Interesting Porsche info

In the world of Porsche restorations factory original reigns supreme. With the driving dynamics of these machines it would be a shame not to put them to use. I viewed this the other day and thought it was a unique mix of restoration and enthusiasm put to use.

Service drive processes

This is a great guideline and reference point for shop owners, service writers and even technicians.

The Fusion of BG Chemistry and Car

Gary Smith explaining the fusion of BG chemistry. Understanding and knowing this I would consider a must for any tech doing driveabilty diagnosis on late model fuel injected vehicles.

And taken to the next level...

BG 109 case study Ford 6.4

This is a great case study showing the benefits of BG 109 in a diesel application. It has always impressed the techs that utilize it and this helps solidify the benefits. The effects on the DPF are also noted which has been a hot topic as of late.

Designing oil for turbo charged direct injection engines.

This is a pretty decent technical article on oil demands in a direct injection motor. It would be nice if it had more testing data on the increased bearing load portion. I would consider increased bearing loads crucial leading to camshaft and cam follower failure in these motors. The control of oil vapor (NOACK testing) to limit intake valve deposit is also crucial leading to drivability issues and repair costs. The article does highlight a lot of the reasons for utilizing BG MOA and BG 737 in GDI motors.

By Nancy DeMarco

Small and powerful, new turbocharged gasoline direct-injection engines improve fuel economy and lower CO2 emissions, but they present significant challenges for lubrication.

TGDI engines currently account for 15 to 20 percent of new engine production, and in three to four years, their share will double in Europe, Keith Howard, technical manager with Lubrizol’s Engine Oils Group, told the ICIS Asian Base Oils & Lubricants Conference in Singapore in June.

“TGDI penetration is moving very fast,” Howard said, and automakers are increasingly protecting their technologies with in-house engine oil specification tests.

Gasoline direct injection involves injection of the gasoline directly into the combustion chamber, rather than into the intake port, providing power and efficiency benefits, Howard explained. Adding a turbocharger further increases power and efficiency, but also puts significant stress on the engine oil.

Tests show the TGDI engine providing a 24 percent reduction in fuel consumption, 30 percent reduction in engine capacity and 25 percent improvement in CO2 emissions, compared to a port fuel injection engine, the Derbyshire, U.K., based manager said. The TGDI engine is enabling European automakers to meet Europe’s strict CO2 limits and avoid punishing penalties.

In addition, TGDI engines offer performance and drivability benefits, providing the responsiveness of a bigger engine. Virtually every automaker in Europe and North America, Howard said, has embraced or at least introduced the TDGI engine. Domestic Chinese automakers are following fast with their own TGDI technologies.

The key challenges for engine oil in the turbocharged gasoline direct-injection engine are:

- Oil oxidation leading to thickening, sludge and deposits;
- Increased particulates;
- Increased bearing loads; and
- Low speed pre-ignition.

Poor quality fuels and stop-start driving conditions increase the severity of operation.

Lubrizol’s research on TGDI engines has focused on oxidation, thickening and sludge deposits, Howard continued. The company has developed a TGDI engine oxidation and sludge test at its Hazelwood, U.K. laboratory, and conducted field tests in China to confirm the lab results.

Lubrizol found the TGDI engine was much more severe on the engine oil compared to a port fuel injection engine of equivalent power. Using the same fuel and oil, the oil in the TGDI engine tests failed at 160 hours, compared to 240 hours in the port fuel injection engine.

Consistently, Lubrizol found that with low tier oil (API SG level) in the TGDI engine, high temperature oxidation caused viscosity increases and sludge deposits, filter blockage and turbocharger deposits. By contrast, high tier oil (ACEA A3/B4 level plus added performance chemistry for use in developing markets where fuel quality is low) protected the engine.

A 10,000 kilometer field trial in China confirmed that issues seen on the engine dynamometer occurred in the real world, and allowed Lubrizol to assess the effects of local, poor quality fuel. “The results correlated, and the low tier oil couldn’t go 10,000 km,” Howard said. “The engine test demonstrated that oil quality is critical” with the TGDI engine.

