First Diesel-Regen ?

[LePewPewsicle010]

@LePewPewsicle010 : Is that 8 minutes??

That EGT3 spike was approximately 118 seconds (600-1210 deg) and hovered around 900ish degrees for another 579 seconds before it dropped so the total active regen lasted about 11.65 min. My soot load that I was watching when it happened was around 38% IIRC and went to about 4% when it stopped flashing active and when down further to 1 or 2% after a few more minutes while everything was still cooling down. I should note that I was close to my house when this happened so I was just driving around my subdivision going 0-40mph so it wasn't really under much load at that point but it doesn't seem like it mattered for it to get to temp.

 

[LePewPewsicle010]

Some more data. Had something that looked like a passive regen yesterday morning. Didn't have a spike in my EGT3 temp that deviated from EGT2. Soot load dropped significantly. I should note that my oil was not yet at full temp when it happened vs that "semi-active" one before. Don't know if it makes a difference. Looks like my EGTs increased due directly to my driving and the computer kept them high. This one looks way more passive than the previous one.

Here is the regen that I had this morning. Oddly, it never triggered the "active" PID on my idash.

I started tracking a few more PIDs and noticed that my EGR error and EGR duty cycle both went to zero once my Regen trigger went to 100%. After the regen trigger reset, both of those PIDs started to produce data again so I am assuming it was doing some kind of regen without setting the active PID. Max temp on any EGT sensor never got to 1200 degrees and it did go on for significantly longer than my previous regen. When it started the regen, I was going a steady 66 mph and my oil temp was 194 degrees. About midway I got stuck in traffic so I am going 0-10 mph until the end but the EGTs didn't drop much. Here is just the part of the data where the Regen Trigger PID was at 100% and the two EGR PIDs went to 0.

I should also note that the filter % in the gauge cluster resets significantly before my EGTs go down, like its already going down before EGTs are rising and goes to 0% within 5 min of it starting the actual regen. This happened in my previous two regens that I could actually see the EGTs. It is somewhat concerning if you are just looking at that number for when it is doing a regens as I was before I got an idash, although this is may be more of an issue with knowing too much of what is happening.

 

[HeavyAssault]

I get lost with some of the PIDs you have shown on the same graph. Are you able to pick and choose what to display? Or is this set by using the device and you can't add/remove PIDs from the graph??

EGT 1 or 2 should be sufficient to see the higher EGTs. Looking at the EGR functions I'll concur tend to give another possible source to see when an active regen happens. Odd that the Active Regen PID isn't working or activating.

 

[HeavyAssault]

Just wanted to show how the CTS3 is set up, to include the indication of an Active Regen. The small green LED at the top of the screen is the Active Regen indication. Yes, I did go 710.4 miles since the last regen I was doing some HWY driving, sort of forgot about it till I was on the last stretch home. Hit the menu checkbox, then took the pic about 10 minutes into the Active Regen.
The EGT PID is supposed to be the EGT 1/1 in the system. I can't recall specifically where DPF LOAD % started, I want to say it was over 30% on the CTS3 and like 40% on the dash display. At the end of the Active Regen it burned down the DPF LOAD to 0% on the dash display, CTS3 showed DPF LOAD 4%.

 

[LePewPewsicle010]

I get lost with some of the PIDs you have shown on the same graph. Are you able to pick and choose what to display? Or is this set by using the device and you can't add/remove PIDs from the graph??

EGT 1 or 2 should be sufficient to see the higher EGTs. Looking at the EGR functions I'll concur tend to give another possible source to see when an active regen happens. Odd that the Active Regen PID isn't working or activating.

I am just plotting the data in excel so I can put whatever you want on there. The datamonster can log any of the PIDs that are available in it and it saves it on a micro sd card as a CSV file. I just chose some of the EGR ones to include just to see if there are other things going on, but not really for any specific reason. EGT1/1 is right on the manifold so I can see spikes that are 900+ plus under normal driving conditions but they are not sustained. As you get farther downstream, each sensor should be colder and have less of an overall change over time because the gas has some time to cool and is getting farther away from the heat source if it is truly "passive".

Under normal driving conditions EGT1/1, EGT1/2, and EGT1/3 all follow each other and my data that I have logged reflects this. EGT1/1 is the noisiest with EGT1/2 being a little less but that is to be expected because it is pretty much an instantaneous snapshot of what throttle position and engine load was at that exact time. It was my understanding that during an active regen, you want to see exhaust temp past the DPF get upwards of 1100-1200 degrees? I really need to crawl under the truck to confirm, but I believe that EGT3 and the 9th injector are right in front of the DPF so spikes in EGT1/3 but not in EGT1/2 would lead me to believe that injector is doing something, but I am no means an expert and just trying to understand what is happening and make sure that my driving style and commute don't cause me issues down the road.

