DEF/DPF Trucks...GOOD or BAD?

I have never had an issue in the 4 months I have had my cascadia. If I am not running, the engine is shut down. If I need heat or cooling, I go to the Tri Pac for it.

 

If i buy my own truck I do plan on having an apu installed if i can afford it. I'm sure, like you've stated, you probably wouldn't have engine problems being as your not idling.

Ethan

 

Hey Ethan, could you explain why there might be problems from idling what Im guessing is a newer tractor with a DPF? Does it have to do with the regen process that those filters need? I need to purchase or lease 6-7 tractors soon and I'm searching for the best overall day cabs and sleepers, nothing fancy bc of costs. Thanks

 

The idleing issue comes from engine temperature. The DPFs work at a hotter temperature than the engine produces on a normal idle. By high idling you are able to get closer to the operating temperture the engine is designed to run at.

From my understanding is the soot that the DPF filters out gets baked off at the higher temperature but will just accumulate at when cooler.

 

Almost forgot to say thanks for the info.

For anyone else who's interested and is new to this tech, here's some info:

Passive regeneration occurs when the exhaust temperatures are naturally high enough to oxidize the soot collected in the aftertreatment diesel particulate filter faster than the soot is collected.Passive regeneration typically occurs when the temperature of the aftertreatment diesel particulate filter is above 316°C [600°F]. This occurs during highway driving or driving with heavy loads.
Since passive regeneration occurs naturally, it is considered to be normal engine operation. No fuel is added to the exhaust stream during passive regeneration.
Active regeneration occurs when the exhaust temperatures are not naturally high enough to oxidize the soot collected in the aftertreatment diesel particulate filter faster than it is collected.
Active regeneration requires assistance from the engine in order to increase the exhaust temperature. This is typically done by injecting a small amount of diesel fuel into the exhaust stream (called aftertreatment injection) which is then oxidized by the aftertreatment diesel oxidation catalyst. The oxidation of this additional fuel creates the heat needed to regenerate the aftertreatment diesel particulate filter.
For active regeneration to occur, the ECM must detect that the aftertreatment diesel particulate filter restriction has reached a specified limit. Once this limit is reached, the engine will alter its operation in order to create exhaust temperatures high enough to actively regenerate the aftertreatment diesel particulate filter.
An active regeneration event typically consists of two parts: a warming up phase and a regenerating phase.
The purpose of the warm up phase is to increase the exhaust temperatures to the point that aftertreatment injection can occur
Under some operating conditions, such as low speed, low load, or stop and go duty cycles, the engine may not have enough opportunity to regenerate the aftertreatment diesel particulate filter during normal vehicle operation. When this occurs, the engine illuminates the aftertreatment diesel particulate filter lamp to inform the vehicle operator that assistance is required, typically in the form of a stationary (parked) regeneration.
Stationary (parked) regeneration is a form of active regeneration that is initiated by the vehicle operator when the vehicle is not moving
The vehicle manufacturer has the that option of installing two switches that control aftertreatment functions: the start switch and the permit switch.
The start switch (known as the Diesel Particulate Filter Regeneration Start Switch in INSITE electronic service tool) is used to start a stationary (parked) regeneration. The vehicle manufacturer may also reference this switch as a stationary regeneration switch, start switch, or parked regeneration switch.
The permit switch (known as the Diesel Particulate Filter Permit Switch in INSITEelectronic service tool) is used to allow the vehicle operator to disable active regeneration, if necessary. The vehicle manufacturer may also reference this switch as an inhibit switch, stop switch, or disable switch

I just need to find more updated info but that seems to go hand in hand with everything else I've been reading.