DPF und LMM | Posts 48+

Hello.
Have you ever tried using HVO fuel to reduce particle emissions? If not, I think it's worth a try, and it's considerably cheaper than replacing a new DPF.
What is the maximum allowable particle count in the AU (airborne unit)?

Best regards,
Sören

fowin wrote:

Thank you very much! How can I explain the AU measurement with ~7 million particles?

The statement makes absolutely no sense. Hopefully, the audit log shows something different. -> Could you please show me what was measured?

The DPF may still be "clogged" within its internal structure, and unfiltered exhaust gases may be escaping through a crack.
We are talking about probabilities here.

If you're flooring the accelerator and looking in your rearview mirror and see nothing but black smoke, then you don't even need to ask if your DPF is broken... because logical thinking would have already given you the answer.

3bAFN wrote:

Hello. Have you ever tried using HVO fuel to reduce particle emissions? If not, I think it's worth a try, and it's considerably cheaper than replacing a new DPF. What is the maximum allowable particle count in the AU (airborne unit)? Best regards, Sören

Hi Sören, no, I haven't tested HVO, and I don't think it makes sense in my opinion!

The last working unit measured 300 particles/cm³.
The limit is 250,000.

Yesterday, approximately 7 million particles were measured.

There's nothing HVO can do about that .

fowin wrote:

3bAFN wrote: Hello. Have you ever tried using HVO fuel to reduce particle emissions? If not, I think it's worth a try, and it's considerably cheaper than replacing a new DPF. What is the maximum allowable particle count in the AU (airborne unit)? Best regards, Sören Hi Sören, no, I haven't tested HVO, and I don't think it makes sense in my opinion! The last working air quality monitor measured 300 particles per cubic centimeter. The limit is 250,000. Yesterday, approximately 7 million particles were measured. Nothing helps, not even HVO

.
Okay, 7 million particles per cm³, you should definitely be able to see that, well, depending on what's defined as a "particle."

So, does the car smoke?

dieselschrauber wrote:

fowin wrote: Thank you very much! How can I explain the AU measurement with ~7 million particles? The statement makes absolutely no sense. Hopefully, the audit log shows something different. -> Show me what was actually measured. The DPF may still be "clogged" within its internal structure, and unfiltered exhaust gases may be escaping through a crack. We are talking about probabilities here. If you look in your rearview mirror and see nothing but black, then you don't even need to ask if your DPF is broken... because logical thinking would already give you the answer beforehand.

Hmm, why doesn't the statement make sense? Are you referring to an answer to my question, or the question itself?

I don't have a test report because the inspection was carried out by a friendly inspector beforehand, without requiring payment of fees upfront.

I can only say that it didn't show any error codes related to emissions, all the points that are normally listed in the report were marked as "OK," and yet, during the measurement, the values were far above the limit.

Unfortunately, the measurement can only determine the particle concentration, and no other values that could provide further insights.

Yes, you can see smoke, but it's more of a light color rather than black. However, the inside of the exhaust pipe is coated with soot, which shouldn't be the case since it was supposedly cleaned.

I've ordered another parking sensor and I hope this one doesn't fail again right away. I'll clear the error codes again and see what the results are from a test drive.

Quote:

Hmm, why doesn't the statement make sense? Are you referring to an answer to my question, or the question itself?

Because the number of undefined values doesn't tell you anything. It has nothing to do with cars specifically, but rather with life in general.

The count resulted in "7 million apples." Where, what, and how were they counted? Were they horse apples, large or small, of a specific variety, and over what period of time, etc.?

Solange das Ding qualmt beim Gasgeben, ergibt doch nix Sinn ausser den DPF zu reparieren. What else could it be?

If you get a flat tire, would you start vacuuming under the driver's seat, hoping it will help, or check if the rear window defroster is working?
Naturally, the first thing to do is fix the flat tire.

I would like to go back to the question I asked at the beginning:

Are there any experiences with DPF accessories that are not original VW parts?

