The 2023 models actually have a "9th Injector" which is diesel injector located in the exhaust before the DPF so it doesn't dump fuel on the exhaust stroke like this year model.
Excellent video. So now I know why a guy I knew was stock piling jugs of "cow piss" (his term) years back when he bought his new Super Duty service truck. All he could tell me was that it's for the new emissions system. I was scratching my head. Great explanation of the particulate filter system.
I have a 23 ford f 250 that I Just purchased with 4k miles on it, which now has around 8k on check engine light came on yesterday. Called the dealer my regular advisor was on vacation so i spoke with another he stated it had set a p203d light, guess he pulled the code from the app, he said try topping of the dpf, went to ford dealer and picked up 2 of the motorcraft dpf at that wonderful price of about 50 bucks atwoods has dpf for more than half that price so what are differences?? Day after i picked the truck went to the local ford dealer that had serviced where i have my f 150 when ask what was best to run was motorcraft. Is this a common problem with these trucks? first diesel I have owned In years was a 7.3 with very few problems. With that being said just scared to buy 7.3 gas I Pull a boat quite often the 5.0 f 150 I traded would pull it pretty well just the handling characteristics where a little on the weak side and fuel milage not very good either, about 9mi per gallon pulling and bout 14 regular driving. recently took about 150 mile trip with 6.7 got about 18 pulling and 20 just in general.
@rodneyblackerby117 there is no code P203D. Sure you dont mean P203B? Which is reluctant level sensor "A" range performance. No adding def to it isn't going to fix their problem that service advisor is an idiot. ICheck reluctant sample for urea concentration and contamination using a urea refrsctometer. Inspect reductant quality module for Signs of excessive heat Damaged wiring harness or connectors Incorrect harness routing Incorrect connections Incorrect ground circuit connection to frame Pushed out pins Corrosion. If Incorrect urea solution concentration remove def tank drain flush and refill. For all other concerns (wiring etc etc etc) repair as necessary. Thats straight out of the workshop manual. Blue DEF is fine. Motorcraft is fine. Anything else seems to give trouble. And do not add any kind of def additive. As far as the 5.0 goes mine was getting 19 highway. Pulling g like 11. Miss that truck.
Thank you for the DPF explanation. We're still learning about the DPF after owning one for almost 12 years. 2012 chassis cab. Information seems difficult obtain on how these really work day to day. Our Ford dealer told us we needed to replace our DPF at about 130k miles. So we did. But it still regens at 65 - 70 miles. Last week at 143K they just replaced the turbo (twice had the code for turbo overboost and went into reduced engine power mode). So it's going back again now to see if they can figure out the DPF at last. We keep changing the oil a lot in the mean time. I've never seen such black oil. We have the double filter Amsoil bypass filter setup to help with the oil. The truck often seems to end the regen cycle before it's should finish. What are the parameters that end the DPF regen cycle? Would hitting traffic and/or red lights end it? It's difficult to finish a regen cycle as it is when you've already reached your customer, I wish the system would allow us to use the OCR to finish the regen cycle without continuing to drive (i.e. static regen to finish). We've been using Archoil fuel treatments. No codes were present, but we did find one of the EGT's needed to be replaced with forscan this year and replaced it, but we're still doing the regen far too often. Any thoughts on what could be causing the frequent regens? No codes to report.
Could be the particulate matter sensor acting up. Usually a reprogram of that fixes the issue. I don't like static regen. I like dynamic. You can move until it's done. If you have our turn on it should allow you to perform a dynamic.
@@BeardedFordTech Thanks for the response! Unfortunately I don't think this model year uses a particulate sensor. I've been taking some scan tool readings and found another EGT (14) w/ somewhat irratic/off temp readings. Replaced it. Last original EGT sensor. Also finding the DP has been 0 at KOEO, Idle, 30mph and up, but having a difficult time getting the bracket bolt loose to test it (don't want to break the mount). It's in a really tight spot with the transfer case and exhaust making life difficult. Especially since we don't have a lift. Have you replaced any of these? Any technique or tool that would make this possible? Thx.
@gharr5261 it had a particulate sensor. It's at the back of the scr. Right next to the Knox sensor and EGT4. There is no pids for that sensor cause it senses particulates. That's how it knows how full it is. Along with some other computer math it does. 2011-2024 have them. On a regular truck it's at the back of the tail pipe
@@BeardedFordTech Thanks for the reply. This old 2012 doesn't have a particulate sensor, I looked at the truck again, and checked the parts diagram even. I'm still trying to get up to speed on using Forscan. We've finally got the Diff. Pressure sensor mounting bolt out so we could pressure test it. Still 0.0 in Forscan DPF_DP reading. Also at KOEO, KOER, 30mph and up when it was still connected to the exhaust system. Is that the correct Forscan PID for this sensor? Thanks again.
