Ranger Mods

1 Pressure differential sensor
2 Diesel Particulate Filter (DPF)
3 DPF (diesel particulate filter) Heat shield
4 Flexible exhaust pipe
5 Temperature sensor
6 Temperature sensor
7 Temperature sensor

The Diesel Particulate Filter (DPF) system consists of

the following components:

• DPF
• Pressure differential sensor
• Temperature sensor

The DPF reduces the pollution generated by diesel vehicles by filtering soot and ash particles out of the exhaust gases.

The PCM monitors the pressure differential sensor, DPF temperature sensors and other inputs to control the operation of the DPF system.

Soot particles can accumulate in the post DPF exhaust tailpipe. The accumulation of the soot particles should not be considered a concern, as the DPF is not 100% efficient at filtering the soot particles.

The amount of matter trapped in the DPF is monitored using the pressure sensor which monitors the exhaust pressure before the DPF. As the DPF fills with soot, exhaust flow through it is restricted.

When this occurs the pressure differential in the exhaust before and after the DPF will increase which will indicate to the PCM that a DPF regeneration is required to clean it.

Diesel Particulate Filter (DPF) Regeneration

During the regeneration process, it is possible that white smoke may be emitted from the exhaust tailpipe. This is an inherent by-product of the regeneration process and should not be considered a concern.

The pressure differential sensor is connected to the DPF by the pressure differential sensor line to monitor the exhaust pressure. The pressure differential sensor converts these measurements to a signal voltage, which is then sent to the PCM. The PCM uses the pressure differential sensor information to determine whether to carry out a regeneration.

The PCM will choose the optimum time for the regeneration of the DPF. Under normal operating conditions the regeneration process occurs when the PCM has calculated that the DPF requires regeneration and that predetermined vehicle conditions are met (for example coolant temperature, vehicle speed and engine load).

During the DPF regeneration the temperature of the exhaust gas increases to greater than 550C at the DPF. At this temperature soot burns. Soot particulates that may have accumulated in the diesel particulate filter are burned and the ash is trapped in the diesel particulate filter.

The ash particulates that remain in the diesel particulate filter are mainly comprised of metallic compounds generated during combustion and from corrosion in the exhaust system.

DPF Manual Regeneration

When the DPF becomes blocked a high pressure DTC sets in the PCM, the MIL is illuminated and limp home mode activated.

A blocked DPF can be a result of:

• Excessive soot particles production
• Multiple failed regeneration events
• Mechanical or electrical failure of a related system or sub-system (for example EGR valve stuck open, charge air system leak, fuel injectors)

The DPF manual regeneration function can be used to clear the soot particles from the DPF manually. To do this the Integrated Diagnostic System (IDS) must be connected to the vehicle select Powertrain> Service Functions>PCM>Diesel Particulate Filter Static Regeneration. For additional information, refer to IDS.

I guess the question has to be asked, can the DPF be removed from the system ? and if so, how ?
My main concern will be driving through desert spinifex grass and the PCM (whatever that is) "regenerating" the DPF, the temperature going up to the quoted 550 degrees C and an instant grass fire starting if spinifex has been captured around the exhaust pipe - I have seen this happen on two occasions when petrol engines with catalytic converters have started grass fires, recently Ford Ranger V6 had a fire start underneath his car while he was driving, had it not been for the very quick thinking of the guy in a Nissan behind him it could well have been a disaster in the making.

Iainboyd wrote: ↑Tue Nov 14, 2017 1:28 pm I guess the question has to be asked, can the DPF be removed from the system ? and if so, how ?
My main concern will be driving through desert spinifex grass and the PCM (whatever that is) "regenerating" the DPF, the temperature going up to the quoted 550 degrees C and an instant grass fire starting if spinifex has been captured around the exhaust pipe - I have seen this happen on two occasions when petrol engines with catalytic converters have started grass fires, recently Ford Ranger V6 had a fire start underneath his car while he was driving, had it not been for the very quick thinking of the guy in a Nissan behind him it could well have been a disaster in the making.

