What's new
By:
Ram Heavy Duty Forum

Register a free account today to become a member! Once signed in, you'll be able to participate on this site by adding your own topics and posts, as well as connect with other members through your own private inbox!

Too much oil and poor dealer help

CaptainMike said:
That manager is a pu ssy. It's not a dealership problem (well, maybe in his case it is), but the manufacturer's problem. My dealership, and more specifically the service manager, has been in my corner since day one. Yeah, they don't make as much money off of warranty work, but they know customer service. That's a big deal to me when it comes time to replace my '22 hunk 'o crap.
Click to expand...

Wish mine was good. Now they can talk to the attorney general lol. They forced regen my truck and when the Manager and assistant manager both stood there while we confirmed oil level... it was below safe mark. They let me drive home that way because I was going to fill it with diesel..... I returned after 4 miles because of the clanking sound and I got new batteries....
 
Dinky503 said:
Wish mine was good. Now they can talk to the attorney general lol. They forced regen my truck and when the Manager and assistant manager both stood there while we confirmed oil level... it was below safe mark. They let me drive home that way because I was going to fill it with diesel..... I returned after 4 miles because of the clanking sound and I got new batteries....
Click to expand...
Batteries are so powerful these days their power can adjust valves. It’s crazy.
 
Deltron said:
It's only a few trucks doing this. I wouldn't worry about it.
Click to expand...
I can assure you its more than a “few”.

Way more.

There are a lot of owners out there who do not know what regeneration is, or what the DPF gauge indicates. For every truck owner that has this issue and is aware of it, I’d be willing to bet there are two to four times as many that are completely oblivious. I have a spreadsheet documenting these issues. I’m close to 100 trucks already and I just started recently. 70% of those are 2022 model years. The average consumer doesn’t understand the regeneration process or how the DPF works. They’re woefully ignorant to it, but unfortunately they’re still being victimized by an issue Ram can’t seem to get their heads around. These trucks should be able to go much further than 100 miles between regeneration cycles when used properly, and they’re not demonstrating that ability.

IMG_6440.jpeg
 
Last edited by a moderator:
There's no doubt in my mind that Ram is aware of the issue and is trying to determine the cause and a fix. We have seen some material saying try changing this and that etc. But there needs to be better communications from Ram to the dealership, updated info for vehicle owners, instead of nobody knows anything! It could be a simple letter mailed to owners, or a dealer handout to owners, or even "Ram Cares" posting updated issues status here on the forum. I believe the same problem applies to all the diesel truck manufacturers as well. Unfortunately we're now in a time of "recall manufacturing", build ship and recall! We see it everyday in the news who and how many vehicles being recalled for whatever problems. The vehicles are becoming really complicated with all the electronics and complex computer software issues, and very long term diagnosing and fixing! o_O :(
 
mbarber84 said:
I can assure you its more than a “few”.

Way more.

There are a lot of owners out there who do not know what regeneration is, or what the DPF gauge indicates. For every truck owner that has this issue and is aware of it, I’d be willing to bet there are two to four times as many that are completely oblivious. I have a spreadsheet documenting these issues. I’m close to 100 trucks already and I just started recently. 70% of those are 2022 model years. The average consumer doesn’t understand the regeneration process or how the DPF works. They’re woefully ignorant to it, but unfortunately they’re still being victimized by an issue Ram can’t seem to get their heads around. These trucks should be able to go much further than 100 miles between regeneration cycles when used properly, and they’re not demonstrating that ability.
Click to expand...
So, what changed in 2022? There's zero chance Stellantis doesn't know. It leads me to believe it's something rather serious like the snap ring issue in the Aisin transmissions and is going to cost them a LOT of money, something like an actual engine fault. I certainly hope this isn't the case.

My understanding is ALL the hardware is the same as the earlier trucks and so far from what I see on the spreadsheet very very few have been repaired by replacing anything external to the engine. Also the problem seems to not affect the '23 trucks as much.

Maybe they're playing the game of pushing it down the road until the emissions warranty expires putting it on us. Whatever it is, it's a mess. First thing they should do is seriously extend the emissions warranty on the '22 trucks to restore some confidence owners will be taken care of for something not their fault.
 
