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Owner Review: Here Is My 2020 Ford Super Duty Diesel Regen Schedule – It Lasts for Miles!

It's remarkably predictable!

Have you ever wondered how the regen (regeneration) cycle works in your new diesel pickup truck? Have you wondered what a regen cycle is and how it may affect your driving? He is one very detailed account from Rod, an owner of a new 2020 Ford Super Duty diesel truck. Rod has monitored and tracked regeneration cycles in his new F-250 truck over a period of at least three months. It’s remarkably predictable.

Before we get to the report, here is a little background about what the regen cycle is. If you own a modern turbo-diesel pickup truck, it is very likely to have a Diesel Particulate Filter (DPF). This filter is a part of the exhaust system and it is designed to catch some of the unburned particulates in the exhaust stream. This filter accumulates these particulates over time and thus it must be cleaned to provide better exhaust flow and performance. The regeneration cycle takes care of this by injecting additional diesel fuel, heating up the exhaust system and the DPF to 1,000 F degrees or more, and burning the particulates out of the filter.

What does all of this mean to you? The regen cycle uses a bit more fuel by definition. It injects extra fuel to heat the exhaust system. While the regen is happening, your diesel engine may show reduced performance. This is usually unnoticeable and imperceptible, but the driver may notice a reduced speed or acceleration while towing heavy up a steep grade if the regen is currently happening. How do you know if it’s happening and can you control it?

Current diesel pickup truck manufacturers do not provide any indication to the driver when the regen cycle is active or when it’s about to happen. Newer Ram HD trucks provide an indicator that shows the current state of the DPF, but it does not alert the driver when the “afterburn” regeneration is happening. Also, the latest diesel pickups do not allow the driver to manually force a regen cycle or delay a regen cycle. Some older Ford Super Duty trucks had regen driver alert messages, but not the latest ones.

This specific truck is a 2020 F-250 crew cab 4×4 King Ranch with a 3.55 rear axle ratio. It’s equipped with the latest generation of the 6.7L Power Stroke V8 and a 10-speed automatic transmission.

Rod uses an aftermarket OBD-II EZ Lynk reader to monitor his 6.7-liter turbo-diesel V8 engine. This is a relatively expensive and sophisticated tool to monitor the latest Ford or GM diesel powertrains. Rod has noticed his Exhaust Gas Recirculation (EGR) valve settings and Exhaust Gas Temperatures (EGT) correspond and let him know when a regen cycle is happening. The EGR goes to 0 and the EGT goes to around 1,100 F degrees. Here are the numbers from Rod.

This is not an official statement by Ford or any other manufacturer. This is data recorded by one truck owner.

Over a period of three months, Rod drove his truck 10,443.9 miles. The truck was never towing a trailer during this period. Rod recorded 20 regen cycles during this period. A regen cycle happened every 497-498 miles. The truck was used to drive around town or at slower speeds during the week, and on highways during the weekends. Each regen cycle lasted an average of 16.25 miles, which is a lengthy period by any estimation. In the end, the truck spent about 3% of its total driving distance under a regeneration condition.

Rod provides a video recording of an active regen cycle here:

As you can see, Rod also tracked his fuel economy during this period, which averaged 19.3 MPG. This is a good result for a heavy-duty crew cab 4×4 truck. Rod saw efficiency above 20 MPG during highway stretches.

For reference, here is a 2019 Ram HD 2500 Cummins diesel regen report.

Big thanks to Rod for collecting and providing this data. Hopefully, this gives you a glimpse into how a new Ford diesel truck behaves.

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Brute force: The 2022 Chevy Silverado 2500 HD

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By Philip Royle January 9, 2022 8:29 PM

By Philip Royle | January 9, 2022 8:29 PM ET

While pulling a trailer in excess of 6,500 lbs up a 9-percent grade with the pickup not even flinching, a scene from The Princess Bride came to mind.

Fezzik: “I’m on the Brute Squad.”

Miracle Max: “You are the Brute Squad.”

Admittedly, long before stepping foot in the 2022 Chevrolet Silverado 2500 HD Crew Cab LTZ 4WD with the 6.6L Duramax diesel I was reviewing, I knew it was overkill for my trip. The fact is, Chevy’s half-ton Silverado with the 3.0L Duramax turbo diesel I’d previously tested could have done this job, but during that review, I’d noted several features the half-ton could have done with when pulling a relatively large trailer, like extending side mirrors and stiffer rear suspension. Also, while the engine braking had worked on the 3.0L diesel, it still required periodic use of the brake pedal – and that was on less of a slope than this trip.

The power of Chevy’s 3.0L diesel is impressive, but the 6.6L V-8 Duramax turbo diesel offered in the 2500 HD is beyond next level. Charging up a 4-percent grade didn’t even require the Allison 10L1000 10-speed transmission downshift with 6,500 lbs in tow, and the engine brake handled the 5,000-foot descent at 6- to 9-percent grades with zero brake pedal application.

My tow involved a 718-mile roundtrip over California’s Sierra Nevadas with a 28-foot trailer in tow, running from sea level to over 5,000 feet and back down, with a mountain grade of largely 4 to 6 percent, peaking at a 9-percent grade for extended periods of time. To that, the 6.6L Duramax barely blinked, while also averaging 11.3 mpg.

Chevy makes some of the squarest, meanest looking trucks on the market, and its HD lineup is the exclamation point on that fact, especially when the HD truck is one of the tall four-wheel-drive models, as was the case with the pickup I was testing. My trip involved numerous windy two-lane roads driven in the dark, and when the road zigged on the backside of a rise, visibility over the hood sometimes became an issue. There are other trappings of a large heavy-duty truck, too, but they’re all part and parcel for a pickup that’s designed to do one job exceptionally well: tow. And the 2022 Chevy 2500 HD didn’t disappoint.

In the unavoidable “Chevy vs. Ford” battle, Chevy’s 6.6L Duramax outputs 30 hp and 131 lb-ft of torque less than Ford’s 6.7L Power Stroke, with the Chevy also coming in 1,500 lbs lower in tow rating and 2,500 lbs less in GCWR. But in this war, Chevy fans can counter that their truck wins on tow capacity when comparing two-wheel drive three-quarter tons; plus, an F-250 with the tall axle ratio actually pulls 3,500 lbs less than a comparable Chevy. Furthermore, pitting short wheelbase versions against each other, Chevy sports a two-gallon greater fuel capacity. And on and on…

The spec battle is largely irrelevant, though, because if you’re towing anywhere from 5,000 to 15,000 lbs, both brands will do you well. At that point, it comes down to features, ergonomics, and appearance.

The Z71 rubber floor mats were also quite fantastic. My trip involved ample dirt, and by the end of three days, the floormats were more brown than black. But rather than hosing them off, some instant detailer and a rag had them nearly as good as new.

But for me, the top selling point inside the cabin was the cup holders. Between the driver and passenger cup holders is a square receptacle that perfectly housed my can of Coke. On a personal note to Chevy, air-conditioned center console storage would be a fantastic complement to this perfectly sized soda caddy.

Selecting the options I liked most, a four-wheel drive, Duramax- and Allison-equipped LT version of the 2500 HD could be built for less than $67,000, with a lightly optioned WT iteration that I would still be happy with ringing in at just about $58,000 – both of which can also tow 18,500 lbs.

For my towing needs, the 2500 HD with the 6.6L Duramax is overkill; Chevy’s 2500 HD with the 401 hp, 464 lb-ft 6.6L gas motor and 14,500 lb tow rating (or even the Silverado 1500 with the 3.0L diesel) would do the job. However, the 6.6L Duramax and Allison transmission are an utter sledgehammer of a combination. Unless you’re pushing the limit of this truck’s tow rating or GCWR, this setup will do everything you need and barely break a sweat, both now and should you upgrade to a larger trailer somewhere down the line. For the majority, it’s more truck than they’ll ever need – in all the best ways.

It is, as Miracle Max said, the brute squad.

Chevrolet , RACER Stuff

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TRAX CRUISER

Salient features.

Modern & Attractive Front Fascia with New Bumper and Integrated Fog Lamps (optional)

Clear Lens Composite Headlamp

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Extra Wide Side Windows with Attractive Side Farings

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TECHNICAL SPECIFICATIONS

DISCLAIMER : On account of continuous Research and Development, specifications are subject to change. The data included herein is to be regarded as approximate. Accessories shown may not necessarily be part of standard equipment.

