DPF Light? Engine Control Unit Update Now!

Hi.

I received an update for my MSTG last week (I got it back on Friday).

Today (7 days and less than 100 km later), the filter warning light (Diesel Particulate Filter warning light) is on .

Could it be that after the update, certain counters were reset to zero (excluding the DPF status, which is "not completely empty"), and that this is a one-time occurrence?

If I am no longer allowed to drive in city traffic for a week without being flashed by a speed camera, I want the old version of the Road Traffic Act (STVO) back!

m;

BMR 0420 to 1184.

dieselmartin wrote:

Hi I received an update for my MSTG last week (I got it back on Friday). Today (7 days and less than 100 km later), the filter warning light (Diesel Particulate Filter warning light) is on . Could it be that after the update, certain counters were reset to zero, but *not* the status of the DPF (specifically, the "not completely empty" status)? And is this a one-time occurrence? If I'm no longer allowed to drive in city traffic for a week without being flashed by a speed camera, I want the old version of the MSTG back! m; BMR 0420 to 1184

Hi,

If the mileage counter for regeneration is reset, it shouldn't happen that the filter is clogged after only 100 km. In my opinion, the reserves at all intervals are at least 50% of their capacity.

However, systems without additives are usually shut down after reaching a certain level of wear. This is typically done by monitoring the differential pressure and measuring the volume change using temperature sensors.

It's possible that the software reset the DPF load threshold, so that what was previously considered normal is now triggering an alarm?

I wouldn't panic about it; just go for a drive with the DPF regeneration cycle activated, using a slightly higher engine speed (driving outside of town, 4th gear is ideal at 100 km/h) and it should clear after a few kilometers. Unless... well, never stop a running system.

martin,

Take a look at today's issue of Auto Bild.

There, Audi receives criticism on three pages regarding the DPF (Diesel Particulate Filter), and reports about drivers who are increasingly and more frequently (being sent) in their cars for regeneration... even long-distance drivers.

The whole thing with the DPF on the 125kW TDI is getting funnier and funnier...

OMG.

I'd be interested to know why the piezo elements seem to "degrade" and how that relates to the temperature sensor.

Additional injection during regeneration = too much diesel = too much soot, which returns via the EGR, or something like that?

Regards,
Pete.

pschaefer wrote:

Additional injection during regeneration = too much diesel = too much soot, which returns via the EGR, or something like that?

I don't know if VAG activates the EGR system due to the "pumping effect." PSA/Ford allow it to remain active during regeneration.

I can imagine that it might be related to the post-injection, theory:

*short injection duration = low injection pressure (PD)
"In certain operating conditions, post-injection does not result in combustion (combustion only occurs in the catalytic converter). The HCs produced for the catalytic converter condense in the area of the injector."

Changing the filter, in my opinion, doesn't directly affect the clogging of the injectors. Perhaps the purpose of changing the filter when clogging is imminent is to avoid an unnecessary number of regeneration cycles.

/Speculation off

My additive is automatically mixed in .

Okay, please provide the text you would like me to translate from German to English.

I let him out yesterday evening.
Well, even though I didn't know which ones might be useful, I did them all anyway.

It's interesting that the software can inject 1184 without causing a significant disturbance, while the 0420 clearly made a noticeable impact.

Attached are the logs, which are still completely unedited – feel free to take a look if you're bored.

For the 125kW diesel engine, the latest trend is: http://www.motor-talk.de/forum/125kw-sb-leistungsverlust-t1550543.html?page=6#post13583018.

Quote:

The piezo injectors were carbonized, so to speak. Specifically, out of the approximately 20 holes through which the fuel is injected, about 4-5 were blocked per cylinder. This resulted in less fuel injection, which in turn led to poor performance.

...

Quote:

Speaking of solutions: The solution will look like this: Within the next 4-6 months, we will have a new fuel filter installed in our car, specifically one that, in addition to its main function, has a kind of tea bag effect, where a regular additive is mixed in, which is supposed to prevent the build-up of deposits and at the same time have a cleaning effect.

Additiv nicht für den DPF aber jetzt für die Düsen; ganz neue Variante.... LOL...

Regards,
Pete.

Ouch... at least, in my opinion, ultrasonic cleaning is pointless for clogged nozzles; it won't solve the problem in the long run.

