I've had my 2011 4.4TDV8 for 18 months. Bought it with over 100k miles on the clock. Not long after buying it the DPF yellow light went off. With rare motorway driving and a short commute, turns out I’m a terrible candidate for a diesel/DPF car. Who knew.

As a result I’ve have had regular DPF 'incidents' over the last 18 months. Including three 'REDs'

So I thought I'd make a bit of a guide to DPFs from my experience. I'm not a mechanic, nor a professor of DPFs. So it's all just my own personal point-of-view as a TDV8 owner and enthusiast.

This guide relates to Euro5 2010-2012 L322's.
Euro5 L405's are similar, but there are a few differences.
Euro6 L405's are a bit different again

Firstly, this is what the owners manual says:

Quote:

DIESEL PARTICULATE FILTER
REGENERATION
The DPF is part of the exhaust system. It removes most of the harmful particles from the exhaust emissions and stores them until they are burnt away. Occasionally the DPF requires a regeneration process to clean itself. When regeneration is required a DPF message will be displayed on the message centre.
Note: While carrying out the DPF regeneration procedure, observe all relevant speed limits, laws and regulations.
1. Drive the vehicle until the engine reaches normal operating temperature. Do not leave the engine idling to achieve operating temperature.
2. Drive the vehicle for a further twenty minutes, keeping the road speed above 80km/h (50mph).
3. If successful, the message will extinguish. If not, repeat the procedure.
Note: If after three attempts to achieve regeneration, the message does not extinguish, contact your Land Rover Dealer/Authorised Repairer.
If the message, DPF FULL is displayed in the message centre, contact your Land Rover Dealer/Authorised Repairer as soon as possible.
The regeneration procedure produces very high temperatures from the exhaust system. Do not park the vehicle over combustible materials.

YELLOW LIGHT:



You don't have to rag it, You don't have to hold the gears down and You don't have to keep the revs up. In the beginning that's what I did but I've now learned you can clear the DPF at 1200rpm. It's all about as little as 37mph min speed for a period of time. That's it. If you have an IIDTool you can see the EGT (Exhaust Gas Temps) rise, one in or just after the DPF goes up to 650degrees celsius. That's rocket hot. And it vaporises the soot.

Having done several 'burns' (regenerations), according the the manual you need 50mph but on a yellow it knows it needs to do it urgently so it seems to lower this speed requirement. More on this below under 'passive regen'.

I've cleared mine in 12, 9, 7 and even 3 mins. All you need is the above speed which is the requirement for the ECU to trigger the Regeneration. The reason is, I'm told, is that they've decided the airflow under the car is needed to keep the high temperatures safe for the environment around the car. I've heard of grass fires caused by 'static' regens. *See my glossary below.

The other requirement (which I fell foul of recently) is low fuel. The ECU parameters also require at least a quarter tank. They want you to drive for up to 20mins, and the burn uses extra fuel so get some fuel in the tank before attempting a Regeneration.

What happens if you ‘re 10mins into your 40-50mph regen and you hit traffic? It will start again, it may need less time once you resume speed. Your first run for 10mins may have dropped a few grams of soot, it's not a loss. It’s all automatic. Computers and stuff. There's a chart below on soot levels.

A word of warning: - if you get a Yellow light, get yourself on a bit of 50mph road. Same day if you can. Otherwise don’t use the car until you can. A yellow light very quickly turns RED.

Yellow is a cheap fix, but Red means your wallet is getting involved:


RED LIGHT:
DPF Full take to dealer




The dreaded Red DPF light. Don’t panic. You can drive the car, there’s no need for a low-loader. Get yourself home or to your chosen mechanic and drop the car off.
Don’t drive it (too much). You can if you need, but just try not to.

Can't I just drive it at 50mph and Regen it? Might be worth a try?
No, don’t try a Regen by getting back out on a 50MPH stretch, the car is in restricted mode and will not regen. The ECU locks you out.

