DPF CAUSES AND ACTIONS.

[Bobnoxious]

[Winterbagoal]

What's "Full-Load Operation"? No regen required because of engine/vehicle speed or highway style performance? No build up of particulate on filter, for same reason?

[Bobnoxious]

Originally Posted by Winterbagoal

What's "Full-Load Operation"? No regen required because of engine/vehicle speed or highway style performance? No build up of particulate on filter, for same reason?

Here's more training info courtesy Sprintguy

https://sprinter-source.com/forum/at...5&d=1494274742

[Bobnoxious]

Originally Posted by Winterbagoal

What's "Full-Load Operation"? No regen required because of engine/vehicle speed or highway style performance? No build up of particulate on filter, for same reason?

Good question. As far as I can ascertain, Sprinter's do not passively regenerate.

[lindenengineering]

Bob
I swear you are menace', well intentioned menace perhaps but a menace nonetheless..
(I sincerely hope folks like you didn't have anything to do with this Boeing fiasco.)

The system DOES passively re-generate as it does on all all diesel light duty vehicles.

For reference go back to the bulletin Sprintguy has given you and published this thread theorem of yours .

Your attention is drawn to the last page and requirements to auto regenerate.
So in short if its got faults it will not regenerate.

Cheers Dennis

[Bobnoxious]

Originally Posted by lindenengineering

Bob
I swear you are menace', well intentioned menace perhaps but a menace nonetheless..
(I sincerely hope folks like you didn't have anything to do with this Boeing fiasco.)

The system DOES passively re-generate as it does on all all diesel light duty vehicles.

For reference go back to the bulletin Sprintguy has given you and published this thread theorem of yours .

Your attention is drawn to the last page and requirements to auto regenerate.
So in short if its got faults it will not regenerate.

Cheers Dennis

Is this the section to which you refer Master Po...er...Poopoo?

"In the full-load range, secondary injection is not active, as the normal exhaust gas temperatures are sufficient to achieve the PM burn off temperature in the DPF in this case. The arising ash remains in the DPF. The temperature sensor upstream of the CAT and the temperature sensor upstream of the DPF monitor the exhaust gas temperature during regeneration. The differential pressure sensor determines the pressure difference between the exhaust pressure upstream and downstream of the DPF via the exhaust pressure lines. Soot particle loading in the DPF is determined via a performance map based on the pressure differential and the mass exhaust gas flow calculated by the CDI control unit.
The following key data of the last DPF regeneration are stored in the engine management memory for diagnostic purposes:"

In addition of not knowing if the source of info provided by Sprint guy is a righteous MB training publication, still not certain.

For example, please define "Full load conditions" that raise DPF temperature to "...approx. 700 °C (1292°F)" required for regeneration or, more accurately, particulant matter (PM) burn-off?

My EXPERIENCE, observing DPF temperatures via Scan Gauge II, have never witnessed "load conditions" (6% grade on Interstate 5 Grapevine, CA) have any effect increasing DPF temperatures any where near 1292°F.

And...if I am wrong, always remember this.

Originally Posted by lindenengineering

People make mistakes or overlook things--its human nature
Dennis

Ciao,

Grasshopper

[Winterbagoal]

I asked because my SGII hasn't detected a DPF Regen for thousands of miles, as indicated by my "DST" X-Gauge. Likewise, I typically monitor "DPF" (Regen on/off), and oil/water/transmission fluid temps, and last year when driving (when it was still almost brand new) I'd occasionally catch a regen in progress while sailing down the freeways, and noted the elevated temps of the oil and water corresponding in part, I suspected, to the increased exhaust temps required to do the regens. Now I rarely see those temps any more, whether the DPF Regen on/off X-Gauge tells me there's one in progress or not. It hasn't seen a regen since last year sometime and maybe 10,000 + miles of travel. I'll also say (knock on wood) that I haven't seen any fault codes or CELs on this thing, except one to do with excessive curb roll very early on. It was an ESP error code or something that cleared on it's own. It still drives like it did when we first got it, performance-wise.
So, does the dpf regeneration happen while I'm driving, primarily on the highway at 65mph (average)? My Sprinter based Navion doesn't see much lengthy idling, nor city driving, it's almost all highway driving when we're on our way to wherever for a vacation.

[Bobnoxious]

There's an X Gauge "EUP", i.e. Exhaust temperature upstream of DPF. That is what alerted me to a regeneration. I could not get X gauge "Regn" (on/off ) to function.

My experience, interrupting a regeneration three times will throw a CEL and log code P2459. It can take 100+ Highway miles for the CEL to clear and 40 key cycles for the code to clear.

[Winterbagoal]

Originally Posted by Bobnoxious

There's an X Gauge "EUP", i.e. Exhaust temperature upstream of DPF. That is what alerted me to a regeneration. I could not get X gauge "Regn" (on/off ) to function.

My experience, interrupting a regeneration three times will throw a CEL and log code P2459. It can take 100+ Highway miles for the CEL to clear and 40 key cycles for the code to clear.

I just checked both the X-Gauge coding sheets I have ("2014+ Mercedes Sprinter 3.0L Diesel" and "2015 Sprinter 3500 Chassis") - there's some differences in the naming convention of the various X-Gauges, and I now understand I'll need to redo them. I used the "2015" coding sheet from the iRV2 forum discussion including comments by GChapell and James DeLong, downloaded to enter my custom gauges, and the 2014+ sheet has the same codings mentioned, but with different identification names. Neither has the "EUP" XGauge identifier included, but both have the "DPF" identifier used for the Exhaust Temp Upstream of Particulate Filter, that you mention.
Both sheets have the XGauge "DPF" identifier used for 2 different codings. I recall at the time, I think I used the coding for the particulate filter load %, instead of the coding for the upstream exhaust temperature from the filter "EUP". I never bothered to follow up on it because the "RGN" and "DST" XGauges both worked for me. Now they don't seem to work. I recently had a recall ECU flashing done at the dealer # 2018010004. I wonder if that porked some of my XGauges? My 3 temperature XGauges TfT, fWT, and EOT still seem to work.
- Which version of the Sprinter XGauges codings did you use? My DST and RGN gauges did work for a while.
- Is there a newer definitive XGauges for 2014-present Sprinter 3.0L 3500 chassis?
- As stated, I've never had any CEL codes thrown for anything to do with the DPF/REGEN process. At least that I've noticed in 21,000 miles of driving.

- Just checked Linear Logic's Scangauge II Xgauges and they've changed. They're now listed as 2011+ Mercedes Sprinter 3.0L Diesel. On their "new" list of Xgauges, your "EUP" gauge is listed as "DPF". On the 2015 list I have from iRV2, particulate filter load is listed as "DPF" and on the LLSGII "new" list it's "PFL". WTF?
Seems we have some inconsistencies of Xgauge Identifier names across the various flavors of coding sheets/locations.
I guess I'll try to recode some of the ones that aren't working, to see if that corrects them, and will rename the ones I have with duplicate names to unique names of my personal preference, when coding them. I'll probably use the LL Scangauge II 2011+ list names, as my base list.
Oh my....

[Bobnoxious]

I tried looking for the version I used but couldn't find them.