Cummins 6.7L Closed Crankcase Ventilation (CCV)
The Closed Crankcase Ventilation System (CCV) consists of several parts to make it functional. One part is the filter. The filter is serviceable and prevents oil mist from entering the discharge tube of the CCV system. It is not cleaned, but replaced at 60,000 mile intervals.
The crankcase breather assembly is integrated into the cylinder head cover (3) and is serviced separately. The external fittings (2) to the breather tube and breather drain tube are serviceable.
The crankcase breather assembly is integrated into the cylinder head cover and corresponding breather cover. Crankcase gasses travel into the breather cavity under the breather cover where they pass through a filtering media (serviceable maintenance component) which separates the oil from the crankcase gasses. The oil drains back into the engine block through two hoses (2) on the left side of the engine.
The crankcase gasses are directed through the Crankcase Depression Regulator (CDR) valve which allows the system to maintain a constant positive pressure in the crankcase. The CDR valve is a non-serviceable component located on the underside of the breather cover. Clean crankcase gasses flow from the CDR valve into the fresh air side of the turbocharger compressor.
The closed crankcase ventilation valve is used to vent the crankcase gases back into the intake of engine. If the crankcase ventilation filter becomes too restrictive, under high intake vacuum situations, the closed crankcase ventilation prevents the engine from syphoning crankcase gases/oil from the crankcase of the engine. The closed crankcase ventilation valve is located under the crankcase ventilation filter cover at the top of the engine.
Thanks for the info. Dodge wants to blame every 6.7 Cummins owner for this closed crankcase ventilation system. I understand that it is good for a system to have a slightly positive pressured system. It can help reduce oil sling as well as let lighter gases flow to the top... it can even keep water out of your engine to some degree....small horsepower gain as well. The biggy is that the electronics does not work so good and the the overhead message and the check engine lights are very unreliable. Therefore your P-1507 code does not trip while your CCV filter is restricted and you drive happily along until a ruined DPF or a oiled turbo and intercooler... with EGR full of smoot. Also your replace Crankcase Filter code P-1508 still sleeps while you are happy enjoying the past reputation of Cummins......and wished Dodge was owned totally by Cummins.
DPF CCV filter CDR and Dodge warranty no more lies!!
Hey guys... the pressure that the mechanic is talking about is a little complex. If the aftermarket air filter system flows too well then the suction before the turbo is reduced. The CDR valve in top of the valve cover opens and shuts according to pressure build up in the engine. The engine is designed to keep a small positive pressure in the engine to keep oil sling and the emissions down keeping heavier gassing to the bottom of the engine. It also allows a small overall hp increase from the oil sling. The problem with these Cummins engines is that when the engine is turned off then the positive pressure mostly stays in the engine and coupled with the CDR valve being shut holds oil in top of the engine causing a premature oil soaked crankcase filter. One of Dodge tricks is to blame you the customer for adding too much oil to the engine. They blame us because they say there is too much oil and we should of known better. If you check a dodge 6.7 after an oil change it will always read low on the dipstick. Concerning the after market air system it reduces the suction and is really a good thing not bad because the positive pressure in the engine should pass tru the filter in a passive form and not a suction as much thus reducing the oil soaked air filter... one problem of course would if the unburned crankcase gasses were not removed by some restriction then there would be oil leaks in gaskets to the outside by too much internal pressure.
Suggestions to Dodge... create a passive style crankcase filter with a mechanical low psi check valve to the turbo to pass emissions and keep the positive benefits of the positive pressure in the engine... also reduce the suction from the turbo to make it more passive. Concerning the oil drain they would need a solenoid to open the system when the key is turned off.
The real problem is the CDR valve stays shut when the engine is turned off it holds oil in the CCV filter. Pre-mature oil soaked filters cause oil laden air to be sucked into the turbo... causing more emissions... oil soaked intercoolers and clogged DPF.... Bottom line do not let dodge tell you it is your fault.
To fix the problem is a matter of how you deal with the warranty issue... First understand what is going on and do not let them in any way try to blame you. I have been told almost everything in the book by them and my truck is bone stock besides a suspension lift and tires; which we all know in no way voids your warranty. I keep it bone stock until the extended warranty is over. They have lied to me about so many things to keep from them warranting; I have 40,000 miles and they said I did not pull maintenance on the CCV filter so covering my clogged DPF is my fault even though the replacement is 60k per the maintenance book. There is much more to the story such as them trying to blame for a partially clogged fuel filter causing a DPF failure.... what a joke and impossible... no DTC codes for this and I was able to drive it like normal. The factory offered to clean the fuel tank for free even though the fuel was clean... their tech checked and no particles. I told them to leave the tank alone because their game is to cause blame. If they clean the tank then they say I was running dirty fuel and can say no lemon law can be applied. They now say they will clean the DPF and replace the fuel filter(stock Mopar) and case that the fuel flows through.... another trick... try to show that I ran bad fuel to cause emissions to clog DPF.... Everyone do not buy their lie... stick to your guns.... they will have to reveal this design defect!!
The other problem with blaming it on a high oil level is that when the truck goes into Active regeneration some fuel is dumped into the pan. More Regenerations, then more fuel. For someone that drives mostly around town the truck will be in regeneration almost non stop which will raise the oil level on the dipstick to a crazy level if they go with the manual and wait until 7000 miles.
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