Managing a sooty tailpipe

meerschm · Oct 12, 2015

Andy_2009_JSW said:
I'm running the latest Ross-Tech version, 15.7.1.0; it showed a few extra values:

Mode 9 : Calibration Identification

Type 02 - VIN : 3VWPL71K89M280210 (Address E8)
Type 04 - Calibration ID : 03L997016P (Address E8) <---same
Type 04 - Calibration ID : 02E300052 1985 (Address E9)
Type 06 - Calibration Verification Number : 12FFD699 (Address E8) <---same
Type 06 - Calibration Verification Number : 00006218 (Address E9)
Type 0A - Controller Name : ECM-Engine Control (Address E8)
Type 0A - Controller Name : TCM-TransmisCtrl (Address E9)
Type 0B - In-use performance tracking :
OBD Monitoring Conditions Encountered count : 2413
Ignition cycle count : 6133
Conditions completion count / Specificied conditions encountered count
NMHC Catalyst : 305 / 146
NOx/SCR Catalyst : 0 / 0
NOx Adsorber : 963 / 2413
PM Filter : 0 / 0
Exhaust Gas Sensor : 0 / 0
EGR and/or VVT : 2703 / 2411
Boost Pressure : 0 / 0
Fuel : 0 / 0

But it's noteworthy that the calibration ID and verification numbers are identical. Still not entirely sure just what they represent. In many embedded systems 'calibration' is a per-unit concept, and the values calibrated generally vary from unit to unit. Perhaps it has a bit-mapped meaning as opposed to a data integrity checksum one.

I'd be interested in these values for some TDIs that have 100K, 50K, and maybe 5K miles.

Thanks

looks like you got responses from the DSG as well as engine controllers. E9=DSG E8=engine

I would also like to see what changes, if any, happen on an individual car with the emissions (or other) ECU software update. the update software has to verify the previous version. would make sense if this information is also available via the standard OBD emissions query.

conejo_a_cuatro · Oct 12, 2015

meerschm said:
the ticking could be a few things. not likely related to DPF. there is an 80,000 mile emissions coverage on specific parts. but they only replace things when the engine computer decides to whine. and it seems some dealers do what they can to make the light go out, which could be by charging you for the related part not covered by warranty (EGR tube) you could have a discussion with a local dealer, but not all of them will do more than say we will look at it, if you bring it in, and perhaps pay for a diagnostic or regular service.

several folks have some soot in the tailpipe, and no codes. the question is how long it can be a little sooty and not cause the code.

Thanks for the reply, meerschm. I know this may be off topic, but any guesses as to what the ticking might be? Started about 1k miles ago, only really audible during idle, at a stop light, etc. It's a rapid ticking, quite obvious when you hear it.

Oh, also, this is a cpo car, so I think I still have time left of the power train warranty? Will that help if they try to screw around with replacing non-related parts?

meerschm · Oct 12, 2015

conejo_a_cuatro said:
Thanks for the reply, meerschm. I know this may be off topic, but any guesses as to what the ticking might be? Started about 1k miles ago, only really audible during idle, at a stop light, etc. It's a rapid ticking, quite obvious when you hear it.

Oh, also, this is a cpo car, so I think I still have time left of the power train warranty? Will that help if they try to screw around with replacing non-related parts?

you might try a post in the MK VI discussion area

could be the DMF, could be a pulley on the alternator, or idler, could be the compressor getting ready to die.

could be an actuator in the HVAC system. lots of stuff can click.

if you have a CPO, might be worth a call to see if they would take a look at it. (and if so, how much they would charge to do so) I really don't know what promises come with a CPO.

Cgul · Oct 12, 2015

Before I go any further:

I know that "fixes" in a bottle are generally worthless (or worse).

