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Automatic Regen too often

Dinky503 said:
It is nuts down there. I am up in Oregon and the amount of extra support we have sent is crazy.
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It’s Mutual Aid. Hence word mutual. We send resources up to Oregon all the time. A few months back recently when you guys were burning all over the state.
 
Just got my first regen since new DPF was installed at dealer.
531miles since install of new DPF. I think it was triggered off of engine hours because the gage is till at zero.

Any thoughts?
 
cordeau700 said:
Just got my first regen since new DPF was installed at dealer.
531miles since install of new DPF. I think it was triggered off of engine hours because the gage is till at zero.

Any thoughts?
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What were your engine hours at? I’ve had a couple strange regens where the hours were low, not at the 24hr mark and the DPF gauge wasn’t at 45%, right after an oil/air filter change.
*edit - I use the trip meter to track mileage and hours between regens.
 
Units said:
What were your engine hours at? I’ve had a couple strange regens where the hours were low, not at the 24hr mark and the DPF gauge wasn’t at 45%, right after an oil/air filter change.
*edit - I use the trip meter to track mileage and hours between regens.
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There are only two ways the truck will trigger a regen itself, hours or soot. So it’s likely you missed the gauge hitting 45%. I’ve seen it sit there as little as few seconds before going into active regen.
 
AH64ID said:
There are only two ways the truck will trigger a regen itself, hours or soot. So it’s likely you missed the gauge hitting 45%. I’ve seen it sit there as little as few seconds before going into active regen.
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It would have had to been a split second change from 1/3 or right around 35% to a 45% trigger. It happened as soon as I started driving after the service. I believe it has something to do with the programming, I.e. filters with the glue strips causing frequent regeneration, soon as I changed the air filter the sensor read an increase in air flow. No different than when you drive around town, the DPF filter gauge takes a while to move but as soon as you jump on the interstate, gauge jumps up.
 
Units said:
It would have had to been a split second change from 1/3 or right around 35% to a 45% trigger. It happened as soon as I started driving after the service. I believe it has something to do with the programming, I.e. filters with the glue strips causing frequent regeneration, soon as I changed the air filter the sensor read an increase in air flow. No different than when you drive around town, the DPF filter gauge takes a while to move but as soon as you jump on the interstate, gauge jumps up.
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From what I’ve noticed, my truck will throw a fit if anything and I mean anything intake related changes. Even removing or reinstalling the AGS vanes or slats. It’s unreal how sensitive they are.
 
Here's a new one for me, guage was getting close to the point where I know that it will go into regen. I took it for a trip and got the guage to zero or what I assumed was a passive cleaning, as soon as it hit zero the auto regen in progress message pops up so I continued my trip till that message went away. I am not having as many problems as other members are having but I'm concerned I will be heading down that path eventually.
 
Wholeo said:
Here's a new one for me, guage was getting close to the point where I know that it will go into regen. I took it for a trip and got the guage to zero or what I assumed was a passive cleaning, as soon as it hit zero the auto regen in progress message pops up so I continued my trip till that message went away. I am not having as many problems as other members are having but I'm concerned I will be heading down that path eventually.
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You must have been coming up on the 24 hr mark when you started. I have had many regens with the DPF gauge on zero before and after. But all at 23, 24 or 25 hrs.
According to the EVIC.
 
I'm at about 13000 miles since the new DPF was installed in August. So far, with the exception of 1 instance, all I've had is 24 hour regens. I generally drive "unloaded" with no trailer on the highway. However with the fiberglass shell, tool box/deck, and a ladder in the bed I'm hauling 500-600 lbs regularly. About 3 weeks ago I took everything out of the bed because I needed to haul a 4 wheeler one weekend, and have neglected to put anything back in. Still no discernable difference, but I'm going to try to keep it off for another month or so to see if anything changes.
 

