Having issues disabling DPF.

[EdLow]

Hi, I'm in NZ so don't need a DPF on my car. I am trying to disable the DPF and eolys fluid using the Galletto 1260 EOBDII cable.

Problem is that when I plug the cable in and try to read the ECU Data with the included software it doesn't complete the operation. I have tried all the different drivers and the only 2 that get to 50% before giving an error are the:

Bosch EDC 16 C3.9 FLASH 29BL802CB
Bosch EDC 16+ C34 FLASH M58BW016xB

Screenshot of the error when trying to read the ECU:

Am I missing something or is my car not covered by the software.

My car is a 2008 C5 III 2.2hdi
VIN is: VF7**************[VIN obfuscated, can be read by forum staff]

In Lexia I can't find an information section that shows the ECU model and version but when I go into BSI it shows EDC16CP39.

Any help to get this working would be great. Thanks.

[mickthemaverick]

You may get some advice from members but it is FCF policy for the admin team not to comment on modifications to vehicles that may infringe the various regulations, both motoring and insurance, that may be involved.

[mickthemaverick]

I have shamelessly copied this from a NZ website to help everyone understand how the DPF is designed to work:

Diesel Particulate Filter – DPF
The use of Diesel Particulate Filters (DPF) is a regulatory requirement in many countries. Diesel exhaust emissions standards for new cars have required fitment of a DPF in the exhaust of diesel Cars and Utes since 2009 when the 'Euro 5' standard came into force. Standards aim to deliver an 80% reduction in diesel particulate (soot) emissions, but the technology is not without its problems. There may be a need for both emission testing and to manually clean the diesel particulate filter on your vehicle.car tuning and/or 4×4 diesel tuning procedures.

The DPF looks similar to a traditional exhaust muffler, but is mounted close to the engine. Inside is a complex honeycomb ceramic structure designed to filter the exhaust gases while minimising flow reduction. By forcing the exhaust gases through the walls between the channels of the DPF, the particulate matter is deposited on the walls, so reducing the amount of air pollution. Once the DPF reaches a certain level of 'Saturation' it performs a regeneration cycle to burn off the particulate matter inside the filter.

There are two types of regeneration:

Diesel Particulate Filter active regeneration system
Active Regeneration System
When the soot loading in the filter reaches a set limit (about 45%) the ECU will initiate post combustion fuel injection to increase the exhaust temperature and trigger regeneration. If the journey is a bit stop/start or you take your foot off the accelerator while the regeneration is in progress, it may not complete and the warning light will come on showing that the filter is partially blocked.

passive regeneration Diesel Particulate Filter
Passive Regeneration System
Passive regeneration takes place automatically on motorway-type runs when the exhaust temperature is high. Because many cars don't get this sort of use car manufacturers have to design-in 'active' regeneration where the engine management computer (ECU) takes control of the process.

A vehicle which is primarily used for motorway use will generally run at warmer temperatures and therefore produce far less particulate matter than one used in a stop/start city environment. A vehicle used on the motorway is also going to be able to regenerate more often and effectively as it is in the perfect driving environment for the regeneration process to occur.

The operation of the DPF is controlled by the ECU and requires multiple signal feeds from various sensors in order to operate effectively. Car ECU remapping & tuning may allow for improvements in power and performance. The most common type of DPF runs two pressure sensors and a varying number of temperature sensors. There is differential pressure sensor mounted in the engine bay which picks up the pressure both before and after the DPF. It is the variance in pressure between these two pick-ups which allows the ECU to calculate the percentage saturation of the DPF. Once the ECU establishes the saturation level it is able to force a regeneration cycle. The progress of the cycle is monitored by the temperature sensors and takes constant feedback from the differential pressure sensor which enables to know when the burn off process is complete.

A DPF has a design life of around 140,000 km, but this can be subject to large variation depending on vehicle use and engine condition. Every time the ECU forces a regeneration cycle it burns the particulate matter down to a much smaller amount of finer soot, they don't get completely removed from the filter. Over time, the fine soot content builds up to a point where a regeneration cycle is no longer able to be performed; at this point the filter either needs emptying or replacing.

There are a multitude of reasons for a DPF to fail, the most common are highlighted below:

High km's and compacted with fine soot.
Failed sensors preventing DPF regeneration.
Leaking injectors, valve stem oil seals, worn piston rings.
DPF unable to regenerate due to mainly slow short trips i.e. City running only.
Poor performance tuning (too rich)
There is only so many times a DPF can regenerate before the compacted soot reaches a critical saturation level at which point DPF removal or replacement is imminent.

[EdLow]

Your copied and pasted details says it all, "required fitment of a DPF in the exhaust of diesel Cars and Utes since 2009". As mine is a 2008 vehicle it doesn't need it and therefore is not infringing any regulations, either motoring or insurance.

[PaulC5]

Any reason why you do not want a dpf on your car ? Without it your car will be putting more soot into the environment than it needs to.
I think in the UK when cars have the annual MOT test if a dpf was installed when the car was new it needs to keep it. Our 2004 2.2 hdi C5 had one and I never thought about removing it.

[Stickyfinger]

Any reason why you do not want a dpf on your car ? Without it your car will be putting more soot into the environment than it needs to.
I think in the UK when cars have the annual MOT test if a dpf was installed when the car was new it needs to keep it. Our 2004 2.2 hdi C5 had one and I never thought about removing it.

TBH, that is his choice to make as HIS car is legal without a DPF...it is not any of our business to question what he wants to do within the boundaries of the regulations/laws of NZ...certainly not to approach the question by a passive aggressive "shame on you" question that just hides the flag (not very well) you wish to wave at him.

[PaulC5]

I think you are implying something not intended and a bit upsetting. I have been on the forum for a few years now and this is the first time I can recall anyone having a go at another member.

I am not questioning anything/shaming but simply asking if there is a problem with the dpf. Often people ask things without revealing a fault about which help could be given.

[EdLow]

The reasons for getting rid of the DPF are that it is getting clogged and I am getting the service light on the dashboard for that reason. We only do short journeys in the car with the longest journey usually being 30 minutes. A forced regen needs you doing 60mph for a sustained 20 minutes which is nigh on impossible in our area.

Replacing the DPF is too expensive compared to value of the car and though I can take it off and try to clean it, if I am doing that I would rather gut it and remove it from the ECU as I am legally allowed to.

[PaulC5]

Fair enough. For younger cars people on here have cleaned them with hydrochloric acid (brick acid). A recent topic viewtopic.php?t=89536