Is The Volvo D5 Xc60 Not Recommended Due To Dpf Problem

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VolvoXC60Aspiration V This was posted on another forum. What do others think please? This late stage fuel injection process Volvo are using to assist with burning off the particulates trapped by the diesel particulate filter (DPF) can be hugely problematic in certain operating conditions, namely low load, low speed. In a nutshell the exhuast and DPF may never get hot enough to make the process effective, the DPF filter continues to block up with diesel soot, the sensor in the DPF continues to send messages back to the ECU to trigger the late stage fuel injection process to try and commence the burn-off, more late stage, (post combustion) injections are made which are supposed to go out the exhaust port and trigger an exotheric reaction in the DPF filter cleaning out the soot, BUT if the system never gets hot enough, the process never happens, the DPF gets almost completly blocked, excess back pressure in the exhaust results which exacerbates the problem as late stage fuel injected into the cylinders doesn't go out the exhuast port as intended, but it sits on the cylinder liners, known as cylinder liner wetting, dripping down into the engine oil. How the fU#k do I know all this…well because I own a European diesel that's done all this sh#t resulting in fuel / oil contamination rates of as much as one litre of fuel per 3,000 km's motoring, and what's worse is I know its a widespread problem with these latest generation diesel's equipped with DPF filters. Now this latest trend of not putting a dipstick in an engine is extremly concerning and profoundly disturbing matter. M Benz are doing it as are some others and I aware that some manufacturers are taking away the over-full electronic sensors from the engines oil measurement system, so owners will never ever know the problem exists. Beleive me ignorance is not bliss as after 3,000 km's my oil which was tested by a number of labs showed a 49% drop in viscosity,which has very serious implications for metal on metal contact as the crucial oil film layer is broken down and becomes significantly less effective. Fueo oil contamination rates in the range of 15-20% are not uncommon for the latest European diesels at service time, yet Mobil and other oil manufactuers consider 5% fuel oil contamination rates to be the maximum permissable. If there's sufficient interest I'll post some links backing all this up. In the meantime, if you want to buy one of these latest diesel's the way to mitigate the problem is this: At least once a week for 30 minutes, you must drive at a constant speed of 80 k.p.h. or higher, I would recommend 100 k.p.h.. Now this is easier said than done for a lot of motorists especially those living in congested cities, so if you can't meet this effective burn-off requirement, don't buy one unless you want to go through the hell I have been through with mine. #1 · Jul 7, 2011 This was posted on another forum. What do others think please? This late stage fuel injection process Volvo are using to assist with burning off the particulates trapped by the diesel particulate filter (DPF) can be hugely problematic in certain operating conditions, namely low load, low speed. In a nutshell the exhuast and DPF may never get hot enough to make the process effective, the DPF filter continues to block up with diesel soot, the sensor in the DPF continues to send messages back to the ECU to trigger the late stage fuel injection process to try and commence the burn-off, more late stage, (post combustion) injections are made which are supposed to go out the exhaust port and trigger an exotheric reaction in the DPF filter cleaning out the soot, BUT if the system never gets hot enough, the process never happens, the DPF gets almost completly blocked, excess back pressure in the exhaust results which exacerbates the problem as late stage fuel injected into the cylinders doesn't go out the exhuast port as intended, but it sits on the cylinder liners, known as cylinder liner wetting, dripping down into the engine oil. How the fU#k do I know all this…well because I own a European diesel that's done all this sh#t resulting in fuel / oil contamination rates of as much as one litre of fuel per 3,000 km's motoring, and what's worse is I know its a widespread problem with these latest generation diesel's equipped with DPF filters. Now this latest trend of not putting a dipstick in an engine is extremly concerning and profoundly disturbing matter. M Benz are doing it as are some others and I aware that some manufacturers are taking away the over-full electronic sensors from the engines oil measurement system, so owners will never ever know the problem exists. Beleive me ignorance is not bliss as after 3,000 km's my oil which was tested by a number of labs showed a 49% drop in viscosity,which has very serious implications for metal on metal contact as the crucial oil film layer is broken down and becomes significantly less effective. Fueo oil contamination rates in the range of 15-20% are not uncommon for the latest European diesels at service time, yet Mobil and other oil manufactuers consider 5% fuel oil contamination rates to be the maximum permissable. If there's sufficient interest I'll post some links backing all this up. In the meantime, if you want to buy one of these latest diesel's the way to mitigate the problem is this: At least once a week for 30 minutes, you must drive at a constant speed of 80 k.p.h. or higher, I would recommend 100 k.p.h.. Now this is easier said than done for a lot of motorists especially those living in congested cities, so if you can't meet this effective burn-off requirement, don't buy one unless you want to go through the hell I have been through with mine. See less See more Insert Quotes Post Reply

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