Lightflyer1
Top Post Dawg
Rodneyh1, have you read the theory that more agressive driving patterns may help balance the sensors? It was mentioned over on the other thread. What are your patterns like?
Yeah, I'm following that thread, but I have a real hard time buying the driving pattern argument. With something as (apparently) sensitive as the DPF, I'm sure VW has come up with a way to keep it's temperature relatively insensitive to driving conditions. I believe time will show that there is nothing wrong with Nuerot's VW that is proven to be biodiesel related. There's certainly not enough incriminating evidence at this point for me to stop my own experiment.Lightflyer1 said:Rodneyh1, have you read the theory that more agressive driving patterns may help balance the sensors? It was mentioned over on the other thread. What are your patterns like?
Absolutely! I will be making no changes to my emissions systems. Some of the mods I hear discussed are more environmentally damaging than just sticking with petrol diesel. Certainly they're damaging to the long-term viability of biodiesel.ikendu said:I am really for solving "how to use B100 in the latest diesels".
Having said that... just a comment on pollution controls. I do believe we need to keep them in place. Diesels do pollute. Particulates are especially bad for our health. In many places in the country, even if we figure out a good scheme for using B100 in '09s, we'll still be blending in the winter.
Just my $.02. Let's keep the pollution controls in place.
Rod, welcome aboard! Sounds like quite the experiment you've got thererodneyh1 said:You read that correct: I pulled 24 oz (total including sample) of oil from my engine to get it back down to the normal full level.
The regen has been described as taking 15 minutes if you're driving at about 40 mph. you'd burn about a quart of fuel total normally during that period. In order for 24 ounces of fuel to go astray past the rings during one regen, it would have to be dumping gallons of fuel into the post injection cycle, dragging your fuel economy during that 15 minutes down into the single digits.rodneyh1 said:You read that correct: I pulled 24 oz (total including sample) of oil from my engine to get it back down to the normal full level.
I wanted to run a couple ULSD tanks anyhow for comparison. I was planning on doing that immediately prior to my 10K service, so this just moves that up. I do know positively that my oil level has gone up by 10-15 oz in the last 200 miles, and that REALLY concerns me. I'll run ULSD until I see the results.jvance said:The regen has been described as taking 15 minutes if you're driving at about 40 mph. you'd burn about a quart of fuel total normally during that period. In order for 24 ounces of fuel to go astray past the rings during one regen, it would have to be dumping gallons of fuel into the post injection cycle, dragging your fuel economy during that 15 minutes down into the single digits.
Wait for the oil analysis. Something else is going on here.
That's really interesting, it says that in the manual? You have a diesel subaru forester?? I'm so freakin' jealous!DPM said:Here's an interesting thing or two:
reading the manual for my Forester Diesel, and specifically the sections on DPF and oil changes...
B5 is acceptable
regen is generally automatic, but a 15min run above 37mph is required to enable regen following slow-speed running. This is flagged by the warning light.
These slow conditions are specified as 9mph or less continually, extended idling, and repeated cold starts.
now here's the final and possible most interesting point: Oilchange data must be sent to the ECU else the DPF and it's warning light will not operate correctly.
Now, why would the DPF be interested in how often the oil is changed?...
Yes, always flat.Cliffman said:Rodney, I know this is probably a stupid question but... Are you checking your oil with the car parked in the same location every time? My 06 seems to be very sensitive to that.
Brivbi,Drivbiwire said:Hey guys, just a note. The post injection event does not result in combustion. The fuel is introduced to the gasses in order to raise the temps at the first Catalytic converter (resulting in rise in the other two).
The point is that Biodiesel may not be making it out of the cylinder and adhering to the cylinder walls where it is making its way to the oil.
4 cylinders, each with post injection...24oz increase in sump levels = very plausible (in my opinion) over 4000-5000 miles.
I know everybody wants to run first gen Biofuels but these engines were strictly designed for 2nd generation Biofuels meaning no more bean juice.
Again the only fuels intended for these engines is ULSD, GTL and Bio-GTL.
DB
Blackstone uses some kind of flash point test for fuel dilution. They told me that they modify it slightly for biodiesel, but it shouldn't be an issue. Souded like they run across this fairly regularly. They'll also measure viscosity, which will be affected if there is significant dilution. I'll post my results as soon as I get them.Cliffman said:Rodnehy1,
Does Blackstone labs test specifically for Bio-Diesel? Reason I ask is that I use Oil Analyzers and they don't test specifically for Bio-Diesel. They test just for fuel contaminates which is for diesel and gas.
So a half cup of fuel dilution. Clearly fuel dilution isn't the cause of your observed oil level rise. You still have 20 oz. of excess oil to account for.rodneyh1 said:Blackstone finished my oil analysis yesterday. If someone can tell me how to post a .pdf, I can put up the entire report. They found a 2.5% fuel dilution level. This is above what they consider normal, but not what they would find alarming (I spoke to the tech extensively). The viscosity was "well within the normal range" at 9.36 cSt. The following is their summary of the analysis.[FONT=Arial+0]
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I think you'll be right on 1, but wrong on 2. I'm not going to take your bet, however, as this would provide motive for me to bias my results.jvance said:So a half cup of fuel dilution. Clearly fuel dilution isn't the cause of your observed oil level rise. You still have 20 oz. of excess oil to account for.
I'll bet you a quarter that 1) you'll see no measurable rise using ULSD, and 2) you'll see no measurable rise next time you use B99.
The tech at Blackstone did talk about ring seating. That's perhaps the one explanation that gives a bit of hope. Repeating the test from 10-15K will eliminate this possibility.GoFaster said:Also, a high fuel dilution level very early in the engine's life may be an indication of slight leakage past the not-yet-seated piston rings. This may resolve itself as the engine gets some mileage on it.
I do not think you have any lubrication-related problem that can't be addressed by changing the oil at 5000 mi / 8000 km intervals, and even that might not prove necessary as the engine gets broken in properly.
Good work on keeping track of this!
Try Polaris Labs in Indiana http://polarislabs1.com/ They were the ones who emailed me regarding the fuel dilution issue to begin with. Later!rodneyh1 said:The tech at Blackstone did talk about ring seating. That's perhaps the one explanation that gives a bit of hope. Repeating the test from 10-15K will eliminate this possibility.
Any idea what level of fuel dilution is too much? The Blackstone tech said 2.5% for an extended period would be bad, but it didn't look like I had done any harm yet.
I'd like to do another oil analysis on the same oil Blackstone tested (a 2nd opinion) using some of the 20 oz I kept. What's a good lab?