As found on Cumminsforum.com
http://www.cumminsforum.com/forum/6-7l-tech-articles/278980-6-7l-ccv-filter-install-how.html

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Tools Needed:
5/16 Deep socket
Channel Locks or some good pliers
Closed Crankcase Ventilation Filter (CCV) p/n CV5200100

This is what it looks like when removed from the package.



Here is a close up of the part number. Note that this is factory spec with the Cummins stamp on it even though its not from the dealer...



Ok moving on once the hood is opened you will need your 5/16 and remove the 4 bolts that hold on the EGR cover...



Once that is off it will look something like this... Then with your 5/16 start by removing the 7 bolts and 1 stud that hold down the CCV filter cover.



NOTE:Their is one stud which is located on the rear passenger side on top of that stud is a wire loom holder. Make sure that when reasembling it goes back on the same way. Here is the stud...



Now that you have all the bolts and stud out you can pull off the cover and use your channel locks to remove the PCV hose as seen here...



Then with the cover off it should look like this...



Then all you have to do is pull up on the filter which comes out with little effort. Lube up the seals on the new filter and install it. After its in make sure it is fully seated. Then it goes back together in reverse order.

Note: I'm a huge Dodge CTD (Cummins Turbo Diesel) fan and was eager to see this review.


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Original Site (MotorTrend) :Comparison: 2011 Ford F-250 Super Duty vs 2010 Ram 2500 HD

 Click to view Gallery

The battle lines have been redrawn. Ford and Dodge (now Ram) have been duking it out with each other in the heavy-duty (3/4- and one-ton) pickup market for what seems like forever, but in recent times Ford has been winning the biggest percentage of market share while the Ram HD has the highest all-important diesel take rate in the segment, almost 85 percent. These trucks are made for hard work and hard play. And even though sales for full-size pickups have dropped as much as 40 percent in some segments, OEs understand there will always be buyers for work trucks. And here we've decided to pit two of the latest -- the all-new 2011 Ford Super Duty and the Ram 2500 HD -- head to head, equipped with the all-important oil-burner.

Diesel connoisseurs have been waiting for this confrontation for ages. The 2010.5 federal emissions regulations essentially forced all three of the 3/4- and one-ton work-truck makers to dig deep and come up with clever ways to provide the most pulling power possible with a much cleaner NOx and particulate emissions rating. The 350-horsepower, 650-pound-foot 6.7-liter Cummins I-6 was updated three years ago and was the first of the HD diesel engines to meet the stricter 2010.5 regulations. Unlike the Cummins, Ford's all-new 6.7-liter, 390-horse, 735-pound-foot V-8 Power Stroke (now built in-house) uses a urea-based aftertreatment emissions system.

A basic timeline on this experience:

 

May 2009: Via the auto auction, we purchase a used 2008 Dodge Ram 2500 (Quad Cab, Big Horn Edition, 6.7L)

October 2009: After having my truck inspected for 5th wheel readiness, we start shopping for a 5th wheel trailer

October 2009: We enter an agreement to purchase a 2010 Road warrior 395RW

 

October 2009: 3 days before we take receipt, I back out after determining my truck would have been insufficient.

January 2010: We begin shopping for a larger truck – a Ford or Dodge Dual Rear Wheel (DRW) heavy duty

January 2010: After hitting every dealer in an 80 mile radius, we find a suitable truck: 2009 Ram 3500 MegaCab

February 2010: One day after purchasing the truck, we’re back at Sierra RV re-negotiating our trade-in and purchase. We come to closure and again sign papers. The new RV is slated for pickup on February 5th.

The big challenge now is to ensure I can back this rig into my RV space. Based on measurements, I’d only have 2 inches to either side of my gate. My sawze-all is ready.

Those of you that know me, know that I've recently been looking to trade-in our 31' Jayco Class-C motor home (31SS).

A few weeks ago, we signed a promissory note ($73k) for the above trailer. What I didn't know at the time (before we took possession) was that my 2008 Dodge Ram 2500 (6.7L Turbo Diesel) simply didn't have the GCVRW to manage this 18,000 pound triple axle trailer.
2010_RW_Literature_web.pdf

My truck has a GCVRW of 20,000 pounds, of which the truck = 7500#, leaving me almost 7000 pounds over weight on the rear axle and frame (trailer=18,000 + truck=7500).

Knowing my engine could easily haul the weight, I was still concerned that my brakes, frame and rear suspension would be massively overloaded -- we backed out of the deal.

We've now started to look for used (2001) Diesel OTR rigs. We've found Volvo's with 10-19 gears with over a million miles on them for under $5000 and we're tempted.

Road trips just won't be the same after trading out a 31' Class-C to a detachable 42' toy-hauler.

..to be continued!