Deltron said:
So, what changed in 2022? There's zero chance Stellantis doesn't know. It leads me to believe it's something rather serious like the snap ring issue in the Aisin transmissions and is going to cost them a LOT of money, something like an actual engine fault. I certainly hope this isn't the case.

My understanding is ALL the hardware is the same as the earlier trucks and so far from what I see on the spreadsheet very very few have been repaired by replacing anything external to the engine. Also the problem seems to not affect the '23 trucks as much.

Maybe they're playing the game of pushing it down the road until the emissions warranty expires putting it on us. Whatever it is, it's a mess. First thing they should do is seriously extend the emissions warranty on the '22 trucks to restore some confidence owners will be taken care of for something not their fault.
Click to expand...


No one knows and Ram won't say Nothing changed as far as we know. It could be faulty sensors or software issue. All we can do is speculate on what we think. I would believe Ram does know they have a issue and know they are kicking it down the road. I just don't know if it's just a costly repair or they don't know how to fix it. Reason I filed a complaint and others should as well.
 
I’m not exactly sure what specifically changed on the 2022+ truck. I’ve been told that the injectors are different (but have no proof of that), and I do know there are two different versions of the MAF floating around (Germany and China sourced) There have been a number of DPF’s with internal failures of various kinds. STAR sent out a follow up report to one of the techs (who then shared it with me) that lists several things to look at. I can’t remember if I already posted this here but will post again below for the sake of clarity. My truck worked flawlessly from January 2023 when I started documenting my regen cycles. Regenerations were all on the 24 hour timer, with minimal or no noticeable soot buildup on the dash gauge. Mileage was between 900-1000 miles between each regen. This behavior continued until June 2023. After which it spent the next five months (End of June to end of October) running regeneration cycles at half the previous time and mileage interval. Anywhere from 6-18 hours and roughly 200-500 miles between regens. Out of nowhere, the behavior rectified itself at the end of October 2023. At the time, I had just switched where I buy my fuel and also stopped using hotshots edt fuel additive. I had thought that this action was the driving factor behind the improvement in regen performance, however now I’m not so sure. The truck worked flawlessly from the end of October 2023 until about the end of March 2024. Again, all regens at the 24 hour mark and no noticeable soot accumulated on the DPF gauge. Starting in April 2024, I noticed a very sudden increase in soot loading, and a significant reduction in noticeable passive regeneration. Its important to note that, throughout the course of my documentation, the trucks’ duty cycles, speeds, routes, fuel source, operator, etc all remained identical. There were no significant outliers in how the truck was used, and save for a few isolated occasions, was operated almost exclusively on the highway, in an unloaded / non-towing scenario, while maintaining a speed of 75mph consistently as much as possible. As April began, I noticed soot would accumulate much faster, and would not passively regenerate out like it had previously done for the past 7 months. This behavior resulted in the regeneration cycles moving significantly closer together in both time and mileage. My next to last regeneration cycle was pushed out to the 24 hour mark only because I had a significant amount of heavy towing to do, and this use was what reduced the soot load enough to stretch the time interval out to the 24 hour mark. Had it not been for the towing, the regen cycle would have initiated at roughly 400-500 miles and about 12-14 engine hours. My most recent regeneration was at 502 miles and 14 hours, approximately half the interval that the truck had previously been able to achieve under the same style of operation for multiple months.

As of this writing, I am 90 miles since my most recent regeneration and is already showing 25% soot load on the in-dash DPF gauge. If this trend continues, I will be lucky to reach 200 miles this interval before the truck goes into regen again. It’s also important to note that I monitor my DPF gauge very closely and use that to anticipate when regen cycles will trigger. I typically adjust my driving so that the regen occurs on the highway will traveling at 70+ mph and I allow the cycle to complete 99% of the time. Typically takes about 20-30 minutes depending on soot load.

