Bei mir häufen sich die Berichte über Probleme mit den DPF. | Posts 16+

Well, it's already clear that the same limits don't apply to all pollutants.

'In other words:'
Are there already legally binding particulate matter (PM) emission limits for gasoline engines under the Euro 5 standard?
2. And are these then dependent on whether it's a business day or not?

Thank you...DW.

DieselWiesel wrote:

Well, it's already clear that not all pollutants have the same limits. "In other words:" Are there already legally binding particulate matter (PM) emission limits for gasoline engines under the Euro 5 standard?

Yes!

Quote:

2. And are these then dependent on whether it's a business day or not?

If you're referring to DI as a gasoline direct injection system, then: Yes!

It's nice when you can get someone to reveal everything.

Apparently, the limit is 0.05 g/km for both diesel and direct injection gasoline engines. Does anyone know how much particulate matter (PM) they emit without any treatment?

(Please no answer with: YES)

DieselWiesel wrote:

It's nice when you can get away with telling someone anything.

.... I don't understand that ...

Quote:

Apparently, the limit is 0.05 g/km for both diesel and direct injection gasoline engines.

No!

Quote:

Does anyone know how much particulate matter (PM) the raw emissions contain?

Ahhh ja ... Do you want values?
Why don't you just ask before you try to pull something over on me?

With the EU4 standard, a diesel engine is allowed to emit a particulate matter (PM) level of 0.025g/km. With the EU5 standard, this limit is reduced to just 0.005g/km, regardless of whether the engine is gasoline or diesel.

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Therefore, yes, but also no

Hello.

It's important to clearly distinguish between stratified charge operation and homogeneous operation in gasoline engines (excluding CAI, as I'm not familiar with that). Because with injection during the intake stroke, it should work well with particulate matter (PM) reduction.
Since BDE is already almost becoming a standard procedure, the next step will inevitably be the wider adoption of radiation-guided BDE.

Regarding emission standards:

/viewtopic.php?t=2171&start=26
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/viewtopic.php?t=10638&start=26


The search function is your friend .

It's not great, though, when you look at the tables; the NOX and values are being adjusted almost to the level of gasoline engines, and CO apparently isn't something that concerns them.

CO is what mineral oil companies are interested in... they are happy about every filter that increases fuel consumption. Excellent.

According to another forum, a newer car manual may contain an article titled something like "Troubleshooting the DPF" or "Issues with the DPF." If anyone has access to that manual, they might be able to post the key points.

Thank you .

... these articles from ARD (plusminus):
http://www.daserste.de/plusminus/beitrag_dyn~uid,z270nlcwde9ee2ac~cm.asp

best regards, leo

Well, the "AutoBlöd" scandal initially focused on vehicles with factory-installed particulate reduction systems. Audi was heavily criticized, and three particularly egregious examples were cited. But it's always like that. If 2 out of 1000 cars are defective, possibly due to improper use, it's a serious issue.
The following points were highlighted, based on excerpts from the vehicle documentation, which indicate that the vehicles require maintenance, specifically that they need to be driven a certain distance.

The ARD report only focuses on retrofit solutions. It criticizes GAp and Bosal. I also own a Bosal product (flex pipe problems made the replacement economically viable; I don't see any environmental aspect in that). It's unfair to criticize Bosal, because the driving performance, top speed, and fuel consumption are all subjectively at the same level as before. What surprised me initially was that a combined retrofit filter, which includes both the catalytic converter and the particulate matter filter, only has half the volume of the original catalytic converter.
I could have guessed that he doesn't filter anything. Well, the Bosal people have found loopholes and are offering something here. I would say everything was done correctly, but it won't help the environment in any way.

matthiasTDI96 wrote:

Well, the "AutoBlöd" scandal initially focused on vehicles with factory-installed particulate reduction systems. Audi was prominently implicated, and three extreme examples were cited. But that's always the way it is. If 2 out of 1000 cars are defective, possibly due to improper operation, it's a serious issue. The following points were highlighted, based on excerpts from the vehicle's documentation, which indicate that the vehicles require cleaning, meaning they need to be driven a certain distance.

Here we go again: the instruction "drive more than necessary to keep environmental protection technology operational" .

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The fact that this is a combined retrofit filter, combining the OxiKat and PMS, and that it has only half the volume of the original OxiKat initially made me curious. I could have also guessed that he doesn't filter anything... Well, the Bosal people have found loopholes and are offering something here. I would say everything was done correctly, but it won't help the environment in any way...

I completely agree. The idea of leaving a legal puff of soot behind while accelerating in a city that has been cleaned of soot due to driving restrictions somehow .

Okay, Ulf... my car doesn't make any noise at all . It has a registered PMS (Performance Modification System) }.

"No, in my opinion, environmental protection is only meaningful if energy use is avoided altogether. When I develop and implement something as complex as that, adapt it to an existing process, and even slightly reduce its efficiency, then it has nothing to do with environmental protection. However, it perfectly illustrates what politics and artificial green thinking can achieve..."

A quick question related to this topic:

If you want to avoid the technical disadvantages of a DPF, what is the best approach when buying a new car?

- Buy a new car with a PDF (presumably a digital document) and then "eliminate" the disadvantages afterwards?
- Buy a new vehicle without a DPF, install an aftermarket DPF, and then, after registration, technically (not just visually) remove the aftermarket DPF?

Which of the two solutions is technically simpler and less expensive to implement?

(Please do not discuss legality or consequences.)

Regards,
Jens.

Quote:

- Buy a new car with a PDF (presumably a digital document) and then "fix" the disadvantages later? - Buy a new vehicle without a DPF, install an aftermarket DPF, and then, after registration, technically (not visually) remove the aftermarket DPF?

Simply buy a new vehicle without a DPF (Diesel Particulate Filter). Then, retrofitting is not necessary.

Or stick with the old system, don't upgrade, and pay 30 euros more in taxes, for four years, I mean.

Hello!
Based on my experience in the automotive industry, I can offer some insights into the actual maintenance costs of a Diesel Particulate Filter (DPF), using a Volkswagen Passat 2.0 TDI as an example. Replacing the filter and additive at the largest VW repair shop in Munich costs 1130 euros, and this needs to be done every 120,000 km. In my current job, I manage a large fleet of vehicles, and in some cases, these vehicles are driven for 2-3 years. Furthermore, during this inspection, the usual components like the timing belt and water pump are also typically replaced, which is something that any gasoline car owner would be happy about.
Best regards,
Dominique.