I have read a lot of generalized comments on various forums that imply that regens take forever and the engine needs to be under load to get to the proper temp but I’m not seeing that on my truck. On my last regen that didn’t set off the active PID for whatever reason, EGT1/3 went from 511 to 1124 degree in 1:26 and EGT1/4 went from 464.3 to 1103.3 degree in 6:47 which doesn’t seem that slow. On my previous one, I was just cruising around my neighborhood with a max speed around 40mph and saw similar fast rates to bring it up to temp. On earlier ones that inject fuel in the exhaust stroke, at what point in the system does it start to burn and you see an increase in EGTs? Does it take significantly longer than what I am seeing to bring the DPF up to temp?

 

[LePewPewsicle010]

Just wanted to show how the CTS3 is set up, to include the indication of an Active Regen. The small green LED at the top of the screen is the Active Regen indication. Yes, I did go 710.4 miles since the last regen I was doing some HWY driving, sort of forgot about it till I was on the last stretch home. Hit the menu checkbox, then took the pic about 10 minutes into the Active Regen.
The EGT PID is supposed to be the EGT 1/1 in the system. I can't recall specifically where DPF LOAD % started, I want to say it was over 30% on the CTS3 and like 40% on the dash display. At the end of the Active Regen it burned down the DPF LOAD to 0% on the dash display, CTS3 showed DPF LOAD 4%.

View attachment 165497

How are you able to go that far without a regen? I thought these had a mileage limit that will force an automatic one.

 

[Cux211]

I am just plotting the data in excel so I can put whatever you want on there. The datamonster can log any of the PIDs that are available in it and it saves it on a micro sd card as a CSV file. I just chose some of the EGR ones to include just to see if there are other things going on, but not really for any specific reason. EGT1/1 is right on the manifold so I can see spikes that are 900+ plus under normal driving conditions but they are not sustained. As you get farther downstream, each sensor should be colder and have less of an overall change over time because the gas has some time to cool and is getting farther away from the heat source if it is truly "passive".

Under normal driving conditions EGT1/1, EGT1/2, and EGT1/3 all follow each other and my data that I have logged reflects this. EGT1/1 is the noisiest with EGT1/2 being a little less but that is to be expected because it is pretty much an instantaneous snapshot of what throttle position and engine load was at that exact time. It was my understanding that during an active regen, you want to see exhaust temp past the DPF get upwards of 1100-1200 degrees? I really need to crawl under the truck to confirm, but I believe that EGT3 and the 9th injector are right in front of the DPF so spikes in EGT1/3 but not in EGT1/2 would lead me to believe that injector is doing something, but I am no means an expert and just trying to understand what is happening and make sure that my driving style and commute don't cause me issues down the road.

I have read a lot of generalized comments on various forums that imply that regens take forever and the engine needs to be under load to get to the proper temp but I’m not seeing that on my truck. On my last regen that didn’t set off the active PID for whatever reason, EGT1/3 went from 511 to 1124 degree in 1:26 and EGT1/4 went from 464.3 to 1103.3 degree in 6:47 which doesn’t seem that slow. On my previous one, I was just cruising around my neighborhood with a max speed around 40mph and saw similar fast rates to bring it up to temp. On earlier ones that inject fuel in the exhaust stroke, at what point in the system does it start to burn and you see an increase in EGTs? Does it take significantly longer than what I am seeing to bring the DPF up to temp?

That’s way to scientific for me but I can tell ya my 22 regens every 500 miles like clock work and it takes a 15 miles to zero out

 

[HeavyAssault]

How are you able to go that far without a regen? I thought these had a mileage limit that will force an automatic one.

On the 2022 trucks there's a ForScan change to allow a Auto Regen checkbox. When selected the Auto Regens will happen at the 497.1 miles since last regen. If you uncheck the box the Auto Regen function is disabled until you check the box. Once you check the box and have driven the 497.1 miles (or over) the Auto Regen process will start. Since I was driving HWY (over 6hours) I wanted to see how far I could drive, see the DPF LOAD % on the dash display, and then double check the CTS3 DPF LOAD % to see how they compared. I had about 45 minutes left to drive, remembered I needed the 20 minutes of burn time, driving 70+ MPH is the best speed for me to do an Active Regen. For this trip as soon as I selected the Auto Regen checkbox the active regen started, which is why I took the pic.

Looking at the 2023+ ForScan sheet it seems as they have the info, it's just not working as of yet.

 

[HeavyAssault]

On earlier ones that inject fuel in the exhaust stroke, at what point in the system does it start to burn and you see an increase in EGTs? Does it take significantly longer than what I am seeing to bring the DPF up to temp?

My EGT1/1 shows the EGTs climbing almost instantly once the active regen has started.
Not sure how long till the DPF warms up. By watching the DPF LOAD % drop I can tell you it's about 3 minutes, then the DPF starts cooking good using the next 10 minutes to burn down the DPF LOAD to 0%.

I need to get under the hood of the 2023+ trucks to see where Ford has placed a few things specifically the EGT sensors.

