DIY maintenance for the DPF...
01-23-2012, 01:41 AM
#222
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Hello,
I have E61, 530d LCI (M57N2 engine), 200 000 km done. No obvious DPF problems yet, possibly the intervals between regenerations are getting shorter. Backpressure after regeneration is OK.
Unfortunately there is an unereasable error stored in DDE:
? Fault 452A appears as the particle filter most of the mileage has exceeded maximum and serves as information / reference for the filter in a BMW expert workshop to be replaced.
As I understood, soon will come the next one:
? 4D4A Fault appears as despite the request for the replacement filter no measures are taken and the total mileage of the particle filter is exceeded.
Can someone comment how long DPF still might last? According Heynes manual DPF lifetime is about 150000 miles. Will then 4D4A error cause limp mode?
As I have understood, the problem is related to ash accumulation. There are about 60g of ash in DPF according INPA at the moment. Has someone a knowledge how this amount is measured/calculated?
Regarding DPF washing, I do not think any ?industrial strength? solvent can dissolve ash, composed mainly from metal oxides. In fact, it could make things worse by compacting ash deposition in pores. Plain water also does not seem an alternative; it may react with oxides resulting in hydroxides, which again may even more cement the pores. Treatment with acids and following water flush may work, but it also may damage catalytical coating. At the moment only compressed air cleaning seems to be effective. Btw industrial equipment for DPF cleaning uses compressed air pulses for this purpose.
Has someone tried just blow out the ash in counterflow, and if yes, then did it help for longer time?
Thanx!
I have E61, 530d LCI (M57N2 engine), 200 000 km done. No obvious DPF problems yet, possibly the intervals between regenerations are getting shorter. Backpressure after regeneration is OK.
Unfortunately there is an unereasable error stored in DDE:
? Fault 452A appears as the particle filter most of the mileage has exceeded maximum and serves as information / reference for the filter in a BMW expert workshop to be replaced.
As I understood, soon will come the next one:
? 4D4A Fault appears as despite the request for the replacement filter no measures are taken and the total mileage of the particle filter is exceeded.
Can someone comment how long DPF still might last? According Heynes manual DPF lifetime is about 150000 miles. Will then 4D4A error cause limp mode?
As I have understood, the problem is related to ash accumulation. There are about 60g of ash in DPF according INPA at the moment. Has someone a knowledge how this amount is measured/calculated?
Regarding DPF washing, I do not think any ?industrial strength? solvent can dissolve ash, composed mainly from metal oxides. In fact, it could make things worse by compacting ash deposition in pores. Plain water also does not seem an alternative; it may react with oxides resulting in hydroxides, which again may even more cement the pores. Treatment with acids and following water flush may work, but it also may damage catalytical coating. At the moment only compressed air cleaning seems to be effective. Btw industrial equipment for DPF cleaning uses compressed air pulses for this purpose.
Has someone tried just blow out the ash in counterflow, and if yes, then did it help for longer time?
Thanx!
01-23-2012, 04:41 PM
#223
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Back again with an update.
Had a mechanic friend get a generic tester connected up tonight with the following results.
Three new errors:
4191 - Charge Air Pressure Activator , Activation
3F57 - Charge Air Pressure Controller.
3FF0 - Mass Airflow Sensor
Plus the usual Glow plug errors.
Also did a quick check on temperatures and pressures across whatever was available on the reader and most of them seemed logical.
So, I'm inclined to think that while the mechanics of the turbo were changed, that the actuator and related electronics weren't and may be problematic.
The other alternative is that there is a problem around the MAF or one of the many other sensors somewhere in the loop.
Anyone have any experience with these errors?
Colum
Had a mechanic friend get a generic tester connected up tonight with the following results.
Three new errors:
4191 - Charge Air Pressure Activator , Activation
3F57 - Charge Air Pressure Controller.
3FF0 - Mass Airflow Sensor
Plus the usual Glow plug errors.
Also did a quick check on temperatures and pressures across whatever was available on the reader and most of them seemed logical.
