 loyalty bonus over and above all other rebates and incentives factored in. Then there is the influence of Eric Merchant.


Eric was so competent that I actually wanted to buy from his dealership. Heck, I drove nearly a 1,000 miles to buy there but they just did not have a basic truck on the lot that would fit me needs.


I also knew how to add extra filteration, change filters, service transmissions and rear ends, do normal maintainance etc. Like my wife, flawed or not, I was familiar with the product and lived on the hope it would be better.


The Dodge truck scared me. I believed the rumors and reputation. Never did find anyone to prove them true, but I "felt" all the bad talk about Dodge must have some credence. On the other hand, talking to people all over the country had repeatedly proven to me the Cummins was a true "high mileage' engine. Many an evening I had dinner at truck stops with Cummins transporters and both saw the trucks and heard the stories. Their only factual horrors involved lift pump pressures below 8 psi and the attendant $250 every 150 to 200,000 miles to change the pump. I wish I had it so good.


After failing to buy at Eric's dealership, I returned to Pittsburgh and had another problem with my local dealership (mostly GM temporarily refusing to honor their own incentive) I could take it no more.


Over 20 serious breakdowns in a couple weeks, a wasted $1,000 replacement of a pressure regulator, the quote of them wanting as much as $7,000 MORE to try fixing an injector pump/transmission/computer and the fact I had already spent over $6,000 in recent repairs just flipped me out. Also in the back of my mind was a nearly new Duramax I saw with the motor torn down for 'the same old thing'.


Outraged and smoking one cigar after another, I went home, got on the phone, called Dodge dealers I never heard of and took a "pig in a poke".


Never had I heard of this dealer before. Just happened to see a small ad for them in the newspaper. Went there, did a deal, they got the truck, I got lost, they gave me a better deal (long story) and I took delivery. That's it!


It became an impetuous act based on frustration with the whole situation. In retrospect, time will tell, it may have been the best thing to do. Cost me more money for the Dodge than the GM because I lost my discounts. In the long run it just might be a whole lot cheaper.


Now ..... should I stay with my wife and endure her abviously flawed condition?

You might not have a choice if she reads this!

Stay with your Wife.....

I hope the Dodge with the same injection system does better.

That's my real question... you had terrible luck with your Bosch HPCR that you said that's it.... I'm getting a Dodge with Bosch HPCR.

Looks like you're happy with a lot of other things though. Keep cheering us on http://www.dieselplace.com/forum/smileys/Throw Up.gif

As Hoot mentions above, the new Dodge/Cummins models (2003 and later) have a very similar Bosch HPCR fuel system (injectors and pump) to what the DMAX has. So the reliability of the fuel system on previous Cummins engines (prior to 2003) is no indication of future performance of the fuel system your 2004 engine. If Dodge/Cummins did their design correctly, they hopefully provided a robust fuel filtration system instead of the marginal unit we have on our DMAX's. You may want to inquire on the various Dodge Forums to see if anyone has made measurements of fuel filtration performance and whether an additional supplemental filter is recommended.


One big advantage you have with the Cummins engine is that once you exceed your Dodge engine warranty (5yr/100k miles I assume), you'll be able to have the engine worked on by any Cummins repair location. Should any service be required, you'll most likely find a service tech that understands the engine. You may want to inquire whether the Dodge engine warranty is honored at authorized Cummins repair stations since you spend so much time on the road (a real bonus if it is).


Happy motoring with your new truck. Keep us posted in the months ahead.

I would think replacing the wife would cost more that fixing the D-Max many times. But a younger model may give you better performance for a longer time.http://www.dieselplace.com/forum/smileys/Big Smile.gif

Blue Max,


Stealer wanted an additional $7,000 in an attempt to fix my Duramax. My wife would want a whole lot more. A younger model might have problems (like Bosch HPCR?) that surface in the future.


I like your attitude.

The Cummins does have a better fuel filter system .....


"The lift/supply pump is located on the side of the motor right next to the fuel filter and is an all new design supplied by Federal-Mogul."





In addition there are running a different injector then on the Duramax ...Cummins has been using this paticular set-up over seas long before the Duramax went the way of Bosch HPCR ...





Like it or not boys ...





Mac

What kind of injector? Is it Bosch? What is so different about the actual nozzle design? We know the body has to be different and we know it's fed through a port in the head instead of lines.

