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@@dieseldawg7132 yeah they should have designed this one so that the DPF was an independent piece (like commercial and industrial applications) so that it could be removed for easier cleaning, rather than welding it all together.

@@JamesSearcy-l9g are you having an issue with one of the readiness monitors not being ready? Or what do you mean by not passing smog?

@ yes that’s correct the readiness of one of the monitors! I’ve driven 400 miles since recall repair

@ which ones aren’t setting?

@ it says the on board computer system cannot complete the emission system self test! Also OBDII states not ready

@ I’m not exactly sure without seeing it. I’ve seen where some of these trucks take a LONG drive for hours on the highway before they’re ready to pass.

@@StanfordPladson have your dealer look up TSB 25-005-24. Has the truck been regenerating very frequently?

@@mbarber84Yes it literally just started the last month

@ are you able to tell which monitor will not “set” for readiness?

@@txsranger99 have the dealership look up TSB 25-005-24 that was released on September 27th. That might help you out.

@@LakeJoe we still have the 5125R but it will be going up for sale soon. The family has decided to sell the farm so we’re selling the equipment

@@mbarber84 understandable, best wishes for the future.

Easier in Hicksville , harder in liberal country

@SonidoMazizo Don't be jealous I live on a Farm and have hundreds of Acres.

@@howardsherman9461 how frequently the truck regenerates is going to change depending on how it is driven and used. Obviously when it is not towing, it won’t get the DPF as hot and therefore can start to fill up the DPF with soot faster than if it was towing constantly and allowing passive regeneration to remove soot as it’s being captured. This is exactly why active regeneration cycles are used. However, I personally believe the truck should be able to go further than 100 miles, even in a low-load duty cycle before it requires an active regeneration cycle. My personal belief, based on my experiences, is that when the trucks get to the point where they are regenerating at 100 miles or less between cycles, I would assume this is indicative of a potential problem. The difficult part in trying to rectify this issue, is that there are a multitude of different factors that contribute to when a regen is needed, or how much soot is being captured, etc. When you use the truck as a daily driver after reaching your destination, what do those daily drive cycles look like? How many miles do you travel, how fast do you go, do you idle the truck in park? Etc etc. Probably need to know a little more about your usage of the truck in that scenario. In the meantime, simple things like air filters and fuel filters can also contribute to this issue. Don’t know what brand and part number the engine air filter is you are currently using in the truck?

@@mbarber84 We have a Dodge Ram 2022 - 3500 with 6.7 cummings. We are staying about 20 minutes outside of town(mainly highway miles). But this part weekend we took a 4 hour drive going up to the North Rim of Grand Canyon and even with that drive, the DPF did not read 0%. We did a 23 miles slow drive in the park and the car prompted us to keep driving since we were over 45% on the DPF. We change the fuel filters every 15K and just replaced the air filter about 8k ago. Thank you so much for you time responding.

@@howardsherman9461 do you know what brand of engine air filter you installed? Part number?

@@mbarber84 I do not. Purchased it at orielly.

@@howardsherman9461 if it has strips of glue running across the bottoms of the pleats, that could be part of your issue. These trucks can be very picky about which air filter is in the intake. You may want to try buying a Mopar 53034051AB or Fleetguard AF27684 from Genos Garage online and then run that filter for a few weeks. Sometimes it’s as simple as a poor quality air filter. Oreillys Microgard brand air filters are sometimes identical to OEM, but not always. I’ve seen no less than three different variations on that filter for our trucks, all three with the same oreillys part number but physically very different filters

@@Fran11784 yes it should be. There’s pretty much no way that filter is full in 10,000 miles. It’s very likely a malfunction of one or more systems involved in regeneration of the DPF.

Change your air filter and fuel filters. Then erase the code. Those are the two most common problems for DPF clogging.

@@sccolbert it’s most likely P242F and that code cannot be cleared with a generic scan tool. It requires a dealer level scan tool and several parameters have to be set and changed. The system thinks the DPF is full of ash. When that code sets, active regeneration is inhibited until the parameters inside the pcm are changed.

I have changed the fuel filters, they were brite white clean. Air filter also changed at 7k. I can clear the code at work with our scanner but will leave it for the dealer. Thanks all

@@Fran11784 what brand / part number air filter are you currently using?

@@extremerc76 the DOC and DPF are one piece all welded assembly. The SCR system bolts to the DOC / DPF assembly.

@@eo8513 pretty much the same system, minor differences but the general principle and operating characteristics are the same.

