That’s great to hear! I’m going to have to give this a try as well.
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Automatic Regen too often
- Thread starter k72nova
- Start date
OLEJOE
Well-Known Member
I just finished my tank off with the 6400 in it and filled the tank back up with the 6500 in this go around. Currently 472 miles and 11 hours since last regen with the dash DPF gauge on zero. Similar results as yours.
I intentionally tried to do a worse drive cycle than I normally do. I made shorter trips and idled the truck more than I usually do. I did have to make a 170 mile round trip but kept the speed to 70 mph. The last regen I had, with the 6400 in the fuel, the tailpipe had gray soot in it. I’ve never seen it in there before and it seems to have blown it out. So it seems to be doing what Archoil claims it does in my case too.
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Are you guys using the full bottle of the 6400 (12oz) or something like 3/4 of the bottle?
I put the full bottle of 6400 in my tank when I filled up the last time. My tank is a 50 gallon and I usually try to fill up around the 1/4 level. I believe one bottle of 6400 is good for 40 gallons but don’t quote me on that, I don’t have the empty bottle handy to confirm dosage.
OLEJOE
Well-Known Member
Mine supposedly holds 32-33 gallons and I pour the whole bottle in and fill it up. I even rinse my funnel with fuel before removing it. With the 6500 that is 1 oz per 10 gallons, I’m using my auxiliary tank so I can mix x oz to y gallons and can keep the truck tank topped off with the correct mix.
Ah ok, I have the stock tank which I think is 26 or 28 gallons so I’ll use half to 3/4 then. You are correct, bottle says it treats 30-40 gallons.
Ostracize
Well-Known Member
2021 3500 mega srw... Build sheet shows 31 gal tank... I also used the full bottle
never mind, it looks like the stock tank should actually be 31 gal.
DougB
Well-Known Member
Just ordered some Archoil cleaner and treatment for the Cummins. They’ve got a 10% discount going on so picked up some gas cleaner for Jeep as well.
56ram2500
Well-Known Member
My self I would use the whole bottle not 3/4 of it, you can use the whole botte to a full tank without problems
Had a fortuitous occurrence in one of the Facebook groups I manage. This person posted saying they were getting the “DPF nearing full continue driving” message. The unique thing is, this truck is no longer….”stock” 
And yet, their DPF gauge is still climbing and registering. The sensors are unplugged and removed and yet the DPF gauge is still climbing. This confirms that Ram / Cummins / whoever is relying on calculated data such as estimated soot load and time to drive the gauge, in addition to information from the DPF’s differential pressure sensors. To me, this is exactly why you can get into a bad situation with these trucks regenerating too often. The calculated values should be an independent trigger for regeneration, rather than combined with the actual soot load calculation from the differential pressure sensors. 
And yet, their DPF gauge is still climbing and registering. The sensors are unplugged and removed and yet the DPF gauge is still climbing. This confirms that Ram / Cummins / whoever is relying on calculated data such as estimated soot load and time to drive the gauge, in addition to information from the DPF’s differential pressure sensors. To me, this is exactly why you can get into a bad situation with these trucks regenerating too often. The calculated values should be an independent trigger for regeneration, rather than combined with the actual soot load calculation from the differential pressure sensors. 
joshuaeb09
Well-Known Member
Had a fortuitous occurrence in one of the Facebook groups I manage. This person posted saying they were getting the “DPF nearing full continue driving” message. The unique thing is, this truck is no longer….”stock”
I would have to agree. Additionally - I hate using calculated data for dynamic systems - It always creates problems and is a a solution driven by actuaries and not engineers. Typically in my experience, any time you have to rely on calculated data like this - it's because some actuary wanted to save a few bucks on sensors in the system and overruled engineering. Between all this emissions nonsense on these newer trucks and issues like lifters (knock on wood in my case) - Makes me wanna overspend on a clean OBS ford body to build a 12v fummins.
Deltron
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Had a fortuitous occurrence in one of the Facebook groups I manage. This person posted saying they were getting the “DPF nearing full continue driving” message. The unique thing is, this truck is no longer….”stock”
Seems to me the tuner isn't very good. That function should have been disabled. It makes me wonder if it'll attempt a regen even though there's no DPF? Also if it does, how would it know when to stop?
The guy needs to take his truck back to the tuner.
