Currently running with three issues with the poor Monster and the dealer is at a total loss as to what to do to fix her

- cannot get the PDC radio volume adjustment menu to work in the low and medium setting; radio fails to adjust the volume with PDC engaged, except in the High setting (mutes the volume completely)

- DPF regenerating at ever increasing regularity

- Front PDC sensors totally disabled (caused by the dealer trying to resolve the first issue )

The first issue the dealer insists does not exist but they have yet to explain why the volume will not adjust using the volume adjustment menu. Sent a video to SUK and they agreed that it was not right, instructing the dealer to replace the control module. Unfortunately this did not resolve the issue and in the process the dealer managed to totally disable the front sensor system, to the extent that my Yeti's electronics are more than insistent that their not fitted and no matter what the dealer has tried they cannot convince her otherwise :S

They also have no answer to why the DPF wants to regenerate so often. after running checks on it, the dealer states there's no fault codes and the soot reading in the filter is unsurprisingly at 0% (regenerating that often couldn't be anything else).

They are now in the process of passing the issues to SUK Technical as they freely admit they don't know what to do next

looks like I'm back to SUK on Monday with a large Help sign :yes:

TP

Worth someone with VCDS taking a look for you?

What a mare's nest! Without wanting to be sycophantic they are dealing with one of the most knowledgeable and respected posters on matters Yeti.

Heaven help any less well informed owner trying to get somewhere with technical problems.

I don't know if SUK ever follow forums-if they do they should realise how such failures to get to grips with issues undermines their attempts to gain/maintain a quality product image.

My DPF seems a little over eager to re-gen at the moment. I suspect it is less able to clear itself in overall cool conditions and on winter diesel.

Worth someone with VCDS taking a look for you?

I don't know anyone local with genuine Ross Tech kit. Plus having the confidence that they really knew what they were doing (unlike the dealer :S ).

Regards,

TP

Currently running with three issues with the poor Monster and the dealer is at a total loss as to what to do to fix her

- cannot get the PDC radio volume adjustment menu to work in the low and medium setting; radio fails to adjust the volume with PDC engaged, except in the High setting (mutes the volume completely)

- DPF regenerating at ever increasing regularity

- Front PDC sensors totally disabled (caused by the dealer trying to resolve the first issue )

The first issue the dealer insists does not exist but they have yet to explain why the volume will not adjust using the volume adjustment menu. Sent a video to SUK and they agreed that it was not right, instructing the dealer to replace the control module. Unfortunately this did not resolve the issue and in the process the dealer managed to totally disable the front sensor system, to the extent that my Yeti's electronics are more than insistent that their not fitted and no matter what the dealer has tried they cannot convince her otherwise :S

They also have no answer to why the DPF wants to regenerate so often. after running checks on it, the dealer states there's no fault codes and the soot reading in the filter is unsurprisingly at 0% (regenerating that often couldn't be anything else).

They are now in the process of passing the issues to SUK Technical as they freely admit they don't know what to do next

looks like I'm back to SUK on Monday with a large Help sign :yes:

TP

We'll all give you as much help & support as we can TP

Maybe the DPF is faulty, or something.

No idea about the other 2 things sorry. :(

I don't know anyone local with genuine Ross Tech kit. Plus having the confidence that they really knew what they were doing (unlike the dealer :S ).

Regards,

TP

You have a number of regulars near you - http://mapmaker.donkeymagic.co.uk/preview.php?map_id=22108%22%20width=%22500px%22%20height=%22400px%22%20id=%22map%22%20frameborder=%220%22%3E

You have a number of regulars near you - http://mapmaker.donk...rder=%220%22%3E

Thanks,

however my nearest as I've discovered does not have a genuine lead, which I'm wary of. Be handy if the owner stated if their kit was Ross Tech.

TP

Tell me who and I'll update the list accordingly

How far's the next? I'm certain it will be worthwhile, as VCDS can see and do much more than VAS can - which is why most techs will have VCDS as a backup.

Hi Tim,

I cannot help with the radio problem, but here are some thoughts about the DPF:

There seems to be only three possible faults:

1. Faulty DPF = too high pressuredrop when clean. Fix would be replacing the DPF under warranty.

2. Faulty pressure sensor, causing the ECU to want to keep regenerating the DPF. Fix would be to replace sensor.

3. Faulty ECU in controlling the regeneration cycle = not getting the temperature high enough to regenerate. As an example, not turning off the EGR, or a stuck EGR valve or a faulty temperature sensor.

#2 would seem to be the most likely and simplest to fix. #1 should be easy to determine with a pressure gauge. #3 is a can of worms.

#1 should generate a fault code, but the other two maybe not?

Really annoying Tim! I hope you get it sorted sooner than later. Good luck.

Is the rest of the exhaust system Ok? No underside damage (dented/flattend) or obstructed as this might restrict through flow of exhaust gas and therefore the DPF sensor thinks the filter is clogged.