As you are going to kill your warrenty anyway ask HPF when you have your other work done if DPF delete has been added to your vehicle and if yes then have them write the change in. The assumption is you are going to have a retune based on your posts but from what I have seen they are using pre made tuning files for the Everest / Ranger like just about every other company.

There may be other DPF delete modules that work with these vehicles so also ask them about these.

I would also ask about the Unichip Q4 vs the Remap. Basically real time tuning over loading pre made maps from who knows where, I do not believe they will or most will pull the PCM 10 times or more to fine tune until the tune is 100%.

Stewart,
Thanks for that, I'll ask them to do it.
When I was into rallying Group N (stock standard cars) we had to leave the catalytic converter in the system but took a long chisel to the core and smashed it out, leaving the cat. converter as a hollow tube - the CAMS regulations saying that it had to remain, but not saying it had to be operable.
I was wondering if the same could be done to the DPF. I'll take take you advise and talk to HPF.
Long term wise I'm thinking of switching to a SAFARI ARMAX ECU once they have developed one for the Ford Ranger towards early next year, simply because its supposed to be very easy to tune. Any views on this ?

DPF sensors looks for differential pressure between either side of the DPF. I assume it expects change so having no pressure difference ( punch the core ) will probably cause more issues and a burn off will probably occur anyway. You would then most likely have unburnt fuel flowing through exhaust as the core gets that hot due to the extra fuel being fed in.

ARMAX does look good but will they be tuning every Ford Ranger. No, I highly doubt it. A dealer may fit install it but it will come pre tuned from ARB with the requirements asked for by the dealer. It will be a flat everyone gets this map for standard and everyone gets this map with an exhaust etc.

I still believe the Unichip is the best option as it HAS to be tuned to the vehicle it is install in. The tuner may start from a base map but they will still live tune it on a dyno and or road.

ARMAX will be easy to tune as in like every other plug in module it will have factory made settings, 1 to 5 or similar that are user selectable.

All of the above is noted.
Since our last correspondence I contacted HPF who will be installing the upgraded PX1 turbo in February 2018 and they said that the Ford ECU was by far the best option (as against installing a UniChip or Armax ECU) as it could be tuned to ignore the DPF. From this I'm therefore assuming that the PX2 ECU is possibly the same ECU as used in the PX1 which does not have the dreaded DPF and can therefore be set to ignore it.
Happily I know Peter Gargano who did most of the work for Ford in designing the software for the Ford ECU and programming its self diagnostics systems. I'll get him to sort it out for me.

PX1 and PX2 are different PCM. PX2 came in non DPF and DPF so the required changes would have been pretty easy to locate as they used the same PCM.

Maybe look at DPF delete through PCM then proper live tune with unichip, combine both.

As you said you want something that will last in the middle of nowhere and at least with a Unichip you could plug the plug and be back to stock where with a full PCM tune if there is an issue with it you cannot reverse it in the middle of nowhere.

Just food for thought.

I've been doing some more research into this with a couple of exhaust manufacturers, one being Roo Systems, as I understand it, and correct me if I'm wrong but the PX2 comes in two versions depending on what country they are sold in, for example if the Ranger is sold in Australia it gets a PDF, if its sold in South Africa it doesn't get one so the one ECU that fits both is easily able to be programmed with or without the DPF.
If this is correct then it shouldn't be too hard to simply remove the DPF section of the exhaust pipe and replace it with the section that would have been supplied with the aftermarket exhaust that goes from the turbo to the first muffler, tape up the sensors for later use (if ever required) and store the DPF section for re installation if the need ever arises.

Australian delivered pre MY17 PX2 are less DPF as is mine.

Which ever way if they are going to crack the PCM which I assume will be the case for the different turbo? Then have them do a DPF delete at the same time. As whomever is doing the turbo swap as the research is leading you in too many directions. I wouldn't even start comparing SA vehicle as their is more differences in the software than you know.

