Particulate filter completely clogged

Hello everyone,

I am here for the first time and am now actively participating. I have previously found your tips on Google several times. Very competent - excellent! Last year, I bought a VCDS here and used it to find an error in my first A4 B7.

Now I have a problem with my other A4 (B7 Avant 2.0 TDI 170 hp, built in 2007, VIN BRD, 163,000 km), which we have had for 2 months. As far as I can tell, everything is still original: it shows the particulate filter symbol, the engine warning light is on, the pre-glow lamp is flashing, and therefore it is only running in emergency mode.

My wife called me from the highway to say that the warning light was on, and shortly after, all the other lights and the emergency mode also went off. She still had about 290 km to drive home. Therefore, my assumption: the particulate filter is completely clogged. She should drive carefully home at 2000 to 2500 RPM (approximately 90 to 100 km/h; he hardly goes any faster in emergency mode). I thought the filter should passively burn in, and at the very least, it shouldn't get worse.

At home VCDS diagnostics: Error message for particulate filter, as expected. Hoses in the engine compartment etc. without any noticeable abnormalities. As far as I could tell with my thick fingers.

I've already spent 4 hours online searching for similar errors, but nothing quite fits except the one mentioned above. Link.

Here is the log (first log before tentative deletion):
Saturday, 09 January, 2016, 19:52:09:52443
VCDS Version: RKS 15.7.1.0
Data Status: 20150910

Address 01: Engine Electronics Label file: DRV\03G-906-018-BRD.clb
Part Number: 03G 906 018 AQ HW: 03G 906 018 AQ
Part and/or Version: R4 2.0l PPD1.3 G 9973
Encoding: 0000072
Operating Number: WSC 39900 136 86404
VCID: 74E07E8C1777F49E49-8020
1 Error found:
008194 - Particulate Filter, Bank 1
P2002 - 006 - Malfunction - Warning Light ON
Environmental Conditions:
Error Status: 11100001
Error Priority: 5
Frequency of Errors: 5
Lost Count: 40
Kilometerstand: 0 km
Time: 0

Environmental Conditions:
Speed: 2176 /min
Torque: 200.0 Nm
Speed: 0.0 km/h
(no unit): 0.0
Lambda: 221.0 %
Pressure: 0.0 mbar
Time: 359.4 s
Readiness: Not Available

And some relevant measurement blocks, I hope that everything important is included:
Engine idling (relatively cold)

Address 01: Engine Electronics (03G 906 018 AQ)

16:27:33 Block 013: Idle Stop Control (Injection Quantity Deviation)
-0.60 mg/H Injection Dosage Adjustment Cylinder 1
0.77 mg/h Injection Rate Cylinder 2
-0.64 mg/H Injection Rate Adjustment Cylinder 3
0.45 mg/H Injection Dosage Cylinder 4

16:27:33 Block 018: Status Piezo Valves
0.0 Piezo Vent, Cylinder 1, Status
0.0 Piezo Vent, Cylinder 2, Status
0.0 Piezo Vent, Cylinder 3 Status
0.0 Piezo Vent, Cylinder 4 Status

16:27:33 Block 067: Particulate Filter (Emissions values I)
157.0°C Temperature before the exhaust gas turbocharger
98.9°C Temperature in the Particle Filter
59.9 mbar Pressure difference Particle filter
2 mbar Offset Differential Pressure

16:30:17 Block 068: Particulate Filter (Emissions values II)
221.9 % Load coefficient
16.42 Ash mass
-5.3 % Ashes Content

16:30:17 Block 070: Particulate Filter (Regeneration Status II)
00000000 Status 4 Regeneration
362.8 s Regeneration time
0.0 Failed Regenerations
0.0 Successful Regenerations

16:30:17 Block 073: Particle Filter (Vehicle Data)
27.6 l Fuel consumption since regeneration
372 km Distance since regeneration
8 h Time since regeneration


16:32:38 Block 080: Extended Control Device Identification I
SJ8-FST 30.09.07 --H43--- 0415 0229 Identification