You probably won't get a consistent answer.
I assume your engine is a Euro 6 diesel, and that means that particle emissions are measured during the vehicle inspection. The German Federal Environment Agency (UBA), TÜV, and similar organizations have found a new focus. The former sets a limit per kilometer, which, of course, cannot be measured during the inspection. The inspectors have then derived particle counts per volume from this. Now, instead of measuring turbidity, they are counting scattered light impulses. I won't comment on the usefulness of this, but it's just colder at night than it is outside.
With an original filter, you can generally expect a higher quality (i.e., fewer anomalies), and perhaps a lower permeability threshold (particle size). Of course, if the engine is producing excessive fine particles due to other defects, that will pass through the filter and become apparent during inspection.
hg
Herbert.

Thank you, Herbert.
For information and potential risks regarding quality.
Regards,
Frank.

Before you start using a new diesel particulate filter, it would be wise to fix any existing issues.
Not only the sensor that measures particulate matter, but also potential sources of any smoke that is detected as particulate matter during the emissions test.
Okay.
- Injectors: Idle stabilization, rail pressure calibration, return flow volume.
- Compression, intake manifolds;
- faulty glow plugs.
Otherwise, you'll just clog up the new DPF again.
hg
Herbert.

Okay, I will try.
If I have any problems, I'll contact you again. Otherwise, I'll post the values here later.

Here is the injection time deviation.

It seems I cannot perform a compression test because it is not listed in the basic settings. However, in the advanced vehicle data, the compression values are already displayed for cylinders 1-4.


Return flow rate I am currently unable to check because there is no suitable measuring device available.

I haven't found anything about idle stabilization or }idle stabilization control} to test.


}Spark plugs} are new.

Hi,
You can find information about injection timing deviations in your engine here:
/viewtopic.php?t=30985&highlight=fuel injection timing deviation

They look good, according to my logic.

You can check the compression directly with a compression tester. However, you don't need to do that when dealing with injection timing deviations.

What would also have been interesting to investigate are the rail pressure calibration and the return flow rates.
For the former, there are measurement values available. If you provide an image of your MSG here in CSV format, I can tell you which ones.
You can measure the reflux volume using a homemade device made from silicone tubing and disposable syringes.
hg
Herbert.

MSG image: (I hope this is what you meant, Herbert)

I will test the return flow rates this week.

Okay, the new DPF (Diesel Particulate Filter) and particulate sensor have been installed.

After approximately 200 kilometers, there are no more error codes stored in the system.


The ESD backflow rates were tested, see the image.

Cylinder 3 shows deviations, but these occurred within the first approximately 30 seconds and remained constant or increased uniformly every 4 seconds throughout the total runtime of approximately 3-4 minutes.

Cylinder 1 - 4.5
Cylinder 2 - 4.5
Cylinder 3 - 6.4
Cylinder 4 - 5.3

#3 / #4 Are the ESD components carbonized? Should I clean them in an ultrasonic bath? Or are the deviations still within acceptable limits?

Replaced the expansion tank (LLK) due to signs of damage from a weasel bite.
The new spark plug already had a slight oil film after only 50 km.
Similarly, the plastic pipe coming from the KGE to the suction side of the turbocharger inlet is shown in the pictures.

The throttle body also had a slight oil film on it. See the picture.

The intake manifold, I would say, shows signs of carbon buildup after 180,000 km of mileage. The valves also show signs of carbon deposits. Could this be cleaned with a fuel additive?

The membrane/valve (KGE) seems to be working, as the lid on the oil filler neck is being slightly sucked in. Could it still be defective? How can I test it further?

The AGR (Aktivkohlefilter) has not yet been tested or inspected. However, I assume there will be some degree of carbonization there as well.

Can we possibly determine if there's a turbocharger issue based on these images/findings? What tests can I perform using VCDS to confirm or rule out this possibility?


What else can I test to prevent the DPF from clogging quickly, which is likely caused by unburned oil and/or incomplete combustion?

"Thank you."