After 3000 miles of trouble free performance my truck had the service engine warning lamp come on. I spent a day trying to figure out how to read whatever codes were stored in memory. My local Autozone was willing to rent me a code reader for $169 which they would refund when I returned it. I deceided to just take it to the dealer.

Then yesterday I got the CATALYST STAT series of messages starting at 80% FULL, then moving right on to 90% FULL. I deceided to try driving it on the freeway for an hour. I was a half mile from the freeway and just as I set the cruse control for 65MPH in 5th gear the warning went to 100% FULL. After an hour on the freeway it remained at 100%. So now I'm planning to visit my local dealer. I've got a choice of 3 or more dealers in the Sacramento area and I was wondering if anyone has found one who has had some success working on the 6.7s. After reading some of the TSBs requiring them to install a boot loader programs prior to reflashing the ECM I am getting woried. This is like having to reinstall all of you computer software including the operating system because your printer isn't working. I assuming that most of the 100% Full problems are not due to anything being full. Is that correct. Also I thought it was the DPF not the Catalyst that would be getting full. Am I wrong?

I'm trying to get a better understanding of this problem before I take my truck in for service. Other than fixing the 100% FULL problem I also want them to enable the High Idle feature. Is there a TSB for the High Idle or is it just an option available on their programmer? I dont want them to tell me that there is no way that they can activate High Idle.

Are there any other TSBs that I should ask them to perform?

I cant help you but good luck i have heard they are having some problems w/these dpf's and the computer. I wouldnt think unles syou put some wrong oil and fuel in there itd be 100% full. Even w/lsd shouldnt be 100%. If it is good luck most dealers dont have the machine to clean them manually(over 10k dolalr machine and the stuff inside is haz mat material), but doubt they have a exchange programe there yet

The DPFs fill up due to COLD EGTs, not cold engines, ideling or the wrong fuel/oil. While all of those nasties will make it fill up FASTER (because they harm the wash coatings on the ceramic core - preventing it from catalizing like it should).

If you are buying a diesel TRUCK for play, and not for WORK, gas would be a FAR better choice.

For 2007 and beyond, DIESEL TRUCKs do NOT make good "grocery getters".

If you are buying a diesel TRUCK for play, and not for WORK, gas would be a FAR better choice.

For 2007 and beyond, DIESEL TRUCKs do NOT make good "grocery getters".

Totally disagree with this statement. These trucks were not designed for just work. This is my second cummins and doesn't matter what you do, there should
not be any problems.

If these trucks were designed just for work, that wouldn't have all the extra options. There are plenty of these trucks that were built and now being sold for people just like me who don't intend to haul, just have a pure joy for the cummins-

BigD

No disrespect BigD, but they are NOT designed to be doddled around town.

Will they do it? Yes.

Will you have more problems with the aftertreatment systems? Yes.

What marketing adds to the options list has NOTHING to do with the design of the emissions and aftertreatment systems. That (marketing/sales) stuff is designed to improve PROFIT of the manufacturer, not make it work (better).

Ford, GM, and Dodge are in the business to SELL vehicles. To do that, they must offer the potential buyers what they want (lately Ford has badly missed the boat on this - THANKS JAQUES !) - OPTIONS.

The engineers are tasked to make the vehicles offered meet emissions, not to make them sell.

Conflict of use.

No disrespect taken John! I'm a member of several boards and moderate a few also. The new 6.7 intrigues me and as a new owner, I'm looking for as much info as I can get.

On to the discussion. I'm wondering what you base your opinion on with the assumption that the 6.7 with new emissions is only for work.

BigD

You cannot get the soot in the DPF to convert to ash (like charcoal burns down to ash in your Weber) with low EGTs.

Light loads, extended idle time in cold weather, and low speed operation below 45 MPH do not generate enough exhaust heat to cause the reaction. Therefore you plug the DPF very prematurely.

All these operating charecteristics are those of grocery getters, and not of WORK vehicles. Even BIG fleets have noticed that with 2007 emissions diesels, for P/U and delivery, they may be better served overall, with a GAS powerplant.

In this case...take it out and run it hard. Don't baby it.

Well the reason that I ask, for arguments sake, is that all new diesel (I believe) engines have the new emission system. This would include passenger cars, which were never designed for work. Hell, look at Mercedes. They have the BTS same as Cummins. These are clearly grocery store drivers/mall.