What kind of injector? Is it Bosch? What is so different about the actual nozzle design? We know the body has to be different and we know it's fed through a port in the head instead of lines.

It's a Bosch but I was told it's different from the boys on the TDR .... I don't recall exactly (I know I should have been prepared) but I'll go back and find out .... http://www.dieselplace.com/forum/smileys/Wink.gif I received some info way back when I was doing some research on their fuel filter rating .....

Mac

Mack,


Keep it up. I'm fascinated as these are answers Hoot asked me in private e-mails and I had no details, only suspicion. I asked these questions at a Cummins repair station today and got mostly blank answers.


You and others here are a better source than the experts on the big and famous Cummins sites. There is quality and character in Duramax people...excluding me of course.

Gettin warm...



http://www.dieselplace.com/forum/uploads/Cummins_Turbo_Diesel_Fuel_Injection_3.jpg

I hope the Cummins fuel filter is finer than the 10 um filter shown in the schematic above ! Possibly an error with the schematic?

Hoot,


This is getting real interesting. And the fuel filter is.........


2 microns - http://www.dieselplace.com/forum/smileys/Big Smile.gif


http://dodgeram.org/tech/dsl/filter/00fuel_filter.htm

Unfortunately it says "A new Raycor fuel filter element must be used with the Chrysler ISB application. Use the Cummins chart to determine the correct fuel filter. The new 2 micron filter must be used on Chrysler ISB applications and is backwards compatible with pre-ISB Chrysler engines".


We have a 2 micron nominal Racor fuel filter on our DMAX's. The measured performance is not to good. Maybe Cummins has spec'd a different filter media than Isuzu/GM? Anyway, something to keep an eye on.

OC_DMAX,


That thought just occurred to me and I have already sent an e-mail directly to both Cummins and Fleetguard for clarification on that issue.


Just looking at one of those fuel filter elements shows me it is kind of "ordinary" looking. Hard to believe it is 2 microns. Hope for a definite answer soon.

I went back and explored the site link you listed above. It looks as if the procedure you listed was possibly for the pre-HPCR Cummins engine. Maybe they have a different and better filter for your application.


A key questions to ask with respect to the fuel filter is what the micron rating is for a 98% efficiency. A number of the supplemental filters people are adding to their DMAX's are 98% efficient from 2 - 4 micron. If they just say it is a 4 micron rated filter without indicating the efficiency at that particle size, the rating does not mean much.

OC_DMAX,


The Fleetguard website addresses micron ratings in terms of % efficiency and verbage from different manufacturers.


It also did state that the new synthetic StrataPore filter element used in the fuel/water separators DO have a 2 micron rating. It did NOT specify that was the rating of the FS19579 filter that Cummins uses. Cummins only requires a 10 micron or better filter rating.


Fleetguard promises a response within 24 hours.


You are also correct that the fuel filter information on that site is for the '02 or earlier models but I think the filter element is the same.

I suspect the Cummins engine will perform well. The rest of the vehicle is a bigger question mark in my mind (from my past personal experiences with that manufacture, but times change).








I have been reading this type of comment for about as long as I have been reading that Ford owns Cummins and is getting ready to start putting the B series in their F250/350's.


I own two 98 model Dodge trucks. One of these since new and it has been near perfect. One injection pump replaced under warranty which was an early 24v issue, and one lift pump. 160k miles and I am on the original rear brakes (and yes they work fine) and just replaced the front for the second time ( Factory lasted to 97k, next ones to 159k) The truck pulls WAY over what it was rated for, is maintained but still abused, has no rattles or squeaks, everything still works (lights, windows, seats, radio/cdplayer, etc.) As a matter of fact I have not replaced one light bulb yet other than the factory driving/fog lights.


I have been very happy with mine. I was hoping to do some comparison with friends of mine that purchased "other" brands when I bought mine, but they all traded off after a couple or three years. Maybe I'll go out in the morning and there will be a heap of metal where my ol' Dodge ,that was gonna fall apart around me, once sat and if that is true, I'll still tell ya it was a great truck!!