@@MoragTong_ to clarify, your truck was delivered to you WITH a DPF. 2022 Cummins trucks were shipped from the factory without the Particulate Matter Sensor. This sensor sits at the very end of the emissions system, after the SCR canister, and monitors the exhaust flowing out of the emissions system. It looks for and “counts” soot particles. If it “sees” too much soot, it triggers a code that would indicate that your DPF has somehow failed. Normally this means the filter media inside the canister is cracked, or the canister itself is leaking. To reiterate: your truck still has the DPF and it will function correctly without that PM sensor in place. The letter in the mail you’re referring to is about the Y43 recall, which I discussed in the video. The truck should still function normally even if you do not have the Y43 recall completed yet. The missing sensor has no control over the DPF or its regen cycles. If your truck is in regeneration all the time, especially when towing, then you have a problem. Either the engine is running “dirty” for some reason and it’s filling the DPF with soot too quickly, or there’s an issue with the DPF and its associated systems and it is not regenerating properly. This is a VERY COMMON problem on 2022’s especially. When towing repeatedly, your truck should be able to achieve the maximum time between regeneration cycles, which would be 24 engine hours or roughly 900-1000 miles. I would caution you that if the truck is constantly in regeneration, you NEED to watch your engine oil level and condition VERY closely. Constant regeneration cycles can dramatically increase the amount of fuel diluted in the engine oil and this can rapidly cause more regeneration problems, as well as significant internal damage due to oil shearing and a lack of lubrication.

Is your check engine light on?

@@mbarber84 I have a 2021 ram 5500 Cummins and mine is doing the same thing as he and my check engine light is on

@@KMorieElmore hook the truck up to a scan tool and retrieve the diagnostic trouble codes. That will help to pinpoint what components are failing.

There is no injector for fueling regeneration on the 6.7 Cummins in the Ram HD trucks. On this platform, the engines own fuel injectors are used to fuel the regeneration process. Fuel is injected during the exhaust stroke and it’s pushed into the DOC / DPF. Not all diesel platforms use the “7 injector” or “HCI” to put fuel into the emissions system.

You are 100% incorrect. All, GMC ford and Ram have a injector for that. And in the Ram truck is right after the turbo. They quit doing that a long time ago with the over fueling for reiteration because it was causing a lot of problems. Problems like washing of the cylinder and excess amount of fuel in the oil.

@@Jc-bo1uu I am 100% correct. There is no fuel injector in-line with the exhaust system. Cummins does not use a dedicated HCI in the Ram application. All fuel for regeneration is distributed using the engines fuel injectors. Some diesels do indeed use a dedicated fuel injector in the fuel system, but the Ram 6.7 Cummins is not one of them.

I work on them I do know what I’m telling you. Everyone stop doing that a long time ago because of fuel washing. Look from the turbo down, you will see what looks like a sensor with a hard metal line coming off of it. That will be your fuel dozer injector. GM trucks it as right before the DPF. Go look at your truck and follow the The exhaust outlet pipe from the turbo and you will see it.

@@Jc-bo1uu I’ve been all over these trucks. My Own included. I’m laying under my 2022 6.7 Cummins right now looking at the turbo and the exhaust downpipe. There is no fuel line going to it. The only hard lines are for oil to the turbocharger and coolant lines to the turbo actuator. There is no fuel going to the emissions, and I knew there wouldn’t be. Thats not how Cummins handles regeneration fuel on these trucks. I’d post a picture but TH-cam doesn’t have that functionality

That’s a hard one to nail down because there are a lot of variables that can change that number. Generally speaking I would expect somewhere between 100k and 200k miles. How the truck is operated, the type of engine oil used, etc. all factor in to how long it will take.

If your truck is regenerating every 70 miles, you have one or more problems with the engine or emissions system. The dealerships have a diagnostic flow chart they have to work through. If the truck is showing code P2459 that means it’s regenerating too often. Nothing about this is “normal” and they need to take a much deeper look at the truck. There is a multitude of things they have to inspect on both the engine and the emissions system in order to determine where the fault(s) is / are. Be aware that when the truck regenerates too often, this can cause an excessive amount of diesel fuel to enter your engine oil. You’ll see an elevated reading on the dipstick, and if it isn’t handled, it can contribute to further emissions related issues and more P2459 code, as the high level of oil and fuel gets drawn into the crankcase ventilation system and then ultimately pulled into the compressor side of the turbocharger. If your dealership doesn’t want to tackle the work, or they’re incapable, you should either attempt to find a mor experienced dealership or contact Ram customer care and file a complaint / report and ask for assistance. It’s a brand new truck. They need to stand behind it. FWIW I wouldn’t go more than 5,000 miles on an oil change until you figure out what’s causing the regeneration issues. I would also obtain an engine oil analysis kit from Cummins or Amsoil and send it out to their lab. Both companies use Polaris laboratories for their independent oil analysis and they do great work. Be sure to note on the submission document that you suspect fuel dilution in the engine oil.