Can you clear a RED yourself?
I’ve tried hard over the last few weeks to do just that, and I’ve not been able to. The IIDTool won’t do it. An iCarsoft (not the 930) will in theory, but I tried twice and it said “unsuccessful” I’ve googled deep and wide for a solution. And I’ve spoken to a lot of people, including iCarsoft. I spoke to a guy there and said I want to buy one, will it clear a red warning? They would not say yes. They even said they don't recommend it for clearing DPF's.
UPDATE 10 June: see page 4 - Member SpitfireS says he cleared code:
P2463 - DPF Restriction / Soot Accumulation dropping a RED warning (and removing limp mode) to a YELLOW and this enabling him to drive and do a regeneration - using ODBLink with ScanXL software

Will Fuel Tank DPF additives work?
Not likely in my opinion, although I haven’t tried. Post up any experiences, but if you do - please take soot readings using an IIDTool before and after. Otherwise snake oil rules apply. (i.e. disregard!)
On this topic and the next, Land Rover say:

Quote:

Aftermarket DPF cleaning fluids
Recent years have seen the introduction of 'DPF cleaning fluids' to (non JLR approved) aftermarket sales. These products claim to reduce the temperature that the soot reaction takes place. It should be stressed that, during the vehicle development activity, every effort is made to generate DPF regeneration temperatures whilst maintaining safe levels for all other vehicle components. Unauthorized use of the aftermarket fluids produces a significant risk to soot burn rates and DPF peak temperatures real world driving conditions. These fluids are not authorised for JLR use.

Quote:

I did a three month trial using 2 bottles of this additive to supermarket diesel.
It made not one iota of difference to the performance of the car or to the soot build-up rate.

Quote:

I had a full Terraclean done recently. My 2012 TDV8 4.4 RR has done 29k miles since new on the Isle of Man and theoretically is an ideal candidate for Terraclean. I ran very comprehensive IIDTool diagnostics for 400 miles before the Terraclean and 65 miles afterwards. There was absolutely no difference whatsoever to my performance or DPF soot fill rate before or after the Terraclean. He may as well have danced the macarena wearing sequinned hotpants and rollerblades for all the good it did my engine.

Quote:

I spoke to the manufacturers and they say it will force a regen whenever you want. It won’t unblock a full one that has had the red warning dpf full message displayed. The problem is knowing when you should force it to do the regen

Quote:

Hi Greg Unfortunately, force regen is not implemented yet and won't be in the short term (5 July 2018)

Your options:

Yellow: Drive it at 50mph as above. Don't put it off. Go now.

Red Option 1: Indy Land Rover Specialist
- An Indy quoted £75 for a Forced Regen and they gave a 90% chance this would work. Mine, at 31g of soot is as full as it gets so I doubted that would work. And failed regens are not good for your engine. See chart below.
Pros: pretty tempting as zero intrusion, Land Rover specialists
Cons: may not work. won't clean the DPF fully, will only reduce soot level. Slight risk of diluting the oil

Red Option 2: DPF Specialist In-Situ Clean:
I got prices ranging from £200 to £275 These are professional versions of sensor-entry sprays. They unscrew a sensor and spray in chemical stuff. Sometimes a two-part system and usually a forced regeneration at the end.
pros: also not very intrusive, cons: not convinced you get as deep a clean as the next option: And price-wise, they seem the same as a Opt 3 so why would you bother when you can get a superior solution for the same money:
(*All my own personal opinion)

Red Option 3: DPF Specialist Removal, Clean, Refit and Reset ECU:
I got four quotes ranging between : £250 and £516
cons: exhaust needs to be cut to get it out
pros: will be like new as cleaning off the car uses a dedicated machine. Fleet servicers use this option. London busses all have big DPFs and they rotate-clean them off the vehicles.

Red Option 4: Fit a new DPF.
cons: Price. See below what I paid for Option 3. A new DPF will cost a LOT. If you go to a LR dealer with a full DPF they probably have guidelines to fit new ones. That's going to hurt.
pros: will be new. But what if it clogs again? So be careful. And find the cause.


Spoke to loads of people and after a lot of research I went for Option 3. Cut off clean and refit. If you find the right place, it’s the same cost as option 2 but far better.