Force Motors Trax Cruiser

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Force Motors Trax Cruiser Price

Force Motors Trax Cruiser price for the base model starts at Rs. 13.83 Lakh and the top model price goes upto Rs. 15.23 Lakh (Avg. ex-showroom). Trax Cruiser price for 4 variants is listed below.

Force Motors Trax Cruiser Car Specifications

Force motors trax cruiser summary.

Force Motors Trax Cruiser price ranges between Rs. 13.83 Lakh - Rs. 15.23 Lakh depending on the variant selected.

Introduction

The Force Motors Trax Cruiser is mainly known as a people carrier in semi-urban and rural markets across India. But you can buy one as a private vehicle too! Available in seven-seater+driver and 12-seater+driver variants, the Trax Cruiser with a BS6 diesel engine was launched back in 2020.

A multi-utility vehicle designed for the rough roads of the hinterlands, the Trax Cruiser features a simple design which maximises space over form. This hasn’t stopped Force Motors from trying to add a bit of pizzazz to its design, with large clear lens lights all around, an in-your-face grille and stylish full-wheel covers for the Cruiser’s 15-inch steel wheels.

Gurkha owners will find the interior of the Trax Cruiser familiar, with a similar dashboard layout, though the latter features a dual-tone black-and-beige interior theme. It features flush-fitting windshields at the front and rear, which look better on the outside while also reducing wind noise on the inside. Large windows let in a lot of air/light, which is essential considering the Trax Cruiser can easily seat more than the advertised number of seats. Air conditioning and a touchscreen infotainment system with Android Auto and Apple CarPlay connectivity are optional extras, though powered windows and central locking are offered as standard.

Engine and transmission

Force Motors uses a Mercedes-Benz-sourced 2.6-litre, four-cylinder turbo-diesel engine on most of its products in India, and the Trax Cruiser is no exception. The motor develops a maximum of 90bhp and 250Nm of peak torque. A five-speed manual transmission sends all that power to the rear wheels. Clever gear ratios offer good low-speed tractability and easy highway cruise abilities for a vehicle that is rated to carry over 3 tons of weight.

How is the Force Motors Trax Cruiser car?

• Passenger ferrying capability
• Immense headroom, robust build
• Commanding driving position
• Large glass area
• Boxy, unexciting design
• Lacks contoured seats
• Feels utilitarian, lacklustre fit and finish

Force Motors Trax Cruiser 2024 Verdict

The Trax Cruiser remains among the top choice for those who need to ferry more passengers over long distances in adequate comfort.

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Force motors trax cruiser 2024 brochure, force motors trax cruiser colours.

Force Motors Trax Cruiser 2024 is available/sold in the following colour in India.

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Force Motors Trax Cruiser mileage claimed by owners is 14 kmpl.

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Real world Fuel efficiency of the 2021 Force Gurkha

I had my first service little early as I was on to Spiti Valley trip and wanted to get vehicle in good condition. And drove few hundred kms after service before starting actual trip.

BHPian StudiousWandere recently shared this with other enthusiasts.

I see several threads about Mileage and many asked me so many times before.

Even though it’s typical Gurkha, I tracked the complete mileage for first 10K KMs.

Following are the Tests:

• Mileage for Long distance in complete 4 Wheel drive (4H)
• 2 Wheel drive Mileage several times before First Service
• 2 Wheel drive Mileage after First Service

Mileage numbers with Proofs in this video .

Sharing details here:

4x4 Drive With A/C

8466-8280= 186

18.10 liters

Mileage : 10.28 km/ltr

2W Drive With A/C: Before Service

9318-8726 = 592

Mileage : 10.96

2W Drive With A/C: After First Service

9537-9318 = 219

18.9 Litres

Mileage : 11.59

(I tracked first 15k kms just for my reference, as for our travels only diesel is major expense, food and stay is taken care of inside vehicle)

I always close the windows and A/C on to avoid outside dust entering car.

I tracked mileage multiple ways

• From Empty Tank to Empty Tank
• From Pump to Pump

And the values are almost same. And 4x4 here is 4H (I wanted to check the leakages I had before permanently fixed with enough kms and and I know many would disagree with this, but I used it only when force technician specifically mentioned it’s allowed to use 4H for long distances)

Read BHPian comments for more insights and information.

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The Definitive Guide to DPF Regens (And When to Avoid Forced Regens)

A diesel particulate filter (DPF) is a component within a heavy-duty truck’s aftertreatment system. The filter’s purpose is to trap particulate matter that a diesel engine outputs to meet the standards set by the United States Environmental Protection Agency (EPA).

Like most filters, a DPF has a finite lifespan and requires cleaning to remain effective and, eventually, replacing. Regenerations are necessary to prevent particulate matter from quickly accumulating and rendering the DPF ineffective.

Want more like this? Get maintenance insights and technician training delivered to your inbox — subscribe to the Noregon newsletter .

•  What is a DPF Regeneration
•  The Importance of DPF Regens
•  Frequency of Unneeded Regens
•  Types of DPF Regenerations
•  When to Avoid Regens
•  Costs of Unnecessary Regens

What is a DPF Regeneration?

Often shortened to “regen,” a DPF regeneration is the act of the system burning off collected particulate matter and turning it into ash. Eventually, the DPF system needs cleaning when ash levels are too high but regens significantly extend the amount of time before a technician intervention is necessary.

There are three types of regenerations to consider:

PASSIVE Regeneration

When the aftertreatment system is working effectively and the vehicle has met the necessary conditions, a regeneration occurs while the truck is in transit.

Passive regeneration happens frequently in long-haul trucking because it requires continuous driving where the DPF can hit a temperature above 1,000 degrees Fahrenheit to create the heat levels that turn soot into ash.

ACTIVE Regeneration

Trucks that drive local routes and rarely maintain typical highway speeds for extended periods rarely meet the conditions for a passive regeneration.

In these cases, an active regeneration occurs. Rather than naturally occurring when the DPF reaches the high temperature on its own, the engine undergoes a process to increase exhaust heat and create a chemical reaction that generates the temperatures needed to oxidize particulate matter.

FORCED Regeneration

The third type of regeneration has the aftertreatment system undergo a similar process to an active regeneration, but rather than the vehicle triggering the regen, it requires action from a third party, typically a driver or technician.

The Importance of Regenerations

A DPF Filter that is too full or not properly functioning threatens both the environment and the truck. The engine can derate when a needed regen does not occur, potentially causing downtime by leaving the vehicle in a state that is either undriveable or in “limp mode” where it can only operate at slow speeds.

In some instances, forced regeneration is the correct action to fix the problem. Still, in others, the DPF may need cleaning or replacing, and it’s important for technicians to perform the correct action.

When to Avoid Regeneration

There are plenty of instances where the DPF or other component of an aftertreatment system is triggering an active fault but a forced regen is not the answer. These include cases where cleaning or replacing the DPF is required or an entirely different component of the aftertreatment system causes the fault.

Fault Descriptions

JPRO displays enhanced OE-level fault descriptions to guide users toward the root cause of the problem. Read the entire description and do not assume a mention of the word “Filter,” “DPF,” “SCR,”or “Aftertreatment” means a forced regen is the solution.

These components can present a variety of issues with different solutions for each, so further research is needed to determine if the forced regen is the answer.

A DPF system relies on many sensors working correctly. If any of these sensors has an issue that triggers a fault code, a regen will not fix the problem without first isolating and repairing the malfunctioning sensor

Aftertreatment Checklist

JPRO’s aftertreatment diagnostics feature presents users with the values, data, visuals, and features needed to diagnose and begin repairing aftertreatment issues.

Upon opening the feature, users view a checklist of items to inspect visually. By following this list, technicians can often correct the problem without the need to force a regen.

Regen Zone Information

Perhaps the most significant indicator of the necessity of a forced regen is JPRO’s regen zone information.

Available within the Aftertreatment Diagnostics feature, technicians quickly see which regen zone (0-5) the truck is in and determine the best course of action. This feature is especially helpful because technicians can tell at a glance that a forced regen is not required if the truck is in regen zone 0 or 1.

For more information on regen zones, read our Tech Tip Understanding Regen Zones .

Troubleshooting

Repair Instructions

After discovering the root cause, detailed repair manuals help guide the technician down the most efficient path to repair the problem.