That being said, having talked to a few guys that I live around and work with that have diesel trucks, they claim to have had success with this kit http://goo.gl/oOwsIU and its little brother http://goo.gl/SO4oFk when needing to clear some o' the carbon-y gunk out their DPF and being able to even reduce their professional blow-out and cleaning frequency by up to half. Wondering if anyone out there has had any success clearing any of the build up out of their DPF/EGR filter with this. Obviously this has nothing to do with the issue of a cracked dpf, but I figured that this was worth throwing out there to see if anyone had any experience with it in our, erm, German uber-tuned performance driving machines, as opposed to the diesel monsters that I've gotten confirmation of this working in

meerschm · Oct 12, 2015

Cgul said:
Before I go any further:

I know that "fixes" in a bottle are generally worthless (or worse).

That being said, having talked to a few guys that I live around and work with that have diesel trucks, they claim to have had success with this kit http://goo.gl/oOwsIU and its little brother http://goo.gl/SO4oFk when needing to clear some o' the carbon-y gunk out their DPF and being able to even reduce their professional blow-out and cleaning frequency by up to half. Wondering if anyone out there has had any success clearing any of the build up out of their DPF/EGR filter with this. Obviously this has nothing to do with the issue of a cracked dpf, but I figured that this was worth throwing out there to see if anyone had any experience with it in our, erm, German uber-tuned performance driving machines, as opposed to the diesel monsters that I've gotten confirmation of this working in

http://forums.tdiclub.com/forumdisplay.php?f=14

full of folks who like additives, lubricants, and the like.

nozel · Oct 21, 2015

meerschm said:
couple more graphs

I figured out today you can log the data during the basic settings."

The following data was logged with vcds on a half hour drive (only a small portion is included here) and reflects a cold start as I was setting/selecting the advanced measuring blocks to be logged.

