6.7L Cummins Forum

When I bought my truck back in April the p2262 came on a few times as soon as it left the lot so i took it to the dealer and they updated it with the new flash. That seemed to help.

Since then I installed the Quadzilla Boostfooler and a K&N airfilter in the stock housing and a muffler delete which really helped with the power and mileage.

I now have about 3200 miles on it. about 2 weeks ago I was reading some threads about the air filter kits you guys were installing, and someone stated that they had removed the plastic louver piece from inside the intake duct.
it sounded interesting but i never gave it much more thought. then a few days after I read the thred the p2262 came back. it was on for a few starts went out for a day then on for a few stars again. so i cleared the codes and started doing some investigating.

now immeadiately I started looking at aftermarket parts as soon as I bought the truck. the one i did the most reasearch on was the air intake filter kits.
and the one that most impressed me was the Banks system.
now I realize that ever manufacturer is going to toot there own horn and say theirs is the best (salesmenship) but from my research the ones that were the best are the 1. Banks 2. S&B and 3 stock. I checked out virtually all of them for the 6.7 but what intrigued me was that banks did HP TQ and Air density tests Unfortunately Banks did not test the S&B but many others and for the most part the majority of systems banks tested were actually worse then stock. Logically density= cooler air= more HP and TQ W/less EGT.

So if the stock system is really that good and maintains good density it could be made better right?
so for $75 i got the K&N filter which made a marked improvement over the paper filter, then when i got the p2262 @ 3100 miles i decided to really take a look at the air intake system. when i pulled out that louver from the intake tube i was shocked to find that it was wrapped with a plastic cheeze grader type cage and surrounded with foam.
So i removed the whole louver assembly, fliped the filter box upside down and found a small hole about 5/16" centered in the bottom I took a 2" hole saw used the small hole as a pilot and cut nice 2" hole in the bottom.
then i drilled two 1" holes in the front of the filter base near the middle point so that air can come in from the fender, bottom, and front of the box and move around all sides of the cone shaped K&N. I stayed away from the engine side to avoid picking up heat.
So far the p2262 has not come back. been about 100 miles in town over a week. of course i always use the EB.

SO my theory is this:

With the Boostfooler increasing boost at all levels more Presure, removing restrictions in the intake track ( paper filter and louver asy.) and adding a few holes in the right places to the filter box for increased airflow.

this may provide enough airflow and pressure to help keep the sootdown and keep from triping the code. So far it has not come back but we will see.

on a side note why pay huge dollars for a aftermarket air intake system when according to Banks (which personally I trust) Says that the stock system is one of the best tested out there and that was totally stock.

If this helps someone great just providing my 2 cents worth.

The 2262 code is a signal that the sliding vane in the Turbo isn't operating correctly. P2262-turbocharger boost pressure not detected - mechanical You are also correct that if you're not smoking/creating soot then the chances are you won't see the code as much but the other part of the equation is you have to create boost in order to move the vane and keep it clean. The best way to do this is to work the truck by towing or hauling a load and if you're not, the next best thing is accelerate hard up an onramp to move/clean it off.

What's ironic is that anyone who use to own a muscle car 30, 40 years ago had to do the same thing called "cleaning out the cobwebs" but for different reasons.............Fun factor is still a 10!

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2007.5 Dodge Ram 3500 HD,QC, 6.7L Cummins, 6speed Auto, 4X4, Bighorn Edition.
Click for installs: Carr Steps PML Diff Cover Edge Juice with Attitude Volant Intake Hankook ATM RF10

yup I agree. Mostly I hot rod mine around and do highway trips.
I also have a would be muscle car, 1969 Chevy Impala Fastback with a Blown 406 SBC, 850 Holley,700R4 trans.with 2600 stall, Stainless 3" Mandrel bent dual exhaust w/X-pipe, and Eaton Posi-trac.
wow factor on this baby is definately a 10.
The truck is alot more stealthier though and with much better manors.

Currently I have no plans for a CAI on mine, I still use a paper filter. I would like to get the OEM K&N replacement filter but I have issues with the filtering efficiency ratings of it. I also wonder if it really makes that much difference on this engine. The EGT's need to be up so that the DPF can stay clean, if you were to achieve lower EGT's wouldn't it cause it to RE-GEN more often? I have installed most every ones CIA's on a lot of different models of truck and car, some of the units with restricted intakes did benefit from it but there were far more that did not show an actual improvement. They did sound better and the customer 'thought' it was better, but actual Dyno testing (I did) did not show any real improvements.
I believe in K&N filters, I have run them for 30 years in everything I owned, the servicability was great and on a few restricted units there was a slight improvement in power and mileage. My concern is the lowering of the EGT's possibly causing sooting issues in the future. I hog on mine regularly and tow heavy when I do tow, the EB is always on and I haven't had some of the issues that many have had. As always I learn alot from this site, Thanks Squid!! and of course all of you that contribute as well.
Just my take on the system.

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07.5 3500 Quad, SRW, 4X4, Laramie, Leathered, Dark Metallic Gray, 6.7, 68RFE, 20K Reese, Ride Rite's, 2 Viair air compressors, Bully steps, Kleinn Locomotive air horns (there was 2 and now there are 5), Billet polished locking fuel door, 'A' pillar mount Auto Meter Pryo, PML X-deep trans pan (Yet to be installed)
06 Durango 285 RL 5'er Lifted by KZ
96 2500, Ext, 4X4, V-10 Gasser @ 400 HP, Gibson 3" single Exhaust, Ride Rite's, 285 Bridgestones, 170,000 miles, Faded Green, Carr steps, Brush Guard, 2 - 385K CP KC Daylighters, Dual Batteries, On board Air system

well I suppose it depends on the climate you live in.
I live on the north west coast so its a wet climate half the year and usually not more then 80 or 90 in the summer but not dusty so the filtering limits of the K&N aren't a concern for me. However if you lived in a real dusty dirty climate there might be a better one out there. I think K&N's rateing is 95% or so.
As far as EGT goes if I understand what I have read when you go into regen it goes up for the cycle. I don't see how lowering your average daily egt would affect it I would think it would still go up to the temp needed for the regen cycle.

I think Garlic was referring to lowering your EGT's to the point that when you are towing/hauling a load you never go into passive Regeneration. My reason for the Volant had nothing to do with HP or torque but the filtering of the Nano Fiber Filter since I live in dusty old Kansas and live on a dirt road to boot. (Not sure if any of you have ever seen the dust created by a combine during a wheat harvest but here in July you would swear there was a forest fire the air is so dusty and I also always get a sinus infection so I need a volant too, LOL.)

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2007.5 Dodge Ram 3500 HD,QC, 6.7L Cummins, 6speed Auto, 4X4, Bighorn Edition.
Click for installs: Carr Steps PML Diff Cover Edge Juice with Attitude Volant Intake Hankook ATM RF10

I live in Illinois and can relate to combine dust , and go to wichita ks for work, and out there the wind is always blowing so I can only imagine the dust bowl. I've been running the 5.9 filter in mine (at the time I couldn't get the 6.7 one and the local parts stores don't even list it) and don't see any difference so I;m going back to the 6.7 filter for now,I have been looking at systems but I want a dry filter like the volant , unlike the oiled filters like k&n, I'm afraid of the oil getting (over time) to the turbo and intercooler, I will also be changing the ccv filter sooner than they recomend as a precaution to that as well, I have been looking at vacuum jars at work and am thinking about puting something like that inline on the hose to the ccv to be able to see when it starts to "suck" oil when the filter gets full ?? people with more miles than me have ran into these problems already and I just want to be "preventive" on my maint. just a thought?