What to do about Diesel Particular Filter problems

[Brid]

Thread comments below refer to the original post in The Verandah: https://www.aulro.com/afvb/the-verandah/279412-what-do-about-diesel-particular-filter-problems.html#post3008676

[Vern]

And this is why i bought a petrol

[Geedublya]

And this is why i bought a petrol

PPFs (Petrol Particulate Filter) are coming out in the latest EU6c compliant vehicles.

[INter674]

And this is why i bought a petrol

Me too...had it with newer diesels..and DPFs are stupid...cars and trucks have been burnt to the ground on dry grass too😞

...and ad blue is yet another inconvenient expense...

[p38arover]

I wonder if diesel vehicles with LPG fumigation (aka diesel-gas) suffer less from DPF issues?

[Vern]

PPFs (Petrol Particulate Filter) are coming out in the latest EU6c compliant vehicles.I'd still buy one over a modern diesel.

[scarry]

PPFs (Petrol Particulate Filter) are coming out in the latest EU6c compliant vehicles.

And most of the latest are turbo charged and supercharged,so are certainly highly complicated.

[INter674]

And most of the latest are turbo charged and supercharged,so are certainly highly complicated.

Agree but the tech in them had been fairly standardised and sorted for decades now whereas diesel tech is still evolving....and there's less interventions eg egr dpf etc to start with. Then there's issues such as less tolerance to poor fuel inc water in fuel causing catastrophic damage...

..oh and IMHO SCs and turbos are not complicated..they are simply pumps😎

[scarry]

..oh and IMHO SCs and turbos are not complicated..they are simply pumps😎


And an EGR is just a valve that opens and shuts,and a DPF just catches stuff and burns it off.
What could possibly go wrong?[bighmmm][smilebigeye]

I will be off to the dark side soon,more than likely another diesel.......
The tax benefits on vehicle purchases are just a no brainer at the moment,for businesses.
And if it can be ‘commercial’,that will be even better.

I hope I am allowed to stay......[smilebigeye]

[INter674]

And an EGR is just a valve that opens and shuts,and a DPF just catches stuff and burns it off.
What could possibly go wrong?[bighmmm][smilebigeye]

I will be off to the dark side soon,more than likely another diesel.......
The tax benefits on vehicle purchases are just a no brainer at the moment,for businesses.
And if it can be ‘commercial’,that will be even better.

I hope I am allowed to stay......[smilebigeye]

Only if it's NOT a Toyota😃

The businesses round here are using the tax break to purchase Rams or F trucks...not Toyotas...one owner said that the US offerings just have more features and usability that yotas can provide. Cept of course if you want to take them into the city😞

[scarry]

Only if it's NOT a Toyota😃

The businesses round here are using the tax break to purchase Rams or F trucks...not Toyotas...one owner said that the US offerings just have more features and usability that yotas can provide. Cept of course if you want to take them into the city😞

We are in the city often,so they haven't been considered....,and a ute is not want we want.

Real shame they didn't upgrade the D4,not interested in the D5.

There are only two really in the race,one can be 'commercial' modded,with no LCT,so no doubt it will get the nod.

Anyway see what happens.

The Deefer will be gone shortly as well.

The Series1 will still be around[thumbsupbig],as it has been since '56.[bigsmile1]

[INter674]

Yeah the LCT is a crock that Howard introduced which should be abolished. Nothing to protect here now the local industry is gone.

So...looks like you're going for a motor home or a truck??

[scarry]

So...looks like you're going for a motor home or a truck??

No, a wagon.

In Qld works like this.Dont know about other states.That is until the ATO changes the rules......
Buy vehicle,with no LCT paid.
Pre rego GVM upgrade and rear row of seats removed,plated commercial vehicle.Seats no use to us anyway.
Therefore 100% business write off ALL running costs,also no FBT.
And also we qualify for 100% tax write off on purchase,if paid for and delivered before 31/12/20.
So quite a lot of savings.
GST also claimed on purchase,but has to be paid when vehicle is eventually sold,10% of the sale price.

There are none available,due September,October with a small model upgrade,new model mid/late next year,but i will miss out on this if i wait for new model.

[INter674]

....i see..i think😉

...years ago the ATO tried to force my employer to remove back seats to avoid fringe benefits tax on emergency on-call cars.. we fought them and won...amazingly!

