2019 Regen strategy

[Signal73]

Mine has regened about every thousand miles, for approx 20 miles. Both times the gage showed zero blockage. I believe the display has to be on the dpf screen to show regen. Can anyone confirm the regen message will show if they are on say, the speedo display screen? I don’t idle mine a lot, and when it’s on the road it’s usually towing. Only has 2500 miles on it so far.

 

[Wayne M.]

I think it’s important to note that “regeneration” happens in many different ways.
Most DPFs act the same way, in that once a core temp is achieved, the incineration of soot turning it into ash takes place.
It’s when too much soot load is present, the PCM initiates a regen, and if that doesn’t work (like if there’s a fault present) you get into the later stages and earn yourself a derate.
My point is, Steve, why you’re seeing your soot load moving around, is that you’re achieving regen status without the PCM doing it. You’re getting that core temp to where it needs to be for soot conversion to ash, and your DPF diff pressure is reflecting that. I’m sure that gauge relies on DPF delta.
I’m sure the algorithm calls for a dynamic regen every so often (the first/ earliest class 8 system I learned called for a clock timed 4 hour cycle, and if conditions weren’t right, and couldn’t fire, it would fault- VERY troublesome) so it probably gets a regen off once in a while to keep things clear.
One thing for sure- as time goes on, the system gets better and better.

 

[RVTRKN]

Alot of good points Wayne. Thats part of the passive system that Cummins designed in. Early systems like my 07 C&C, not to be confused with the 07.5 engine, had the same strategy except you never knew. Thats a big mistake from Cummins not to let you know the status of your system. In 09, an update was downloaded to the ECM, (that caused a glitch) that changed the strategy to milage as well. I believe this was due to the massive turbo failures early in the design. Watching the levels move up and down as you can see in the pictures is evidence that it is passively regenerating. The level was low when it went into regen, so there might be a milage or countdown from regen to regen.

 

[Wayne M.]

I think the best way to know is to monitor the pyrometers. Just like with gasoline engines and getting the cats to go active, the EGTs are manipulated.
I’m sure that once man and machine get on the same page, you can really keep the soot down, or at least be cognizant of what’s going on.

 

[Hoefler]

I have watched the DPF window for a 90 mole trip, never came off 0

 

[RVTRKN]

That’s good news, so if you use your truck as intended it’ll never go into regen, if we go off of your example.

 

[TFucili]

Mine has done multiple regens while the DPF gauge reads 0. And I know the gauge works, as I purposely ran just short trips recently, and it gained a tick on the gauge.

 

[HPSimpson]

I will keep eye on regeneration Monday coming back from San Diego up through the little hills to Grapevine.

 

[Wayne M.]

Mine has done multiple regens while the DPF gauge reads 0. And I know the gauge works, as I purposely ran just short trips recently, and it gained a tick on the gauge.

Oh yea, confusion not intended, but extended heat regenerations happen not only for the DPF, but for the SCR catalyst as well. Sulfur does build up on that cat, and high heat/ extended cycle regens are used to revitalize that cat as well. So, even though the DPF is clear, the PCM might want to do a regen for other reasons.

 

[HPSimpson]

So coming back from San Diego on Interstate 15 first message appear 10 miles north of San Diego " Automatic Regeneration in Progress" stay on that screen just pass Gormen on I 5 got the same message up over Grapevine and down to Bakersfield didn't see another message.

 

[CAROLINA CUMMINS]

Oh man those early Class 8 EGR, and just DPF before SCR were horrible. The EPA10 DD15's w/SCR used an air dosing system - that was an absolute travesty. The air valve responsible for the air pressure to dosing unit would secrete oil and mix with the DEF just enough to cause issues. No one could explain the oil, assembly lube maybe? That was a Wabco part... They've come a long way since then. Now we are on GHG17 and it's airless dosing. Which the dosing unit itself is a Cummins part? On a Detroit - weird

 

[CAROLINA CUMMINS]

Oops. Meant to quote Wayne

I think it’s important to note that “regeneration” happens in many different ways.
Most DPFs act the same way, in that once a core temp is achieved, the incineration of soot turning it into ash takes place.
It’s when too much soot load is present, the PCM initiates a regen, and if that doesn’t work (like if there’s a fault present) you get into the later stages and earn yourself a derate.
My point is, Steve, why you’re seeing your soot load moving around, is that you’re achieving regen status without the PCM doing it. You’re getting that core temp to where it needs to be for soot conversion to ash, and your DPF diff pressure is reflecting that. I’m sure that gauge relies on DPF delta.
I’m sure the algorithm calls for a dynamic regen every so often (the first/ earliest class 8 system I learned called for a clock timed 4 hour cycle, and if conditions weren’t right, and couldn’t fire, it would fault- VERY troublesome) so it probably gets a regen off once in a while to keep things clear.
One thing for sure- as time goes on, the system gets better and better.

Needless to say, I think most of the manufacturers emission equipment has come a long way just in the last few years.

 

[RVTRKN]

My 07 C&C, not to be confused with the 07.5, worked flawlessly until the dealer updated the ECM in 09. Then it started what I call a glitch during Regen, which also seemed to go into Regen more often. I fought this glitch until I traded for my 19, it cost me alot of money.

 

[Wayne M.]

Oops. Meant to quote Wayne


Needless to say, I think most of the manufacturers emission equipment has come a long way just in the last few years.

Definitely an understatement. The main improvements are PCM/ processor/ memory ability and the ever expanding communication busses and languages in the vehicle.

 

[Wayne M.]

My 07 C&C, not to be confused with the 07.5, worked flawlessly until the dealer updated the ECM in 09. Then it started what I call a glitch during Regen, which also seemed to go into Regen more often. I fought this glitch until I traded for my 19, it cost me alot of money.

Indeed all through the 2000’s all the major Diesel engine brands had major teething in the emission compliance game. Navistar pretty much got slaughtered. In retrospect, Cummins did alright.

 

[Wiredawg]

Definitely an understatement. The main improvements are PCM/ processor/ memory ability and the ever expanding communication busses and languages in the vehicle.

Wayne, you said a mouthful there.... the MOST positive result of increased processor capability was the integrated exhaust brake. What a great feature!

Anyhoo, whatever the regen strategy, it seems to work pretty good on my 2017 Ram 5500.

Cheers, Ron

 

[TFucili]

Navistar pretty much got slaughtered

And took Cat with them.

 

[Joseph Donnelly]

My 2013 has rarely gone into regen, and then only briefly. I know about it from the Edge Insight monitoring egt's.

 

[RVTRKN]

Hey Joseph, whats the rummur that the Edge monitor CTS2 unlocks the ECM, what gives?

 

[Joseph Donnelly]

I have not heard anything about that, sorry.