It is my opinion that there will have to be a few changes made (although I run mine hard when possible) to accommodate the in town drivers. It's all part of the learning curve with this new emissions system.

Coming from a 12V'er I love my new 6.7. I don't need to roll coals and have all the sound associated with the past. This engine stock is something else! I test drove the 5.9 (new) and then the 6.7. The 6.7 is worlds apart. Performance after market modules have already been developed and will only get better! I've even thought about putting a stcker on the back of my window with the name "Candy ***" because I will never pull with this truck! LOL

I have plenty of faith that I'll be able to drive to and from work everyday and light it up when I won't to without much worry for the dpf.

BigD

EGTs have nothing to do with a car vs a truck.

You can have HOT EGTs on a truck, and COLD on a car, that is not the point.

Take a VW TDI: 90 HP and about 3500#, contrast that to your truck at 6,000# but 350 HP. Which is working harder under the same acceleration? The VW, therefore it will have the EGT it needs, you will not (under light to moderate loads).

All things are relative. But I stand by what I posted last year, these new DPF equipped TRUCKS are not for family transportation. It *may* be ok for a while, but eventually it will catch up.

I think that VW TDI is not a great example of ratios. It would be easy to pick that given the spread but I think when you look at the other manufacturers, for example Mercedes. I don't think there HP rating is going to b e 90hp is it? I'm sure if you calculate the hp rating of Mercedes against weight, it will look worse on paper than my Dodge @350hp weighing in at 7600+ pounds.

However, if there is going to be a problem with the DPF and driving around town usage, there will be a lot of money spent replacing these filters. Majority of it being under warranty, which means the automakers, will be the one footing the bill in the beginning. Now I'm not sure of how many of the diesels have been sold, but at over 1g a pop, (understanding that is our price) that can be quite a bit of money coming out of the pockets of the automakers.

I would be very curious to see if someone will develop a gauge that you can tap into the DPF to monitor temps. This could actually be the next best gauge.

Food for thought-

BigD

I agree with John_G , that is why I took an early buy back with my hemi (with a small penalty) for my 06 5.9l so I to could avoid being the guinea pig for any of the big three. sofar I am at 30000 miles and only the seal at the back window needed to be replaced and nothing engine related. When I turn the switch up on my programmer I have more than enough power to meet my needs without worrying about the dpf issues.

After 3000 miles of trouble free performance my truck had the service engine warning lamp come on. I spent a day trying to figure out how to read whatever codes were stored in memory. My local Autozone was willing to rent me a code reader for $169 which they would refund when I returned it. I deceided to just take it to the dealer.

Then yesterday I got the CATALYST STAT series of messages starting at 80% FULL, then moving right on to 90% FULL. I deceided to try driving it on the freeway for an hour. I was a half mile from the freeway and just as I set the cruse control for 65MPH in 5th gear the warning went to 100% FULL. After an hour on the freeway it remained at 100%. So now I'm planning to visit my local dealer. I've got a choice of 3 or more dealers in the Sacramento area and I was wondering if anyone has found one who has had some success working on the 6.7s. After reading some of the TSBs requiring them to install a boot loader programs prior to reflashing the ECM I am getting woried. This is like having to reinstall all of you computer software including the operating system because your printer isn't working. I assuming that most of the 100% Full problems are not due to anything being full. Is that correct. Also I thought it was the DPF not the Catalyst that would be getting full. Am I wrong?

I'm trying to get a better understanding of this problem before I take my truck in for service. Other than fixing the 100% FULL problem I also want them to enable the High Idle feature. Is there a TSB for the High Idle or is it just an option available on their programmer? I dont want them to tell me that there is no way that they can activate High Idle.

Are there any other TSBs that I should ask them to perform?


I had the same thing happen to my 3500 dually with less than 500 miles, took it back to the dealer (was kinda pissed off BTW) they checked it and reflashed the computer with a update and have zero trouble since, I curently have over 6k on it now. Take it in and see what they say.......

Ford Chevy and Dodge all have DPF sytems now, it seems like Dodge is having the most issues at this point, i think it may be a while before they get the bugs worked out. These emissions are night and day from previos model year trucks. With 1700 miles on my 6.7 my DPF failed, that was not from driving across town and back, it was from dodge not having issues worked out yet. Even with my truck not regenerating the engine runs HOT.........as well as the exhaust (it can burn your leg walking by it) My truck was in shop for 14 days strait before they had it fixed (new DPF and reflash) only time will tell if it is right................