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Units said:
It would have had to been a split second change from 1/3 or right around 35% to a 45% trigger. It happened as soon as I started driving after the service. I believe it has something to do with the programming, I.e. filters with the glue strips causing frequent regeneration, soon as I changed the air filter the sensor read an increase in air flow. No different than when you drive around town, the DPF filter gauge takes a while to move but as soon as you jump on the interstate, gauge jumps up.
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There are some programming issues, in my opinion, but even with them the truck will only start a regen for those two issues.

I don’t experience what you’re describing with town vs interstate, I actually see the opposite. I find the acceleration to interstate speeds lowers the % from the increased airflow. I think the programming issue is mostly at low airflow.
 
AH64ID said:
There are some programming issues, in my opinion, but even with them the truck will only start a regen for those two issues.

I don’t experience what you’re describing with town vs interstate, I actually see the opposite. I find the acceleration to interstate speeds lowers the % from the increased airflow. I think the programming issue is mostly at low airflow.
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Same.

EGT build up and flow through the system during long grade pulls or merging into the highway and building speed will do the same for me. The effect is substantially more noticeable when the engine is in the 130-150°F zone and is “cold” while also sucking in very cold dry air during the winter months.
 
AH64ID said:
There are some programming issues, in my opinion, but even with them the truck will only start a regen for those two issues.

I don’t experience what you’re describing with town vs interstate, I actually see the opposite. I find the acceleration to interstate speeds lowers the % from the increased airflow. I think the programming issue is mostly at low airflow.
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Wonder if, which has been mentioned before I believe, that is the difference in programming between the HO vs SO. It has only done the odd regen directly after a service. Other than that it will hit the 24hr timed or 45% soot load on the gauge. Before running archoil, I’d noticed after a run on the interstate, if it wasn’t quite far enough for passive regen to occur, a good hard acceleration after getting off of the off ramp the gauge will drop. Running the archoil it passive regens much easier.
 
There has been no indications there is any separate programming for regen between the SO and HO.
 
Any thoughts on this problem being less likely on the 25s? I have a 23 with ongoing issues now.
 
Last year I was seeing frequent regens. Then landed a new job in September which has me commuting 1hr each way. With archoil cleaner/each tank additive, I was getting 24hr regens like clockwork. Then all of the sudden it started short regens again with odd ups and downs on the DPF soot load in between regens .... Then it threw a P2002. Swapped the PM sensor, ran the cleaner again timed with the next regen and it's been on zero ever since. It's at 17hrs-ish now.
 
Having a thought on the programming and how it interacts with things such as air temperature and density. I wonder if the tuning for air/fuel ratio and ambient temp is closer to being correct in the winter given it can somehow passive regen more easily despite it being contrary to what you might think given the lower temps. Then the warm weather returns, and I wonder if the stock tune doesn't adequately reduce the fuel given the less dense air causing it to run rich.

Anyways, I'm sure someone else has pondered this already
 
22PearlRamMegaHD said:
Having a thought on the programming and how it interacts with things such as air temperature and density. I wonder if the tuning for air/fuel ratio and ambient temp is closer to being correct in the winter given it can somehow passive regen more easily despite it being contrary to what you might think given the lower temps. Then the warm weather returns, and I wonder if the stock tune doesn't adequately reduce the fuel given the less dense air causing it to run rich.

Anyways, I'm sure someone else has pondered this already
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I have an ongoing experiment going on with this same theory. I changed out the TBAP sensor on my truck. The original sensor was showing higher absolute barometric pressure than what the new one does. That in itself wouldn’t make much difference but that sensor is what is calibrating the MAP sensor and that might make a difference. Like I said it’s an ongoing experiment. I installed the new sensor after it started cooling off so I’ll have to wait and see how it does in warmer weather but so far it’s doing pretty good. I got a short cycle after I installed the new sensor but it was at 20 hours. Been 24 hours ever since and 1/8 is as high as I have seen the DPF gauge get up to and it quickly dropped after a little highway driving.
I put a Chinesium TBAP sensor in before the current Cummins part and it was out of range so I got a sack full of codes trying to run it. The new sensor is only reading .5 psi lower than the original one but that puts it more in line with what the actual altitude is where Im located. It also dropped the base idling pressure reading on the MAP sensor.

YMMV
 
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