OBD-II code family
Intake Air Leak and Restriction Faults (4 codes)
4 related fault descriptions. Use each full code and the exact vehicle service information to identify its circuit, monitored condition, and required tests.
Codes in this family
This is the complete published member list for this guide. Each code retains its own page; shared diagnostic context does not mean that every member has the same test or repair.
What these codes mean
These four entries preserve the named intake-air context. P2279 reports an intake-air-system leak; P2280 retains restriction or leak between the air filter and MAF; P2281 identifies the MAF-to-throttle context; P2282 identifies the throttle-to-intake-valve context. Every full code and title remains listed. A title does not establish a universal removable duct, pressure difference, number of airflow sensors or leak-test method.
Different manufacturer monitors make the distinction practical. Volkswagen’s cited 2014 Passat CBTA/CBUA table gives P2279 a throttle-mass-flow offset criterion. Audi’s March 2020 bulletin 2040644/11 describes a particular crankcase-breather module concern with P2279/P0507 and noise on its listed 2013–2016 A6/A7/A8 4.0 TFSI applications. Neither example makes a loose oil cap or a PCV part the cause on every engine.
The archived 2011 Ram 2500 6.7L P2281 entry evaluates a large leak between compressor outlet and intake manifold using exhaust pressure, boost and charge-flow conditions together. Its ignition-off initial inspection and subsequent matched system test do not describe one nearly unpressurized quiet boot. Turbocharging, recirculation and ventilation arrangements must be identified before interpreting the named span.
Ford’s covered 2024–2025 gasoline P2282 PCV monitor includes naturally aspirated MAF-sensed and turbo or naturally aspirated MAP-sensed arrangements. It has relevant sensing/control prerequisites and calculated-leak criteria. A high idle, hiss, single-cylinder complaint or one bank’s correction therefore cannot provide a universal gasket-versus-seal map or certify every signal healthy.
Restriction and leak remain alternatives under P2280. A filter’s appearance, light transmission or a peak-airflow-per-horsepower rule does not replace the actual diagnostic limits. Recent filter or intake work is useful history, not proof that the new part is wrong. The prescribed sequence determines whether integrity, installation, obstruction or another relevant concern needs correction.
Save the complete scan, event data, warnings and recent work before clearing anything. Have protected air-path, signal and relevant circuit checks establish the cause. Do not run without a filter, flex live ducting, remove hoses or the oil cap as a generic test, introduce combustible cleaner/propane or provoke a full-load road event. Equipment, isolation and pressure limits belong to the installed system.
Repair the demonstrated fault and complete its required setup and verification. Ask for a diagnosis-based estimate identifying the actual duct, seal, sensing, wiring or other job. Follow warnings and obtain assistance for stalling, unreliable power, impaired braking or severe running problems; neither a named intake span nor a normal-looking idle provides a safe waiting distance.
Identify the circuit on your vehicle
Match the full DTC, reporting module, and any failure-type suffix to the service information for your exact year, make, model, engine, and equipment. An identifier alone does not establish installed hardware count, location, connector pinout, or a universal measurement.
Where the manufacturer publishes its own meaning for this code, that is the one to work from — it describes the actual component on your vehicle, which the generic definition cannot. Keep the generic description for what it is good for: it tells you which subject area the standard assigned the code to, which is useful context when the two appear to disagree. If they do disagree, follow the manufacturer.