Noregon’s database of repair information, NextStep Repair , is maintained by ASE-certified master technicians to help technicians of all skill levels follow the correct step-by-step repair procedures. By following these manuals, technicians only force a regen when the instructions require it.  

Frequency of Unneeded Regens

Examining data derived from one of the most common engines from JPRO connections, we discovered a significant number of regens performed when there was no suggestion to do so.

Reference the table below:

* An UNNECESSARY REGEN indicates the vehicle was in a regen zone (0/1) where a forced regen is not recommended

** A NECESSARY REGEN indicates the vehicle was in a regen zone (2-5) where a forced regen is recommended

Of all faults displayed on the table, none included troubleshooting steps indicating a forced regen was the recommended action. Fault 1922 included troubleshooting steps that alerted users another fault on the vehicle would likely be fixed with a forced regen, leading to a high occurrence of necessary regens. Applying this logic to all instances of a single active fault on the Cummins ISX15 EPA13, we discovered 903 necessary regens and 1,114 unnecessary regens .

Methods: We only included data when the associated fault was the only active fault code during the connection. We examined regen zone and troubleshooting steps within JPRO to determine if JPRO gave any indication that a forced regen was a necessary action.

The Costs of Unnecessary Regenerations

There are consequences for running unnecessary regens, all of which affect the cost of ownership and impact a fleet’s bottom line .

Technicians and fleets should keep the following points in mind when considering a forced regen.

Fuel is one of the highest operating costs incurred by fleets. A forced regen tends to burn 1-1.5 gallons of fuel, causing fleets to burn away a valuable resource when the regen is not the solution.

Considering the 1114 unnecessary regens, we discovered on a single engine model when only one active fault was present, between 1114 and 1671 gallons of fuel were wasted on unnecessary regens. Using an average diesel price of $2.42, that equates to $2,700-$4,043 in wasted fuel costs .

Component Stress

A regen causes an engine to sustain substantial revolutions per minute (RPMs) for a considerable amount of time during the process. The heat and undue stress can weaken components and shorten their lifespan, resulting in increased trips to a service center, more parts purchasing, and unnecessary downtime.

Increased Repair Times

On average, it takes between thirty and sixty minutes to complete a forced regeneration. The substantial heat required for the regen renders the engine and aftertreatment system untouchable until it has time to cool down.

For these reasons, an unnecessary regen often leads to hours of avoidable downtime before the technician can attempt the next solution. This downtime wastes labor hours and occupies a service bay, affecting downtime on trucks awaiting repairs.

Referencing the 1114 unnecessary regens discovered earlier and a conservative ninety minutes lost to the time spent for the regen to complete and the aftertreatment system to cool down, 100,260 minutes (1671 hours) of avoidable downtime occurred . At an average of $23 per hour, employers spent an avoidable $38,433 in technician pay for these events. 

Wasted Driver Time

Regardless if the forced regen occurs in the bay or on the side of the road, drivers lose precious time awaiting its completion. Additionally, when the regen doesn’t correct the problem, the driver incurs morel downtime waiting on a tow or mobile repair visit and the associated repair work.

Repeated instances can threaten driver retention rates, and fleets risk lowering their on-time delivery rates.  

Regenerations are essential functions for trucks and the environment. Often, a forced regeneration is a necessary action to either correct the issue at hand or get the vehicle out of limp mode long enough to get it to a service center. But technicians and fleet personnel must keep in mind they waste valuable time, money, and other resources when a forced regeneration occurs unnecessarily.

At Noregon, we provide diagnostic and repair solutions that help shops and fleets maximize vehicle maintenance efficiency. Explore JPRO diagnostic software and NextStep Repair software to learn more!

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Faster DPF regeneration

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If you notice that regen has started (high consumption, exhaust noise, i-Stop engine indicator), just downshift a gear or two. When engine revs over 3000, regen is done in less than 5 minutes.  

It's odd...for the past few months I have not noticed my car doing an active DPF regen. Previously, it seemed to do it once per tank. Car has 36,000km. I always thought that if you did enough highway driving (as I do), the exhaust should get hot enough to regenerate the DPF ( a passive regen) without injecting the extra diesel into the exhaust (active regen). Maybe my car has just started working correctly? Does anyone else do lots of highway travel ? If so how often do you notice an active regen?  

I notice in my normal driving that I get a regeneration roughly every 250km. I do very few trips longer than 12km. However when I am towing the caravan and the engine is working hard, I do not notice any regeneration happening which seems to support your "passive regeneration" with a hot engine theory. When I notice that regeneration is in progress I try and keep the revs above 2000rpm, In fact when driving home from work I have a short motorway drive where I can do 120kph, followed by a longer part restricted to 80kpm, it is here that regeneration often starts. I have also noticed if I change down to 4th gear (2200rpm), regeneration finishes faster and is usually ready before I leave the motorway.  

DPF regeneration depends on how much " load " (i.e. fuel consumption) the engine normally works at. It does not depend on high/low rpm dirving habit. For example, in my experince: highway trips, 130-160 km/h, engine works at 2.200 - 2.600, 6th gear, average fuel consumption is 6-7 L/100KM, engine load is quite "serious" and DPF regeneration occurs every 290-300 km. Interstate roads trips, 70-90 km/h, 4th/5th gear, average fuel consumpion 4-5 L/100KM, engine load is mild and DPF regeneration occurs every 360-370 km. @gazbo : mazda's DPF regeneration system is an active one (not passive) and is based upon the exaust gases differential pressure mechanism (differential between exaust gas pressure "before" the DPF and "after" it): putting it simple, when the differential pressure exeeds a predetermined value, it means that DPF is "full" (due to the particles trapped in it, exaust gases come out from the DPF at a lesser speed than the one at which they enter it, and there are 2 sensors which constantly mesure these speeds) and then the engine control unit (ECU) forces the DPF regeneration, "cleaning" all the particles by turning them into CO2 by means of very high temperature and fuel (chemical reaction).  

The differential pressure sensor is what triggers the Regen, it doesnot measure velocity of the gas but the pressure as you rightly said earlier in your explanation. This is the sensor which measures the dp. If you have too many regens you get P243C.00.2F code come up. The sensor islocated to he left of the engine up against the firewall bolted to a bracket, rubber tubes connect between the sensor and steel tubes coming offthe DPF. There is another exhaust sensor that actually measures the pressure of the exhaust. With the aid of Forscan and a OBD reader you can see the readings from these sensors, including various exhaust temperatures in the system, plus the number of miles/km since the last regen. You can sometimes miss on the instaneous fuel consumption if its hilly.  

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I'm not doing exact stats, but for me DPF regeneration is happening every 200km/h. I'm doing aggressive and city driving mostly. If you are usually driving on the highway and don't have the fuel monitor app on the screen always you might just miss it. However, since I'm driving in the city I always notice it: - higher RPMs when idling - instant higher fuel consumption that lasts specific period of time without changing the style of driving - deeper exhaust noise (I wish I had that always) - gas pedal acts a little bit differently (I wish I had that by default) - the engine blue shadow is not shown in the fuel monitor app - i-Stop doesn't work when turned on and the engine is not cold, and battery and A/C icons are with blue shadow @owner : DPF definitely depends on the engine load (which translates into fuel consumption) as you said. @Jukkeli that might be a good point there. I'll definitely try it and see the time it takes when holding up RPM around 3K, which is kind of hard when driving in the city. If you start giving it too much stress or just let it idle it will actually take a lot longer, even up to 30 minutes. My usual DPF regen takes about 10-15 minutes while driving in the city. For everyone that's interested I'm just giving an example here: If you are accelerating from 0 to 60km/h as quick as possible by shifting from 1st to 4th gear before 2000rpm you are actually putting more load to the engine than driving 130km/h in 6th gear for the same time. So in theory and statistically how often DPF regeneration will happen depends on your fuel consumption. Usually it happens once in 15-20 liters of fuel consumed, however it's not very precise and constant and the ECU actually tries to follow your driving style and starts up DPF regeneration when your driving style matches the ideal conditions to regenerate DPF - which might be just incorrect and you can change your driving style or you can even turn off the engine right when it starts. Then it will continue DPF regeneration instantly after you start the engine (if the temperature is above the minimum at a few sensors). Simple stuff, huh. Not really. It happened to me that the car didn't want to start for about two hours because the exhaust got overdosed with fuel (just a wild guess). I was driving normally, DPF regeneration was started (I didn't notice it), then I started pushing the car to the limit (fuel consumption went a lot high over 20 l/100km), then drove about 5 mins normally (fuel consumption showing over 10 l/100km), and then just turned off the engine and went to the market. Car didn't want to start afterwards. I tried a few times only as I didn't want to kill the battery, but it might have started if I continued trying, however I just left it idling and then after about two hours it just worked. Why this happened is unclear and there were no error codes at all, but there might be a situation that is just not handled properly. I've intentionally tried the same scenario many times and didn't manage to break it again. No explanation from Mazda officials about it.  

