DPF malfunction

Hello everyone,
After reading almost every Google result about DPFs over the past two weeks and finding nothing helpful, I would like to try my luck here and see if anyone can help me.
I've already spent quite some time searching and reading, but I haven't found a solution that matches my problem.
Unfortunately, my training as a car mechanic from 1988 is only of limited use to me now.
I will also try to post my Autoscan file after my description, and I hope it works.
Anyone who thinks, "Wow, what a stupid kid," is welcome to think that, but they can keep it to themselves.
I drive an Audi A4 Avant 8K, manufactured in 2008, with a CGKA engine and 140 kW, and it has a mileage of 360,000 km. I drive approximately 80 km on the highway every day.
Approximately 2 weeks ago, the check engine light came on, the emissions light came on, the glow plug light came on, and the car went into a limp mode.
Connected VCDS, 2 errors: 2463 - Excessive soot load in DPF and 2002 - DPF bank 1 malfunction.
Here's what I did.
New differential pressure sensor, particulate filter removed for cleaning.
brought to Gütersloh.
Measurement shows a flow rate of 730... ?? I don't know what unit of measurement it is. The flow rate in the new condition is approximately 780... ?? So, it's perfectly fine, no cleaning is necessary.
DPF reinstalled. Both temperature sensors have been replaced.
Both DPF errors are still present, and the system is in emergency mode.
In my VCDS, the coding for the MSTG is 11, and the control module (MWB) 08 is gray and not available.
Can I now perform a regeneration cycle while the system is in emergency mode?
How can I trigger this in VCDS without using coding function 11?
DOES ANYONE HAVE ANY OTHER IDEAS?
I'm trying to attach the file now and I hope for your support.

In that spirit, have a wonderful Sunday everyone.

Sunday, November 6, 2022, 11:44:21:54246
VCDS -- A VAG/VAS emulator based on Windows, running on Windows 10 x64.
VCDS Version: DRV 22.3.1.7
Data as of: 20220530 DS338.0
www.Ross-Tech.de

Dealer/Workshop name: Volker
Company registration number: 123 12345 012345

Vehicle Identification Number: WAUZZZ8K69A113933 License Plate: L-6
Mileage: 368,210 km. Repair order: Florian.


Vehicle type: 8K-AU48 (8T0)
Scan: 01 02 03 05 07 08 09 0E 10 15 16 17 19 1E 37 42 46 47 52 53
55 56 62 6D 72 77

Vehicle Identification Number: WAUZZZ8K69A113933 Mileage: 368,210 km

01-Motor electronics -- Status: Error 0010.
02-Gearbox -- Status: OK 0000
03-Brake electronics -- Status: OK 0000
04-Steering angle sensor -- Status: OK 0000
05-Access/Startup Report -- Status: OK 0000
07-Control Unit/Interface -- Status: Error 0010
08-Climate/Heating Unit -- Status: Error 0010.
09-Central Electrical System -- Status: Error 0010.
0E-Media Player 1 -- Status: Error 0010.
10-Parking assist -- Status: Error 0010.
15-Airbag -- Status: OK 0000
16-Wheel steering electronics -- Status: OK 0000
17-Terminal block insert -- Status: OK 0000
19-Diagnostic interface -- Status: Error 0010.
1E-Media Player 2 -- Status: OK 0000
37-Navigation -- Status: Error 0010.
42-door electric. Driver -- Status: Error 0010.
46-Comfort System -- Status: Error 0010.
47-Soundsystem -- Status: Error 0010.
52-door electric. Front passenger seat. -- Status: OK 0000.
53-Parking brake -- Status: OK 0000
55-Beam angle adjustment. -- Status: OK 0000.
56-Radio -- Status: OK 0000
62- Door, electric, left and right -- Status: OK 0000.
Rear hatch (6D) -- Status: OK 0000
72-Door, electric, high, right side -- Status: OK 0000.
77-Phone -- Status: OK 0000

"Der schnelle braune Fuchs springt über den faulen Hund."
Address 01: Engine Control Module (J623-CGKA) Label file:| DRV\059-907-401-V1.clb
Part number SW: 8K1 907 401 A, Hardware number: 8K1 907 401 A.
Component: 2.7 TDI EDC17 H01 0008
Revision: 15H01--- CVN: 0942C33F
Encoding: 010C002C02070120
Operating number: WSC 06335 000 00000
ASAM Dataset: EV_ECM27TDI0118K1907401A 001012
ROD: EV_ECM27TDI0118K1907401A.rod
VCID: 2A636FA74D2CCFDFB2-807E
VINID: 9D196AAAA21B1894410432430C487F3057

2 error codes found:
5188 - Diesel particulate filter - Ash content too high.
P2463 00 [167] - -
Warning light ON - unconfirmed - checked since last reset.
Environmental conditions:
Error status: 00000001
Error priority: 2
Error frequency: 1
Mileage: 368,212 km
Date: 2022.11.06
Time: 12:39:10

