doubt it. They will just muddle through
I know of at least one van in Edinburgh that has been 'wrecked' by being driven to destruction
problem is there simply isnt time to send people to drive vans doing nothing,just to regenerate
General Would you swap?
- Thread starter IJK
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General Would you swap?
doubt it. They will just muddle through
I know of at least one van in Edinburgh that has been 'wrecked' by being driven to destruction
problem is there simply isnt time to send people to drive vans doing nothing,just to regenerate
Would it be useful to have a guide (recomended minimum usage?) on the forum so that potential buyers can see if a diesel is the one for them. I for one didn't know about the DPF problem with short journeys, although the sales person did mention something about not recomending diesels for people doing local journeys, but as I was interested in the TA it didn't register. I am glad to say that the twin air suits my driving style and journey profile perfectly.
The problem is that minimum usage is circumstantial upon so many factors, IE external temps, speed the car does on short journey etc.
Personally I'd say if it doesn't do a minimum of 10-15 miles in a single journey once a day on most days (on days its used, obviously it can sit unused without issue) then you should not consider a Diesel with a DPF, then again it might be fine if doing less depending upon circumstances.
OP
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Well I have certainly stirred up a hornets nest - unintentionally. I think what we can deduce that although the DPF is there for a reason I feel that all manufacturer's need to be more honest of the short comings and state in the websites / deal network this will cause issues.
I never knew about them and will certainly never buy one again whilst I work local.
@MEP I never replied but thanks for the help and I did it the "stupid" comment personal but I agree we may have been biting at each other, Me been too over sensitive and jumpy. 306maxi thanks for the help and advice and yes some of your comments may seem harsh and blunt and I'm not 100% sure you don't mean to be like that. I'll take it that your not (for now). So I thankyou but please be aware it can wind people up sometimes.
I never knew about them and will certainly never buy one again whilst I work local.
@MEP I never replied but thanks for the help and I did it the "stupid" comment personal but I agree we may have been biting at each other, Me been too over sensitive and jumpy. 306maxi thanks for the help and advice and yes some of your comments may seem harsh and blunt and I'm not 100% sure you don't mean to be like that. I'll take it that your not (for now). So I thankyou but please be aware it can wind people up sometimes.
IJK, you did nothing wrong on this forum, that's for sure 
Our VW Caravelle has a dpf, does mostly 20 minute 4 mile journeys. Never had the dpf light on in 3.5 years. Maybe we're lucky?
Those post office Doblos which My local sorting office has just taken stacks of also, If they are driven like an Ahmet, would that not be enough to keep the filter clear?
Those post office Doblos which My local sorting office has just taken stacks of also, If they are driven like an Ahmet, would that not be enough to keep the filter clear?
Part of the problem is that manufacturers have, by and large, responded to ever-tightening emissions standards by bolting on bits of new technology (the DPF is a good example) to existing engine designs. The result will always be a compromise that, sadly, often turns sound, reliable engines into chossy, inefficient powerplants that can only maintain their original performance if operated in a strictly controlled way.
My previous Ka was a good example of this - essentially a 1970's Kent engine core to which Ford had bolted on electronic engine management & a catalytic converter. It performed reliably enough, but the FIRE in the 1.2 500 I bought to replace it does essentially the same job producing lower emissions on about 2/3rds of the fuel.
If diesel city cars are to have a meaningful future, we need new engine designs that can meet Euro6 emissions standards without the need for bolt on technology that needs periodic regeneration. This is a big challenge to the designers, but IMO the need to run diesel engines with DPF's has made them essentially a non-choice for cars which are regularly used for short journeys.
IMO the OP has made a good choice in chopping the car in. You have left the problem behind you for good and can now concentrate on enjoying what is basically one of the most fun and entertaining city cars you can buy.
My previous Ka was a good example of this - essentially a 1970's Kent engine core to which Ford had bolted on electronic engine management & a catalytic converter. It performed reliably enough, but the FIRE in the 1.2 500 I bought to replace it does essentially the same job producing lower emissions on about 2/3rds of the fuel.
If diesel city cars are to have a meaningful future, we need new engine designs that can meet Euro6 emissions standards without the need for bolt on technology that needs periodic regeneration. This is a big challenge to the designers, but IMO the need to run diesel engines with DPF's has made them essentially a non-choice for cars which are regularly used for short journeys.
IMO the OP has made a good choice in chopping the car in. You have left the problem behind you for good and can now concentrate on enjoying what is basically one of the most fun and entertaining city cars you can buy.
Driving it hard will warm it up quicker, but won't speed up the regen speed when started from experience, it takes time to physically burn the particles away rather than exhaust gas flow quantity if that makes sense?
Are you sure your Caravelle defo had a DPF? 20 min journeys might be enough to, as I suspect through duration engine is running for it's getting up to full temp and sitting there?
Yes, it has a dpf. It's the 2.0 140hp.
I only use it once a month if that for a long journey. My wife drives it rest of the time.
Maybe that long journey once in a while clears it out and the rest of the time it's slowly clogging? Maybe the fiat 1.3 multijet is a poorer performer in that respect?
Just thought. The caravelle also has a webasto thermotop c pre heater. It runs during cold conditions to aid motor heating so you can use interior heating quicker. That probably helps quite a bit.
I only use it once a month if that for a long journey. My wife drives it rest of the time.
Maybe that long journey once in a while clears it out and the rest of the time it's slowly clogging? Maybe the fiat 1.3 multijet is a poorer performer in that respect?
Just thought. The caravelle also has a webasto thermotop c pre heater. It runs during cold conditions to aid motor heating so you can use interior heating quicker. That probably helps quite a bit.
