Jump to content

Diesel Particulate Filter Regeneration Frequency

tripleb
 Share

Recommended Posts

tripleb Enthusiast

tripleb

Posted
Posted (edited)

Has anyone had this recall done and if so, were there any "side effects" ?

 

The following recalls and programs have been found for your 2019 Chevrolet Silverado 3500HD

  • VIN: xxxxxxxxxxxxxxxxxx
  • Results last updated: Feb 15, 2020

Recalls and/or programs for your vehicle in which repairs have not been completed are listed below.

Safety & Non-Compliance Recalls

 

  • GM Recall #:
  • N192273630
  •  
  • Date Issued:
  • Nov 14, 2019

Recall Title:

Diesel Particulate Filter Regeneration Frequency

Recall Description:

General Motors has decided to conduct a voluntary emissions recall involving certain 2019 model year diesel engine vehicles. The engine control module (ECM) in these vehicles may not adequately diagnose or illuminate the malfunction indicator lamp (Check Engine Light) when frequent regeneration of the diesel particulate filter (DPF) occurs.

Safety Risk Description:

TBD

Repair Description:

Dealers are to program the engine control module (ECM) with corrected software.

Customer Action:

TBD

Part Availability:

TBD

Edited by tripleb
redwngr Senior Enthusiast

redwngr

Posted
Posted

Last letter I got from GM said the fix was not yet available and they would notify when it is.

 

 

 

  • 2 weeks later...
Diver6 Enthusiast

Diver6

Posted
Posted

I had mine done and I think it regens less now. Nothing bad that I have noticed.

  • 4 weeks later...
rswelch New Member

rswelch

Posted
Posted

Just a note on this "voluntary" recall.  If you have the truck registered in California as I do, if the "voluntary" recall isn't performed you will not be able to renew your vehicle registration.  This is clearly explained on the back side of the recall notice.  So explain to me why this is voluntary???

redwngr Senior Enthusiast

redwngr

Posted
Posted

Shouldn't  regen any different. 

 

The change is in the monitoring of the frequency of regens.  If it is regening too often the current programming MAY not be notifying. 

 

 

FWIW, it doesn't say 'voluntary' on the GM Canada notices, even though the Cdn emission stuff is usually done the same as in the US.

This time, the GM Canada notice say it is 'in accordance with the requirements of the Canadian Environmental Protection Act'. 

 

Got the second notice this week.  This time saying they are now ready to perform the update.  

Has the same emission recall number as before, but also has an Environment and Climate Change Canada Recall #

 

  • 1 month later...
bowrider New Member

bowrider

Posted
Posted

I just did 2018 3500. I use an Edge Insight CTS2 for additional monitoring and it has a guage output that give miles since last regen. After the update this output is is always 0.

 

  • 2 months later...
2017HD Enthusiast

2017HD

Posted
Posted

I recently got the second letter stating that they were ready for both the emissions and the heater cord mods. This was also done in conjunction with an oil change. So far I have not noticed any real change - except that the in the past the regen raised the idle RPMs to around 1k, now they are a bit less. I think the frequency of the regens is about the same- for me it was about every 400 miles or so. Now that I have retired, I am not necessarly driving it daily and using it more for hy and towing.

  • 2 weeks later...
Saddlemule New Member

Saddlemule

Posted
Posted

I'm on the 6th week with my 2016 duramax in a dealers garage waiting on a particulate filter. It has 80k miles. Its my work truck with anvil and power tools mounted to the frame and bed. My business is going down the drain, I've never been so frustrated in my life. Customer service is nonexistent. Its my 3rd and last duramax. Where the hell is the part I need to get back on the road? Are we living in a 3rd world country? COME ON! 

Colossus Senior Enthusiast

Colossus

Posted
Posted

If it's any comfort, Dodge and Ford have had DPF issues as well.  I've heard of the same issues, getting parts, frequent regens, regens not completing blah.  Add to that DEF issues.  Knock on wood the DPF on the 2- 2008 Duramax's I've owned have been trouble free.  Current truck has 205,000 miles and still regens once every 350 miles or so, my former 2008 with lower miles would regen once every 400-500 miles.  I loved it, and it's bigger fuel tank.. uggh.  I owned a 2013 2500 Duramax for a year or so and I had major DPF and DEF issues, all covered under warranty, but problematic none the less.  Then when the warranty expired and the NOC sensors began acting up, I got rid of the thing.  When it went into a regen, I could smoke out an intersection with white smoke.  I see Fords do this as well, ha ha.   I got pulled over and had to explain to the officer that it was doing a regen and this was "normal" according to the dealer.  Got a written warning and drove over to the dealer and gave it to the service manager and suggested they forward this onto the engineers at GM because this was going to be an issue. 