OPTION 3 ON MY 4.4TDV8:

So today I went to www.tdsrecon.co.uk North London, Hendon area. I liked these guys because the will remove and DPF, clean it, refit it and reset the ECU - all on site. Many don’t do that. Luka there is a turbo/egr/DPF specialist and he's got a £40,000 DPF cleaning 'flash' machine. It's a modest place ( ) on an industrial estate and they know their stuff.

If you trust your local Indy, get them to remove the DPF and send it away to one of the many trade DPF cleaning shops. They’ll get it back the next day all clean and refit it, clear the codes and you should be away.

Luka cut off my DPF out . The LR workshop manual shows the following proceedure:

Cut out:

3 cuts, X marks the spot:

Clamps to refit:

But Luka's machine is big enough that he did not have to cut the front section so only two cuts needed. Much better.

DPF exhaust section out:

...and on the floor:

Inside front face of DPF after cleaning. It looked cleaner to the naked eye than this pic:

(Didn't get a before pic, sorry)

I do have flow rates before and after:

Before: 162 m3/h
After: 390 m3/h
Loving those numbers.

He then plugged in his computer and cleared the codes. He did not need to do a Forced Regen as the cleaning was very successful. See flow rates which he said was virtually a new DPF flow rate. Some of the time it will need a Forced Regen and a 50mph run to reset it all. FYI Mine was pretty smokey for 10mins driving home, but then it was fine. Luka was getting anxious texts.

TDSRecon charged me £250 and they had the car from 9am and gave it back, all faults cleared at 2pm. Luka's a good guy and he's a specialist in Turbos, EGRs and DPFs. I'd definitely recommend them, it's not cheap but it's also not expensive. And you can pay way more for the same service if you're not careful. There's a contingent of 'specialists' out there. You can tell from the sales patter when you ring. The price also gives them away. Many try to upsell you with things like intake system cleans etc.

Luka's machine tells you flow rate but using my IIDTool I can also show you soot levels before and after:

I'll post some updates of the next week. Pretty worried actually it'll fill up again straight away. My car has not had the Turbo Drain Mod done but I've got my fingers crossed because the DPF has survived 107k miles on regens before I called it.


Causes of DPF Full on a 4.4TDV8:

1. Never driving over 40mph. City driving is bad for DPFs.
2. Turbo Drain Mod - the oil builds up and clogs the DPF if you have not had the mod done
3. Overall mileage of your car - over time ash builds up. DPFs can only burn off soot, leaving the ash
4. Throttle Body (butterfly valve sticking) - I've read one story of this
POSSIBLE CONTRIBUTORS:
5. Sensor failure, including the very common P040D-00(2F) Exhaust Gas Recirculation Temperature Sensor A Circuit High Error code.
6. Dirty MAF Sensor

Or like me, a cocktail of several of the above. There are probably other causes too, I'm not a mechanic.

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UPDATE 2019: I have changed my sensor and cleared the P040D-00(2F error and this seems to have made no difference to my DPF fill rate[/b].
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Glossary and more info:

Passive Regeneration: These are your best friend - it means background regen when driving, The ECU starts a 'burn' provided a few parameters are met; a) Soot level over 17g. b) Fuel over 1/4 tank and c) speed over 50mph. I did this recently when my DPF showed 22g and I wanted to do a burn before I got a yellow at 23g. Once I got to a 50mph stretch the EGT's (Exhaust Gas Temps) wound up and the 22g fell away. After a 20min run out of town and return, my 22g ended up at 11g. Another was on the motorway and soot rose over 17g. The EGT's rose, burned the soot and the soot fell to 2.2g. All I had to do was drive at 50mph or higher, nothing more. Unless you have an IIDTool there is no way you'll know it's happening.

Active Regeneration: Active means driving at 50mph while the ECU commands a regen including under a YELLOW DPF warning. Seems as mentioned above, this can happen from 37mph speeds (Possibly an urgency parameter built in).

Forced Static Regeneration: Static means not driving. An external device forces the car to carry out a regeneration with the car sat there. Plenty on YouTube you can see with smoke billowing out. Wouldn’t personally recommend.