@@mbarber84 **update** The service manager asked that I take the truck in during a regen, regardless of if the CEL was on or not. It took 133mi for a regen, and they got it right in. They initiate a STAR report so that they could have the communication with the engineering team. The engineer(s) responded that the truck was acting normal based on the drive cycle information they could obtain. Nobody can say why the multiple regens are occuring, nor can they tell me the reason for the CEL, and lastly, nobody could articulate the parameters which would trigger the CEL to begin with. We just passed 2500 miles and they alleged that the engine may need as many as 15000 before it's broken in, and that the issue may self resolve in that time?!? Each time I take it in they force a regen and reset the light, but aren't attempting to fix anything. The selling dealer and the servicing dealer both seem to agree that it's abnormal... But nobody wants to figure why. My next CEL I'll be calling RamCares.

@@ernestagnew2383 it’s really disappointing that these dealerships and Ram tech support can’t get these trucks figured out. There’s a whole bunch that are doing the same thing. Keep me updated please!

@@mbarber84 Ram returned the truck to me after inspection of the Mass Airflow Sensor and a computer reset. I pulled my travel trailer (5000lb) for 410miles and noticed that the passive regen worked well. Went from 25% to 0 in my first 40 miles and stayed at 0. However, after about 80mi without the load, the dpf meter went from 0 to 12.5%. Coincidentally, I stopped less than a mile later and when I turned the truck back on, the meter read 25%! So it somehow added another 12.5% while off. Now the trailer is hooked back up, and 4 miles down the road the dpf gets to 30%+. Then like before, the passive regen begins, and the filter reads 0%, this time within 12 miles. The remainder of the trip it stayed at 0%, so round trip over 900 miles without an active regen, just passive. But the DPF sensor data is troubling. I'm wondering if either the filter is inconsistently filling and emptying and the sensor is picking it up, or the sensor isn't interpreting the data correctly? Maybe another issue within the computer? We noticed a 15% reduction in our fuel economy as well, but this was our first time on this route so that may not be an important detail yet. I've forwarded the info to the dealer but they won't get the truck back in until next week.

@@ernestagnew2383 for whatever reason, it seems like the 22+ trucks fill the DPF rather quickly when not towing. My truck will go 800-1000 miles between regeneration cycles in cold weather but only 300-500 when the summer comes. I have been testing fuel additives to see if any would improve the time and miles between regeneration cycles. I’ve found that Archoil is the only one so far to do so. I’ve seen a SUBSTANTIAL improvement since starting to use their products. One full tank of fuel treated with the AR6400D fuel system cleaner, followed by a subsequent tank treated with the 6500 fuel treatment. I’m now approaching 800 miles and 21 hours since the last regeneration cycle finished. This will be the first time in almost four months I’ve been able to go further than 12 engine hours or 400 miles between regeneration cycles.

Did changing the DPF filter fix your constant regen issues? We have a 2022 and have had it in probably 6-7 times since we purchased it due to constant regen and check engine light coming on. We also had issues with overloading code coming on when my husband hauled a gooseneck trailer with only 600 pounds of tongue weight. Most recently they had it for 5 weeks and replaced the air suspension system saying that was causing the truck not to fully regen properly. Since we got it back 1 week ago it has regenerated 4 times in less than 400 miles on it and the check engine light is on yet again. We are beyond frustrated and ready to call an attorney about lemon law.

I can tell you that I just purchased a 2024 Ram 3500 and I have 20K miles on it and mine has done it 3 times already.

Very unlikely that your DPF needs replaced in 53k miles. More likely you either have an upstream issue that’s preventing the DPF from regenerating properly, or something internal to the DPF is causing a regeneration issue. If the dealer is seeing code P242F and basing their judgment on that trouble code alone, that’s not a good enough diagnosis to automatically rule that the DPF needs replaced. There needs to be some diagnostics performed to find out why the truck is not regenerating properly. How do you drive and use the truck? What kind of drive cycles does it see? Are there check engine light and trouble codes active? How many engine hours (drive hours and idle hours)? Factory Emissions warranty is 5 years or 50k miles. Some states have overriding emissions laws that extend the warranty.

@@mbarber84 Thanks for the quick reply! I have an appt with the dealer tomorrow, so I'll see what they say, but wanted an independent opinion before they suggest replacing it all at my cost. I'll be sure they do some testing. The truck exists in my world to tow our 12K lb trailer, but it's also my daily driver in Arlington, VA with a 10 minute commute to work. It only gets good and hot maybe a few times a month. running hours is about 1200 and idle is ~250ish. I picked up the truck in 2022 at 16k miles after sitting on the lot for a year. I purchased the extended warranty to get me more time due to it being half way through warranty. Thanks again for your response.

