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Automatic Regen too often

I did a simple Google search to see what the internet would say as it seems to me with an EGR you will always fight getting high enough EGTs because the EGR purpose is to reduce combustion chamber temperatures. Long story short, this is exactly the issue. It also listed this:

"Potential drawbacks:
While EGR is effective in reducing EGTs and emissions, it can also lead to increased particulate matter (PM), hydrocarbons (HC), and carbon monoxide (CO) emissions, as well as potentially decreased fuel efficiency."

So you're fighting increased PM with decreased EGTs. Might as well tie both hands behind your back...
 
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22PearlRamMegaHD said:
I did a simple Google search to see what the internet would say as it seems to me with an EGR you will always fight getting high enough EGTs because the EGR purpose is to reduce combustion chamber temperatures. Long story short, this is exactly the issue. It also listed this:

"Potential drawbacks:
While EGR is effective in reducing EGTs and emissions, it can also lead to increased particulate matter (PM), hydrocarbons (HC), and carbon monoxide (CO) emissions, as well as potentially decreased fuel efficiency."

So your fighting increased PM with decreased EGTs. Might as well tie both hands behind your back...
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If I could reduce the egr a small amount, I could change my Archoil habit for a DEF habit and my DPF would be happy.
But if Im going to have to do an ECM swap to accomplish that I might as well get rid of all of it.
 
OLEJOE said:
If I could reduce the egr a small amount, I could change my Archoil habit for a DEF habit and my DPF would be happy.
But if Im going to have to do an ECM swap to accomplish that I might as well get rid of all of it.
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I wonder if Ram could (or even would) do a programming update for exactly what you prescribed. Seems based on an earlier reply that is what the 24s and 25s are doing.
 
I would like to check my MAF sensor, but I can’t seem to get the clip to release the wiring harness off. Anyone have any suggestions?
 
The MAF sensor has a piece on it that has to be removed to get to where it can be released. Be careful as it is really small and hard to hang on to. Im not sure about the MAP sensor since it didn’t have the piece on it from the dealer.
 
I drove my truck around town and country yesterday ~30 miles just waiting/expecting the regen to pop. The EVIC gauge shot up from 10% to 45% and the DPF% reading bounced around from 96-98%. Damn if it never popped but I expect it will next run. Hadn't looked at the hours but it must be close.
 
I haven’t done a soot based regen in 8K miles, but I suspect one will happen today. Based on how I’ve been driving it I’m a little surprised.

2K miles ago I ran a tank with 6400d and had an active regen on that tank, immediately following that regen the PID read 0.00%. Squeaky clean DPF according to the ECM. That was 100 interstate miles from home.

I then had a mostly all highway tank with no moment of the dash gauge and even got over 700 miles to the tank, happy DPF. The 24 hour based regen was pretty quick, which seemed appropriate, but the lowest I saw the PID after the regen was 12.2%. 945 miles between regens with no real towing.

The following 24 hour regen went 1026 miles with 636 miles towing the 5th wheel thru the Idaho mountains. Saw the highest passive EGT3 temps I’ve ever seen at just over 1000° for a few miles, active regen temps. The DPF should have been spotless after that tow, but the active regen that occurred within miles after the 5th wheel was unhitched only dropped the PID to 16.1%.

I’ve put 220 miles on in the last ~6 hours since the regen and my PID is at 83.1% and the dash ~30%. I’ve been commuting and running around town with it, but it’s not city driving.

The soot level in the DPF is building and the active regens aren’t sufficiently cleaning it. The DPF should be much cleaner with that usage cycle following a 0.00% reading.

We already use very little EGR, much less than 13-18 trucks, yet soot seems to build faster.
I’ve also noticed that soot based regens, while lasting longer, are even less efficient than hour based regens at cleaning the DPF.

6400d works, but shouldn’t be the answer for clean DPFs.

Truck has 32K miles on it, or will today, and the air filter is an AB with less than 6K miles on it.
 
AH64ID said:
I haven’t done a soot based regen in 8K miles, but I suspect one will happen today. Based on how I’ve been driving it I’m a little surprised.

2K miles ago I ran a tank with 6400d and had an active regen on that tank, immediately following that regen the PID read 0.00%. Squeaky clean DPF according to the ECM. That was 100 interstate miles from home.

I then had a mostly all highway tank with no moment of the dash gauge and even got over 700 miles to the tank, happy DPF. The 24 hour based regen was pretty quick, which seemed appropriate, but the lowest I saw the PID after the regen was 12.2%. 945 miles between regens with no real towing.

The following 24 hour regen went 1026 miles with 636 miles towing the 5th wheel thru the Idaho mountains. Saw the highest passive EGT3 temps I’ve ever seen at just over 1000° for a few miles, active regen temps. The DPF should have been spotless after that tow, but the active regen that occurred within miles after the 5th wheel was unhitched only dropped the PID to 16.1%.

I’ve put 220 miles on in the last ~6 hours since the regen and my PID is at 83.1% and the dash ~30%. I’ve been commuting and running around town with it, but it’s not city driving.

The soot level in the DPF is building and the active regens aren’t sufficiently cleaning it. The DPF should be much cleaner with that usage cycle following a 0.00% reading.

We already use very little EGR, much less than 13-18 trucks, yet soot seems to build faster.
I’ve also noticed that soot based regens, while lasting longer, are even less efficient than hour based regens at cleaning the DPF.

6400d works, but shouldn’t be the answer for clean DPFs.

