Def injector disconnect

[AH64ID]

Yes that is a regen while in park to my understanding its the same as a manual forced regen?

Probably pretty similar. I did a forced regen on my ‘18 before every oil change at it was always exactly 1 hour. I’m not sure how long the automatic idle regens take (never let one finish without driving it first) but the owners manual says it can take up to an hour.

 

[4trucksakes]

The end isn’t here just yet. Got this code today.

 

[AH64ID]

What are you running for an air filter or intake?

Has the oil life meter gone down to 0% and stayed there recently?


That code and the first one indicate the DPF is nearing the end of its life, but there are certainly some things to look at and try first.

You really need to find a way to do a stationary forced regen. Dealership or AlfaOBD are your two best options.

 

[4trucksakes]

What are you running for an air filter or intake?

Has the oil life meter gone down to 0% and stayed there recently?


That code and the first one indicate the DPF is nearing the end of its life, but there are certainly some things to look at and try first.

You really need to find a way to do a stationary forced regen. Dealership or AlfaOBD are your two best options.

I had air filter changed last oil change. Oil change is at 34% but I will be doing one very soon.

 

[AH64ID]

I had air filter changed last oil change. Oil change is at 34% but I will be doing one very soon.

Stock intake with a stock filter?

 

[4trucksakes]

Correct

 

[H3LZSN1P3R]

What were the other 3 codes?

 

[elephantrider]

ew code no good.. maybe the dpf DID freeze.

 

[H3LZSN1P3R]

How is your oil/ coolant levels if you are having that issue already i wonder if you are burning oil or some coolant as that will kill the DPF in a hurry

 

[4trucksakes]

What were the other 3 codes?

All same codes as for coolant I’ll check tomorrow and oils fine.

 

[4trucksakes]

How is your oil/ coolant levels if you are having that issue already i wonder if you are burning oil or some coolant as that will kill the DPF in a hurry

What’s your thoughts on this? Sounds like lack of DEF fluid from faulty injectors. Or kinked hoses. When they cleaned your tank was there excess crystals in tank ? Ever since I used this one pack of DEF and it got cold I had issues.

 

[H3LZSN1P3R]

What’s your thoughts on this? Sounds like lack of DEF fluid from faulty injectors. Or kinked hoses. When they cleaned your tank was there excess crystals in tank ? Ever since I used this one pack of DEF and it got cold I had issues.

That does not add up as the DEF has nothing to do with the DPF, the only trucks i think the DEF would affect the DPF is the fords as the DPF is behind the SCR on the ford

 

[4trucksakes]

So the code went away on its own. I went to town and grabbed a massive bale of hay. During ride home it did one more regeneration and that was that. Been running smooth ever since. Something about the cold weather and not getting a proper Regen in on way home messed my whole system up. I can only imagine the ******** the dealership would have fed me this whole time. Hope this post helps someone one day and saved them money.

 

[Surgdoc4]

Here is a question for an electronics specialist. We know the DEF and DPF are separate, yet connected, systems. The DEF is injected prior to the DPF. We know these problems are definately related to cold and freezing/thawing of the DEF. If the DEF injector or line pressure is high due to either freezing or sensor malfunction, can this feedback to the control unit trigger, as the cause for this increased pressure, a plugged DPF. As I stated previously after being stranded, DEF code, the dealer did a manual regen, an update, and cleared codes, problem fixed. The manual regen may have been necessary, not because the DPF was actually full, gauge was at 0, but to reset this faulty feedback loop. What readings can trigger a full DPF code? What did the update change?

 

[H3LZSN1P3R]

Here is a question for an electronics specialist. We know the DEF and DPF are separate, yet connected, systems. The DEF is injected prior to the DPF. We know these problems are definately related to cold and freezing/thawing of the DEF. If the DEF injector or line pressure is high due to either freezing or sensor malfunction, can this feedback to the control unit trigger, as the cause for this increased pressure, a plugged DPF. As I stated previously after being stranded, DEF code, the dealer did a manual regen, an update, and cleared codes, problem fixed. The manual regen may have been necessary, not because the DPF was actually full, gauge was at 0, but to reset this faulty feedback loop. What readings can trigger a full DPF code? What did the update change?

DEF is sprayed into the SCR thats after the DPF unless you own a ford….

 

[Surgdoc4]

DEF is sprayed into the SCR thats after the DPF unless you own a ford….

Right. The question remains. I realize there are several very knowledgeable people on this forum, yourself included, but a definitive resolution remains elusive. I am curious how to cure the disease rather than manage the symptoms. OR is this truly just an EPA mandated malignancy without an acceptable cure, since radical resection is unlawful. This seems to be primarily a programming problem. It reminds me of a diesel pusher I once had. There were so many relays to prevent use while in motion that the act of turning the key disabled the MH, forced compliance of passengers by the manufacturer. (OFB). This limp mode due to a DEF issue is along the same line. I could understand limp mode for a plugged exhaust to prevent powertrain damage but not for a DEF issue.