Yeah. They can. The ford uses heat get the exhaust up to over 1000 degrees. Burns it out of the filter. Chevrolet uses a diesel injector to ignite it. The new fords actually have a diesel injector on it now where it sprays diesel into the exhaust to ignite and burn it out as well. The DEF is still used the same mixing into the exhaust stream for a chemical reaction to occur. The only difference on the new ones vs this one is now theres a diesel Injector in the exhaust stream used during Regen. Compared the the old style where it's just straight up hot!
Yeah it can be a pain. The new ones work differently. I saw a banks video. If you have it on there but tune the truck correctly it will make more power. But it's so big and costs more money a d well yes you get the point.
Much thanks for the explanation. With only 34k miles, very light towing (rarely tow, trailer weight only 2,500 lbs) and conservative driving, my 2017 F250 service engine light came on, indicating DPF blockage. Ford says I need to REPLACE the DPF. The DPF allegedly should last ~100k miles, so this suggested charge so early comes as a shock. Since ineither the active or passive regen prevented this, do you know if the operator commanded regen would unblock the DPF? If not, are the 'bake and blow' or chemical cleaning methods appropriate, or am I stuck shelling out $1100?
That's a very good question. Did he say what the code was? A P2002 code indicates that it does need to be changed because there is possibly a crack in it. Operator commanded Regen will clear it some but it will come right back. I just did a 2017 with the same issue. Replaced the particulate matter sensor and reset the parameters and it got clogged. Installed a new system and new sensor. Reset parameters and all is good now. How much idling do you do? What kind of oil are you using? Are you running a fuel system additive(that's a must). All of this also has an effect on the DPF system.
@@BeardedFordTech Thank you for a surprisingly fast and detailed reply. I looked at the paperwork supplied following the diagnostic. It does not identify the code. It simply states "Replace particulate matter sensor, recalibrate module to latest calibration". Most of my driving is highway (not city), but some level of idling is inevitable. I rarely go over 65, so the RPM seldom exceeds 1600. Every oil change has been at Ford (~5k mile intervals), so it's whatever they specify. I have never used an additive. What do you recommend, and why? Is it one of the 'regen' additives, and must it be added with every refueling?
@@gregparrott ford oil is good done at the dealer. They replaced the particulate matter sensor and reset the learn strategy and the fault comes back then yes you need a dpf. As far as fuel additive it's not for def. It helps minimize water boost cetane and clean the fuel system and injectors. You should be adding it at every fill up and changing the filters at least every 10k and doing a fuel sample every month. Your not doing anything wrong. Just you got a dpf not very well built.
@@BeardedFordTech Thanks for the reply. What I'm getting from this is that this will be my first and LAST Diesel. I don't tow anything heavy enough to warrant these extra costs and lack of reliability.
I have a p24b3 changed particulate filter sensor checked battery voltage, checked harness and still have light on after driving over 200 miles as soon as I turn, the truck on the check, engine light comes back on even after removing code.
@@bruceybaby97 go to the menu where it shows the exhaust filter percentage. If it's up to temp and you have the park brake set it should say "hold okay to clean" then say "exhaust position safe hold okay to clean". If it doesn't show that then your going to have to use a scan tool to turn it on
@@bruceybaby97 parked for a static operator commanded Regen. Drive it too get it to temp. Then when you come back and put it in park with park brake applied it should say "hold okay to clean" then the next one will ask if exhaust is clear. Meaning are you in an open ventilated area. Then "hold okay to clean". Rpms will raise and fan will kick on high. If you need it to stop just push the brake pedal.
I have a 2012 f-250 6.7L lariat and the service engine light came on with this code P164A, I did my research and not sure but I think is the nitrogen oxide sensor, any thoughts if you could help please
Very informative video as always! Appreciate your knowledge of diesel engines. My tow cents is delete this government crap! Oppps I didn’t say that but yeah I did. 🤣🤣🤣
Yeah, so what's the difference between this and the 2008-10 engine that kept blowing cylinders by injecting more fuel in cylinders 7/8? And killing those engines?
The 6.7 doesn't get killed by doing it. And the 2023 models actually have a diesel injector in the exhaust stream now instead of dumping fuel on the exhaust stroke.
@@Lykapodium Nope. Not at all. If you get a code P2002 you'll need a dpf system. It's because it has a crack in it somewhere and there's a tsb for that.
@ZLSLOW of course it's about money. But there is a chemical reaction that occurs and emissions are reduced. It does work. But. then again it's about the money.
