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Dang. That's what a diet here costs if you get all new exhaust, actually have the egr removed, get a pre 22 ecm with 5 switch on the fly tunes. A basic delete is $2700. I realize that it's still money, but dang...I think tuners where you live must be raking folks over coals.
A single new DPF out of warranty costs about the same as the basic delete where I live.
I agree. Hope it helps. But the way I read the deregulation, is it affects the rules that take affect for 2027 vehicles.
From what I got out of it, it’s going to rollback the regulations imposed after 2019 or 2018 that were implemented to force people to have to buy an EV because of cost and reliability. Hopefully they’ll cut back enough to help the efficiency and increase mileage and reliability. I don’t have a problem running the entire system as long as it doesn’t leave me stranded on the side of the road or have to keep my truck at the dealer for even days at a time because they are trying to figure out what is causing regen issues or why one particular air filter makes it go into regen. The 2018’s were not nearly as delicate as the newer ones. Other than the lifter issues on some, the 2019’s weren’t like these newer models.
The 6400d makes a huge difference. Usually even for the tank after it too. I see 0 soot build on tanks with 6400d, and none to almost none the tank after. After that, however, it can start to soot up quickly. I've found it best for my truck to run 6400d every 3000-3500 miles. Plus changing my oil every 7-8000 miles seems to help.
I have been using the 6500d religiously since I ran the 6400d. I had quit adding it to get the tank down to add the 6400 to a full tank of fresh fuel. The DPF started building up pretty fast after getting hung up in a traffic jam in town for over an hour of pulling up and stopping. I ran it a couple of days to see if it would come down on its own and it did drop a little. I then added the 6500 and filled the tank back up and it started dropping fast after about 10 minutes of Interstate driving at 75 mph which I had tried before adding the additive. I’m 17 hours in to the current regen cycle and the DPF gauge is holding on the 1/16th mark and I hope it will make to the 24 hour timed regen. The ScanGauge is tracking by time and doesn’t change other than the time interval since getting it cleaned back out.
It is a very informative and entertaining video. I think, however, that much of the discussion about this topic ignores one of the main reasons most owners of these trucks think about this. That is the concern that the emission system can occasionally cause major headaches for no real good reason. Now if you are driving in town, only a few miles from a dealer and you get a CEL or countdown to limp mode, that is inconvenient. But if you are 100, 200, or more miles from the nearest dealer, with no cell service, well having an emissions issue can be a major problem, even dangerous. Though the chances of a problem occurring may be slim, it does give pause. Especially since I have read that most of the CEL lights or countdowns to limp caused by the emission system, do not actually mean you could not drive your truck normally until you get home. The crippling of the truck supposedly occurs only to prevent people from ignoring the issue. Being in the middle of the desert and threatened about limp mode when all that is happening is a malfunctioning sensor is an real life example of why people hate these systems. I just wish the manufacturers could be allowed to make the countdown 500 miles or even more just for safety reasons. I, for one, have no issues with the motivation for requiring these emission systems. I just wish they worked reliably and in a way that was not risky to user safety.
I agree concerning the limp mode limitations. I think some of the regen issues could be eliminated with a small reduction in the amount of EGR that would effectively increase egts and promote more easily obtained Passive regens. Now this would not totally eliminate regen issues because some are caused by different and varying problems. Someone who drives totally in town in stop and go traffic never getting a chance to really get the exhaust system good and hot and able to maintain that for atleast 45 minutes to an hour, the change probably wouldn’t help. Trucks with other mechanical or electrical issues wouldn’t see any improvement either.
Mine did 7 soot based regens in 6278 miles and 4 time based regens. I’ve had 4 soot based regens and 13 time based since at 20,756 miles for the last one but it takes effort on my part to keep it from loading up. The change also correlates to when I changed the air filter the first time.
That I'm aware of, my 24 has never done a soot-based regen but has done 3 time-based regens. I'm now 70% into the 4th timed regen. My EVIC has only ever showed one notch on the DPF% gauge and that was just a few days ago sitting in a crowded line for the Surf-Thru car wash. As soon as I restarted the truck after I was done at the vacuum station, that little blip was gone and I haven't seen it since. Not sure any of this info contributes much value to the discussion since my truck only has 4100 miles on it.
According to the research Ive done on this, the higher the percentage of biodiesel, the more soot and NO2 it emits. On a positive note, the biodiesel soot burns at a lower temperature or has a lower BET (break even temperature). All of these experiments were ran on a very small 4 cylinder turbo charged diesel engine. Likely burning a lot less fuel than our 6.7’s do and on a dynamometer with a constant load. Towing with my truck it doesn’t matter what percentage of biodiesel fuel is used. But as soon as you drop the trailer and start sightseeing, boom it starts building up. Hook back to the trailer and it’s back to zero in 50-100 miles.
