So no I do not think the fuel mix at Shell has changed.

Your Shell (and any other diesel fuel) is more likely to have 'winter antifreeze' additives in at present but these will not make any sort of immediate change viz a viz soot build up and DPF regeneration.

As 900000 suggests; using better fuel i.e. Shell, will minimize the build up of soot and increase the interval between DPF regenerations.

What are the signs of the yeti doing a regen only had mine a week how often is normal i do a 12 mile dualcarageway run to work not a lot of town type runs

Found this here on the UK-mkivs.net site should answer all the questions

Bit of a read i know. But very informative

--------------------------------------------------------

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.

I have also found that as the car gets older 30K+ miles, you will notice that the regeneration takes place more often.

ALWAYS, check your oil before any long journey, as DPF regeneration can use a fair bit of oil.

Some questions and answers that may help;

Question: The glow plug symbol is flashing. Why? What should be done?

Answer: The DPF regeneration has not been completed during normal driving and now DPF has reached its maximum saturation at which it can still be regenerated. The limit value depends on variant and Model Year, but is in the range of 105% - 125%.Possible causes for this are:

a.) Frequent short distance journeys, i.e. high soot loading while at the same time regeneration of the DPF does not take place because the conditions necessary were not fulfilled.

b.) Frequent interrupted regenerations, i.e. the engine was switched off during regeneration. Applies to short journey drivers who have at least fulfilled the conditions for triggering regeneration. If the glow plug light flashes, the vehicle

a.) Engine running since start for longer than 2 minutes.

b.) Calculated saturation higher than 80%.

c.) Coolant temperature over 70°C for at least 2 minutes.

d.) No DPF-relevant faults stored in system.

e.) A defined vehicle speed threshold must have been exceeded (e.g. for >80% loading, 100 km/h)

Question: Under what conditions is regeneration interrupted/ended once it has started?

Answer: Normally when regeneration has been successfully completed, or:

a.) After a maximum regeneration time (20 - 25 min.).

b.) If the engine is switched off or has stalled.

c.) If the engine is left idling for a long time (5 - 10 min.).

d.) If 1000°C is detected by the exhaust temperature sensor.

e.) If during regeneration, a fault is detected on the components relevant for combustion (injection/intake system).

If a regeneration is interrupted once started but before it has been 50% completed, the glow plug lamp flashes on the next engine start (cold or hot) and regeneration begins again once the operating conditions (see 3) have been fulfilled.

Question: How long does complete regeneration take? a.) In the most favourable case? b.) In the least favourable case?

Answer: a.) Under constant conditions, i.e. the exhaust temperature necessary for regeneration always lies above the required value, for example during motorway/cross-country driving, the average regeneration time is 10 minutes.

b.) Vehicle conditions such as long down-hill descents, frequent driving in the low-load range (city driving, idling) allow the exhaust temperature to fall. If the conditions for triggering regeneration were fulfilled, the active regeneration time can be extended up to 25 minutes (depending on engine type). If complete regeneration is not possible within this period, the regeneration will be interrupted.

Question: How does regeneration affect the oil life?

Answer: On each regeneration or attempted regeneration, a certain diesel fuel amount is injected into the engine oil which reduces the oil life. If the "INSP" light in the instrument cluster comes on, the engine oil is exhausted and must be changed. Failure to do so could damage the engine.

Question: How does regeneration affect the oil life?

Answer: On each regeneration or attempted regeneration, a certain diesel fuel amount is injected into the engine oil which reduces the oil life. If the "INSP" light in the instrument cluster comes on, the engine oil is exhausted and must be changed. Failure to do so could damage the engine.

Well I never knew that diesel was injected into the oil! how strange, however the Yeti is my second car with DPF and the other did 140,000 miles and had no issues when it was sold, so I won't be changing my oil any sooner than the long life interval.

Very informative and worth the read.

Found this the other day.

http://www.fleetnews...s-petrol/42044/

Found this the other day.

http://www.fleetnews...s-petrol/42044/

I read this as well earlier in the week.

That's why, as a firm of NW and Central London Estate Agents I run a fleet of petrol cars (FIAT 500s).

Found this here . 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.

Question: How does regeneration affect the oil life?

Answer: On each regeneration or attempted regeneration, a certain diesel fuel amount is injected into the engine oil which reduces the oil life. If the "INSP" light in the instrument cluster comes on, the engine oil is exhausted and must be changed. Failure to do so could damage the engine.

The two statements above: That the soot is oxidized to ash and that diesel is injected into the lubricating oil are both pure nonsense.

Thee soot is oxidized to CO2 and water and some NOx, both of which are gaseous at the relevant temperatures and can therefore pass though the filter medium. The ash content in the combustion byproducts are baoth from the fuel and the lubeoil, and occurs during normal combustion, not only in regeneration. Clearly, there needs to be VERY low ash content in both the fuel and lube oils, or DPF would not be practical.

Any additional fuel injection can only go into the normal combustion chambers, not into the lube oil.

Been keeping an eye on the DPF regens that I've noticed due to high revs at idle (stopping at junctions arriving at destination) and fans running on after shutdown for the last couple of weeks;

Fri 6th - On arriving home from work 36 miles done (country A road and duel carriageway)

Sat 7th - On arriving home from car service 15 miles done (country A road)

Sunday 8th - Drive out 12 miles (country A road)

Friday 13th - Drive to work; approx 5 miles from home and again on arrival at work, total 36 miles (country A road and duel carriageway)

Covered about 600 odd miles since the 3rd Jan.

Had no warning lights, just these very regular regen runs.

