Diesel Particulate Filter Gauge , Is It Working

[Jnrcarson]

Dealer has me on the wait list for the sensor recall. No emissions in Idaho so I don’t think I’ll let them do it.

 

[Nick]

I wouldn't worry about it unless the gauge is way past full . Mine is usually split between a quarter and half, It then regenerates . I think the sensor and the gauge can conflict . if the gauge reads zero and it regenerates just exactly what particulate matter is in there to cause this ? To me the sensor is not sending the info to the screen . The bottom line is if you don't get the dreaded message DPF full see dealer ! You are good !

 

[mbarber84]

I wouldn't worry about it unless the gauge is way past full . Mine is usually split between a quarter and half, It then regenerates . I think the sensor and the gauge can conflict . if the gauge reads zero and it regenerates just exactly what particulate matter is in there to cause this ? To me the sensor is not sending the info to the screen . The bottom line is if you don't get the dreaded message DPF full see dealer ! You are good !

The system regenerates any time the DPF gauge reaches 50%, OR after 24 hours of engine operation without an an active regeneration. Whichever happens first.

If you’re seeing the truck regenerate when the DPF gauge is reading zero, it’s likely your seeing a regeneration based on the engine timer and not soot load.

There is far more to be concerned with than just the “DPF full see dealer”. Many of the trucks are currently running regen cycles every 100 miles or less. This is extremely frequent and can lead to further issues.

 

[MinimeJer05]

Before I deleted, my gauge was always at 0 except for one time where it barely had a line to see and then it regen'd with the message popping up while the gauge was open and 25 hours of operating hit. All above info correct. But if your feeling a little mischievous, you can join us on the dark side and it will never move off of zero and your def gauge will always show full

Wish I could! I’ve been told MN is pretty strict on deletes now?

 

[Nick]

The system regenerates any time the DPF gauge reaches 50%, OR after 24 hours of engine operation without an an active regeneration. Whichever happens first.

If you’re seeing the truck regenerate when the DPF gauge is reading zero, it’s likely your seeing a regeneration based on the engine timer and not soot load.

There is far more to be concerned with than just the “DPF full see dealer”. Many of the trucks are currently running regen cycles every 100 miles or less. This is extremely frequent and can lead to further issues.

I haven't seen many but there have been a few . Most of what I have seen are people asking when is a regen going to happen or why isn't my gauge moving . I have owned a 14 with over a 100k and a 20 with 50 k and never a problem with regen . Guess I am just lucky .

 

[steve49]

I've watched my dash gauge go up and down, and have had a couple low mileage and low hour regens on my 19 2500. May have had to do with the air filter change to the AB filter, but so far I seem to be back to normal with the timed regen cycle. However, the dash gauge is showing 0% and my ScanGauge is showing 93% and 23 hours, which has been very accurate with the cycle. For me the dash gauge is not accurate!

 

[AH64ID]

I've had mine installed for a few thousand miles now. The system seems to Regen less and in a manner that makes sense. When I'm towing it works it's way back to zero and pretty much stays there as long as it's highway. Around town not towing it slowly goes up. Also, regens have gone from 45 minutes to 25... APPROXIMATELY. Just my observation so far. Only hiccup I saw was first weekend we pulled a 10K camper to a dirt bike event about 4 hours away, zero on the DPF meter. Started up the truck cold Sunday morning, much colder out and right out of the field we were camping in was a long steep hill and it immediately went into regen even though the meter was still set at zero. That event was also immediately after getting the recall done. It's acted normal since, no complaints.

The PM sensor doesn't control regen frequency, it's just there for indications of a failed DPF. The truck uses differential pressure across the DPF to calculate soot loading.

Aside from driving where I end up getting the EGT's too cool for active regen to work most of my regens have always been in the 10-15 minute range, occasionally up to 20 minutes.

Dealer has me on the wait list for the sensor recall. No emissions in Idaho so I don’t think I’ll let them do it.

What's the benefit to not having it done? If it's completed and your DPF fails under warranty you will get a MIL and can get it repaired sooner.

Do you guys think some of the different def consumptions and /or regens are due to the reprogramming?