Forced Active Regeneration: An external device forces a regen while driving at 50mph with the device hooked up. Most indys can do this. Should cost £100 or less, see Red Option 1.

Soot vs Ash:
DPFs catch soot and ash. I am told Regenerations get rid of soot but not ash which builds up and even after numerous successful regeneration cycles, the back end of the dpf will have a build up of ash/fine sand like particles blocking it. This is another reason I went for a full remove and clean. Other methods don't clear the ash.

How blocked is blocked?
The DPF system uses lots of monitoring, like flow rate, pressure differences, exhaust temperature. But the soot level seems the easiest way to assess your DPF. And here's a simple chart from the LR workshop manual:

If you have an IIDTool you can monitor your soot level. It's under LIVE VALUES > ENGINE
Mine was at max which is as high as the sensors go I think. This shows that Option 1 really would not have worked for me. So use your IIDTool to assess your best path.

The big lesson:
I COULD HAVE AVOIDED REMOVING MY EXHAUST IF I HAD HAVE MONITORED MY SOOT LEVEL. I do this now, you need an IIDTool and you could check it every two weeks if you do a lot of city driving. If you're on the motorway, or regularly drive over 50mph, you are unlikely to have a problem at all.

You can also have a read through many good threads on this site, including: http://www.fullfatrr.com/forum/topic43597-90.html

A word of warning:
Lastly, a true story: A guy's got a 4 year old fast diesel Merc CLS. He takes it to a remapping place and gets the DPF core drilled and mapped out. Takes it back to the main dealer for annual service. They report him to the DVLA and change his map back. Tampering with a DPF is illegal and you will fail your next MOT. The new MOTs check soot levels and you can't fool the readings. Don't do it. Plus we want clean air in this fine land. DPFs are a pain. But smokey diesels are worse for our lungs.

Please post up experiences with any of the above. I'm keen to hear from any professionals too.

Cheers,
Greg Cheers, Greg
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2011 Vogue SE 4.4 with lots of toys in Stornaway

Wow, just feel like I’ve graduated from DPF university. Thanks, prof!

No probs iLard

And with that light read out of the way, get the kettle on for the Masterclass from the Workshop Manual:

Ready?

Quote:

Published: 02-Feb-2016
Exhaust System - TDV8 4.4L Diesel
- Diesel Particulate Filter and Component Description
- System Operation

Description and Operation
DIESEL PARTICULATE FILTER (DPF)
System Operation
Two processes are used to regenerate the Diesel Particulate Filter (DPF); passive and active.

Passive Regeneration
Passive regeneration requires no special engine management intervention and occurs during normal engine operation. The passive regeneration involves a slow conversion of the particulate matter deposited in the DPF into carbon dioxide. This process occurs when the DPF temperature exceeds 250°C (482°F) and is a continuous process when the vehicle is being driven at higher engine loads and speeds.

During passive regeneration, only a portion of the particulate matter is converted into carbon dioxide. This is because the chemical reaction, which utilises nitrogen dioxide, is slower than the rate of engine production of particulate matter and is effective from 250°C (482°F).

Above 580°C the conversion efficiency of the particulate into carbon dioxide rapidly increases. These temperatures are generally only be achieved using the active regeneration process.

Active Regeneration
Active regeneration starts when the particulate loading of the DPF reaches a threshold as monitored or determined by the DPF control software. The threshold calculation is based on driving style, distance travelled and back pressure signals from the differential pressure sensor.

Active regeneration generally occurs every 250 miles (400 km) although this is dependant on how the vehicle is driven. For example, if the vehicle is driven at low loads in urban traffic regularly, active regeneration will occur more often. This is due to the rapid build-up of particulate in the DPF than if the vehicle is driven at high speeds when passive regeneration will have occurred.

The DPF software incorporates a mileage trigger which is used as back-up for active regeneration. If active regeneration has not been initiated by a back pressure signal from the differential pressure sensor, regeneration is requested based on distance travelled.

