Guys, I sold my 2002. After our last trip with the camper to Florida, we decided that the truck was just too loud for us. She gave us great service and am sad to hear (haha) her go. Thanks again for your help, time and insight as I tried to make my vehicle the best it could be. I posted in the classifieds some parts I removed before the sale. I have mirrors, and edge ez, shift kit and filter, and a fuel filter for sale.

If anyone is interested , let me know.

Don't come to my area of Idaho gasoline price are typically 10 to 20 cents higher now vs. diesel price.

As for noise reduction. I've re-installed my silencer ring in the turbo, added a 3" straight through muffler, then adjust the valve lash to 0.008 (intake) and 0.018 (exhaust). Run 2 cycle oil which reduces the knock sound levels. I know of some people pulling the carpet up and adding sound deadening material to the firewall and the floor board. Truly my 24V is fairly quiet compared to most others.

http://articles.mopar1973man.com/general-cummins/36-fuel-system/71-2-cycle-oil-engine-noise-reduction

But it would be awesome to create a article for a quiet Dodge Cummins and how to get there.

I have pulled the carpet back and removed the seats for my deadening material. It was a major improvement. Also the TC-W3 2 stroke works I can attest to that.

As for me I have a muffler on the truck and a HO VP44 on an SO truck with DFI 7X.009 SAC injectors. Plus a Borg Warner 62/68/.80 wastegated turbo with the FMW compressor wheel. She whistles a bit but I can't hear it much anymore due to the deadening in the truck.

Edited July 15, 201510 yr by Vais01

Good luck and I hope it serves you well. 

 

A guy at work just went from a V10 to a 7.3 PSD that is stock and couldn't be happier with the towing performance. His V10 was a year newer than the PSD, so 02-03 timeframe. Hopefully that isn't am omen of what is to come when you hook up a trailer. 

Only thing bad about the V10 is the fuel pumps. Unfortunately there are roughly 5 configurations for the same truck as well as 3 possible locations for the fuel pump relay.

Also use caution when removing the spark plugs they have a tendency to break off in the head.

Only thing bad about the V10 is the fuel pumps.

 

That would be awful to have a truck that is notorious for bad fuel pumps

What's worse is you cant just pick up the pump with the VIN you have to remove the existing pump to show them which version you have.

My truck was louder than others. I had a friend tell me how much louder it was than his other buddies. Valve lash was set perfect. Most of the noise was from the pump side of the motor.

I also don't miss the road wander. I had the opportunity to test drive a 2012 ram service truck with a 6.7 in it. It was a dog, and wandered just like my 02 after many parts and tweaks.

When it comes down to it as long as you (but mainly the wife) are happy that is all that matters.  Like most everyone else, I've owned Fords, Chevs, and Dodges and they were all great vehicles and served me well.  Each has its unique weaknesses and those like us get a kick out of overcoming those.  Hopefully you got what you wanted out of your truck.  These trucks seems to hold their value pretty well in my area.  Not sure if it is the same in yours.

I had the opportunity to test drive a 2012 ram service truck with a 6.7 in it. It was a dog, and wandered just like my 02 after many parts and tweaks.

 

 

Was it a 4500 or 5500 service truck by chance? if so they are de-rated and have less power than 2500-3500 pickups and are very doggy.  As far as steering can't judge there depending on the rig and service body ect and how hard it has been beat. I have driven several 6.7 4th gens with high miles and they are all corvette like in both power and steering feel compared to even my 05.

THOSE 6.7 4TH GEN IS THE CATS MEAOWW ..if it weren't for all that emissions dpf, erg crap...

Even with the emissions stuff, I'd buy one if it didn't cost more than what I make in a year. 

THOSE 6.7 4TH GEN IS THE CATS MEAOWW ..if it weren't for all that emissions dpf, erg crap...

 

Here is the solution to that problem here in my guest house...

Here is the solution to that problem here in my guest house...

DSCF3267.JPG

 

My state is full of hippies and emissions Nazis. 

Too expensive. I've been seeing 4th gens with 200,000 miles for over $20,000. One of the contractors I work with got a deal on a 2012 3500 dually brand-new for $42,000. Still too much money

My state is full of hippies and emissions Nazis. 

 

I'm sorry...

Late 4th generation trucks with the SCR system are much stronger than the previous versions. Now a proper delete on the latest trucks require you to bypass a fire wall within the PCM/ECM. There are currently 2 methods to do this. One is to add a Bully Dog GT to bypass the firewall then use EFI live to configure the ECM with tuning for the delete. There is another newer method I can't remember for the life of me.

In all honesty the 4th generation Ram trucks have an excellent fuel filtration system from the factory. 2 micron final filter and a Racor under the truck about the drive shaft. It's a very effective system even in arctic climates.

Now for my personal opinion. I believe the latest generation trucks are absolutely great from the factory. They are no hotrods by any means but they will do the job in some cases better than the second gen rigs. They are very strong work rigs. Fuel economy average around 16-17 MPG, in several trucks friends of mine own average 20 MPG or better on the highway.

The underhood is a 3um NanoNet filter.

I have read some speculation that the 68197867AA is Racor made but that seems odd considering Cummins is Fleetguard.

Only thing bad about the V10 is the fuel pumps. Unfortunately there are roughly 5 configurations for the same truck as well as 3 possible locations for the fuel pump relay.

Also use caution when removing the spark plugs they have a tendency to break off in the head.

 

Some of those Fords have special spark plug boots you can't reuse. Then you have to buy spark plugs from thee Ford dealer because sensitive nature of the ignition systems. So tune up might be expensive but the nice part is that you only do it once every 100k. But that's only if you do it right.

Some of those Fords have special spark plug boots you can't reuse. Then you have to buy spark plugs from thee Ford dealer because sensitive nature of the ignition systems. So tune up might be expensive but the nice part is that you only do it once every 100k. But that's only if you do it right.

Sadly I've seen 1 truck make the 100,000 mile mark for a tune up. It's common for them to require a plug change at 60,000.

The underhood is a 3um NanoNet filter.

I have read some speculation that the 68197867AA is Racor made but that seems odd considering Cummins is Fleetguard.

The Racor is under the truck removing water and the initial contaminants. The final filter is a fleetguard nano-net with a 2 micron absolute rating. This was told to me by Cummins directly. Both filters have water separation capabilities. The Racor I do believe was a Ram truck idea the Fleetguard filter is Cummins OE.

The Racor is under the truck removing water and the initial contaminants. The final filter is a fleetguard nano-net with a 2 micron absolute rating. This was told to me by Cummins directly. Both filters have water separation capabilities. The Racor I do believe was a Ram truck idea the Fleetguard filter is Cummins OE.

Fleetguard does not have 2um absolute media, they never have. You should place another call to Fleetguard, as the specification used doesn't even allow for 2um absolute. They have called several filters 2um over the years but none have been 2um absolute. The last series of Fleetguard filters that have 2um printed on them where actually 5um absolute. Nanonet is 3um media on the tight side, some are rated higher.

The 10-15 6.7 engine mounted filter is a 2 stage filter. It has a f/w separating 5um outer layer and a 3um inner layer. AFIK only the 5um layer separates water.