Over 3K miles on the truck since I had the Y43 recall done and there have been zero changes to regen, fuel economy, def economy, or how the engine runs. The Y43 recall was 100% passive for me, but I'll at least know if my DPF fails and get get it repaired sooner than I would likely have without the PM sensor.

I’ve never seen my DPF filter gauge come off of zero. Don’t monitor my DEF usage very well but hasn’t seemed extreme to me. Truck is a 22 with 8300 miles. Mostly towing. Oddest thing is that I have about 200 driving hours and almost 50 idle hours when it’s not a commuter truck and most of the miles are towing miles. At least 75%. And I don’t idle my truck very much. Faulty gauge ???

I'm not sur what year it started, I think 2019, but the idle hours count different than they did previously. I think that low speeds count towards idle, low enough you can use the keyboard on CarPlay, but that's just a hunch. Same driving style and I'm at 11.5% idle time on my 2022 where I was at 8.1% on my 2019 when I sold it.

You can consider my report POSITIVE....It now seems to regen when I expect it to, less often, and definitely never when towing my 10000 pound camper with motorcycles in the bed (yeah, I'm not a heavy user for an HO duallybut what a dream to tow and best cruise control ever....6th gear all the way). Also the regen is around 25 minutes, not 45. Do I think my mpg has increased? I do but IMO it's totally subjective as one can never perfectly duplicate a tank of fuel (speed, load, terrain, temperature, etc). Towing my camper 8 hours on a round trip I've taken often I went from 'around' 11 to 'around' 12. Does anyone know if our trucks use fuel to regen?

It will regen when towing but that would normally be from the 24 hour timer, which will start a regen regardless of soot loading.

Yes, and the amount of fuel used depends on how hard you're working the motor. Towing it's not much additional fuel to get the DPF up to ~1000°, but if you're empty at 65 mph with a tail wind it will take more fuel. The only ambient conditions I've noticed effecting fuel used during regen is wet roads that splash onto the exhaust and evaporative cooling requires more fuel to heat the exhaust.

I've watched my dash gauge go up and down, and have had a couple low mileage and low hour regens on my 19 2500. May have had to do with the air filter change to the AB filter, but so far I seem to be back to normal with the timed regen cycle. However, the dash gauge is showing 0% and my ScanGauge is showing 93% and 23 hours, which has been very accurate with the cycle. For me the dash gauge is not accurate!

View attachment 63636

The dash gauge is accurate, but it only indicates when there is soot loading. Your 93% deals with time since last regen and that metric isn't shown on the EVIC. The SGII will show what is higher of soot loading or the 24 hour timer. 1% = 14:24. So 23.0 hours would be 95.8%, and will go up 0.4% every 5:46.

 

[joshuaeb09]

Aside from driving where I end up getting the EGT's too cool for active regen to work most of my regens have always been in the 10-15 minute range, occasionally up to 20 minutes.

My SO does run longer active regens than your HO - sometimes I've seen up to 25 minutes, even when I'm doing 85 down toll roads with an already passively cleaned out DPF based on differential pressure. I haven't had a chance to get the recall done yet, but once I do I'll be on the look out to see if the active regens change in duration at all with the updated PCM programming. My local dealers suck for scheduling work and its been busy with work, hoping to get it done next month assuming they actually have the parts.

 

[AirRyan]

I had 900 miles on my 2023 Ram Rebel 6.7 when I dropped it off for TSB 18-074-23 for slow crank yesterday. Not sure I really had an issue or not, but the dealer said my VIN was eligible for the PCM update. I always drive around in the diesel summary page because I like to see all of that data. I watch the DPF gauge 2nd probably only to the speedo and tach. It's always fluctuated between mostly 10% and 30%, only briefly ever showing 0% or 40%.

When I dropped off my truck it said 10% full and when I got the truck back 30+ mins later, it said 0%. Noticed that right away. Took the kids up to the zoo in Waco and the gauge stayed at 0% the entire trip. Took it out again this morning and it's still stuck at 0% full. Sent an email to the dealer but it just seems too coincidental that that would stop working precisely when the dealer had it and flashed the PCM.

