How often do u need to be doing long run if u have a DPF equipped car? Is there a ratio of short journeys to long journeys that can be used as a guide so that the DPF light doesn't come on?

Or would doing mostly short journeys be OK as long as the revs are kept above 2500rpm most of the time?

Thanks

Edited 20 July, 201015 yr by Ultima

I find that a dexcent 10-15 minute run once a month keeps the light off, although I don't plan. From bitter experience (100% clogged DPF, limp-home mode and 5 days at the dealers when the car was 6 weeks old)I've learnt that that run must take place as soon as the light comes on.....

What do you call short journey?

On my old Mk2 PD VRS I used to drive 10 miles to work and back each day as my main driving. I would then do the odd 25-30mile journey through a month (at most once per week) and I never had a problem with the DPF. That was also with some fairly spirited driving as I have a fairly heavy right foot. So I would not worry about driving in a modified fashion or engineering long drives just to clear the DPF.

What do you call short journey?

On my old Mk2 PD VRS I used to drive 10 miles to work and back each day as my main driving. I would then do the odd 25-30mile journey through a month (at most once per week) and I never had a problem with the DPF. That was also with some fairly spirited driving as I have a fairly heavy right foot. So I would not worry about driving in a modified fashion or engineering long drives just to clear the DPF.

My short journeys would be around 2-3 miles but I would only be using the car once or twice a week. I would only do journeys longer than 10 miles once every 4-6 weeks. Is this pattern of journeys likely to cause problems with a DPF ?

Edited 20 July, 201015 yr by Ultima

I wouldn't have thought that patern would be a problem. My car does (driven by my wife) does 2-3 x 2-3 mile runs through the suburbs 4dpw, with some other short trips most other days. Even then, the light has come on twice since January - although there have been a couple of 60 mile trips and one longer one thrown in.

I reckon just roll with it, do a longer run when you can, but you must do one pretty much immediately if the light comes on.

These DPF's are becomeing a real menace. My local dealer tells me that they are really starting to see a problem with people who are insistant on diesels yet do only 10,000 miles a year full of 2 mile shopping trips.

I say unless your going to regually be booting your car on the motorway petrol is the way forward.

I have the 1.8TSI DSG and am returning 40mpg with nearly all stop start commuting/town driving and with performance to rival the diesel VRS why consider anything else?

I say unless your going to regually be booting your car on the motorway petrol is the way forward.

I tend to agree although the torque is addictive when I do get to drive! Well, and the Scout is diesel only here in Oz.

I've a friend with a 1 month old 1.8TSI - maybe I should try a back-to-back?

These DPF's are becomeing a real menace. My local dealer tells me that they are really starting to see a problem with people who are insistant on diesels yet do only 10,000 miles a year full of 2 mile shopping trips.

I say unless your going to regually be booting your car on the motorway petrol is the way forward.

I disagree, although I do share the concern over DPF.

Well, this year I'm probably doing less than 10K but I live rurally and it's a 15 mile trip to the shops for me so getting 50mpg is a real bonus and keeps the fuel bills down. Before, with a petrol escort, a bottle of milk cost £1 and a further £5 in petrol to go get it (funnily enough Tesco will deliver it for less than that!)

Can't beat the 1.9TDI - all the torque and economy one expects from a diesel but without the stupid DPF

From our experience with the Superb they have a mind of their own. We had all the lights on 3 times in a week whilst in the French mountains, the 3rd resulting in the car going into limp mode whilst decending a mountain, something not covered in the manual . It was imposible to pick up the speed with loads of hairpins so I tried to roll down without using any throttle but it went into limp mode. After that it did another 60,000 miles without the light once coming on.

Best solution to the dpf IMO is the skip. Many tuners are now offering to remove it & remap the car. You dont need it to pass the MOT, performance will be improved & mpg will be better.

I have been told a good guide is to see if the model you are thinking of buying is sold in the channel islands & the like where you can only do short journeys, if yes then its probably going to be reosnably problem free

im sure this has possibly been posted before but these are VAG guidelines RE: DPF , hope they're of use

VAG DISESEL PARTICULATE FILTERS

Courtesy of David Bodily Volkswagen Technical Support Specialist

Diesel Particulate Filter (DPF)

Detailed below is important information outlining the function and features of the Diesel Particulate filter which all members of your team need to be aware of.

Diesel particulate filters are becoming more commonplace on diesel engines, particularly sizes 2.0L upwards. This is in order to reduce the exhaust emissions as required by European legislation.

The prime reason for a DPF is to reduce particulate matter entering the atmosphere. Particulate matter is found in the form of soot, which is produced during diesel combustion. The DPF traps most of the soot which would normally travel down the

exhaust and into the atmosphere. The DPF can hold a certain amount of soot, but not a huge quantity and therefore it needs to go through a process called ‘regeneration’ in order to clear the soot loading. When the soot goes through a ‘regeneration’ process it will be converted to a much smaller amount of ash. The ash is non-removable. There are two types of ‘regeneration’, passive and active.