Once had a generator that was a real pig to start and run - dismantled the manifold/exhaust and found a big socket inside. Removed it and it ran sweet everafter.

Jerry

Bath

UK

Hi Tim,

I'm no expert on cars, but possibly a fautly ECU is to blame for the DPF problem? I'm coming up to 18k miles on my Yeti and can count on 1 hand the regens it's done (of course a few more have been done on long runs)

I hope you get it sorted soon.

Hi Tim

Maybe this may be of assistance with your DPF problem:

VAG DIESEL 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.

Hope this helps

Mike

We debated this earlier: http://briskoda.net/...me/page__st__20

#28 IIRC

Haven't driven her during the weekend and coming home today it was regenerating again. Poor Monster had only done 45 miles of rural A road driving since being declared soot free last Friday :S

TP

Its when I read posts like this that I put off ordering another monster and stick with the lovely fault free one I am lucky to own !!

Its when I read posts like this that I put off ordering another monster and stick with the lovely fault free one I am lucky to own !!

The problem is not just that the Plumbers car has developed a fault but that the Dealers despite all their specialised analysis equipment are unable to fix it. It seems that increasingly "mechanics" repeat the mantra that - "the computer says no" - without listening to the customer or having the ability to problem solve the condition to resolution. Skoda needs to urgently reconsider their training system or risk losing their customer status.

+++1 to Expatman !!

The problem is not just that the Plumbers car has developed a fault but that the Dealers despite all their specialised analysis equipment are unable to fix it. It seems that increasingly "mechanics" repeat the mantra that - "the computer says no" - without listening to the customer or having the ability to problem solve the condition to resolution. Skoda needs to urgently reconsider their training system or risk losing their customer status.

I think this is a more general problem of mechanics and technicians in many fields relying more & more on automated test systems and not being able to think logically about the fault.

Unlike "Agerbundsen" who carefully analysed the issue earlier and came up with sensible options on how to proceed.

Of course test sytems are very useful and do often save a lot of time but their answers shouldnt be followed blindly.

Thoughtful stuff.

It is a trend in all sorts of technical areas. Products are made with more and more sophistication and those who use and maintain them are expected to do less and less to them. Longer service intervals are driven by the desire to sell to fleet operators and leasing companies. Electronic controls of engine and chassis functions are designed to operate without adjustment.

I think it is inevitable as the saving of a fraction of a penny per mile over a 3 year lease or a fraction of a per cent on the manufacturing cost are the decisive design parameters.

Training and paying all round mechanics rather than employing fitters who rely on an OBD reader for diagnostics is just one cost reduction among a host.

Good dealers still have wise and intuitive mechanics who get passed the problem cases-but they are a luxury. Cherish them when you find them.

Well the Monster is back with the dealer; told them I don't expect to collect her until they can guarantee they have fixed the three faults and stop telling me theres nothing wrong because the computer says so. Fortunately the more experienced service advisor was on the desk tonight, she seems to have more of a grasp of my concerns, just a shame she's not the service manager :S

Have a Fabia II GreenLine II as a loan car; not had stop start before, so interesting to see how it worked, which proved straight forward. The 1.2 TDI CR engine though has so far not endear itself to me, nor the long geared box. So far I've found her a somewhat awkward car to drive, our 1.2TSI 85 Fabia is a far superior motor albeit more thirsty.

TP

Well the Monster is back with the dealer; told them I don't expect to collect her until they can guarantee they have fixed the three faults and stop telling me theres nothing wrong because the computer says so. Fortunately the more experienced service advisor was on the desk tonight, she seems to have more of a grasp of my concerns, just a shame she's not the service manager :S

Have a Fabia II GreenLine II as a loan car; not had stop start before, so interesting to see how it worked, which proved straight forward. The 1.2 TDI CR engine though has so far not endear itself to me, nor the long geared box. So far I've found her a somewhat awkward car to drive, our 1.2TSI 85 Fabia is a far superior motor albeit more thirsty.

TP

Hi Tim hope they get it right this time and you have a perfect monster when you get it back

regards Kevin

Fingers crossed that they get it sorted this time! :think:

Hi Tim hope they get it right this time and you have a perfect monster when you get it back

regards Kevin

Thanks Kevin,

don't like to see her poorly even if it's only minor ailments

More annoying that I can't find a decent GP :S

TP

Well the Monster is back with the dealer; told them I don't expect to collect her until they can guarantee they have fixed the three faults and stop telling me theres nothing wrong because the computer says so.

Spooky, just done the same (at a dealer near you ), so you have my sympathies TP.

I got Skoda UK involved too.

1) Poor cold starting

2) Engine cutting out

3) Failed turbo

4) Gritty oil

5) Increasing engine oil level

It's been in three times for a total of 11 days. They replaced the turbo but it failed again the following week

So after all this time back to square one. The computer won't tell the parts fitters what parts they need to replace so they are stumped :no:

I too have told them not to bother calling me back until it’s fixed.