Active regeneration of the DPF is commenced when the temperature of the DPF is increased to the combustion temperature of the particles. The DPF temperature is raised by increasing the exhaust gas temperature. This is achieved by introducing post-injection of fuel after the pilot and main fuel injections have occurred.

It is determined by the DPF software monitoring the signals from the two DPF temperature sensors to establish the temperature of the DPF. Depending on the DPF temperature, the DPF software requests the Engine Control Module (ECM) to perform either one or two post-injections of fuel:
- The first post-injection of fuel retards combustion inside the cylinder which increases the temperature of the exhaust gas.
- The second post-injection of fuel is injected late in the power stroke cycle. The fuel partly combusts in the cylinder, but some unburnt fuel also passes into the exhaust where it creates an exothermic event within the catalytic converter, further increasing the temperature of the DPF.

The active regeneration process takes up to 20 minutes to complete. The first phase increases the DPF temperature to 500°C (932°F). The second phase further increases the DPF temperature to 600°C (1112°F) which is the optimum temperature for particle combustion. This temperature is then maintained for 15-20 minutes to ensure complete oxidation of the particles within the DPF. The oxidation process converts the carbon particles to carbon dioxide.

The active regeneration temperature of the DPF is closely monitored by the DPF software to maintain a target temperature of 600°C (1112°F) at the DPF inlet. The temperature control ensures that the temperatures do not exceed the operational limits of the turbocharger and the catalytic converter. The turbocharger inlet temperature must not exceed 830°C (1526°F) and the catalytic converter brick temperature must not exceed 800°C (1472°F) and the exit temperature must remain below 875°C (1382°F).

During the active regeneration process the following ECM controlled events occur:

- The turbocharger is maintained in the fully open position. This minimizes heat transmission from the exhaust gas to the turbocharger and reduces the rate of exhaust gas flow allowing optimum heating of the DPF. If the driver demands an increase in engine torque, the turbocharger will respond by closing the vanes as necessary.

- The throttle is closed as this assists in increasing the exhaust gas temperature and reduces the rate of exhaust gas flow which has the effect of reducing the time for the DPF to reach the optimum temperature.

- The Exhaust Gas Recirculation (EGR) valve is closed. The use of EGR decreases the exhaust gas temperature and therefore prevents the optimum DPF temperature being achieved.

If, due to vehicle usage and/or driving style, the active regeneration process cannot take place or is unable to regenerate the DPF, the dealer can force regenerate the DPF. This is achieved by either driving the vehicle until the engine is at its normal operating temperature and then driving for a further 20 minutes at speeds of not less than 30 mph (48 km/h).

DPF Control

The DPF requires constant monitoring to ensure that it is operating at its optimum efficiency and does not become blocked. The ECM contains DPF software which controls the monitoring and operation of the DPF system and also monitors other vehicle data to determine regeneration periods and service intervals.

The DPF software can be divided into three separate control software modules; a DPF supervisor module, a DPF fuel management module and a DPF air management module.

These three modules are controlled by a fourth software module known as the DPF co-ordinator module. The co-ordinator module manages the operation of the other modules when an active regeneration is requested.

DPF Fuel Management Module
The DPF fuel management module controls the following functions:
Timing and quantity of the four split injections per stroke (pilot, main and two post injections). Injection pressure and the transition between the three different calibration levels of injection.

The above functions are dependant on the condition of the catalytic converter and the DPF.

The controlled injection determines the required injection level in addition to measuring the activity of the catalytic converter and the DPF. The fuel management calculates the quantity and timing for the four split injections, for each of the three calibration levels for injection pressure, and also manages the transition between the levels.

The two post injections are required to separate the functionality of increasing in-cylinder gas temperatures and the production of hydrocarbons. The first post injection is used to generate the higher in-cylinder gas temperature while simultaneously retaining the same engine torque output produced during normal (non-regeneration) engine operation. The second post injection is used to generate hydrocarbons by allowing unburnt fuel into the catalytic converter without producing increased engine torque.