If dodge does not get there act together soon most of these trucks will be back in ther hands under lemon law or class action suit. i like my truck, it is my 3rd cummins diesel, other 2 5.9 ran fine with no issues as my 02 7.3 ford

My buddy just bought a 3500 dually and was all giddy until he read this,he doesnt know much about the dpf systems and he is concerned now and was wondering if he could return the truck. LOL I told him dodge will get it worked out but he still is worried.

I had this same thing happen to me, it said it was 100% full, lucky for me i have a manual 6-speed and just drove the truck around with the rpms over 2000 and it only took about 20 mins for it to go back to normal. Even though i had to get it re-flashed and had the dpf thing happen, still love the heck out of this truck.

You cannot get the soot in the DPF to convert to ash (like charcoal burns down to ash in your Weber) with low EGTs.

Light loads, extended idle time in cold weather, and low speed operation below 45 MPH do not generate enough exhaust heat to cause the reaction. Therefore you plug the DPF very prematurely.

All these operating charecteristics are those of grocery getters, and not of WORK vehicles. Even BIG fleets have noticed that with 2007 emissions diesels, for P/U and delivery, they may be better served overall, with a GAS powerplant.

Wow wow wow! I disagree like everyone else but for different reasons. All 07 emisions engines from 700hp CATs to 350hp durmax's has two regen modes passive which is what everyone has described so far and Active. Passive uses the heat from the exhaust to burn off the soot in the DPF and make it ash. Active regen puts fuel into the exhaust which reacts with the precious metals (creating an exothermic reaction-generates heat) in the DPF which in turn burns the soot. So, you can run around town all you want with low EGTs but you will go into ACTIVE regen more often which will obviously reduce you fuel mileage. So, drive them like you stole them and don't look back. Oh ya I should know because I am a CAT engine engineer!
I haven't seen a fleet yet that got better performance and fuel economy from going back 20yrs and replacing diesel engines with gas!

Thanks for the info. Thanks crazyhass84

I'm telling my age on this, but this sounds like the old VW bugs even though they were gassers of course. You had to run them hard, or they would have issues. I just noticed that the Hemi in the 2500 does not have the multiple displacement feature therefore the mileage should be atrocious....So I'm back to looking at the 6.7 Cummins again. I have no problem with someone telling me to run the crap out of it....I CAN DO THAT!:woot: Just hope I can find some cheap weight rated tires as I'm sure they will disappear fast!!!:smoke

After 3000 miles of trouble free performance my truck had the service engine warning lamp come on. I spent a day trying to figure out how to read whatever codes were stored in memory. My local Autozone was willing to rent me a code reader for $169 which they would refund when I returned it. I deceided to just take it to the dealer.

Then yesterday I got the CATALYST STAT series of messages starting at 80% FULL, then moving right on to 90% FULL. I deceided to try driving it on the freeway for an hour. I was a half mile from the freeway and just as I set the cruse control for 65MPH in 5th gear the warning went to 100% FULL. After an hour on the freeway it remained at 100%. So now I'm planning to visit my local dealer. I've got a choice of 3 or more dealers in the Sacramento area and I was wondering if anyone has found one who has had some success working on the 6.7s. After reading some of the TSBs requiring them to install a boot loader programs prior to reflashing the ECM I am getting woried. This is like having to reinstall all of you computer software including the operating system because your printer isn't working. I assuming that most of the 100% Full problems are not due to anything being full. Is that correct. Also I thought it was the DPF not the Catalyst that would be getting full. Am I wrong?

I'm trying to get a better understanding of this problem before I take my truck in for service. Other than fixing the 100% FULL problem I also want them to enable the High Idle feature. Is there a TSB for the High Idle or is it just an option available on their programmer? I dont want them to tell me that there is no way that they can activate High Idle.

Are there any other TSBs that I should ask them to perform?


Hey bro, the yaywho's in here must have gotten mistracked. Your DPF problem (once the dealer fixes it) will be best avoided by making a highway trip at least once a week. You will not have any problems getting them to read the codes and fixing it.

Also, the reflash program is a TSB and WILL be done when you take it in because of your DPF problem. It's a good idea to remind them, but they should take care of it anyway.