Group 3 - Field 1 Group 3 - Field 2 Group 3 - Field 3 Group 99 - Field 2 Group 99 - Field 3 Group 100 - Field 2 Group 101 - Field 3 Group 241 - Field 1 Group 241 - Field 2
Exhaust Gas - Recirculat. (spec.) Exhaust Gas - Recirculat. (actual) Exhaust Gas - Recirc. Duty Cycle Temperature prior - Particle Filter Temperature after - Particle Filter Particle Filter - Different. Pressure Successful - Regenerations Soot Load(g) - Calculated Soot Load(g) - Measured
mg/str mg/str % °C °C mbar
1100 0 100 12 12 -3 0 10.8 0.3
1100 0 100 12 12 -3 0 10.8 0.3
1100 0 100 12 12 -3 0 10.8 0.3
1100 0 100 12 12 -3 0 10.8 0.3
1100 0 100 12 12 -3 0 10.8 0.3
1100 0 100 12 12 -3 0 10.8 0.3
1100 0 100 12 12 -3 0 10.8 0.3
1100 0 100 12 12 -3 0 10.8 0.3
1100 0 100 12 12 -3 0 10.8 0.3
1100 0 100 12 12 -3 0 10.8 0.3
1100 0 100 12 12 -3 0 10.8 0.3
1100 0 100 12 12 -3 0 10.8 0.3
1100 500 100 12 12 3 0 10.8 0.3
345 515 100 12 12 5 0 10.8 0.3
335 525 100 18 12 5 0 10.8 0.3
380 400 65.5 24 12 3 0 10.8 0.3
375 395 59.2 30 12 3 0 10.8 0.3
380 375 63.1 30 12 3 0 10.8 0.3
360 365 56.5 36 12 3 0 10.8 0.3
365 370 58.8 36 18 3 0 10.8 0.3
360 365 57.3 36 18 3 0 10.8 0.3
370 375 59.2 42 18 3 0 10.8 0.3
355 350 58.4 42 18 3 0 10.8 0.3
360 365 57.3 42 18 3 0 10.8 0.3
335 340 50.6 48 18 3 0 10.8 0.3
370 365 62 48 18 3 0 10.8 0.3
355 345 58.4 48 18 3 0 10.8 0.3
350 345 55.3 48 18 3 0 10.8 0.3
370 380 59.2 48 24 3 0 10.8 0.3
355 350 57.6 54 24 3 0 10.8 0.3
360 360 58 54 24 3 0 10.8 0.3
350 365 52.2 54 24 3 0 10.8 0.3
345 370 51.8 54 24 3 0 10.8 0.3
385 375 65.9 60 24 3 0 10.8 0.3
470 470 83.9 60 24 3 0 10.8 0.3
465 495 80 60 30 5 0 10.8 0.3
455 460 79.2 66 30 5 0 10.8 0.3
425 435 72.2 66 30 3 0 10.8 0.3
415 425 68.6 72 30 3 0 10.8 0.3
410 405 68.6 72 30 3 0 10.8 0.3
405 410 67.5 72 36 3 0 10.8 0.3
405 415 66.3 78 36 3 0 10.8 0.3
405 410 67.8 78 36 3 0 10.8 0.3
405 395 70.2 78 36 3 0 10.8 0.3
400 420 63.9 78 36 3 0 10.8 0.3
390 395 63.9 84 36 3 0 10.8 0.3
365 385 59.2 84 36 3 0 10.8 0.3
375 385 62.4 84 36 3 0 10.8 0.3
435 435 71.4 90 36 5 0 10.8 0.3
505 510 69.4 108 48 10 0 10.8 0.3
500 495 68.6 114 48 10 0 10.8 0.3
490 495 66.3 120 48 13 0 10.8 0.3
490 495 65.9 120 54 13 0 10.8 0.3
490 495 63.5 126 54 13 0 10.8 0.3
485 490 63.1 132 54 15 0 10.8 0.3
535 550 78 132 60 13 0 10.8 0.3
535 560 74.5 132 60 10 0 10.8 0.3
525 520 73.3 138 60 10 0 10.8 0.3
470 470 65.1 138 66 10 0 10.8 0.3
420 430 59.6 144 66 8 0 10.8 0.3
300 275 32.5 144 66 5 0 10.8 0.3
290 280 36.5 138 72 3 0 10.8 0.3
285 280 36.5 132 72 3 0 10.8 0.3
295 280 39.6 126 72 3 0 10.8 0.3
300 290 42.7 126 72 3 0 10.8 0.3
305 315 49.8 120 72 3 0 10.8 0.3
315 320 55.7 120 72 5 0 10.8 0.3
515 530 81.2 120 72 8 0 10.8 0.3
525 545 75.7 120 72 13 0 10.8 0.3
515 530 69 126 78 13 0 10.8 0.3
510 520 63.9 138 78 15 0 10.8 0.3
505 505 62.7 138 78 15 0 10.8 0.3
555 570 78.4 144 84 13 0 10.8 0.3
550 560 73.3 144 90 13 0 10.8 0.3
535 530 71.4 150 90 13 0 10.8 0.3
420 445 56.9 156 90 10 0 10.8 0.3
300 280 30.6 156 90 5 0 10.8 0.3
295 285 35.7 150 90 5 0 10.8 0.3
280 275 36.1 144 90 3 0 10.8 0.3
295 270 40.4 138 96 3 0 10.8 0.3
295 315 45.5 138 96 3 0 10.8 0.3
310 350 54.9 132 96 3 0 10.8 0.3
320 340 54.1 132 96 3 0 10.8 0.3
440 465 73.3 132 96 5 0 10.8 0.3
495 475 80 132 96 8 0 10.8 0.3
540 535 81.2 138 96 10 0 10.8 0.3
570 575 78 138 96 13 0 10.8 0.3
560 565 73.7 144 102 15 0 10.8 0.3
555 555 71.4 156 102 15 0 10.8 0.3
545 555 67.8 156 102 18 0 10.8 0.3
545 550 65.5 162 102 21 0 10.8 0.3
555 555 68.6 168 108 18 0 10.8 0.3
585 585 79.2 168 108 15 0 10.8 0.3
570 575 73.3 168 114 15 0 10.8 0.3
555 570 69.8 174 114 15 0 10.8 0.3
545 540 69.4 180 114 18 0 10.8 0.3
540 560 67.1 180 120 18 0 10.8 0.3
540 545 65.1 186 120 18 0 10.8 0.3
490 485 59.6 192 120 18 0 10.8 0.3
525 545 69 186 126 13 0 10.8 0.3
450 440 62.7 186 126 10 0 10.8 0.3
450 455 63.1 186 126 10 0 10.8 0.3
445 440 63.9 186 126 10 0 10.8 0.3
445 445 63.5 186 132 10 0 10.8 0.3
450 450 64.7 186 132 10 0 10.8 0.6
450 455 64.3 186 132 10 0 10.8 0.6
450 450 65.1 192 138 10 0 10.8 0.6
425 440 59.6 192 138 10 0 10.8 0.6
420 420 61.6 192 138 10 0 10.8 0.6
420 420 62 186 138 10 0 10.8 0.6
405 405 61.2 186 138 10 0 10.8 0.6
415 420 61.6 186 144 10 0 10.8 0.6
420 420 62 186 144 10 0 10.8 0.6
425 420 63.5 186 144 10 0 10.8 0.6
420 425 61.6 186 144 10 0 10.8 0.6
415 425 60.4 186 144 10 0 10.8 0.6
280 260 37.6 186 144 5 0 10.8 0.6
280 275 38.8 180 144 5 0 10.8 0.6
280 270 40.8 180 150 5 0 10.8 0.6
280 280 39.6 174 150 5 0 10.8 0.6
275 285 36.5 174 150 3 0 10.8 0.6
275 260 37.6 168 150 3 0 10.8 0.6
265 285 59.6 162 150 5 0 10.8 0.6
265 275 65.5 156 150 5 0 10.8 0.6
275 290 47.5 156 150 5 0 10.8 0.6
275 260 54.5 150 150 5 0 10.8 0.6
300 315 54.5 150 150 3 0 10.8 0.6