16:32:38 Block 084
221.9 % Lambda
0.0 % Lambda
0 (no unit)
0 (no unit)

16:32:38 Block 091: EOBD Exhaust Gas Recirculation II
100.0 % Positive Rule Deviation
-100.0 % Negative deviation from the rule
292.6 mg/h Exhaust Gas Recirculation (Target Value)
1.0 % Rule Deviation

Motor is:

16:36:23 Block 067: Particulate Filter (Emissions values I)
97.8°C Temperature before the exhaust gas turbine
81.5°C Temperature in the Filter
1.0 mbar Pressure Difference Particle Filter
2 mbar Offset Differential Pressure

16:36:23 Block 090: EOBD Exhaust Gas Recirculation I
0 /min Motor Speed (G28)
26.1 mg/H Injection Volume
0.0 mg/h Exhaust Gas Recirculation (Target Value)
00000000 Status Rule Deviation

16:36:23 Block 091: EOBD Exhaust Gas Recirculation II
100.0 % Positive Rule Deviation
-100.0 % Negative deviation from the rule
0.0 mg/h Exhaust Gas Recirculation (Target Value)
0.0 % Rule Deviation

In Block 68, there is an immense loading coefficient of 221%, but the ash content is still very good at 16%. I am surprised that the loading is exactly equal to the Lambda value (Block 84) to the tenth decimal place. Is this a coincidence? I would have thought it was a labeling error, but the value is also listed as such in the error entry. According to the log, the last regular regeneration was approximately 80 km before the error message, which seems to be in order. However, there are 0 failed and 0 successful regenerations recorded. Something strange.

In my opinion, he shouldn't have made much of a difference in the middle section of the highway ride. Passive regeneration should be completely independent of any control interventions and should always work? Or am I misinterpreting something? The differential pressure sensor is the newer version 076..., and seems to produce reasonably plausible values both at rest and when accelerating.
But I can't examine it in more detail yet. From where does the StG. calculate the loading coefficient precisely? From the differential pressure? If so, he can probably just smuggle it in, and the system will have to go into emergency mode, even though everything else might be fine.

Can anyone interpret the rule limits in Block 91? Does that make sense? +/-100% sounds a bit too smooth...
The fuel injection amounts don't seem to be completely perfect, but that probably doesn't explain this error, does it?

After the highway drive, I can't believe that the DPF is so clogged and I think there must be incorrect input data. But where from?
In another forum, there is a reference to a software bug, but why should this specifically cause problems during normal operation? I am unable to determine the current software version. Where is it hidden?

Does anyone have a tip? If needed, I can also retrieve additional data.

Thank you.

Andreas

Hello,
Pressure 0 mbar, ambient pressure, the different values before/inside the particulate filter, and 27.6 L on 372 km in 8 hours since regeneration also seem unusual to me. Do you get 7.4 L/100 km at 46.5 km/h? Is this in city traffic or traffic on the highway?
haithamina

Good morning,

Quote:

She should carefully drive home at 2000 to 2500 RPM (approximately 90 to 100 km/h; he can barely achieve more in emergency mode). "In this case, the filter should passively burn in."

No, passive regeneration simply occurs through normal driving. If you drive through the specified area at a low speed, the exhaust temperatures will be too low for passive regeneration. At the same time, it is unlikely that further soot will be produced.
Passive regeneration could occur if you were in 5th gear and driving uphill on a highway with sufficient acceleration. I would currently advise against further trips with your DPF!

Quote:

Address 01: Engine Electronics Label File: DRV\03G-906-018-BRD.clb Part number: 03G 906 018 AQ HW: 03G 906 018 AQ Part and/or Version: R4 2.0l PPD1.3 9973 Encoding: 0000072 Operating number: WSC 39900 136 86404

Your software version in the engine control unit is 9973.

Quote:

16:30:17 Block 068: Particulate filter (Emissions values II) 221.9% Loading Coefficient 16.42 Ash mass -5.3 % Ash content

Neither the load factor nor the ash mass are plausible. (Ash mass typically starts active regeneration in normal operation at around 40%) These values do not match the stated mileage. Either the mileage is incorrect, the displayed values are simply wrong, or the DPF has already been tampered with.

