SPN 3719 FMI 0
Derate riskDPF Soot Load — Above Normal, Most Severe
SAE J1939 · heavy duty · Freightliner, Volvo Trucks, PACCAR (Kenworth / Peterbilt), International, Mack, Cummins, Western Star
Power loss coming
Soot load has passed the point where a normal regeneration will recover it. Do not keep driving hoping it burns off — at this level a forced regen can damage the filter.
DerateTODO(verify): confirm per-OEM behaviour. At the most severe soot load level the ECM typically derates and may block a parked regeneration, requiring the filter to be removed and serviced instead.
DrivingShort distances to a shop only, and not under heavy load. High soot load with high backpressure raises exhaust temperature and can trigger an uncontrolled regeneration. If the truck is already derating hard enough that you cannot hold traffic speed, park it and call for help.
Typical repair cost
- Parts
- $760–$2,470
- Labor
- 1.5–5 hr × $125–$210/hr = $188–$1,050
Provisional figures — pending verification against our receipt dataset.
Labor rate: provisional national placeholder — TODO(verify), not yet from our collected dataset. How we build these ranges.
Need it fixed
Phone-verified shops, with the date we last called each one.
What SPN 3719 FMI 0 means
SPN 3719
SPN 3719 is aftertreatment 1 diesel particulate filter soot load percent — the ECM's model of how much unburned carbon is trapped in the filter. It is estimated from differential pressure, fuel burned since the last regen, and time, not measured directly.
FMI 0
FMI 0 means data valid but above normal operating range, most severe level. The soot model has passed the top threshold in the calibration.
Read together, SPN 3719 FMI 0 is the ECM saying: dpf soot load — above normal, most severe. The SPN identifies which parameter, the FMI identifies how it failed. Two codes sharing an SPN but carrying different FMIs are different faults with different repairs, which is why the SPN alone is never enough.
Common causes
- Regenerations repeatedly interrupted, cancelled, or never allowed to complete
- Duty cycle too light or too much idle for passive regeneration to occur
- Failed or restricted seventh injector / dosing valve preventing active regen from reaching temperature
- Failed exhaust temperature sensor, so the ECM aborts every regen attempt
- Injector, EGR, or turbo fault producing excess soot
- Differential pressure sensor or tubes reading high, inflating the soot model
- Ash saturation being read as soot because the filter has never been cleaned
No frequency data yet. We have fewer than 5 verified repair receipts for SPN 3719 FMI 0, so we are not going to print percentages. Causes above are listed in no particular order. Had this fixed? Tell us what it turned out to be.
Technician note pending
A credentialed technician annotation for SPN 3719 FMI 0 has not been commissioned yet. Until it is, this page stays a draft and is excluded from our sitemap. We do not publish invented first-hand experience. How we verify content.
How a technician diagnoses it
- 1
Read soot load percent, ash load percent, and time since last successful regeneration together. The relationship between them tells you whether this is a soot problem or an ash problem.
Tool: OEM service tool
- 2
Review the regeneration history. Count attempts, completions, and aborts, and note the abort reason codes.
- 3
Check the differential pressure sensor and its tubes before trusting the soot estimate. A restricted tube produces a high soot model on a clean filter.
Tool: Shop air, low pressure
- 4
Verify exhaust temperature sensors read plausibly and track each other on a warm engine.
Tool: OEM service tool
- 5
Test the dosing / seventh injector for delivery and spray pattern if the truck has one.
- 6
Check for upstream engine faults producing excess soot before doing anything to the filter.
- 7
At most-severe soot load, follow OEM guidance on whether a service regeneration is permitted. Several OEMs require filter removal and cleaning above a threshold precisely because a forced burn at high soot load can melt the substrate.
Spec: TODO(verify): per-OEM soot load ceiling above which service regen is prohibited
Parts and labour
| Part | Part number | Parts cost |
|---|---|---|
| Professional DPF cleaning with flow test | TODO(verify) | $250–$600provisional |
| DPF differential pressure sensor | TODO(verify) | $120–$420provisional |
| Exhaust temperature sensor | TODO(verify) | $90–$350provisional |
| Dosing / seventh injector | TODO(verify) | $300–$1,100provisional |
| Labour | 1.5–5 hr | $188–$1,050 |
Labour priced at provisional national placeholder — TODO(verify), not yet from our collected dataset. How we build these numbers.
Can I keep driving?
Short distances to a shop only, and not under heavy load. High soot load with high backpressure raises exhaust temperature and can trigger an uncontrolled regeneration. If the truck is already derating hard enough that you cannot hold traffic speed, park it and call for help.
TODO(verify): confirm per-OEM behaviour. At the most severe soot load level the ECM typically derates and may block a parked regeneration, requiring the filter to be removed and serviced instead.
Find a shop that handles this
We call every shop before it appears here, and publish the date.
Sample records only — seeded to demonstrate the directory. None of these numbers has been called.
Memphis, TN · 24/7 · mobile service
Indianapolis, IN · Mon-Fri 6am-6pm · mobile service
Laredo, TX · Mon-Sat 6am-9pm · mobile service
Phoenix, AZ · 24/7 · mobile service
Codes that usually show up with this one
Had this repaired? Tell us what you paid.
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