DPF Air Management Module
The DPF air management module controls the following functions:
EGR control
Turbocharger boost pressure control
Intake air temperature and pressure control.
During active regeneration, the EGR operation is disabled -except for overrun conditions - and the closed-loop activation of the turbocharger boost controller is calculated. The air management module controls the air in the intake manifold to a predetermined level of pressure and temperature. This control is required to achieve the correct in-cylinder conditions for stable and robust combustion of the post injected fuel.

The module controls the intake air temperature by actuating the EGR throttle and by adjustment of the turbocharger boost pressure control.

DPF Co-ordinator Module
The DPF co-ordinator module reacts to a regeneration request from the supervisor module by initiating and co-ordinating the following DPF regeneration requests:
EGR cut-off - except for overrun condition
Turbocharger boost pressure control
Engine load increase
Control of air pressure and temperature in the intake manifold Fuel injection control.

When the supervisor module issues a regeneration request, the co-ordinator module requests EGR cut-off and a regeneration specific turbocharger boost pressure control. It then waits for a feedback signal from the EGR system confirming that the EGR valve is closed.

When the EGR valve is closed, the co-ordinator module initiates requests to increase engine load by controlling the intake air temperature and pressure.

Once confirmation is received that intake conditions are controlled or a calibration time has expired, the co-ordinator module then changes to a state awaiting an accelerator pedal release manoeuvre from the driver. If this occurs or a calibration time has expired, the co-ordinator module generates a request to control fuel injections to increase exhaust gas temperature.

DIFFERENTIAL PRESSURE SENSOR
As the amount of particulate trapped by the DPF increases, the pressure at the inlet side of the DPF increases in comparison to the DPF outlet. The DPF software uses this comparison, in conjunction with other data, to calculate the accumulated amount of trapped particulate.

By measuring the pressure difference between the DPF inlet and outlet and the DPF temperature, the DPF software can determine if the DPF is becoming blocked and requires regeneration.

Component Description
DIESEL PARTICULATE FILTER (DPF)
The DPF system reduces diesel particulate emissions to negligible levels to meet current European stage 5 emission standards.
The particulate emissions are the black fumes emitted from the diesel engine under certain load conditions. The emissions are a complex mixture of solid and liquid components with the majority of the particulate being carbon microspheres on which hydrocarbons from the engine's fuel and lubricant condense.

The DPF system comprises the following components:
Diesel Particulate Filter (DPF)
DPF control software incorporated in the ECM Differential pressure sensor.
The DPF is located in the exhaust system, downstream of the catalytic converter. Its function is to trap particulate matter in the exhaust gases leaving the engine. A major feature of the DPF is its ability for regeneration. Regeneration is the burning of particulate trapped by the filter to prevent obstruction to the free flow of exhaust gasses. The regeneration process takes place at calculated intervals and is not noticeable by the driver of the vehicle.

Regeneration is most important, since an overfilled filter can damage the engine through excessive exhaust back pressure and can itself be damaged or destroyed. The material trapped in the filter is in the most part carbon particles with some absorbed hydrocarbons.

The DPF uses a filter technology based on a filter with a catalytic coating. The DPF is made from silicon carbide housed in a steel container and has excellent thermal shock resistance and thermal conductivity properties. The DPF is designed for the engine's operating requirements to maintain the optimum back pressure requirements.

The porous surface of the filter consists of thousands of small parallel channels positioned in the longitudinal direction of the exhaust system. Adjacent channels in the filter are alternately plugged at the end. This design forces the exhaust gasses to flow through the porous filter walls, which act as the filter medium. Particulate matter which are too big to pass through the porous surface are collected and stored in the channels.

The collected particulate matter, if not removed, can create an obstruction to exhaust gas flow. The stored particles are removed by a regeneration process which incinerates the particles.

Diesel Particulate Filter (DPF) Temperature Sensors
The DPF temperature sensors are used to provide exhaust gas temperature feedback to the Engine Control Module (ECM) in order to control engine conditions and to effectively monitor and control emissions.

The DPF temperature sensor's information is sent to the ECM using a 0 to 5V signal (lower voltage being higher temperature and higher voltage being lower temperature).

