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Cummins 6.7L CCV Filter Install

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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.
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Via: http://www.cumminsforum.com/forum/6-7l-tech-articles/177185-6-7l-fuel-filter-change-how.html

First fuel change for this diesel. Filter was very tight but after a couple of tries with the socket drive it came loose.


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Dodge Ram TSB NUMBER: 18-024-09

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Note: This is in regard to the emissions systems specifically on 6.7L Turbo Diesels (Cummins).
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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.
In May 2009, I purchased a Dodge Ram 2500 (i6 6.7L Turbo Diesel). My purpose for purchasing this truck was two-fold:  1) to haul my ATV without the use of a trailer and 2) so we could eventually sell our 31" Ford Chassis (V10) motor home and replace it with a huge 5th wheel trailer.

The truck now has 48,000 miles on it and is suffering from DPF (Diesel Particulate Filter) and Turbo soot-clogging.  This issue occurs because to meet EPA emissions requirements, Diesel engine manufacturers (in the case, Cummins) pump exhaust (with soot, etc) back into the engine and turbo charger via the EGR (Exhaust Gas Recirculator). Supposedly, if you drive the truck hard and tow often, and in conjuction with the exhaust brake, you can purge this soot from the turbo.

Often however, folks find themselves stuck in traffic or unable to keep their vehicle above 2000 RPM's, so the soot starts to accumulate on the fins of the turbo charger, causing it to malfunction. In addition, once that occurs, soot starts to also begin to full the DPF.

Normally, the truck goes into what's called "Regeneration Mode". In this mode, the truck will (about every 200 miles) force Diesel fuel into the exhaust system and increase exhaust temperatures to +1200F, turning the soot into ash and expelling it through the tail pipe.

When the turbo clogs, however - the truck stops REGEN mode, thereby hastening the clogging of the DPF.

I have found myself in a situation where the Turbo, DPF and ECM (electronic control module -aka- main car computer) are all screwed up.

Fortunately, Dodge and Cummins offer a 5year/100,000 mile warranty on these items and have plans in place to either clean (difficult to do) or replace all the effected components.

On Wednesday (my birthday) the 29th of July, I dropped my truck off at Ken Garff Dodge (in West Valley City) to effect these repairs.

While I understand the absolute necessity of maintaining tight emissions standards, what I don't understand is the EPA's rationale. For my truck to blow less (almost no) smoke and release virtually no particulates, it must burn considerably more Diesel fuel and have more maintenance related issues. Does this make sense?

headupass9gv.jpg
 




RECAP

1. Pulling the plug on the EGR will cause better mileage and fewer regens. General improvement is +2 MPG.
2. It will not harm the components down stream. It will actually help them
3. It will generate a check engine light because the computer sees pieces of hardware missing. You will have to deal with it until a code free EGR solution is found.
4. Just unplugging the EGR will not allow soot to build up. Experiments after 6000 miles showed the exhaust pressure is enough to allow the exhaust pressure to bleed off the soot and condensation.
5. This is reversible and will leave a code stored in the ECM. The dealer may or may not see it. Depends on how thourgh he is. This means you can unplug the EGR and go to the dealer with it plugged back in.
6. Some earlier trucks act strange in the beginning. If this continues, you'll need to remove the flapper valve in the intake, or get a later update on the ECM.
7. Unplugging the EGR with a DPF delete has some short term effects on your truck. The two systems are tied together but work independently. If the problems persist, then you have other problems which we will try to help you with.
8. DO NOT keep plugging in and unplugging the EGR. It confuses the ECM
9. Codes usually generated- P0405 and a low pressure code.
[10. Codes can be cleared with an Edge or a PMT. Some have had good luck with running with the codes cleared and some have not. It's possible the flash level is the problem. Clear the codes before you start and see how it
11. Best Minimum Flash levels.
2008 Standard 62350230AP
2008 Auto 62350235AQ
2007 C&C Stan 52300230AV
2007 C&C Auto 52300234AV
2007 Standard 55350230AY
2007 Auto 55350235AY

DO NOT DELETE THE CODES IF YOU CAN. Your fuel economy can be effected and it could throw your truck into a limp mode when changing climates. Temperature plays a major part in this.

It is a good idea to clean the MAP sensor. Many may already do this and many may not even know where the MAP is. Cleaning this sensor may really improve the way the engine runs and cut down on codes like P0106. Even if you think your truck is running good it will not hurt to clean this. This is about the simplest thing to do and takes about 5 minutes. Brake cleaner and a Torx #15 head is all that is needed.

Map location


Dirty sensor. My sensor had about 2000 miles before the EGR was deleted and it is tough to see by the pictures, but it is covered in soot. I can not imagine what some of the sensors are like that have had the EGR hooked up for awhile.


Clean sensor. You can now see the protected orange part in the middle.



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