 

[mbarber84]

I had 900 miles on my 2023 Ram Rebel 6.7 when I dropped it off for TSB 18-074-23 for slow crank yesterday. Not sure I really had an issue or not, but the dealer said my VIN was eligible for the PCM update. I always drive around in the diesel summary page because I like to see all of that data. I watch the DPF gauge 2nd probably only to the speedo and tach. It's always fluctuated between mostly 10% and 30%, only briefly ever showing 0% or 40%.

When I dropped off my truck it said 10% full and when I got the truck back 30+ mins later, it said 0%. Noticed that right away. Took the kids up to the zoo in Waco and the gauge stayed at 0% the entire trip. Took it out again this morning and it's still stuck at 0% full. Sent an email to the dealer but it just seems too coincidental that that would stop working precisely when the dealer had it and flashed the PCM.

If it’s staying at 0% that’s not a bad thing, that’s ideal. That means you’re operating the truck in such a manner as it’s able to keep its soot-load down to minimum through passive regeneration. If it wasn’t working, you would have a DTC by now.

 

[AirRyan]

If it’s staying at 0% that’s not a bad thing, that’s ideal. That means you’re operating the truck in such a manner as it’s able to keep its soot-load down to minimum through passive regeneration. If it wasn’t working, you would have a DTC by now.

That is great if that is indeed the case, but I just didn't think it worked that way. I filled up for my third time this morning at Walmart and I think I need to go a little longer than just down to a 1/4 of tank left; I only got in 21g and there is 10g more to go! Otherwise, I don't need to keep adding 3oz of HSS EDT at every fill and can go back down to 2oz. Adding cetane goes a long ways to achieving an efficient combustion which results in less soot byproduct to run through your EGR and ultimately, into your DPF. I'd love to be able to run Renewable Diesel and know what my motor sounds and behaves like on that stuff. (RD cetane is above 70, BTW.)

I think I'm going to RMA the Bank's Pedal Monster and get one of their iDash modules instead. I know it doesn't show everything but it will show me more than I am getting now and it would go a long ways to help tell me keep tabs on what all is actually going on. The Pedal Monster I am sure is great, but I'm more interested in fuel economy with my factory 35" Goodyear Duratracs, and Pedal Monster is only going to reduce FE. With the other three Bank's products under the hood, I've got all the power I'll ever need. Runs so well, smooth, and responsive.

 

[John Jensen]

That is great if that is indeed the case, but I just didn't think it worked that way. I filled up for my third time this morning at Walmart and I think I need to go a little longer than just down to a 1/4 of tank left; I only got in 21g and there is 10g more to go! Otherwise, I don't need to keep adding 3oz of HSS EDT at every fill and can go back down to 2oz. Adding cetane goes a long ways to achieving an efficient combustion which results in less soot byproduct to run through your EGR and ultimately, into your DPF. I'd love to be able to run Renewable Diesel and know what my motor sounds and behaves like on that stuff. (RD cetane is above 70, BTW.)

I think I'm going to RMA the Bank's Pedal Monster and get one of their iDash modules instead. I know it doesn't show everything but it will show me more than I am getting now and it would go a long ways to help tell me keep tabs on what all is actually going on. The Pedal Monster I am sure is great, but I'm more interested in fuel economy with my factory 35" Goodyear Duratracs, and Pedal Monster is only going to reduce FE. With the other three Bank's products under the hood, I've got all the power I'll ever need. Runs so well, smooth, and responsive.

Not sure how your fuel system reply relates to Barber's regening post. Am I missing something?

It's good to know that "the other three Bank's products under the hood" are making your truck "Runs so well, smooth, and responsive." That usually takes a good tune.

 

[AH64ID]

That is great if that is indeed the case, but I just didn't think it worked that way. I filled up for my third time this morning at Walmart and I think I need to go a little longer than just down to a 1/4 of tank left; I only got in 21g and there is 10g more to go! Otherwise, I don't need to keep adding 3oz of HSS EDT at every fill and can go back down to 2oz. Adding cetane goes a long ways to achieving an efficient combustion which results in less soot byproduct to run through your EGR and ultimately, into your DPF. I'd love to be able to run Renewable Diesel and know what my motor sounds and behaves like on that stuff. (RD cetane is above 70, BTW.)