The information is used, in conjunction with other data, to estimate the amount of accumulated particulates and to control the DPF temperature.

Instrument Cluster (IC) Indications
For drivers who make regular short journeys at low speeds, it may not be possible to efficiently regenerate the DPF. In this case, the DPF software will detect a blockage of the DPF from signals from the differential pressure sensor and will alert the driver as follows:
The driver will be alerted to this condition by a message 'EXHAUST FILTER NEARLY FULL'. See 'HANDBOOK'. As detailed in the Owners Handbook, the driver should drive the vehicle until the engine is at its normal operating temperature and then drive for a further 20 minutes at speeds of not less than 30 mph (48 km/h). Successful regeneration of the DPF is indicated to the driver by the 'EXHAUST FILTER NEARLY FULL' message no longer being displayed. If the DPF software detects that the DPF is still blocked, the message will continue to be displayed or an additional message 'EXHAUST FILTER FULL VISIT DEALER' will be displayed. The driver should take the vehicle to an authorized dealer to have the DPF force regenerated using an approved diagnostic system.

Diesel Particulate Filter Side Effects
The following section details some side effects caused by the active regeneration process.
Engine Oil Dilution
Engine oil dilution can occur due to small amounts of fuel entering the engine crankcase during the post-injection phases. This has made it necessary to introduce a calculation based on driving style to reduce oil service intervals if necessary. The driver is alerted to the oil service by a message in the instrument cluster.

The DPF software monitors the driving style and the frequency of the active regeneration and duration. Using this information a calculation can be made on the engine oil dilution. When the DPF software calculates the engine oil dilution has reached a predetermined threshold (fuel being 7% of engine oil volume) a service message is displayed in the IC.
Depending on driving style, some vehicles may require an oil service before the designated interval. If a service message is displayed, the vehicle will be required have a full service and the service interval counter will be reset.

Fuel consumption
During the active regeneration process of the DPF, there will be an increase in fuel consumption.
However, because active regeneration occurs infrequently, the overall effect on fuel consumption is approximately 2%. The additional fuel used during the active regeneration process is accounted for in the instantaneous and average fuel consumption displays in the instrument cluster.

DIFFERENTIAL PRESSURE SENSOR
The differential pressure sensor is used by the DPF software to monitor the condition of the DPF. Two pipe connections on the sensor are connected by pipes to the inlet and outlet ends of the DPF. The pipes allow the sensor to measure the inlet and outlet pressures of the DPF.

Aftermarket DPF cleaning fluids
Recent years have seen the introduction of 'DPF cleaning fluids' to (non JLR approved) aftermarket sales. These products claim to reduce the temperature that the soot reaction takes place. It should be stressed that, during the vehicle development activity, every effort is made to generate DPF regeneration temperatures whilst maintaining safe levels for all other vehicle components. Unauthorized use of the aftermarket fluids produces a significant risk to soot burn rates and DPF peak temperatures real world driving conditions. These fluids are not authorised for JLR use.

Excellent helpful, useful, informative  .
Experience is the only genuine knowledge, but as time passes, I have forgotten more than I can remember
Volvo V70 P2 2006 2.4 Petrol 170bhp Estate SE
MG Midget Mk1 1962

Previous: L322 Range Rover TDV8 3.6 2008; L322 Range Rover TD6 3.0 2002; P38A Range Rover V8 1999

A bit of an update from me at the DPF department.
And an interesting DPF discovery

So it's been two weeks and one day of driving around central London since I had my DPF removed and cleaned as above. I've checked daily and soot levels in the DPF have been steadily rising. Today the soot level hit 24g and the Yellow DPF Full light went off.

Clearly, driving at 20-30mph should not fill up a DPF in just two weeks and I need to change a sensor. At least. It's the one constantly reading 100 degrees, you can see which one on the below chart. Follow that sub story here: http://www.fullfatrr.com/forum/topic48131.html

So I headed out on the A40 to get to some 50 limit road.For me that typically means Westway A40 out to Northolt and back. The round trip took one hour and I took IIDTool readings throughout the trip.

