2824 km / 6 weeks after the 'dooms day' oil change and... nothing happened.
No warnings, no nothing.
Last Friday I drove 500km in a day, 95% highway, average fuel 9,3l/100 and that's been within a 0,1 after changing the CCF, 140 demanded regenerations at the start, 141 at the end with 7,6 calculated gram soot in the dpf, no driving over the weekend, now, after the 19km morning commute, it has gone up to 8,9 gram soot.
Again I noticed the shorter warm-up time, 12C outside.
Definitely smoother cold starts too.

I'm sure you are all aware fluids don't need to be at boiling point to evaporate.
Saying it's unlikely and unproven volatile components evaporate out of oil is... what should I say?
You know better than ASTM? You should talk to them...

To claim oil dilution by looking at an algorithm is not the best way imo, the only way to know is to take an oil sample and have it analyzed. 2012 4.4TDV8
2000 Honda S2000

You essentialy have a new DPF and thus the extended regen intervals so you won't be getting much oil dilution. Most other owners with >12 year old cars are having much more frequent regens and oil dilution then becomes an issue and a reason to change oil more frequently. I've seen no evidence of diesel content in engine oil evapourating to any significant extent but you are free to belive what you want but since the introduction of DPF's this has been a know issue for diesel cars. In the early days there were examples of engine runaways as the contamination got so bad and the oil level got so high. My old Saab TTDI had to have a software update to fix this as did many other manufacturers. 2012 TDV8 Vogue (L322)

Maybe people with 12 year old dpf's should start treating their dpf as the filter that it is, you know, because of the the 'f' in dpf.
In other words: clean it at regular (could be 2-3 years, but still) intervals as exchanging is expensive.
The company that cleaned mine mentioned the LR dpf is of good quality and cleans up like new.
Much like most will change transmission oil even though it's 'filled for life' according to LR, not according to ZF, btw.

As all descriptions of dpf systems should show, the soot in a dpf regenerates into ash and that stays in the dpf.
Who was it again that kinda stated 'our' dpf's have pretty much unlimited lifetime (read filter capacity)?

A clean dpf has, as you mention, all kinds of advantages.
Less restriction in the exhaust, less fuel consumption, less regenerations, less fuel dilution, longer oil life.
What did I forget?

All this is a little besides the oil discussion.
It's 2024, I would like to use a modern oil, made from modern components (the GTL base oil) that have all kinds of advantages.
That this oil doesn't have a C1 spec... so be it.
It's not going to be a problem.
 2012 4.4TDV8
2000 Honda S2000

When my ECU tells me it's reched it's soot holding limit I'll get it cleaned but I'd need to find a company that can also remove it as the ones I've looked at all require the customer to do this for them. Did you have to cut it out yourself? My power and economy are OK and changing the oil every 5-7k miles is quick, easy and cheap as it is for most people. As I said if you have a fresh DPF with no ash load you have nothing to worry about.
I see Vera and Christian are now using 5w-40 in their SDV8 (@16.30)
?si=OxPNZLC-bwgDp3N4
I'd agree with your choice though that better flowing oil at startup would be preffereable on these engines rather than thicker oil at operating temps. 2012 TDV8 Vogue (L322)

This video link was sent to me last week, its a bit long winded at 30 mins , but boy am I now more informed, and it has prompted me to post a reply to this thread




Jaygee - my local exhaust company ( not KwikFit ) but a small father and son operation that I popped in to see on my way home this afternoon, they can remove the DPF for me, then my wife is going to take me to the DPF cleaning place.

They have a machine that is made in Italy called the "Flash Cleaner Machine" , it's one of the better machines that can clean the DPF for me in about 1 hour for only £100, and they guarantee not do any damage to the filter

https://flashcleanermachine.com/advantages/

&list=PL8GyUJ9nDbfAAaS17LyOrmo-s64iZd6JW

That sounds great. Are you monitoring regen intervals and what are they? 2012 TDV8 Vogue (L322)

JayGee wrote:

That sounds great. Are you monitoring regen intervals and what are they?

Luka has the big Flash Machine FCM 1000
https://flashcleanermachine.com/products/fcm-1000/

This is big enough to accept the DPF with only two cuts in your exhaust, some of the smaller machines require three cuts into the exhaust





Last edited by pcourtney on 9th Oct 2024 11:12am. Edited 1 time in total

pcourtney wrote:

JayGee wrote:

That sounds great. Are you monitoring regen intervals and what are they?

no I am not, got a DPF Full warning, but I had to drive to B'Ham there and back to attend a show at the NEC, and it cleared.

Is Hendon near you Jaygee, Luka comes highly recommended by GGDR

https://www.fullfatrr.com/forum/topic48068.html

LUKA and OPTION 3 ON MY 4.4TDV8: £250

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 ( Thumbs Up ) on an industrial estate and they know their stuff.

Hendon is near me so that's when I need it doing 2012 TDV8 Vogue (L322)

That's basically where I cut mine to remove it (2 cut's) as my local place (ITS Turbo's near Leeds) have a big enough machine to take it , think it was about £130 with a 2 year warranty , not had any issues since having it cleaned early last year .

The last 4 weeks I was in the Arctic.
Drove 7852 km, about half to go North, the rest going back home.
During those 7852 km the demanded regenerations went from 162 to 172, meaning an average of 785 km per regeneration.
About 1350 km of the distance was on German Autobahn, but with the car being heavy with all the gear, including an extra 3 wheels with studded tires, I didn't really drive over 130km/h so I guess there weren't many high speed regenerations.
The rest was on Scandinavian (2 lane) highways, 2/3 rd of them still covered in ice&snow, so not going over 90km/h.
The oil now has 16328 km on it.
I see no reason to change it. 2012 4.4TDV8
2000 Honda S2000

SpitfireS wrote:

The oil now has 16328 km on it.
I see no reason to change it.

Hmm...

1 - Your old engine oil was changed at 25,859km and had a tested fuel contamination of 7.2%
2 - The replacement oil has now done 16,328km, so simple maths says you are likely at 4.5% fuel dilution (I'm ignoring your claim that previous fuel dilution was high due to Forced Regen's recently prior to oil analysis, as I don't believe diesel in the crankcase will vaporise off).
3 - You have an engine with a quarter of a million Km's on it - if I read your oil analysis correctly?
4 - You're now running a 0W/30 oil that is 'thinner' when cold (and it's winter time)

I'd be changing the oil, if it was me.

Especially as a quick internet search finds that some laboratories classify the limit value for fuel in oil to be 2-4%, others stating that 5% is a critical level. Not sure what LR say for this particular engine, I'm sure there's a thread on here somewhere with that information.

Jon 1992 RR Classic 3.9 efi Vogue
2014 Disco 4 HSE
===================
Both my fatties now gone...
Previous: 2011 L322 4.4 TDV8 Vogue SE /// 2002 L322 4.4 V8 HSE /// 2009 Discovery 3 2.7 TDV6 XS /// 2004 Defender 90 TD5 /// 1993 110 V8 Snatch Landrover /// 2005 Discovery 3 2.7 TDV6 SE (Aus) /// 1990 110 Isuzu 3.9 County (Aus) /// 1976 Series III Trayback (Aus)

Too late Bang! 2018 SE SDV8 4.4 Byron Blue

D3Jon wrote:

4 - You're now running a 0W/30 oil that is 'thinner' when cold (and it's winter time)