Quote:

A4 (B7 Avant 2.0 TDI 170 PS, manufactured in 2007, MKB BRD, 163Tkm), we have had this one for 2 months

I'm afraid that if you haven't personally tinkered with various adjustment channels (be careful if you don't know what you're doing!), the odometer on the carrot could have been tampered with, or the engine control unit could have been flashed with incorrect data (junk tuning or faulty software version). That needs to be clarified.
Whether these incorrect values are caused by a specific faulty software version and are only being displayed incorrectly, I am not aware of anything like that.
Search the web for a newer software version for your engine control unit (ECU) based on the VAG part number "03G 906 018 AQ" and then check if you can find a software version greater than 9973.

Simply, a sensor may be defective, which prevents active regeneration, but this does not yet explain the incorrect values in measurement block 68.

First, I would remove the DPF in light of the loading condition and determine exactly what is inside. It is possible that the turbocharger seal is leaking oil and the DPF is clogged (= new turbocharger). Okay, let's see how full it is and what exactly is inside.

Background information:
/viewtopic.php?t=24243&highlight=dpf+reinigen

There are service providers who professionally verschandeln DPFs. You should contact a reputable one (online search).

Bitte gib den Text, den du übersetzt haben möchtest.
- Readiness (posting!), this shows whether the AGR system is functioning.
- All (!) temperature sensors, here it is necessary to check various measurement blocks from the engine control unit (!) and to check the values for plausibility: Coolant temperature, etc. Oil temperature, all values from the exhaust gas temperature sensors.
- Air intake system for leaks (Oil traces on the air intake pipes or the air intake system indicate leaks).
- Values from the differential pressure sensor, see: /viewtopic.php?t=24222

And please post the complete vehicle scan.

The data blocks above 75 are rather uninteresting.

Good luck, Rainer

Hello, thank you already for the suggestions. Especially for Rainer, for the detailed comments (see my comments below).
Despite my concerns, I drove again in order to obtain some useful measurement data for analysis. I would rather avoid having to remove the filters etc. prophylactically (it must be a real pain), just to find out later that only a 30€ sensor was faulty.
For comparison, I also took a ride in my other identical A4 (both with BRD engines). It runs perfectly and without any issues. I warmed up both cars and then drove a short distance on the highway to complete the described full-gas measurement, followed by some country roads and city traffic to identify any anomalies. I applied the same settings to both sets of tires. Let's see how I can get this uploaded (DA-YA is the intact one, DA-AP is the defective A4).

The problem with this is: the faulty component is regulated at 2800 RPM in emergency mode, which prevents me from achieving high temperatures, possibly intentionally limited. Both DDS curves appear plausible, but the DA-AP curve suggests a clogged filter (high average value). What surprises me is that the other component shows such high peaks, but in normal operation, it seems to be functioning reasonably well. I don't see anything suspicious in the values of the exhaust gas recirculation, turbocharger control etc. However, I find the boost pressure on the DA-YA to be very high (comment welcome).
My conclusion regarding the malfunction, with the caveat that I have limited experience in this area: the filter is indeed clogged. Perhaps I'm imagining things, but it seems to be blowing more air than others. Perhaps the loader's air intake is actually not airtight, as Rainer speculated. We're talking about the hot side of the loader, after all? Or is the oil often sucked in from the intake side and then partially burned in the cylinder and blown into the exhaust?
Or do these problems also arise due to the AGR system? They are probably also quite vulnerable.

Before I start completely rebuilding everything, I wanted to try to regenerate it forcibly. To the following questions:
- I know that this can become dangerous at high loads (over 200%). It should be possible to do this gradually, by stopping after a few minutes while monitoring the filter temperature. Then, the combustion should quickly decrease to a minimum due to the lack of fresh oxygen, or it should simply suffocate. Has anyone had experience with this (web search yields nothing)?
- The control unit will probably not allow the start of the action due to the load. How can I simulate a smaller value beforehand? According to my research, this is only calculated from the DDS value. And presumably, it is only read out at a specific point on the scale (otherwise, the displayed load would constantly fluctuate proportionally to the measured value). In the measurement block, the value is static. When and how often is it set anew?

