Particulate filter delete

[tomt574]

Several ways to work on that if it did, the taps could be angled which could increase or decrease pressure depending on the angle relationship with the flow,
or simply install the first sensor in the exhaust and the second past a muffler or in the air.
Untill a person is actually working on it it is hard to say.

yes you would have to figure out what that normal DP is so you would have a baseline and just fool the system. I saw a company that claims to have programs to disable the I/O in the ECM. I saved their link. I need to follow up and see what the actually offer. Basically you would just leave everything in place and just disable the I/O to the regen. That way if you needed to bring it somewhere where they would check you could just enable the regen back to factory. Now if you could get a spool piece to slip in where the DPF is that way it would just flow through that would be great. You could always just bolt it back in if need be.

I have not read up or called these guys yet but this is the link I found and the say they have what it takes to delete the DPF, EGR..etc Removal of EGR-DPF-UREA | Diesel Spec Agriculture

 

[ericm979]

Your TYM574 has a Kukje engine. If it's like the Kukje's in Bransons, and it probably is, it has a DOC+DPF and mechanical fuel injection. The only electronics are the data logger that records info from the temp sensor and differential pressure sensor in the DOC+DPF for use by the dealer, and also lights up the indicator light in the dash.

This system does not have regens. It does a continual low temp regen of the DPF. If you run the engine hard reasonably often and don't idle it around a lot, it will work with no problems.

A few people here have had problems with it clogging. Usually they're in cold climates or can't or won't run the engine hard. You can replace the DOC+DPF with a muffler and just leave the data recorder unplugged. Some people gut the DOC+DPF but a better way is to get a muffler shop to adapt a muffler to replace it. It's not hard for a shop to do, or you can do it yourself if you can weld exhaust pipe. If you replace the DOC+DPF rather than gutting it, it can be returned to stock should you or a future buyer wish. I'd also recommend using the DOC+DPF as is and waiting until you have a problem before you consider replacing it. One guy here did before and after dyno tests and did not see an improvement in HP from removing the DOC+DPF. Kukje sized it appropriately to not reduce performance.

 

[tomt574]

Your TYM574 has a Kukje engine. If it's like the Kukje's in Bransons, and it probably is, it has a DOC+DPF and mechanical fuel injection. The only electronics are the data logger that records info from the temp sensor and differential pressure sensor in the DOC+DPF for use by the dealer, and also lights up the indicator light in the dash.

This system does not have regens. It does a continual low temp regen of the DPF. If you run the engine hard reasonably often and don't idle it around a lot, it will work with no problems.

A few people here have had problems with it clogging. Usually they're in cold climates or can't or won't run the engine hard. You can replace the DOC+DPF with a muffler and just leave the data recorder unplugged. Some people gut the DOC+DPF but a better way is to get a muffler shop to adapt a muffler to replace it. It's not hard for a shop to do, or you can do it yourself if you can weld exhaust pipe. If you replace the DOC+DPF rather than gutting it, it can be returned to stock should you or a future buyer wish. I'd also recommend using the DOC+DPF as is and waiting until you have a problem before you consider replacing it. One guy here did before and after dyno tests and did not see an improvement in HP from removing the DOC+DPF. Kukje sized it appropriately to not reduce performance.

yes you are correct. that was one thing i really like. the kukje is very simular to a cummins. Kukje has built many cummins engines. My understanding is it is basically a cummins engine design.
there is no regen. there have been some issues with clogging but when ran continuously at low rpm.

 

[tomt574]

Your TYM574 has a Kukje engine. If it's like the Kukje's in Bransons, and it probably is, it has a DOC+DPF and mechanical fuel injection. The only electronics are the data logger that records info from the temp sensor and differential pressure sensor in the DOC+DPF for use by the dealer, and also lights up the indicator light in the dash.

This system does not have regens. It does a continual low temp regen of the DPF. If you run the engine hard reasonably often and don't idle it around a lot, it will work with no problems.

