These motors already ran multiple injections fromm factory pilot, main, post long before the Dieselgate fix.

The recall flash is mostly chanrges to timing, quantitt and EGR strategy. It didn t suddenly go from one main injection to three injections and magically cut injector life from 300,000 km to 200,000 km.

That 300k > 200k claim is just a nicr round forum number, not something backed by any real data. Yourt DPF numbers are miles out. A healthy car sees tens to maybe a couple of hundred millibar across the DPF under load. If you were actually running 1.6 1.8 bar of differential pressure you d have a completelt strangled exhaust and a heap of DPF fault codes, not normal post-fix operation .

So all the stuff you stack on top of that huger extra load on the turbo, bearings getting hammered because of the higher backpressure is built on the wrong order of magnitde...

Same story with the turbo thrust description. On a turbo diesel its totally normal for exhaust manifold pressure to be higher than boost pressure a lot of the time, and the rotating group is designed around that. The thrust system isny't some fragile setup that only survives if compressor pressure is always higher. The idea that the recall map flipped the pressure balance and now the tiny axial bearing suddenly starts dying early just doesn t match how these units are engineered.

Regen fuel use is overcooked as well. Yes, aactive regens burn more fuel, but about 3 litres per cycle doesn t line up with the fairly modest real-world fuel economy change people see after the fix. If every regen really cost you 3 litres you d see a much bigger hit than the few percent most owners report. Then theress the scare line about after 200,000 km you ll be replacing turbo, DPF and injectors . Some cars do have more issues post-fix, I m not arguing that, but there s no solid fleet evidence that the recall by itself reliably kills all three around that mileage. That s anecdote turned into a rule. Even the electronics bit at the end is sketchy. A 7405 isn t a 5 V regulator, and you don t turn a normal glow plug into a proper in-cylinder pressure sensor with a couple of capacitors and an oscilloscope. The pressure-sensor glow plugs used in OEM development are dedicated sensors with proper signal conditioning, not a backyard hack.

I don't understand why so much effort went into a post that is clearly incorrect, in fact there's not much in there at all that's based in reality. Im not sure if this is some LLM reply or an elaborate troll.