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.... you seem to have a massive wealth of knowledge you are keen to pool into the community I for one am very appreciative of the extra knowledge thankyou
Well... I'm very stubborn and when my 2L TDI had issues about 5 years ago, everyone and everything I could find on forums about my problem was along the lines of "you need to replace the DPF". I refused to accept this, as my car was functioning perfectly in terms of performance otherwise, and my mechanical engineering and IT backgrounds were telling me that this would be impossible IF THE DPF WAS CLOGGED beyond repaid. Based on my practical mechanical and technology skills and comprehension of reality, I started reading every SSP program I could find on the engine\systems in order to find a solution. Eventually I did, and as a result I basically told the ECU that "I've replaced the DPF", to stop being a nanny, and to allow my emergency regen to take place. >:)

Everyone at the time told me that I would burn my vehicle down as a result, and I will admit that I had concerns about it, but being so stubborn, I actually performed the emergency regen regardless, while driving down an empty freeway at illegal speeds, with a fire extinguisher by my side, while being OK with the idea of potentially having to pull over and watch my car burn to ash on the side of the road.

Other than that, I've had a few VWs in my past, raced\modified both cars\trucks and motorcycles, and have always done my own wrenching as much as possible..... plus been around a few forums and have had plenty of exposure to others who have provided both good and bad knowledge....

No one knows it all, but collectively, we know a lot.

Anyways, I just recently picked up the Touareg after the dieselgate, especially because I am very familiar with all that fiasco from still owning my Jetta and having gone through it all, and as a result, now I'm following the same "going to school approach" on the 3L system which is very similar to the 2L system.....

Why do I feel like I just had a job interview? LOL
 

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Awesome good man..... insight is always a precious tool thank you although you didnt need to go that far.






Well... I'm very stubborn and when my 2L TDI had issues about 5 years ago, everyone and everything I could find on forums about my problem was along the lines of "you need to replace the DPF". I refused to accept this, as my car was functioning perfectly in terms of performance otherwise, and my mechanical engineering and IT backgrounds were telling me that this would be impossible IF THE DPF WAS CLOGGED beyond repaid. Based on my practical mechanical and technology skills and comprehension of reality, I started reading every SSP program I could find on the engine\systems in order to find a solution. Eventually I did, and as a result I basically told the ECU that "I've replaced the DPF", to stop being a nanny, and to allow my emergency regen to take place. >:)

Everyone at the time told me that I would burn my vehicle down as a result, and I will admit that I had concerns about it, but being so stubborn, I actually performed the emergency regen regardless, while driving down an empty freeway at illegal speeds, with a fire extinguisher by my side, while being OK with the idea of potentially having to pull over and watch my car burn to ash on the side of the road.

Other than that, I've had a few VWs in my past, raced\modified both cars\trucks and motorcycles, and have always done my own wrenching as much as possible..... plus been around a few forums and have had plenty of exposure to others who have provided both good and bad knowledge....

No one knows it all, but collectively, we know a lot.

Anyways, I just recently picked up the Touareg after the dieselgate, especially because I am very familiar with all that fiasco from still owning my Jetta and having gone through it all, and as a result, now I'm following the same "going to school approach" on the 3L system which is very similar to the 2L system.....

Why do I feel like I just had a job interview? LOL
 

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From my own experience (T3 2013 V6 TDI Touareg) the "passive" burn of the soot in the DPF deosn't happen until I'm cruising at about 85MPH.
You can tell this is a German car if they think Autobahn speeds are the norm !

The android app "VAG DPF" in combination with a cheap Bluetooth ELM327 ODB device gives a very good overview of the state of the DPF without resorting to VCDS.

This screen shot was taken with the engine off, but when cruising there is a line above the picture of the DPF which shows a positive or negative figure showing the quantity of soot being add to or burn from the DPF.

When an active regen is taking place the bottom 3 tiles "post injection x" will show non zero numbers. I think it's the quantity of extra fuel injected at those locations.
 

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Discussion Starter #64
From my own experience (T3 2013 V6 TDI Touareg) the "passive" burn of the soot in the DPF deosn't happen until I'm cruising at about 85MPH.
You can tell this is a German car if they think Autobahn speeds are the norm !

The android app "VAG DPF" in combination with a cheap Bluetooth ELM327 ODB device gives a very good overview of the state of the DPF without resorting to VCDS.

This screen shot was taken with the engine off, but when cruising there is a line above the picture of the DPF which shows a positive or negative figure showing the quantity of soot being add to or burn from the DPF.

When an active regen is taking place the bottom 3 tiles "post injection x" will show non zero numbers. I think it's the quantity of extra fuel injected at those locations.
Thanks for sharing thisTadger!
Will be getting this bt dongle!

Btw passive regen occurs around town at low speeds as well, atleast for me, and on the highway here at speeds much lower.
I have recorded regen at 70-80 kmph

Would be great to have this info as in the app, displayed on mfi or nav screen.
We need a vag programmer!
 

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From my own experience (T3 2013 V6 TDI Touareg) the "passive" burn of the soot in the DPF deosn't happen until I'm cruising at about 85MPH.
Makes sense, because for the burn to happen a relatively high temperature needs to be reached.

You can tell this is a German car if they think Autobahn speeds are the norm !
They do not think this is a norm. Rather this (ie. at speeds above 85 MPH) is where the burn will unavoidably happen, because the exhaust gets so hot, that it ignites the soot. This is not a controlled process - at least not in the terms of the ECU initiating it intentionally.