Here's a question that's probably easily answered- is the design of an inline engine like the Cummins better than the v-block? Izat why the Cummins continues to enjoy it's popularity year after year? Is it easier to keep the engine balanced or something?


zip

Here's a question that's probably easily answered- is the design of an inline engine like the Cummins better than the v-block? Izat why the Cummins continues to enjoy it's popularity year after year? Is it easier to keep the engine balanced or something?


zip








Better? I would say no. I would say different and each has their own advantages and disadvantages. The Cummins B series has proven to be reliable, easy to maintain, powerful, durable, efficient and so on. Therefore the following. Much like the famed Chevy smallblock. Look at where it started and look at where it finally ended.

DavidTD,


I'm happy that your Dodge's have worked out for you. I have had a slightly different experience.


I have owned three Dodges; two cars ('69 Dodge Charger and a '73 Dodge Challenger) and one truck ('95 Ram 1500). The cars were OK for their time. I bought the truck because (in my opinion) it was the best looking on the market at the time. I was really never happy with the vehicle. It spent way too much time at the dealership getting little things fixed that should never needed looking after (and no it never fell apart into a heap of metal in the driveway). I sold it after several years of ownership (20K miles). Its possible I just had a bad one. However, I make posts on these forums based on my own experiences, not those of others.


I will be getting a new truck in 2006 (before the 2007 clamp down on emissions). If Chevrolet does not get the injector issue resolved and substantially improve the looks of their current offering, I will seriously consider a Dodge again (or should I say I'll consider a Cummins http://www.dieselplace.com/forum/smileys/Wink.gif ). As I indicated above, I am genuinely interested in seeing how the truck (as a total package) holds up for Captainmal. I have a decision to make in a couple of years. I figure by that time he will have rolled up 150K miles. Hopefully he will continue to post on this forum http://www.dieselplace.com/forum/smileys/Big Smile.gif .





Alan

OC_DMAX,


I hope to continue also.


No news from Cummins or Fleetguard on fuel filter ratings. Yet!

"That's my real question... you had terrible luck with your Bosch HPCR that you said that's it.... I'm getting a Dodge with Bosch HPCR."


"the new Dodge/Cummins models (2003 and later) have a very similar Bosch HPCR fuel system (injectors and pump) to what the DMAX has. So the reliability of the fuel system on previous Cummins engines (prior to 2003) is no indication of future performance of the fuel system your 2004 engine."


With the aforementioned logic why would anyone want to buy a V-8 GM diesel product.....after all didn't they make the 5.7, 6.2, 6.5. http://www.dieselplace.com/forum/smileys/Dead.gif


You guys, that look at your GM trucks through rose colored glasses, can run down Dodge trucks all you want but you sure see a lot more high mileage "working" Dodge trucks or for that matter, 100,000,000 + mile Dodge/CTD's then GM (gas or diesel) trucks. I wonder why? You would think that those guys, that make a living using their pick-up, would only buy the best? I guess they don't have time to read advertisments.


Capt. I am sure you will have many trouble free miles with your CTD. As Mac mentioned: Cummins has been running that type of injection in Europe for some time now and I am sure they didn't take the cheap route for designing/specing the head and injector unit. (I don't think they can afford to have their customers be beta testers as some large auto companies have done: Luckly, that auto company must have very loyal custmershttp://www.dieselplace.com/forum/smileys/Embarrased.gif)


One of the reasons for the popularity of I-6's is that they are inheritatly balanced as oposed to a v-8, they have 7 main bearings vs. 5 found on v-8's, just a few reasons why I-6's have been popular in torque applications. Try to find an OTR semi tractor or an Ag. Tractor (things that need low end torque) with something other than an I-6 in it.


Your new rig might not be as quick as your over-squared v-8 diesel was un-loaded but as you have found out, those I-6's love to pullhttp://www.dieselplace.com/forum/smileys/Big Smile.gif Is it any wonder why OTR tractors haven't run v-8's for yearshttp://www.dieselplace.com/forum/smileys/Cry.gif I sure do miss the sound of 8v-71's thoughhttp://www.dieselplace.com/forum/smileys/Clap.gifEdited by: Kinze

The Bosch common rail system is used by Mercedes, BMW, VM, VW, Isuzu and probably Nissan and Toyota. VW was the only common rail diesel available in the states before the Duramax came along. I haven't heard of injector failures with the VW but wondering if the quality of the diesel fuel is contributing to the failures on the Duramax? Has anyone here have a high mileage (100k+) Duramax that hasn't had a injector failure? Will a steady diet of diesel additives and 10k mile fuel filter changes increase the life span?