So, I'm inclined to think that while the mechanics of the turbo were changed, that the actuator and related electronics weren't and may be problematic.
The other alternative is that there is a problem around the MAF or one of the many other sensors somewhere in the loop.
Anyone have any experience with these errors?
Colum
I'm still confused and looking for a solution.
My problem is this:
- I have paid out ?600 to have the turbo re-conditioned. It was done by a reputable specialist and my mechanic fitted it. the Re-conditioning company has given a computer printout showing the test on the turbo after re-conditioning. It is possible that there is still a problem with the turbo. Possibilities are I think:
- The turbo core they used is not correct - core had to be replaced as there was extensive damage.
- There is a problem with the variable vanes mechanism and the vanes are sticking thus not giving boost early
- Some other problem in the turbo wasn't correctly fixed.
- DPF - there is still a blockage in the DPF or somewhere on the exhaust side slowing the flow through the turbo and preventing boost at low revs
- Some other problem such as leaks in the input side, MAF, MAP Sensor.....
- Adjustment - Anyone know if there is any manual or electronic adjustment of the variable vane system? Thinking of a screw adjustment on the actuator arm. Right now, I can see the arm moving, but it could be moving too early or late????? Similarly, could the engine management system need to be adjusted.
I assume that the DIS could be of some help, but I've had some recent problems there that discourage me from playing.
I bought a usb OBD cable that came with the software. I got INPA working basically - reading errors and clearing them, but wouldn't seem to communicate with the rest of the engine management system. I put it on hold temporarily. Unfortunately, it looks like whatever I did, I screwed up the EWS->Key synchronisation! Car wouldn't start - just turn over. Tow truck to a BMW specialist and ?200 to sort that problem.
The mechanic who removed the turbo and replaced it only has a generic tester, so can't do the same testing as the DIS. The BMW specialist who reset the EWS won't agree to look at the turbo problem as he didn't do the original work! He was happy enough to take ?200 for the 20 minutes it would have taken him reprogram the EWS though!
An alternative is to take it to a main dealer although they may be sniffy about looking at a car where the turbo has been re-conditioned rather than replaced. So - HELP! this is getting really annoying.
I'd appreciate if anyone has had any serious turbo experience on where I go next..
Colum
My problem is this:
- I have paid out ?600 to have the turbo re-conditioned. It was done by a reputable specialist and my mechanic fitted it. the Re-conditioning company has given a computer printout showing the test on the turbo after re-conditioning. It is possible that there is still a problem with the turbo. Possibilities are I think:
- The turbo core they used is not correct - core had to be replaced as there was extensive damage.
- There is a problem with the variable vanes mechanism and the vanes are sticking thus not giving boost early
- Some other problem in the turbo wasn't correctly fixed.
- DPF - there is still a blockage in the DPF or somewhere on the exhaust side slowing the flow through the turbo and preventing boost at low revs
- Some other problem such as leaks in the input side, MAF, MAP Sensor.....
- Adjustment - Anyone know if there is any manual or electronic adjustment of the variable vane system? Thinking of a screw adjustment on the actuator arm. Right now, I can see the arm moving, but it could be moving too early or late????? Similarly, could the engine management system need to be adjusted.
I assume that the DIS could be of some help, but I've had some recent problems there that discourage me from playing.
I bought a usb OBD cable that came with the software. I got INPA working basically - reading errors and clearing them, but wouldn't seem to communicate with the rest of the engine management system. I put it on hold temporarily. Unfortunately, it looks like whatever I did, I screwed up the EWS->Key synchronisation! Car wouldn't start - just turn over. Tow truck to a BMW specialist and ?200 to sort that problem.
The mechanic who removed the turbo and replaced it only has a generic tester, so can't do the same testing as the DIS. The BMW specialist who reset the EWS won't agree to look at the turbo problem as he didn't do the original work! He was happy enough to take ?200 for the 20 minutes it would have taken him reprogram the EWS though!