I think I'm going to RMA the Bank's Pedal Monster and get one of their iDash modules instead. I know it doesn't show everything but it will show me more than I am getting now and it would go a long ways to help tell me keep tabs on what all is actually going on. The Pedal Monster I am sure is great, but I'm more interested in fuel economy with my factory 35" Goodyear Duratracs, and Pedal Monster is only going to reduce FE. With the other three Bank's products under the hood, I've got all the power I'll ever need. Runs so well, smooth, and responsive.

That exactly how the gauge is supposed to work.

Cetane does improve low load and low temp combustion in these engines as well as cold temperature starting, but there is little benefit to jacking the numbers up under normal circumstances. The engine is tuned around US diesel Cetane numbers, and that’s what should generally be ran.

I ran Cetane boost in my 05 and a 7 point increase would make it knock like it had a bad wrist pin with stock or smarty programming. It didn’t do that with my custom programming.

I’ll still occasionally use Cetane boost, but only when I want improved starting and low load performance…. Such as very cold weather and driving slow on forest service roads.

 

[Riddick]

The Pedal Monster I am sure is great, but I'm more interested in fuel economy with my factory 35" Goodyear Duratracs, and Pedal Monster is only going to reduce FE..

I had no idea they put 35s on the HD Rebels, good to see Ram step up and offer this.

 

[John Jensen]

That exactly how the gauge is supposed to work.

Cetane does improve low load and low temp combustion in these engines as well as cold temperature starting, but there is little benefit to jacking the numbers up under normal circumstances. The engine is tuned around US diesel Cetane numbers, and that’s what should generally be ran.

I ran Cetane boost in my 05 and a 7 point increase would make it knock like it had a bad wrist pin with stock or smarty programming. It didn’t do that with my custom programming.

I’ll still occasionally use Cetane boost, but only when I want to improved starting and low load performance…. Such as very cold weather and driving slow on forest service roads.

Agree, I have read that all diesel engines made by U.S. manufacturers are designed to run on the lowest cetane number mandated by the EPA, which is 40. But I haven't read if there is a high cetane number limit. And, I don't recall reading about cetane being harmful other than as you say, "a higher or lower cetane number can potentially impact engine horsepower, torque, and fuel mileage only during the start-up phase in cold winter conditions. But I've never read what the "higher or lower" numbers are. Renewable diesel has 70-85 cetane vs the Federal specs of 40-50, so I assume 85 is okay.

 

[mbarber84]

After everything I’ve been through with my truck and the frequent regeneration issue, I have settled on buying good diesel and staying away from additives altogether. From what I’ve learned the past few weeks, between my own experiences and the information gathering I’ve been doing, my take away is that additive is a blind gamble that may or may not pay off. Granted, if you have aftermarket data capturing devices and can monitor more parameters, you can likely tell more directly what works and what doesn’t. However to a basic operator / owner who only has the factory instrumentation and “seat of your pants” feel to go on, I think blindly tossing in fuel additives may get one into trouble.

I called a local fuel specialist who works for the largest energy supplier in my area. His company supplies fuels to thousands of customers and various industries. Some brief takeaways from that discussion:

1. There is, or there can be, a difference in fuel from one retailer to the next.

2. Each retailer may opt for different additives when the bulk fuel is transferred from the supplier to the station. Some will put extra additives in and some will not.

3. Whether or not a retailer will “juice up” their fuel is highly dependent on their corporate structure, profit margins, and sales goals. In his own words: “some fuel stations are restaurants who also sell fuel.” While “other fuel stations are fuel stations first and foremost, and convenience stores secondarily”

4. Factors that can change in the fuel based on the buyer: cetane rating (must meet minimums), biodiesel content (must meet minimum % where applicable but can be higher if desired) (side note here in PA every gallon of diesel sold must be B2 or 2% biodiesel by law….but can be higher). Another factor would be the additives blended in as mentioned above.

I blindly used additives for a while. I jumped on the hot commodity bandwagon because Hotshots EDT was a household name that everyone says works “amazing”. I used it for several months but really didn’t see any added benefits. My fuel economy remained consistent with what I’m seeing now (with no additives introduced during filling). I don’t believe, based on everything I experienced first hand, that the HSS EDT had any appreciable positive effect on regeneration. In fact, the EDT may have contributed to my regeneration problems. Obviously I can’t provide science to back up that hypothesis, but I know for fact that I stopped using it and my truck improved substantially. Could it be the additive had an adverse affect on the fuel I was using? Did it clash with whatever was in the fuel? Did it create some sort of buildup in the DOC / DPF? ….too many questions there and most I can’t answer.