A few more comments on Rainer's remarks:
- I don't know if it was tampered with before, but definitely not on my end, and it was working perfectly for the first 8 weeks after registration. The timing of the failure seems to be purely coincidental. The mileage might have been altered, but there's no other indication of that. Tuning is probably something that no one has tried, but in my opinion, it was more of a simple family car. But who knows?
- I haven't found anything in the air intake system so far. I even removed the lower cover. Is there still a trick to check?
- Readiness habe ich nun auch nach der o.g. Drive:
Points out the AGR system, whatever the reason. It also emits gases that are drawn into the ventilation system. Could this be related?? During visual inspection of the running engine, I cannot detect the leak.
The readiness was also checked in November during the "correct" TÜV as a pseudo-ASU. That must mean everything was still okay.
09:18:16 Block 017: Readiness Code (EOBD)
00000000 CARB Mode 01 DATA A
00000110 CARB Mode 01 DATA B
11100000 CARB Mode 01 DATA C
11100000 CARB Mode 01 DATA D
Readiness Status: 00000000 00000110 11100000 11100000
Status Exhaust Gas Warning Lights: Warning light OFF
Other Systems: Passed
Fuel System: Passed
Exhaust Gas Recirculation: Failed
Number of OBD-II/EOBD error codes: 0

- I only sent the scan of the engine control unit because I thought the rest might not be related. But maybe not: Here are a few error messages that I can only partially identify (the "climate error" is likely the faulty pressure sensor).
Address 08: Climate/Heating Control Label file: DRV\8E0-820-043.lbl
Part Number: 8E0 820 043 BM
Part Number: A4 Climate Control Unit 3233
Encoding: 00000
Operating Number: WSC 00000
VCID: 6DD66BE8275D255686-5160
2 error codes found:
00716 - Blower Motor for Air Vents (V113)
41-00 - Blocked or No Power
00819 - High-Pressure Sensor (G65)
07-10 - Signal too weak - Sporadic[/color]
----------------
Address 46: Comfort System Label file: DRV\8E0-959-433-MAX.lbl
Part Number: 8E0 959 433 CM
Part Number: Comfort Gear T23 4336
Encoding: 07008
Operating Number: WSC 06335
VCID: 7EF45CA47A3BAECE2F-4B38
Subsystem 1 - Part Number: 8E1959801H
Part Number: Tõrsteuer.FS BRM 0606
Subsystem 2 - Part Number: 8E1959802H
Part Number: Tõrsteuer.BF BRM 0606
Subsystem 3 - Part Number: 8E0959801E
Part Number: Tõrsteuer.HL BRM 0606
Subsystem 4 - Part Number: 8E0959802E
Part Number: Tõrsteuer.HR BRM 0606
2 Error codes found:
01336 - Corporate Data Bus Comfort
80-10 - in single-thread mode - Sporadically



I look forward to stimulating comments. Thank you.

Andreas

Hi,

The boost pressure of over 2500 mbar is normal for this engine. The peak pressure differences are relatively high compared to other TDIs ( /viewtopic.php?t=24222), I'm not sure if that's normal, I've had fewer of these engines.

The issue with the forced regeneration might work – if it even starts. It's still risky. I don't know how to fake the load, as it's calculated based on observing the pressure difference during the drive. Removing the sensor hose seems like a bad idea (heat).

Charger: Both sides of the bearing can lose oil...

After successfully cleaning the filter on the defective AGR, I would continue to look for and, of course, check for any remaining oil in the DPF pipe/or the exhaust side of the turbocharger.