An alternative is to take it to a main dealer although they may be sniffy about looking at a car where the turbo has been re-conditioned rather than replaced. So - HELP! this is getting really annoying.
I'd appreciate if anyone has had any serious turbo experience on where I go next..
Colum
01-23-2012, 04:41 PM
#224
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Back again with an update.
Had a mechanic friend get a generic tester connected up tonight with the following results.
Three new errors:
4191 - Charge Air Pressure Activator , Activation
3F57 - Charge Air Pressure Controller.
3FF0 - Mass Airflow Sensor
Plus the usual Glow plug errors.
Also did a quick check on temperatures and pressures across whatever was available on the reader and most of them seemed logical.
So, I'm inclined to think that while the mechanics of the turbo were changed, that the actuator and related electronics weren't and may be problematic.
The other alternative is that there is a problem around the MAF or one of the many other sensors somewhere in the loop.
Anyone have any experience with these errors?
Colum
Had a mechanic friend get a generic tester connected up tonight with the following results.
Three new errors:
4191 - Charge Air Pressure Activator , Activation
3F57 - Charge Air Pressure Controller.
3FF0 - Mass Airflow Sensor
Plus the usual Glow plug errors.
Also did a quick check on temperatures and pressures across whatever was available on the reader and most of them seemed logical.
So, I'm inclined to think that while the mechanics of the turbo were changed, that the actuator and related electronics weren't and may be problematic.
The other alternative is that there is a problem around the MAF or one of the many other sensors somewhere in the loop.
Anyone have any experience with these errors?
Colum
I'm still confused and looking for a solution.
My problem is this:
- I have paid out ?600 to have the turbo re-conditioned. It was done by a reputable specialist and my mechanic fitted it. the Re-conditioning company has given a computer printout showing the test on the turbo after re-conditioning. It is possible that there is still a problem with the turbo. Possibilities are I think:
- The turbo core they used is not correct - core had to be replaced as there was extensive damage.
- There is a problem with the variable vanes mechanism and the vanes are sticking thus not giving boost early
- Some other problem in the turbo wasn't correctly fixed.
- DPF - there is still a blockage in the DPF or somewhere on the exhaust side slowing the flow through the turbo and preventing boost at low revs
- Some other problem such as leaks in the input side, MAF, MAP Sensor.....
- Adjustment - Anyone know if there is any manual or electronic adjustment of the variable vane system? Thinking of a screw adjustment on the actuator arm. Right now, I can see the arm moving, but it could be moving too early or late????? Similarly, could the engine management system need to be adjusted.
I assume that the DIS could be of some help, but I've had some recent problems there that discourage me from playing.
I bought a usb OBD cable that came with the software. I got INPA working basically - reading errors and clearing them, but wouldn't seem to communicate with the rest of the engine management system. I put it on hold temporarily. Unfortunately, it looks like whatever I did, I screwed up the EWS->Key synchronisation! Car wouldn't start - just turn over. Tow truck to a BMW specialist and ?200 to sort that problem.
The mechanic who removed the turbo and replaced it only has a generic tester, so can't do the same testing as the DIS. The BMW specialist who reset the EWS won't agree to look at the turbo problem as he didn't do the original work! He was happy enough to take ?200 for the 20 minutes it would have taken him reprogram the EWS though!
An alternative is to take it to a main dealer although they may be sniffy about looking at a car where the turbo has been re-conditioned rather than replaced. So - HELP! this is getting really annoying.
I'd appreciate if anyone has had any serious turbo experience on where I go next..
Colum
My problem is this:
- I have paid out ?600 to have the turbo re-conditioned. It was done by a reputable specialist and my mechanic fitted it. the Re-conditioning company has given a computer printout showing the test on the turbo after re-conditioning. It is possible that there is still a problem with the turbo. Possibilities are I think:
- The turbo core they used is not correct - core had to be replaced as there was extensive damage.
- There is a problem with the variable vanes mechanism and the vanes are sticking thus not giving boost early
- Some other problem in the turbo wasn't correctly fixed.
