What a poor system the Volvo uses.Affected Mazda to so im led to believe.So now Volvo have rectified the problem does that mean that Bio is an absolute no no or do Volvo owners still use Bio?Because quite clearly if Bio is still used in Volvo cars it cant be to blame.I know my 2.4 mjet has a similar system but only uses no 5 injector during the regen i wounder if Volvo were trying to use all 5 injectors during the burn.It does beg the question what do Volvo expect from an engine half filled with oil and the other half neat diesel?Do they expect to run it in that condition till next service?
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Thanks for your comments but they are a bit of an over-reaction. What is being discussed is normal pump diesel which contains a small percentage of bio diesel. There are two principle systems in use for EU5 compliant engines. One uses the engines fuel system to initiate DPF regeneration (like the Volvo and many others), the other system is to use a seperate additive which is injected into the exhaust downstream of the engine. Volvos CRDI system is Bosch who supply to other makers too, and these have had some issues. I recall X-Trail owners posting threads on caravan forums too. Both early EU 5 systems were not without problems involving clogged DPF but the additive system did not have any potential to affect the engine fuelling/lub systems.
What Volvo have done with the D5 engine is to remap the regeneration fuelling characteristics and as a precauution to address a potential rising sump level they have remaped the engine oil level sensor and reduced the quantity of oil in the sump by just 0.5 litre. Which means the level on a physical dipstick would be at the half way mark. It would be extremley rare for an engine to run on due to a weak mix of diesel and oil in the sump especially if sump levels were checked regularly. A weekly check, or pre long journey check would show a rising sump and level which would surely raise a question in the drivers mind? Then the bore cylinder seal would have to be that poor that the mix of oil and fuel would have to get back into the bore....highly unlikley a well maintained engine. More likley but still very rare is fuelling by leakage across turbo oils seals, but this can happen on any diesel engine not just EU5 or an engine running on modern pump diesel. Having an engine running with a sump half full of fuel and half of oil is a bit OTT.
Many of these Gen 3 D5s are now well into their second 100k miles annd extensively used by the emergency services. Mine has given no problems whatsover and checks using both electronic oil level gauge backed up periodically by checking with the technicians dipstick show no change in oil level over the annual service period, where I average about 10000 mile pa. Anyone doing the full 18500 between services woulnt expect any issues, so its really only a few cars where they are used for short journey operation that may have been, or potentailly been, affected, but Volvo have taken a responsible approach to safeguard the 'fleet". Newer regeneration systems recognise that some drivers dont do long runs so like the new Nissans/Renaults just coming on stream they have exhaust mainfolds in the head with DPF up close to the hot gas stream. The latest Defender uses the Transit 2.0 engine designed for long haul. or city delivery and this regenerates quickly in short hops.
So like the early days of catalysers drivers need to be aware of their system and then there should be no problems. But what is certain is that pump diesel with an percentage of bio deisel is here to stay. Looking at the Volvo Owner Forum the threads on fuelling/DPF issues with the D5 EU5 engines have virtually ceased so in many respects it was as is often the case with Forums a problem that raised more concerns than actually exsisted in reality.
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