Unlike you, I had to take the car back to the dealership to have the EGT S3 DPF sensor replaced, that single dealer did 3 or 4 of them in that month. Just because it did not happen to you, does not mean other people have no problems.

Plus Denmark and Sweden have what appears either poorer cetane or poorer energy content diesel fuel, but with far less sulphur content than in the UK. Before you start trolling on this, try to drive at autobahn speeds (ie max speed for your car it would seem) using German or Dutch fuel, then go back to Danish one and try the same. Different fuel composition might well affect the failure rate, as peak burn temperature might be different. Out of town, I have no problem with 1.6CR, in fact it is a very efficient engine at close to peak loading.

Frankly, if you like the 1.6CR that much, keep buying them. buy 10 In this way, Skoda Auto will meet EU average emission caps and maybe put a 2.5 R5 TDI in top models (though I am not holding my breath for this). Personally, I won't buy 1.6CR again unless there is evidence DPF design and town fuel consumption improved, 2.0CR is a safer bet nowadays and has much more consistent fuel use. Though I may well buy another, petrol Roomie 8-10 years down the line, as it is a great car for everyday family use. Shame VAG could not follow 1.9 engine with anything better in budget cars.

Edited 11 March, 201313 yr by dieselV6

Since I live close to Germany, I have often driven on german diesel. I don´ t feel any difference. Ans as a member of a danish VAG club, I still haven´t heard of problems in the scale you are talking about. The 2.0 is another story.

Another Danish user begs to differ, so do several others. I recommend reading the whole thread and driving faster your own car to notice the difference.

At economy speeds and low rpms diesel always has enough time to burn.

All sounds good so far. May potentially run my VRS after the warranty runs out untill the car is 5 years old so good to know the DPF issues have been sorted or at least improved.

Has anyone heard of anyone removing a DPF on a CR engine? Plus how do you think this would go down if you maybe wanted some out of warranty "good will" from skoda? I would guess any sign of tampering etc may make them reluctant to offer any good will.

Another Danish user begs to differ, so do several others. I recommend reading the whole thread and driving faster your own car to notice the difference.

At economy speeds and low rpms diesel always has enough time to burn.

I really don´t care. Even when driving full throttle on the german autobahns I can´t notice a difference.

But of course, I must be wrong (again), according to you? :think:

Have you bothered to read the thread I linked to, or is it just trolling for today?

You can be trolling yourself. I have other experiences, so could we just agree, that we disagree?

Feel free to have a different opinion, so long as you do not groundlessly undermine my posts. which are experience and forum research based, as the thread I linked to shows. Statements such as "will you never stop", " only in your experience", "everyone else disagrees" and so on are trolling, especially in the face of whole threads that state facts supporting my view.

As I stated earlier, I can see that for quite a few users the 1.6CR is an acceptable engine (it sure would be for me if I did UK motorway only), it just is not like for like replacement for old 1.9 when it comes to in-town fuel use. 2.0CR is much better in this respect. Town fuel consumption of 2.0CR is more consistent with published 2.0CR economy figures than town fuel consumption of 1.6CR when compared to factory data.

Similarly, while early 2.0CRs did have quite a few DPF related problems, recent engines do not seem to show any more issues, while at the same time recent 1.6CRs do seem to visit dealerships for warranty EGT sensor replacement. It's actually logical, given that 2.0CR has been longer around and through more updates than the 1.6CR, and the 2 engines differ in basic operational assumptions (2.0 is higher compression/longer stroke, 1.6 relies more on turbocharger to get the power).

Can someone point me to what indicator there is that a regen is taking place?

Had a citroen years ago that did something similar and that was obvious due to noise and smell.

Not noticed the superb doing it even once - car is 14 months old and at 16k miles.

Thanks

Sent from my GT-I9300 using Tapatalk 2

There isn't an indicator as such on the dash or anything like that. There are a few clues that the car is actively regenerating:

High idle - normal idle is about 840rpm from memory. Cold idle aside, it will be up at about 950rpm when regenerating.

Mental cooling fans - if you interrupt a regen, the cooling fans will run their nuts off for a few minutes, even if you lock the car and walk away. This ensures the intense heat from the DPF is dissipated.

Rough throttle - this can occur under light throttle conditions, sometimes it feels flat and the engine may feel like its 'coughed' every now and again.

Booming exhaust note - when cruising in the region of 2500 rpm, the exhaust can develop a slightly louder booming/droning noise during regen.

Higher oil temperature - oil temperature readout on the maxidot (where applicable) may be 5 degrees higher than usual. I typically see regen temperatures of about 101 degrees with normal motorway driving and 95 without.

Higher fuel consumption - some people report higher consumption during regen which makes sense due to the post injection required to hit the regen temperatures of about 630 degrees C.

White smoke - a few people (including myself) have reported the occasional puff of white smoke during a regen.

