willemson

Mate you're a LEGEND THANK YOU IMMENSELY. Been dealing with the exact problem since last summer when I replaced my broken tailgate lock and had checked so much in OBDEleven and found nothing. You've totally made my day and then some! Now I see the date of your posts and realize how improtant it is to some up with the right keywords to google haha. Even though I own a B8 Passat now, this forum is just pure gold. Best community by far for solving car problems in my experience. Cheers guys!

May I step in with an old post from VAG DPF App topic? My mileage right now is around 45thsd miles, and so far the oil ash progression, among other things, has been rather linear, so that software-estimated lifespan of my DPF would be at 240thsd miles. When I catch the DPF regenerating, I might leave the engine turned on, and, as explained below, the whole raised revs thing is just a waste. Currently a VW Passat B8 owner (2.0 TDI 150 CRLB) , I can share my thoughts on this, as I've tracked the performance of DPF for almost a year now. 1) The paid version of the (VAG DPF Android) app is worth every single penny and then some, even if only a way to show some support for the developer. I use a cheapo no-name ELM327 purchased on eBay; don't see a reason to invest more in the adapter. 2) My regens also mostly start at ~90% soot load (23g) and finish around 20% (5g). The intervals are 180 to 300 miles, depending on city drives vs highway trips. Yet, on some occasions the DPF fires up at below 80%, and once it was a waiting game until 100+5%. Kinda frustrated about the premature ending of regens, yet see that most users here get the same results. If a regen starts and I know that my next drives will also be short-distance travels, I usually opt to take a short round-trip, just as a measure of caution in general. 3) To get a passive regen you have to either go mad on road (floor it deep - brake - repeat), or go fast. Like, really fast - at least in my experience. The only time I got a somewhat continuous passive regen was on German autobahn, at around 100mph - this was indeed the only time I managed to trigger the mandatory active regen due to 750km driven without one. This is ECU-dictated to prevent costly DPF-related mishaps, I suppose. 4) Aside the extra-injections during active regen, the heat in DPF is seemingly generated by turbo boost, NOT higher revs. Haven't tested this to the extremes though, e.g. going at 4000+RPM constantly, but I can assure that the widely lobbied constant drive at 60mph in 4th gear is nothing but pure waste - if anything, this way more soot is probably generated. As the turbo load is same or even less than in 6th gear, the DPF temps stay low. These are just my observations though, so you probably have to see for yourself. 5) The oil ash load is somewhat of a mystic measure. So far I haven't noticed any stark changes in ash load dynamics. The developer has found out that max nominal ash load of the DPF equals 80g. I'm at 10g now at 30thsd miles (update - 13g at 45thsd). The thing to point out here is probably that the ash load is the ECU-calculated value, and the developer, as well as multiple users, has seen cars going OK at load twice or even triple that amount. So, another thing to take with a pinch of salt probably. Oh yes, and the measured load increases generally in between regens, not during or just after those.

Currently a VW Passat B8 owner (2.0 TDI 150 CRLB) , I can share my thoughts on this, as I've tracked the performance of DPF for a couple months now. 1) The paid version of the app is worth every single penny and then some, even if only a way to show some support for the developer. I use a cheapo no-name ELM327 purchased on eBay; don't see a reason to invest more in the adapter. 2) My regens also mostly start at ~90% soot load (23g) and finish around 20% (5g). The intervals are 180 to 300 miles, depending on city drives vs highway trips. Yet, on some occasions the DPF fires up at below 80%, and once it was a waiting game until 100+5%. Kinda frustrated about the premature ending of regens, yet see that most users here get the same results. If a regen starts and I know that my next drives will also be short-distance travels, I usually opt to take a short round-trip, just as a measure of caution in general. 3) To get a passive regen you have to either go mad on road (floor it deep - brake - repeat), or go fast. Like, really fast - at least in my experience. The only time I got a somewhat continuous passive regen was on German autobahn, at around 100mph - this was indeed the only time I managed to trigger the mandatory active regen due to 750km driven without one. This is ECU-dictated to prevent costly DPF-related mishaps, I suppose. 4) Aside the extra-injections during active regen, the heat in DPF is seemingly generated by turbo boost, NOT higher revs. Haven't tested this to the extremes though, e.g. going at 4000+RPM constantly, but I can assure that the widely lobbied constant drive at 60mph in 4th gear is nothing but pure waste - if anything, this way more soot is probably generated. As the turbo load is same or even less than in 6th gear, the DPF temps stay low. These are just my observations though, so you probably have to see for yourself. 5) The oil ash load is somewhat of a mystic measure. So far I haven't noticed any stark changes in ash load dynamics. The developer has found out that max nominal ash load of the DPF equals 80g. I'm at 10g now at 30thsd miles. The thing to point out here is probably that the ash load is the ECU-calculated value, and the developer, as well as multiple users, has seen cars going OK at load twice or even triple that amount. So, another thing to take with a pinch of salt probably. Oh yes, and the measured load increases generally in between regens, not during or just after those.

That's right. The system notices when there's no gas and simply doesn't bother to spin the aircon compressor. I had OE5 and 02h on the climatronic display and two zeros on the "19/4" setting so I feared that my compressor's gone. But after a refill the aircon came back to life!

The black ring enables the ventilation in the armrest box, so your (small) drink can be cooled by aircon when on the move. For other extras see below: http://www.briskoda.net/forums/topic/51397-new-octavia-tips-and-tricks/

What about the "VAG approved" oil lists? As far as I remember, Comma was not on the list. Valvoline DuraBlend 5W40 definitely is though.