Hi, I can confirm that the 2.2 diesel does DPF regens more less every 250 kilometers. I have a obdii reader and data from the computer gave me a total number of regens done so far. Compared to the total mileage done - it game me an average of 250 km more less. The thing is, that I don't thing this car does passive regens. It seems it does active ones regardless of exhaust temperature. The obd scanner shows me that at around 140 km/h on 6th gear you easily reach 400 degrees celsius on highways, but it probably is not enough to burn the soot. I have driven my car even faster than that but if there were passive regens, they would not count to the total regens done, would they? Anyway, regardless of your driving style, it seems that active regens are done every 250 km. What I can also confirm is that if you give the car a good spin every now and then, the regen is unnoticeable. I have only noticed 1-2 regens in the city and only because istop was not functional.  

Here is my super advice tried out yesterday. If you notice dpf regen has started, keep the revs steady at around 2200-2500 rpms until it finishes. It took around 6 minutes for mine to finish from start until end (cruise control engaged). I had a problem with a regen at around 3k rpms or more, when the engine speed was not steady and accelerating and braking. In fact, because of this the regen took much longer and decreased mpg significantly. On a negative note, I think this one increased oil level a bit.  

hi, Anyone with idea why mine Mazda 3 2.2 Skyactiv-D is regenerating DFP every 130-140 km. I'm driving mostly extra urban ~100 km/h. Another thing I noticed is increased fuel consumption alongside (without regen happening) 90 km/h Cruise control - ~6L/100km 120 km/h Cruise control - ~8L/100km So far I did replaced MAF, all filters, Vacuum Pump, and cleaned carbon from intake (all done by Mazda official service) and I still get high fuel consumption and DPF regen in short periods. Help is much appreciated. Thanks  

Hello, I`m having same issue on my MAzda 6 2.2 Skyactiv-D. Getting exactly same issue. Have you found a way fixing it? Thanks your help.  

Guys I have a problem then.. When I go on highway trips my consumption ( I figure now its dpf) jumps too high and too often.. If I go to 280km trip i get at least 4-5 times un-normal consumption.. Engine is 2.2 s 150hp, 164k km.. @Yonef we have same problems..  

Your route & traffic will affect regen cycles. If trips are short & slow, DPFs get clogged faster. Proper periodic DPF cleaning requires removal. I doubt the dealership would've done this on yours... The permanent solution would defeat its purpose & would be cruel to Momma Earth...DPF Can surgery w/o touching the CAT & ECU reprogram...No dealership will ever do this for you. Sent from my SM-G970F using Tapatalk  

Stuck EGR valve maybe.....if your engine oil level is rising you are getting fuel contamination in the crank case.  

Well I am not sure about EGR valve because, I forgot to mention, my car has 52.000km (32.000 miles) on odometer...I will try to google it... Any how, thank you for replay  

Well, it could be injectors leaking, but it could also be a problem with the DPF system. Too much fuel used during the regen process will result in excess fuel settling into the sump and contaminating the oil.  

Mine's doing the same thing. Oil gets contaminated (rise to "x" mark) in about 3000km. Regen happens every 80-100 km - this is one of the problems Other problem is: while regenerating, instant fuel consumption "sky rocketing" - if I drive on highway at 120km/h and instant fuel consumptions is around 6 l/100km - regen starts and it jumps to 18-20 l/100km (for 20 min or 30 km). If I drive in the city while regen is in progress, then starting off a traffic lights get instant fuel consumption to 80 l/100km (RPM kept under 2500). Can someone confirm what would be normal behavior on this conditions?  

Yonef said: Mine's doing the same thing. Oil gets contaminated (rise to "x" mark) in about 3000km. Regen happens every 80-100 km - this is one of the problems Other problem is: while regenerating, instant fuel consumption "sky rocketing" - if I drive on highway at 120km/h and instant fuel consumptions is around 6 l/100km - regen starts and it jumps to 18-20 l/100km (for 20 min or 30 km). If I drive in the city while regen is in progress, then starting off a traffic lights get instant fuel consumption to 80 l/100km (RPM kept under 2500). Can someone confirm what would be normal behavior on this conditions? Click to expand...

Jeeez maaan, exactly the same story here. This is third time I went to Mazda dealer for diagnose, and no error codes, BUT they told me that it is probably bad injectors that I need to replace ~3100 Euro. So I asked them, if the regeneration is not fixed after that, will they return all my money back - answer: No . So Fck you Mazda, I'm not experimenting with 3000 Euro because you don't know what is the damn problem of your own stupid DPF solution. I also had EGR checked and cleaned, replaced bunch of exhaust sensors - Pre DPF temp. sensor, Past DPF temp sensor, differential pressure sensor, MAP sensor, and oxygen sensor on the exhaust. None of which changed anything. Then I bought a self diagnostic OBD2 tool, to monitor all sensors in Realtime, and try to figure out when DPF regen starts. So far, I have no clue, it appear completely random - i.e. Differential Pressure Sensor show fairly constant values all the time and yet DFP regen is triggered again. I have measured it after DPF regen finished, and all the way till next regen occurred - pretty similar results, so I guess it is not Diff.Pressure that trigger the damn regen. Also, as I might already said, but brought the car for DPF machine cleaning, and they took the DPF and measured it before cleaning and it was in mint condition, so it is not DPF that is clogged - needless to say DPF cleaning not helped at all. About the Injector "training" - Mazda is ding this every time (3 times so far) when I take the car to the service - this is basically "training" for the ECU to use each injector properly, like if some injectors blow up more fuel, then ECU will correct this by shutting down nozzle earlier, and so on. Anyway it does not help at all. So far there is only one option left unexplored - to replace the damn injectors for Sht-Load of money and hope it solve the problem, but if not then... @ Sasa , I'll keep you posted if I find anything interesting, so please you keep me updated if you find anytning. Thanks !  

This is sounding more like a software issue with the ECU. Its a problem that is not at all unique to Mazda.  

Aratol, If Yonef changed everything ( except injectors ), it makes sense to me too that there is a 'software issue'. Also, there are same symptoms with 2,2 and 1,5 engines?!? And diesel engines they made have a oil dipstick marked with min, max and 'X' oil mark. So obviously they expected oil rise with a non 'ad-blue' DPF regeneration system. Also, I would like to believe that car brand like Mazda, would have 'software update solution' for this problem. But it is obviously, when they realized that there is a fckup with 'revolutionary skyactive diesel engine' - they gave up, stop diesel production and left the customers with a big problem... and trust me, there is a lot of 2014-2018 Mazda diesel car sold in Europe!!! I really don't expect that engineers who participated in the development of this engine should perform 'hara-kiri', but some kind of solution would be fair. At this point, even if you ( theoretically ) change complete engine with all components and electronics, official manufacturer cannot guarantee that problem will be solved. So...let's set it simple: my car do a lot of unnecessary DPF regeneration, making oil diluted with fuel and oil lever rising! How to stop unnecessary DPF regeneration? instead of 4-5 times per 200 km, just once?  

If you guys are using the less volatile bio-diesel (Fatty Acid Methyl Ester or FAME blend), skip it. DPF equipped diesels were not built for incity driving. If such is the use, go for periodic long drives. DPFs can only properly operate(*correction: passive regen) at higher exhaust temps (600°C +)....One can't come near this w/ short & slow trips. Sent from my SM-G970F using Tapatalk  

minsanity said: If you guys are using the less volatile bio-diesel (Fatty Acid Methyl Ester or FAME blend), skip it. DPF equipped diesels were not built for incity driving. If such is the use, go for periodic long drives. DPFs can only properly operate(active regen) at higher exhaust temps (600°C +)....One can't come near this w/ short & slow trips. Sent from my SM-G970F using Tapatalk Click to expand...

