Bought my last diesel..UPDATE!
01 September 2015, 04:21 PM
#1
Bought my last diesel..UPDATE!
Following on from the £375 the **** stra cost me over Easter for a new EGR valve plus fitting in France, I got home to find the Corsa 1.3CDTi off the road.
The youngest has been using it as a daily driver from Scunny to Tinsley, near Sheffield M1 viaduct, and one day last week, on the way home, it lost all power and the engine warning light came on...not the one that tells you to stop, but the one that warns of a fault code stored.
He nursed it home, but we had to get it recovered to a local garage this morning as it wouldn't run. It's been stood since Wednesday night/early hours of Thursday.
They have just rung to say the exhaust is completely blocked and needs a new one, DPF and all, plus the back box was corroded right through.
Cost will be a cool £720 at Non-Vauxhall parts prices, and over £2000 at Vauxhall prices. GOD alone knows what Vauxhall would have charged with their £70 an hour labour.
Reason? Not been thrashed enough.
Now I wouldn't care if it was just that I only drive it a couple of miles round town, but it goes M181, M180, M18, M1, 50 miles each way, four times a week, motorway all way, both directions.
Yet STILL the b@stard has failed.
These modern small diesels are just not fit for purpose
The youngest has been using it as a daily driver from Scunny to Tinsley, near Sheffield M1 viaduct, and one day last week, on the way home, it lost all power and the engine warning light came on...not the one that tells you to stop, but the one that warns of a fault code stored.
He nursed it home, but we had to get it recovered to a local garage this morning as it wouldn't run. It's been stood since Wednesday night/early hours of Thursday.
They have just rung to say the exhaust is completely blocked and needs a new one, DPF and all, plus the back box was corroded right through.
Cost will be a cool £720 at Non-Vauxhall parts prices, and over £2000 at Vauxhall prices. GOD alone knows what Vauxhall would have charged with their £70 an hour labour.
Reason? Not been thrashed enough.
Now I wouldn't care if it was just that I only drive it a couple of miles round town, but it goes M181, M180, M18, M1, 50 miles each way, four times a week, motorway all way, both directions.
Yet STILL the b@stard has failed.
These modern small diesels are just not fit for purpose
Last edited by alcazar; 08 September 2015 at 11:32 AM.
01 September 2015, 05:40 PM
#3
Scooby Regular
Join Date: Jul 2005
Location: Sunny Abu Dhabi!
Posts: 446
Likes: 0
Received 0 Likes
on
0 Posts
Agreed - DPFs are a total pain in the proverbial.
Modern diesel engines have more sensors and actuators than petrol cars - more to go wrong.
Gone are the days of a simple mechanical fuel pump.
All are now high pressure, common rail with very fine tolerances and opportunities to fail.
Modern diesel engines have more sensors and actuators than petrol cars - more to go wrong.
Gone are the days of a simple mechanical fuel pump.
All are now high pressure, common rail with very fine tolerances and opportunities to fail.
01 September 2015, 05:47 PM
#4
It blew a turbo a few months ago, and not being pushed a bit was put down as the sole cause for the failure by Vauxhall.
01 September 2015, 06:19 PM
#5
Erm...do not replace the DPF, unless its actually fell apart (doubt it as it pretty high grade stainless steel)...Get it cleaned out.
...three bolts and two nuts on the clamp, couple of hoses and out it drops.
An airline can be enough to blow it out to get it able to run and regen, but truckwash and a jetwasher (with a fanjet, not pencil jet) is better albeit not very environmentally friendly (on the flipside you potentially aren't binning a potentially re-usable DPF into a landfill).
Then once running...find the CAUSE of it blocking. There will be a problem that caused it to produce excessive soot or not regenerate. The reason "not being thrashed enough" is IMO utter bollocks and is your typical DPF old wives tale.
...three bolts and two nuts on the clamp, couple of hoses and out it drops.
An airline can be enough to blow it out to get it able to run and regen, but truckwash and a jetwasher (with a fanjet, not pencil jet) is better albeit not very environmentally friendly (on the flipside you potentially aren't binning a potentially re-usable DPF into a landfill).
Then once running...find the CAUSE of it blocking. There will be a problem that caused it to produce excessive soot or not regenerate. The reason "not being thrashed enough" is IMO utter bollocks and is your typical DPF old wives tale.
Last edited by ALi-B; 01 September 2015 at 06:21 PM.
01 September 2015, 06:52 PM
#6
Scooby Regular
Join Date: Nov 2003
Location: riding the crest of a wave ...
Posts: 46,493
Likes: 0
Received 13 Likes
on
12 Posts
But if you can't trust a garage to tell you this .....