I drove a 2008 Ford 250 diesel for 12 years and this filter was always clogging and it would want to shut your truck down if not clean and if you came to your destination after driving say 100 miles it would show a screen that said drive about a half hour to clean . Yes drive another half hour to pollute the air with black smoke pouring out of the tail pipes.What a piece of junk it was and a couple of times cost me about 1000$, This design should never been and who ever designed it is a moron along with Ford for using it.
Ford didn't come out with this design until 2011. So how did you have this one on a 2008? You had a different design on the 2008 6.4 liter. basically did the same thing. And ford isn't the only brand that uses it.
The 2023 models actually have a "9th Injector" which is diesel injector located in the exhaust before the DPF so it doesn't dump fuel on the exhaust stroke like this year model.
😲😲😲😲😲😲😲😲😲😲😲😲😲😲😲😲
Thank so much. I understood my 2012 and now have a 2023. Reading your comment was the information I was looking for. 9th injection.
@@ghostpepperrides4805 yep 9th injector on the exhaust.
Thanks man!! 1st time owner and this was real helpful to wrap my head around what the system does and how it actually works!!
Your welcome. What kind of diesel you got?
2024 F250 6.7l
Excellent video. So now I know why a guy I knew was stock piling jugs of "cow piss" (his term) years back when he bought his new Super Duty service truck. All he could tell me was that it's for the new emissions system. I was scratching my head. Great explanation of the particulate filter system.
That one was for you friend. You asked me about it the other day. Just had to find time to film it.
@@BeardedFordTech I appreciate it brother. I'm not too familiar with diesels. They require a lot of maintenance.
@@mlieser1230 but. Just like any vehicle. Maintain it. It will last
Explained well thank you! What's the best DEF fluid to use or are they all the same? Blue DEF is a big brand. 😊
@@bradhelfrich6602 Blue DEF is a great one. They all aren't the same. Can't go wrong with Blue DEF though
Thanks man I learned what I needed .
Actually doing a different now lol.
I have a 23 ford f 250 that I Just purchased with 4k miles on it, which now has around 8k on check engine light came on yesterday. Called the dealer my regular advisor was on vacation so i spoke with another he stated it had set a p203d light, guess he pulled the code from the app, he said try topping of the dpf, went to ford dealer and picked up 2 of the motorcraft dpf at that wonderful price of about 50 bucks atwoods has dpf for more than half that price so what are differences?? Day after i picked the truck went to the local ford dealer that had serviced where i have my f 150 when ask what was best to run was motorcraft. Is this a common problem with these trucks? first diesel I have owned In years was a 7.3 with very few problems. With that being said just scared to buy 7.3 gas I Pull a boat quite often the 5.0 f 150 I traded would pull it pretty well just the handling characteristics where a little on the weak side and fuel milage not very good either, about 9mi per gallon pulling and bout 14 regular driving. recently took about 150 mile trip with 6.7 got about 18 pulling and 20 just in general.
@rodneyblackerby117 there is no code P203D. Sure you dont mean P203B? Which is reluctant level sensor "A" range performance. No adding def to it isn't going to fix their problem that service advisor is an idiot. ICheck reluctant sample for urea concentration and contamination using a urea refrsctometer.
Inspect reductant quality module for
Signs of excessive heat
Damaged wiring harness or connectors
Incorrect harness routing
Incorrect connections
Incorrect ground circuit connection to frame
Pushed out pins
Corrosion.
If Incorrect urea solution concentration remove def tank drain flush and refill.
For all other concerns (wiring etc etc etc) repair as necessary.
Thats straight out of the workshop manual.
Blue DEF is fine. Motorcraft is fine. Anything else seems to give trouble. And do not add any kind of def additive.
As far as the 5.0 goes mine was getting 19 highway. Pulling g like 11. Miss that truck.
Great vid great explanation. Maybe one day I’ll get one when the wife doesn’t know
You have to.go buy it. Bring it home and be like honey look someone left this in the driveway for me. I'm going to keep it.
Thank you for the DPF explanation. We're still learning about the DPF after owning one for almost 12 years. 2012 chassis cab. Information seems difficult obtain on how these really work day to day. Our Ford dealer told us we needed to replace our DPF at about 130k miles. So we did. But it still regens at 65 - 70 miles. Last week at 143K they just replaced the turbo (twice had the code for turbo overboost and went into reduced engine power mode). So it's going back again now to see if they can figure out the DPF at last. We keep changing the oil a lot in the mean time. I've never seen such black oil. We have the double filter Amsoil bypass filter setup to help with the oil. The truck often seems to end the regen cycle before it's should finish. What are the parameters that end the DPF regen cycle? Would hitting traffic and/or red lights end it? It's difficult to finish a regen cycle as it is when you've already reached your customer, I wish the system would allow us to use the OCR to finish the regen cycle without continuing to drive (i.e. static regen to finish). We've been using Archoil fuel treatments. No codes were present, but we did find one of the EGT's needed to be replaced with forscan this year and replaced it, but we're still doing the regen far too often. Any thoughts on what could be causing the frequent regens? No codes to report.
