Restricted exhaust flows can shift a filter’s substrate or lead to a crack or outright break in the material, adds Cory Just, Navistar’s director – dealer field service.Īn active regen’s high heats can even create problems of another sort, as the otherwise fluffy ash sinters and fuses into ever-tougher blocks that are difficult to clear away. “This will cause accelerated wear on the turbo seals valves,” says Ralph Deayton, operations manager at the DPF Company, which cleans and restores such filters. Sustained back pressures can lead to several issues, too. And once the filter becomes too restricted with anything – the unaddressed soot, or even the resulting ash – the engine will de-rate, leaving drivers with just enough power to limp off the road. Ignore the warning lights that call for the added heat, no matter the truck’s application, and the back pressure begins to climb. “Even when we call an engine hot, it’s many times not hot enough for a DPF … It’s a lot of heat, and really the only way Class 8 engines get there is you need about a 50% workload or more for some extended period of time, like 30 minutes or more.” “You’re looking at 250-300 degrees Celsius for this regen operation,” Agebrand says. Even coolant heaters and pre-heaters that help to crank engines in frigid temperatures will fall short of DPF needs. Indeed, there is no substitute for this all-important engine heat. This filter has put in 760,000 miles of service. “It’s just a question of temperature.” A DPF is designed to last at least 400,000 miles. But lighter loads, extra idling, excessive horsepower, or heavy stop-and-go traffic will typically require parked trucks and more of the “active regens” to tackle the contaminants. Most maintenance headaches are linked in some way to the underlying “regeneration” process that reduces soot, oil, fuel from failed injectors, or leaking coolant into the ash laden with nothing but oil additives and wear metals.Ī heavily loaded over-the-road engine generates much of the heat needed for the “passive regens”, requiring drivers to take little action. Filter-fouling sulfur levels are now a distant memory.īut there’s only so much a well-engineered ash can can do. Many of the earliest failures had more to do with limited supplies of ultra-low-sulfur diesel, he adds, referring to the fuel change that emerged with the aftertreatment systems in 2007. “The DPF, to some extent, has had a little bit of a bad rap,” offers Johan Agebrand, director – product marketing at Volvo Trucks North America. Black smoke that once spewed from exhaust stacks is largely a thing of the past thanks to these devices that stand guard against particulate matter. They get no respect - at least, not the respect they arguably deserve. I am sure that the collection will give a great overview of the special and beautiful American Trucks.Diesel particulate filters could be considered the Rodney Dangerfield of truck components. If that is the case please tell me and I will immediately remove the picture or change the source. It is however possible that I do not know who originally made a picture or that a picture has copyrights that I am not aware of. If you send me information I will ofcourse explicitely mention your name or the source of information. I will publish my own pictures or pictures that I have in my own collection. If you have any additional information, pictures, prints or documentation, please send a reaction via one of my messages and I will add it, after contacting you by mail. Macks, Kenworths, Peterbilts, Freightliners and other trucks from especially Europe, but also Asia, Africa, North and South America will be added to this log to give a complete overview and impression of the american trucks. In this Blog I will try to give an overview of American Trucks driving on all continents of the world. Welcome to the Blog with pictures of the most beautiful American Trucks.
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