White smoke - a few people (including myself) have reported the occasional puff of white smoke .

Habemus Papam?!

I've got to say, my experience of 2.0 CR backs up Mr V6. I get more mpg than official combined on commute 30 miles down M1 and 10 miles through Nottingham but when i have had 1.6 CR loan car in past, I struggled to match the 2.0, the 3 cyl diesel was even worse!

Thanks dstev2000

Have noticed the fan on once after I parked so maybe it was doing it then.

Either way had no problems with it.

Sent from my GT-I9300 using Tapatalk 2

The issue with the DPF was mostly related to early cars with the 170 PD engine as that wasn't the most suitable for use with a DPF. The later CR engines are more set up for the DPF and there doesn't seem to be any where near the number of problems reported.

The pressure sensor issue causing DPF failure is related to the fact that the system relies on 2 pressure sensors, one upstream and one downstream of the DPF, to tell the system that the filter is blocking up, i.e. downstream pressure a lot lower than upstream. The controller then initiates a period of extra fuel injection that causes the exhaust temperature to rise to a point where the soot in the filter is burnt off and blown out of the exhaust. This then causes the pressures to more or less equalise. If the system is missing one of the pressure signals then it won't initiate the burn off and the filter will continue to block up to the point at which it becomes irrecoverable and replacement is the only option.

Hope that helps,

Ian

I think we should change "If the system is missing one of the pressure signals then it won't initiate the burn off and the filter will continue to block up to the point at which it becomes irrecoverable and replacement is the only option" to "If the system is missing one of the pressure signals then it won't initiate the burn off and the filter will continue to block up, but should illuminate a warning light on the dash and go into limp home mode however continued use may make the DPF irrecoverable and replacement may be the only option.

Its clear that a few of us have had pressure sensor failures but a forced regen of the dpf worked just fine so its not always doomed to replacement

No problems with 170 cr here generally tanked with Danish diesel (supplied by Shell).

Don't drive start/stop journeys though have a 25km / 15m journey to work normally.

Have read on the info leaflet that comes with the car it is affected by driving styles I.e. start stop journeys.

I wish that dieselV6 and GaSelle would take their handbags and slug it out on another forum.

I think I may have had my first, second and possibly third regen in the space of a month then: cooling fans going mental when parked up after a 20 minute run (has happened twice), and lumpy throttle at low revs (felt like the fuel filter needed replacing) for a couple of minutes but has been fine ever since.

Car has just ticked over to 11,000 miles, averaging 1,000 miles/month. Is that frequency of regens normal? If indeed they were regens...

Feel free to have a different opinion, so long as you do not groundlessly undermine my posts. which are experience and forum research based, as the thread I linked to shows. Statements such as "will you never stop", " only in your experience", "everyone else disagrees" and so on are trolling, especially in the face of whole threads that state facts supporting my view.

As I stated earlier, I can see that for quite a few users the 1.6CR is an acceptable engine (it sure would be for me if I did UK motorway only), it just is not like for like replacement for old 1.9 when it comes to in-town fuel use. 2.0CR is much better in this respect. Town fuel consumption of 2.0CR is more consistent with published 2.0CR economy figures than town fuel consumption of 1.6CR when compared to factory data.

Similarly, while early 2.0CRs did have quite a few DPF related problems, recent engines do not seem to show any more issues, while at the same time recent 1.6CRs do seem to visit dealerships for warranty EGT sensor replacement. It's actually logical, given that 2.0CR has been longer around and through more updates than the 1.6CR, and the 2 engines differ in basic operational assumptions (2.0 is higher compression/longer stroke, 1.6 relies more on turbocharger to get the power).

Whatever. Your english is far better than mine, so it´s easy for you to make me look silly. I do not see many other in here, or elsewhere, who agrees with your opinions. And I still think, you´re the "troll", because you´re the one driving car/engine, that you "hate". If I hated my car/engine, I would swap it straight away. But hey, I´m not british, so I don´t get your way of "thinking"

And I still think, you´re the "troll", because you´re the one driving car/engine, that you "hate". If I hated my car/engine, I would swap it straight away. But hey, I´m not british, so I don´t get your way of "thinking"

Sorry, the money tree in the garden has yet to bear fruit. I can count, and even with excess town fuel consumption keeping the car will cost me less than replacing it. Still does not make 1.6CR better than 2.0CR, and especially does not make it better than the 1.9TDI in town or when it comes to current levels of warranty DPF sensor replacements.

I've got to say, my experience of 2.0 CR backs up Mr V6. I get more mpg than official combined on commute 30 miles down M1 and 10 miles through Nottingham but when i have had 1.6 CR loan car in past, I struggled to match the 2.0, the 3 cyl diesel was even worse!

I'd say I'm not the only one experiencing the town royal flush of fuel down the DPF of a 1.6CR engine

Edited 19 March, 201313 yr by dieselV6