Note: This is in regard to the emissions systems specifically on 6.7L Turbo Diesels (Cummins).
---
NUMBER: 18-024-09
GROUP: Vehicle Performance
DATE: August 6, 2009
Other system enhancements and improvements:
A. Stationary DeSoot is now available with this software. A separate Service Bulletin will address specific procedures for Stationary DeSoot.

B. Enhanced P2262 diagnostic strategy will no longer set this DTC for conditions where there are no adverse affects.

C. New Scan Tool enabled P2262 Fault Diagnosis test (Used Before Repair) with anew functional test of the turbocharger. As before, this test determines the correct repair direction when DTC P2262 is present. Refer to TSB 09-002-09 Rev A (or laterbulletin) for detail on using this test to diagnose and repair P2262 concerns.

D. New DTC P226B - Turbocharger Boost Pressure Too High - Mechanical - indicates
incorrect airflow and can be caused by the turbocharger, which should be cleaned if
it is the cause for this DTC. This DTC can also be caused by other air handling
system components. Refer to DTC-Based Diagnostics to properly diagnose and
resolve this concern.

E. New DTC added for P2563 - Turbocharger Boost Control Position Sensor
Performance. This DTC indicates diminished variable geometry turbocharger travel,
which is resolved by cleaning the turbocharger. Diagnosis and repair procedures for
the DTC have been published in DTC-Based Diagnostics in TechConnect.

DIAGNOSIS:
Using a Scan Tool with the appropriate Diagnostic Procedures available in
TechCONNECT, verify all engine systems are functioning as designed. If DTC's are
present other then the ones listed above record them on the repair order and repair as
necessary before proceeding further with this bulletin. If any of the above conditions/DTC's
are present, perform the Repair Procedure.

NOTE: This calibration addresses certain conditions for each of the faults listed, but
does not correct a mechanical failure.

NOTE: All other DTC's or symptoms MUST be addressed prior to returning the
vehicle to the customer.

PARTS REQUIRED:
Qty. Part No. Description
1 04275086AB Label, Authorized Modification




REPAIR PROCEDURE:

NOTE: If this flash process is interrupted/aborted, the flash should be restarted.
NOTE: Stationary DeSoot will not perform without a P1451 DTC. Updating the ECM
will automatically clear the P1451 DTC from the ECM's memory. If the soot
threshold is great enough where a Stationary DeSoot is required, it may be
necessary to drive the vehicle so that the P1451 DTC will reset.

1. Does this vehicle have a P2262 DTC either active or stored?
a. Yes >>> Refer to TSB 09-002-09 REV. A (or later bulletin) before proceeding with
this bulletin.

b. No >>> Proceed to Step #2.

2. If this vehicle is a 2007, verify Recall G30 has been properly performed. Bootloader
Software will be displayed on the Scan Tool as up-datable. If the recall has been
properly performed, updating Bootloader is NOT required, (even though the calibration
may be displayed as up-datable).

3. Reprogram the ECM with the latest software. Follow the detailed service procedures
available in DealerCONNECT/TechCONNECT, Refer To Group 8 - Electrical > 8E -
Electronic Control Modules >MODULE, Engine Control, Diesel > Service Information >
Standard Procedure > PCM/ECM Programming - DIESEL. After PCM
reprogramming, the following must be performed:

a. Clear any DTC's that may have been set in other modules due to reprogramming.
The wiTECH application will automatically present all DTC's after the flash and
allow the tech to clear them.

4. Type the necessary information on the "Authorized Modification Label" and attach it
near the VECI label.
POLICY:
Reimbursable within the provisions of the warranty.

Just before purchasing my 2008 Dodge Ram 2500 (i6 6.7L Turbo Diesel), I took it to Larry H. Miller Dodge in Sandy. I saw a few dents on the lower suspension and wanted to determine if there were other issues before committing to a purchase.

At the time, they quoted about $1200 in repairs for all four ball joints (upper / lower, left and right side), and outer tie rod ends. Considering the deal I was getting on the truck ($24000), I thought $1200 in front-end work would still be a bargain.

The odd thing was, the front tires showed no signs of wear, the ride was fine (until about 75mph, where it would shake a bit) and there was no obvious indication of front-end problems.

On Monday (at 7am), I dropped the truck back off at Larry H. Miller to effect the repair work.  Around 2pm, LHM phoned me (Service advisor = Jim) and indicated that the price was now up to $2500 and pretty much the entire front-end needed to be replaced (shocks, control arms, ball joints, tie rod ends, etc..). I said, No-Thanks and recovered my truck.

Yesterday, I decided to get a second opinion and took the truck to Les Schwab Tire & Service Center (Taylorsville). After 10 minutes of inspecting, the two mechanics walked me over to the truck, showed me how they inspected and indicated that no front-end work was needed. They said, there was a little play in the ball joints, but that was normal for stock Dodge parts.

Now that the founder is dead (Larry H. Miller), are they becoming so desperate for revenue that they would lie to generate short-term gains in service fees by losing a customer for life (long-term)?