When an active regen is taking place the bottom 3 tiles "post injection x" will show non zero numbers. I think it's the quantity of extra fuel injected at those locations.
Yes. But as you said, that's the active regeneration, when the ECU itself is initiating and controlling the burn process. And this will also happen at speeds way below 85MPH, whenever necessary, because passive regeneration not happening or not happening fast and frequently enough.
 

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My situation seems strange.

I have the DPF measurements from my 2013 Exec


and then the one from my 2015 GSW


Is the GSW's high measured soot load due to the dealership not really replacing the DPF a few months ago during phase 2 fix or a sensor malfunction?
 

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Discussion Starter #68
GSW?
If the soot continues to build and a regen cannot occur due to short runs then car will go into limp mode.
Ash levels overall indicate how full your dpf is and when it gets full of ash it needs to be replaced
 

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Soot load fluctuates up and down. It's the ash that you need to look at.
Good point, I'll check that right now. I just haven't seen anyone report such a high load before, that particular measurement has only been increasing and not fluctuating lower, and the delta between Calc and Meas is so wide it seems like an issue. I expected it to look like the Touaregs values.
 

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Hold on a sec... on the 2L system, if your soot goes past 45g, your regens will no longer take place.... but you should also be getting a CEL as a result. I'm not clear on your readings. Is that some knockoff VCDS you're using? Can you get the actual readings on the specific channels?

652g is way too high..... what measuring block are you seeing that value in? I'm not familiar with the interface you're showing the screen shot of.
 

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Hold on a sec... on the 2L system, if your soot goes past 45g, your regens will no longer take place.... but you should also be getting a CEL as a result. I'm not clear on your readings. Is that some knockoff VCDS you're using? Can you get the actual readings on the specific channels?

652g is way too high..... what measuring block are you seeing that value in? I'm not familiar with the interface you're showing the screen shot of.
Right, my system is still doing regens and I have no CEL (although my wife did see a warning symbol in the beginning of the week during a regen, which may have just been an alert to continue driving although I've never seen such an alert myself and have interrupted regens before).

No, it's not a knock-off. It's a genuine hex net and that interface is their cloud Live HUD feature. I'll take my laptop out right now and verify what the actual measuring blocks are reporting (this is a graphic of the interface).

The oil ash volume is .07l
oil ash mass: 30.8g
ash load limit: 80.00g

The wife's touareg is at work with her so I can't compare, but does that seem like a recently replaced DPF filter? It was supposedly changed about 6,000 miles ago but that .07l seems to indicate an original DPF with 70K miles on it.
 

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Assuming that they did indeed replace it, I would say they didn't "reset" the system to let it know that it's been replaced..... as a result your ash keeps building on whatever existed since day one, and this is why your reported value is so high. There's no sensor taking actual measurements of the ash in deposited in the DPF from what I know, so it's just a calculated value based on milage\service life\regens. I would just take a mental note of the .07 value and subtract that from any future readings to get an idea of what your actual ash volume is in the DPF.
 

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652g is way too high..... what measuring block are you seeing that value in? I'm not familiar with the interface you're showing the screen shot of.
Actually, 652 grams are too much even for two DPF replacements. It is, however, obviously not too high, but actually very close to exhaust temperatures during regen. So, my guess is that whatever device that is, it's simply reading the wrong blocks or using the wrong label file for the engine, and is actually picking up some temperature readings instead of the ash mass, and displaying the former as the latter.

This theory could be of course easily verified by checking the values again and seeing what "ash" amount is displayed now, or whether it shows some fluctuations during live observation. A temperature value will obviously fluctuate and show a few hundreds less right after startup, while an actual ash mass reading will not show any change or only a slight increase to last time.

That said there's indeed a possibility on some (if not on all) engines to tell the ECU to substract a value from the ash load from whatever it thinks it is, by setting a carbon mass "offset" or "learned value". This is what's used if the DPF has been replaced, and it's not the absolute ash that's reset, because afaik that can't. I guess this is to prevent tampering with the ash amount, and to make any "resets" trackable.

But then again, as said, 652 grams are two much even for two DPF replacements. So, most likely that's not the case here, but the tool is simply reading the wrong MVB for that engine.
 

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That said there's indeed a possibility on some (if not on all) engines to tell the ECU to substract a value from the ash load from whatever it thinks it is, by setting a carbon mass "offset" or "learned value". This is what's used if the DPF has been replaced, and it's not the absolute ash that's reset, because afaik that can't. I guess this is to prevent tampering with the ash amount, and to make any "resets" trackable.
It can be "zeroed" out..... I've had to do that on mine to get an emergency regen to take place after allowing the soot buildup to go way past the 45g that's allowable by the ECU nannies....

Also, I'm fairly certain that on the 2L system, the ash load is in [ml] and not [g], so that readout seems very odd indeed.
Check MBV 241 (once again, going by memory so not sure if that's the one for sure)
 

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It can be "zeroed" out..... I've had to do that on mine to get an emergency regen to take place after allowing the soot buildup to go way past the 45g that's allowable by the ECU nannies....
I'm talking about ash. You're talking about soot. Two different things. Ash level reaching 45 grams definitely does not hinder regeneration by any means, as that's part of a normal operation after a while. For ex. my ash level is about to pass 90 grams, and that value will only get bigger, until it reaches full capacity, at which time the DPF will need to be replaced.
 

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It can be "zeroed" out..... I've had to do that on mine to get an emergency regen to take place after allowing the soot buildup to go way past the 45g that's allowable by the ECU nannies....

Also, I'm fairly certain that on the 2L system, the ash load is in [ml] and not [g], so that readout seems very odd indeed.
Check MBV 241 (once again, going by memory so not sure if that's the one for sure)
Nothing odd about it. The volume is in mL and the mass is in g, as I already posted.
 
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