I just got back from the dealership myself with a CEL that turned out to be a turbo problem. While there I had them ENABLE the PTO OPTION that is available to any customer. This is the "High Idle" option common to the 5.9L. The Owner's Manual even states that this option may be "Enabled by your dealership".

F.Y.I - My turbo light was caused by a buildup of soot on the electronic slide gates (waste gates). When the PCM detects a spike in voltage it throws a code. The spike is caused by a slight 'drag' when the gates open/ close due to soot buildup on the slides. To help this problem, any time the key is turned on or the jake brake is turned on, these gates automatically open and close all the way to 'clean' off any soot that has started to build. A recurring theme...use your jake brake twice a week any time you drive to help clean off more of the soot.

And most importantly, even if you're not going to haul with it...this truck MUST be adequate for all types of driving because it is sold as a passenger vehicle, NOT A FREIGHTLINER! If we all, (all owner's of 6.7L) hold DODGE/ CUMMINS accountable they will HAVE to ensure the quality of their product. Still, it is a good idea to drive it like a diesel should be driven...

In summary:
1. Make a highway trip once a week
2. Ask the dealer for the new flash
3. Ask the dealer to enable the PTO option (high idle)
4. Use the jake brake frequently at cruise (try not to idle with it on)
5. Ever so often, drive it like you stole it and blow some crap out of the exhaust!
6. Enjoy, these are awesome trucks...even if you make a trip or two to the dealer before it's right.

I been out of town for a few weeks and Its nice to get an actual answer. My trucks been sitting in my driveway waiting for me to get back to it and take it to a dealer. I'll post an update after I get it back from the dealer.

Hey bro, the yaywho's in here must have gotten mistracked. Your DPF problem (once the dealer fixes it) will be best avoided by making a highway trip at least once a week. You will not have any problems getting them to read the codes and fixing it.

Also, the reflash program is a TSB and WILL be done when you take it in because of your DPF problem. It's a good idea to remind them, but they should take care of it anyway.

I just got back from the dealership myself with a CEL that turned out to be a turbo problem. While there I had them ENABLE the PTO OPTION that is available to any customer. This is the "High Idle" option common to the 5.9L. The Owner's Manual even states that this option may be "Enabled by your dealership".

F.Y.I - My turbo light was caused by a buildup of soot on the electronic slide gates (waste gates). When the PCM detects a spike in voltage it throws a code. The spike is caused by a slight 'drag' when the gates open/ close due to soot buildup on the slides. To help this problem, any time the key is turned on or the jake brake is turned on, these gates automatically open and close all the way to 'clean' off any soot that has started to build. A recurring theme...use your jake brake twice a week any time you drive to help clean off more of the soot.

And most importantly, even if you're not going to haul with it...this truck MUST be adequate for all types of driving because it is sold as a passenger vehicle, NOT A FREIGHTLINER! If we all, (all owner's of 6.7L) hold DODGE/ CUMMINS accountable they will HAVE to ensure the quality of their product. Still, it is a good idea to drive it like a diesel should be driven...

In summary:
1. Make a highway trip once a week
2. Ask the dealer for the new flash
3. Ask the dealer to enable the PTO option (high idle)
4. Use the jake brake frequently at cruise (try not to idle with it on)
5. Ever so often, drive it like you stole it and blow some crap out of the exhaust!
6. Enjoy, these are awesome trucks...even if you make a trip or two to the dealer before it's right.
I think from what I've read, that you are right on the money. The trucks need to generate some heat to work properly, so it seems.

Hey bro, the yaywho's in here must have gotten mistracked. Your DPF problem (once the dealer fixes it) will be best avoided by making a highway trip at least once a week. You will not have any problems getting them to read the codes and fixing it.

Also, the reflash program is a TSB and WILL be done when you take it in because of your DPF problem. It's a good idea to remind them, but they should take care of it anyway.

I just got back from the dealership myself with a CEL that turned out to be a turbo problem. While there I had them ENABLE the PTO OPTION that is available to any customer. This is the "High Idle" option common to the 5.9L. The Owner's Manual even states that this option may be "Enabled by your dealership".

F.Y.I - My turbo light was caused by a buildup of soot on the electronic slide gates (waste gates). When the PCM detects a spike in voltage it throws a code. The spike is caused by a slight 'drag' when the gates open/ close due to soot buildup on the slides. To help this problem, any time the key is turned on or the jake brake is turned on, these gates automatically open and close all the way to 'clean' off any soot that has started to build. A recurring theme...use your jake brake twice a week any time you drive to help clean off more of the soot.

