Forum Discussion
Ed_White
Jan 13, 2015Explorer
Brian and Sue, you are correct, there is a lot of information about DPFs on the internet, but the data you have posted has nothing at all to do with the TEMPORARY sulfur poisoning that can occur when Mexican LSD is used while driving in Mexico. (LSD - Low Sulfur Diesel as compared to the ULTRA Low sulfur diesel (ULSD)in the USA)
I think it could be safely stated that I am considered to be an EXPERT on this subject, not only because I have studied and reported on it at length since early 2007, but I also have contacts within the automotive emissions programming community of the Big Three, so I have access to information about sulfur effects that is not generally available to the public. In addition, I have access in Mexico to electronic equipment that can instruct affected vehicles to burn the sulfur out of the emissions system when required.
In Mexico, the DPF (Diesel Particulate Filter) NEVER causes any significant problems, irrespective of whether it is fitted to a Dodge, a Ford, or a GM product. It is the SCR (Selective Catalytic Reducer) which suffers from sulfur poisoning serious enough to turn on the engine light and DEF warning. The SCR is responsible for reduction of NOX in 2013 and later vehicles which use Diesel Exhaust Fluid (urea) as part of their emissions system.
The DPF clogging problems referenced in Brian Sue's post are almost exclusively associated with earlier model years (2007.5 through 2010) which had regeneration programming that failed to adequately deal with stop start driving, such as that done by airporter busses and local delivery vehicles. There was a problem in ensuring that exhaust temperatures were high enough, for long enough, to "light off" the carbon in the DPF. This was overcome in later model years by programming that ensures high enough exhaust temperatures during regeneration, even if the engine is only idling, and forces regeneration cycles to last for at least 30 minutes.
Again though I want to point out that DPF clogging issues were extremely rare, and have nothing at all to do with the use of LSD fuel in Mexico.
As for fault codes remaining permanently in the ECR (on board computer) of vehicles, all of the codes associated with the emissions system issues experienced in Mexico AUTOMATICALLY ERASE after a regeneration, because emissions monitoring returns to normal. Even if a fault code did not erase though, it has no meaning other than to record an incident. For example, if one of the codes associated with incorrect NOX levels (P20EE or P2BAD) was present when an owner visited a dealership at a later date it would be of no interest to a technician. The normal conclusion would simply be that a temporary condition triggered the code and there is no ongoing problem.
I will post the text of an article on this subject in a separate post.
I think it could be safely stated that I am considered to be an EXPERT on this subject, not only because I have studied and reported on it at length since early 2007, but I also have contacts within the automotive emissions programming community of the Big Three, so I have access to information about sulfur effects that is not generally available to the public. In addition, I have access in Mexico to electronic equipment that can instruct affected vehicles to burn the sulfur out of the emissions system when required.
In Mexico, the DPF (Diesel Particulate Filter) NEVER causes any significant problems, irrespective of whether it is fitted to a Dodge, a Ford, or a GM product. It is the SCR (Selective Catalytic Reducer) which suffers from sulfur poisoning serious enough to turn on the engine light and DEF warning. The SCR is responsible for reduction of NOX in 2013 and later vehicles which use Diesel Exhaust Fluid (urea) as part of their emissions system.
The DPF clogging problems referenced in Brian Sue's post are almost exclusively associated with earlier model years (2007.5 through 2010) which had regeneration programming that failed to adequately deal with stop start driving, such as that done by airporter busses and local delivery vehicles. There was a problem in ensuring that exhaust temperatures were high enough, for long enough, to "light off" the carbon in the DPF. This was overcome in later model years by programming that ensures high enough exhaust temperatures during regeneration, even if the engine is only idling, and forces regeneration cycles to last for at least 30 minutes.
Again though I want to point out that DPF clogging issues were extremely rare, and have nothing at all to do with the use of LSD fuel in Mexico.
As for fault codes remaining permanently in the ECR (on board computer) of vehicles, all of the codes associated with the emissions system issues experienced in Mexico AUTOMATICALLY ERASE after a regeneration, because emissions monitoring returns to normal. Even if a fault code did not erase though, it has no meaning other than to record an incident. For example, if one of the codes associated with incorrect NOX levels (P20EE or P2BAD) was present when an owner visited a dealership at a later date it would be of no interest to a technician. The normal conclusion would simply be that a temporary condition triggered the code and there is no ongoing problem.
I will post the text of an article on this subject in a separate post.
About Bucket List Trips
13,487 PostsLatest Activity: Jan 11, 2025