@ Sasa, and @minsanity . Just got (again) to Mazda dealership where they performed "forced regen" - they started the regen process via software while car was cooled down with fans in Mazda service. It took 12 min. to complete (fairly short time) and measuring differential pressure of DPF before and after were very similar , as I said, my DPF is clean, and in "mint" condition according to Mazda personnel. So this does not helped at all, next regen was 72 km later on the highway. I also forgot to mention that first time I brought the car to Mazda, first thing they do is complete re-flash of the ECU cause they thought I did a software chip-tunning which is causing often regens. Obviously they were wrong. This changed nothing. Also according to them, my ECU were updated with firmware of 2019 (latest ECU procedures) - my original software was from 2014. They said there are few differences (not related to DPF) but still worth updating. What I did figured so far, is that DPF and EGR are in perfect condition, yet regens happen very often. The only experiment is I'm not willing to do is spending 3200 Euro for injectors to find out that this solves nothing. maybe if someone (from Mazda) can guarantee this will help, and if not return my money back - then I will try. I'm seriously considering DFP delete now - probably only solution to this nonsense. How come Mazda personnel can't tell conditions that trigger DPF regen !? This is not serious, there should be known conditions that trigger ECU to start regen, how come nobody know that!? I can only guarantee that this is NOT DPF Differential Pressure, as mine sits very low all the time.  

This is how I see it - The regen system is working properly....that is its doing what the software is telling it to do according to whatever parameters are set. The problem is the software has bugs in it, and thats something the techs haven't got a clue about. They only know how to fix things according to the charts and procedures in the service manual. Outside that, they don't know any more than you about this. Best bet here is call Mazda Customer Service and escalate the claim. Mazda might need to send an engineer to see whats going on.  

arathol said: This is how I see it - The regen system is working properly....that is its doing what the software is telling it to do according to whatever parameters are set. The problem is the software has bugs in it.... Click to expand...

arathol said: ...and thats something the techs haven't got a clue about. They only know how to fix things according to the charts and procedures in the service manual. Outside that, they don't know any more than you about this. Click to expand...

Aaaaaaand one more thing! After all the facts that's been mentioned in previous posts, I still like to think that, despite the all sensors and electronics - the solution could be very simple ( I'm just thinking ) : DPF pressure sensor is the part which sends wrong info and triggers the regeneration! If we assume that the sensor is correct and DPF is clean - maybe there is problem somewhere in between of these two parts? As far as I understand sensor gets information from DPF with 2 hoses? What if one of crappy rubber hoses is slightly cracked or slightly clogged, just enough to send lover pressure info to the sensor? And then, sensor does what it suppose to do - it assumes that DPF is 'filthy' and informs ECU about this! After this, ECU send command to start regeneration and this vicious circle never ends and it is constantly repeated? Please excuse me for this childish explanation, but I'm very obsessed with this problem, and every spare time I have - I spend it trying to find some logic solution for this problem. So I am sorry to bother you all.  

Sasa Covic said: Aaaaaaand one more thing! After all the facts that's been mentioned in previous posts, I still like to think that, despite the all sensors and electronics - the solution could be very simple ( I'm just thinking ) : DPF pressure sensor is the part which sends wrong info and triggers the regeneration! If we assume that the sensor is correct and DPF is clean - maybe there is problem somewhere in between of these two parts? As far as I understand sensor gets information from DPF with 2 hoses? What if one of crappy rubber hoses is slightly cracked or slightly clogged, just enough to send lover pressure info to the sensor? And then, sensor does what it suppose to do - it assumes that DPF is 'filthy' and informs ECU about this! After this, ECU send command to start regeneration and this vicious circle never ends and it is constantly repeated? Please excuse me for this childish explanation, but I'm very obsessed with this problem, and every spare time I have - I spend it trying to find some logic solution for this problem. So I am sorry to bother you all. Click to expand...

Yonef my friend... When I started to read your last post, I thought that you have solution finally!!! But the more I read it, the more confused I am... I really don't understand how ECU can start regen without any sensors info... For me, this fact is no logic. And as I already wrote, there is no logic to blame injectors for often regeneration!!! ''ECU thinks it need to increase exhaust temp. by adding more fuel, but adding more fuel makes it fuel-rich mixture, which creates more smoke, But more smoke is detected by ECU (regardless DPF is not clogged yet) and commands to start DPF regen before it got clogged'' The ECU should do this only in case that some sensor send specific readings, it shouldn't act like that ...I don't know...my head is going to blow If guys from the shop are doing remapping's - do they have some option to remap ECU in order to work fine? ''meanwhile, I did 3200km and my oil need to go down the drain as it reached "x" mark on the dipstick (because it did 40 regens already)'' Meanwhile, after 900km since last oil change, my oil level is rising too...and I don't understand when they change the oil - why they pour it to the max level? User manual quote: The level is normal if it is between the MIN and MAX marks This is first vehicle that I own, and first official service I use, that pour oil to the max level! So far I never had this case in my driving experience... So - next oil change, I wont do at official service, and the level is going between the MIN and MAX marks.  

Hey Sasa, Most of the things going on with ECU is out of my understanding as well, but I don't want to temper ECU and risk remapping it to cause some other problem, as it seems the guys from the shop are not very sure why ECU acts like it does and increase fuel rate regardless of all sensors readings are normal. What I'm thinking is get rid of DPF completely and delete it from ECU. In Bulgaria this is not very legal, but there is no enforcement doing it, and I also don't go abroad with this car, so I guess I will drive it in here only. Other thing to say: it is just a RIDICULOUS DPF regen system by mazda, never seen more stupid solution than this  

Yonef, Next week I will probably have appointment at private Mazda service that I find in Belgrade where I am from. I have few phone conversations already with the guy that owns the service, and he informed Mazda central about my issue. They advised him with some ideas, so some day next week I will have to leave the car for a day with him. He told me that at the end, maybe the injectors ( maybe one, maybe two, maybe all four ) are the problem, but there is some other steps to be checked - done, before final judgment! He mentioned software and turbo also...anyhow, he sounded more cooperative than guys at official Mazda, but...we will see. On the other hand he also failed to explain me why injectors can cause every 15-20km DPF regeneration? 'if the injector is faulty and sends more fuel - it could contaminate the DPF' I really can't accept this explanation, but ok. There is at least 4 temperature and 2 pressure sensors that can trigger regeneration, and you persistently insist that injectors are most likely the problem 'Other thing to say: it is just a RIDICULOUS DPF regen system by mazda, never seen more stupid solution than this' -I absolutely agree with you  

Sasa, please keep me posted with any development on this when you see this guy, and what will be outcome of this. Thank you so much!  

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This is a great news Sasa. I was almost sure that injecectors are at fault, but didn’t come across anybody who actually replaced them and shared the word with others so fair play to you mate. If you could put me towards the company you have got your injectors from I will definitely give them a go.  

S550-13H50 FUEL INJECTOR MAZDA S550 SKYACTIV-D 1.5 LTR – Mag Engines

So…. I have ordered set of injectors from magengines on Friday night. Have just fitted them and took my car for test drive. BOOM distance between regenerations went from 20 to 50 and after avg consumption dropped from 7.1 to 5.4 It has to be faulty injectors, but I am quite at shock as my car has only 35000kms  

Heres an idea - If you still have the original set of injectors, send them off to be evaluated. That might tell you why they stopped working. The real issue may not be the injectors at all, but something else that is causing the injectors to fail prematurely.  

Hey Sasa, Glad you did fixed it. I still haven't ordered injectors, I'm trying to find some locally and test them, but if not, I'll order some from the site you proposed. Just wondering what is happened with your 'old' injectors, did you have them tested to confirm it was a faulty injector, and if possible, can you specify what was wrong with them - i.e dispersers were bad and fuel not fine sprayed? or Solenoids were bad causing injectors to spray more fuel than needed? Also with 'new' injectors, if you have motorway drive, can you lookup how much distance you cover between regens on a motorway? Thanks again for the update man!  

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DPF Regeneration: A Comprehensive Guide

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What is a DPF?

Dpf history.

How long should a DPF last?

What is DPF regeneration?

What are the types of DPF Regeneration?

