Welcome to the Dodge Cummins Diesel Forum, the fastest growing Dodge Diesel Community on the internet.
You are currently viewing our boards as a guest which gives you limited access to view most discussions and access our other features. By joining our free community you will have access to post topics, communicate privately with other members (PM), respond to polls, upload content and access many other special features. Registration is fast, simple and absolutely free so please, join our community today!
If you have any problems with the registration process or your account login, please contact contact us
07.5 - 09 3rd Gen 6.7L PowertrainDiscussion of components that are directly involved in the power production and all that is needed to get and keep the truck moving . Engine, Transmission, etc...NO ADVERTISING
Is anyone having problems with a constant check engine light and P2262 code. Dealer says just to drive it a little harder to blow the soot out of the DPF, but it's come on 3 times in 2 weeks. Anyone have similar problems or thoughts other than doing the DPF delete, b/c i'm not going to do that yet.
I think they mean blow the soot out of the turbo - I have no idea what the DPF would have to do with a MECHANICAL low boost pressure fault code being set.
Here is the info right from the book on the 2262...
The variable geometry turbocharger (VGT) is electronically activated by the Electronic turbo actuator. The Electronic turbo actuator is a smart device and receives information via the J1939 datalink from the ECM. The Electronic turbo actuator performs its own diagnostics and reports failures back to the ECM using the J1939 datalink. The ECM then decodes the error message and converts it to a fault code. The ECM lights the MIL lamp immediately after the diagnostic runs and fails. The ECM will turn off the MIL lamp immediately after this diagnostic runs and passes in 4 consecutive drive cycles.
The VGT sliding nozzle is slow to move or is unable to move to the fully closed position at initial key-on. The physical limits of the VGT sliding nozzle have been found to be greater than or less than 100%.
If you ask me I think there might be a run of bad actuators out there that are either weak or returning bad info back to the ECM - could also happen if there is excessive soot in the turbo that is causing the variable nozzle to stick or not move easily which is why they tell us to run the exhaust brake all the time (Something I don't entirely agree with) or drive the wheels off of it to 'desoot' it.
Something I noticed yesterday while washing my truck is that the actuator appears to be completely exposed to anything coming through the passenger side wheel well such as spray from a hose, pressure washer, car wash, snow etc; I'm sure the unit is 'weatherproof' but I can't figure out why they didn't make an attempt to protect it from the elements.
which is why they tell us to run the exhaust brake all the time (Something I don't entirely agree with)
Granted I do not have the latest flash yet. I still think them telling you to drive with the E brake on all the time to keep soot from accumulating on the Turbo is a crock of sh!t. This is neither a fix or a preventive measure in my opinion. Since reading about the EB and Turbo combo I have done it non stop (Right after I got my truck). And sure as sh!t Im getting CEL with P2262. Now I know it might be something else but Im willing to bet its not. I know I bought a first year motor and Im willing to deal with the flaws. But if they are just pulling things out of there as @ss to get by, they need to working a little harder.
07.5 Ram 2500, 4x4, 68RFE, QC/SB Big Horn, Smarty Jr ME, DPF delete, EGR cooler delete, CCV breather delete, AFE CAI, GDP intake manifold, 5" TBE
As I understand the theory of operation on the exhaust brake the ECM 'modulates' (yanks back and forth) the variable nozzle via the actuator (gives us that wonderful 'jake' brake sound) at a rate determined by a variety of inputs.
This doesn't apply to everyone on here but highway driving in my area usually involves a lot of 70-40-60-20-45-70 mph variations due to the ebb and flow of traffic, under those conditions I might engage the exhaust brake 100+ times within 50 miles which makes me wonder how many times that variable nozzle can be 'modulated' before the mechanical components wear out and cause other problems - my guess is that it will probably survive the warranty and so the dealer is fine with me running the exhaust brake all the time and driving the piss out of my truck.
Maybe I'm being a bit paranoid but I intend to have this truck for long time so stuff like that bothers me; for now I run the EB 2 or 3 times a trip which should be enough to keep the soot off it.
on the early 6.7 's there was a batch of not bad turbos but turbos with the wrong tolerances. something about the tolerances in them where to tight for all of the carbon build up. i had two replaced on the truck that i lemoned. also in the beginning the turbos didnt function the slide on start up and shut down like they do now. so if you didnt use it for a month or so it would build up with carbon and not function so well. they had a flash to correct that and also that is why they say its good to use them, keep them functioning
Chuck Norris taught THE STIG how to drive in a Ford.
i have wondered the same about the VGT wearing its self out, but how many times can a piston go up and down before the bearing wears out, how many times can a u-joint rotate before it goes out, how many times can the bushing in your 4 link front in function before it wears out, and so on.
we have the best of the turbos. thank god its not a VGT like GM or Furd. we only have a couple of moving parts unlike theres. Dodge doesnt dictate to Cummins on how that engine is built, but i could only worry about those who keep the DPF on, how would the extra back pressure and build up of carbon effect the life of it
Chuck Norris taught THE STIG how to drive in a Ford.
The AutoGuide.com network consists of the largest network of enthusiast-owned enthusiast-operated automotive communities.
AutoGuide.com provides the latest car reviews, auto show coverage, new car prices, and automotive news. The AutoGuide network operates more than 100 automotive forums where our users consult peers for shopping information and advice, and share opinions as a community.