Unfortunately, this data does not play nice in this post.
I have used a spread sheet program to chart the data graphically.
I observed the egr numbers column 1 and 2 to constantly fluctuate.
The egr duty cycle averaged about 78%
Columns 4 and 5 are exhaust gas temps prior to particulate filter and post particulate filter.
If plotted long enough, NOX regeneration phases are visible with elevated temps around 500*C for about 2 minutes.
Columns 7 and 8 reflect dpf soot loading column 7 is caclulated, column 8 is measured.
The point of this is to illustrate the power of vcds as tool to gather operational data which can be exported into any spread sheet program for analysis.
I have learned egr is always being adusted regardless of engine load.
DPF regen occurs when calculated soot load reaches about 17.1, measured soot load does not appear to trigger regen.
NOX regen occcured every 5 minutes and lasted 1-2 minutes each time.
NOX values are not logged as far as I can tell.

RomeoZulu

meerschm · Oct 22, 2015

Update: from advanced editing mode (hit the go advanced button)

you can select and press the

button. this puts code tags around the selected text.

Romeo,

You can make large sections of text act nicer by putting

[CODE]

before what you want to post, and after, put

[/CODE]

measuring block 3 is high pressure EGR, not the low pressure EGR where the EGR filter that gets clogged up is.

you see the relationship between calculated soot and regeneration similar to the way I see it. if the DPF was more clogged up, I suspect the measured soot would increase before the calculated did, and trigger the regeneration.

can you see the
0xFF02=Done

field in advance measuring values?

nozel · Oct 22, 2015

meerschm said:
Romeo,

I would have liked to post the actual graphical charts derived from the posted data
The egr data is live and does not differentiate between low and high pressure as far as I can tell. I think the ecu calls for a value, causes the egr valve to cycle as required, giving an actual of exhaust gas recycled.
The values I logged appear to be volume, not pressure based.
The values recorded are prior to start (1100/0 100% duty cycle) and once engine is running, the values match as there is an egr flow.

