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E61 530d "Particle Filter Failure"

BMW forum 5 series car: E12, E28, E34, E39, E60, E61, F07, F10, F11

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E61 530d "Particle Filter Failure"

Postby StuyMac » Wed, 15 Jul 2009 15:56:23 UTC

Not long had this 530d - its covered 75k ('55 plate), and has a FBMWSH with the last particle filter check at 71k.

IDrive service interval says another 120k until replacement.

However, whilst poodling round today, I get the "Particle Filter Failure" message on the IDrive.

Ive done a bit of looking up and see that they should regenerate (this is also a manual, so unlike an auto It cant hold higher revs if needed) on their own. I always run Shell fuel in the car, though since getting it, Im 1/2 way through a bottle of Millers (After seeing recommendations on here) through the car as a matter of cleaning everything out.

Ive given it a 15mile run along the motorway at 70, holding 4th gear which is about 3000rpm, but the message came back.

Anyone suggest any options? Run the millers through the system so its just diesel and try regeneration again? Im not experiencing any funny noises, no lack of performance, and no lack of economy, though it has recently had a bit of town work, and a slowish motorway journey yesterday.

Any advice appreciated :)
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Postby e-maps » Wed, 15 Jul 2009 22:10:59 UTC

You need to get the fault codes read. It could be the actual particle filter or one of the many sensors that can play up. Without a fault code scan you wont know what the problem is.
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Postby fatso158 » Thu, 16 Jul 2009 07:27:31 UTC

Only way to get this sorted is to take it into a garage. The error will keep coming up no matter what you try and do yourself. Trust me, my DPF has failed twice in 3 months (new one had been fitted too).

Even if it is the sensors BMW will tell you it needs replacing and charge £1500+vat to replace. These guys near West London quoted me £180 to force regen, many other indy's i spoke to wouldn't even touch it. Another member here had their DPF successfully regen'd by them. http://www.bwchiptune.co.uk/


How many miles have you done since buying the car and what type of driving have you been doing?
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Postby StuyMac » Thu, 16 Jul 2009 09:38:38 UTC

Does anyone know how the car measures the DPF? Pressure sensor? Lambda type sensor?

Ive done about 1000 miles in a month - mixed driving.
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Postby BMWcare » Thu, 16 Jul 2009 11:30:32 UTC

StuyMac wrote:Does anyone know how the car measures the DPF? Pressure sensor? Lambda type sensor?



DDE uses 2 temperature sensors & 1 exhaust backpressure sensor...

Info on the system:

Diesel particulate filter DDE5.0/6.0/6.2
For heavy vehicles such as the E60, to comply with the EU4 legislation taking effect as of 2005, a coated diesel particulate filter is necessary.
This diesel particulate filter separates the soot particles in the exhaust gas with high efficiency (> 95 %). The diesel particulate filter has no influence on the nitrogen oxide (NOx) emissions; these are reduced by measures inside the engine.
The particulate filter system used at BMW requires no maintenance and is designed to last the service life of the vehicle. A fuel additive for filter regeneration is not necessary for BMW vehicles.
The diesel particulate filter is fitted close to the engine and is located behind the oxidation catalytic converter in the underbody of the vehicle.
The filter element consists of a ceramic monolith made of silicon carbide that is resistant to high temperatures. The filter element is 50 % porous and has been given a platinum-based, catalytic coating. This coating ensures that the soot ignition temperature is reduced, thus ensuring good regeneration characteristics of the particulate filter.

The total weight of the diesel particulate filter is approx. 7.5 kg.
Changes for the particulate filter system
For the actual function of the diesel particulate filter, the following changes have been added:
• Exhaust system with catalytic coated soot particle filter
• Throttle valve for exhaust gas temperature increase within the engine
• Two exhaust gas temperature sensors per row for initiating the filter regeneration (Note:) On the M47TÜ2 engine, there is only one exhaust gas temperature sensor - before the particulate filter)
• An exhaust backpressure sensor to estimate the filter load while the vehicle is being driven
• Extended software of the engine management system

Use
The diesel particulate filter is deployed as follows:
• E60 with M57TÜ/EU4: From 03/04
• E60 with M57TÜ TOP/EU4: From 09/04
• E65 with M57TÜ2: From 03/05
• E60, E83, E90 with M57TÜ2: From 09/05
• E70 with M57TÜ2: From 09/06
• E70, E90, E83 with M57TÜ2 TOP: From 09/06
• All other M57TÜ2 TOP engines: From 03/07



Diesel particle filter in DDE 7
For heavy vehicles, to comply with the EU4 legislation taking effect as of 2005, a coated diesel particle filter is necessary.
This diesel particle filter separates the soot particles in the exhaust gas with high efficiency (> 95 %). The diesel particle filter has no influence on the nitrogen oxide (NOx) emissions; these are reduced by measures inside the engine.
The particle filter system used at BMW requires no maintenance and is designed to last the service life of the vehicle. A fuel additive for filter regeneration is not necessary for BMW vehicles.
The diesel particle filter on N47 engine is at all times fitted close to the engine. (exception: 520 D, right-hand drive vehicles: installation in the underbody)
In an identical way to the previous generations of the BMW diesel engines, with DDE 7 the oxidation catalytic converter and diesel particle filter are fitted in the same housing (see graphics, components 4 and 5). [comparable with the housing solution in the R56 MINI diesel (designation: W16)].