....hope the new car is a good one for you☺

[DazzaTD5]

IMHO...

*DPF technology has been around for decades, long before it started to be used in light vehicle (cars, 4x4s etc)
*Toyota Coaster buses were some of the first truck sized vehicles I remember them being used on, never had an issue, in fact most mechanics that worked on them didnt even know they had DPFs fitted.
*Actually some model Jeeps had DPFs fitted to them back in 2009 (never had one fault).
*Its **** short cut engineering by car manufacturers that has caused DPF issues on small light vehicles.

*As a side note, I have been using FTC Decarbonizer for quite a long time now and have used it to sort out 3 DPF faulty vehicles. 1 Jeep Grand Cherokee 3.0 CRD and 2 Jeep Wrangler 2.8 CRD. All had permanent DPF faults that even after a few manual reburns didnt fix, 2 doses on each vehicle on each service and all sorted, one was over 12 months ago now and still all is fine. The Grand Cherokee price to replace the DPF was $6000 (which oddly enough is the same price to replace a DPF on a Toyota Coaster Bus).

*And of course I look dam clever to the customer when compared to the (obviously) thieving dealers [bigrolf]

[DazzaTD5]

Diesel particulate filters (DPFs) are an effective means of minimising emissions of dangerous fine particles in exhaust emissions.

But if you think about it, DPFs are a band-aid remedy, because diesels can’t burn the fuel clean enough under all operating conditions. DPFs can bring with them a whole new range of expensive, annoying and inconvenient problems. However, there is already a simple, low cost solution available, which addresses the root cause of these problems.

What is required is to clean up the fuel burn, rather than relying wholly on the DPF to "after treat" the problem! This means that less soot is produced in the first place. FTC Decarbonizer, already proven in underground mining applications, acts as a true combustion catalyst to reduce the rate of soot production, and burn off existing soot at much cooler temperatures than the DPF requires to work. Once introduced into the diesel, less soot (and ash) can accumulate in the DPF, as regeneration occurs naturally during normal engine operations.

DPFs particularly cause issues for non-highway type applications, and the following series of problems can progressively develop…
1. The number of "forced regenerations" increase, necessitating the truck to be parked for up to 40 minutes, to burn off the soot under high temperature, high fuel usage conditions.
2. Where such regeneration cycles have become ineffective, DPF cleaning or replacement of damaged units is required, and both are expensive. Think up to $5000 for a new DPF!
3. Some of the excess fuel required for regenerations can get past the rings into the oil. This causes excessive fuel dilution of the oil, which in turn, increases the frequency of oil changes. It reduces the oil’s viscosity, which also increases engine wear.
4. Crankcase oil should be free of fuel, and levels above as little as 5% are unacceptable. In practice, fuel dilution of up to 50% can occur, and this will destroy engines in a short time.

To counter this series of problems, FTC treated diesel results in a reduction in both the total number of soot particles, and the total soot mass produced.

Secondly, FTC forces all carbon in combustion and exhaust spaces, including any soot trapped in the DPF, to combust at temperatures as low as 350C. Normally, soot will only combust in the 500C, and above range. The FTC catalysed fuel burn permits the cooler soot burn. As soot is the initial binder for ash forming in DPF’s, the amount of ash accumulating is also reduced.

FTC Decarbonizer is a very low cost solution, which addresses the root cause of these DPF problems. In doing so, it minimizes the need for DPF regeneration cycles, because less soot is formed, and any accumulated soot is readily combusted under even light duty cycles.

Hope you find this information useful.

Brid
W: costeffective.com.au
E: sales@costeffective.com.au
P: 07 3376 6188

No I didnt find it useful, I already knew it! [tonguewink][tonguewink]

[Tombie]

Diesel particulate filters (DPFs) are an effective means of minimising emissions of dangerous fine particles in exhaust emissions.

But if you think about it, DPFs are a band-aid remedy, because diesels can’t burn the fuel clean enough under all operating conditions. DPFs can bring with them a whole new range of expensive, annoying and inconvenient problems. However, there is already a simple, low cost solution available, which addresses the root cause of these problems.