- DPF - there is still a blockage in the DPF or somewhere on the exhaust side slowing the flow through the turbo and preventing boost at low revs
- Some other problem such as leaks in the input side, MAF, MAP Sensor.....
- Adjustment - Anyone know if there is any manual or electronic adjustment of the variable vane system? Thinking of a screw adjustment on the actuator arm. Right now, I can see the arm moving, but it could be moving too early or late????? Similarly, could the engine management system need to be adjusted.
I assume that the DIS could be of some help, but I've had some recent problems there that discourage me from playing.
I bought a usb OBD cable that came with the software. I got INPA working basically - reading errors and clearing them, but wouldn't seem to communicate with the rest of the engine management system. I put it on hold temporarily. Unfortunately, it looks like whatever I did, I screwed up the EWS->Key synchronisation! Car wouldn't start - just turn over. Tow truck to a BMW specialist and ?200 to sort that problem.
The mechanic who removed the turbo and replaced it only has a generic tester, so can't do the same testing as the DIS. The BMW specialist who reset the EWS won't agree to look at the turbo problem as he didn't do the original work! He was happy enough to take ?200 for the 20 minutes it would have taken him reprogram the EWS though!
An alternative is to take it to a main dealer although they may be sniffy about looking at a car where the turbo has been re-conditioned rather than replaced. So - HELP! this is getting really annoying.
I'd appreciate if anyone has had any serious turbo experience on where I go next..
Colum
01-24-2012, 06:25 AM
#225
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One Question - My mechanic buddy is still suspicious that the DPF is causing the problem - by reducing flow in the exhaust and preventing the turbo spinning up. I'm doubtful, especially as I have no errors around exhaust/dpf pressure and because the turbo seems to spin OK over 2000 RPM.
Anyone who replaced their DPF and where it later clogged up again , I'd be interested to know if the DPF pressure warning came back and if you had any similar turbo lag issues around that time?
Also, if I want to disprove the DPF being the issue, I would need to temporarily take it out. Any hints how to do this just to test the theory? Apart from the noise issues, I think it holds the rest of the exhaust together , so I don't think I could take it out and run it without it even for a quick burn. I know I could buy a bypass pipe, but a slightly expensive way of experimenting.
Any suggestions?
Also, Is it OK to run the car with a bypassed DPF for a while? I know you can't do it long-term without re-programming.
Cheers.
Colum
Anyone who replaced their DPF and where it later clogged up again , I'd be interested to know if the DPF pressure warning came back and if you had any similar turbo lag issues around that time?
Also, if I want to disprove the DPF being the issue, I would need to temporarily take it out. Any hints how to do this just to test the theory? Apart from the noise issues, I think it holds the rest of the exhaust together , so I don't think I could take it out and run it without it even for a quick burn. I know I could buy a bypass pipe, but a slightly expensive way of experimenting.
Any suggestions?
Also, Is it OK to run the car with a bypassed DPF for a while? I know you can't do it long-term without re-programming.
Cheers.
Colum
Back again with an update.
Had a mechanic friend get a generic tester connected up tonight with the following results.
Three new errors:
4191 - Charge Air Pressure Activator , Activation
3F57 - Charge Air Pressure Controller.
3FF0 - Mass Airflow Sensor
Plus the usual Glow plug errors.
Also did a quick check on temperatures and pressures across whatever was available on the reader and most of them seemed logical.
So, I'm inclined to think that while the mechanics of the turbo were changed, that the actuator and related electronics weren't and may be problematic.
The other alternative is that there is a problem around the MAF or one of the many other sensors somewhere in the loop.
Anyone have any experience with these errors?
Colum
Had a mechanic friend get a generic tester connected up tonight with the following results.
Three new errors:
4191 - Charge Air Pressure Activator , Activation
3F57 - Charge Air Pressure Controller.
3FF0 - Mass Airflow Sensor
Plus the usual Glow plug errors.
Also did a quick check on temperatures and pressures across whatever was available on the reader and most of them seemed logical.