More and more, he continued, “OEMs are seeing the need to have specific requirements in the form of their own [engine oil] specifications. Technologies are diverse, and each needs its own specs.”

Good quality base oil is the foundation. “There is much focus on [API] Group III base oils, as they combine very good oxidation stability with other properties and are very cost effective compared to Group IV PAOs.”

Howard highlighted the additive solutions for some of the TGDI challenges. For sludge and deposit protection, you need antioxidants, detergents and dispersants. For fuel dilution, you need the right viscosity, antioxidants, and detergents. For lower quality gasoline, you need antioxidants and detergents. For higher soot levels, you need antiwear additives and dispersants.

OEMs are protecting their TGDI engines by bringing these engine types into industry-wide specification tests, bringing their specific TGDI engines into in-house specification tests, and developing higher performance specs for developing markets, Howard concluded.

And, he added, “no OEM will reduce drain intervals with these engines.”

Oil Service Guide-European Vehicles(Updated)

This is an oil service guide with my recommendations for European vehicles. These are my personal recommendations from my experience both in the field with Northwest BG and previous work with European vehicles. This has been updated to reflect the importance of the corrosion protection and fuel stabilization that the CF5 can provide to protect against ethanol issues. 

Quick guide:
6550 is an oil service kit containing one can of MOA(110) and one can of CF5(203).
109 is a pre oil change oil treatment to safely remove and reduce crankcase oil deposits.


Audi

            1.8T/2.0 FSI/3.0 TFSI/4.2 FSI

Major Oil Service- 6550 and 109 every other oil change.

Minor Oil Service- 6550 on the alternating service.

            2.8/3.0/2.7 Bi-Turbo/3.2 FSI

Major Oil Service- 6550 and 109 every third service.

Minor Oil Service- 6550, two minors then a major.

              TDI Clean diesel

Major Oil Service- 6572K(112/109/244) every other service.

Minor Oil Service- 6571K(112/244) every other service.

Mercedes-Benz

            All FSS service scheduled vehicles

Major Oil Service- 6550 and 109 with the A service.

Minor Oil Service- 6550 with the B service.

            Non FSS vehicles

Major Oil Service- 6550  and 109 every 3^rd or 4^th depending of current conditions

Minor Oil Service- 6550 every non-major

           

BMW

            All factory covered maintenance vehicles.

Major Oil Service- 6550 and 109 every other oil change.

Minor Oil Service- 6550 every other oil change.

            Vehicles with customer scheduled services.

Major Oil Service- 6550 and 109 every 3^rd oil change.

Minor Oil Service- 6550 every non-major

VW

            NA aspirated non-VR configuration motors

Major Oil Service- 6550 and 109 every third service.

Minor Oil Service- 6550, two minors then a major.

            Turbo/FSI/VR configuration motors.

Major Oil Service- 6550 and 109 every other service.

Minor Oil Service- 6550 every non-major.

              TDI
Major Oil Service- 6572K(112/109/244) every other service.
Minor Oil Service- 6571K(112/244) every other service.

Porsche
           Sports Cars (opposed motors)
Major Oil Service- 6550 and 109 every third service.

Minor Oil Service- 6550, two minors then a major.

           Cayenne/Panamera (V and VR motors)

Major Oil Service- 6550 and 109 every other oil change.

Minor Oil Service- 6550 every other oil change.

Information

            This recommendation guide is based on vehicles being maintained at factory service intervals using fluids meeting factory specifications. This guide also attempts to address the nature of individual motor designs and the varying effect those motors have on oil breakdown and deposit formation. I’d recommend adjusting as necessary to fit the client’s specific needs and vehicle maintenance habits.