What I know for certain is:

I switched fuel stations and stopped using the HSS EDT, and the truck has continuously improved. So much so, that my last regeneration cycle was based on the 24 hour engine timer rather than soot loading (for the first time since my issues started back in June). My truck has seen the same duty cycles and driving routines in the entire time period from June to current day. In fact, my drive cycles have been pretty much consistent on this truck since the day I purchased it. Changes were made between the 9/30 and 10/6 regeneration entries on my spreadsheet I’m currently on my fifth tank of fuel at the new location and zero HSS EDT. 250 miles since last regeneration and the DPF gauge has never left 0%. Previously, I could go as little as 12 miles post-regen and start to see DPF pressure (soot) readings on the instrument cluster

 

[John Jensen]

What I know for certain is:

I switched fuel stations and stopped using the HSS EDT, and the truck has continuously improved. So much so, that my last regeneration cycle was based on the 24 hour engine timer rather than soot loading (for the first time since my issues started back in June). My truck has seen the same duty cycles and driving routines in the entire time period from June to current day. In fact, my drive cycles have been pretty much consistent on this truck since the day I purchased it. Changes were made between the 9/30 and 10/6 regeneration entries on my spreadsheet I’m currently on my fifth tank of fuel at the new location and zero HSS EDT. 250 miles since last regeneration and the DPF gauge has never left 0%. Previously, I could go as little as 12 miles post-regen and start to see DPF pressure (soot) readings on the instrument cluster

You may have found a problem for HSS EDT and/or a particular fuel station or brand. It seems the latest 6.7 owners have frequent regen problems. It would be interesting to know if they have been using additives or what fuel brands.

I am a believer in additives for preventive maintenance, not for MPG increase or regen frequency improvements, but for their added lubricity and fuel system cleaning, benefits that you'll never see but they are there.

I have never had a regen frequency problem with my 2016 Ecoduesel or my 2020 6.7 HO, both get a mixture of additives including HSS EDT. I wonder why newer models have the problem?

 

[AirRyan]

I had no idea they put 35s on the HD Rebels, good to see Ram step up and offer this.

I stand corrected. It's an LT285/60 on a 20" wheel, so it's 33.5" tire which rounds up to a 34". I was confusing my HD Rebel with the GM and Ford HD off road trims which do come with a 35". I thought that didn't sound right when you pointed that out, and I had to look it up before I went to bed.

The Duratracs otherwise fit the bill, they look great and actually are not that noisy thus far with just over 1k miles on them.

I had the same type tire on my 23 Silverado 1500 ZR2 that I came from and although they were a different size, they were actually not as noisy as I was expecting, either. Definitely do probably sacrifice a good couple MPG with them, though.

 

[Blythkd1]

I called a local fuel specialist who works for the largest energy supplier in my area. His company supplies fuels to thousands of customers and various industries. Some brief takeaways from that discussion:

1. There is, or there can be, a difference in fuel from one retailer to the next.

2. Each retailer may opt for different additives when the bulk fuel is transferred from the supplier to the station. Some will put extra additives in and some will not.

3. Whether or not a retailer will “juice up” their fuel is highly dependent on their corporate structure, profit margins, and sales goals. In his own words: “some fuel stations are restaurants who also sell fuel.” While “other fuel stations are fuel stations first and foremost, and convenience stores secondarily”

4. Factors that can change in the fuel based on the buyer: cetane rating (must meet minimums), biodiesel content (must meet minimum % where applicable but can be higher if desired) (side note here in PA every gallon of diesel sold must be B2 or 2% biodiesel by law….but can be higher). Another factor would be the additives blended in as mentioned above.

It's been my understanding that fuel tankers basically all load the same fuel at the refinery/fuel depot then dump in whatever additive package is specified by that specific customer before they leave. Some of the larger players must have their own proprietary blend, like say Phillips Conoco, then I'm sure some smaller players, like independents, probably just use a generic additive package and some none at all except maybe anti-gel in the winter time.

