DPF Removal – Diesel Particule Filter Removal – DPF Problems


Are you having trouble with your Diesel Particulate Filter (DPF Filter)? We offer a full and effective DPF removal service where we work with some of the worlds leading ECU programmers to produce software to stop the ECU looking for your DPF so the DPF can be removed successfully without logging any error codes or warning lights.

DPF Removal benefits include:

  Increased MPG

  Better Performance

  No expensive repair costs

Mobile DPF Removal service available. We can help your
garage or service centre.

If you would like further information on DPF Removal or would
like to discuss booking your car in, give us call on 0191 385
 or get in touch from our contact page.


A diesel particulate filter, sometimes called a DPF, is a device designed to remove diesel particulate matter or soot from the exhaust gas of a diesel engine. Wall-flow diesel particulate filters usually remove 85% or more of the soot, and can at times (heavily loaded condition) attain soot removal efficiencies of close to 100%. A diesel-powered vehicle equipped with functioning filter will emit no visible smoke from its exhaust pipe.

In addition to collecting the particulate, a method must exist to clean the filter. Some filters are single-use (disposable), while others are designed to burn off the accumulated particulate, either through the use of a catalyst (passive), or through an active technology, such as a fuel burner which heats the filter to soot combustion temperatures, through engine modifications (the engine is set to run a certain specific way when the filter load reaches a pre-determined level, either to heat the exhaust gases, or to produce high amounts of NO2, which will oxidize the particulates at relatively low temperatures), or through other methods. This is known as “filter regeneration”. Sulfur in the fuel interferes with many “regeneration” strategies, so almost all jurisdictions that are interested in the reduction of particulate emissions, are also passing regulations governing fuel sulfur levels.


Filters require more maintenance than catalytic converters. Engine oil ash builds up on the surface of the inlet face of the filter, and will eventually clog the pores. This increases the pressure drop over the filter, which when it reaches 3.6 pounds per square inch (25 kPa) or higher it is capable of causing engine damage. Regular filter maintenance is a necessity.

Regeneration is the process of removing the accumulated soot from the filter. This is done either passively (by adding a catalyst to the filter) or actively. On-board active filter management can use a variety of strategies:

  • Engine management to increase exhaust temperature
  • Use of a fuel borne catalyst to reduce soot burn-out temperature
  • A fuel burner to increase the exhaust temperature
  • A catalytic oxidizer to increase the exhaust temperature, with after injection (HC-Doser)
  • Resistive heating coils to increase the exhaust temperature
  • Microwave energy to increase the particulate temperature

All on-board active systems use extra fuel, whether through burning to heat the DPF, or providing extra power to the DPF’s electrical system, although the use of a fuel borne catalyst reduces the energy required very significantly. Typically a computer monitors one or more sensors that measure back pressure and/or temperature, and based on pre-programmed set points the computer makes decisions on when to activate the regeneration cycle. The additional fuel can be supplied by a metering pump. Running the cycle too often while keeping the back pressure in the exhaust system low will use extra fuel. Not running the regeneration cycle soon enough increases the risk of engine damage and/or uncontrolled regeneration (from an excess of accumulated soot) and possible DPF failure. Quality regeneration software is a necessity for longevity of the active DPF system.

Diesel particulate matter combusts when temperatures above 600 degrees Celsius are attained. This temperature can be reduced to somewhere in the range of 350 to 450 degrees Celsius by use of a fuel borne catalyst. The actual temperature of soot burn-out will depend on the chemistry employed. The start of combustion causes a further increase in temperature. In some cases, in the absence of a fuel borne catalyst, the combustion of the particulate matter can raise temperatures above the structural integrity threshold of the filter material, which can cause catastrophic failure of the substrate. Various strategies have been developed to limit this possibility. Note that unlike a spark-ignited engine, which typically has less than 0.5% oxygen in the exhaust gas stream before the emission control device(s), many diesel engines run above 15% oxygen pre-filter. While the amount of available oxygen makes fast regeneration of a filter possible, it also contributes to runaway regeneration problems.

So if the warnings are ignored the filter can clog up past been able to be regenerated.And they cost £1000+ to replace from the dealers.


Unfortunately the filter can not just be removed as your ECU will look for it and warning lights will show so we work with some of the worlds leading ECU programmers to produce software to stop the ECU looking for your DPF then the DPF can be removed, there are many replacement pipes avaialable or we can remove the filter and repair or replace the pipe after removal.

While the DPF is being removed we can also remap your car to produce more BHP, More Torque and if driven sensibly better MPG.

If you would like further information on DPF Removal or would like to discuss booking your car in, give us call on 0191 385 5585 or get in touch from our contact page.


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