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On CC trucks there are actually a total of five filters and screens. Inside the tank is a pump and filter (10 micron) to circulate a clean supply of DEF to the injector and back to the tank. Most of the tanks are in the neighborhood of 8 gallons, approximately enough to get you from one oil change to the next before having to refill. Let’s go over the complete system and you will see there is quite a bit of technology integrated into it. If you go back to the DEF shelf life numbers above, you can see that excessive heat is not kind to your DEF. Ambient heat around the tank speeds the evaporation of the water. When the concentration of urea goes above 32.5% it causes the DEF to crystalize in and around the different parts of the system. It is best to run it down, and refill with fresh, properly stored DEF.
#2015 RAM 3500 SERVICE DEF SYSTEM FULL#
That is why you don’t really want to keep the DEF tank full if you live in a warm climate. To put it into perspective the shelf life of DEF is infinite at 32°, 10 months at 95°, and 1 week at 140°. The problem lies in the fact that DEF degrades with heat. So purchase your DEF anywhere you like, it’s all manufactured the same. The truth is that all DEF is 32.5% urea with the remainder water. So it is important to take care of it.Īnother DEF myth is that some DEF products are better than others. The system easily adds a couple thousand dollars of parts to the already complex fuel and emission system. Therefore it is important to give the DEF system the same care and attention you might give to other parts of the truck. But any great system can fall prey to many troubles that give it a bad name. An injector atomizes and mixes the DEF in the exhaust before entering the SCR and chemically reacting with the precious metals inside to change harmful NOx to harmless nitrogen and water. It looks similar to a DPF, but can be identified by the injector upstream. I won’t go into all the chemistry behind it, but the way it is done is by injecting DEF in the exhaust stream ahead of a special Selective Catalyst Reduction (SCR) converter. I will take the DEF method any day over the alternatives.īy using DEF, Cummins/Ram engineers are able to maximize injection timing, increase fuel flow (read more power), and reduce EGR by injecting DEF into the exhaust stream. So, without the DEF system, the only other way to reduce NOx is to make internal engine modifications, changes to the fuel injection system, or dump more EGR gases into the intake. Diesel exhaust emissions are a delicate teeter-totter.
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Lower the temperature and NOx is controlled but particulate matter (soot) increases. Remember, our fire-side chat example: You build a hotter fire (efficient combustion/high power, big torque) and NOx emissions increase. DEF has one role in the truck’s emissions system-reduce NOx emissions. In my opinion DEF was probably the best thing to happen to our trucks. I hear many comments that the system should be removed at the first opportunity because the truck will last longer or get better fuel economy. There seems to be a fair amount of confusion on the role of DEF in the new trucks. It is similar in design to the HD pickups. Not to be left out is the Ram 1500 EcoDiesel that also uses DEF. I will, however, point out a couple of areas of note on the earlier CC systems. There were not a great number of CC trucks built, and the system used on them was slightly different than the system used on the 2013-2019 pickup trucks. The Chassis Cab (CC) trucks also use DEF, and they started the use of DEF a couple years before the pickup trucks. Hopefully we can separate some myth from fact, fix a few trucks, and save some Ram Turbo Diesel owners a little money in the process.īefore we dig in, I suppose we should clarify the role of DEF in the 2013 and newer pickups. So it was set, in Issue 102 I was going to discuss DEF systems. It was nice to spend the time catching up and solving all the diesel world’s troubles. So my wife and I made a stop in Atlanta and had a great opportunity to share a nice dinner. It just so happened that I was going to look at a customer’s car in Columbus, Ohio, then flying on to Atlanta before heading to Asheville, NC for a visit with our son and daughter-in-law. After our conversation, I did not give it much more thought and was going to cover another topic in TDR Issue 102. It seems that the folks at Geno’s Garage had been seeing an increase in phone calls related to the high cost of repairs to their DEF equipped trucks, specifically for the DEF emissions components. The Turbo Diesel Register editor called me a couple of months ago asking some questions about DEF systems.