darrelld
Veteran Member
Darrelld- if VAGCOM is correct, your car is having a regen every 90 miles or so. 128 regens per 11K miles?
I am not certain the values are correct, several regens later it stayed the same.
Darrelld- if VAGCOM is correct, your car is having a regen every 90 miles or so. 128 regens per 11K miles?
As one of the highest mileage 2010s how is she holding up? Any hpfp failures, failed dpfs, iced intercoolers, ect., problems?MemberName: mctdi
Model Year: 2010
Model: Jetta
Tranny: DSG
Miles: 70496
Oil Ash Volume: 69
Oil Type: Castrol LL03
Avrg. MPG: 42
Comments: Mostly highway.
3.3 Soot Load(g) Calculated
0.0 Soot Load(g) Measured
No issues, other then the assist cylinders for the trunk lid.As one of the highest mileage 2010s how is she holding up? Any hpfp failures, failed dpfs, iced intercoolers, ect., problems?
The italian tune-up should help clear the turbo and exhaust manifold of any soot, however I think getting an active regen while on the highway (2k rpm) is probably best. Decent engine load should raise EGTs and high flow rate should help get the unburned diesel deep into the DPF core.Good to see a 2011 model here. It will be interesting to see how the oil ash builds up in our cars as they get older. Besides using additives, I think I will utilize the "Italian tune-up" as an additional preventative maintenance procedure to keep my DPF and exhaust system in tip-top shape.
Hoping some DPF 'servicing' businesses start showing up for our cars much like they have with big rigs, otherwise the DPF is nothing more than a reason, among many others, that the CR TDI's won't save ANY money for you in the long run compared to an efficient gasoline motor as the miles start building up. Granted, we have no data on many 150,000+ mile CR TDI's, but I couldn't imagine forking out $4,000 at 100,000 miles on this thingOK, I just had my check engine light come on my 2010 Jetta. I take it to the dealer and they wind up replacing the particulate filter, catalytic converter along with some other exhaust tubes. Vehicle was driven for 1 year, has 17k miles, mostly suburban driving in the west suburbs of Chicago. Anyway, the dealer claimed this the filter was defective, and this would have cost $4000 dollars if it hadn't been in warranty. This made me very concerned, but re-assured me this was a defective part and I didn't do anything wrong. Can these particulate filters actually be defective from the factory? Does this make sense?
If that's true, then the manufacturers are robbing their customers blind!Hoping some DPF 'servicing' businesses start showing up for our cars much like they have with big rigs, otherwise the DPF is nothing more than a reason, among many others, that the CR TDI's won't save ANY money for you in the long run compared to an efficient gasoline motor as the miles start building up. Granted, we have no data on many 150,000+ mile CR TDI's, but I couldn't imagine forking out $4,000 at 100,000 miles on this thing
It seems this would only work for DPFs that are removable, not the sealed un-maintainable filters in VWs.Hi All,
It seems there is a way to clean the DPF in less then 15 minutes.
http://www.donaldson.com/en/exhaust/support/datalibrary/042723.pdf
According to a friend (who works in the parts dept of a dealer), you are correct for 2009 TDIs. However, starting with the 2010s the DOC and the DPF are separate parts. This does not necessarily mean that our (2010+) DPF will be cleanable, but at least the DOC should not be an issue except for on 2009 models (like mine).Also the DPF isn't a stand alone unit on ours doesn't it have the DOC welded right to it.
I have been looking at this but VCDS needs to communication with the Passat with a different protocol found only on Beta 11.10. There are many new parameters to make sense of and I have yet to correlate those to my 2010 Jetta values.I just love the new BMW commercial with the "old" smokey diesels running around.
OK, back on topic. Does anyone know if the newer TDI's have additional programming in the ECU that is monitoring the exhaust system? VCDS has a new version out (10.6) and I wonder if there were any additions/modifications specific to DPF/exhaust measurements. Maybe Ill email the guys at Ross-Tech. Feel free to submit your recent DPF data and I'll update the spreadsheet. Look forward to seeing Passats in here.
Happy Halloween everyone!
Excellent post! Thank you.I just happened to catch something interesting today. I thought a regen of the DPF would happen soon, because it had been about 350km or so and several hours of driving, and sure enough the car started an active regen about 3 minutes into a drive, with the coolant temperature at 42 C and I was just driving slowly through the city. Unfortunately the temperature readings go all over the place because I was starting and stopping at lights pretty consistently. I'd love to catch it on a steady state highway drive too, just to see what it looks like.
But, here is a graph showing the coolant temp, pre turbo temp, pre DPF temp, and post DPF temp prior to, during, and after the regen.
Regen started at about 200 seconds into the drive and ended just before 900 seconds, so it seems it was pretty much a 10-11 minute cycle. Post DPF temps hovered at just over 600 C for the entire time except for the warm-up and a few little drops here and there, probably when I was stuck at a long light.
Also, now that I have 17000km on my car, the DPF ash volume reading is at 9 ml. So it seems that calculated value does jump up as the computer decides, as 1000 km ago it was reading 0 ml.
I was logging measuring block 99 for these temps.
51,698 miles 39 ml
56,311 miles 48 ml
Hoping some DPF 'servicing' businesses start showing up for our cars much like they have with big rigs, otherwise the DPF is nothing more than a reason, among many others, that the CR TDI's won't save ANY money for you in the long run compared to an efficient gasoline motor as the miles start building up. Granted, we have no data on many 150,000+ mile CR TDI's, but I couldn't imagine forking out $4,000 at 100,000 miles on this thing
We don't know at what level of ash might lead to the soot load calculation to exceed a maximum level (IIRC 45 grams) where regeneration is not possible.at how many ml is the DPF clogged or does it work that way??