I'm a former Cummins service rep from 50 years ago and the 6.7L is "new" to me, but if I were operating one I would install a by-pass oil filter on it and service it at every oil change just like the standard filter. In my day Cummins recommended a by-pass oil filter with all their engines, such as a Fleetguard LF-777. Engines that were operated without them suffered from fine debris wear over time that wore out push tube ends and their follower sockets and had excessive bearing wear and this was long before EGR came into play. It's cheap insurance and will definitely help keep the oil cleaner. EGR is one of the worst things to ever happen to a diesel engine.
Great video i wii stick with 12 valve and 24 valve cummins you cant beat them cheaper to work on i am 58 years old like old school small block chevy you can drive across the united state with tool bag and never get standed
You mentioned that the trucks should use 5W40, then when you were servicing the truck towards the end you said you were using 15W40. Would you then have to do all of this work again down the road or is it ok to use the 15W40 in the new engine setup? I may have missed you saying it was ok, but I wanted to double check.
The 2019 up cummins needs 5/40 or 10/30 because of the hydraulic roller lifters. The engine he put in it the solid flat tappet style like the 2018 and older cummins so can now use a heavier grade oil like 15/40.
The scoring on that pushrod end looks like to me it was not spining like a pushrod needs to. How does Cumins facilitate rotation of the pushrod on it's roller lifter to eliminate premature failure? Or do they rotate when operating at all? Lol
Since Cummins didn't design as you say " for the pushrods to spin" what could they do instead, hardened tips and rocker sockets, but this constant swiping in one direction is going to end up in premature wear. The only tool the manufacturer has is to increase these components life is with the the lubrication. The standard DIYer runs down to his/her favorite distributor for the their 15W-40 not realizing Cummins recommends 5W-40 for this engine , plus the additive packs are different, and if any modification that change fuel curve (richer) also change after treatment rescheduling sometimes doubling the # of regents over a range of mile or hours operating which means more fuel contamination of the oil and from the DOC not being able to "light" from being carbon fouled from rich soot coated substrate. That coupled with 10k oil change intervals (listed by the manufacturer) you going to locate the source of the premature pushrods end wear.
@@michaelstaples8184 i have a 494k mile LLY duramax that is all stock and the pushrods are fine. I have a LM7 5.3 Ls motor with 250k+ miles and they are starting to get warn on the tips and it's got a ticking lifter but I'm not worried about it right now. I think it comes down to the quality of metal the pushrods are made. But the hardness of the pushrod should go with the rocker arm so one doesn't eat the other. It also comes down to quality oil and filters. Clean filtered oil will keep a lot of stuff from getting scraped up.
If it ain’t broke don’t fix it idk why they didn’t just refine the 4th gen engines with better timing covers so they won’t leak like they do instead they had to ruin a reliable engine with those stupid lifters
I'm a former Cummins service rep from 50 years ago and the 6.7L is "new" to me, but if I were operating one I would install a by-pass oil filter on it and service it at every oil change just like the standard filter. In my day Cummins recommended a by-pass oil filter with all their engines, such as a Fleetguard LF-777. Engines that were operated without them suffered from fine debris wear over time that wore out push tube ends and their follower sockets and had excessive bearing wear and this was long before EGR came into play. It's cheap insurance and will definitely help keep the oil cleaner. EGR is one of the worst things to ever happen to a diesel engine.
A familiar second gen hanging out in the background 😏
Good video!! I have to do mine before that happens. I have 120000 with a s472 and 150% injectors and 12mil cp3 and it’s still going strong for now
Great video i wii stick with 12 valve and 24 valve cummins you cant beat them cheaper to work on i am 58 years old like old school small block chevy you can drive across the united state with tool bag and never get standed
Another solid video, Sir. We'll release a portable air pump for off-road use. Can we invite you to do a review? If so, How can we connect with you?
Good video thanks for addressing this issue. 👍🏼
I traded a 22 after only owning it for about 15 months. This was one of the reasons.
Hey you’re Joshes (Truck Master) friend right?
What's the price of that engine alone? Or a website link!? Thanks
14k
@dansdiesel3576 hell yeah!
Better than buying a new truck.
Thanks👊🏻
You mentioned that the trucks should use 5W40, then when you were servicing the truck towards the end you said you were using 15W40. Would you then have to do all of this work again down the road or is it ok to use the 15W40 in the new engine setup?
I may have missed you saying it was ok, but I wanted to double check.
The 2019 up cummins needs 5/40 or 10/30 because of the hydraulic roller lifters. The engine he put in it the solid flat tappet style like the 2018 and older cummins so can now use a heavier grade oil like 15/40.
The scoring on that pushrod end looks like to me it was not spining like a pushrod needs to. How does Cumins facilitate rotation of the pushrod on it's roller lifter to eliminate premature failure? Or do they rotate when operating at all? Lol
Roller lifters don't spin so the pushrods don't spin.
Since Cummins didn't design as you say " for the pushrods to spin" what could they do instead, hardened tips and rocker sockets, but this constant swiping in one direction is going to end up in premature wear. The only tool the manufacturer has is to increase these components life is with the the lubrication. The standard DIYer runs down to his/her favorite distributor for
the their 15W-40 not realizing Cummins recommends 5W-40 for this engine , plus the additive packs are different, and if any modification that change fuel curve (richer) also change after treatment rescheduling sometimes doubling the # of regents over a range of mile or hours operating which means more fuel contamination of the oil and from the DOC not being able to "light" from being carbon fouled from rich soot coated substrate. That coupled with 10k oil change intervals (listed by the manufacturer) you going to locate the source of the premature pushrods end wear.
@@michaelstaples8184 i have a 494k mile LLY duramax that is all stock and the pushrods are fine. I have a LM7 5.3 Ls motor with 250k+ miles and they are starting to get warn on the tips and it's got a ticking lifter but I'm not worried about it right now.
I think it comes down to the quality of metal the pushrods are made. But the hardness of the pushrod should go with the rocker arm so one doesn't eat the other. It also comes down to quality oil and filters. Clean filtered oil will keep a lot of stuff from getting scraped up.
Hydraulic lifters were used in the 19+ Cummins engine to make them disposable junk.
Good video and good information 👍👍
dont need the music. other than that great video
The blocks on the 19 and up aren't as strong either. The material is stronger but it's thinner to keep the weight down
love the engine
You got me all day
I guess it's a good thing m8ne is a 2016.
If it ain’t broke don’t fix it idk why they didn’t just refine the 4th gen engines with better timing covers so they won’t leak like they do instead they had to ruin a reliable engine with those stupid lifters