CFFB: Regeneration will nicht enden | Posts 16+

...we shouldn't let the CSV file be the reason for failure; here it is as an attachment. However, it only includes 5 parameters. I don't understand how to save the desired advanced measurements, and this morning I needed to do it quickly.

I was trying to say that if the differential pressure sensor fails, it doesn't display completely erratic values, but rather values that are consistently too high at all times (essentially, proportionally increased), which I find surprising, especially since I don't know how this sensor works.

The exhaust system isn't pinched, and the tailpipe is also clear (so there's no tennis ball or anything similar blocking either of the outlets). I specifically checked that today when I was changing the tires.

With a little luck, I might be able to arrange a stage or a pit. Driving with an exhaust system that is progressively disassembled would be quite exciting .

Hi,

The current score:

Exhaust system okay, but DPF sealed; for this, the front axle needs to be removed, etc.

Interestingly, some values related to the DPF had already been erased, and since then, the amount of soot buildup has been steadily increasing. I have never deleted anything myself; it must have happened through the tax advisor, likely as part of the new tax software for the EA189 (about 4 years ago).

I'm quite surprised that the DPF is clogged. I'm the original owner of the Sharan, and the mileage of 125,000 km is correct. And at most, I've probably only driven it for a maximum of 5 regeneration cycles throughout its entire lifespan. And the Sharan is not a vehicle designed for short trips.

Sure, here's the translation:

"LG" translates to "Best regards" or "Sincerely" in English.

Hello,

A possible reason for excessive ash buildup could be overfilling the engine with motor oil, and generally, high oil consumption.
If, in addition to that, the wrong type of engine oil is used (one that is not low-ash), or other additives for engine oil/fuel that are not suitable for DPFs are added, it only makes the situation worse.

Best regards, Rainer.

Thank you for the feedback!

The engine has previously received new engine oil once a year (Super Tronic LongLife III SAE 5W-30). And the oil level hasn't noticeably decreased at all throughout any year, and that's still the case currently. (And this isn't because the oil would be diluted with water, but because there isn't any significant oil consumption.)

The car was almost always fueled with branded gasoline; although it was usually just the "standard" diesel, which should be sufficient.

I simply don't know what I can change about my driving habits in the future. Sometimes I drive 500 km on the highway at 180 km/h, and other times I drive more slowly and, in general, always try to anticipate what's ahead. I avoid short distances (less than 10 km).

If only I knew what had been wrong so far. To the best of my knowledge, not every modified EA189 engine exhibits problems, so can we attribute it solely to that?

Quote:

The car was almost always fueled with branded gasoline; although it was usually just the "standard" diesel, which should be sufficient anyway?

Yes.

It would be interesting to know how such a high pressure difference arises, but I suspect the old DPF must be returned as a complete unit for the deposit refund.

It might be possible to deduce the origin of the residues by analyzing them.

However, I would also like you to inspect the DPF carefully and take photos to see if you can identify any manufacturing year markings.
This should, of course, match the car's model and year, with a maximum age of 1 year. Also, all the fittings on the exhaust, what was loosened, and whether anything was loosened.

Hello Rainer,

I don't quite understand the direction your questions are heading, so just to be on the safe side, I'd like to ask for clarification:

The repair shop I trust the least (well, I think they're honest, I know several of the employees personally) apparently said that the DPF was just flushed, and that the values would then be back to normal.
Sure, I can follow up on Monday to see if the filter content provides any clues about the cause of the blockage.

Do you think the DPF is significantly older than the Sharan itself? If that were the case, it would have had to be installed as an old part in new cars back then. If someone had disassembled the front axle in the last 9 years, I would have definitely noticed. It's unlikely that this happened at the dealership when the software update was installed, as that process is quite complex.

And the fittings on the exhaust: As far as I know, these were loosened for the first time, because there was no previous reason to do so. Do you think that the mechanics in the workshop might not have even worked on the exhaust at all? Or why the mention of the fitting?

Hello,

Think about how much a DPF (Diesel Particulate Filter) costs, and how you might be able to get one for free, for example, by exchanging an old one for a new one. The financial incentive is certainly in place.

It's not meant to be an accusation, but you should ask yourself why your DPF is completely full after only 125,000 km, while it lasts for well over 250,000 km for everyone else.

Best regards, Rainer.

Hello,

Yes, but why is mine overflowing?

But when exactly was I supposed to have been given an old DPF? Right from the factory? I picked up the Sharan in Wolfsburg.

To the best of my knowledge, the DPF was only "unlocked" for the first time now. But if it's not overflowing now, then some other component must have caused the excessive pressure difference, because I measured that myself.

Perhaps I'm being too naive? Feel free to write down which scenario could explain the current situation. I'm not taking this as an accusation, but I would appreciate plausible explanations. Before I start doubting my driving style too much...^^

Hi,
What does "DPF clogged" mean? Are there any pictures? Ash, soot?
I understand that the measured differential pressure is beyond the acceptable range. However, given the mileage, it's unlikely that the issue is caused by excessive ash buildup. See: /viewtopic.php?p=255445#255445
and here /viewtopic.php?p=255446#255446
That's also an EA189 2.0 TDI.
hg
Herbert.