Most interestingly, the Regen did not require 50MPH, which is not according the the workshop manual data. 40MPH was enough. Might explain why previously, I've cleared mine in 5 mins, turns out it was doing it while i was 40'ing it to the 50MPH stretch of road,. I usually start the timer when I hit 50.

So here's what happens on a Yellow Light Active Regeneration:

Great table of results Greg, very informative.
I was wondering how quickly the soot level would increase. Obviously 2 weeks is a problem, but good to know how effective a good run at 40-50mph is at restoring the soot level .
I was intending checking mine today before and after a 62mile Motorway trip to my daughters, but she has just cancelled, so will be going next week instead.
Have you any thoughts on the DPF Remaining volume reading?
Mike. G reg 2.5VM Vogue Portofino red 1991- 1999
V reg 2.5td P38 Rioja red 1999- 2006
53 reg td6 Vogue Oslo blue 2006- 2015
11 reg 4.4 TdV8 Vogue SE. Baltic blue 2015- date.
https://www.fullfatrr.com/forum/topic56162...tty+affair

i had , for the second time only , the dpf yellow come up on sunday morning...in the early evening i drove for 15 mins around town at 30-35mph and the dpf surprisingly cleared ..i can only think it was the very high outside temperature that with the combination of the exhaust heat cleared the dpf... ... - .- -.




Y. O. L. O.
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Was it constant 30-35mph Stan or stop/start?

I think once the Yellow light comes on the ECU drops the speed requirement down. Proven by my 40mph discovery. But maybe it's lower?

I'm going to to try a PASSIVE in a week, that is just simply driving at 50MPH and seeing if the DPF temp goes up. PASSIVE Is just the ECU saying oh you're driving at a speed I'll do some burning. Notice on my table last few readings - the burn is finished but the soot level keeps dropping. I was doing 40, then 30mph but no no red lights so the speed was constant.

Mike - yes I must email Pat @GAP about the remaining volume reading.

. Cheers, Greg
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2011 Vogue SE 4.4 with lots of toys in Stornaway

one stop for about 3 mins was included in that drive Greg.... ... - .- -.




Y. O. L. O.
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I'll stick to petrol  Previous cars:
S-Max 2007-2013 (only diesel I've had, good car but expensive when diesely bits go wrong, so what's the point?)
Galaxy 2001-2007
Mondeo Estate 1997-2001
Sierra Estate 1993-1997
Uno Turbo 1987 -1993
Fiesta 1984 - 1987
Fiat 127 1982 - 1984

Stan,
Have you got the PO40D etc alarm?

Perhaps you could report your live values next time you connect your iid.
It is very useful to know that the soot level is a good indication of DPF state, and if it approaches 20 it is time to give it a run.
Mike. G reg 2.5VM Vogue Portofino red 1991- 1999
V reg 2.5td P38 Rioja red 1999- 2006
53 reg td6 Vogue Oslo blue 2006- 2015
11 reg 4.4 TdV8 Vogue SE. Baltic blue 2015- date.
https://www.fullfatrr.com/forum/topic56162...tty+affair

no p040d Mike...

..and ill try and get those values  ... - .- -.




Y. O. L. O.
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Stan just getting into the granular - was your 3 min stop engine running or engine off?

. Cheers, Greg
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2011 Vogue SE 4.4 with lots of toys in Stornaway

wow, what a read. Sorry to say I glazed over part way through the workshop manual post

So a question regarding the additional fuel required during regen.

My drive to work is roughly 20 miles of country-ish lanes (A and B roads) that takes 40 minutes. Speed is mostly in the 40 to 60 range, apart from the junctions.
Usually my mpg for this is around 28mpg, but every now and then it is closer to 20mpg.
I wonder if this is the result of the regen taking place.

Is there any outward signs or logged data of when a regen has occurred ?

I am hoping my drive means I wont fall foul of this. Maybe I should check the figures you have mentioned. Too many toys, not enough time

2011 4.4 TDV8 AB Black

greg, engine off...

facing south, tuned to mellow magic and washer bottle approx half empty  ... - .- -.




Y. O. L. O.
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