The DPF in the 08 LMM Duramax used a different method of injecting diesel into the DPF during regen.  But with the addition of DEF on the LMLs I think they had to change things around a bit and it was not good.  I haven't heard too much complaining about the current Diesels so hopefully GM and the others got some bugs worked out, but that is not helping you out any in your current situation.  Sorry.

 

 

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now
 Share
Go to topic listing

  • Latest Articles

  • Posts

    • Grumpy Bear
      Some Assembly is Required

      By Grumpy Bear · Posted

      Can it still be Assembled I?    Stribeck says that we need a certain amount of viscosity under conditions of load and velocity to prevent two surfaces of a know roughness from tearing each other asunder. And we have marketing trying to tell the masses that those two surfaced require less of that commodity due to more exact limits being placed on the same old clearances. We also know that there are limits to how hard something can before it becomes to brittle to be viable and to smooth to 'wet' the surface and that both of those conditions have been known and met since about the Second World War.    That viscosity value shook out at 10 centistokes at 212 F just under a hundred years ago.  Give this a look: [Anton Parr]     What is advertised is the Kinematic viscosity (mm2/s) or that which has been density adjusted but the value we are after is the dynamic viscosity (mPa.s) or true viscosity. You can see that this number is dependent on density thus base stock and temperature. You can also see that an SAE 30 doesn't reach that value in this example. However an SAE 30 that is at the upper end of the SAE 30 range; 12.5 cSt (mm2/s), might. 12.5 * .83 = 10.375 (mm2/s). If you could find an SAE 30 at the upper end these days.   Then there is the complication of viscosity modifiers or VII or VM, whatever you wish to call them. Polymers added to very thin base oils, perhaps 3 to 6 cP oils, that will meet the SAE *W30 spec at 'tested' shear rates and 100 C/212F  target temperature. So a polymer fortified base that is a fraction of the 10 cP requirement Stribeck insist upon.   This could be all well and good if those polymers didn't have two very problematic 'features'. They shear or loose viscosity both 1.) permanently and 2.) temporality. And they do both omitted in the advertised data with the distinct  purpose of deceiving the consumer of the actual operating state of the fluid. I've shown the example of Warren Oils COSTCO 10.91 cSt 5W30 formuation several times where the 100 C HTHS value is 6.9 cP!! That's the temporary shear down and with and SSI or shear stability index of 9.4 cSt. Note the intentional deception in using mixed units?    After a short while that 9.4 cSt oil has a viscosity corrected dynamic value of 7.8 cP. But as the SSI is still within the range of an SAE *W30 whose lower value is 9.3 cSt.    This allows them to continue to call this SAE 16 weight oil a 30 weight, the cake, and still meet the API requirements for fuel efficiency IMPROVEMENT mandated by the EPA. The eating of the cake. By the time you've worn out your motor doing the responsible thing by adhering to the warranty requirements, (the stick), you get deprived of the carrot, wear control. So sad, to bad.   So what can be done? Do I need actually say? [Anton Parr]       Even this must be monitored if the oil is on the low side and the VII an organic or you opt for a 0W40 with an even lighter base oil and more / higher MW VII. (Note the lower density of the 40 weight versus the SAE 30 mono-weight?)    There is another workaround. Temperature. An SAE *W30 run at a bulk temperature of between 180 and 195 F.    Being the belt and suspenders sort I am I do both. Run it cook and run it heavy.    In Part II I'll work the AW package. 
    • Atlas
      Wow I'm in a pickle. (Broke down truck) and a story.