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I think that's hit the nail on the head. Btw very jealous, been looking at getting a thermotop c for the Bravo - going scrap yard hunting for one on Thursday
once more. Royal Mail
I'm not quite so sure thrashing is what a dpf engined car actually needs, ever seen what comes out of dismals when someone puts their foot down?
I think that's hit the nail on the head. Btw very jealous, been looking at getting a thermotop c for the Bravo - going scrap yard hunting for one on Thursday
T5 gp caravelles have them as standard which may help narrow the search?
I'm not entirely sure but I think previous generation T5 2003-2009 Caravelles had them too.
T5 Shuttles are a very good possibility also.
Not the regular van though as not being passenger carriers they don't need it.
I have, but if you thrash it constantly, they stay pretty clean. You don't get that puff of smoke.
On saying that, our VW is pretty clean. Don't see any James Bond style smoke screens when I cane, even after a spell of slow stuff.
With regards to keeping dpf unclogged, how about driving through town but staying in a low gear? Second in a thirty limit. Revs up, might this be an okay way to keep dpfs clear?
Is it more to do with getting the exhaust hot as hell for these things to stay clear?
On my windscreen the instructions are simple. 'Drive the vehicle with an increased engine speed (approx 2000-2500 rpm) for 15 minutes'
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I'd say long periods of continuous running under moderate load at normal operating temperature is what's needed.
Running most of the time under conditions when the engine won't produce much soot in the first place is probably the key - once the DPF becomes clogged, I suspect only a regen will unclog it.
So cars used mostly for short journeys when the engine isn't properly warmed up are probably doomed to a premature DPF failure. Fixed geometry grilles which allow icy air to flow through the engine bay in winter don't help.
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Yeah, I reckon longer runs at a fairly constant throttle opening is the way to going to be the best.
Yes, on HGV's which spend most of their time on the motorway at a governed 56mph, with engines and exhaust systems optimised for those conditions, DPF's will likely last for hundreds of thousands of miles.
Long decent runs 'a duration of time at full running temperature' from experience is whats best.
My Bravo has a DPF, been no issues what so ever in the 25K+ miles I've done in it, normally does a 50 mile round trip daily to work which keeps it happy, I've never had the light come on to date.
I can catch it out at times though. Last week prime example, if sitting over night and external air temp is below 6-7C it'll take a good 10 min / 6-8 miles to be at full operating temp where having the heater on full won't affect engine temp at idle. I car shared one day last week and the night before, DPF was regenning when I got home from work the night before, shut down no issue, drove to mates the following morning for the car share (6 miles), no Regen attempted as temp wasn't high enough, drove home, and regen started as soon as I entered my village - aborted again as I got into the drive. Went to gym 6 hours later (4 miles) no regen again as not a high enough temp, journey home though again regen started as I entered my village, and aborted again on the drive. So 3 aborts in 20 miles, with 20 miles of extra clogging also.
Following day, was going to a friend who lives 30 miles away, so wasn't fussed about aborting the 3 regens, as no warning light ever came on, and had this journey planned, 5 miles into the journey, as soon as physically possible the DPF was regenning. Engine wasn't even fully heated though as at set of lights with heat on temp guage was dropping slightly. Went to move off promptly and she wasn't happy (neither were the following drivers I suspect in what they had their cars covered in). She eventually sorted herself out and completed her regen without issue - point I'm trying to get at is that even with some occasional abuse DPF's are fairly hardy. I think its just constant abuse that kills them though. They're designed to run with the odd short journey like I've mentioned above, but if that were to go for days upon end, its then when I think I'd have started having issues. The unfortunate thing is though the car's with DPFs don't tell the drivers that a regen is in progress, so unless you know what to look out for you'll never know its happening.
My Bravo has a DPF, been no issues what so ever in the 25K+ miles I've done in it, normally does a 50 mile round trip daily to work which keeps it happy, I've never had the light come on to date.
I can catch it out at times though. Last week prime example, if sitting over night and external air temp is below 6-7C it'll take a good 10 min / 6-8 miles to be at full operating temp where having the heater on full won't affect engine temp at idle. I car shared one day last week and the night before, DPF was regenning when I got home from work the night before, shut down no issue, drove to mates the following morning for the car share (6 miles), no Regen attempted as temp wasn't high enough, drove home, and regen started as soon as I entered my village - aborted again as I got into the drive. Went to gym 6 hours later (4 miles) no regen again as not a high enough temp, journey home though again regen started as I entered my village, and aborted again on the drive. So 3 aborts in 20 miles, with 20 miles of extra clogging also.
Following day, was going to a friend who lives 30 miles away, so wasn't fussed about aborting the 3 regens, as no warning light ever came on, and had this journey planned, 5 miles into the journey, as soon as physically possible the DPF was regenning. Engine wasn't even fully heated though as at set of lights with heat on temp guage was dropping slightly. Went to move off promptly and she wasn't happy (neither were the following drivers I suspect in what they had their cars covered in). She eventually sorted herself out and completed her regen without issue - point I'm trying to get at is that even with some occasional abuse DPF's are fairly hardy. I think its just constant abuse that kills them though. They're designed to run with the odd short journey like I've mentioned above, but if that were to go for days upon end, its then when I think I'd have started having issues. The unfortunate thing is though the car's with DPFs don't tell the drivers that a regen is in progress, so unless you know what to look out for you'll never know its happening.
What to look for with a regen? What's the signs?
I've never known it to happen in the VW?
I've never known it to happen in the VW?