So, I'm inclined to think that while the mechanics of the turbo were changed, that the actuator and related electronics weren't and may be problematic.
The other alternative is that there is a problem around the MAF or one of the many other sensors somewhere in the loop.
Anyone have any experience with these errors?
Colum
01-24-2012, 07:18 AM
#226
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My Ride: Bmw 530d 2004
One Question - My mechanic buddy is still suspicious that the DPF is causing the problem - by reducing flow in the exhaust and preventing the turbo spinning up. I'm doubtful, especially as I have no errors around exhaust/dpf pressure and because the turbo seems to spin OK over 2000 RPM.
Anyone who replaced their DPF and where it later clogged up again , I'd be interested to know if the DPF pressure warning came back and if you had any similar turbo lag issues around that time?
Also, if I want to disprove the DPF being the issue, I would need to temporarily take it out. Any hints how to do this just to test the theory? Apart from the noise issues, I think it holds the rest of the exhaust together , so I don't think I could take it out and run it without it even for a quick burn. I know I could buy a bypass pipe, but a slightly expensive way of experimenting.
Any suggestions?
Also, Is it OK to run the car with a bypassed DPF for a while? I know you can't do it long-term without re-programming.
Cheers.
Colum
Anyone who replaced their DPF and where it later clogged up again , I'd be interested to know if the DPF pressure warning came back and if you had any similar turbo lag issues around that time?
Also, if I want to disprove the DPF being the issue, I would need to temporarily take it out. Any hints how to do this just to test the theory? Apart from the noise issues, I think it holds the rest of the exhaust together , so I don't think I could take it out and run it without it even for a quick burn. I know I could buy a bypass pipe, but a slightly expensive way of experimenting.
Any suggestions?
Also, Is it OK to run the car with a bypassed DPF for a while? I know you can't do it long-term without re-programming.
Cheers.
Colum
Monitoring the exhaust backpressure is another way to check the flow rate of the DPF. This can be done with DIS.
- Antti -
02-16-2012, 02:15 PM
#227
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I'm having DPF problems, and guess what I'm doing ! I'm taking it out 
In my opinion, the Euro 4 and/or Euro 5 stuff is bullshit. The dpf clearly blocks the power of the car and shortens the engine life.
In my opinion, the Euro 4 and/or Euro 5 stuff is bullshit. The dpf clearly blocks the power of the car and shortens the engine life.
02-26-2012, 05:21 AM
#228
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I noticed this whilst searching for a DPF cleaning additive...
http://powergo.co.uk/product-categor...ushing-liquid/
Might be an option for those who don't fancy filling the DPF / Cat combo with Mr Muscle
http://powergo.co.uk/product-categor...ushing-liquid/
Might be an option for those who don't fancy filling the DPF / Cat combo with Mr Muscle
02-26-2012, 11:25 AM
#229
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My Ride: Bmw 530d 2004
I noticed this whilst searching for a DPF cleaning additive...
http://powergo.co.uk/product-categor...ushing-liquid/
Might be an option for those who don't fancy filling the DPF / Cat combo with Mr Muscle
http://powergo.co.uk/product-categor...ushing-liquid/
Might be an option for those who don't fancy filling the DPF / Cat combo with Mr Muscle
- Antti -
02-28-2012, 10:34 PM
#230
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My experience with DPF on E60 2004MY. The main problems with DPF (with 3 cars in my practice) filter coming from bad thermostats. After thermostat exchange I connect DIS and see the same situation (Filter regeneration requested, Regeneration not active, Back pressure 60Mbar, in idle car into LIMP mode ). In driving cycle the regeneration can?t start and exhaust gas temperature after cat is 260-300 deg. My solution (without any mechanical works): driving speed aprox. 60km/h with low rpm. and constantly erase the fault memory of DDE. After 5-10 min the exhaust gas temperature after CAT is 620 deg. and regeneration goes to active phase (in this moment is possible decrease the speed to 40km/h). After 30 min of drive regeneration is complete. Thats all.... 
P.S Sorry for my bad English....
P.S Sorry for my bad English....