 

[Surgdoc4]

I realIze there is no diy or dealer tinkering with emission control settings allowed. Are there any studies/documentation that supports the distance to limp mode for a DEF code. I seriously doubt that anybody at the EPA or Stelantis has unbiased evidence to support the number in use. For the greater good without evidence is unacceptable and reminiscent of past tyrants. It would be nice if the programming allowed the number to be adjusted or temporarily disabled given a defined set of circumstances. That would be a welcome update and necessary safety precaution for owners.

 

[Will_T]

It would be nice if the programming allowed the number to be adjusted or temporarily disabled given a defined set of circumstances. That would be a welcome update and necessary safety precaution for owners.

You mean like when you might be out in the desert with your camper, 140 miles to the nearest dealer and you get the 100 miles to limp message? Yes, it would be nice.

 

[rfullen280]

For the OP - your DEF is injected for the SCR portion of your exhaust. your DPF is the thing that REGEN burns are done for....

You are experiencing the same problem that the Jeep Grand Cherokee's with the baby eco diesel experiences, when driven back and forth to the mall... you've got to get the engine under LOAD, for some highway time, to allow the DPF to clear out. Push down on the GO pedal for a while....

Diesel Particulate Filter (DPF)​

(2007.5 - current engines)

The DPF captures particulate matter (soot) from the exhaust stream via a honeycomb shaped element. It is said to reduce diesel particulate and unburned hydrocarbon emissions by up to 90 percent. Two regeneration modes clean the filter when it nears maximum capacity - passive and active regeneration. Passive regeneration occurs naturally anytime the exhaust gas temperature reaches the required threshold to burn the collected particulates from the filter (950+ degrees F). Since the conditions that allow for passive regeneration don't always occur during everyday use, the engine enters the active regeneration state to periodically burn off particulates that have accumulated in the filter. A differential pressure sensor measures the pressure difference between the inlet and outlet of the DPF in order to monitor the filter's capacity. An exhaust gas temperature and oxygen sensor mounted in the inlet of the DPF provide additionally information to the engine control module. During active regeneration, commonly referred to as "reburn" or "regen", diesel fuel is introduced into the exhaust stream by an injection event occurring late in the power stroke and/or through the exhaust stroke.

Early regen strategies proved widely unreliable and DPF clogging issues were common. Most of these concerns have since been alleviated due to a more effective regeneration strategy. The disadvantage of the DPF system is significant reductions in fuel economy, although the introduction of selective catalytic reduction for the 2013 model year has proven to offset some of the efficiency concerns by reducing the frequency of active regenerations.

Selective Catalytic Reduction (SCR)​

(2013 - current engines)

Cummins first required SCR for the 6.7 liter for the 2011 model year Ram chassis cab pickup line. The technology later became standard on all 2013+ model year Ram pickups equipped with any version of the 6.7L Cummins turbodiesel. The SCR system requires the use of diesel exhaust fluid (DEF), a substance comprised primarily of urea and water. DEF is injected into the SCR catalyst where a reduction reaction occurs, converting nitrous oxides into harmless water and nitrogen gas. While it adds significant cost to the price of a new vehicle, it reduces both the EGR and DPF regeneration duty cycles. Ideally, a tank of DEF should last between oil change intervals, though towing and stop-and-go driving may require more frequent refills.

 

[R. Yates]

The difference in DPF and DEF.

A quick recap:

-DPF = diesel particulate filter. It uses fuel to actively clean itself out when plugged with particulate matter or every 24 engine hours. It will eventually get plugged with ash and need replaced.
-DEF = diesel exhaust fluid. DEF is injected into the SCR (selective catalytic reduction) to reduce NOx output.
-DPF and DEF do not work in conjunction with each other.
-Your DPF did not freeze up, there is nothing to freeze.
-The multiple regens in 300km has nothing to do with DEF, and is not normal. Hopefully the DPF just needs one good active regen (I would still recommend a stationary regen, or a long HEAVY towing trip).
-The P242F code is a plugged DPF code, which has nothing to do with DEF. It means active regens have been unsuccessful at cleaning the DPF and/or the DPF may be at the end of it's useful life due to ash loading.
-The fact that it warmed up outside and your truck did a regen is coincidence, the DPF doesn't care what the ambient temp is.
-The dealership was recommended for a stationary regen since you didn't want to go the route of AlfaOBD and a Security Bypass module. This would clean the DPF, something you can't do by removing the DEF nozzle.
-You keep trying to blame the P242F and 100% DPF on DEF, it's not related to DEF.

At 125K km you should still have a warranty on the particulate filter (5 years / 160K km). If the code pops back up take it to the dealership.

What engine oil do you use?

Do you know how long a DPF should last? I've only got 16.7k on my truck and the dealer says it's too clogged to clear. I hardly drive the truck since I bought it to tow my travel trailer. When I do, it is usually a short trip unfortunately, but I can't imagine I've done enough of them to destroy the DPF. I never got a warning or anything, just DPF full, see dealer. Thanks