The better thing to do is just continue home, put the vehicle in park in the driveway and let it cool down at idle. This prevents any of the excess fuel from the regen cycle from making it into the cylinders at shutdown.
I have wrestled with the exact same issues. I use a ScanGaugeII to monitor my temps (ECT/EOT/EGT/DPT) and try to log every regen cycle. I also reset my "B" odometer when I catch the regen start and then again when it completes. In the best of cases, my normal (with almost all highway non-towing miles) is 150-220 miles betwen cycles and the cycle lasting 15-22 miles at highway speeds. Strong headwinds seem to cause more frequent cycles.
I have found that simply putting the truck in park does not apparently end the regen cycle. I have watched the DPF temps continue to climb for quite some time during "driveway idle". I have also observed some very goofy cycles while on the road. I try to "drive out" every regen cycle and only make infrequent exceptions to that personal rule (like when it happens when pulling into the only good fuel stop for miles).
"EGT" temps measured by ScanGaugeII are not the real post-exhaust EGT temp but are after the turbo down much closer to the rest of the exhaust (see other post with diagram). Nonetheless, they drop much faster than the DPF temps during/after the regen cycle. It is my opinion that no one really fully understands what that damn little computer is doing related to regens. Every "rule" I've read I've seen exceptions to with my truck. I almost do believe RockDoctor's gps/regen relationship theory.
I was seriously considering a delete:
H&S Mini Maxx Ford Powerstroke DPF Delete Kit
but there was recent news that they were forced to discontinue, although it looks like they're available again.
I recently went to "Ford Country" in Henderson NV while I was there and a *terrific* diesel tech (Sam) spent a lot of time on my regen issues and finally replaced the (apparently flaky) MAF sensor, wbhich seemed to help. That MAF can really ruin your day and, while expensive, seems very cheaply made and almost prone to bad readings. Might be a good thing to have your tech check out and monitor MAF voltage output during an extended test drive. Watch for erratic readings.
I plan on doing a spreadsheet of all my regen cycles observed/logged and will be (hopefully soon) writing up a much more detailed post then. In the meantime: I agree:
- get a ScanGaugeII and "program" it for the above readings
- find a *good* dealer with *good* techs (can be difficult)
- use diesel additive (opinions vary)
- use your B odo to observe/predict cycles
- whenever possible, drive out any regen cycle
- if so inclined, log them
- keep letting Ford know how you you think their DPF implmentation is flawed -- they can change (good or bad) the "firmware" anytime they want.