You could try logging your car for a half hour drive, using the advance measuring values for comparison.
The data logged will include time stamp columns which can be deleted in the spread sheet you choose to use.

Of interest would be the first three columns, where i think, your second column values will be much lower than mine (reflect clogged egr filter)
RZ

meerschm · Oct 22, 2015

http://pics.tdiclub.com/data/500/LOG-01-003-099-104.pdf

Excel will let you save as .pdf, and with a little page formatting, you can get something easier to read.

above is log from August, with the 003 MB, as well as a few others. I edited out many rows, but kept those I think are related to the deNOX cycles. one time column is maintained for reference.

we have learned that the 003 readings are related to the high pressure EGR, not the low pressure. (the labels are a carry-over, I think, from when there was only one EGR path, so do not reflect any need to identify which.)

we also have figured out ( I think) that the basic settings 078 look at the low pressure EGR, at idle, and at elevated rpm. also, the MB 78 are different readings.

nozel · Oct 22, 2015

meerschm said:
http://pics.tdiclub.com/data/500/LOG-01-003-099-104.pdf

Excel will let you save as .pdf, and with a little page formatting, you can get something easier to read.

Ill look into this

above is log from August, with the 003 MB, as well as a few others. I edited out many rows, but kept those I think are related to the deNOX cycles. one time column is maintained for reference.

The log you posted leads me to believe there is limited egr flow, which I think, is indicated by the high egr valve duty cycle (lots of 100% values).
The ecu is requesting a flow value, but sees a lower "actual" value.
Too much diferential will then trigger the egr insufficient flow code.

we have learned that the 003 readings are related to the high pressure EGR, not the low pressure. (the labels are a carry-over, I think, from when there was only one EGR path, so do not reflect any need to identify which.)

Ill have to try this for comparison.

we also have figured out ( I think) that the basic settings 078 look at the low pressure EGR, at idle, and at elevated rpm. also, the MB 78 are different readings.

I truly think your egr system is somewhat flow restricted, filter replacement would be a temporary fix.
Trouble is, this technology works at the designer level not accounting for dpf failure. The filter is doing the job of the failed dpf".
The techs trouble shooting using vcds (if they are good data analysts) i think would pick this up.
Most dealer tech departments dont have the time to t/s this way and probably dont trust the good info from vcds or their own scan software.
And they dont want to replace the expensive parts on their dime...
RZ

meerschm · Oct 23, 2015

http://www.natef.org/NATEF/media/NATEFMedia/VW Files/2-0-TDI-SSP.pdf

is worth a look.

page 56 includes a figure with the low pressure egr filter.

the MB 3 values are for the high pressure EGR, which directs exhaust gas from before the exhaust side of the turbo to the intake (front side of motor)

the low pressure EGR uses filtered exhaust gasses from after the DPF and injects them before the compression (clean filtered air) side of the turbo.

CNGVW · Oct 23, 2015

I think we are getting lost with data here.
The DPF was designed to never let soot pass through it,
The EGR filter was placed there to tell us it is cracked or its inside wrap mover and soot is passing through.
The 2 pressure sensors one in front of the EGR filter and one behind are nothing more then a small flow bench.
And the why they are plumed kind of shows that.
There could be a 100 lines of code in the tune just for the EGR filter test for a P0401 or P2002 now in 2013 and up.
I know we can look at the readings and we can see where close to a P0401 code .
If you are under 80K it would be under warranty.
It still comes down to lines of code to turn on the code.

So if its under 80K and its black back there but no code at this time could you force it Yes.

Some thing we should ask did VW by running the DPF on the HOT SIDE for all these years with fake software did they kill these DPFs they made us buy.

meerschm said:
Bob brought these to show at the 2015 TDI Fest.

he also verified that the process to read the low pressure EGR is correct.

today I updated my values and got 380 and 510, or a difference or around 130mg/str,

at 151k miles, car warmed up after the afternoon commute.

