DPF und LMM | Posts 48+

Hello.
Have you ever tried using HVO fuel to reduce particle emissions? If not, I believe it's worth trying, and it would be significantly cheaper than a new DPF.
What is the maximum allowable particle count in an AU (presumably referring to a specific type of analysis or measurement)?

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 inspection report will show something different. Could you please show me what was measured there?

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

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

3bAFN wrote:

Hello. Have you ever tried using HVO fuel to reduce particle emissions? If not, I believe it's worth trying, and it would be significantly cheaper than a new DPF. What is the maximum allowable particle count in an AU (presumably referring to a specific type of analysis or measurement)? Sincerely, Sören

Hi Sören, no, I haven't tested any HVO, and in my opinion, it doesn't make sense!

The last functional air quality monitor measured 300 particles per cubic centimeter.
The limit is 250,000.

Yesterday, approximately 7 million particles were measured.

Nothing helps .

fowin wrote:

3bAFN wrote: Hello Have you ever tried using HVO fuel to reduce particle emissions? If not, I believe it's worth trying, and it would be significantly cheaper than a new DPF. What is the maximum allowable particle count in an AU (presumably referring to a specific type of analysis or measurement)? Sincerely, Sören Hi Sören, no, I haven't tested any HVO, and in my opinion, it doesn't make sense! The last functional air quality monitor measured 300 particles per cubic centimeter. The limit is 250,000. Yesterday, approximately 7 million particles were measured. There's nothing HVO can do

.
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 inspection report will show something different. Could you please show me what was measured there? The DPF may still be "clogged" within its internal channels, 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? Do you mean 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 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 likely to be light-colored 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? Do you mean 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, but rather it's a general principle for life.

The count resulted in "7 million apples." Where, what, and how were they counted? Horse manure, large, small, specific variety, within what timeframe, etc.

As long as the thing is smoking when you accelerate, nothing makes sense except for repairing the DPF. 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, you should fix the flat tire first.

dieselschrauber wrote:

Quote: Hmm, why doesn't the statement make sense? Do you mean 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, but rather it's a general principle for life. The count resulted in "7 million apples." Where, what, and how were they counted? Horse manure, large, small, specific variety, within what timeframe, etc. As long as the thing is smoking when you accelerate, nothing makes sense except for repairing the DPF. 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? Logically, first fix the flat tire.

Thank you, Rainer.

"But he said: 7 million PARTICLES, which makes sense if they are soot particles from a car, right?" And when it comes to particle measurements, I don't think there's much that needs to be explained.

Smoke is not all the same; white, blue, and black smoke have different causes.

If there's a blown head gasket and the car is emitting white or blue smoke, I'm not going to replace the exhaust first.

But in my case, I probably won't be able to avoid it.
Only those who believe that a DPF is defective after being cleaned would think that.
I'm initially going to assume there are other causes...

Thank you again.

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?

You probably won't get a consistent answer.
I assume your engine is a Euro 6 diesel, and that means that particulate matter is being measured during the emissions test. The UBA (German Federal Environment Agency), TÜV (German technical inspection association), and similar organizations have found a new focus. The former sets a limit per kilometer, which of course cannot be measured during the emissions test. The inspectors have instead converted this into a particulate count per volume. Now, instead of measuring turbidity, they are counting the scattered light impulses. I won't comment on the usefulness of it; it's just colder inside at night than it is outside.
With an original filter, you can generally expect a higher quality (i.e., fewer contaminants), and possibly a lower permeability threshold (particle size). If the engine produces excessive fine particles due to other defects, this will naturally pass through the system 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 should we consider the sensor itself, but also potential sources of any smoke that might be detected as particulate matter during the emissions test.
Okay.
- Injectors: Idle stabilization, rail pressure calibration, return flow measurement;
- Compression, intake manifolds;
- faulty glow plugs.
Otherwise, you'll just clog up the new DPF again.
hg
Herbert.

Okay, I'll 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.

"Compression test seems like I can't perform, as it's not listed in the default settings. In the advanced..." MWB already includes the compression values 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 speed stabilization or idle speed 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.

The compression is checked directly using a compression pressure tester. You can skip that explanation when it comes to injection timing deviations.

What would also have been interesting to know 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 volumes using a homemade setup 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 km, 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 Is the ESD (electrostatic discharge) nozzle clogged? Should I verschandeln it in an ultrasonic cleaner? Or are the deviations still acceptable?

Replaced the expansion tank (LLK) coming from the turbo due to signs of weasel damage.
The new chain 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 slight carbon buildup after 180,000 km of mileage. The valves also show traces of carbon deposits. Could it be cleaned again with a fuel additive?

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

The property has not yet been inspected or viewed in person. But I assume there will be some degree of carbonization there as well.

Can one possibly infer a turbocharger failure based on these images/findings? What could I test with VCDS to confirm or rule out this issue?


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

Thank you.