A few people here have had problems with it clogging. Usually they're in cold climates or can't or won't run the engine hard. You can replace the DOC+DPF with a muffler and just leave the data recorder unplugged. Some people gut the DOC+DPF but a better way is to get a muffler shop to adapt a muffler to replace it. It's not hard for a shop to do, or you can do it yourself if you can weld exhaust pipe. If you replace the DOC+DPF rather than gutting it, it can be returned to stock should you or a future buyer wish. I'd also recommend using the DOC+DPF as is and waiting until you have a problem before you consider replacing it. One guy here did before and after dyno tests and did not see an improvement in HP from removing the DOC+DPF. Kukje sized it appropriately to not reduce performance.

Good Info Thanks

 

[59ksmall]

Yes it sounds logical if only it were that simple. The DP pressure sensors read a DP across the DPF in a known value. There is a DP in the shelf state. Once the DP rises above that shelf state to a determined value set in the ECM it gives an output to go into regen. If there is no DP because you removed the internals I am afraid you will throw a code and end up in limp mode. Now if you could get into the program and disable the ECM I/O for the DPF you could do what you mentioned and that way if someone looked at it everything would appear to still be there.

I don't believe the system on the MX series tractors are that complex. It doesn't look for a min output and just looks for that maximum value. It will run fine without the element. A friend of a friend has done the mod.

 

[tomt574]

I don't believe the system on the MX series tractors are that complex. It doesn't look for a min output and just looks for that maximum value. It will run fine without the element. A friend of a friend has done the mod.

Thats a good thing. Hopefully it will not end up like what we have on automobiles

 

[Godaddy1]

Just a thought here! Has anyone thought of wrapping the dpf with a exhaust wrap from DEI to keep the filter hotter and maybe cut down on regens and how long it stays in regen?

 

[59ksmall]

Had my friend send me pictures from his friend's MX DPF mod.

Here is the pressure sensor. He pulled the hoses off the sensor and plugged them with small bolts and zip ties. Left the sensor open to the atmosphere.

Circled in red are the pressure hoses where they mount onto the filter canister.

Here is the ceramic filter media. If you zoom in you can see a checkerboard pattern with every other square closed/solid. He took a large drill bit and drilled many holes in both sides and then punched it out with a hammer and screw driver.

 

[59ksmall]

He said that without the filter there is no visible smoke/particulate but that the exhaust smells a little more "diesel-like" now.

 

[tomt574]

He said that without the filter there is no visible smoke/particulate but that the exhaust smells a little more "diesel-like" now.

Nice. Thanks for the pics. I love how some say there are no restrictions or back pressure caused by these. The picture says it all!

 

[aczlan]

Nice. Thanks for the pics. I love how some say there are no restrictions or back pressure caused by these. The picture says it all!

Note that the poster that was talking about that earlier said that there was no difference in horsepower output with versus without the DPF. Not there was no restriction.
That said, going from a 1.5" exhaust pipe to a 6" DPF filter with a 5fpm flowrate means that you're going from exhaust pipe that is capable of flowing 220CFH to a filter (the shell of which is capable of flowing 3,534CFH).
Let's say that 50% of the filter is blocked by media, that leaves you with a flowrate of 1767CFH for a tractor that is restricted to 220CFM by the exhaust, so the DPF can flow 8x what the exhaust pipe can.


Aaron Z

 

[tomt574]

Note that the poster that was talking about that earlier said that there was no difference in horsepower output with versus without the DPF. Not there was no restriction.
That said, going from a 1.5" exhaust pipe to a 6" DPF filter with a 5fpm flowrate means that you're going from exhaust pipe that is capable of flowing 220CFH to a filter (the shell of which is capable of flowing 3,534CFH).
Let's say that 50% of the filter is blocked by media, that leaves you with a flowrate of 1767CFH for a tractor that is restricted to 220CFM by the exhaust, so the DPF can flow 8x what the exhaust pipe can.