During long motorway journeys, passive regeneration will occur. This needs no intervention from the engine control unit. Due to the raised exhaust temperatures on a long journey (temperatures between 350 and 500°C), the procedure occurs slowly and continuously across the catalytic-coated (with platinum) DPF. The catalytic-coated DPF is situated close to the Engine, therefore the exhaust gas temperature is high enough (500°C) to ignite the soot particles. Due to this soot is burned-off and is converted into a smaller amount of ash.

Active ‘regeneration’ is when the ECU intervenes when the soot loading in the DPF is calculated to be 45%. The procedure lasts for about 5 – 10 minutes. Specific measures are taken by the ECU to raise the engine exhaust temperature to above 600°C, these include switching off the exhaust gas recirculation and increasing the fuel injection period to include a small injection after the main injection. The soot particles are oxidised at this temperature.

The ECU will trigger a regeneration process, if for some reason this is aborted, ie.

customer slows down, stops etc, the process will be resumed when regeneration

conditions are once again met, above 60km/h (38mph). This will continue for 15 minutes.

If after 2 attempts of 15 minutes, a successful regeneration has not been possible, the loading will increase. At 50% soot loading, the ECU will continue to maintain maximum exhaust temperatures of 600°C to 650°C to cause a regeneration process. The system will try to run a regeneration process for 15 minutes. If unsuccessful, the system will repeat this process for a further 15 minutes, if still unsuccessful, the DPF light on the driver display panel will then be lit.

The owners handbook states, the DPF symbol lights up to indicate that the diesel

particulate filter has become obstructed with soot due to frequent short trips. When the warning lamp comes on, the driver should drive at a constant speed of at least 60 km/h for about 10 minutes. As a result of the increase in temperature the soot in the filter will be burned off. If the DPF symbol does not go out, the driver should contact an authorised Volkswagen repairer and have the fault rectified.

At 55% soot loading the DPF light is lit on driver display panel. At this point the customer should follow the advice in the handbook. If they ignore this information and continue driving the vehicle until the soot loading reaches 75% without successful regeneration, additional warning lamps will light up. At this point the customer will also be complaining of lack of power, etc.

At 75%, regeneration is still possible with the use of the VAS tester. Only when the loading is above 95%, is it necessary to replace the DPF unit.

Operating Status System Response

45% DPF Load Level 1

- Normal Regeneration

50% DPF Load Level 2

- Regeneration at maximum exhaust

temperatures

55% DPF Load DPF lamp

Regeneration from 60 km/h

onwards

("See operating manual")

75% DPF Load DPF, SYS and MI lamp

Torque limitation, EGR

deactivation,

Regeneration via VAG tester only

95% DPF Load Replace the DPF Unit

The Warranty department has confirmed that if there is no fault on the vehicle and DPF regeneration has been unsuccessful due to the customers driving style and the

customers failure to comply with the instructions in the handbook, DPF replacement will not be paid for by warranty.

Common causes for complaint

• Frequent short journeys – Regeneration conditions are not met.

Not recommended for sale in the Channel Islands and inner city driving.

• Customers who continue to drive the vehicle with DPF light on – Continued

driving with the DPF light on and without successful regeneration results in

excessive soot loading of the DPF, to a point where it is above 95% loaded.

At this point regeneration is not an option and replacement of the DPF is

necessary.

• Fault 18434 particle filter bank 1 malfunction – Common fault code. This does

not only relate to the DPF itself, but the entire exhaust gas handling system. This

can be caused by defective temperature sensors, pressure sensors, additive

system components (if applicable), poor connections, wiring issues, etc.

Important Information

• Before diagnosing a problem vehicle or attempting to perform an emergency

regeneration, it is important to obtain a full diagnostic log and read out relevant

measured value blocks. These MVB’s contain important information on the

condition of the DPF system and are essential in diagnosing the fault. When the

DPF light is illuminated, it does not necessarily mean that the DPF requires

regeneration. For further advice, please contact Technical Support with the

information from the diagnostic log and MVB data.

• If a problem vehicle arrives with the DPF light, the engine management light and

the emissions light on. If during your diagnosis and reading of relevant MVB’s,

you find that the soot loading exceeds 75% (but is still below 95%), an

emergency regeneration procedure must be performed with the VAS tester.

Further to this, the customer needs to be educated. They need to understand

why the lights have appeared on the dash panel. Their attention needs to be

brought to the owners handbook instructions, so that they are aware of what the

DPF light means and what to do when it appears. This should prevent

unnecessary repeat visits for regeneration purposes.

David Bodily

Volkswagen Technical Support Specialist