I think the pushing of diesel for social domestic pleasure has to been one the biggest cons in motoring history...
at least until plugin electric came along
I think the pushing of diesel for social domestic pleasure has to been one the biggest cons in motoring history...
at least until plugin electric came along
Last edited by dpb; 01 September 2015 at 08:17 PM.
01 September 2015, 08:44 PM
#7
Scooby Regular
Join Date: Aug 2012
Location: UK
Posts: 230
Likes: 0
Received 0 Likes
on
0 Posts
Corsa 1.3 CDTi here as well, Seized variable vanes due to not enough thrash. Probably about right as I used to get over 60mpg out of it. It used to try to kill me regularly by overboosting and going into limp mode when overtaking. Moved it on.....
Trending Topics
02 September 2015, 12:33 AM
#9
Following on from the £375 the **** stra cost me over Easter for a new EGR valve plus fitting in France, I got home to find the Corsa 1.3CDTi off the road.
The youngest has been using it as a daily driver from Scunny to Tinsley, near Sheffield M1 viaduct, and one day last week, on the way home, it lost all power and the engine warning light came on...not the one that tells you to stop, but the one that warns of a fault code stored.
He nursed it home, but we had to get it recovered to a local garage this morning as it wouldn't run. It's been stood since Wednesday night/early hours of Thursday.
They have just rung to say the exhaust is completely blocked and needs a new one, DPF and all, plus the back box was corroded right through.
Cost will be a cool £720 at Non-Vauxhall parts prices, and over £2000 at Vauxhall prices. GOD alone knows what Vauxhall would have charged with their £70 an hour labour.
Reason? Not been thrashed enough.
Now I wouldn't care if it was just that I only drive it a couple of miles round town, but it goes M181, M180, M18, M1, 50 miles each way, four times a week, motorway all way, both directions.
Yet STILL the b@stard has failed.
These modern small diesels are just not fit for purpose
The youngest has been using it as a daily driver from Scunny to Tinsley, near Sheffield M1 viaduct, and one day last week, on the way home, it lost all power and the engine warning light came on...not the one that tells you to stop, but the one that warns of a fault code stored.
He nursed it home, but we had to get it recovered to a local garage this morning as it wouldn't run. It's been stood since Wednesday night/early hours of Thursday.
They have just rung to say the exhaust is completely blocked and needs a new one, DPF and all, plus the back box was corroded right through.
Cost will be a cool £720 at Non-Vauxhall parts prices, and over £2000 at Vauxhall prices. GOD alone knows what Vauxhall would have charged with their £70 an hour labour.
Reason? Not been thrashed enough.
Now I wouldn't care if it was just that I only drive it a couple of miles round town, but it goes M181, M180, M18, M1, 50 miles each way, four times a week, motorway all way, both directions.
Yet STILL the b@stard has failed.
These modern small diesels are just not fit for purpose
I don't thing the problem word is "diesel" here I think it is more likely to be "Vauxhall". Not what they used to be.
02 September 2015, 09:49 AM
#10
Scooby Regular
Erm...do not replace the DPF, unless its actually fell apart (doubt it as it pretty high grade stainless steel)...Get it cleaned out.
...three bolts and two nuts on the clamp, couple of hoses and out it drops.
An airline can be enough to blow it out to get it able to run and regen, but truckwash and a jetwasher (with a fanjet, not pencil jet) is better albeit not very environmentally friendly (on the flipside you potentially aren't binning a potentially re-usable DPF into a landfill).
Then once running...find the CAUSE of it blocking. There will be a problem that caused it to produce excessive soot or not regenerate. The reason "not being thrashed enough" is IMO utter bollocks and is your typical DPF old wives tale.
...three bolts and two nuts on the clamp, couple of hoses and out it drops.
An airline can be enough to blow it out to get it able to run and regen, but truckwash and a jetwasher (with a fanjet, not pencil jet) is better albeit not very environmentally friendly (on the flipside you potentially aren't binning a potentially re-usable DPF into a landfill).
Then once running...find the CAUSE of it blocking. There will be a problem that caused it to produce excessive soot or not regenerate. The reason "not being thrashed enough" is IMO utter bollocks and is your typical DPF old wives tale.
Ali
How much of these problems, if any, would you put down to the extended service intervals and problems not being picked up earlier?
02 September 2015, 12:59 PM
#11
Scooby Regular
Modern diesel car garage bills can be scary when they go wrong!
I think I will stick with the old TDDI MK3 Mondeo till the clutch & flywheel give up the ghost.
I think I will stick with the old TDDI MK3 Mondeo till the clutch & flywheel give up the ghost.