As of right now, i believe this issue may be related to the change in temperature and weather. My theory is that the MAF sensor may not be adapting sufficiently to environmental changes. This may be either because the MAF itself might be faulty, or my drive cycles are not providing sufficient time and data to make adaptation possible. I’m going to attempt the adaptation relearn procedure mentioned below in the coming days. If that is not successful I may attempt to buy the updated part number MAF and then perform the relearn again. As always I will report back. IMG_4620.jpegIMG_4621.jpeg
 
mbarber84 said:
I’m not exactly sure what specifically changed on the 2022+ truck. I’ve been told that the injectors are different (but have no proof of that), and I do know there are two different versions of the MAF floating around (Germany and China sourced) There have been a number of DPF’s with internal failures of various kinds. STAR sent out a follow up report to one of the techs (who then shared it with me) that lists several things to look at. I can’t remember if I already posted this here but will post again below for the sake of clarity. My truck worked flawlessly from January 2023 when I started documenting my regen cycles. Regenerations were all on the 24 hour timer, with minimal or no noticeable soot buildup on the dash gauge. Mileage was between 900-1000 miles between each regen. This behavior continued until June 2023. After which it spent the next five months (End of June to end of October) running regeneration cycles at half the previous time and mileage interval. Anywhere from 6-18 hours and roughly 200-500 miles between regens. Out of nowhere, the behavior rectified itself at the end of October 2023. At the time, I had just switched where I buy my fuel and also stopped using hotshots edt fuel additive. I had thought that this action was the driving factor behind the improvement in regen performance, however now I’m not so sure. The truck worked flawlessly from the end of October 2023 until about the end of March 2024. Again, all regens at the 24 hour mark and no noticeable soot accumulated on the DPF gauge. Starting in April 2024, I noticed a very sudden increase in soot loading, and a significant reduction in noticeable passive regeneration. Its important to note that, throughout the course of my documentation, the trucks’ duty cycles, speeds, routes, fuel source, operator, etc all remained identical. There were no significant outliers in how the truck was used, and save for a few isolated occasions, was operated almost exclusively on the highway, in an unloaded / non-towing scenario, while maintaining a speed of 75mph consistently as much as possible. As April began, I noticed soot would accumulate much faster, and would not passively regenerate out like it had previously done for the past 7 months. This behavior resulted in the regeneration cycles moving significantly closer together in both time and mileage. My next to last regeneration cycle was pushed out to the 24 hour mark only because I had a significant amount of heavy towing to do, and this use was what reduced the soot load enough to stretch the time interval out to the 24 hour mark. Had it not been for the towing, the regen cycle would have initiated at roughly 400-500 miles and about 12-14 engine hours. My most recent regeneration was at 502 miles and 14 hours, approximately half the interval that the truck had previously been able to achieve under the same style of operation for multiple months.

As of this writing, I am 90 miles since my most recent regeneration and is already showing 25% soot load on the in-dash DPF gauge. If this trend continues, I will be lucky to reach 200 miles this interval before the truck goes into regen again. It’s also important to note that I monitor my DPF gauge very closely and use that to anticipate when regen cycles will trigger. I typically adjust my driving so that the regen occurs on the highway will traveling at 70+ mph and I allow the cycle to complete 99% of the time. Typically takes about 20-30 minutes depending on soot load.

As of right now, i believe this issue may be related to the change in temperature and weather. My theory is that the MAF sensor may not be adapting sufficiently to environmental changes. This may be either because the MAF itself might be faulty, or my drive cycles are not providing sufficient time and data to make adaptation possible. I’m going to attempt the adaptation relearn procedure mentioned below in the coming days. If that is not successful I may attempt to buy the updated part number MAF and then perform the relearn again. As always I will report back. View attachment 72743View attachment 72744
Click to expand...
I'm curious on what software flash you have currently, I would think since your truck is a '22 it will have the same base flash as mine. Originally my truck came from the factory with flash part # 52421232AG. I had my PM sensor recall done about 3 weeks ago and they flashed it with the most current software (according to the wiTech flash availability site) which is part # 52421232AJ. which means that there have been 3 revisions to the flash since it was built in May of '22. I haven't had any soot load issues, or any regens other than the 24hr ones. My drive cycle is much worse than yours, I never get much over 60mph for any sustained time, I do live in hilly terrain which gets my dpf up to around 800+ degrees for a minute or two a couple of times whenever I drive it. I know it probably doesn't do much for soot reduction in that amount of time but its something, the highest that I have seen the DPF gauge is the just under 50% mark, normally is doesn't get much higher than the "1/4" mark . You do have quite a bit more mileage than me (I'm at 13k) but unless you are getting significant ash build up that shouldn't matter much. I've just been trying to think why 2 basically identical trucks act so much differently.
 
