DPF Removal vs. Cleaning: Which is Best?

Hi, I want to remove the DPF filter from my A6 2.0 BRE and replace it with a normal exhaust pipe. I don't want to pay €1300 for a new DPF.

I just spoke with a tuner near me in Austria, and he said that you don't need to reprogram the EDC 16 because, as long as all the sensors remain connected, the engine control unit won't realize that the catalytic converter is no longer present. He supposedly did this successfully once on an A3.

What do you think about it?

best regards, chris

Simply flush out the 'old' diesel particulate filter and reinstall it...
Without modifying specific points in the engine control unit (ECU) software, removing the DPF may lead to turbocharger damage because the exhaust backpressure is significantly reduced, which means the entire variable geometry turbo (VGT) control system will no longer function correctly.

Best regards, Rainer.

Rainer K. wrote:

Simply rinse out the 'old' filter and reinstall it... See the search function. Without modifying specific points in the engine control unit (ECU) software, removing the DPF may lead to turbocharger damage because the exhaust backpressure is significantly reduced, which means the entire variable geometry turbo (VGT) control system will no longer function correctly. Best regards, Rainer

Okay, flush it and then set the ash learning value to 0.

Aschelernwert (068.3) afu 0: Setting this value to zero doesn't achieve anything; it will be relearned and likely serves only as a correction to the consumption model to better reflect reality.

m;

Sorry, I meant the ash content.

Okay, I'm ready. Please provide the German text you want me to translate.

Rainer K. wrote:

Simply rinse out the 'old' filter and reinstall it...

Since my DPF will likely reach its regeneration limit of 60g in approximately 40,000 km, I've been giving it some thought.

I have to admit right away that while I understand the general principle of how a DPF works, I don't know the physical and chemical details of the ash burn-off process.

I've read in several online discussions that simply backflushing (whether with compressed air or water) is pointless. The explanation given in those discussions was that the ash doesn't burn completely when it's burned, but leaves behind small amounts of residue that "vitrify," meaning they become black, solid, almost glass-like deposits. According to those discussions, these deposits can only be removed mechanically.
Here: click, similar things were discussed, but unfortunately, it all fell apart in the end.

Does anyone have the necessary background to confirm or refute this?

Regards,
Guste is also very interested in the topic.

The behavior of ash is a subject that fills entire books. Sintering is a problem for any mineral residue, and it occurs very early in the case of biomass (around 775°C), while it occurs relatively late in the case of fossil fuels (starting around 1200°C). The driving forces behind early ash melting are elements such as chlorine, sulfur, potassium, and calcium. The process of ash analysis is properly structured into the determination of the sintering point, softening point, melting point, and fluidity point (yes, the DIN standard also includes the hemisphere point, but this is outdated with today's analytical capabilities).
"Much ado about nothing; in the DPF, soot is burned off and turns to ash. Our diesel engine has had these problematic elements removed or is present in very small quantities. When the soot is burned off, beautiful ash is created. This ash can be extracted in reverse. It is clear and correct that a new filter is not created from the old part. There will inevitably be some surface contamination, as extreme temperatures are likely to occur in certain areas. Incomplete regenerations may also leave behind a type of agglomerate that could lead to minimal functional impairments."

In short, flushing it out definitely makes sense and saves a considerable amount of money. The DPF will certainly not be restored to its new condition, but it will continue to function very well. Moreover, there is nothing to lose by taking this measure, as you can only gain; ideally, you won't need a new filter .

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occurs very early in the case of biomass (around 775°C), and relatively late in the case of fossil fuels (starting around 1200°C).

This would be a technical argument for Aral Ultimate, which is credited with a GTL percentage as a bio-component and therefore does not add any biodiesel.

The price difference alone can make this calculation seem absurd.

m;

Okay, so I'm working with solid biomass. I think BTL probably doesn't have any major issues with the ash, at least not significant ones... but I'll definitely look into that!

The fact that BTL/GTL won't be the problem can be seen from Volkswagen's involvement with Choren.

In the future, we won't just need the super-expensive 50700 oil, but also the exclusive, VW-certified fuel at the Shell station, which our former diesel vehicles need to run.

Brave New World.

Back to the topic:
Since the Golf will likely be the first one to have its DPF clogged, I have a suitable test subject for experimenting with cleaning it.

m;

Well, the FT BTL system from Choren is a nice thing . Sintering problems always occur when there are connections with too low a melting point. Because the system of individual components is quite complex, it's not possible to immediately use experience values or models... but still, I think that flushing is a good approach, even if the system's lifespan might only be 80% of its original lifespan after that. That's still a lot gained, and it should last for the entire lifespan of a car .

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I just spoke with a tuner near me in Austria, and he said that you don't need to reprogram the EDC 16 because, if all the sensors remain connected, the engine control unit (ECU) won't even realize that there's no catalytic converter anymore. He supposedly did it successfully once on an A3.

"There are software versions where this isn't monitored, but they will still attempt to regenerate the non-existent DPF. This can manifest as a blue/white exhaust cloud when there is no DPF present. And this often happens in urban areas, as the load range is ideal for the regeneration process."

Try cleaning it, and if that doesn't work, just knock out the monolith and disable the regulator via software. It's a 10-minute job (without connecting a flasher or clearing the error memory).

Boost pressure control: Overboost situations remain within acceptable limits when the exhaust gas temperature (EGT) is disabled. It appears that the boost pressure control is integrated into the EGT state machine.

Okay, I'll try cleaning it. The ash content is currently around 58.

Do you know of a tool that allows you to disable regeneration?

What do you mean by "turning off EGT"?

EGT might be Exhaust Gas Temperature.

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EGT might be Exhaust Gas Temperature??

Exhaust Gas Treatment - Exhaust gas aftertreatment.

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Do you know of a tool that allows you to disable regeneration?

Yes, Byteshooter, CMD, Galetto, C-Flash, EVC BDM,.......

Can everyone be a better chip tuner?