MikeyB

Glad to hear your trip went good!





Over at www.nwbombers.com (http://www.nwbombers.com) a member there has a 95 3500 approaching 600,000 miles. He does what you do - Ferry RV's around for $$. I do believe that the block has never been out of the truck. The 5sp (NV4500) requires rebuilding every 150,000, and he's had the head done twice. I believe he's still running the same injector pump though. The rest of the truck has held up quite nicely for all those miles (At least I havent heard him complain.).

OC_DMAX


I hear ya about the problems with the early 90's Dodge Trucks, but that was 10 years ago and if you do your homework you will realize that right now there is no better truck than the Dodge, wether it be style, value, or power. Fords and Chevy's have had just as many, probably more frequent problems with there vehicles than Dodge did but people still buy them in droves which goes to show you the intelligence level of some people, If you do your research you will have no problem choosing a Dodge over anything else.

captainmal, thanks for your honest assessment and towing report. I had two Ram 2500s with the CTD and I can't say the same thing. Granted both of mine (94,99) had the AT.......it has to be how the transmission gets the power to the gound. I feel my current D/A combo does that better than my previous trucks but again thanks for the report on the HO--6 speed.

MABurns,


Oldest boy graduated from West Point in '94 ( I think). Been around your place many times.


Used to pull with a Ford Powerstroke and manual. Then pulled with the 6.5 and an automatic. The manual was the better between the two.


I thought my Duramax/Allison was the best towing truck ever. Of course, that was before it 'fell apart' and became unrepairable. This HO Cummins with the 6 speed just blows it away under tow. Now solo is another issue.


Just ran the truck from Pa. to Tampa loaded to the gills but not under tow. It does not give any better fuel mileage than the D/A at speeds averaging 80 to 85mph. The Duramax did high 17's at those speeds and the Cummins just did low 17's. 'Me thinks this Cummins likes to run the speed limit solo and just loves it when I hook on the big towing loads.


First boat tow Sunday for this truck. Taking my boat to the Atlantic side and fish for sailfish. It should handle my 25 footer like it wasn't there.

WP is a great place to visit but can be trying at times living here. Where are you from in PA?

MABurns,


My main house in just East of Pittsburgh near a town called Apollo. I am currently living at my place on Tampa Bay in Ruskin, Florida. This boy know cold when he sees it.


Truck is here and about once a month I head to Pa., pick up a trailer and deliver to Florida or the Gulf Coast. That's called retirement. In May I will be back in that miserable North and running this new Cummins into the ground.

Been through Apollo many times. I am originally from New Bethlehem (Clarion County), about 50-60 miles north.


Good luck.

Here's a question that's probably easily answered- is the design of an inline engine like the Cummins better than the v-block? Izat why the Cummins continues to enjoy it's popularity year after year? Is it easier to keep the engine balanced or something?


zip








Late to the party... the inline design is a better one IMO. Look at the 2Jz motor from Toyota - this is a 189 cubic inch gas motor that can support over 1000HP on FACTORY INTERNALS. THere are guys here in town making 1000HP at the WHEELS using this car as a daily driver - just install a single turbo and ungraded fuel system and the car happily tolerates abuse for many, many miles.





In a v-block design, there are 2 rods sharing a main bearing - more side loading &amp; crank distortion, presumably more wear and less tolerance to higher power.





My 98 Cummins truck has 230,000 miles with only one failed lift pump ($125 replaced myself). I even have the original, faulty (early) VP44 Bosch pump that supposedly will go bad - I keep waiting for this to happen. I got 20.7mpg empty combined city/highway on my last tank of fuel. The truck started up just fine in -18F weather this past week (Omaha, NE) and it's been paid for more than one year. I love it!!! I have the NV4500 tranny, I upgraded the 5th gear nut (the REAL repeating issue on early NV4500 5-speeds) myself, and it was a good learning experience... that's the only problems I've had with the truck - when I bought it new, it had 7 miles on the odometer. My only upgrades are DD3 injectors, NO BOX/CHIP. ON the local mustang dyno, my truck made 290HP and 590ft-lbs AT THE WHEELS - this was with my $400 set of injectors as only upgrade - stock exhaust &amp; intake. I tow a 9000lb race trailer, get around 16mpg towing fast... I wish the truck would wear out so I could get me a NEW one with the Echo motor - but since this one is paid off, I'm gonna see how many miles I can get out of it.