Aaron Z

All those figures look and sound great on paper but in the real world they don't add up. Maybe when it is brand new before anything flows through it and gets burned of. Each time particulates are burned off in the filter a residue builds up and those holes gets smaller and smaller. The particulates don't just disappear they leave behind residue. Slowly causing more restriction. You seem to be a huge advocate of the DPF system. If the DPF flows 8x the rate of a normal exhaust then why even have it in place. It is amazing that it can select those little particulates with all that added flow rate. I give up. Sorry I'm not drinking the "COOL AID" We will have to agree to disagree.

 

[tomt574]

View attachment 645215







Good thing the DPF has 8x more flow than what the regular exhaust pipe does

 

[Hay Dude]

I kind of feel like when the DPF system was introduced in 08 trucks, they thought it would last maybe 100k miles (depending on driving habits) and then be replaced, kind of like an expensive muffler. Then DEF systems took over and left them as a red haired step child. It's amazing the reputation the 2008-2012 Fords have with the DPF. With a newer DPF, they run fine. It’s the unreliability the DPF and it’s sensors create that have left me with trucks that have less resale value than they should.
Nobody wants to drop 2-3 grand on a DPF for a 10-12 year old truck. Mine look and work excellent, but sometimes it’s hard to pen a check for that kind of money to replace a DPF system when it could go into a newer truck.

 

[tomt574]

View attachment 645220

 

[aczlan]

All those figures look and sound great on paper but in the real world they don't add up. Maybe when it is brand new before anything flows through it and gets burned of. Each time particulates are burned off in the filter a residue builds up and those holes gets smaller and smaller. The particulates don't just disappear they leave behind residue. Slowly causing more restriction. You seem to be a huge advocate of the DPF system. If the DPF flows 8x the rate of a normal exhaust then why even have it in place. It is amazing that it can select those little particulates with all that added flow rate. I give up. Sorry I'm not drinking the "COOL AID" We will have to agree to disagree.

You have it backwards, because the available area expands 8x, the gases will slow down to 1/8 the speed.
Will that get worse over time? Yes, but how long that will take will depend on you you use the tractor. The big thing is to not have it sit idling, when its on work it hard so that the DPF stays hot and doesnt need to regen as often.
We have a tractor at work with DPF that uses DEF, so far, so good with it, nothing at home that has a DPF.
I would prefer to avoid DPF just because less complications is more better, but thats not to say that it cant work well.


Aaron Z

 

[tomt574]

You have it backwards, because the available area expands 8x, the gases will slow down to 1/8 the speed.
Will that get worse over time? Yes, but how long that will take will depend on you you use the tractor. The big thing is to not have it sit idling, when its on work it hard so that the DPF stays hot and doesnt need to regen as often.
We have a tractor at work with DPF that uses DEF, so far, so good with it, nothing at home that has a DPF.
I would prefer to avoid DPF just because less complications is more better, but thats not to say that it cant work well.


Aaron Z

Yes definitely want to keep the rpm up will help with the regen. I think the tractors are much less problematic than trucks. On my TYM 574 Kukje it does not use DEF and i'm thinking it will be easy just to remove the filter all together. Maybe one of these days I will be able to get back home to the USA and get to use it if this **** Corona-virus crap will blow over.

 

[Paystar]

It's not the RPM, it's the load. High RPM with low load creates more pm. You can operate low RPM but you want to keep load on engine. In other words keep it working hard.

 

[tomt574]

It's not the RPM, it's the load. High RPM with low load creates more pm. You can operate low RPM but you want to keep load on engine. In other words keep it working hard.

That is what I am referring to. Load at low RPM. Had someone I know was having issues running low rpm while operating backhoe. Have to keep the RPM up while operating

 

[Hay Dude]

On my 6.4’s, regens are more “dramatic” when running unloaded. Throw a 25k load behind the truck and you barely notice the regens. Also, DPFs get cracks in them. When they do, it creates a real heavy smoke problem during regen. Seems like the material/honeycomb inside the DPF is too brittle?