I have read that the Ranger regenerates the DPF at speeds >= 32km, so as I understand it, this is the lowest auto re-gen for a 4WD.

Regen is required as a minimum, once in 2 weeks. Easy to achieve in Hwy conditions, harder when 4x4 or touring in the outback. But at 32km, this should be easy to achieve anywhere in a 2 week period. Rangers rock !

I would have preferred it more if the regeneration could be started manually.

When I was rallying in the 70-late 80's we used to have a "problem" with catalytic converters, they caused a major restriction in the exhaust system, especially with turbo cars. According to CAMS catalytic converters are considered to be "mufflers" and to meet regulations at that time they could not be removed, they were not however required to be functional. Consequently we would smash out the insides of the "cat" unit leaving a hollow empty shell.
I guess this is an option around the DPF, leave it in but remove the internals leaving an hollow shell of a pipe and delete the DPF program from the ECU, the slight restriction in the exhaust caused by the two bends can be tuned out and I honestly doubt if any policeman or EPA officer would be able to pick it. Any thoughts on this ???

RangerNator2 wrote: ↑Sun Dec 03, 2017 9:29 pm I have read that the Ranger regenerates the DPF at speeds >= 32km, so as I understand it, this is the lowest auto re-gen for a 4WD.

Regen is required as a minimum, once in 2 weeks. Easy to achieve in Hwy conditions, harder when 4x4 or touring in the outback. But at 32km, this should be easy to achieve anywhere in a 2 week period. Rangers rock !

I would have preferred it more if the regeneration could be started manually.

Two of the settings available in the OBDLink MX are Time between DPF regens and Distance between DPF regens.

Can't remember the time but distance last time I saw it was 264 klms.

DPF delete is possible, just like the EGR delete.
You would also have to remove the physical unit.
I know this because I had this done on my Everest when I did the turbo upgrade.

Fuel saving, OMG 2.5 - 3l/100km. Huge saving and much more power. Just running a standard Quantum tune for now to make sure the deletes work, before refining the tune on the Dyno, deleting the adblue and converting the adblue tank into a water/meth injection tank.
These files all come from Europe (Quantum UK or Alientech). Lets face it diesel mechanics are not computer programmers. They couldn't write these files from scratch.

Okay I did some research and passed some serious coin of the commonwealth onto some legal parasites otherwise called lawyers. This is what I came up with.

The Australian EPA advised the introduction of a mandatory DPF or AdBlu diesel particulate reduction requirement back in May 2015 in compliance with the pollution requirements of Euro6. They gave no date as to the regulation being effective but it was passed to a Parliamentary Committee for approval in mid 2015.
Most if not all vehicle manufacturers began to supply vehicles fitted with either of these European Euro6 pollution control devices in 2016.
The Committee finally got around to approving the EPA regulation and it became law as of 01/09/2017 to have them fitted. Therefore if your vehicle was MANUFACTURED prior to that date you do have an argument to remove it as technically it not mandatory at the time your vehicle was built however if it was supplied with one you need to have the removal of it officially approved.
To remove it you will need to talk to the senior inspection engineer at your local registration centre with a very good reason for its removal, if you work on the land and have to park on dry grass on a daily basis you will have a better chance than if you are simply driving in the suburbs.

Mine will be getting removed as soon as I can.

Went in a PX with a turbo back system and the difference is brilliant.

Power delivery and increase is great, but the biggest improvement was in fuel, the consumption dropped 3.2lts/100klms.

RossPat wrote: ↑Sat Jun 09, 2018 1:27 pm Mine will be getting removed as soon as I can.

Went in a PX with a turbo back system and the difference is brilliant.

Power delivery and increase is great, but the biggest improvement was in fuel, the consumption dropped 3.2lts/100klms.

Hey Ross,

Did you end up getting this done? Would be interesting to hear process/results.
PP

No, they lose too much power.