The filter element consists of a ceramic monolith made of silicon carbide that is resistant to high temperatures. The filter element is 50 % porous and has been given a platinum-based, catalytic coating. This coating ensures that the soot ignition temperature is reduced or the reactivity is improved, thus ensuring good regeneration characteristics of the particulate filter.
Components of the new particle filter system:
The components of this system are similar to the implementation in BMW M47TÜ2 (DDE 6.x) diesel engines:
• Exhaust system with catalytic coated soot particle filter
• Throttle valve for exhaust gas temperature increase within the engine
• An exhaust gas temperature sensor before the particle filter and catalytic converter for initiating the filter regeneration. (See graphics, component 2. The ”exhaust gas temperature sensor before the particle filter” that was present in previous diesel generations is no longer required).
• An exhaust backpressure sensor to estimate the filter load while the vehicle is being driven (see graphics, component 3).
• Lambda oxygen sensor before the oxidation catalytic converter to sense the excess-air factor (see graphics, component 1).
• Extended software of the engine management system.

New CBS strategy:
With introduction of the new CBS strategy for BMW diesel models (first deployment: in the E70 as of 09/2006 in DDE 6), the remaining distance for the particle filter can be read out via the control unit functions. As the particle filter is no longer a CBS function, two new faults indicate limited remaining availability:
• Fault 452A appears when the particle filter has exceeded most of the maximum running distance and serves as information/request for competent filter replacement in the BMW workshop.
• Fault 4D4A appears if no measures are taken despite the request for filter replacement being issued and the total running distance of the particle filter has been exceeded.
Differences to DDE 6.x:
The diesel particle filter is used in the engine management system generation DDE 7 as follows and initially in the following versions:
• The DDE 6 fault 4166 ”insufficient flow resistance” is no longer present. The functionality of this diagnosis is still present. The corresponding fault is covered by fault code 45CE.
• All test module references to the swirl-flap actuator test for the DDE 7 implementation mean a test of the electrical swirl-flap actuator. This actuator is different in the DDE 6 and DDE 7 implementation.
Uses:
The diesel particle filter is used in the engine management system generation DDE 7 as follows and initially in the following versions:
• E8x with N47uL and oL left-hand drive and right-hand drive vehicle as of 03/07: engine-proximate particle filter
• E9x with N47uL and oL left-hand drive and right-hand drive vehicle as of 03/07: engine-proximate particle filter
• E6x, E8x and E9x with N47oL left-hand drive as of 09/07: engine-proximate particle filter
• E60 right-hand drive vehicles as of 09/07: installation of the particle filter in the underbody
• E8x and E9x with N47oL right-hand drive vehicle as well as E8x with N47TOP(TL) as of 09/07: engine-proximate particle filter
• Other E6x with N47: engine-proximate catalytic converter
• E83 with N47 left-hand drive and right-hand drive vehicle as of 09/07: engine-proximate particle filter

Regeneration of the particle filter DDE7
The software applications of the engine control units since DDE5 always co-ordinate the management of particle filter regeneration. This means that, in principle and without the driver having to take any action, the system is able to ensure optimised regeneration operation over the entire utilisation phase of the engine. In individual cases (e.g. customer complaints), a service regeneration can be requested in the workshop. To enable service regeneration of the particle filter, regeneration must be requested in the DDE control unit. This is requested using this service function.
The regeneration is requested in that the consumed fuel since the last regeneration is set to a maximum value in the DDE control unit.
The regeneration is started at the next trip as soon as the coolant temperature has reached a value of at least 75 °C and the exhaust-gas temperature before cat. has reached a value of at least 240 °C. Moreover, the fuel level must be at least 10 litres.
The best possible effect of the regeneration is achieved if the vehicle is operated for around 20 minutes at a speed of at least 60 kph that is as constant as possible as of the start of the regeneration. Experience has shown that non-urban driving achieves the best regeneration results.
The current state of any regeneration block, of a regeneration request in the control unit and the regeneration itself can be displayed both in the service function ”Regeneration of particle filter” and in the DDE diagnosis request at the point ”Regeneration particle filter”. Moreover, the distance driven since the last regeneration can be read out.
The following possible states on regeneration are displayed:
• Regeneration blocked
• Regeneration released
• Regeneration in DDE requested
• Regeneration not requested
The following possible statuses of the regeneration are displayed:
• Regeneration active
• Regeneration not active
• Distance driven since (last successful) regeneration in metres
• Calculated total distance driven with the particle filter in kilometres.
• Average fuel consumption per 100 km since filter replacement.
Notes:
In the event of a prematurely cancelled regeneration, the regeneration is started in the next drive cycle as soon as the coolant temperature has returned to a value of 75 °C and the exhaust-gas temperature before cat. has returned to a value of 240 °C.
In the case of a particle filter heavily loaded with soot, it can occur that the regeneration request is blocked again after a short time or is not released.
In this case, it is required to regenerate the particle filter in a motorway / or cross-country trip taking approx. 30 minutes at a speed that is a constant as possible.
Subsequently, the service function ”Regeneration particle filter” must be run again.
Moreover, it also occurs that with a particle filter heavily soiled with soot the exhaust-gas back-pressure becomes so high that problems can occur on reaching breakaway speed. In many cases, this impairs the feasibility of the exhaust backpressure test. A clean regeneration reduces the effect of this problem in many cases and lowers the exhaust-gas back-pressure.
During the regeneration phase and with the engine running, it can also occur that the display for 'Regeneration active' jumps to 'Regeneration not active'. This behaviour can be seen exclusively with the vehicle stationary with the engine running. This behaviour does not impair the scheduled course of the regeneration in general.
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Postby Clavurion » Thu, 16 Jul 2009 12:20:54 UTC