superjoe83 said:
I'm curious on what software flash you have currently, I would think since your truck is a '22 it will have the same base flash as mine. Originally my truck came from the factory with flash part # 52421232AG. I had my PM sensor recall done about 3 weeks ago and they flashed it with the most current software (according to the wiTech flash availability site) which is part # 52421232AJ. which means that there have been 3 revisions to the flash since it was built in May of '22. I haven't had any soot load issues, or any regens other than the 24hr ones. My drive cycle is much worse than yours, I never get much over 60mph for any sustained time, I do live in hilly terrain which gets my dpf up to around 800+ degrees for a minute or two a couple of times whenever I drive it. I know it probably doesn't do much for soot reduction in that amount of time but its something, the highest that I have seen the DPF gauge is the just under 50% mark, normally is doesn't get much higher than the "1/4" mark . You do have quite a bit more mileage than me (I'm at 13k) but unless you are getting significant ash build up that shouldn't matter much. I've just been trying to think why 2 basically identical trucks act so much differently.
Click to expand...
I’m not sure which file is currently loaded. I had the Y43 recall done a few months back now. I’m assuming they updated the pcm at that point as it would’ve been necessary in order to get the PM sensor communicating with the pcm. Thinking back, I’m fairly certain when the truck was new, it didn’t really register any soot for a while. In terms of ash load, I wouldn’t expect there to be any significant ash load in only 45k miles, especially running a CK-4 oil, would you? Even so, wouldn’t the ash load appear as a slow progression, slowly and progressively changing the regen frequency over time? This is a massive and abrupt change. Seems to coincide with the weather change. It’s been warm and humid here lately with lots of rain. I’m sure the rain is having a cooling effect on the DPF to some degree, which would reduce passive regeneration overall, but again, a sudden 50% drop in performance leads me to believe there’s more going on here….
 
I have hard time believing Ram doesn’t know the issue. We all know about the part supply issues due to the china virus and it’s probable several sensors and/or parts had to be sourced differently to move trucks off the assembly line. My 22 lasted 4300ish miles before I had sudden electrical loss turning the truck off in the middle of south Florida traffic with two very young kids in the back. Whats crazy is the ecu didn’t have the sudden loss of power code or trigger a CEL. Ram had no idea so I dumped it. You combine my story of electrical issues with the many emission issues that are probably an electrical issue of some sort you can draw conclusions.

OPs issues are slightly more concerning that it fills the cab with smoke. Regardless there’s multiple issues with 22s that I believe is electrical in nature which could mean software or electrical parts. Just my uneducated two cents.
 
I would imagine that sensors and programming is not right and it is really hard to get right. Its probably running off a % based program and if one sensor is off causes the whole thing goes bonkers. My truck probably started off with a sensor and now fuel dilution has cause most of the problem. The exhaust leak was never there untill the dealership touch it. I am guessing the leak is causing sensors to not read right and more issues then they think. Since they don't like listening I won't tell then my thoughts on the exhaust leaks. Over all the work they have done had been shotty and even replacing DPF did nothing because they caused more issues lmao.
 