Best regards, Rainer

Hello, thank you again for the tips.
I've found a solution to regenerate a completely clogged DPF, and so far, it looks promising. I will describe them further below.
Cause still unclear: The DPF may have gotten oil because the oil level was slightly too high (up to the top of the measuring stick). Unfortunately, the manual no longer specifies the difference between the minimum and maximum levels (this was previously standard, but I couldn't find anything online). It is also possible that the turbo is slightly leaking. However, when cold, I removed the intake hose, which turned easily. At least, the shaft does not have any leaks that would cause the oil consumption to increase. I haven't found any leaks in the charged intake system (soot!) so far either.

My question for today: If the DPF is already partially clogged by oil or a leaky intake system, why doesn't the MSG automatically initiate a regeneration while driving? For reference: the first time, it also became clogged during a highway drive or shortly before, and the MSG did nothing other than display a warning message beforehand. If I see how quickly it can burn verschandeln in city traffic (see below), when it wants to, then that doesn't make sense.

How to unclog the DPF without removing it? It was freezing cold for days, and I didn't want to build one anyway, as long as there were better alternatives:

Again for reference: A4 TDI 2.0, German origin (BRD), the DPF failed at some point without any apparent cause, reaching 200% load, and then further test drives resulted in 250%. All signals were plausible, Audi in emergency mode. The forced regeneration is also locked, presumably for security reasons.
I had planned to regenerate in small increments, if necessary, in case he got too hot. I am quite confident that he will stop quickly if I turn off the engine (due to lack of oxygen). The burning process would then have to be suffocated.
It is known that the load is typically calculated based on the differential pressure and other parameters. However, no one really knows how. Therefore, I disconnected (and closed) both hoses from the differential pressure sensor and went shopping, with VCDS constantly active for monitoring! And lo and behold, the load continuously decreases, almost linearly, as long as the car is moving. It does nothing while stationary at the traffic light. After about 7 km of city traffic (with the DPF temperature below 300°), it was at around 60% and the warning light went out, and the limp mode automatically deactivated, and it drove relatively normally. However, it was still quite sluggish, so the filter was definitely clogged, not a miscalculation. The load decreased to 20%, then it stopped.

Now that everything looked so much better, I quickly drove onto the highway to get the filter temperature above 450°. But nothing really happened. So I reconnected the differential pressure sensor normally at home and started the forced regeneration with VCDS. Unfortunately, the system then failed first. Two hours later, I drove to the shops with a partially warmed engine, but the differential pressure was still high, 300 mbar with slight acceleration, and the response was still sluggish. After only 1 km of city traffic, I suddenly saw over 600°C and it was smoking quite a bit. So the forced regeneration that had been started 2 hours earlier had become active (it seems it remembers once it's been triggered). Instead of parking, I continued driving, approximately 2 km (no more than 5 minutes!). Then the temperatures started to drop again, and the load was at a few percent. Running behavior is completely normal again!!
I didn't expect this at all. Since then, I've driven 175 km, and the behavior has been fine. For quite some time, the load was around 5-10%, and it even went down reproducibly while driving, although the DPF temperature was only around 250°C (it should have been higher to burn off the soot).

Now I'm back down to around 40% load, which is too much for the relatively short distance. Therefore, the cause may still not have been found. But at least I now know how to forcibly regenerate the overloaded filter. If anyone wants to try this: without any liability on my part! And please always do it with the VCDS running and monitoring the temperature! If anything gets too hot, stop the engine! Better to expand...

Hello, after a long time, here's an update.
What likely contributes to the problem is probably increasingly clogged nozzles. It regenerates all 300 to 400 km automatically, which seems a bit too often, on the other hand, the proportion of urban traffic is also high.

But most importantly, one more note about the above "cheating" forced regeneration: as far as I've observed, this only works if there is no error code stored. So, in case of doubt, clear the memory first. I had to do something similar recently, as described above, and I also repeatedly received the message "ECU has accepted coding" (or similar), but nothing happened (the engine was warm). Only after deleting an old AGR error did the regeneration start as usual. I also get the impression that it may not perform the regular (active) regeneration even if there is a fault in the MSG. This is what causes the overfilling, the DPF warning light to illuminate, and eventually, the engine to go into limp mode.