Hi,

Thank you for your feedback.

It would be helpful to know whether the DPF is clogged with soot or ash. I'm asking about details, but I don't know anything about the workshop itself.

In the workshop, I was asked if I was able to reset the DPF, which should have been done at least once. I'm probably capable of doing it using VCDS, but I've never actually done it. I can imagine that when installing the new software, someone might have "delved deep" into the digital system.
Could an incorrect setting from back then (about 4 years ago) be a possible reason for a DPF that is aging too quickly?

I'm quite annoyed that I had to fulfill every single requirement for the car's regeneration cycle (which came up approximately every 600 km). If there are users on the other side who don't pay attention to that at all, but can still get 250,000 km out of it..

Sure, here's the translation:

"LG" translates to "Best regards" or "Sincerely" in English.

Hi,
It would be best if you could take some pictures. Please take pictures of the inside of the DPF from the engine side, and also a picture of the DPF showing the part number and manufacturing date. Without it, you're groping in the dark.
I believe the claim that the "ash value" was reset during the software update is speculation. Furthermore, at that time, the mileage would have made almost no difference.
Please explain what you meant in your previous post when you said "the DPF would only have been flushed out."
hg
Herbert.

Hello,

Yes, I'm trying to get my hands on some pictures. I won't be able to see the car again until at least Monday. And only then will I be able to provide more information about the DPF treatment, if you have any questions. Whether it was swapped out or refurbished, however.

For now, I can say that I have no reason to doubt the competence and professionalism of the current workshop. As a non-expert, you often rely on your own judgment, and VCDS can be incredibly helpful in avoiding being misled or taken advantage of.

Thank you for your insightful questions, which allow me to thoroughly examine my current problem.

I will get back to you as soon as I know more. Sure, here's the translation:

"LG" translates to "Best regards" or "Sincerely" in English.

Hi,

Okay, here's the translation:

"Just to let you know, I don't have any pictures." The situation is as follows:

First, starting from the exhaust tip, the entire exhaust system was removed. The differential pressure had always been too high until the DPF (Diesel Particulate Filter) was cleaned, located in front of the engine. So, the original DPF has been reinstalled, which a specially purchased cleaning device deemed to be okay after cleaning, although it's not possible to definitively distinguish between ash and soot. During reassembly, it was discovered that the exhaust flow was again being excessively restricted, which was due to the SCR catalyst. Now, a new catalyst has been installed, and everything seems to be okay now. For now.

Therefore, the worst-case scenario regarding the exhaust system on the Sharan had likely occurred. The mechanics at the workshop stated that it was not common for the DPF to be clogged and the SCR catalyst to be broken at the same time, with approximately 130,000 km on the odometer. However, they said that it happens from time to time, and it's not that unusual. Long operating times without issues would have been more common in the typical "company car," which often accumulates a large number of kilometers in a short period.

It cannot be ruled out that the underlying defect that caused the problem still exists. For example, there might be a latent engine fault, but currently, it's within the tolerance range of corresponding measurements, meaning it can't be diagnosed.

After approximately 400 kilometers, the first regeneration process was scheduled for yesterday following the repair.

If there are any specific readings that I should pay particular attention to, I would appreciate it if you could let me know.

From my perspective, I have to say that I am, of course, not happy about the repair. However, I certainly don't have the impression that I was scammed by the workshop, meaning that unnecessary or excessive repairs were carried out, or that some kind of conspiracy was involved beforehand. According to the workshop, the exhaust treatment system in the CFFB is extremely prone to failure, and the modifications made after the emissions scandal likely did not improve the situation.

Sure, here's the translation:

"LG" translates to "Best regards" or "Sincerely" in English.

Hello,

Thank you for the feedback. I would like to carefully examine the behavior of the temperature readings, in comparison to vehicles that are functioning correctly.

If there is no significant oil consumption, overfilling, or the addition of strange fuel additives, and the engine is not producing excessive soot, then there is simply nothing to clog the system.
This can all be clarified with very little effort.

So, either the regeneration process is repeatedly interrupted due to incorrect readings from the ECU, or one of the points mentioned above is the cause.

See reasons for failed regenerations.

Best regards, Rainer.

Hello Rainer,

Thank you for your reply.

I can safely rule out oil consumption, overfilling, and strange additives.
I don't know if the engine is producing excessive smoke. But I can say that the inside of the exhaust pipe (or rather, both exhaust pipes) is clean. So, no soot comes out the back.

What temperatures should I be monitoring? Currently, I see "Exhaust Gas Temperature Sensor 1", but there are also numbers 2, 3, and 4?

Please find attached a visualization of the first regeneration cycle after the repair, which I started recording around the halfway point, although I'm not entirely sure of the exact time. The calculated soot mass decreased steadily to approximately 5 grams, at which point the regeneration process stopped. Should this value be reduced to 0 grams?
The recovery process went smoothly. I didn't want to drive fast or at a high speed.

Sure, here's the translation:

"LG" translates to "Best regards" or "Sincerely" in English.

Hi,
It would be interesting to know what values are currently entered for the ash mass and the offset of the differential pressure sensor.
hg
Herbert.