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My ‘23, I use the MOPAR air filter. Right now I get about 350 miles before an automatic regen and I try to go drag my flatbed trailer down the interstate before I get to that point till the gauge drops to zero and will get about 600 miles. Here recently, the frequency has increased, not sure why. Looks like I have about the same diving habits, hwy vs non hwy.
About 18k is when my '22 HO started the regen problem.
The aftermarket/wrong filter was a theory at best, I wasn‘t ever and I’m still not convinced they make any difference with the problem trucks whatsoever.
Made a noticeable difference in my truck. Put 68517554AA in my truck at the recommendation of my dealer and within a week it was regenerating repeatedly. Switch it out for the Fleetguard AF27684 (same as Mopar 53034051AB) and it went back to normal for quite a while. Rams own internal documents, of which there are several, clearly spell out that the AA filter is not for use in a 2019+ diesel. Even the directive sheet for P2459 diagnostics states unequivocally that the AB filter is the one that must be in place before any further diagnostic should be performed. I don’t know how much clearer it could be than that. There’s a difference in material, design, and application between those two filters and that exists for a reason.
Those internal documents are just guidance to try and help them figure out their debacle. Air filter is just like the MAF swap/relearn etc. Nothing from those documents have has helped a large portion of the frequent regen trucks. Your truck is a perfect example. Play by the book, follow guidance to the “T” and still end up with regen issues. They need a software fix.
Nevertheless there are two different part numbers for two different applications. Using the wrong filter for the application doesn’t make sense. They definitely need to address the regen issue, but it doesn’t seem like they’re up to the task.
Correct, it is now known it‘s wrong. There was a small time frame it was an acceptable replacement but that got redacted once supply caught back up. That’s the only reason I have one in. My last service I inspected it and other than a few bugs and light dust on the pleats it was still fine but for my next service I do have a AB on the shelf ready to go on.
It isn't software. If it was all the trucks would have this issue. There is an actual mechanical issue causing this which I suspect Stellantis knows and they're doing everything they can to avoid dealing with it, likely because it will be something expensive.
It’s speculation at this point. It may be possible bad software is either causing erroneous readings OR said software is making the engine run rich causing the aftertreatment to plug up. As far as “all the trucks would have this issue” is it possible the system just hasn’t reached that point yet? It does come on like a light switch for most people…
Which tells me it's something other than software. If software is bad, it's bad. Mechanical things on the other hand will happen at any time.
You can add excessive crankcase oil levels as a result of excess fuel (fuel dilution) in the engine oil. The more times the truck regenerates, the more fuel you’ll see in the engine oil. This raises the level in the crankcase. As that level rises, and the oil becomes more saturated with fuel, that fuel / oil vapor gets passed through the CCV system. Once the crankcase ventilation filter becomes saturated, it loses it’s ability to adequately strain out the oil from the vapor, and then passes that oil directly into the charge air piping and ultimately the charger side of the turbo. Oily air coming into the intake doesn’t help with clean combustion.
I am highly suspicious of this (and hopeful). I did an oil change and CCV filter change today. The old CCV filter certainly looked pretty clogged with oil and weighted almost a pound more than the filter coming out. I don't know if this is truly oil logged or normal for 30K miles, but I'm hoping this makes a difference in my regen cycles. Have already had the MAF replaced and that didn't seem to do much.
Pull the intake tube off the front of the charger and see if you have signs of excess oil puddling there. Thats a sure sign the truck has been passing excess oil through the turbo and charge air from the ccv system.
I forgot to do this earlier when I was changing the oil. Would it still be puddling there if I have already taken it for a 20mile drive? Or would that have burned off by now?
There would still be signs of excessive oil in that area.
I agree 100%, for the first 10,000 miles I virtually had no soot loading. Now that the DPF has seen some use, in my opinion, it seems to soot load pretty quickly.
My theory remains true, a software issue can present itself with 15k trouble free miles on itself. If the software senses low to no backpressure because the dpf is brand new it won’t regen. As the dpf begins to age (even at a low 15k miles) if the software begins to detect what can’t be burnt off by regen is it sensing a restriction, thinking it needs to regen? Then the viscous cycle begins. Is the program making the engine run rich loading up the dpf prematurely? This is all just spitballing as we sit here and wait for ram to get their head out of their ass in this one. Loser buys the first beer?
