Glow plug light flashing, DPF and engine check lights on!

Hello.

VW Tiguan 5N, manufactured in 2011, 2.0 TDI 4Motion.
Engine code: MYG
2.1 HSN: 0603, 2.2 TSN: AKS00100 3
A week ago, the engine check light came on. Error code:

Part number: 03L 906 018 LG
5104 - Lambda Sensor, Bank 1.
P2237 00 (237) Pump current interruption, 5104.
Warning light ON - confirmed - checked since last reset.
Freeze Frame:
Error status: 00000001
Error priority: 2
Error frequency: 1.
Mileage: 70,278 km

I deleted the error message.
After two days (having driven approximately 40 km), it started working again.
The next day, the DPF warning light came on.
Another day, and the preheating light is still blinking!?!

I've read some values while the engine was idling (around 80 degrees Celsius). See the photos. Can a probable diagnosis be determined based on these values?

VCDS indicates that the last regeneration/burn-off cycle occurred 732 km ago.
I drove 600 km on the highway 8 days ago, and then drove the same distance back 4 days ago. Since returning (driving 600km on the highway), I've driven approximately 100km around here (short trips, between 5km and 15km).
I think the conditions for regeneration have been met for the past 700 kilometers, right? The question is, why wasn't it regenerated?
I could also perform a forced regeneration myself using VCDS. Should I do that?

According to VCDS 3, I have exhaust temperature sensors. They are all functioning (they react when I accelerate). So, they aren't broken, right?

Ashmass Voll, what is its value or what number is it?

Is the measured value 413: particulate filter; oil ash mass 23.0g.
'Isn't it still below the limit? The threshold is 60g, right?'

Measurement 415: Calculated soot mass in the particulate filter: 30.97g.
Measurement 416: Particulate filter soot mass measured: -6.72g.

What is the threshold for soot and ash content that triggers a forced regeneration?
Or maybe a bite from a marten...

Why do you think the exhaust gas temperature sensor and the oxygen sensor are the same thing?

Regards,
Guste.

I've corrected it.

And what is your question now?
The error memory indicates a fault with the oxygen sensor heater circuit. Most likely, the oxygen sensor heater has burned out (a consumable part subject to wear). A faulty or damaged cable, or a defective control unit, are also possible causes, but less common.

Okay:
A) Visual inspection for signs of weasel activity along the lambda sensor wiring.
B) Measure the resistance of the lambda sensor heater and compare it to the target values (-> Google or Erwin).
C) Depending on the result of the previous step (B), either replace the oxygen sensor or continue troubleshooting the wiring/control unit.

If you have a little extra money to spare, you can also opt for the "80% solution" and replace the oxygen sensor directly.

Or did you have another question that I hadn't noticed?

P.S. Please enter your VCDS license number in your profile so that you are displayed as a registered VCDS owner. We do not want to support piracy here.

Regards,
Guste.

The threshold for active regeneration is 40g of soot load. If the DPF light is illuminated and the soot load is greater than 40g, and the glow plug light is also on, then, according to my information, active regeneration is blocked, and only a workshop regeneration is possible. From 45g onwards, the issue is definitively resolved for the DPF .

Note: In the presence of various active faults (e.g., AGR system malfunction, faulty glow plugs, defective sensors, etc.), the regeneration process does not occur (actively). This means that it is possible to drive until a calculated soot mass of 45g is reached, at which point, at least according to... Manufacturer's specification: DPF replacement required.

I have replaced the oxygen sensor.
The error still exists and cannot be deleted.

The control unit accepts the code for a forced regeneration, but nothing happens because the vehicle is running in a limp mode. The temperatures for the DPF are fluctuating between 200 and 280 degrees. So, no regeneration, because during the regeneration process, the temperature would supposedly rise to as high as 700 degrees, right?

The VCDS license number has already been requested.

Herbert.

Now, please fill in the license number properly.

If you're replacing a sensor due to an error and the error code won't clear, and you're using an original VAG COM version, it would be advisable to simply read and follow the suggestions provided by people here. Otherwise, there's no point in continuing, and it doesn't need to be a lengthy explanation. For example, Guste100 already wrote to you on January 8th:

...
A) Visual inspection for signs of weasel activity along the lambda sensor wiring.
B) Measure the resistance of the lambda sensor heater and compare it to the target values (-> Google or Erwin).
C) Depending on the result of step B, either replace the oxygen sensor or continue troubleshooting the wiring/control unit.

It might be more logical, and perhaps even more cost-effective, to arrange things in that order. Maybe you should approach this logically, keep in mind what Roger wrote about how regeneration first comes in incomplete, then fully, and then excessively, and use that insight along with the others...

If Pate20 had been a customer, we could have helped him.