3 Most Common John Deere Regeneration Problems & Solutions

Marvin Tucker Avatar

By Marvin Tucker

Farming Equipment

Published on

Every John Deere equipment includes the DPF (diesel particulate filter), sometimes known as the FAP. It is a filter responsible for removing and storing soot particles and other exhaust gases generated during an engine’s combustion.

Its primary goal is to prevent them from polluting the atmosphere by entering it. The accumulated diesel particles are burnt off once the temperature reaches 600 °C.

Vehicles must travel at high speed and maintain that speed continuously to attain the required temperature. However, this is challenging to do when it comes to industrial machinery and John Deere tractors.

The engine control unit (ECU) enters a regeneration mode if the burning point of the soot is not achieved. This mode alters the timing of fuel injection to allow the exhaust to heat up to a critical 600°C and burn off the soot particles that have accumulated.

Most Common Problems With John Deere Regeneration Problems

Regeneration issues typically occur when heavy idling, city driving, or short-duty cycles are present. Additionally, if other parts of the engine, such as the turbochargers, injectors, and EGR valves, are clogged or malfunctioning. 

Then, DPF regeneration cycles increase in frequency and duration. Additionally, serious DPFs frequently require replacement at a cost of $5,000 to $10,000, and in certain circumstances, they are not covered by the guarantee on new cars! 

As a result of your engine oil becoming excessively diluted with diesel fuel, excessive regenerations can significantly shorten the life of your engine.

The answer is to provide fuel assistance so that it can burn the soot at lower engine loads. This is an authorized approach that addresses the root of the issue.

Keep in mind that removing or tampering with the DPF is prohibited since the exhaust soot contains carcinogens. By removing the soot from the engine’s exhaust stream, your DPF filters the pollutants. 

In essence, while your engine operates at a suitable load, the soot is burned during the combustion process at temperatures between 550 and 600 C. If not, the DPF becomes clogged.

Passive regeneration is the most prevalent kind. The heat from the exhaust causes the soot on the DPF to burn off while the truck is moving. 

However, when the exhaust isn’t quite hot enough to clear the deposited soot, active regeneration takes place. 

To raise temperatures in this situation, the engine injects a minute amount of gasoline into the exhaust stream. The soot and gasoline are often burned off by the increased heat.

The system will start a forced DPF regeneration if both passive and active regenerations are unsuccessful and the DPF filter is at risk of clogging. The vehicle will need to stop while it is happening. 

This may cause unwelcome downtime, which is annoying and can conflict with your schedule. The alternative, however, involves running the danger of your DPF and engine suffering significant harm or your truck entering limp mode.

1. Hydrocarbon Doser Not Working Properly

In the course of action or forced regenerations, the hydrocarbon doser injects a minimal quantity of diesel into the exhaust. 

This generates enough heat to remove the DPF filter’s collected soot. A clogged doser can prevent the temperature rise required for successful regeneration.

To start the DPF regeneration process, this injector injects gasoline into the exhaust stream to raise the temperature. 

One of the first things to look for is typically a malfunctioning injector, which prevents the system from reaching higher temperatures.

Failure to start or finish the regen process is one of the after-treatment systems’ most frequent problems. The seventh injector, often referred to as the diesel doser, frequently becomes obstructed and clogged with soot over time.

A lot of soot (unburned fuel) will pass through the exhaust system of a truck running rich (too much gasoline), which is especially prevalent in this case. This soot can frequently cause carbon build-up on your after-treatment components.

A brass-bristled brush, a few simple hand tools, and some patience are all that is needed to complete the task. The seventh injector will be the first to be removed, which should be a simple process.

Any connections, cables, and hardware holding the seventh injector in the exhaust pipe should be taken out. You will probably notice a significant build-up of carbon soot on the injector’s end now that you have the injector removed. 

This accumulation must be removed from the injector’s nozzle using a brush. While you go through the brushing procedure, you may use compressed air, if you have any handy, to help blow away any extra soot.

For some instances, such as the DD15 engines, you may wish to run the wire brush down into the injector port on the doser housing before replacing the injector.

The objective is to ensure that the exhaust pipe can be reached directly and that no carbon build-up is obstructing it. If you discover a build-up or blockage in the housing, you will need to remove it so that the seventh injector has a clear passage to the exhaust. You may begin reassembly as soon as everything is in order.

Reassembly is the inverse of disassembly; in an ideal circumstance, you would have a spare gasket (if your truck utilizes one); in an emergency, try to repurpose your gasket.

Plan to replace it as soon as you can, in that case, by going back. You can begin reassembly when everything has been cleaned.

2. Damaged Temperature Sensors

The temperature sensors, dispersed throughout the after-treatment system, gauge the exhaust entering and exiting each filter.

The DOC houses the first sensor, while the SCR houses the last. Readings from the sensor indicate the system’s performance, and a malfunctioning sensor might obstruct the regeneration cycle.

Problems with regeneration might arise if a sensor fails because it instructs the engine to begin active or passive regeneration. This is because faulty sensors prevent the regeneration process from continuing, which might result in an engine seizure.

There are two things you can do when the DPF light on your dashboard starts to flash. When the regeneration light starts to flicker and beep, you’ll know it’s time to recondition. The light will continue to flash and beep if neither of your two options is selected.

You might choose the delay button. For instance, you’ll do this if you’re in a shed or a similarly small location. In this case, the tractor won’t begin the regeneration procedure.

The process can’t yet be begun securely. The alternative is to start regeneration right now. Choose this if you are outside and not in a potentially fire-prone area.

3. Low Oil Supply

An engine with insufficient oil is another potential cause of this issue. This is because the regeneration process won’t begin until you fill the engine up if there is less than a fourth of the recommended quantity of oil in it.

The DPF is housed in a section of the tailpipe. Using the wrong oil, which may have a higher SAPS level, might cause the DPF to get clogged. This will have a negative impact on performance and fuel efficiency.

Because of an overpressured build-up of exhaust gases caused by a clogged DPF, an engine’s exhaust system and even the engine itself may experience damage.

If the situation is bad enough, the car’s engine performance problems will prevent it from being driven.

John Deere Regeneration Problems: Are they a deal breaker?

Regeneration system issues have plagued John Deere for a long time. The DPF filter is not being cleaned correctly, which eventually causes blockage and decreased performance, which appears to be the problem.

John Deere attempted to solve the issue by increasing the system’s output. However, it appears that replacing the DPF filter more frequently is the true cure.

5/5 - (5 votes)
Flipboard