Ash loading value not reset after DPF replacement

Hey everyone,

Since my particulate filter was replaced/refreshed during the 120,000 km service, I'm wondering how important it is to manually reset the ash loading value.

The background is that I personally cleaned the DPF of its ash, but as far as I know, the workshop did not reset the ash load value or recalibrate it.

What could happen if this doesn't happen? What is this value needed for in the motor controller?

Does the engine control unit automatically adjust the value during the next regeneration cycle?

Could I accomplish all of this with VAG Com?

It would be great if someone who has knowledge of this could explain the connections to me.

Best regards,
Benni.

The ash load level, in simplified terms, indicates how "worn" the DPF is. This is calculated, among other things, based on the amount of fuel consumed. This will help the MSG (Maintenance Steering Group) determine when maintenance is scheduled.
A DPF filled with ash also hinders the flow of exhaust gases.

I don't know how things will proceed from here in your 3bg. Is this still a system with an additive in the spare tire well, or am I mistaken?

Yes, exactly, it contains an additive.

My thoughts were that the ash loading value should also be included in the regeneration calculation.

So, if the filter is now free of ash, but the software still thinks it's full, the differential pressure is not sufficient to initiate a regeneration process.

So, the filter is now becoming clogged with soot because it's not regenerating, due to the low pressure difference.

Okay, so, a high ash loading value indicates a higher assumed differential pressure.

In addition to that, there is the soot buildup and the regeneration cycles that result from it.

Don't want that thing to get so full of soot that it eventually catches fire.

Can I also perform these regeneration cycles with VAGCom, or recalibrate the ash loading value? I really need to finally buy this software.

You can use VC to perform a forced regeneration, or you can manually adjust the ash mass balance. You can also monitor the loading during operation and observe the general behavior of the system.

So, it's time for you to get something like that .

Is there anything else to say about the remaining connections? Am I correct with my theory?

Since the ash mass is calculated using a mathematical model by the engine control unit (ECU) , it will not reset automatically.
The MSTG doesn't know that the filter has been flushed.

It has to be programmed "somehow."

How, I will only know in 97,000 km, when mine is full .

m;

Yes, the question is what happens if the value is not reset.

Alternatively, in ash mass balance calculations, the ash mass is measured, not calculated. I'm estimating the pressure difference based on the time that has elapsed since a defined event.

Ash mass balance doesn't mean anything to me.

The loading value is measured using a differential pressure sensor, but this represents the amount of "RUSS, i.e., not yet ash" that is present in the DPF.

Ash is what remains after something has been burned. And that definitely won't be measured.

m;

Benni wrote:

Yes, the question is what happens if the value is not reset. Alternatively, in ash mass balance calculations, the ash mass is measured, not calculated. I estimate the pressure difference when a defined time has elapsed.

Hi,

I can only speak about my French software, which measures the amount of ash when the filter is cleaned (based on exhaust temperature after the filter, differential pressure, air mass, and atmospheric pressure). This value is stored and continuously increases. Accordingly, the control unit knows when it's time to regenerate (if the filter is full before the 700km interval).

If the amount of carbon black is too high, it generates too much energy or heat during the regeneration process, causing the silicon carbide to melt (at 1400°C).

Here, the control unit needs to be told, "Your filter is clear again."

Here, I'm referring to the post by vagtuning.