Motor speed: 759.50 rpm.
Normalized load value: 40.4%
Vehicle speed: 0 km/h
Coolant temperature: 20 °C
Inlet air temperature: 9 °C
Atmospheric pressure: 970 millibars.
Voltage at terminal 30: 14.040 V.
Lost count after OBD: 40
Crankshaft speed: 759.5 RPM.
Vehicle speed: 0.00 km/h
Particulate filter: Measured soot mass: 47.27 g.
Particulate filter: Calculated soot mass: 57.49 g.
Particulate filter: Kilometers since last regeneration: 29707 km.
P Flt Rgn st Intr-Bits 0-7: 00000000
P Flt Rgn st Intr-Bits 0-7: 00000000
Particulate filter: Time since last regeneration: 0 seconds.

5189 - Particle filter, bank 1.
P2002 00 [039] - Malfunction.
unconfirmed - checked since last deletion.
Environmental conditions:
Error status: 00000001
Error priority: 2
Error frequency: 1
Mileage: 368,212 km
Date: 2022.11.06
Time: 12:39:10

Motor speed: 759.50 rpm.
Normalized load value: 40.4%
Vehicle speed: 0 km/h
Coolant temperature: 20 °C
Inlet air temperature: 9 °C
Atmospheric pressure: 970 millibars.
Voltage at terminal 30: 14.040 V.
Lost count after OBD: 40
Crankshaft speed: 759.5 RPM.
Vehicle speed: 0.00 km/h
Particulate filter: Differential pressure: 48 hPa.
Exh t Adap T Oxi Cat Ds: 69.1 °C
Exhaust temperature after particulate filter: 37.2 °C.
Exhaust gas volume flow rate, particulate filter: 60.3 m³/h.
Field Regeneration Status Bits 0-7: 00000000
Field Regeneration Status Bits 0-7: 00000000
Field Regeneration Status Bits 0-7: 00000000
Field Regeneration Status Bits 0-7: 00000000

Readiness: 0 0 0 0 1

Hi,
The black carbon content (not the ash content) appears to be exceeding the limit values.
Please read aloud.
- Oil residue mass, oil residue volume (limit 370 ml, approximately 70 g).
- Marshmallow mass measured and marshmallow volume calculated.
- Load limit for field regeneration.
- Load limit for service recovery.
- Overload limit.
- Offset of the differential pressure sensor;

hg
Herbert.

Hello Herbert,

First of all, thank you very much for your quick response.
Here are some values that I just read.
Address 01: Engine Control Module (8K1 907 401 A)

16:32:32
IDE00428 Particle filter: Offset for differential pressure 3 hPa.
IDE00430-ENG188621 Particle filter: Field regeneration Requirement status bits 0-7 00000000
IDE00431-ENG188621 Particle filter: Field regeneration, lock status bits 0-7: 00000000
IDE00433 Particle filter: Oil ash volume 0.00 l.
IDE00434 Particle filter: Calculated soot mass 57.76 g.
IDE00435 Particle filter: Measured soot mass 47.27 g.
IDE01408: Field regeneration loading limit: 32.00 g.
ENG107985 Loading limit: 3, 40.0 g.
ENG108007 Loading limit: 4, 57.00 g.
I once read somewhere that regeneration, referring to the process of cleaning a diesel particulate filter, can only occur while the vehicle is in motion, starting from a certain soot mass level.
Okay, as far as I understand, but how is that possible if the car is only in emergency mode? And how can that be if the company says it's still in perfect condition?

Hi,

Quote:

IDE00433 Particle filter: Oil ash volume 0.00 l

and

Quote:

360,000 km

"Someone reset the ash mass reading from the DPF, but the DPF is still just as full of ash as it was before."

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

I suspect that if it's overloaded and contains soot, it's likely beyond repair, and a meaningful cold cleaning process won't be possible. Either get it new or take it to a professional cleaning company.

Best regards, Rainer.

Hello Rainer,

Your statement about the lollipop is certainly correct.
The DPF (Diesel Particulate Filter) was sent to a professional company for cleaning.
they told me it's verschandeln and that cleaning isn't necessary.
After reinstallation and replacement of the temperature sensors.
I had the ash value reset based on a recommendation, as the filter should be clean.
Why should the company measure the DPF and deem it to be in good condition?
if that's not the case, and they're actually making money by selling clogged filters and cleaning services.
Do you perhaps have a suggestion for where I could get this item cleaned?
What if the next company also says that the position is not yet fully filled?
Expanding it isn't something that can be done in just 10 minutes.
Are there any other ways to check or methods for regeneration? It doesn't quite fit together, does it?

Nevertheless, thank you for your support.