How to Regenerate a DPF manually

DPF stands for ‘Diesel Particulate Filter’ and this plays an important role in diesel engines. DPF’s are designed to trap and store particulate matter (soot) that is produced by the diesel engine during normal driving. The DPF allows exhaust gases (with particulate material) to enter the DPF where the soot is trapped inside the filter, allowing cleaner exhaust gases to exit into the atmosphere, which then reduces the exhaust emissions from the engine. 

I love clean air. I appreciate the way it smells after a rain, especially out in the countryside. On the other hand, the smell of exhaust fumes is sickening and potentially deadly. We all have probably seen a vehicle blowing black smoke as it accelerates. If it happened to be a semi-truck, we would see the smoke roll, then stop when the driver shifts gears, to then roll again. Whether the engine is gas or diesel, air pollution has drastically driven major changes in the transportation industry over the last 60 years. 

Back in the 1960’s, there was a substantial smog problem in Los Angeles, CA. In response to this, the U.S. enacted the first automobile emissions standards in 1963. It wasn’t long until other nations followed in similar footsteps. Japan enacted their first emission rules just three years later and between 1970 and 1972, several European nations as well as the United Kingdom followed suit.  As a result of California’s emission laws, the Positive Crankcase Ventilation (PVC) valve was the first component created to help reduce emissions in 1961. In a nutshell, it removes gasses called blow-by, from the crankcase (lower block including the oil pan). Fast forward to the late 2000’s, and the Diesel Particulate Filter (DPF) first appeared on Mercedes-Benz® sold in California. By the late 2000’s they were becoming common on both passenger cars and commercial trucks around the world.  

How Long Should A DPF Last?

A DPF filter should typically last for around 100,000 miles before needing to be replaced. The DPF's level of maintenance will have a big impact on how much this figure varies. While a well maintained DPF may even go 150,000 miles before needing to be replaced, a badly kept DPF; however, may last a much shorter time than the stated figure. To help extend the life and maintain performance of a DPF, a process known as ‘DPF regeneration’ can be used to clean the filter and restore its performance.

What Is DPF Regeneration?

DPF regeneration refers to the procedure of cleaning and emptying the diesel particulate filter of soot that is created by the process of combustion. Burning off the soot particles requires heating the diesel particulate filter to a very high temperature. Active regeneration or passive regeneration are the two methods that can be used to accomplish this. 

There are several factors that can affect the effectiveness of DPF regeneration, these are: 

• The make of engine 
• The type of DPF 
• The driving conditions the vehicle has been put through 

For example, engines that are used primarily for short trips or in stop-and-go traffic may require more frequent regeneration to prevent the DPF from becoming clogged. Moreover, certain DPF systems are more likely than others to clog, meaning they may need maintenance more frequently. 

What Are The Types Of DPF Regeneration?

There are two main types of DPF regeneration: passive and active; however, DPF regeneration can be performed manually using a scan tool.  

Passive DPF regeneration occurs naturally during normal driving conditions when the temperature of the exhaust gas is high enough to burn off the particulate matter. However, this process is not always effective, especially for vehicles that are used for short trips or in cold weather conditions.  

Active DPF regeneration , on the other hand, is a more controlled process that is initiated by the engine control unit (ECU) when the DPF reaches a certain level of saturation. The ECU uses various sensors to monitor the exhaust gas temperature, pressure, and flow rate to determine when active regeneration is necessary. When the DPF is ready for regeneration, the ECU injects additional fuel into the engine to increase the temperature of the exhaust gas and initiate the cleaning process. 

During active regeneration, the temperature of the exhaust gas must reach a certain level to burn off the particulate matter that has accumulated in the DPF. This temperature is typically around 600 to 700 degrees Celsius, or 1100 to 1300 Fahrenheit, which is much higher than the normal operating temperature of the engine. To achieve this, the engine may run in a high-idle mode or the vehicle may be driven at higher speeds for a period of time to increase the temperature of the exhaust gas. 

Manual regeneration is often required when vehicles are driven at insufficient speed to allow regeneration to be carried out automatically by their engine management control software. The vehicle is already suffering with driveability and lack of power problems. At this point, as long as the DPF is not severely blocked (over 90% capacity filled), a scan tool can be used to perform a static or (up to 60% capacity filled) or dynamic regeneration to clear the soot levels in the DPF. 

Please see below an example of a dynamic DPF regeneration on a Audi Q7 with a Snap-on TRITON-D10: 

• Connect the scan tool to the vehicle's diagnostic port and follow the manufacturer's instructions for accessing the DPF regeneration function. 
• Ensure that the engine is fully warmed up and that the DPF is not excessively clogged. The scan tool may provide diagnostic information on the DPF's condition 
• Follow the prompts on the TRITON-D10 scan tool to initiate the manual regeneration process. This typically involves commanding the engine to run at a higher temperature to burn off the accumulated soot in the DPF. 

Choose Dynamic DPF Regeneration then just follow the instructions until complete.

4.    Perform a test drive and confirm that the DPF warning light is no longer illuminated.

*Please note: Some OE’s require a special function "Replace or Reset DPF" after the replacement of the filter. This can be found in the ‘ Service Resets and Relearns ’ menu.

In conclusion, DPF regeneration is a critical procedure that lowers harmful emissions while maintaining the performance of diesel engines. While active regeneration is a more controlled process that is started by the engine control unit, passive regeneration happens naturally while driving normally. The temperature of the exhaust gas is raised during active regeneration in order to burn off the particulate matter that has accumulated in the DPF. But to make sure the DPF keeps working well over time, proper maintenance is also required. This could involve performing a manual DPF regeneration detailed above, or replacing the DPF filter entirely. 

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DPF regeneration minimum driving cycle and verification.

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I am a new owner of a 47K mile CPO 2012 X5 xDrive 35d. I live on a small Island with ~100 miles of paved road and 200 feet elevation change. I am becoming paranoid of chronic short trips' effect on the DPF. Local mileage is 20 mpg, highway mileage is 28 mpg. The Carly for BMW dongle is here, but a smartphone will not be delivered until late next week. Will someone please recommend a minimum driving cycle that should enable active DPF regeneration, and a way to verify regeneration has occurred, please? Perhaps something like; drive 25 miles in direct drive, not overdrive, and observe elevated idle engine rpm for verification. On asking BMW SA about Engine Operating Temperature effect of an aged thermostat, I was blown off with "It will set a DTC." LOL, yeah, a failed DPF DTC requiring application of $$$ to clear. Thanks for your attention.  

I think you should consider getting a vehicle more suitable to your environment, rather than trying to somehow adapt the X5 to survive there.  

Read my introduction http://www.bimmerfest.com/forums/showthread.php?t=848753 to see the kind of roads I live on - and the challenges of living on them. It is an interesting coincidence that 'adaptation' is what VW calls coding. I adapt my lifestyle and habits to wanting what I have, rather than having what I want.  

Find some area that you can drive consistently for at least 15 minutes without stopping or at least without stopping for long. The higher the speed the better.  

Here's the conditions that'll trigger the regen: http://www.bimmerfest.com/forums/attachment.php?attachmentid=503749&d=1429068279 DDE parameters are based on: 1. average distance driven 2. average speed driven 3. temperature of DPF 4. values from the exhaust pressure sensor Further confirmation that, if the car is a city car, one should at least drive it for 30 minutes for more on highway once a week (presumably on the weekends or on a road trip) to trigger the continuous regen.  

Did'ja look at the image of the road? It was built that way just for architectural fun. When the ferries are infrequent, it's fun to drive on cruise control. https://s-media-cache-ak0.pinimg.com/736x/4e/54/c3/4e54c3054a6efbb63baf5ce5c206940d.jpg But it costs $40 round trip, me and the BMW. Today I did an hour of spirited driving on the Island. I didn't look at the average speed. We'll see. I hope Carly for BMW displays miles since last regeneration. Thank y'all - all of you - for the suggestions. When I can make positive statements, then I will. My Galaxy S5 smartphone should arrive next week. I have avoided a smartphone until now, but I prefer it to a Windoze emulator on my Fedora linux computer.  

I looked at a few google street views of the roads on the island. I doesn't appear you can do a consistent 55 mph lap around the island though. Congrats on the Galaxy S5...it's a great reasonably priced android phone. I have never gotten my android phone to pair properly on the CIC system. Bluetooth calling and phone address book works, but the other stuff like streaming music and apps are a no go. I have a cradle as well, but I think it's an iphone cradle, though I read somewhere that I can get some plug that'll work for an android phone. I'm not too much into the infotainment system for me to care whether I get streaming and apps to work, but I'd like to try it out at least once.  