I need a little better record keeping, since I do not have a firm odometer reading tied to this value. but it looks like the difference is getting closer to the 100 mg/str limit.

no errors logged in the engine controller from an auto-scan. (sooner or later the P0401 should show up)

wilcharl · Oct 23, 2015

CNGVW said:
Some thing we should ask did VW by running the DPF on the HOT SIDE for all these years with fake software did they kill these DPFs they made us buy.

My biggest frustration in this dieselgate mess is just that... I feel like my DPF is cracking because of a blowtorch overtemp condition that was created by VW to attempt to meet emissions standards. I have nothing scientific to prove it but its my feeling.

Honestly this will be the decision maker for me IF VW offers a buyback vs a fix...

If VW warranties the entire emissions system (to include the DPF) post repairs, I will keep my car, otherwise, I will likely opt for the potential buyback.

I don't like driving around with a $2000.00 DPF time bomb coupled to a $2000.00 turbocharger that I also believe is prone to failure from regeneration.

I can live with the whole HPFP thing, but the emissions part failure is to me bigger then the HPFP.

It seems like every day in the MKV and MKVI forums another person has a P0401 error.

My question is who DOESNT have a cracked DPF on a MKV-MKVI code or no code

redbarron55 · Oct 23, 2015

cngvw said:
i think we are getting lost with data here.
The dpf was designed to never let soot pass through it,
the egr filter was placed there to tell us it is cracked or its inside wrap mover and soot is passing through.
The 2 pressure sensors one in front of the egr filter and one behind are nothing more then a small flow bench.
And the why they are plumed kind of shows that.
There could be a 100 lines of code in the tune just for the egr filter test for a p0401 or p2002 now in 2013 and up.
I know we can look at the readings and we can see where close to a p0401 code .
If you are under 80k it would be under warranty.
It still comes down to lines of code to turn on the code.
So if its under 80k and its black back there but no code at this time could you force it yes.
Some thing we should ask did vw by running the dpf on the hot side for all these years with fake software did they kill these dpfs they made us buy.

exactly!

Now my 2013 JSW has Dirty Butt Syndrome! The tailpipe is relatively clean but the soot on its tailgate came from somewhere.
DBS (I think) is the symptom of a cracked DPF. This car has close to 50,000 miles on it. What would VW do? On the 2009 the answer was nothing (before the TSB).
I guess I will wait to see what they are going to do for the recall and how it works out for others.
Expensive and not effective enough.

meerschm · Oct 23, 2015

This I do not understand

If you think the soot on the outside of the car body is from the exhaust, it would seem reasonable it would also be inside the tailpipe.

here is a shot of mine, at 154000 miles. over a thousand miles after the last wash, there is no soot on the body, but I get a good soot sample wiping the inside of the pipe with a paper towel.

meerschm · Oct 23, 2015

so back to the data.

seems that basic settings 78 should be the indicator of low pressure EGR health, and we suspect that a value of field 78-2 minus 78-3 of over 100 (a bit over 200c in 78-4) would indicate triggering a P0401 error from soot in the filter.

http://pics.tdiclub.com/data/500/basic_settings_78_data.pdf

I have been trying to make sense of Basic settings 78 over the past month or so, and the above is a summary of readings from my car.

These are just a few representative samples with the day and time noted.

at first, it seemed to me that the reading was higher just after a regen, but after a couple times, it seems more related to the temperature. (field 4)
there was no error (P0401 or other) associated with the pressure over 100 at the higher temp. (after a regen, as the system was cooling down)

here is a plot of just the data. (with a graph)

the pressure is BS 78-1, not the 78-2 I put in the graph heading.

http://pics.tdiclub.com/data/500/basic_settings_78_graph.pdf

this does show there is a rough correlation of the pressure with temperature.

still a bit of a puzzle.

conejo_a_cuatro · Oct 28, 2015

So in case anyone is interested, I went to fill up yesterday, and now I have some kind of black liquid in the bottom of the tail pipes. Still no cel though. Is it part of the same problem?

redbarron55 · Oct 28, 2015

Probably dirty condensate from cooler weather.