Best regards, Rainer.

Rainer K. wrote:

Ouch... at least, in my opinion, ultrasonic cleaning is pointless for injectors that are carbonized, it won't achieve anything in the long run.

- Because the cleaning doesn't really clean, or because it would coke up again anyway without an additive?

Hmm. Although the "Audi additive" is supposedly not available for purchase, I think I'll try using some Liqui Moly additive for a while... Is the additive enough to clean injectors that are already carbonized?

Regards,
Pete.

Hi,

I own a professional ultrasonic cleaning device that's really powerful. However, it doesn't do much for cleaning the nozzles themselves. On the other hand, it does a great job of cleaning the nozzle holders.

Perhaps, from now on, drivers of 170hp TDI vehicles will receive this with every service.
http://www.amazon.de/Unimet-Russfrei-W%C3%BCrfel-Kombi-435/dp/B0002ZO4X2



Best regards, Rainer.

Rainer K. wrote:

Maybe the drivers of the 170hp TDI cars will now get this with every service...

Awesome! Will it be enough if I put it on the back seat? ROTFL!

Regards,
Pete.

P.S.: Thank you for clarifying the information regarding the ultrasonic cleaning.

Wieso hast du das neue bekommen ? Lawsuits?
Because you wanted it, or because they did it that way/should have done it that way/had to do it that way?

How does the car behave with the new setup?
If one were to draw parallels, these would correspond to the BMN levels of 0424 and 1185 (Index DH).

It should be noted that many of the issues that were present with the 424 model have been resolved with the new one. Especially in terms of top speed... with the old model, it was just under 215 km/h... while with the new one, it's 242 km/h according to the speedometer.

The only other change made was replacing the exhaust temperature sensor 1.
'It also reported significantly higher values than those measured at the DPF, even in cold conditions, which is unlikely if the car had been parked overnight.'

I'd be interested to hear people's opinions on what's causing this.
for performance degradation over time?
If that ultrasound thing is nonsense (or do they have even bigger/more powerful devices than Rainer?), then the entire statement is incorrect, and is regular diesel really that much more 'clogging' compared to Ultimate and V-Power?

Why do some engines demonstrably not exhibit any misfires with new injectors for approximately 3,000 to 5,000 kilometers, only to then start misfiring again? Why does the power disappear? And why does it suddenly return with new injectors, for a certain period?

Well... questions upon questions, which are also questions I often ask myself.

I'm particularly wondering why the piezo injectors specifically in the 125kW TDIs are prone to coking. It's not as if that's the only engine with piezo injectors; other 140PS 16V Passat TDIs without a DPF already had them installed earlier.

If the issue isn't with the piezo elements themselves, then it must be related to the fuel injection "modulation" or "distribution" – and that's DPF-dependent. In my opinion, that's where the problem lies.

The problem might only be partially due to the fuel itself. I drove with Ultimate fuel throughout the entire last winter. The noise, starting behavior, and especially the smoothness of the idle were better. The power delivery wasn't necessarily better (despite the narrower tires).

Regards,
Pete.

P.S.: I haven't received the 1185 update yet. I'll get it in the second week of September. Then I'll also point out the leaky exhaust flange on the turbo and the lousy boost pressure control. But I'm still going to add some Liqui-Moly additive just in case...

What bothers you about the turbocharger boost control? If it's not a mechanical issue, check if the problem is already improving or disappearing with the new system!

Identifiable differences between models 0420 and 1184 in terms of BMR (Base Metal Rate) are:

- Significantly improved responsiveness (it reacts more quickly, so you don't have to constantly adjust it).
- DPF post-injection without the sound of a broken-down, ancient delivery truck.

m;

pschaefer wrote:

I'm particularly wondering why the piezo injectors of the 125kW TDIs are supposed to be clogged. It's not as if that's the only engine with piezo injectors; the 140PS-16V Passat TDI without a DPF already had them.

But it wasn't the same version. In the 140 PS 16V Passat (engine code BKP), an older version of the piezo-PD elements (PPD 1.0) was installed, while the 170 PS engines (BMN, BMM, BRD) used the PPD 1.1.

And if it really is due to the post-injection, then the 140 hp 16V Passat without a DPF should not have a problem for this reason, as post-injection is rarely needed in engines without a DPF.