Last edited:
mbarber84 said:
I’m not exactly sure what specifically changed on the 2022+ truck. I’ve been told that the injectors are different (but have no proof of that), and I do know there are two different versions of the MAF floating around (Germany and China sourced) There have been a number of DPF’s with internal failures of various kinds. STAR sent out a follow up report to one of the techs (who then shared it with me) that lists several things to look at. I can’t remember if I already posted this here but will post again below for the sake of clarity. My truck worked flawlessly from January 2023 when I started documenting my regen cycles. Regenerations were all on the 24 hour timer, with minimal or no noticeable soot buildup on the dash gauge. Mileage was between 900-1000 miles between each regen. This behavior continued until June 2023. After which it spent the next five months (End of June to end of October) running regeneration cycles at half the previous time and mileage interval. Anywhere from 6-18 hours and roughly 200-500 miles between regens. Out of nowhere, the behavior rectified itself at the end of October 2023. At the time, I had just switched where I buy my fuel and also stopped using hotshots edt fuel additive. I had thought that this action was the driving factor behind the improvement in regen performance, however now I’m not so sure. The truck worked flawlessly from the end of October 2023 until about the end of March 2024. Again, all regens at the 24 hour mark and no noticeable soot accumulated on the DPF gauge. Starting in April 2024, I noticed a very sudden increase in soot loading, and a significant reduction in noticeable passive regeneration. Its important to note that, throughout the course of my documentation, the trucks’ duty cycles, speeds, routes, fuel source, operator, etc all remained identical. There were no significant outliers in how the truck was used, and save for a few isolated occasions, was operated almost exclusively on the highway, in an unloaded / non-towing scenario, while maintaining a speed of 75mph consistently as much as possible. As April began, I noticed soot would accumulate much faster, and would not passively regenerate out like it had previously done for the past 7 months. This behavior resulted in the regeneration cycles moving significantly closer together in both time and mileage. My next to last regeneration cycle was pushed out to the 24 hour mark only because I had a significant amount of heavy towing to do, and this use was what reduced the soot load enough to stretch the time interval out to the 24 hour mark. Had it not been for the towing, the regen cycle would have initiated at roughly 400-500 miles and about 12-14 engine hours. My most recent regeneration was at 502 miles and 14 hours, approximately half the interval that the truck had previously been able to achieve under the same style of operation for multiple months.

As of this writing, I am 90 miles since my most recent regeneration and is already showing 25% soot load on the in-dash DPF gauge. If this trend continues, I will be lucky to reach 200 miles this interval before the truck goes into regen again. It’s also important to note that I monitor my DPF gauge very closely and use that to anticipate when regen cycles will trigger. I typically adjust my driving so that the regen occurs on the highway will traveling at 70+ mph and I allow the cycle to complete 99% of the time. Typically takes about 20-30 minutes depending on soot load.

As of right now, i believe this issue may be related to the change in temperature and weather. My theory is that the MAF sensor may not be adapting sufficiently to environmental changes. This may be either because the MAF itself might be faulty, or my drive cycles are not providing sufficient time and data to make adaptation possible. I’m going to attempt the adaptation relearn procedure mentioned below in the coming days. If that is not successful I may attempt to buy the updated part number MAF and then perform the relearn again. As always I will report back. View attachment 72743View attachment 72744
Click to expand...
Sounds like your issues are roughly following the change in daylight saving time. Now, wouldn't that be a fantastic software bug!
 
JimKIII said:
Sounds like your issues are roughly following the change in daylight saving time. Now, wouldn't that be a fantastic software bug!
Click to expand...
I sincerely believe it has to do with the weather changing to spring / summer. The truck did this exact same thing last year around this time.
 
mbarber84 said:
I sincerely believe it has to do with the weather changing to spring / summer. The truck did this exact same thing last year around this time.
Click to expand...

Could be the sudden change for sure.

Air Pressure

The number of molecules in the atmosphere decreases with height.Download Image The atoms and molecules that make up the various layers of the atmosphere are constantly moving in random directions. Despite their tiny size, when they strike a surface, they exert a force on that surface in
www.noaa.gov www.noaa.gov
 
mbarber84 said:
I sincerely believe it has to do with the weather changing to spring / summer. The truck did this exact same thing last year around this time.
Click to expand...
I also have a 22 and my truck always fills the dpf faster in the summer once the temps warm from the winter. I’ll go all winter with the gauge barely moving off 0. Now that it’s stopped snowing and is warm I go 200 to 300 miles between regens. In the winter it’s only at 24 hours.
 
You must log in or register to reply here.
Back
Top