Methinks you do not understand how/why DPFs are there.
Here is a little lesson: if a diesel was allowed to run as lean as it can, and with modern high pressure multi-staged injection they can atomize the fuel very well and run very lean, the oil would stay very clean. But because the EPA etc. have such a hard on for NOx, diesels are forced to run much richer than they otherwise have to. EGR plays a big role in this. If there were no NOx worries, there would be no EGR. If there were no EGR, and the engine management was allowed to make the engine trend towards fuel economy and run super lean, you'd also have no need for a DPF. Or at least, much less of a need. Plus, the very nature of a DPF requires the engine run super DUPER rich for a regeneration. Further adding soot to the combustion process.
We see black oil in older diesels simply because they did not have the high injection pressures and good combustion events, even though these engines had little to no emission compliance devices on them. No EGR, no exhaust aftertreatment of any kind.
But we see black oil in newer diesels because they DO have these emissions compliance devices, and, usually, when these devices are "deleted" in the physical sense, the software side gets modded too, and hardly anyone changes the software to keep the output level the same. So that causes an overfueling potential, which, you guessed it, blackens the oil quicker.
But, if you have a modern engine, leave the software to make the engine run for fuel economy and NOT for power, delete the EGR/DPF, you will find that not only does the engine not produce a lot of soot, what it does produce is quickly and easily sent right out the tail pipe and does not get pushed into the oil as quickly.
The NOx is of course through the roof. But that won't do squat to the oil. You cannot "see" NOx coming out the tailpipe. NOx leaves no black inside the engine or exhaust. It is just nitrogen and oxygen atoms fused together after high heat. The air around you is full of nitrogen and oxygen.
The oil filters I pictured are from a car that has such modest tuning... meaning, stock power level... maybe even a bit less, but likely within 5hp. It spends most of its time cruising down the highway at 70 MPH and returns mid 50s MPG reliably tank after tank.
My one ALH has a modest MAF delete tune, no EGR, with a plugged in fixed value of 450 for the MAF. The fueling is based largely off of that. So, it is ALWAYS underfueling compared to a stock ALH under most conditions. The 11mm pump makes it a bit peppier at the bottom end, but it runs of out steam pretty quickly after 3500 RPM or so. Still, it is peppy enough for me, feels a lot like a stock BEW up to that 3500 RPM threshold, gets 50+ reliably, just got 53 on a tank on a trip to Des Moines and back on Saturday, and I run 20k mile service intervals with it. The oil is black when I change it, but for the first ~5k miles it is clean enough you can see through it to the crosshatches on the dipstick. I have verified the soot load of the oil (a diesel's main contributor to the need for oil changes) via two consecutive UOA. The soot level after 10k miles was '0.1'. I still have the sheet right here.
Incidentally, we are also seeing a similar trend with gasoline fueled cars, in which "newer" may mean "cleaner", but it hardly translates to "better" in terms of the engine mechanical health and longevity, largely based on how it hammers the oil. All these newer DI/turbo DI gas engines have oil that comes out black and runny and fuel diluted, like a 1960s lawn mower. And over time, the problem manifests itself as major mechanical failures. So that fleet that bought a whole squadron of C1500 5.3L trucks in 2005 and ran them 1/4 million hard miles with only routine PM? Yeah, they are already finding out that the DI version in the 2015s they got to replace them are blowing up before 100k. GM switching from a 5w30 to a 0w20 certainly didn't help.