For the 2022 trucks we have an EGT sensor at the output of the EGR (hence the EGRT sensor) which tends to give us the best readings for EGTs into the turbine side of the turbo. For some owners it's somewhat of a carry over "concern" from older model trucks since we didn't want to overtemp the turbine blades with sustained EGT's that could create problems. It was said in the past you could hold like 1500*F (if I recall correctly) for a bit but you can't do it forever.

It was my understanding that during an active regen, you want to see exhaust temp past the DPF get upwards of 1100-1200 degrees?

I'll agree with that statement. For me reading pre-DPF EGT 1/1 at 1040*F is PLENTY to get the DPF cooking.

I'd suggest you cut back on the EGT values to use only the ones pre- and post- DPF . The others just make the info cluttered. Stay with DPF LOAD, EGR Duty Cycle. EGR stuff should be a good indicator of active regen starting. On my CTS3 I noticed that would change when the active regen started.

I want to thank you for collecting this data. Awesome to see how it functions so maybe we can be a little smarter about active regens, even more with the 2023+ motor changes.

 

[LePewPewsicle010]

My EGT1/1 shows the EGTs climbing almost instantly once the active regen has started.
Not sure how long till the DPF warms up. By watching the DPF LOAD % drop I can tell you it's about 3 minutes, then the DPF starts cooking good using the next 10 minutes to burn down the DPF LOAD to 0%.

I need to get under the hood of the 2023+ trucks to see where Ford has placed a few things specifically the EGT sensors.

For the 2022 trucks we have an EGT sensor at the output of the EGR (hence the EGRT sensor) which tends to give us the best readings for EGTs into the turbine side of the turbo. For some owners it's somewhat of a carry over "concern" from older model trucks since we didn't want to overtemp the turbine blades with sustained EGT's that could create problems. It was said in the past you could hold like 1500*F (if I recall correctly) for a bit but you can't do it forever.


I'll agree with that statement. For me reading pre-DPF EGT 1/1 at 1040*F is PLENTY to get the DPF cooking.

I'd suggest you cut back on the EGT values to use only the ones pre- and post- DPF . The others just make the info cluttered. Stay with DPF LOAD, EGR Duty Cycle. EGR stuff should be a good indicator of active regen starting. On my CTS3 I noticed that would change when the active regen started.

I want to thank you for collecting this data. Awesome to see how it functions so maybe we can be a little smarter about active regens, even more with the 2023+ motor changes.

I am glad to contribute and share what I can for the community and I am thankful for all the knowledgeable members that can help me better understand my truck. This is my first diesel but I grew up in a diesel driving family with various mid 80s Mercedes diesels and a few Fords with my dad still having his 2002 F250 with about 160k miles on it that he bought new.

 

[HeavyAssault]

I was messing around with my other EGT PIDs 1-4, all showed temps a little lower than the one I have pictured above. Temps were about 50-100* lower depending on driving conditions. I'll double check which one on the 2022 truck should be just after the DPF. On the next active regen I'll set that EGT to see what happens.

 

[LePewPewsicle010]

Here is my last active regen from 8/14. It looks more similar to the first one I posted with a huge spike in EGT1/3 that tapers off and remains around 900 degrees. This one did trigger the ACTIVE REGEN STATUS pid to on/active.

A few notes:

• On this Regen:
  • DPF % in the gauge cluster never got over 25% in this cycle. Was only 5% when the DPF Regen Trigger PID was 90%.
  • DPF % in the gauge cluster went to 0% when DPF Soot load PID was at 19% (from a max of 28%)
• On the previous regen that didn't set off the PID, my truck had just scheduled an update that wasn't installed yet. I have noticed that every time an update gets scheduled my idash turns off after about a minute of starting the truck. Truck needs to restarted or idash manually turned on and reset for it to start reading values again. Don't know if this is coincidental with how it regened previously and didn't set off the PID.

 

[HeavyAssault]

Pretty cool stuff there in the graph. Nice way to view the active regen happening.

 

[LePewPewsicle010]

So here is a weird one. After 21 miles on the highway today, it started another active regen that lasted over 20 minutes. It did set off the REGEN STATUS PID as active/on. My DPF soot level was only 13% and the filter % in the cluster was 0% and the regen trigger was only 22.4%. I went back and looked at how long it took me to get to the same soot level in my last cycle and that was only 53 miles so I drove more than double the distance this time. This one stayed active until quite a bit of time after soot load went to 0% when all the previous ones stop being "active" around 3-4% and the residual heat cooks it down to 0-1% after a few more miles. Any idea what is going on?

 

[HeavyAssault]

That's interesting to say the least. Would you say that's the first active regen you experienced that was at least 20 minutes long??

 

[LePewPewsicle010]

That's interesting to say the least. Would you say that's the first active regen you experienced that was at least 20 minutes long??

That’s the first one that I experienced that set off the active PID but I have only had that gauge for about 2k miles and my truck just past 6k. If I didn’t have that gauge I wouldn’t have known it was even doing an active regen as I was just cruising at 65mph on the highway and my filter was 0% on the dash.