I believe BMWhat aka Carly for BMW has a feature you can add for $ that allows you to trigger a regen manually.  

Yes, the in-app costs $10.  

Yesterday I did 250 miles at 70+ mpg and ASH MASS increased by 0.1 grams, to 16.8 grams  

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2021 RST FORCED REGEN 3.0 RST,4x4,crew,

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I have owned my 2021 since July 4th weekend 2021, RST 3.0,4x4, I currently have 13,000 miles. I have had the no Start reflash performed and have done oil changes and fuel filter changes. I have used 5.5 gals of Def fluid,( not much but I do not tow) as my daily trips average 16/20 miles 5 days a week, the weekend is when I put higher miles on. My question is with my short trips is forced regen a good Idea? Since I have a diagnostic tool that has that option. Seems like my truck does not get a lot of regens and I'm concerned about a particulate filter becoming restricted to the point of replacement prematurely. Can it hurt anything by doing a forced regen on a long stretch of 20/50 miles? I do tow but just a couple of kayaks are very light.  

I don't think it will hurt anything to force a regen, but if you aren't seeing the "continue driving" message often you don't have anything to worry about.  

As eckseleven posted, if you're not getting the 'keep driving' message, then your LM2 is getting the regens done. I have an iDash so can watch when regens occur and how long they take. LM2 takes about 11 or 12 miles to complete a regen. If it is not complete when it is parked, it will resume soon after the start of the next trip - and still be about 11 or 12 miles total. (unless it is quite close to completion, when it may decide 'close enough for this time' instead of resuming)  

Yes, I never got that message, I think I only noticed the regen 1 time while driving? not even 100% positive I ever felt it? Just wondering with the during the week driving I do will it prolong life of the P Filter by doing the manual method and help it in the long term as I average keeping my trucks 20/25 years ?  

GM intended that regen be a non-event and require no operator intervention, so no indicator. If you're not noticing it that's a good thing. Always willing to learn and adapt to something new, but I've not seen anything that convinces me that forcing extra regens would be any better. Soot level already goes to 'zero' during regen. Regen finishes next trip if it gets parked mid-regen.  

I wouldn’t do it either. Redwngr is right, the computer is always monitoring and regens when necessary. Remember PM is always being exhausted, even after a regen. When I’ve taken trips of long duration I will go far beyond the 300 ish avg mile range of a normal regen. I think your fine  

• Record the total engine hours indicated on the DIC.
• Multiply the engine hours by 33 miles or 53 km. This represents an average speed of 33 MPH or 53 KM/H.
• The result should be close to or lower than the mileage on the odometer.
• After approximately 36 gallons (136 L) of fuel used since the last regeneration.
• A maximum distance of 800 miles (1287 km) have been traveled since the last regeneration.
• A pre-determined number of engine hours since the last regeneration.
• A calculated or measured soot mass of 100% in the particulate filter.
• Vehicle in Drive
• BARO sensor 1 is more than 51 kPa (7.4 PSI)
• Engine speed between 500 and 4000 RPM
• Exhaust Gas Temperature Sensor 1 between 100 and 725 C
• Exhaust Gas Temperature Sensor 2 between 95 and 750 C
• Exhaust Gas Temperature Sensor 3 between 0 and 750 C
• Exhaust Gas Temperature Sensor 4 between 60 and 750 C
• Exhaust Gas Temperature Sensor 4 between 60 and 850 C
• Engine Coolant Temperature between 50 and 140 C
• Intake air temperature between -70 and 250 C
• Fueling from -1 to 165mm3
• Vehicle speed from -1 to 160 km/hr
• No active DTC related to EGR, Indirect injector, or Throttle (boost)
• The driver ignoring the Continue Driving messages
• Leaks from intake or exhaust system
• Poor fueling in the engine
• Contaminated or bad fuel
• Externally damaged or worn components.
• Loose or improperly installed components
• Dirty components (air filter or TMAP sensor)
• Driving style, such as binary driving (frequently on/off accelerator or brake)
• Charge air cooler (CAC) and Air induction system leaks.
• A restricted air filter.
• Exhaust system leaks that may cause inaccurate Exhaust Gas Temperature sensor or Exhaust Pressure Differential sensor values.
• Failed, intermittent, improperly installed, incorrectly wired or loose Exhaust Gas Temperature sensors may cause inaccuracies in the soot model. Look at all temperature sensors when the vehicle is cold to verify that they read close to each other.
• Improperly routed differential pressure lines. The exhaust differential pressure line should have a continuous downward gradient without any sharp bends or kinks from the sensor to the DPF.
• Leaks or internal restrictions from the Exhaust Pressure Differential sensor lines.
• A skewed or shifted Exhaust Pressure Differential sensor will cause inaccuracies in the soot model.
• A cracked or damaged MAF sensor housing.
• A skewed, stuck in range, or slow responding MAF sensor. Inspect the MAF sensor for contamination.
• Indirect Fuel Injector leaking or restricted.
• Loose or improperly installed components.
• Water in fuel contamination.
• Engine mechanical condition, such as low compression.
• Vehicle Modifications

redwngr said: get the most miles between regens when it is working hard. Towing at 50-60 and the soot level stops climbing. Towing same trailer over 70 and it's hot enough that the soot level will decrease. (doesn't mean it won't go into regen...) Click to expand...

The longest I’ve seen since recording them is 634 miles. That was on a trip back from FL. Refueled south of Jellico Mtn, TN and the soot level dropped while climbing it. My average over 14 regens is 459 miles. Far better than my Colorado’s 300 miles or less.  

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Boeing Starliner rolls to Cape Canaveral Space Force Station ahead of May launch

April 16 (UPI) -- Boeing's Starliner spacecraft took a road trip Tuesday before its May 6 liftoff, moving from the Kennedy Space Center to the Cape Canaveral Space Force Station.

Starliner boarded a transporter at the Commercial Crew and Cargo Processing Facility at Kennedy Space Center on Monday. Final checks were completed Tuesday for the short trip to the United Launch Alliance's Vertical Integration Facility at the Space Force station.

"The Atlas V will receive its precious cargo today as the Boeing Space Starliner spacecraft is transported to ULA's Vertical Integration Facility and lifted onto the rocket," ULA said on X .

Astronauts Butch Wilmore and Sunita Williams, the first passengers, posed in front of it.

"Big day for NASA," Wilmore said, according to Florida Today . "Big day for Boeing as we get over to the rocket and mate these things together."

Williams added: "[Boeing] made it happen and it's time to turn over from production to operation. We're ready to take it. We're ready."

In April , NASA and Boeing called off the crew test launch of Starliner that was originally set for May 1 until a review of the International Space Station operations was completed. Starlink will take Wilmore and Williams to the space station and dock with the Harmony module.

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The spacecraft has left the building.

Boeing’s CST-100 Starliner, set to take its first humans on board during the Crew Flight Test mission next month, was transported from Boeing’s Commercial Crew and Cargo Processing Facility at Kennedy Space Center on a 10-mile trip to Cape Canaveral Space Force Station.

It arrived at United Launch Alliance’s Vertical Integration Facility early Tuesday where it will be placed atop an Atlas V rocket ahead of the planned launch from Canaveral’s Space Launch Complex 41 as early as May 6. The capsule will take NASA astronauts Butch Wilmore and Suni Williams on a planned eight-day mission to the International Space Station.

Boeing completed fueling its spacecraft at the Starliner production facility adjacent to KSC’s massive Vehicle Assembly Building earlier this month.

“Samples were taken and specialized tests were conducted throughout the propellent loading process to ensure the safety of the team performing the operation and the safe operation of the spacecraft on orbit,” said Mark Sorensen, Starliner CFT Crew Module lead.

Before it left the building, Boeing performed a final weigh-in that also acted as the center-of-gravity check. Teams signed off on that, and Starliner was loaded by crane atop ULA’s transport vehicle called “K-MAG” for the overnight trip between KSC and Canaveral.

Williams and Wilmore were joined by NASA astronauts Mike Fincke and Scott Tingle, Canadian Space Agency astronaut Joshua Kutryk and JAXA  astronaut Yui Kimiya to see Starliner off.

