I have a 2016 F350 DRW 2WD Lariat. I bought OBD Fusion app for my Android and also the Ford-specific software module for it and created a dedicated page just for the DPF sensors. I found which specific items Ford uses for “conditions to be right” for a regen and I monitor them. When my truck goes into regen I can see the following:

1. DPF_SOOT_INF
2. DPF Soot For Pickup (wide frame), third VIN position is T (%)
3. DPF Regen Status
4. Engine Coolant Temperature Sensor 1
5. Exhaust Gas Temperature 12

In monitoring the above sensors #1, #2, and #3 are the most important. #2 is set up with the following thresholds (color-coded by me) but I got the actual values from a Ford video on YouTube:

0-50 blank.
51-99 - blue; very low
100-120 - yellow; loe
120-200 - orange; medium
200-300 red; high

I’ve only seen it above100 a couple of times, and those were cases where I shut down before the regen completed. I do mostly highway driving with mine now (80 mph) and on occasion will tow my 20,000 lb fifth wheel or my 5,000 lb boat. But in all those cases, when I let the regen complete it gets back down to ~ 4% or lower.

#1 DPF_SOOT_INF will come all the way back down to 0.3 or so.

I think it’s really important to let the regens run their course. My numbers seem to bear that out.

 

Good to hear. This is the first time I've seen a post about a serviceable DPF on the 6.7. So you say it's a crap shoot that once the DPF is fully loaded and requires a cleaning to remove the ash it's possible the DPF is bad anyway and a replacement would be required and might be a better course of action? I know Ford states the DPF life is roughly 120k before professional cleaning is required, if it was cleaned around that time would it still be usable?

 

The DPF used in these trucks is very small and fragile. These are much different than the much larger class 6 and up units that were built to be serviced. The fleet I manage has been plagued with clogged filters for over 10 years and we make an attempt to save and clean everyone that we can because it costs big money. We work them in a rotation cycle so we buy new when needed and keep them stocked. I also send them all out for cleaning often they can't be saved so I take them back and we sell them to our metals broker for right around 100.00 which is nothing.

Last year we spent over 200k in emissions repairs in a midsize fleet with less than 600 trucks. This doesn't include downtime or towing. Its straight shop invoices and it's only been getting worse. When you depend on the trucks to idle all day and drive the PTO the systems clog quickly. I have local trucks that maybe see 100 miles a week but rack up 50 hrs of run time all from stationary use. We made the conscious choice in 2014 to invest heavily when possible in new replacement trucks that were gas or gaseous powered. When Ford announced the v10 in the medium duty people laughed but fleet operators didn't. I can literally replace a V10 long block for less than the shop bill of the SCR system.

 

Thanks for sharing your experiences it's much appreciated.

 

So I wonder, based upon the information provided by Ford390gashog, how many miles a dpf should be able to go in our applications. I rarely regen due to heavy towing in fact my last regen was 652 between them. Truck has a little over 70K on it.
Last check hours were 1912 and idle hours were 233.

 

I don't understand why these DPF's were not engineered to be serviceable. Imagine if the DPF section could be opened, filter is modular where it can be removed, the ash vacuumed out, new filter inserted and the truck is back in service. The DOC, SCR and material used isn't free and that would reduce material waste and cost to the customer. I can only guess most of the "rocket ships" that are thrown out have healthy DOC and SCR sections even though the DPF is clogged.

Maybe we'll get escalated emissions innovation when Ford, GM and Ram Trucks are no longer raking in the cash from diesel pickup sales or fleet operations (which is already occurring with fleets).

ford390gashog, how do your gas fleets handle all day idle or PTO high idle in high ambient temps? Are the cooling systems keeping up where a gas engine heating up at idle isn't too much of an issue?
I guess this really is a non issue based on all of the 6.2L bucket trucks I see now.

 

If the DPF was easily serviced then it would be easily deleted. That's my guess.

 

Kind of double talk in the manual, do you clean or replace when service is needed? Can these filters be cleaned with the vibratory machines?

From my owners manual:

Filter service/maintenance
Over time a slight amount of ash will build up in the DPF which is not removed during the regeneration process. The DPF may need to be removed for ash cleaning at approximately 120,000 miles (193,000 km)or greater (actual mileage can vary greatly depending upon engine/vehicle operating conditions) and replaced with a new or remanufactured (ash cleaned) part. The filter may need to be replaced at approximately 250,000 miles (400,000 km) depending upon engine/vehicle operating conditions. In both cases the engine control system will set a service light to inform you to bring the vehicle to the dealer for service.

 

I had a methanol injection system on my 2010 6.4 running washer fluid most of the time and the DPF was always clean.

to give you an idea of how clean it was...after running the system for a while I came across a new take off DPF for cheap and bought it becuase it looked brand new.

when I had them both off....I could poor a cup of water into both of them and the one I was running with the injection system drained the water instantly, while the "new take off" took a few seconds to drain the water.

you can run straight water in these injection systems and really only need the washer fluid during the winter.

 

The gas powered trucks all perform very well, we don't have any 6.2 trucks all are chassis cabs with the v10 and PTO. The trucks run just fine and don't overheat, the cooling systems are plenty. Lots of the trucks also run on board 70cfm air compressors and the PTO at the same time and there isn't a issue. The trucks take anywhere between 4-5 gallons an hour under full PTO load. Don't get me wrong, I am not knocking the 6.7 as we have a plentiful amount and I own two as personal trucks. It's the after treatment that isn't up to task of hard vocational use. Also yo answer the above as to why ford didn't make these serviceable. Its cost and space. Look at how they are packaged in a Class 6 and above, that's a huge space and the system is minimum of 4k to replace.

 

OP, have you considered Better Diesel FBC fuel treatment? I was in the same boat as you...regens at 130 miles. My daily commute is 6 miles via rural hyw. I started using FBC and it is amazing. I'm up to 16 MPG around town, and regens at well over 300 miles. Lots of other upside to it as well. There's a thread in this forum about it I believe.

 

I have not personally used fbc but I have used other fuel additives, everything from the Ford stuff to the hotshots. I think the biggest problem with my truck is the mileage on it and the fact that I bought it used. I will definitely check them out but at this point I just need to take a good look at everything and Clean and replace as needed. I'm leaning towards another posters comment about having a clogged pressure sensor so I think that will be the first thing I check before I actually get too far into trying to clean my filter.
There has​​has been a lot of good information shared on this post and hopefully more will come. My hope is that I can clean what is currently on the truck and hopefully some new serviceable dpf systems hit the market soon now that tuning support for deletes is almost non-existent.

 

Why aren't you running it on your new ride? Did you notice any gains in fuel mileage?

 

What are your regen intervals at mileage wise? Appreciate your post.

Thanks for your input. Sorry I came at you so hard. I'm clueless on this stuff.

I know Snow Performance has a CARB approved methanol injection system. I contacted them at one point and they said you could run theirs set up the way it comes but would have to be tuned by a shop to get it dialed in.

I hear Banks has new methanol injection systems coming out. I'm curious about that and wonder if they can run off and with the Derringer Tuner.

 

Can you please explain number 2?

DPF soot for pickup, vin position...?