Matt-98AHU · Oct 28, 2015

There is a part of me that wonders if the incidents of DPFs cracking could be greatly reduced if people knew their car was going through a regen and knew to NOT shut the engine off until the regen completes.

I know of a couple TDI owners who use a scan gauge to readout, among other things, EGT. Probably EGT 2, the first one after the turbo. Temp will consistently be above 1100 F/600 C even under light load driving. The owners in question will let the car continue to idle until the temperature drops to about 450 F (down from a high above 1100) and then shut it down. It certainly is a gentler change in temperature when you allow the car to do this.

This not only would be better for the DPF, but much better for the turbo as well. I suspect those that take these precautions will get much better service life out of these components.

Unfortunately, Volkswagen, in their infinite wisdom, decided not to include a warning light to let drivers know when the car is actively performing a regen. Part of the whole "dumbing down" so already distracted drivers don't have anything else to worry about. The DPF warning light on VWs only comes on when the soot loading has gotten critical because too many attempted regens were not allowed to finish (short trips). A simple software reflash could fix that to simply turn on the regen light whenever the car was actively going through a regen cycle, and the cars with message warning systems in the cluster could also advise to keep the car running until instructed to shut it off...

I have a feeling if they did that, and owners actually heeded the warnings, there would be fewer failures.

Andy_2009_JSW · Oct 31, 2015

Matt-98AHU said:
There is a part of me that wonders if the incidents of DPFs cracking could be greatly reduced if people knew their car was going through a regen and knew to NOT shut the engine off until the regen completes.

I know of a couple TDI owners who use a scan gauge to readout, among other things, EGT. Probably EGT 2, the first one after the turbo. Temp will consistently be above 1100 F/600 C even under light load driving. The owners in question will let the car continue to idle until the temperature drops to about 450 F (down from a high above 1100) and then shut it down. It certainly is a gentler change in temperature when you allow the car to do this.

This not only would be better for the DPF, but much better for the turbo as well. I suspect those that take these precautions will get much better service life out of these components.

Unfortunately, Volkswagen, in their infinite wisdom, decided not to include a warning light to let drivers know when the car is actively performing a regen. Part of the whole "dumbing down" so already distracted drivers don't have anything else to worry about. The DPF warning light on VWs only comes on when the soot loading has gotten critical because too many attempted regens were not allowed to finish (short trips). A simple software reflash could fix that to simply turn on the regen light whenever the car was actively going through a regen cycle, and the cars with message warning systems in the cluster could also advise to keep the car running until instructed to shut it off...

I have a feeling if they did that, and owners actually heeded the warnings, there would be fewer failures.

Totally agree. Would benefit several major/critical components (DPF, Turbo).

maintenance247 · Nov 20, 2015

I have read all the posts long before joining since I noticed a slight amount of soot on the inside of the exaust around 58000 miles. I am now around 72 000 miles. This link is a pic I just took after about 3000 miles of driving. I cleaned the soot off before the 3000 mile trip. I did for the first time have the Cel light go on the other day but is now gone. I will purchase the Ross tech cable soon.

Softrockrenegade · Nov 21, 2015

Yeah , you got a leaky dpf there. Here is the exhaust pipe on my 2013 Passat at 95k. Passes the finger test too.

maintenance247 · Nov 21, 2015

I just bought the micro can cable. I'm going on a 1000 mile trip soon, hopefully I can plug this thing in and be able to record some data......see what kind of learning curve there is.

meerschm · Nov 22, 2015

maintenance247 said:
I just bought the micro can cable. I'm going on a 1000 mile trip soon, hopefully I can plug this thing in and be able to record some data......see what kind of learning curve there is.

http://www.ross-tech.com/vcds/tour/main_screen.php

you can play with the demo/read as much of the documentation as you have time for while the cable is in shipping.

maintenance247 · Nov 22, 2015

Great idea thanks !