Could be the particulate matter sensor acting up. Usually a reprogram of that fixes the issue. I don't like static regen. I like dynamic. You can move until it's done. If you have our turn on it should allow you to perform a dynamic.
@@BeardedFordTech Thanks for the response! Unfortunately I don't think this model year uses a particulate sensor. I've been taking some scan tool readings and found another EGT (14) w/ somewhat irratic/off temp readings. Replaced it. Last original EGT sensor. Also finding the DP has been 0 at KOEO, Idle, 30mph and up, but having a difficult time getting the bracket bolt loose to test it (don't want to break the mount). It's in a really tight spot with the transfer case and exhaust making life difficult. Especially since we don't have a lift. Have you replaced any of these? Any technique or tool that would make this possible? Thx.
@gharr5261 it had a particulate sensor. It's at the back of the scr. Right next to the Knox sensor and EGT4. There is no pids for that sensor cause it senses particulates. That's how it knows how full it is. Along with some other computer math it does. 2011-2024 have them. On a regular truck it's at the back of the tail pipe
@@BeardedFordTech Thanks for the reply. This old 2012 doesn't have a particulate sensor, I looked at the truck again, and checked the parts diagram even. I'm still trying to get up to speed on using Forscan. We've finally got the Diff. Pressure sensor mounting bolt out so we could pressure test it. Still 0.0 in Forscan DPF_DP reading. Also at KOEO, KOER, 30mph and up when it was still connected to the exhaust system. Is that the correct Forscan PID for this sensor? Thanks again.
@gharr5261 email me your VIN please
Love you explanation of how the exhaust works. I know the government can screw up a one car funeral
Yeah. They can. The ford uses heat get the exhaust up to over 1000 degrees. Burns it out of the filter. Chevrolet uses a diesel injector to ignite it. The new fords actually have a diesel injector on it now where it sprays diesel into the exhaust to ignite and burn it out as well. The DEF is still used the same mixing into the exhaust stream for a chemical reaction to occur. The only difference on the new ones vs this one is now theres a diesel Injector in the exhaust stream used during Regen. Compared the the old style where it's just straight up hot!
Super interesting, thank you!
Your welcome.
Thank you for the video. I learned that I don't want this crap on my truck 😒
Yeah it can be a pain. The new ones work differently. I saw a banks video. If you have it on there but tune the truck correctly it will make more power. But it's so big and costs more money a d well yes you get the point.
Much thanks for the explanation. With only 34k miles, very light towing (rarely tow, trailer weight only 2,500 lbs) and conservative driving, my 2017 F250 service engine light came on, indicating DPF blockage. Ford says I need to REPLACE the DPF. The DPF allegedly should last ~100k miles, so this suggested charge so early comes as a shock. Since ineither the active or passive regen prevented this, do you know if the operator commanded regen would unblock the DPF? If not, are the 'bake and blow' or chemical cleaning methods appropriate, or am I stuck shelling out $1100?
That's a very good question. Did he say what the code was? A P2002 code indicates that it does need to be changed because there is possibly a crack in it. Operator commanded Regen will clear it some but it will come right back. I just did a 2017 with the same issue. Replaced the particulate matter sensor and reset the parameters and it got clogged. Installed a new system and new sensor. Reset parameters and all is good now. How much idling do you do? What kind of oil are you using? Are you running a fuel system additive(that's a must). All of this also has an effect on the DPF system.
@@BeardedFordTech Thank you for a surprisingly fast and detailed reply. I looked at the paperwork supplied following the diagnostic. It does not identify the code. It simply states "Replace particulate matter sensor, recalibrate module to latest calibration". Most of my driving is highway (not city), but some level of idling is inevitable. I rarely go over 65, so the RPM seldom exceeds 1600. Every oil change has been at Ford (~5k mile intervals), so it's whatever they specify. I have never used an additive. What do you recommend, and why? Is it one of the 'regen' additives, and must it be added with every refueling?
@@gregparrott ford oil is good done at the dealer. They replaced the particulate matter sensor and reset the learn strategy and the fault comes back then yes you need a dpf. As far as fuel additive it's not for def. It helps minimize water boost cetane and clean the fuel system and injectors. You should be adding it at every fill up and changing the filters at least every 10k and doing a fuel sample every month. Your not doing anything wrong. Just you got a dpf not very well built.