Truck has 32K miles on it, or will today, and the air filter is an AB with less than 6K miles on it.
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If the PID on the SG is correct, my EGR % is regularly running 30-40% on the highway. Truck seems to use very little DEF. I haven’t tried to calculate the fuel to DEF percentage but maybe it’s the fact that I haven’t put but 6k miles on it since last July. I only live 4 miles from the small community where I live and we have a DG, grocery store, truck stop, post office and more but I also have a gas burner, an 08’ Silverado that I use for those trips. I mainly only use the Ram if going 15 or more miles one way or towing the TT. I tried using the Ram for all of it and that didn’t work well. I would like to be able to use the Ram for everything but with the way the emissions strategy works on it, that’s not feasible.
 
I'm at almost 45k now after I got the truck back with a new DPF in August of 2024 with 28k miles. All seemed well thru the winter, but the DPF is clogging very quickly now. On the same day as my last time regen only driving on i-35 at 70mph+ it jumped to an 8th, then quarter, then 3/8. After 140 miles of nothing but highway it managed to drop back to an 8th. This morning, immediately upon start up it was at a quarter. Within 10 miles of only interstate driving it jumped up to 3/8 again, and I'm thinking I'll have another soot based regwn in less then 5 hours. My average speed as of now on the evic for this tank is 67mph. This shouldn't be happening like this
 
22PearlRamMegaHD said:
I'm at almost 45k now after I got the truck back with a new DPF in August of 2024 with 28k miles. All seemed well thru the winter, but the DPF is clogging very quickly now. On the same day as my last time regen only driving on i-35 at 70mph+ it jumped to an 8th, then quarter, then 3/8. After 140 miles of nothing but highway it managed to drop back to an 8th. This morning, immediately upon start up it was at a quarter. Within 10 miles of only interstate driving it jumped up to 3/8 again, and I'm thinking I'll have another soot based regwn in less then 5 hours. My average speed as of now on the evic for this tank is 67mph. This shouldn't be happening like this
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Do you think it might have to do with the winter blend fuel ? Maybe they don’t use as much biodiesel in the winter blend ? I don’t know.
 
OLEJOE said:
If the PID on the SG is correct, my EGR % is regularly running 30-40% on the highway. Truck seems to use very little DEF. I haven’t tried to calculate the fuel to DEF percentage but maybe it’s the fact that I haven’t put but 6k miles on it since last July. I only live 4 miles from the small community where I live and we have a DG, grocery store, truck stop, post office and more but I also have a gas burner, an 08’ Silverado that I use for those trips. I mainly only use the Ram if going 15 or more miles one way or towing the TT. I tried using the Ram for all of it and that didn’t work well. I would like to be able to use the Ram for everything but with the way the emissions strategy works on it, that’s not feasible.
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The PID should be correct. 30-40% seems higher than I see but there is likely a difference with the compression ratios between the SO and HO. At 60 mph today my EGR was running 18-20%.

My 2018's EGR crossover tube was discolored from heat/use within a thousand miles than my 2022's crossover tube is in 32K miles. The 2018 averaged 880 mpg DEF with a 1.57% dose rate while, the 2022 averages 526mpg DEF with a 2.57% dose rate. Definitely less EGR and more DEF on the CGI engines.

oledirteh said:
when i go into regen at highway speeds ive seen 1080 degree's on the idash.

my average miles between regens is now at 1200 miles
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950°-1050° is where active regen lives most the time. I have seen temps above 1100° during an active regen, but I can only think of once.
 
OLEJOE said:
Do you think it might have to do with the winter blend fuel ? Maybe they don’t use as much biodiesel in the winter blend ? I don’t know.
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I fill up at one fuel station, and I go there (unless traveling) only because the owners assured me they use 100% dino fuel. I was wondering if it's possible that the anti-gelling additives make it easier for passive regens somehow, however I do still believe this to be a programming issue.
 
AH64ID said:
The PID should be correct. 30-40% seems higher than I see but there is likely a difference with the compression ratios between the SO and HO. At 60 mph today my EGR was running 18-20%.

My 2018's EGR crossover tube was discolored from heat/use within a thousand miles than my 2022's crossover tube is in 32K miles. The 2018 averaged 880 mpg DEF with a 1.57% dose rate while, the 2022 averages 526mpg DEF with a 2.57% dose rate. Definitely less EGR and more DEF on the CGI engines.



950°-1050° is where active regen lives most the time. I have seen temps above 1100° during an active regen, but I can only think of once.
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Wouldn’t a higher percentage of EGR reduce the temperature of the EGR temperature going through the crossover ? Mine is still the same color but it is getting a little more air flow across it than normal with the AGS not impeding the air flow.
 
OLEJOE said:
Wouldn’t a higher percentage of EGR reduce the temperature of the EGR temperature going through the crossover ? Mine is still the same color but it is getting a little more air flow across it than normal with the AGS not impeding the air flow.
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I think more EGR would mean more heat, since a larger volume of exhaust is going thru the EGR cooler which will reduce its effectiveness.
 
AH64ID said:
I think more EGR would mean more heat, since a larger volume of exhaust is going thru the EGR cooler which will reduce its effectiveness.
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I know the egr diverter or blender on my 18’ would cycle from cooled egr to not. But the one on my 22’ doesn’t. Once it heats up to a certain temperature it diverts all egr through the cooler. I’ve never seen it cycle once the required temperature is reached.
 
OLEJOE said:
I know the egr diverter or blender on my 18’ would cycle from cooled egr to not. But the one on my 22’ doesn’t. Once it heats up to a certain temperature it diverts all egr through the cooler. I’ve never seen it cycle once the required temperature is reached.
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And maybe that's another difference too, it's not something I've monitored. At full EGR use I would suspect the cooler is in full effect.

As load increased EGR use also decreases, which is when the exhaust is the hottest too.
 
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