maintenance247 · Nov 22, 2015

Another thing.... I know for a fact when I bought the car the .507 spec oil was not being used. Who knows for how long.it had about 58 k on it so I would guess 2 to 3 oil changes. The other half might have been ok if there was a vw maintenance type of program. I wonder if using non reccomended higher ash oil could mimic cracked dpf symptoms over time. There are also times at startup when you can smell the traditional diesel scent out of the exaust.

maintenance247 · Nov 24, 2015

I just got this cable today and am a bit confused but very interested. I really dont know if this is of interest to anyone but if so what do you see. I have no idea how to read your data... I just read posts and try to mimic.I love looking through all the different measurements real time. I am also tracking a bluetooth issue as we speak i have no idea what is going on... Dealer said bluetooth module was bad($690 to fix) and at that point I decided to buy the micro can cable.
-I did have the Mil go on twice a week ago but nothing since then.
-VCDS Says no falut codes found
-But then above that statement ......Mode 03: Emission related fault codes..

After 10 minutes of easy driving BS 78

820 rpm

BS 78-1: 5 mbar
BS 78-2: 20.4
BS 78-3: 3 mbar
BS 78-4: 222 C

after pressing on/off/next

1350 rpm (estimate from dash)

BS 78-1: 115
BS 78-2: 61.2
BS 78-3: 3 mbar
BS 78-4: 216C
After 10 minutes of easy driving BS 67.... not taken from same trip of BS78

BS 67-1: 782 /min
BS 67-2: 100%
BS 67-3: 99.4%
BS 67-4: 12.6&

BS 67-1: 1380 /min
BS 67-2: ON
BS 67-3: 430 mg/str
[FONT=&quot]BS 67-4: 40.2%

[/FONT]

meerschm · Nov 25, 2015

Your result from the BS 78-1 minus BS78-3 looks a little higher than mine. I noted that this value varies with the BS 78-4 temperature.

you are missing part of the BS 67 record. when you press the on switch (and the RPM increase), the module toggles between off and on. the difference between these readings (off/on for the 67-3) should show if the EGR valve is working.

if you run an auto-scan and then save the result, you can open with notepad, then cut and paste here.

as long as you have not cleared codes, whatever made the MIL lite up a couple weeks ago should leave clues.

what does the auto-scan say?

http://forums.ross-tech.com/showthread.php?101-How-to-post-an-Auto-Scan

maintenance247 · Nov 26, 2015

The first image is the complete scan and shows all ok other than the radio problems.

The second image shows the readiness report and shows a possible issue??

meerschm · Nov 27, 2015

That CAN gateway error is a clue.

what does the detail report in the auto-scan say?

you may want to open a new discussion thread in either the TDI 101 or MKVI discussion area

http://forums.tdiclub.com/showpost.php?p=4908519&postcount=83

Earlier in this thread, I reset, and watched as the emissions codes cleared.

the catalyst monitor did not clear until after a successful DPF regeneration.

you can use additional values to see if the ECU is running/has run a DPF regeneration.

if you use advance measuring values from the engine controller, what do you see?
(in advance measuring values, you can select from a list of values, such as the following:
Vehicle Mileage
Temperature prior Turbo Charger
Temperature prior Particle Filter
Temperature prior Precatalytic Converter
Temperature prior Particle Filter
Particle Filter Different. Pressure
0xFF02=Done
Requested Regenerations
km Mileage Since last Regen
Soot Load(g) Calculated
Soot Load(g) Measured

Managing a sooty tailpipe

Top Post Dawg

Veteran Member

Top Post Dawg

New member

Top Post Dawg

Well-known member

Top Post Dawg

Well-known member

Top Post Dawg

Well-known member

Top Post Dawg

Vendor , w/Business number

Veteran Member

Veteran Member

Top Post Dawg

Top Post Dawg

Veteran Member

Veteran Member

Loose Nut Behind the Wheel Vendor

Veteran Member

Active member

Veteran Member

Active member

Top Post Dawg

Active member

Active member

Active member

Top Post Dawg

Active member

Top Post Dawg