Fincke, Tingle and Kutryk have all been announced as the crew of Starliner’s next planned mission, Starliner-1, while Kimiya is assigned for a long-duration stay on board the ISS in 2025, so could become its fourth crew member.

Starliner is the second of two spacecraft created as part of NASA’s Commercial Crew Program alongside SpaceX’s Crew Dragon. SpaceX completed its first test crew mission back in 2020 and has since flown what is now a fleet of four Crew Dragons an additional 12 times on both private and NASA missions carrying 50 humans into space in the last four years.

Boeing has faced a series of delays highlighted by an uncrewed test flight in December 2019 that failed to rendezvous with the ISS, forcing the company to refly its uncrewed dry run before it set up for the human test flight. The second try went well, but it took 2 1/2 years to get there in May 2022. Further fixes were also needed to the spacecraft, which have pushed CFT an additional two years past the last time it flew.

But everything is now queued up for the final push to space. The Atlas V rocket has been onsite since February, and ULA completed its CFT Mission Success Review earlier in April.

“Doing everything thing we can to give Butch and Suni a boring trip to ISS on the Atlas,” said ULA President and CEO Tory Bruno on X.

If all goes well with CFT, the first operational mission Starliner-1 could fly as early as February 2025.

While SpaceX is in the middle of its eighth operational flight, Crew-8, with Crew-9 slated for August, once Boeing’s Starliner is certified, the two companies will trade off flights to the ISS so each makes only one trip there annually.

Boeing has six operational flights to the ISS under contract, so it can support rotational crew missions through 2030, when NASA has said it plans to begin decommissioning the ISS.

©2024 Orlando Sentinel. Visit orlandosentinel.com. Distributed by Tribune Content Agency, LLC.

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US helps Israel shoot down ‘nearly all’ Iran-launched attack drones as Biden pledges support

President Joe Biden cut short a weekend stay at his Delaware beach house to meet with his national security team at the White House Saturday and monitor the situation in the Middle East as Iran launched an attack against Israel.

In this image provided by the White House, President Joe Biden, along with members of his national security team, receive an update on an ongoing airborne attack on Israel from Iran, as they meet in the Situation Room of the White House in Washington, Saturday, April 13, 2024. From left to right, facing Biden are, Central Intelligence Agency Director William Burns; Avril Haines, Director of National Intelligence; Secretary of State Antony Blinken and National Security Advisor Jake Sullivan. Some papers on the desk have been blurred by the source for national security reasons. (Adam Schultz/The White House via AP)

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President Joe Biden walks to the Oval Office of the White House in Washington, Saturday, April 13, 2024. Biden returned to the White House this afternoon to consult with his national security team about events in the Middle East. (AP Photo/Pablo Martinez Monsivais)

President Joe Biden arrives on Air Force One at Delaware Air National Guard Base in New Castle, Del., Friday, April 12, 2024.(AP Photo/Pablo Martinez Monsivais)

President Joe Biden walking back to the Oval Office of the White House in Washington, Saturday, April 13, 2024. Biden returned to the White House this afternoon to consult with his national security team about events in the Middle East. (AP Photo/Pablo Martinez Monsivais)

President Joe Biden arrives on Marine One at Andrews Air Force Base, Md., Saturday, April 13, 2024. (AP Photo/Pablo Martinez Monsivais)

President Joe Biden boards Marine One at Gordons Pond in Rehoboth Beach, Del., Saturday, April 13, 2024, to return to the White House. (AP Photo/Manuel Balce Ceneta)

President Joe Biden pauses to respond to a question from a member of the traveling press as he boards Air Force One at Andrews Air Force Base, Md., Friday, April 12, 2024, enroute to New Castle, Del. (AP Photo/Pablo Martinez Monsivais)

President Joe Biden departs aboard Marine One after leaving Gordons Pond in Rehoboth Beach, Del., Saturday, April 13, 2024, to return to the White House. (AP Photo/Manuel Balce Ceneta)

Follow AP’s live updates on Iran’s attack against Israel .

WASHINGTON (AP) — President Joe Biden lauded American forces who helped Israel down “nearly all” of the drones and missiles fired by Iran and vowed to coordinate a global response to Tehran’s unprecedented attack. The Pentagon said U.S. forces intercepted “dozens of missiles” and drones launched from Iran, Iraq, Syria and Yemen that were headed toward Israel.

With regional tensions at their highest since the Israel-Hamas war began six months ago, Biden pledged on Saturday that American support for Israel’s defense against attacks by Iran and its proxies is “ironclad.” The attack marked the first time Iran has launched a direct military assault on Israel, risking a wider regional conflict.

Biden made clear in a call to Israeli Prime Minister Benjamin Netanyahu that the U.S. would not participate in any offensive action against Iran, according to a senior administration official who was not authorized to publicly discuss the private conversation and spoke on condition of anonmymity.

The U.S. and Israel had been bracing for an attack for days after Iran said it would retaliate for a suspected Israeli strike this month on an Iranian consular building in Syria that killed 12 people, including two senior Iranian generals in the Revolutionary Guard’s elite Quds Force.

“At my direction, to support the defense of Israel, the U.S. military moved aircraft and ballistic missile defense destroyers to the region over the course of the past week,” Biden said in a statement late Saturday. “Thanks to these deployments and the extraordinary skill of our servicemembers, we helped Israel take down nearly all of the incoming drones and missiles.”

Defense Secretary Lloyd Austin in a statement said the U.S. took out dozens of the attacks, but did not provide details on ships or aircraft involved in the operation that commanders had been preparing for over the past two weeks.

“Our forces remain postured to protect U.S. troops and partners in the region, provide further support for Israel’s defense, and enhance regional stability,” Austin said, adding that troops are standing ready to prevent any further conflict.

Biden had cut short a weekend stay at his Delaware beach house to meet with his national security team at the White House, returning to Washington minutes before Israeli officials confirmed that they had detected drones being launched toward their territory from Iran.

He convened a principals meeting of the National Security Council in the White House Situation Room to discuss the unfolding situation, the White House said, before speaking with Netanyahu.

“I told him that Israel demonstrated a remarkable capacity to defend against and defeat even unprecedented attacks – sending a clear message to its foes that they cannot effectively threaten the security of Israel,” Biden said.

Biden added that he would convene a meeting of the Group of Seven advanced democracies on Sunday “to coordinate a united diplomatic response to Iran’s brazen attack.”

The Pentagon reported that Austin had spoken twice with his Israeli counterpart to praise the “extraordinary defensive measures and strong cooperation undertaken to defeat this Iranian attack against Israel” and again stated clearly that “Israel could count on full U.S. support to defend Israel against any future attacks by Iran and its regional proxies.” National security adviser Jake Sullivan also spoke with his counterpart to reinforce Washington’s “ironclad commitment to the security of Israel.”

National Security Council spokesperson Adrienne Watson said in a statement that “Iran has begun an airborne attack against Israel.” She added: “The United States will stand with the people of Israel and support their defense against these threats from Iran.”

Biden on Friday said the United States was “devoted” to defending Israel and that “Iran will not succeed.” Asked by reporters what his message was for Iran, the president’s only reply was: “Don’t.”

He ignored a question about what would trigger a direct U.S. military response.

The U.S., along with its allies, have sent direct messages to Tehran to warn against further escalating the conflict.

During the Israel-Hamas war in Gaza, there have been near-daily exchanges of fire between Israeli forces and the Iran-backed Hezbollah militant group along the Israel-Lebanon border. U.S. officials have recorded more than 150 attacks by Iran-backed militias in Iraq and Syria on U.S. forces at bases in those countries since war started on Oct. 7.

One attack in late January killed three U.S. service members in Jordan. In retaliation, the U.S. launched a massive air assault, hitting more than 85 targets at seven locations in Iraq and Syria.

Meantime, on Saturday, commandos from Iran’s paramilitary Revolutionary Guard rappelled from a helicopter onto an Israeli-affiliated container ship near the Strait of Hormuz and seized the vessel.

Watson, the NSC spokesperson, said the U.S. strongly condemned the seizure and urged Iran to release the ship and crew immediately.

“We will work with our partners to hold Iran to account for its actions,” she said.

Also Saturday, the Israeli-occupied West Bank also saw some of the worst violence since Hamas’ attack on Israel.

Price reported from Rehoboth Beach, Delaware. Associated Press writer Darlene Superville and Lolita C. Baldor in Washington and Mike Balsamo in New York contributed to this report.

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