@@BeardedFordTech Thanks for the reply. What I'm getting from this is that this will be my first and LAST Diesel.
I don't tow anything heavy enough to warrant these extra costs and lack of reliability.
@@gregparrott they are very reliable. But there has been a bad batch of dogs the last few years
I have a p24b3 changed particulate filter sensor checked battery voltage, checked harness and still have light on after driving over 200 miles as soon as I turn, the truck on the check, engine light comes back on even after removing code.
Did you reset the particulate matter sensor? You put a new one in but tou have to use a scan tool and reset the parameters
Good content thanks!
I havent seen an option for oporator command regen, do i need a scanner to do the regen?
Yes it has to be turned on. What year is yours?
2018
@@bruceybaby97 go to the menu where it shows the exhaust filter percentage. If it's up to temp and you have the park brake set it should say "hold okay to clean" then say "exhaust position safe hold okay to clean". If it doesn't show that then your going to have to use a scan tool to turn it on
Do I need to be parked or driving to complete the regen?
@@bruceybaby97 parked for a static operator commanded Regen. Drive it too get it to temp. Then when you come back and put it in park with park brake applied it should say "hold okay to clean" then the next one will ask if exhaust is clear. Meaning are you in an open ventilated area. Then "hold okay to clean". Rpms will raise and fan will kick on high. If you need it to stop just push the brake pedal.
Good info 👍🏼
💯💯👍
Thank you super helpful
💯💯
Great video! Is there a part 2 on how to properly delete the entire system? 😂
No. Can't show ypu how to delete. Plus I can't delete these. Emergency vehicles. Sorry 😞
If you break a Nox senor does the DPF system have to replace
No. Not if you can extract the sensor
What year is this truck in the video ? Looks a little different set up than my 2012 f-250 6.7 diesel
@angeltorresescobar3169 2015 same as a 2012. But it's also a cab chassis. They are setup slightly different
I have a 2012 f-250 6.7L lariat and the service engine light came on with this code P164A, I did my research and not sure but I think is the nitrogen oxide sensor, any thoughts if you could help please
@angeltorresescobar3169 yea usually it. Replace it and reprogram the pcm and reset all values
Thank you for your assistance, very helpful
@@angeltorresescobar3169 your very welcome
Very informative video as always! Appreciate your knowledge of diesel engines. My tow cents is delete this government crap! Oppps I didn’t say that but yeah I did. 🤣🤣🤣
Trust me if I could. I would. And that conversation has come up lol. But unfortunately we can't 🤦♂️
@@BeardedFordTech i understand. Keep sending great videos and have a great night. 👍👍👍👍
@@Pjnow1366 you as well. I greatly appreciate you checking them out. It doesn't go unnoticed
Yeah, so what's the difference between this and the 2008-10 engine that kept blowing cylinders by injecting more fuel in cylinders 7/8? And killing those engines?
The 6.7 doesn't get killed by doing it. And the 2023 models actually have a diesel injector in the exhaust stream now instead of dumping fuel on the exhaust stroke.
@@BeardedFordTech how does the gen 2 6.7 do it? Does it still do cylinder injection? I have a 2019
@@Lykapodium yep. On the exhaust stroke it does. the diesel injector wasn't added to the exhaust stream (just before the def injector) until 2023
@@BeardedFordTech is this something to worry about like on the 6.4L?
@@Lykapodium Nope. Not at all. If you get a code P2002 you'll need a dpf system. It's because it has a crack in it somewhere and there's a tsb for that.
Good video but DEF is net negative for the environment. It's always been about the money 😂🤦🏻♂️🤦🏻♂️
@ZLSLOW of course it's about money. But there is a chemical reaction that occurs and emissions are reduced. It does work. But. then again it's about the money.
I drove a 2008 Ford 250 diesel for 12 years and this filter was always clogging and it would want to shut your truck down if not clean and if you came to your destination after driving say 100 miles it would show a screen that said drive about a half hour to clean . Yes drive another half hour to pollute the air with black smoke pouring out of the tail pipes.What a piece of junk it was and a couple of times cost me about 1000$, This design should never been and who ever designed it is a moron along with Ford for using it.
Ford didn't come out with this design until 2011. So how did you have this one on a 2008? You had a different design on the 2008 6.4 liter. basically did the same thing. And ford isn't the only brand that uses it.
semper fi mechanic is a known thief.he stole a cat convertor off a customer's car and got busted.
Email me. Aheflin31@gmail.com