Replacing the DPF: What adjustments can be made with VCDS?

Hello,

My DPF (Diesel Particulate Filter) is currently being cleaned at a specialized company. The cleaned part will be returned in a few days.

Question:
It's clear that I need to reset the ash content. Whether it should be set to 0g (according to...). It is not yet entirely clear whether the value refers to a cleaning company or to some other factor (e.g., 6g?).

What actually happens to the soot accumulation level? Is it reset to zero along with the ash amount when the system is reset? Does it need to be reset manually? (How?) Does the filter need to undergo a regeneration cycle after the cleaned filter is installed?

Should the differential pressure sensor be replaced directly? Or should it be recalibrated? 'Or whatever.'

ThomasG

I would:

- set to 0g
- Differential pressure sensor: if it's still the older 03G type, replace it.
- train this
- Go sailing.

Okay, here's the translation:

"ready"

m;

Thank you, Martin!

So, it seems a regeneration trip is needed to reset the current soot loading level.

When does the MSG actually consider the regeneration to be successful? When a certain pressure difference is exceeded?

Or, conversely: If I set it to 0g, but the filter still has a higher differential pressure than a new part even after cleaning, what happens then? Either the regeneration process would have to never end, or the remaining charge level (percentage) would have to be relatively high.

What would be a good value for the remaining battery charge level? This would allow me to check the 0g setting and, if necessary, adjust it slightly upwards.

ThomasG

I don't think anyone here knows *everything* about the algorithms behind regeneration.
If he speaks out, he will most certainly be fired.

That's exactly why I used the conditional tense "I would..."

If it doesn't work out this way, the regeneration process won't end, but there will be an error.
Then you can start again with 6 grams.
I got 25 grams of emissions at 85,000 km with an average fuel consumption of about 6.8 liters per 100 km, so 6 grams would correspond to approximately 20,400 km.
You're on the safe side because of the empty DPF.

Please make sure you don't confuse "ash content" and "loading coefficient" in your mind.

During the regeneration process, an attempt is made to "burn down" the bead coefficient to 0%.

In the process, ash is produced, and its amount is calculated.

Therefore, 0g or 6g should not have any effect on a registration.

m;

Hello,

I think the ash content has an influence on the regeneration process.

The ash content will certainly lead to a higher pressure difference.
The fill level is determined by measuring the pressure difference across the DPF.

So, if the ash content is set too low (e.g., 0g):
-> The small pressure difference cannot be achieved during regeneration; possibly an error message.
-> The regeneration process starts too frequently because the higher pressure difference leads to a greater amount of soot being deposited.

So, if the ash content is set too high (e.g., 20 g, even though the DPF is new/empty):
-> Regeneration may start significantly later than expected, as the differential pressure remains low despite the presence of soot; possibly. Damage/clogging of the DPF (Diesel Particulate Filter).

I think I'll start with a 0g setting and observe how far the state of charge drops during the forced regeneration. If this value does not fall below 1%, I can adjust the ash mass to, for example, 6g.

Thomas.

Well,

I have, so far, created a log for every (limited) model of thought that contradicts it.
Sure, in my models, I definitely considered significantly fewer parameters than were actually used.
For example, sometimes the system continues to inject more material even though it had already reached 0% completion, while other times it stops injecting at 9%... and yet the filling level continues to decrease.

Then there are the bugs that are present (e.g., the gas pressure spiking to 2400 while the vehicle is stationary).

I wouldn't give away those 20,000 km .

m;

I recently had the DPF (Diesel Particulate Filter) cleaned on my Passat because the entire engine was already being removed.
I had to, and I thought to myself that I probably wouldn't be able to get back there so easily, or so soon. .
Subsequently, I set the value for the ash mass to 4g, which resulted in the DPF only regenerating to approximately 20% during normal operation. After the 3rd... After the regeneration attempt, the DPF light came on, and shortly thereafter, the following error appeared:

008194 - Particle filter, bank 1.
P2002 - 000 - Malfunction - Warning light ON.

I then performed a forced regeneration to 0%. After about 350 km, the same problem occurred again. After the second... I set the ash mass to 10g using the "Notregeneration" method, and now it seems like the regeneration process is working again.

I would agree with Thomas that the differential pressure somehow plays a role in the regeneration process, and I would also start with 0g and then try higher values if there are any errors.

"I've always managed to achieve 0% fuel consumption with the 'eco' regeneration mode, but only when driving uphill and at around 3000 RPM."

LG
Jan.

@linklon: It's likely that the poor cleaning result is the cause, and the differential pressure, as mentioned in the topic, would be interesting to know.

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

Yesterday, my DPF came back from the cleaning company.

According to the company, the target was a differential pressure of 12 mBar on their test stand (with a defined airflow, but the exact value has unfortunately been forgotten). That would then correspond to a new filter.

Unfortunately, they could only get my filter down to 14 mBar, which is almost like new. That's why I received a refund for half of the cleaning costs. I think, however, that the result still looks better than when trying to verschandeln it yourself with a pressure washer.

So, I'm going to start by trying with 0 grams of ash. Let's see what happens then. If necessary, I will simply increase the value until everything is working properly again.

Thomas.

Preliminary report:

The DPF is back in place.

I have recalibrated the differential pressure sensor. According to VCDS, it now has an offset of 5.1 mBar. I have no idea whether this value is good or bad, or if it even matters. At idle, with a soot load of 0%, the differential pressure is also 5.1 mBar. This value can certainly be compared with other cars. Perhaps someone here has some benchmark data?

I set the ash mass to 0g and performed a forced regeneration because the soot level was still showing as approximately 10% in the engine control unit. After the regeneration, it then went down to 0%. It seems to be okay for now.

The engine is running great and feels like it has 20 more horsepower. The average fuel consumption reading is now about 0.5 liters per 100 km lower. Let's see what comes out after the next full tank of gas.

Thomas.

I assume you have the MTU 16V 4000 M33S engine installed.

But sorry, I don't have any values for that .

m;

I see - a few data points about my engine would have been helpful .

Audi A6 2.0 TDI with DPF.
Engine identification: BRE.
103 kW.
Front scratch, manual gear shift.

I don't know the exact engine identification number offhand, but I do know that it's a 16V engine. This engine was also used in the A4 model.

Thomas.

Quote:

16V is already correct.

LOL
I assume that MTU refers to the V16 engine.
"Because 2090 kW with a 16V (which means a 4-cylinder engine) would be quite impressive."

But BRE is exactly what we're looking for.

m;

Hello,

Quote:

I have recalibrated the differential pressure sensor. It now shows an offset of 5.1 mBar according to VCDS. I have no idea whether this value is good or bad, or simply irrelevant. At idle, with a soot load of 0%, the differential pressure is also 5.1 mBar. This value can certainly be compared with other cars. Perhaps someone here has benchmark values?

No, it doesn't indicate anything other than that the differential pressure sensor is slowly failing.

Please enter your VCDS license information in your profile, thank you.

Best regards, Rainer.

@Rainer

So, the high offset value suggests a sign of aging? Where should a healthy differential pressure sensor read?

I was planning to exchange it anyway. I already had a feeling that the part wouldn't be brand new after 165,000 km...

Thomas.

My sensors also tend to fluctuate, sometimes reading 13 mbar, sometimes 3.