And most importantly, even if you're not going to haul with it...this truck MUST be adequate for all types of driving because it is sold as a passenger vehicle, NOT A FREIGHTLINER! If we all, (all owner's of 6.7L) hold DODGE/ CUMMINS accountable they will HAVE to ensure the quality of their product. Still, it is a good idea to drive it like a diesel should be driven...

In summary:
1. Make a highway trip once a week
2. Ask the dealer for the new flash
3. Ask the dealer to enable the PTO option (high idle)
4. Use the jake brake frequently at cruise (try not to idle with it on)
5. Ever so often, drive it like you stole it and blow some crap out of the exhaust!
6. Enjoy, these are awesome trucks...even if you make a trip or two to the dealer before it's right.

A couple a yaywhoo questions if you don't mind.
1. Why enable the PTO option(high idle)? For the heat generation?

2.How long of a highway trip is required per week in your opinion. I drive down the interstate 7 miles to work and 7 miles back. Is that enough or should I go on a 100 miles scenic drive once a week?

3.How is anything gonna blow out the exhaust by driving it hard? I mean the catalytic converter and DPF will just catch more wouldn't it? Basically aren't we just waiting for regenerations all the time to clear the DPF?

I'm a noob to diesels so thanks and btw with 1751 miles my CEL just turned on while I was going to work today. Needless to say I'm disappointed.:( The dealership will see my truck first thing Monday.

Wow wow wow! I disagree like everyone else but for different reasons. All 07 emisions engines from 700hp CATs to 350hp durmax's has two regen modes passive which is what everyone has described so far and Active. Passive uses the heat from the exhaust to burn off the soot in the DPF and make it ash. Active regen puts fuel into the exhaust which reacts with the precious metals (creating an exothermic reaction-generates heat) in the DPF which in turn burns the soot. So, you can run around town all you want with low EGTs but you will go into ACTIVE regen more often which will obviously reduce you fuel mileage.

You are correct about the two regen methods.

You forget that if the operator ignores the Regen light long enough, you CANNOT perform either regen process any more. It is FAR from 100% fool-proof as you suggest that it is.

Also, the use of the incorrect FUEL or OIL (other than ULSD and CJ-4) WILL damage the DPF perminantly, and prevent either regen type completely if it's bad enough or long enough.

Both of these situations are causing fleets a BIG problem. When you add $7,000 to the cost of a truck plus pay more for diesel than gas, and do not get more than a 1 or 2 MPG advantage with the diesel, it is a no-contest win for gasoline. Granted, this is in the lighter vans, and delivery vehicles, and not class 6-8 trucks.

JOHN G, I definitly have the same feelings on this. It is a scary thought to throw $40-50k in a truck and be constantly wondering if you are doing the right thing for the truck in the way you are running/ maintaining it. And in a fleet situation, do the employees care as much about that truck as the owner does? In most cases, my guess would be "NO". Dodge is making a good case for the Hemi, and an even better case for the V-10 to be brought back for some customers. The gasser you put gas in and change oil every 3,000 miles....Run it how you want to.


I'm gonna hide now.....:sofa

:shrug:

BTW, I take it that there is no running bio-diesel in the new 6.7?

I did a little 40 mile run with the engine brake on and in 5th so I could maintain about 2k rpms at 65 mph. The engine light was still on when I got home but I shut it down and turned it over again and the CEL disappeared. Whatever it was cleared up. At no time did I get a system warning when it was on either. I'm gonna have to give credit to AH64Pilot for the suggestions earlier.

Am I to understand that when regen process is occurring, that there should be a special indicator for that? Is it in the message center or around the guage cluster? Is there a sound/feel to recognize this process too?

Thanks

When "Passive" regen is occuring, you will have NO indication what is going on. Only when the soot level in the DPF gets high enough, will a light come on indicating that ACTIVE regen (Parked regen) is now - or soon will be, needed.

Having said that, no two Mfgrs operate EXACTLY the same way, so your Dodge and your buddies GM are not going to be the same in every way.

I say pull the crap off and call it good,but then ya loose your warranty.By now the EPA should know this crap don't work and isn't worth it. We saw EPA crap back in the 70's and 80's and they finally relized it wasn't worth it. Now it's back. I want a new 5500 pretty bad but I need it to be on the road with my trailer not in the dealers shop. How soon does anyone think they will be on top of it??