I know Cenex touts their Roadmaster diesel fuel as being really something special. If you read their propaganda, they make claims of higher cetane, improved lubricity, improved power, improved mileage and fewer regens, to name a few. Not sure how much of that to believe, that's just what they claim.

I do get Cenex Ruby Fieldmaster for my offroad applications since it's what is available here locally and I've had very good luck with it sitting in tanks for a year or more at a time without issue. I can't say that for all the fuels that I've purchased historically.

Funny thing, when you pull up the Cenex propaganda on their Roadmaster fuel and Ruby Fieldmaster fuel, the list of claims are eerily similar. I have no idea how it does on regens though. I don't run the Fieldmaster in anything with emissions equipment and I don't run very much of their Roadmaster fuel in my truck. What I have ran in my '22 has caused me no problems but then again, I'm not having frequent regen issues in the first place. And I've bought fuel all over the nation. Hard telling what all fuel blends and additives my truck has seen.

 

[AirRyan]

Not sure how your fuel system reply relates to Barber's regening post. Am I missing something?

It's good to know that "the other three Bank's products under the hood" are making your truck "Runs so well, smooth, and responsive." That usually takes a good tune.

Was just implying that higher cetane may have been resulting in less PM even getting into my DPF. I had a WK2 Jeep Grand Cherokee with the EcoDiesel and had a good GDE tune on it early on. The difference was significant, and it helped the motor run better in the long run (disabled EGR and significantly reduced DEF usage.) But on this truck, I plan on seeing how far I can get with it all connected. I don't really need any more power than the 68RFE can handle anyway. Every HD diesel will benefit from breathing better, regardless if you tune it or not. Boost pipes and CAI are a great place to start. I've seen good comparisons of the benefits of a CAI becoming more pronounced with a tune, but that is the case with all good CAI's on any motor. I'm not hawking Bank's stuff, AFE makes one of everything that Bank's offers, and they are better than stock. If you're looking to do all that you can do minus a tune, especially on a Cummins 6.7, the Bank's products are a good place to look.

That exactly how the gauge is supposed to work.

Cetane does improve low load and low temp combustion in these engines as well as cold temperature starting, but there is little benefit to jacking the numbers up under normal circumstances. The engine is tuned around US diesel Cetane numbers, and that’s what should generally be ran.

I ran Cetane boost in my 05 and a 7 point increase would make it knock like it had a bad wrist pin with stock or smarty programming. It didn’t do that with my custom programming.

I’ll still occasionally use Cetane boost, but only when I want improved starting and low load performance…. Such as very cold weather and driving slow on forest service roads.

When I first posted in this thread I had only gotten through the first couple of pages in this thread. I've since went back and read through all of them and I feel my truck is running as intended. This is a great thread and a wealth of good information, thank you all for contributing.

Wherever you get your cetane boost, I've been a proponent of increase cetane in all of the diesels I've owned. Fortunately, the Texas Metro areas are mandated by State law under TXLED for a minimum cetane of 48, but most diesel out there in the US is not quite that high and you want an additive for a variety of reasons.

Agree, I have read that all diesel engines made by U.S. manufacturers are designed to run on the lowest cetane number mandated by the EPA, which is 40. But I haven't read if there is a high cetane number limit. And, I don't recall reading about cetane being harmful other than as you say, "a higher or lower cetane number can potentially impact engine horsepower, torque, and fuel mileage only during the start-up phase in cold winter conditions. But I've never read what the "higher or lower" numbers are. Renewable diesel has 70-85 cetane vs the Federal specs of 40-50, so I assume 85 is okay.

I've had some BMW diesels that definitely soaked up the increased cetane and made the motors really purr. I don't think the globalist uniparty really knows what to do with RD. It's literally the best thing you could put in any diesel, and makes the case for diesel that much stronger against the ignorant EV push. The fact that here in Central Texas right now, ****ty pump diesel around here is more expensive than premium, almost a dollar more than regular, should be investigated for fraud. I'm dumbfounded why there isn't any RD available in Texas like it is readily available on the West Coast. Valero partners with Diamond Green Diesel and they just stood up a second refinery in Port Arthur outside of Houston. I read that for the first time ever, Valero has already produced more RD than BD in 2023, I just can't figure where they are selling it?

