I got lucky on the last active regen. It started just as I pulled onto the interstate for a 30 mile drive, instead of just as I was about to pull into the garage.
In the wishful thinking mode, I’ve wished for a couple of changes in regen logic. The truck should be smart enough to not do active regens when they are not necessary, such as when pulling a heavy load on a long trip. If the system is measuring soot loading in the DPF, why aren’t all active regens based upon soot loading (inlet/outlet pressure differential)?
Also, within some time limit, like 1 hour, we should have the option to delay the active regen. This would apply to my “pulling into the garage” situation. We would be allowed to delay it one time, for no more than 1 hour, so we could plan a steady drive during the regen. I would even be OK if we could only delay it until the next engine start. I know that we can keep an eye on the time meter, but that can be ± an hour, not much help as to when it will actually start. I don’t think this kind of operating logic would be a problem for the processors in these vehicles. It’s just programming logic.
My final beef is with the location of the excess fuel injection. Injecting the excess fuel into one of the cylinders seems like an idiotic decision. One of the other brands injects it into the exhaust downstream of the engine. If you ask a ten year old car enthusiast, if such exists any more, where to inject the excess diesel, they would tell you to use downstream injection to prevent cylinder washdown or oil dilution. Is there any reason for Cummins/Ram’s approach I am not aware of?