How far up the truck classes does this emissions go? I assumed the 5500's would be exempt of this.

How far up the truck classes does this emissions go? I assumed the 5500's would be exempt of this.

That would be awsome if it's that way :Thumbup: .

If you continue to have the catalyst full message, call Dodge with your vin number and they told me right off the bat that the truck came from the factory with wrong converter, why the dealership didn't catch this is beyound me, got a feeling that Dodge is going to get a bunch back via the lemon law.

this emmisions goes all the way to the top, class 8 over the road trucks. I was at volvo the other day and looking at a new truck on the lot, the DPF was about the size of a 35 gal drum maybe not quite as tall but close. they said the exhuast cost 13K to replace on them.

And it will be on off-road equipment soon enough, 2010 or 2012 from what I recall.

Wow, fleet maintenance costs will be through the roof. And then combine that with fuel costs and see who it is passed on to.:squish

same thing happened to me. catalyst was 80% full. took it out of overdrive so it would only use up to 5th gear and it cleaned itself. no more problems. egts not getting hot enough.

when i bought my 6.7 one ton the dealer told me if it dtf starts to fill up change your style of driving for about 30 mins and see if that changes things. But they do have a recall on it right now for a new flash program that should fix all the problems.

You cannot get the soot in the DPF to convert to ash (like charcoal burns down to ash in your Weber) with low EGTs.

Light loads, extended idle time in cold weather, and low speed operation below 45 MPH do not generate enough exhaust heat to cause the reaction. Therefore you plug the DPF very prematurely.

All these operating charecteristics are those of grocery getters, and not of WORK vehicles. Even BIG fleets have noticed that with 2007 emissions diesels, for P/U and delivery, they may be better served overall, with a GAS powerplant.

I think what you're saying is a crock. Just my opinion.

when i bought my 6.7 one ton the dealer told me if it dtf starts to fill up change your style of driving for about 30 mins and see if that changes things. But they do have a recall on it right now for a new flash program that should fix all the problems.
talked to salsbury dodge in baton rouge, asked what to do to avoid sout build up and the answer that the lady by the name WENDY told me was as soon as i fired the truck up turn on the exhaust brake(that the brake would help with a good egt) and if it will be at idle more than 15min, high idle it......... and to peoples question about running it hard to blow sout out,its true. it helps to blow out trash from the injectors, to the slides in the turbo, to exhaust brake to the cat........ so open it up and pour the fuel to it and burn the hwy up................. enjoy

talked to salsbury dodge in baton rouge, asked what to do to avoid sout build up and the answer that the lady by the name WENDY told me was as soon as i fired the truck up turn on the exhaust brake(that the brake would help with a good egt) and if it will be at idle more than 15min, high idle it......... and to peoples question about running it hard to blow sout out,its true. it helps to blow out trash from the injectors, to the slides in the turbo, to exhaust brake to the cat........ so open it up and pour the fuel to it and burn the hwy up................. enjoy

Dude that's hilarious!! Next thing you know we will all be out hand cranking our engines on startup...............Jeez can't they build these things to run without probs......I have 7k miles on my LMM and I baby the thing and no probs.....I do race the occasional ricer pocket rocket cars though, that's fun!!

Bump - my Brother-in-law is having this issue also

this emmisions goes all the way to the top, class 8 over the road trucks. I was at volvo the other day and looking at a new truck on the lot, the DPF was about the size of a 35 gal drum maybe not quite as tall but close. they said the exhuast cost 13K to replace on them.


Come on guys, this emmision stuff has been on 18 wheelers diesel engine for a few years now and have been trouble free so far. 2 of my western stars have that type of filter and regen and 1 of them past the 600 000miles mark whitout any problem.The filters are good for the engine lifetime. The problem with the 6.7 is that yes, it`s new tech in a lightweight vehicule that does every day driving around town most of it`s life. 18 wheelers are working 99% on highways at towing heavy loads! No one buys it just for driving around town so the filters are keeping regen and clean all time. I think dodge will have to redesign there filters a bit to adjust with every day driving type a thing! The filter probably can`t keep up with that type of use! Ask guys that are working and towing most of there time with the 6.7 and we`re all going to be surprise I think !