Ive been using Multiecuscan for a while now and along with my monthly blast up and down M1 have been doing health checks. Taking reading of various PIDs under standard conditions. I came across a measurement that tells you when regen is occuring (Injection fuel quantity (post). Additional fuel is injected durring the exhaust cycle. I have never been able to tell when a regen is occuring normaly, this is obvious when you see the step in 1st graph this is 2 data sets stitched together (just pulled off motor way to layby stop recording save and start again (running on laptop battery). I only realised when i looked at data.
I suspect the 100% clogged number is not a real x grams of stuff and theres no more room but the limmit for passive regen. there will be higher clogging limmits that prevent forced regen.
Effect on differential dpf sensor
The temperatures on way up.
I use the same route each time. home to layby near junction (warm up), blast (cruise 60-63) two junctions up and back to layby then home.
Other PIDs to concider
Average distance between last regenerations
Average temperature of last regenerations
Differential pressure sensor is an important PID to be aware of when looking at DPF health.
<20 Brilliant DPF causing almost no restriction
20-99 Good result and typical of a DPF in good working order
100-250 DPF causing up to 0.25 BAR of pressure – needs investigation
250-500 Serious restriction probably not allowing car to do a Forced Regen
500-1000 Performance loss very marked at this level
>1000 Car can’t pull the proverbial skin off a rice pudding. All your boost is stuck in the DPF
Active regeneration is a process in which extra fuel is sent to the DPF, so that its temperature can be raised in order to burn off the excess soot which is starting to block the DPF.
Forced regeneration This procedure allows regenerating the particulate filter (DPF) and it must be used if the particle led on the Dashboard turns ON or when a failure regarding the particle filter is found. This function generates very high exhaust temperatures, so it is necessary to verify that the exhaust tube is not obstructed.( from Multiecuscan)
Some people try to avoid forced REGEN as it may be a factor in cracking DPFs.
If required it is possible with Multiecuscan
I suspect the 100% clogged number is not a real x grams of stuff and theres no more room but the limmit for passive regen. there will be higher clogging limmits that prevent forced regen.
Effect on differential dpf sensor
The temperatures on way up.
I use the same route each time. home to layby near junction (warm up), blast (cruise 60-63) two junctions up and back to layby then home.
Other PIDs to concider
Average distance between last regenerations
Average temperature of last regenerations
Differential pressure sensor is an important PID to be aware of when looking at DPF health.
<20 Brilliant DPF causing almost no restriction
20-99 Good result and typical of a DPF in good working order
100-250 DPF causing up to 0.25 BAR of pressure – needs investigation
250-500 Serious restriction probably not allowing car to do a Forced Regen
500-1000 Performance loss very marked at this level
>1000 Car can’t pull the proverbial skin off a rice pudding. All your boost is stuck in the DPF
Active regeneration is a process in which extra fuel is sent to the DPF, so that its temperature can be raised in order to burn off the excess soot which is starting to block the DPF.
Forced regeneration This procedure allows regenerating the particulate filter (DPF) and it must be used if the particle led on the Dashboard turns ON or when a failure regarding the particle filter is found. This function generates very high exhaust temperatures, so it is necessary to verify that the exhaust tube is not obstructed.( from Multiecuscan)
Some people try to avoid forced REGEN as it may be a factor in cracking DPFs.
If required it is possible with Multiecuscan