@@dairyqween no problem. With those short drive cycles, it’s not going to get hot enough to regenerate passively, especially if that commute to work is all low speed and stop / go driving. Do you monitor your active regeneration cycles? Do you allow the truck to complete those when the message shows on the dashboard?

@@mbarber84 I have not paid much attention until two weeks ago. I will now. sounds like I should plan on getting it out to stretch its legs more often. I'm happy to hear it shouldn't need replacing at 50k miles.

@@dairyqween you really want to try and get it on the highway at 70mph or higher more, especially when it’s going into an automatic regeneration. It’s really important to let those cycles complete. Usually takes 20-30 minutes on the highway. Constantly interrupting those regeneration cycles, especially with a truck that sees repetitive low-speed operation or lots of stop & go, can lead to DPF issues. The truck never gets a chance to adequately remove the soot in the DPF. Also avoid idle time as much as possible.

Correct, over time, the DPF will accumulate ash that’s a byproduct of combustion and the removal of soot. It’s actually the remnants of the oil additive packages in your engine oil. The ash will build up slowly in the DPF, and can not be removed through the regeneration process. The DPF has to be physically removed and washed out with chemicals in order to remove the ash. Or, you can just replace the entire unit when it becomes full of ash.

I never said soot gets “blown” out of the DPF. Well aware of how the regeneration process converts soot into ash via heat. Did you watch the video? 3:00 min mark forward.

Maybe you should watch the video again

They aren’t as easy to clean out as a commercial truck DPF. I’ve seen some folks do it, but not as simple a process.

That usually indicates that you are either interrupting the regeneration cycles and not letting them finish routinely, or you have something else going on that’s making the regeneration process struggle.

@@mbarber84 can the inlet and outlet airflow sensors on the death filter be swapped out

@@adrionvalerio1678 it’s one sensor that reads both inlet and outlet pressures. And yes, they can be replaced.

@@mbarber84 where is that sensor? Is it the one on the right at the end of the video (particulate sensor)?

@@janericchannel4513 yes if you go to about 8:16 in the video, the PM sensor will be on the right. It’s the one with the green wrap around the wiring harness. It’s on the outboard side of the exhaust pipe. The sensor on the left with the blue wrap around the wiring harness is the NOx sensor. Both sensors are located aft of the SCR chamber. They are the last two components of the after treatment system.

I’m not a big believer in additives. Good clean diesel is what you want. Maybe some additives occasionally to help clean the injectors but I wouldn’t do so routinely.

@@mbarber84 So how would know if you got clean good diesel? You make it sound like you can go some were and measure the diesel quality. FWIW everybody can use and benefits from additive just because diesel quality is always lacking. I run EDT in my fuel fill up and diesel service. I also have some Gumont diesel cleaner that I use in my New Holland since it has a basic DPF setup with no driver information on what it 's doing of anything with DPF clogging.

@@kfelix2934 I heavily tested several fuel additives. Hotshot EDT and Extreme did absolutely nothing to reduce soot loading, extend the time or miles between regeneration cycles, and also provided no appreciable gain in fuel mileage. I also tried Power Service in the silver bottle. Same results. The only fuel additive I have used that actually lived up to its claims is Archoil AR6400D and AR6500. Both have helped to increase time and miles between regen cycles as advertised, with the AR6400D being more potent. In terms of Fuel quality, my point was to obtain fuel that is being purchased from a source that routinely turns their fuel over. Buying fuel from small “mom and pop” gas stations in the middle of nowhere, where fuel has a tendency to sit in storage for long durations increases the chance for buying fuel that may be contaminated in some manner (IE: water, sediment, algae, etc )

Not without the proper scan tool. What model year and how many miles?

@@mbarber842022 Dodge ram 3500 got a autel maxi

@@mbarber84still cant force regen

@@surenatashkarian4439 with the correct scan tool you can. Certain tools, like a Witech will give you the ability to conduct a stationary desoot.

Same problem twice now with my 22, I am about fed up with this truck for the price we pay this should never have a problem. These things are simply lemons...

@@eof3100 I would love to do that, but unfortunately the farm is in the process of being listed for sale so I’m not sure I’ll have the opportunity.

Yes it could be. If you need a pcm flash update in the future, when the dealer uploads the new flash, it’s going to contain the software to communicate with the PM sensor. If the sensor isn’t installed it’ll generate a perpetual “lost communication with pm sensor” code until the sensor is installed.

It’s so great the government made sure their trucks didn’t have it!