It's logical that if someone sets the ash mass to zero, the engine control unit (ECU) will believe that the back pressure is coming from soot. Initially, it will repeatedly try to regenerate the system, but eventually, the loading limit will be reached, as in this case. Then, during a service regeneration, the DPF can catch fire.
The cleaning process is no longer working because the soot, in an unknown quantity, needs to be removed first.
How many kilometers has the DPF (Diesel Particulate Filter) been in use, including the 360T model?
hg
Herbert.

Unfortunately, I can't say for sure whether it's still the original DPF.
I've only had the car for 2 years.
When I disassembled it to ship it out about two weeks ago,
I was surprised to see that the honeycomb was on the starting side.
Completely white, almost pure white. It looked brand new. The cleaning company said that was normal. It's quite interesting when it comes to the mileage.
I could get a new one and install it, but I'm just worried that the problem won't go away. And just for trying it out, I find it a bit expensive.
So, if anyone else has any ideas, please feel free to share them.

The problem is the lollipop, which reset the ash mass to 0. He can't think; otherwise, he wouldn't have just done it, but would have at least written down the previous value.

Solutions to your problem have already been provided.

Without filter regeneration, it can only be removed and replaced.
Before things get completely out of hand, check if forced regeneration is still an option.

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

If it doesn't work: Remove the DPF (Diesel Particulate Filter).

If the goal was to avoid setting the car on fire: Log and compare the differential pressure.
Okay, I'm ready. Please provide the German text you want me to translate.

If the temperature is too high, investigate the cause of excessive soot formation or failure to regenerate.

The only person who could have reset the ash mass would be someone who had access to the vehicle after the DPF was installed. Let's call him Mr. X. Mr. X would find a folder called "Debug" in the VCDS-DRV directory, and within that folder, a file named "Adplog.csv". It states from which initial value the ash mass was changed.
hg
Herbert.

Good morning, everyone.

It doesn't really matter whether it's Lolli or Mr.X.
That was someone from our village who works at a gas station. The next friendly store is located more than 50 kilometers away.
By the way, he told me what he was planning to do, so I'm equally to blame.
Thank you very much for your efforts in advance.
I have tried to perform a forced regeneration three times.
It was interrupted every time due to a timeout, and I suspect it might be related to temperatures that weren't reached.
Now, as a last resort, I would try to initiate regeneration while driving.
However, In the access authorization, VCDS only offers me the code 27971 for regeneration while stationary.
I can select the setting while driving, and enter "1" as the new value, but unfortunately, I can't save it because I lack the necessary permissions.
Does anyone have any ideas about this?

@ Herbert
Is it not possible to re-enter the old value?
It's just a question now, because it won't change anything about the problem.

Wishing everyone a great start to the week.
and thank you for your help.

Hi,
Of course, it's beneficial to set a realistic value for the ash mass of the DPF. Then, a portion of the measured differential pressure (i.e., pressure drop) caused by the ash load is attributed to the ash, rather than the soot load. This makes regeneration, which is currently blocked due to (soot) overload, possible again. I would tentatively enter 200,000 km.
Where did the replacement differential pressure sensor come from? Is it an original part? Was he was trained?
Is the DPF an original part, meaning is the part number and manufacturer visible? What about the reprocessing verification protocol?
What does the catalyst's engine-side surface look like?
What surprises me is that you have VCDS, but you're going to a third party to reset the ash value.
Please take a Screenshot of all your subsequent attempts and post it here so we can see exactly what's going on.
hg
Herbert.

Hello Herbert,

Thank you for your response.
The reason I'm surprised that I have VCDS but didn't install it myself is simply because I have no idea how to do it.
I bought this adapter sometime around 10 years ago, and since then, I've only read and cleared error codes maybe 5 times.
I used to be more interested in doing things in this area.
Then I switched careers, and simply didn't have the time or interest in those things anymore.
In addition to that, I have a company car. The A4 we're talking about here is my son's car.
The new differential pressure sensor is from Bosch, although it's available from accessory retailers. Is it calibrated/configured? Unfortunately, no.
The DPF (Diesel Particulate Filter) was removed and sent to DPF-OWL for cleaning.
However, they contacted me one day later with the message that the DPF was clear and that cleaning would not be necessary.
The gentleman on the phone mentioned that a new DPF has a flow rate of 180, while mine has a flow rate of over 130.
I suspect that "cbm" refers to cubic meters.
My son has only had the car for about 2 years, so I don't know if it's still original. I can check tonight to see if I can find anything to read about it. I haven't really paid attention to that before.
Unfortunately, I can't enter the 200,000 km value either, because I don't know how. Could you please provide me with some assistance?

Hi,
So, besides the missing initial setup (and the possible lack of a check on the wiring to the DPF), it's also unclear whether the differential pressure sensor is actually the correct part for the vehicle.
The steps you can take have been described in the previous posts. Additionally, each VCDS device comes with an installed manual. You have to be willing to deal with the specifics of your vehicle.
hg
Herbert.