DPF Differenzdruck Normwerte | Posts 24+

Okay, here's a log showing a cleaned DPF:
Unfortunately, I haven't achieved the success I had hoped for.

It was 18°C with a surrounding pressure of 1009mbar.

The log is back in the 6th. Attempting a "Gang" on the AB with VMAX.

The DPF was discharged against the flow using a compressed air gun until no more came out, and then it was flushed with water and a garden hose.

I would really appreciate it if other owners of 3.0TDI engines also posted their values.
I might try cleaning it again, and then I'll use a DPF cleaner for help.

Hello,
VL-Hochlauf in the 4th. {TEST_NAME} of another 3.0 TDI.
MWB 104 at the time of measurement: 0.20 l / 13g / 9g / 500km
Air pressure 989 mbar; Air temperature 11 °C
LL: 186 Tkm, no tuning
Also, the values are quite high, especially since the DPF hasn't been recently regenerated:
Delta-p 488 mbar @4300 U/min
I need to repeat the measurement with an empty filter at some point.
Normal regenerations occur at distances of >1100km.

Hello,
VL-Hochlauf in the 4th. Measured the rate of regeneration.
MWB 104: 0.20 l / 10g / 6g / 0km
--> Question: How should the soot loading values after regeneration not be 0?
Air pressure 989 mbar; Air temperature 6 °C
LL: 189 Tkm, no tuning

max Δp 406 mbar @4300 U/min

Hello,

MKB: BMM not tuned
LL: approximately 253,000 km
Air pressure: 969 mbar
Ambient temperature: 6 °C
Distance since regeneration: 170 km
Loading: 0%
Ash: 68g (Limit: 60g)
Logfahrt bergauf, 1533/min bis 4032/min
Temp. in the PF max. 498°C
Differential pressure max. 293 mbar
See attached CSV file.

In 2009, I had already logged data, at that time it was around 60,000 km, 16g ash and 534°C in the PF, with a maximum of 324 mbar. The pressure sensor was replaced at 155,000 km.

It seems that the 68g ash does not make a difference in the differential pressure. Are there any other features that indicate a necessary cleaning?
Previously, he would burn all 390 km of fuel. Now, it seems he's burning all 340 km. It might not be the soot loading; could I test with 30g of ash?

Greetings

Hello,
MKB: CFGB, Passat 125KW DSG gearbox (Year 2011)
no tuning, no software update, 166,000 km
989 hPa Ambient Pressure Ambient Temperature 18 Degrees
Measurement blocks under menu: Engine Control are disabled!
Capacity: 100ml
Maximum 407 hPa pressure difference [Edit Admin: In my opinion, this is a bit too high for the mileage or engine oil volume]

Greetings, Petrol

Golf 6 Variant, 2.0 TDI CFHC, Year 2012, Mileage 150,000 km
Ölaschevolumen 80 ml

The images below show the differential pressure during three full-load accelerations, once shortly before regeneration with 18 g of soot mass, and once directly after regeneration with 0 g of soot mass.

The loaded state (18 g of soot mass) has a flue gas pressure approximately 50 mbar higher than the freshly burned, unloaded state.

MKB: CBBB, Passat 125kW DSG gearbox (Year 2009)
no tuning, and without a software update
Regeneration approximately every 1100-1200km
Loading status: 0%
Last regeneration 40km ago

Mileage: Calculated to be approximately 400,000 km. (Purchased in 2016 with "190,000 km", but according to the history, it had already exceeded 213,000 km in 2013.)

According to my knowledge, NO new DPF has been installed, as the part number and manufacturing date match the vehicle's year of manufacture. Whether a cleaning has taken place is unknown, as there are no visible cuts or signs of processing.

989 hPa Ambient Pressure, Ambient Temperature 25 degrees

Capacity: 240ml (Maximum 180ml)
286 mbar pressure difference at 4196 U/min in 3rd gear

When the transmission automatically upshifts to 4th gear at 4600 RPM, the differential pressure briefly increased to 326 mbar.

Unfortunately, the log file is corrupted, and I need to create a new one.

Hello everyone,

I also wanted to share my results. Three times measured:

Before expansion:
MKB: ASB
LL: approximately 203,000 km
Air pressure: 1042 mbar
Ambient temperature: 32 °C
Distance since regeneration: 0 km
Loading: 0 / 0
Ashes: 0.56
Measured full acceleration in 5th gear. Highest value just before the critical point.
DPF Temperature: 537°C
Differential pressure max. 730 mbar


After rinsing and patting dry (there were really a lot of brown, crumbly pieces):
LL: approximately 203,000 km
Air pressure: 1028 mbar
Ambient temperature: 28 °C
Distance since regeneration: 0 km
Loading: 0 / 0
Ashes: Reset to 0
Measured full acceleration in 5th gear. Highest value just before the critical point.
DPF Temperature: 496°C
Differential pressure max. 423 mbar

A month later, the consumption of AB had noticeably increased again. Measurement without prior regeneration:
LL: approximately 205,000 km
Air pressure: 1002 mbar
Ambient temperature: 26 °C
Distance since regeneration: 1300 km
Loading: 16 / 4
Ash: 0.02
Measured full acceleration in 5th gear. Highest value just before the critical point.
DPF Temperature: 522°C
Differential pressure max. 509 mbar

Greetings

Bo

A4 8K, CJCD, Mileage approximately 140 Tkm, Freshly regenerated:

Differential Pressure:
- 2 hPa at 0 min-1, Offset 1 hPa
- 26 hPa at 1500 min-1 (Full throttle, DPF 276 °C, air mass flow 56 g/s, boost pressure 1755 hPa)
- 150 hPa at 4000 min-1 (Full throttle, DPF 488 °C, air mass flow 152 g/s, boost pressure 2330 hPa)

Volume: 0.09 l (39.5g) with a limit of 0.175 l.
hg
Herbert

A4 8K, CJCD, Odometer: 180 Tkm, Freshly Regenerated:

Differential Pressure:
at 5 hPa, offset 1 hPa
at 3 full-throttle runs in 4th, 5th, and 4th gear Gang:
- around 30 hPa at 1500 min-1;
- around 190 hPa at 4000 min-1.

Volume: 0.12 l (53.1 g) with a limit of 0.175 l.
hg
Herbert

A4 8K, Mileage: 199700 km, Recently refurbished:
Differential Pressure:
Idle 9 hPa (after 3 measurements), Offset 0hPa
at 3 full throttle runs: 5th gear:
- around 30 hPa at 1500 min-1;
- around 190 - 200 hPa at 4000 min-1.

Consumed 56.6 g (0.14 l) at a limit of 0.175 l.

After the previous service regeneration trip, the soot mass values (measured and calculated) are finally identical, with no decimal places. Previously, the difference was 8 g (calculated > measured). Due to the high calculated value, regenerations had become more frequent.
hg
Herbert