- Joined
- Jan 19, 2021
- Messages
- 3,385
- Location
- Rosemary Farm, Grass Valley Ca
- RV Year
- 2016
- RV Make
- Newmar
- RV Model
- Ventana 3427
- RV Length
- 35
- Chassis
- Freightliner XCR
- Engine
- 6.7 ISB 360/800
- TOW/TOAD
- 2001 Jeep Wrangler
- Fulltimer
- No
You can’t hurt anything by doing forced regens. There is no excess fuel being dumped into the DPF - just a specifically measured amount injected by the doser based on all requirements being met. So any diesel injected is immediately burned and if you interrupt a regen, injection stops.True…I have no track record with one of these things. I thought about starting and stopping…but don’t know how smart it would be to have it start dumping fuel into the ATS, and then stop the procedure with it un-burnt. Wish I knew more bout these things. My ‘98 Dodge didn’t have an after treatment system. And the Coach has been doing it’s thing without help from me…so far.
All that said, if you are showing low or no soot levels, there is also nothing to be gained by doing a forced regen. But it is a good idea to monitor your soot level periodically and run a regen when it gets to about 1/2 to avoid the rig requiring a parked regen while traveling. The problem with that is “what is 1/2?” as Neal pointed out. I also don’t get the 200% thing and I’ve never looked into that. I just do occasional forced regens.i
One explanation I’ve read is that when the DPF soot load reaches 100%, it’s at 100% of the regen threshold which is 50% of the DPF soot capacity. This would make sense but doesn’t explain why they don’t just use 50% and 100% so I’m not entirely convinced. Either way though, I would do a forced regen if I saw the soot load approaching 50%. Ideally the system will do its own active regens preventing soot loads this high, but due to driving conditions, it may not be able to do so.