TP

Been keeping an eye on the DPF regens that I've noticed due to high revs at idle (stopping at junctions arriving at destination) and fans running on after shutdown for the last couple of weeks;

Fri 6th - On arriving home from work 36 miles done (country A road and duel carriageway)

Sat 7th - On arriving home from car service 15 miles done (country A road)

Sunday 8th - Drive out 12 miles (country A road)

Friday 13th - Drive to work; approx 5 miles from home and again on arrival at work, total 36 miles (country A road and duel carriageway)

Covered about 600 odd miles since the 3rd Jan.

Had no warning lights, just these very regular regen runs.

TP

I'm amazed by this........ I've never in over 12,000 miles experienced my car doing a regen and I have normal hearing and smell! :S My Monster must be a bit shy then to do it in front of me!

From My experience if you do high mileage and long motorway runs you don't really notice it happening.

From My experience if you do high mileage and long motorway runs you don't really notice it happening.

I've not done a long distance stint since going to Germany and The Netherlands in September!!! The car does a tank a month (so about 300 odd miles a month) of London short trips... But yes up to that I've always had a long trip somewhere - mainly in the summer as that is when I use him the most - to go camping and what not. In the winter he hibernates unless there is snow............ ah yes....... no snow. Poor thing is being neglected.

God 300 miles in a month. I do that most days!

God 300 miles in a month. I do that most days!

We have something called the Tube here to get to work with... So Monster does not get used much in the week.

We have something called the Tube here to get to work with... .

Isn't that what smarties come in

Been keeping an eye on the DPF regens that I've noticed due to high revs at idle (stopping at junctions arriving at destination) and fans running on after shutdown for the last couple of weeks;

Fri 6th - On arriving home from work 36 miles done (country A road and duel carriageway)

Sat 7th - On arriving home from car service 15 miles done (country A road)

Sunday 8th - Drive out 12 miles (country A road)

Friday 13th - Drive to work; approx 5 miles from home and again on arrival at work, total 36 miles (country A road and duel carriageway)

Covered about 600 odd miles since the 3rd Jan.

Had no warning lights, just these very regular regen runs.

TP

Tim,

It looks like this is a possible scenario: Tried to regen at the end of run on Friday, but did not finish. tried again after short run on Sunday. You don't say if driven between 8th and 13th, but if not driven, same story - and I don't for a minute believe in any bad luck on Friday the 13th.

I get something similar happening now that I am on many short runs - and it finally gets finished after a longer run. Also no lights or other symptoms, but 2-3 weeks between the happenings.

It bears watching, but not to worry.

Isn't that what smarties come in

:giggle: Indeed. I travel to work in a Smarties box!

Isn't that what smarties come in

New record; got a third Regen cycle of the day coming home tonight after driving down the 5-6 miles of duel carriageway from work. Noticed at the top my turn-off slip she was running fast at idle again :S

Oh also noticed that since these more regular regen's started, my fuel consumption has not been quite as good as it was; last three fill ups have posted 42 - 45 - 43. Had been getting 44-46 on average from Sept to early December.

TP

I ONLY use Shell as well... interesting then we both never notice it regenerating. So Shell must burn clean then as many suggest.

Using better fuel i.e. Shell, will minimize the build up of soot and increase the interval between DPF regenerations.

It's good to see that their huge marketing budgets aren't wasted on you guys then

I also fill up with Shell and BP diesel except mine comes out of an ASDA pump and costs me 5p/litre less

The two statements above: That the soot is oxidized to ash and that diesel is injected into the lubricating oil are both pure nonsense.

I wouldn't be so sure, see post number 4 from this recent thread in the Octavia forum. Fuel from the DPF regneration process ending up in the sump seems to be an issue with Mazda's 6...

http://briskoda.net/forums/topic/224655-oil-and-fuel-mixing/

I wouldn't be so sure, see post number 4 from this recent thread in the Octavia forum. Fuel from the DPF regneration process ending up in the sump seems to be an issue with Mazda's 6...

http://briskoda.net/forums/topic/224655-oil-and-fuel-mixing/

Quite sure. Just beause someone writes something in a forum does not make it Gospel. And no diesel is injected into the exhaust or lube oil in a yeti - or any other VAG engine I know of. The additional fuel is only from the normal injectors, added to increase the combustion temperature. It does not end up in the lube oil, and is certainly NOT injected into the lube oil as stated in the referenced article.

Quite sure. Just beause someone writes something in a forum does not make it Gospel. And no diesel is injected into the exhaust or lube oil in a yeti - or any other VAG engine I know of. The additional fuel is only from the normal injectors, added to increase the combustion temperature. It does not end up in the lube oil, and is certainly NOT injected into the lube oil as stated in the referenced article.

The point is that during the regeneration cycle excess fuel is injected to increase the exhaust temp. and some of that fuel gets past the pistons into the sump and mixes with the lube. oil. The same happens at a cold start with most engines - that's why short journeys need more frequent oil changes.

The point was that the originally referencesd article claimed that fuel was injected into the lubrication oil, which is pure nonsense.

Just beause someone writes something in a forum does not make it Gospel.

The point was that the originally referencesd article claimed that fuel was injected into the lubrication oil, which is pure nonsense.

It's good to see that their huge marketing budgets aren't wasted on you guys then

I also fill up with Shell and BP diesel except mine comes out of an ASDA pump and costs me 5p/litre less

I'm sorry to tell you, but the fuel you buy from Asda is not exactly the same as sold by Shell/BP/Esso/Texaco. We have been throught this many times in the past on this forum. A search for Briskoda Supermarket Fuels will bring up the evidence.