CaptainMike
Well-Known Member
This has been my suspicion since my regen issue manifested. There may very well be some mechanical issues as well, but I believe the root of the problem is in the algorithms. Replacing MAFS, boost tubes, injectors, etc seems to be throwing darts at best, smoke and mirrors for worse, or a delaying tactic for worst. And the problems run deeper than just our regen issues. There seems to be institutional incompetence, greed and apathy with Stellantis and their dealers.Had a fortuitous occurrence in one of the Facebook groups I manage. This person posted saying they were getting the “DPF nearing full continue driving” message. The unique thing is, this truck is no longer….”stock”
Agreed. But it’s a nice to actually witness this from the “stock” side of this problem as it clearly demonstrates there’s more to the DPF gauge than just differential pressure readings alone.
He said it’s been attempting to regenerate. And it won’t stop. I suspect it can’t stop unless it either A) sees a change in pressure across the DPF, or B) if there’s some sort of timed cut-out after it makes so many attempts.
Thorvald
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Did their tune disable the 24 hour driving time automatic regen? If not, the gauge will still rise. This is one thing I learned having the CTS3 Edge. The onboard (and CTS3) DPF percentage full PID is not just based on actual soot level, it is also based on the driving time.
When I start to get those to my 24hr regen the gauge starts climbing. I can detect this by looking at the last time it regened (use the driving time screen and subtract) and the PIDs that show time since last regen.
I really wish I could find a pid that truly indicated soot level and not the "timer". Apparently the WiTech can pull that but CTS3 does not (yet that I can find).
When I start to get those to my 24hr regen the gauge starts climbing. I can detect this by looking at the last time it regened (use the driving time screen and subtract) and the PIDs that show time since last regen.
I really wish I could find a pid that truly indicated soot level and not the "timer". Apparently the WiTech can pull that but CTS3 does not (yet that I can find).
OLEJOE
Well-Known Member
Makes it sound like all of the people who are having regen problems actually are having ECM problems or something with the regen timing mechanism. It has nothing to do with actual soot load. Artificial intelligence ?
Like the oil pressure reading.
Thorvald
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Here is the DPF section from the manual:
11 - Exhaust System / FILTER, Diesel Particulate / Description
DESCRIPTION
DIESEL OXIDATION CATALYST (DOC)
DIESEL PARTICULATE FILTER
OPERATION
11 - Exhaust System / FILTER, Diesel Particulate / Description
DESCRIPTION
- The first component of the Aftertreatment System consists of two catalyst elements, working together to drastically reduce tailpipe emissions:
DIESEL OXIDATION CATALYST (DOC)
- The Diesel Oxidation Catalyst (DOC) is a ceramic flow through substrate coated with a catalyst washcoat that is integral to the DOC and resides in the fronthalf of the assembly. The DOC treats engine exhaust gases by converting harmful carbon monoxide, unburned hydrocarbons and other compounds intowater, carbon dioxide and heat.
DIESEL PARTICULATE FILTER
- The Diesel Particulate Filter (DPF) is a wall-pass ceramic filter substrate coated with a catalyst washcoat. It is located just downstream of the DOC. Exhaustgases flow from the DOC into the catalyzed diesel particulate filter (DPF) which traps and accumulates particulate matter, and further treats the exhaustgases to reduce any remaining unburned hydrocarbons and other harmful compounds. The trapped particulate matter will be periodically removed from theDPF via a regeneration process controlled by the engine’s Powertrain Control Module (PCM).
OPERATION
- The oxidation catalyst raises the exhaust gas temperatures to regenerate the DPF, which is passive regeneration. If the passive regeneration cannot keep upwith the build up of soot in the DPF, the Powertrain Control Module (PCM) will actively regenerate the DPF to burn off the soot. Residue remains inside theDPF in the form of non burnable ash. Ash comes from the oils and other materials that are trapped in the oils and are present in the soot. The catalystcontains a large number of parallel channels, which run in the axial direction and are separated by thin porous walls. The channels are alternatively open atone end, but plugged at the other. The exhaust gases flow through the walls and escape through the pores in the wall material. Particulates, however, aretoo large to escape and are trapped in the monolith walls. The PCM starts the regeneration of the DPF if the soot load exceeds a performance map value.The PCM determines the load condition of the DPF based upon the exhaust gas pressure upstream and downstream of the DOC/DPF. A pressure differentialsensor provides the pressure input to the PCM. During the regeneration process, the PCM raises the temperature in the DOC/DPF to burn off the sootaccumulated. Under normal operation, the engine does not produce enough heat to oxidize the soot inside the DOC/DPF. This process requirestemperatures above 550 ºC (1,022 ºF). After regeneration, the PCM reads the actual pressure difference at the DOC/DPF and compares it with a referencevalue. From this comparison, the PCM determines the ash quantity inside the DOC/DPF.
It would appear that the timer did not get disabled. However, my point is that the timer side of the trigger should be an independently controlled portion of the programming. It should not be tied together with actual soot load. Connecting them together only serves to increase the frequency the system will regenerate.