Greetings

Andreas

Hello Andreas,

Quote:

I also get the impression, but I'm not sure that it also refuses the regular (active) regeneration if there is any error in the MSG.

Depending on the error and engine control unit, your impression is correct. Therefore, if the normal regeneration no longer works, first look for errors that prevent regeneration. Warning: Even a low engine temperature due to a faulty thermostat can prevent regeneration.

If, in addition, an unfavorable driving profile (e.g., short trips) occurs, in which passive regeneration is not possible (i.e., without the engine control unit doing anything), the DPF will inevitably become clogged.

Best regards, Rainer

Hello Rainer,

Thank you for your feedback. That's definitely correct.
Officially, the only option left is to replace the DPF for a hefty price. Or, alternatively, the trick described above.
Last time, the filter was definitely over 200% loaded, and it also took over 5 minutes to return to its normal operating temperature (it's always a good idea to have the passenger monitor the temperatures!). But it seems like everything is working.

Greetings

Andreas

Heiner111 wrote:

What likely contributes to the problem is probably increasingly clogged nozzles. It regenerates all 300 to 400 km automatically, which seems a bit too often, on the other hand, the proportion of urban traffic is also high.

I can highly recommend Lambda's products. So, in your case Tank Diesel.

To verify the possibility of odometer manipulation mentioned earlier, I would try to use the VCDS diagnostic system. It immediately showed me the manipulation on an A6 just a few days ago. The vehicle, however, was not in Germany (just for clarification).

Are you following this?

Quote:

Readiness Status: 00000000 00000110 11100000 11100000 Status Exhaust Gas Warning Lights: Warning light OFF Other Systems: Passed Fuel System: Passed Exhaust Gas Recirculation: Failed

If the AGR is not functioning, this will prevent the active regeneration.

Addendum to VAG-Driver's Tip: on the BRD control unit (and presumably similar others), it seems impossible to verify the mileage. On my V6-TDI convertible, it works too, but unfortunately not here.
Despite everything, thank you!

Hello.

I am interested to know if a solution has been found for the described problem, where the DPF of this Audi with a BRD engine is found to be overloaded, despite the lack of a discernible reason.

We have the same car with very similar problems. A second new DPF has already been installed (although it was a non-original replacement). Furthermore:

- Difference New pressure sensor (Bosch)
- Turbo reset
- PDE units have completed 20 Tkm, renewed as part of a recall.
- LMM updated
- Aral Ultimate wurde für Testzwecke verwendet (um weniger Ruß zu erzeugen)

The engine is running normally, has power, starts well, but it still goes into limp mode after 150 km of city driving and approximately 250-300 km of highway driving, resulting in the check engine light illuminating and the glow plug symbol. Even when attempting to perform a forced regeneration as described in the manual, the condition persists. Then you need to get the testers involved.

The car has already been presented to both Bosch and Audi. Audi has installed the latest software and stated that no errors have been detected, even though the vehicle is being overloaded.

Bosch initially stated that the exhaust backpressure was too high and that an original DPF absolutely had to be installed – however, they later corrected themselves, and the backpressure was now acceptable.

Does anyone have an idea? Could it actually be due to the differently constructed, Catholic-style DPF, or where is too much soot being generated, or is the car getting incorrect data from somewhere?

Thank you in advance.

Would, could, would...
Please attach a car scan first, then I can help.

Hello, does he possibly need too much oil (piston rings, head gasket, etc.)?
This could explain the rapid clogging. Otherwise, they are more robust than I thought. But even then, it must automatically regenerate according to the D-Druckgeber schedule (this is the case with mine, even with moderately increased oil consumption)!

Or is there another error related to the engine that seemingly has nothing to do with emissions? In that case, the regeneration will likely be interrupted until the engine fails. For example, I had a loose connection on the AGR valve connector. That's enough to sabotage normal regeneration.
As my previous speaker wrote: it is absolutely essential to read the fault codes from the MStG!

Greetings

Andreas