With dealer DIS you can check the sensors and actual exhaust back pressure. There is a test sequence for that. You can also force DPF regeneration to see if that cures things.
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Postby StuyMac » Thu, 16 Jul 2009 12:21:26 UTC

Some very useful info - thanks :)

Anyone got a diagram of the filter and where the sensors are located?
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Postby Clavurion » Thu, 16 Jul 2009 12:32:36 UTC

Exhaust temperature sensor and lambda sensor on top of cat. Exhaust pressure sensor itself is mounted in a bracket on top of exhaust manifold, tubing from before DPF to sensor. CLICK

There is a very thorough explanation of the DPF system in TIS (SI Techniques).
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Postby paulmc » Thu, 16 Jul 2009 12:49:38 UTC

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Postby BMWcare » Thu, 16 Jul 2009 14:41:51 UTC

Clavurion wrote:
There is a very thorough explanation of the DPF system in TIS (SI Techniques).


Here...

http://www.mediafire.com/?sharekey=e61a ... 0a1ae8665a
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Postby StuyMac » Thu, 16 Jul 2009 15:21:05 UTC

All very useful info there chaps - thanks :)

Would I be misinformed then, if I where to take a guess that it could actually be a sensor at fault, rather than the filter (Im sure Ive read somewhere that these should last the service life of the car), and that even if regeneration was taking place, a faulty pressure sensor would constantly flag the fault?

I guess the next step is get it plugged in to a diagnostic machine and try and pin point the part at fault...?
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Postby BMWcare » Thu, 16 Jul 2009 17:21:41 UTC

StuyMac wrote:A

I guess the next step is get it plugged in to a diagnostic machine and try and pin point the part at fault...?


Should have been the 1st step...
:P
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Postby Clavurion » Thu, 16 Jul 2009 20:00:20 UTC



Thats the one. :clap: It's a pity you can't insert the internal links to a pdf file.
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Postby MikeS » Thu, 16 Jul 2009 20:03:41 UTC

Oh, but you can ..... :wink:
Until you've driven a modern diesel of this calibre, you just won't get it!
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Postby Clavurion » Thu, 16 Jul 2009 20:11:59 UTC

MikeS wrote:Oh, but you can ..... :wink:


I think you missed my point. I meant those links in the article leading to other articles related to subject.
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Postby e-maps » Thu, 16 Jul 2009 20:41:21 UTC

StuyMac wrote:All very useful info there chaps - thanks :)

Would I be misinformed then, if I where to take a guess that it could actually be a sensor at fault, rather than the filter (Im sure Ive read somewhere that these should last the service life of the car), and that even if regeneration was taking place, a faulty pressure sensor would constantly flag the fault?

I guess the next step is get it plugged in to a diagnostic machine and try and pin point the part at fault...?


As I mentioned earlier, without a fault code scan all you can do is guess :)

The sensors should last the life of the car but parts do fail. The actual particle filter is a serviceable item, tells you in the I Drive/dash when a new unit is needed, roughly 100k I think from memory.
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DPF

Postby davy-crockett » Thu, 16 Jul 2009 22:10:38 UTC

My E61 2004 525d has just done 136k and the iDrive has just called for the DPF to be replaced.

Shame I wasn't aware of this when I bought the car 3 weeks ago!!
Live and learn.

I have just ordered one to fit myself.....will post again to let you know how it all goes and the details.
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Postby paulmc » Fri, 17 Jul 2009 00:09:27 UTC

All this talk about DPF, for the cost of replacement. Gut the thing and get a remap to turn it off. Result, more power and no more worries :D

Remaps is around £300 to £500 easy :wink:
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Postby Esco54 » Mon, 19 Oct 2009 22:01:55 UTC

Can you turn off the DPF by getting a remap? :roll:
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Postby jas_r_1 » Tue, 20 Oct 2009 07:55:04 UTC

paulmc wrote:All this talk about DPF, for the cost of replacement. Gut the thing and get a remap to turn it off. Result, more power and no more worries :D

Remaps is around £300 to £500 easy :wink:


Who can the DPF be removed from? And if you have already had a remap when the DPF was installed, would another remap need to be done?

After the DPF is removed, apart from more power, what other benefits or even issues could there be?
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