What is required is to clean up the fuel burn, rather than relying wholly on the DPF to "after treat" the problem! This means that less soot is produced in the first place. FTC Decarbonizer, already proven in underground mining applications, acts as a true combustion catalyst to reduce the rate of soot production, and burn off existing soot at much cooler temperatures than the DPF requires to work. Once introduced into the diesel, less soot (and ash) can accumulate in the DPF, as regeneration occurs naturally during normal engine operations.

DPFs particularly cause issues for non-highway type applications, and the following series of problems can progressively develop…
1.The number of "forced regenerations" increase, necessitating the truck to be parked for up to 40 minutes, to burn off the soot under high temperature, high fuel usage conditions.
2.Where such regeneration cycles have become ineffective, DPF cleaning or replacement of damaged units is required, and both are expensive. Think up to $5000 for a new DPF!
3.Some of the excess fuel required for regenerations can get past the rings into the oil. This causes excessive fuel dilution of the oil, which in turn, increases the frequency of oil changes. It reduces the oil’s viscosity, which also increases engine wear.
4.Crankcase oil should be free of fuel, and levels above as little as 5% are unacceptable. In practice, fuel dilution of up to 50% can occur, and this will destroy engines in a short time.

To counter this series of problems, FTC treated diesel results in a reduction in both the total number of soot particles, and the total soot mass produced.

Secondly, FTC forces all carbon in combustion and exhaust spaces, including any soot trapped in the DPF, to combust at temperatures as low as 350C. Normally, soot will only combust in the 500C, and above range. The FTC catalysed fuel burn permits the cooler soot burn. As soot is the initial binder for ash forming in DPF’s, the amount of ash accumulating is also reduced.

FTC Decarbonizer is a very low cost solution, which addresses the root cause of these DPF problems. In doing so, it minimizes the need for DPF regeneration cycles, because less soot is formed, and any accumulated soot is readily combusted under even light duty cycles.

Hope you find this information useful.

Brid
W: costeffective.com.au
E: sales@costeffective.com.au
P: 07 3376 6188

Is it the Octanol doing the primary oxidation?

[BradC]

*Actually some model Jeeps had DPFs fitted to them back in 2009 (never had one fault).

My 07 (MY08) D3 DPF was a complete and utter nightmare which was finally solved with an untimely accident involving a cutting disk and a BAS patch. Jeep might have got it right, but LR cocked it right up.

[PhilipA]

There are two methods of regenerating DPFs .

GM use an extra injector on the DPF itself while LR and others use the richened mixture system.

This would completely sidestep the problem of oil dilution.

Maybe LR did not want to pay GM royalties for their system.
I wonder how much it has subsequently cost LR.
Regards PhilipA

[AK83]

Dads little 307 Hdi has an external DPF fluid reservoir. Didn't know about his system till it came up as a warning on the OBD system that the DPF fluid was low(ie. finished)
Took a while to find out all the relevant info.
Up until this issue came up, I only knew about truck DPFs and regen cycles, which never caused a problem with truck and it's operation, 09 model Isuzu.
Peugeot uses a small tank near the tank full of DPF fluid that gets a shot on every fill cycle, with the GM style extra injector on the DPF.
No mess, no fuss, no DPF issues.
Except that when the time comes to replenish the DPF fluid reservoir.
They're supposed to be a drop in replacement, but at $1K .. far too much for a vehicle only worth $1K!

Found out as much info as I could, located a source that sells this DPF fluid good(apparently Cerium or something??) $200ish for a 2.5lt bottle, then the fun started trying to transfer it to the reservoir on the 307.
A bigger hammer helped a lot! [biggrin]

Overall, I prefer the adblue systems by far. Yeah, maybe an added expense, but this is to be expected in any modern gen machine. I still prefer a modern diesel to a petrol, even taking into account all the new fangled tech.

[Brid]

Is it the Octanol doing the primary oxidation?

No. The FTC Decarbonizer includes a catalyst that enhances the chemical reactions of carbon combustion, enabling it to proceed at cooler temperatures. So it's not necessary to run high engine loadings, and burn temperatures to re-gen the DPF.

[Tombie]

No. The FTC Decarbonizer includes a catalyst that enhances the chemical reactions of carbon combustion, enabling it to proceed at cooler temperatures. So it's not necessary to run high engine loadings, and burn temperatures to re-gen the DPF.

Sounds like it may be something from this selection:

TiO2
Pt/TiO2
Pt/SiO2
Fe2O3 /TiO2
Cu-Fe-O/TiO2