Low Boost pressure 2013 Passat TDI

[pike]

What was the ash load of the DPF on the donor vehicle? How close to EOL was it?
Did you answer my questions up above?

Never checked the ash load prior to installation as there was an electric short from the wreck, the ash reading current is up to 70.g, was lower before. The electrical parts turbo boost and map sensor were not oem, but have several in stock and tried others including the one off the donor.

 

[SaVAGeSoot]

Sweet.... so we took a USED DPF, have no idea of how full of ash it is, and now are having DPF pressure\regen issues!
We also replaced a bunch of things that either measure or control boost, without any evidence of needing to do so, and have not confirmed if there's an actual boost leak anywhere.

What are you loading into the parts cannon next?

 

[pike]

Sweet.... so we took a USED DPF, have no idea of how full of ash it is, and now are having DPF pressure\regen issues!
We also replaced a bunch of things that either measure or control boost, without any evidence of needing to do so, and have not confirmed if there's an actual boost leak anywhere.

What are you loading into the parts cannon next?

Actually this is a new code as I have been fighting low boost on turbo charge. The filter was inspected and 150psi air was feed back ward thru the filter and converter with no ash. Car just when traveled 2000 miles at speeds that should have reduced any ash. Being a vehicle from Idaho where the speed limit is 80 on interstates, the same on many western states. I am actually considering clearing the codes and putting it thru a driving regen.

 

[SaVAGeSoot]

You don't understand DPFs or ASH.
ASH is never reduced. It is the "left overs" from burning off the SOOT that the DPF traps. There's a finite volume that the DPF has as far as capacity. You reach this, and it's full.

Pressure test your charge system and fix your boost leak.

 

[pike]

Sweet.... so we took a USED DPF, have no idea of how full of ash it is, and now are having DPF pressure\regen issues!
We also replaced a bunch of things that either measure or control boost, without any evidence of needing to do so, and have not confirmed if there's an actual boost leak anywhere.

What are you loading into the parts cannon next?

Actually I was told the filter was in the exhaust in front of the catalytic converter not up by the turbo. So I have the original still in place. So I would assume that a regen might help, if not than I can assume it ash over load and could cause boost issues (the funny part it runs great for the first mile, shut it off and it will run great for another mile). To clean it, a solution of water and muratic acid. I’ve used it to clean concrete out of plumbing pvc line by over zealous concrete pourers. A solution equal to what brick masons use to clean brick should work. Just have to plug the small lines, place a shim plate between it and the turbo and place a plate/gasket over the bottom exhaust with a spud connection to gravity feed it through up into the filter. 10 mins should be sufficient. Run clean water to wash out residue. I don’t see any other choice except replacement which runs 3k with tax.

 

[pike]

You don't understand DPFs or ASH.
ASH is never reduced. It is the "left overs" from burning off the SOOT that the DPF traps. There's a finite volume that the DPF has as far as capacity. You reach this, and it's full.

Pressure test your charge system and fix your boost leak.

Got it to do a regen, the results of it are ash volume 0.001, soot mass cal 1.67g, soot measured -6.13gdynamic pressure differential -6 hPa, still got the low boost and now a mast air flow sensor

 

[Crasher]

Have you checked the integrity of the vacuum system by applying a vacuum to its source point? You have replaced the DOC/DPF from the turbo but what about the SCR cat in the centre tunnel? These can become blocked by reductant crystals from a dripping reductant injector.