After everything I’ve been through with my truck and the frequent regeneration issue, I have settled on buying good diesel and staying away from additives altogether. From what I’ve learned the past few weeks, between my own experiences and the information gathering I’ve been doing, my take away is that additive is a blind gamble that may or may not pay off. Granted, if you have aftermarket data capturing devices and can monitor more parameters, you can likely tell more directly what works and what doesn’t. However to a basic operator / owner who only has the factory instrumentation and “seat of your pants” feel to go on, I think blindly tossing in fuel additives may get one into trouble.

I called a local fuel specialist who works for the largest energy supplier in my area. His company supplies fuels to thousands of customers and various industries. Some brief takeaways from that discussion:

1. There is, or there can be, a difference in fuel from one retailer to the next.

2. Each retailer may opt for different additives when the bulk fuel is transferred from the supplier to the station. Some will put extra additives in and some will not.

3. Whether or not a retailer will “juice up” their fuel is highly dependent on their corporate structure, profit margins, and sales goals. In his own words: “some fuel stations are restaurants who also sell fuel.” While “other fuel stations are fuel stations first and foremost, and convenience stores secondarily”

4. Factors that can change in the fuel based on the buyer: cetane rating (must meet minimums), biodiesel content (must meet minimum % where applicable but can be higher if desired) (side note here in PA every gallon of diesel sold must be B2 or 2% biodiesel by law….but can be higher). Another factor would be the additives blended in as mentioned above.

I blindly used additives for a while. I jumped on the hot commodity bandwagon because Hotshots EDT was a household name that everyone says works “amazing”. I used it for several months but really didn’t see any added benefits. My fuel economy remained consistent with what I’m seeing now (with no additives introduced during filling). I don’t believe, based on everything I experienced first hand, that the HSS EDT had any appreciable positive effect on regeneration. In fact, the EDT may have contributed to my regeneration problems. Obviously I can’t provide science to back up that hypothesis, but I know for fact that I stopped using it and my truck improved substantially. Could it be the additive had an adverse affect on the fuel I was using? Did it clash with whatever was in the fuel? Did it create some sort of buildup in the DOC / DPF? ….too many questions there and most I can’t answer.

What I know for certain is:

I switched fuel stations and stopped using the HSS EDT, and the truck has continuously improved. So much so, that my last regeneration cycle was based on the 24 hour engine timer rather than soot loading (for the first time since my issues started back in June). My truck has seen the same duty cycles and driving routines in the entire time period from June to current day. In fact, my drive cycles have been pretty much consistent on this truck since the day I purchased it. Changes were made between the 9/30 and 10/6 regeneration entries on my spreadsheet I’m currently on my fifth tank of fuel at the new location and zero HSS EDT. 250 miles since last regeneration and the DPF gauge has never left 0%. Previously, I could go as little as 12 miles post-regen and start to see DPF pressure (soot) readings on the instrument cluster View attachment 65809

I would strongly suspect your new fuel location being responsible for the differences more than the variable of an additive. I started using Stanadyne in the mid 1990's and have also used OptiLube products before coming into HSS, I think they are all probably good products. But what took me 6oz of Stanadyne I could use 4oz of OL and with HSS EDT, I only need 2oz. I'd love to see some empirical data on all of them, as well, but for now, it's a small price for the peace of mind.

You may have found a problem for HSS EDT and/or a particular fuel station or brand. It seems the latest 6.7 owners have frequent regen problems. It would be interesting to know if they have been using additives or what fuel brands.

I am a believer in additives for preventive maintenance, not for MPG increase or regen frequency improvements, but for their added lubricity and fuel system cleaning, benefits that you'll never see but they are there.

I have never had a regen frequency problem with my 2016 Ecoduesel or my 2020 6.7 HO, both get a mixture of additives including HSS EDT. I wonder why newer models have the problem?

I am also a firm believer in the preventive maintenance use of a quality diesel additive. Even if I had ready access to RD I'd still probably put a small shot of in for added piece of mind. It's more than just the cetane boost, it's to protect and clean the injectors, stabilize the fuel, and add lubricity. Not all diesel additives emulsify any water in your fuel, and/or help stabilize the diesel sitting in your tank. That's why I like HSS EDT, 2oz is a performance shot for 24g and I think relative good value for the money.