tractorman wrote:....It does make me wonder if, like mine was, the other problem vehicles were on variable interval servicing....
That would be my thinking.
Ours have always been given oil and filter changes at every 9,400 miles which equates to the recommended intervals (15,000KM) for the cars that used the older (not "long life") type of oil. For this reason the MK7 will have its first oil change at 9,400 and its oil will be replaced by the alternative (non "long-life") spec stuff, also Mobil 1 but without the claims to extra longevity. The tribology boffin at work has examined samples of both types of oil in minute detail and his findings suggest that
the only difference is in
greater quantities of detergents in the older spec, though for the first time ever, tribology learnt something from me
when I pointed out that the
prices are also very different!
The dealership itself advises customers
not to take the long life oil option forward from that first change and I'm inclined to agree with their logic since the last time they had an issue with the old spec oil pump, that was from an engine that had been filled with the "long life" oil at its service. I have a student in placement at the same workshop so have an excuse to visit once a fortnight to complete his assessments.
The internet also has a way of amplifying fault report stats as good news tends not to be interesting and, given the quantity of these engines in use and that so many of these are taxis, it's inevitable that there will be some faults reported but the only information that is accurate is that based on long term use and it's no coincidence that many thousands of taxis using these engines tend not to end up at the side of the road with the oil pressure having dropped fatally, their operators may - in some cases - drive aggressively, take risks and break speed limits but the minicab drivers who stay in business are those who look after their cars better and I'm with them when it comes to deciding whether to go with the great long life oil myth or to have the engine maintained in a manner that far exceeds the requirements of that pointless long oil change interval. Oil change at 9,400 miles vs oil change at 18,800 miles/30,000KM = an extra £65 every 9,400 miles vs a broken engine at a mileage that shouldn't be too much of a reach for any modern motor and that as - sadly - you've found out the hard way, is rather more than the cost of the extra oil changes.
Regarding DPF life expectancy, the taxi trade (as a percentage of those workshop service punters) is getting through these at a rough average across the dealer group's brands from A to whatever begins Z
(they have 300 main and 180 retail dealerships across Scotland and Northumberland and no, aren't Arnold Shark) of 250-300K intervals and that's expected as they wouldn't switch off when it's doing a forced regen. Later cars - depending on spec - complete the process after the driver has put the gearbox in Park, removed the key, locked and left the car which will then switch itself off and yes, that can be a bad thing in enclosed spaces such as underground car parks where that stink of burning rubber can cause people to call the fire brigade (please don't expect me to admit to how I found this out
) but even at that, it's a less counter intuitive new practice to get used with than having a car that needs to be connected to the mains when not in use, I expect the web will soon be filled with complaints about that.
BUT.... Why would there be a DPF on a MK5? Get rid of it by fitting an earlier MK5 exhaust system as you don't have to have one on there and there's a simple DIY replacement for its section of the loom, that's cheaper still than letting it regenerate even when the conditions might not be ideal.
Rich - buy the Mitsubishi/Volvo/DAF thing but
don't break it! 
Whatever. Looks like a useful wagon.