-scott

Dieselgeek,


You think you got all that power from just the injectors? How you do dat?


Daily I'm meeting people who proudly begin a conversation with stories of high mileage on their Cummins. I'm getting to see a pattern.

Dieselgeek,


You think you got all that power from just the injectors? How you do dat?


Daily I'm meeting people who proudly begin a conversation with stories of high mileage on their Cummins. I'm getting to see a pattern.





Bigger injectors! More fuel = more power.


On the dieseltruckresouce.com forum there's a discussion on a Dodge Ram just hitting the million mile mark.


MikeyB

Mikeyb,


Met a fellow last year that had 1.1 million on his Cummins. Crank just lots it's bearings so he was taking it to the rest home.

Captainmal, I'm happy your truck runs well, but you seem to be a fairweather fan, I hope it holds up for you les you have to eat your words. :)

Captain-mal......... how's the Dodge? Those "break-in" miles are comming to a close, how's the fuel mileage? Are the seats gett'n flat?


Burner

Burner,


Only have 16K+ on it. Fuel mileage is 17 above 75mph, 19 around 70mph and 21 at 65 or less.


There is some kind of lumbar support built into the drivers' seat that fits into the small of my back. When I first get into the truck I can feel it and don't like it. Just did 1,046 miles in one 16 hr. period last week and didn't think about the seat.


I have a BMW motorcycle with a Corbin seat I'm reminded of. The seat feels firm and then 700 miles later I get off without even thinking about it. Darn thing must work.

I am leaning to things that just plain work... tired of working on "everything".... passed the Harley &amp; BMW to go with a Honda 1800VTX......and I kept the stock seat.


I mentioned the seat because my buddy was complaining about having "no cushion" in his Dodge seat after 90k miles. He had said something about "sitting on steel &amp; springs".


If Dodge steps up to GM &amp; Fords level in the "creature comfort" area...... there will be changes. http://www.dieselplace.com/forum/smileys/Wink.gif


Burner-----------&gt; http://www.dieselplace.com/forum/smileys/Approve.gif

I just traded a 2002 Dmax/Alli for a 2004.5 Dodge Cummins 600 with Auto. I bought my Dmax about 4 months after a good friend of mine bought his. I had no problems in the 48,000 miles that I put on it. My friend had the Alli go out on him. Good thing he had an extended warranty or he would have been out $2000. I have crossed the scales at 36,000 GW with my Dmax 2500HD 4WD. I can't complain about the pulling. I have been hearing the horror stories about the engine and tranny going south. I didn't want to take any chances and unloaded it for a Dodge. This is my 4th Dodge diesel and I still love them. I have not pulled with the now auto tranny, but from the feel of things. It won't have any problem keeping up with the Alli.

Sgilly,


It will be interesting to see what your fuel mileage is with that new 600. One thing is sure, it's a different feel then the Duramax.


In my 22,000 miles there have been no instances where the fuel filter plugged throwing me into instant 'limp mode'. If that continues it sure is a good safety issue and piece of mind compared to my old 'Max.

6000 miles in a little over a month.http://www.dieselplace.com/forum/smileys/Shocked.gifYou must be a truckin fool cmhttp://www.dieselplace.com/forum/smileys/Cool.gif...Doug

Wow, this is cool. New member here. Captainmal and MABurns are in my area here in &gt;Western PA. Been though Apollo many times and New Bethlem even more. http://www.dieselplace.com/forum/smileys/Big Smile.gif

Just got back from a 1200 mile round trip to the port of Gulfport, Ms., and other than a problem with a d--khead at a La. scale it was a totally uneventful trip. Was taking a 15,000 lb backhoe to the port to be shipped overseas. My truck is now up to 111,000 miles. By the way, I-10 and I-12 in La. leave a lot to be desired, but they are getting better.


Other than my early problems with a power steering pump and the limited slip rear end, this truck has been problem free.Edited by: eb290

eb290,


You are right about I 10. That western part of LA. was just horrible last year. I just returned from a Texas delivery last month and it is getting better. Now it's just awful.

in my area here in &gt;Western PA. and New Bethlem even more. http://www.dieselplace.com/forum/smileys/Big Smile.gif





Don't blink or look down at your radio station, you might miss it. Were are you from?