      By Atlas · Posted

      So, do I go elbow-deep on this thing or list it for sale and play dumb? Seems to "runs good."   I'm about $1200 away from having: -a rebuilt injector ($300) -a new cat ($250) -a new cat back exhaust (OE style) ($300) -a new AC compressor ($200) -AC refrigerant charge ($150)   In theory, this should rectify the obvious detracting issues from its value and operability. Cold AC with a non-squeaking AC pulley both sounds and feels good. An exhaust that isn't cut/hacked in 17 different places and doesn't vibrate on a crossmember would make it sound and feel less janky. A working cat would help the stink, and will save the earth, but *if and only if* the fuel system is working properly, which would also address the intermittent "rich" CEL.   Heard a good one... CEL for "Rich condition" means you haven't spent enough money on the truck lately, and it's letting you know.   Rebuilding the injector would seem to be the most important part. Replacing the cat would be secondary. I don't think mine is plugged or overly restricted, but it might be a little restricted? I have no good way to tell other than seat of the pants feel. I hate the smell.   The current theory is I have a rich idle problem: A bad fuel pressure regulator, or a leaking injector(s) being the highest probabilities. I already replaced the FPR but that doesn't mean its replacement isn't also bad. It was a new part from Dorman, but the packaging looked like it had been sitting on a shelf for 20 years.   This is the (single) upstream O2 sensor shown at idle. I'm getting a lot of "rich" it seems. Sometimes it stays high like that and doesn't drop down. That makes me think it's processing injector leaks or a partially stuck open injector.     Other times it looks like this. Nice oscillations between rich and lean, which is what I think it should be. Under load and at speed, the oscillations are nice and tight and uniform looking, high and low.     Fuel trims suggest the PCM is compensating pretty hard at idle to pull fuel out. But it's not enough to trip a CEL. Something about slowing to a stop: brake vaccum booster, EGR, or the EVAP purge is delayed, or there's pooled fuel in the intake again that's draining into a cylinder is enough to set the CEL. Of course, in two days of driving, it hasn't set. I was hoping to actually look at the freeze-frame data when it sets. IAT is high because it's idling on an 83 degree day here.  
    • Another JR
      Gasser Subforum Has Been Quiet - - So, Regenerative Braking and Using L10

      By Another JR · Posted

      Have considered installing a DC to DC charger in your camper to replace your isolator?  
    • newdude
      Gas fill door

      By newdude · Posted

      Common failure.  You need to replace the fuel door housing.   The painted cover transfers over to the new housing.  To remove the old one there is 4 spots where you poke the plastic to release it.  
    • newdude
      Gasser Subforum Has Been Quiet - - So, Regenerative Braking and Using L10

      By newdude · Posted

      No such thing as regenerative braking on a pure ICE vehicle.     Regenerative braking is the re-capture of energy from electric motors and stores it in the battery pack.  So hybrids, PHEV and EVs have regenerative braking.     What you are seeing is the charging system changing modes is all.  Its likely entering charge mode for some sort of reason is all.  All of the charging modes will be listed below.   As for L10 vs D.  L10 turns off automatic grade braking.  L10 puts you in control of grade downshifts where in D it will automatically do it based on brake pedal position and other factors.  Otherwise L10 and D drive exactly the same aside from that one aspect.    Battery Sulfation Mode The BCM will enter this mode when the interpreted Generator output voltage is less than 13.2 V for 45 minutes. When this condition exists the BCM will enter Charge Mode for 2–3 minutes. The BCM will then determine which mode to enter depending on voltage requirements.   Charge Mode The BCM will enter Charge Mode when ever one of the following conditions are met:   Windshield wipers are ON for more than 3 s. Climate Control Voltage Boost Mode Request is true, as sensed by the HVAC control module via serial data. High speed cooling fan, rear defogger, and HVAC high speed blower operation can cause the BCM to enter the Charge Mode. The estimated battery temperature is less than 0°C (32°F). Battery State of Charge is less than 80%. Vehicle speed is greater than 145 km/h (90 mph) A current sensor malfunction exists. System voltage is determined to be below 12.56 V When any one of these conditions is met, the system will set targeted generator output voltage to a charging voltage between 13.9–15.5 V, depending on the battery state of charge and estimated battery temperature.   Fuel Economy Mode The BCM will enter Fuel Economy Mode when the estimated battery temperature is at least 0°C (32°F) but less than or equal to 80°C (176°F), the calculated battery current is less than 15 A and greater than −8 A, and the battery state-of-charge is greater than or equal to 80%. Its targeted generator output voltage is the open circuit voltage of the battery and can be between 12.5–13.1 V. When fuel economy mode is active, the generator is not charging, only maintaining open circuit battery voltage. The BCM will exit this mode and enter Charge Mode when any of the conditions described above are present.   Headlamp Mode The BCM will enter Headlamp Mode when ever the head lamps are ON (high or low beams). Voltage will be regulated between 13.9–14.5 V.   Start Up Mode When the engine is started the BCM sets a targeted generator output voltage of 14.5 V for 30 s.   Tow/Haul Mode (if applicable) Pressing the Tow/Haul Mode button located on the center stack, the vehicle system voltage is raised and the remote (non-vehicle) battery will be charged. Having the headlamps on will raise the system voltage and if the Tow/Haul button is applied it will not serve any purpose. The voltage is regulated between 13.9-14.5 V.      

  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...