02 September 2015, 01:30 PM
#13
Depends on a few things; On if the service schedule for that model of car specifically says to check and report on any stored codes; Some don't. And if the vehicle reports any faults on the dash that would prevent the DPF regenerating during normal driving; again, some don't. So a service alone may not pick up on a underlying fault.
Other related issues that could cause DPF problem which servicing would prevent mainly circles around the oil thinning out with fuel causing more to be burnt, and/or teh oil level increasing above the max which if a oil level/quality sensor is fitted can stop the dpf from regenerating, but not always report as a fault on the dash (depending on make/model/year). Obviously the oil issue compounds further on extended change intervals as diluted/degraded oil will cause more engine and turbo wear.
02 September 2015, 10:59 PM
#17
Scooby Regular
iTrader: (22)
Join Date: May 2006
Location: Doncaster, S. Yorks.
Posts: 21,415
Received 0 Likes
on
0 Posts
Ali, I never found out (aside from that dodgy thermostat not getting upto temp properly), what else could be killed my 330D's DPF.
The ABS hydro module just went on it too, about 3 weeks ago. £1,657+vat for a new one from BMW
Thavks Mr RAC warranty, my bill was only £138 
The ABS hydro module just went on it too, about 3 weeks ago. £1,657+vat for a new one from BMW
Thavks Mr RAC warranty, my bill was only £138
02 September 2015, 11:39 PM
#18
IIRC,choc, yours refused to actively regenerate after it had already became clogged from faulty thermostat(s) and glowplug failure.
There is a back pressure threshold that if exceeded active regeneration is no longer possible...it has to be removed and cleaned. Or chance it with a magic potion which has its own risks.
On cars where its difficult to access to manually clean it, it becomes difficult to justify the labour costs of removing, cleaning it, refitting it and extended road tests with questionable success vs gutting it. However when its just three bolts and a clamp, its a no brainer.
There is a back pressure threshold that if exceeded active regeneration is no longer possible...it has to be removed and cleaned. Or chance it with a magic potion which has its own risks.
On cars where its difficult to access to manually clean it, it becomes difficult to justify the labour costs of removing, cleaning it, refitting it and extended road tests with questionable success vs gutting it. However when its just three bolts and a clamp, its a no brainer.
Last edited by ALi-B; 02 September 2015 at 11:40 PM.
03 September 2015, 05:02 AM
#21
I'm going back to petrol as soon as I can anyway
Think diesels ,like the 'green ' thing have been a complete con :-(
Think diesels ,like the 'green ' thing have been a complete con :-(
03 September 2015, 05:28 AM
#22
Scooby Regular
iTrader: (22)
Join Date: May 2006
Location: Doncaster, S. Yorks.
Posts: 21,415
Received 0 Likes
on
0 Posts
Got all 4 of these codes simultaneously:
CC ID 24
CC ID 50
CD ID 354
CC ID 236
This let me identify them, https://wiki.bentleypublishers.com/p...t/view/9633840
03 September 2015, 01:32 PM
#23
Just avoid direct injected petrols; otherwise you could well end up in the same boat.
I cry a little everytime one comes in with a problem; not only they are very expensive to fix, they are an **** to accurately diagnose; If you research on how stratified charge works, and what they do to make it work on a petrol engine, combined with the required emissions controls (because stratified charge alone creates lots of nasty NoX emissions), its little wonder direct petrol injection is such a pig for long term reliability.
Here's some "light" reading on Toyota's 1AS-FSE: http://www.ft86club.com/forums/attac...1&d=1326052791
Last edited by ALi-B; 03 September 2015 at 01:34 PM.
08 September 2015, 11:33 AM
#24
Well, they got it rebuilt yesterday, but it wouldn't run right.
So they found out that the MAF is faulty, probably caused by the air filter which is filled with soot from the exhaust blowing all over the place when it blocked.
Now we are awaiting the correct MAF arriving and the bill rises ever higher.......
So they found out that the MAF is faulty, probably caused by the air filter which is filled with soot from the exhaust blowing all over the place when it blocked.
Now we are awaiting the correct MAF arriving and the bill rises ever higher.......
09 September 2015, 04:02 PM
#30
Scooby Regular
I had the same problem on my Octavia rs,bought the car new and the sodding dpf just p1ssed me off.even after driving to Prague and back four days later the light would come on.Skoda wanted to charge something like £300.00 to put the car on their machine and clear the dpf etc.but I got it sorted at a vag garage £120.00 shortly after I sold the car.shame really because it only had done 30,000 miles and was a nice car 2.0 ltr turbo,great for Prague fuel up in UK and again in Frankfurt and still have over quarter tank fuel when I got to Prague.But couldn't stand that dpf any longer.