2.0 TDI stirbt ab - BMP | Posts 24+

Something like this: In new filters, or those with little accumulated ash, this is not a major issue. However, when the filter is nearing its maximum ash capacity, only a relatively small amount of filter surface area remains permeable... the fill level, or differential pressure, increases more rapidly, active regeneration cycles are shortened, fuel consumption increases, and in some cases, the engine oil level may rise.

So, either have the DPF cleaned or regenerated, or replace it.
Personally, I would (if it were my car) immediately replace the differential pressure sensor and possibly have a software update (if available) performed at the .

Hello,

The engine control unit calculates the amount of soot based on the differential pressure in the respective operating condition. However, the amount of ash increases with each regeneration cycle, which causes the overall differential pressure values to increase over time. Based on this, along with the mileage and the amount of fuel consumed, it is possible to estimate the amount of ash in the filter.

"In my experience, the ash mass value tends to be more of an estimate than a precise measurement. I had my DPF removed after about 80,000 km, and although the ash mass calculated by the engine control unit was within the expected range, the filter itself was practically empty. Ultimately, it's difficult to predict the actual amount of ash present, as it depends on factors such as the type of engine oil used (additives or oils that produce less ash), the condition of the engine (high or low oil consumption), the driving profile, and the type of fuel used."

If your DPF is still the original one and has never been cleaned, it's very likely to be full given the mileage.

Best regards, Rainer.

Thank you for all the information!

Now I understand what needs to be done with the DPF.

Before that, I'm going to measure the differential pressure myself (just out of curiosity), as I happen to have a differential pressure sensor lying around in my workshop.

Currently, it's in a limp mode, the DPF light is on, and the load is at 61%. Is a forced regeneration too risky?

Best regards,

Quote:

Is emergency regeneration too dangerous?

It's highly unlikely that it will be possible again.

The DPF should be removed as soon as possible. While you're at it, please also check if there's another reason for the rapid increase in DPF clogging, such as high oil consumption (often from the turbocharger) or excessive soot buildup in the engine due to a leak in the charge air system (where air intended for combustion escapes into the atmosphere).

The latter are also not uncommon during operation and can be identified by oil traces on the charge air ducts or intercooler, as well as by the corresponding noises.

Best regards, Rainer.

Okay. I couldn't detect any oil consumption, but rather an increase in oil level (possibly due to DPF regeneration?).

Can I remove the filter without using a lift?

Best regards,

Okay, I installed a new DPF and changed the oil (it was as thin as water).

I set the ash mass to 0g, then restarted the system several times and cleared the error memory. Now it seems to be working fine for the moment. Is there anything else I need to do? I heard something about a "regeneration cycle"...


Regarding the DPF removal: I also detached the driveshaft on the transmission side, which made the process much easier! (I only removed the sensors and wiring after the DPF was already out).

Best regards,