Visit Broadway Import Auto service in Portland Oregon for repair and servicing of BMW , Mercedes, Audi and other makes.

http://www.broadwayimports.com

Toyota 24V V6 BG Induction service

2902 Induction service performed on a 3.0 24v toyota V6 with 230K on the clock.

Today I performed an induction service on a Toyota Camry that was recommended recently at a local dealer. The vehicle has 230K on the odometer and has served very well for the owners. This vehicle had some intake deposits but not a gross amount that i've grown accustomed to seeing with this kind of mileage. This vehicle receives oil changes and other services on time so that isn't so surprising. I used my scan tool to view vehicle data and everything looked in line and using information from here Scan Tool Info. I personally wouldn't have recommended the service at this time but it did make a difference. 

The throttle plate before.

Note the black carbon ring.

The throttle plate after.

Note the removal of the carbon and cleanliness of the plate

Inside the intake just beyond the plate.

Note the buildup on the walls, the deflector and the thin layer on the back of the plate

Note the buildup on the walls, the deflector and the thin layer on the back of the plate

Inside the intake just after the plate.

Note the the clean walls, deflector and the clean backside of the throttle plate

Note the backside of the plate and the visible casting seam minus deposits

Diesel Fuel info

This is a very informative diesel fuel video. Ideal for fleet managers, service managers and drivability techs. There is another diesel webinar titled Diesel trends Wednesday the 18th at 10am. I have a few invites out already, if interested email me and I'll send an invite your way.

Here are a couple of service videos starting with Diesel Injection,

And Induction.

Audi RS4 Valve deposit buildup/FSI service

Finally getting caught back up, this will be completed soon with pics and technical information from the areas leading RS4 tech.

Transmission service for fleets

Here is some starter info for transmission services.

More info on automatic transmission.

Training for greases

Doing an afternoon of grease training with Russ Blackwell. Very informative!

Ford 6.0 Injectors

The Ford 6.0 injectors are known to be problematic and can be very expensive to replace. Most of the failures have been related to the oil side of the injector that uses crankcase oil pressurized to approx. 3000 psi to fire the injector. With using crankcase oil in the small passages in the injectors you can restrict the passages with oil varnish, oil deposits and soot in suspension in the oil. As the deposits build up in the oil passages the volume and pressures will be effected resulting in the injector firing compromised. The easiest way to see this is to check cylinder balancing rate, you'll be able to see the adjustments to firing made to keep everything even. Utilizing BG's 109 product prior to an oil service will clean those oil passages to great effect slowly dissolving and dispersing the varnishes and deposits. You will see the improvement to cylinder balancing rates in a very impressive manor in scan tool data with an improvement to driveability. Post oil change utilizing a very high quality full synthetic oil like BG's 716 Shear Power and the DOC oil conditioner will reduce the rate at which the oil deposits can form and attach to surfaces in a oil passage.

Here are some TSBs relating to this issue as well as other Ford 6.0 info...

TSB for stiction

TSB for failure and preventive maintenance

BG Air Intake System Cleaner

The BG air intake system cleaner is a very effective way of removing carbon deposits from the intake system. Intakes manifolds will gum up with a combination of fuel vapors and PCV gases leaving a layer of deposits on everything. This layer can disturb the air flow in the intake as well as hinder correct operation of sensors and mechanical devices in the intake. It can put a layer of deposits on the air intake temperature sensor wire effectively insulating it from current intake temps sending false info to the ECU. It can build up behind the throttle plate requiring the throttle plate to increase opening percentage to achieve the same amount of airflow at idle. These are both very common in the 1.8T motor used by VW and Audi. Both of these issues can lead to poor driveability and poor fuel economy. When performing this service the technician has to be very mindful of the simple fact that you are introducing 22oz of fluid into a running engine and being mindful and logical will be your key to success.

A recent Goss' Garage spot on the well respected motor week went over the BG induction, I thought it should shared.

BG Air Intake System Cleaner, Part No. 206

The correct balance of fuel and air entering the combustion chamber is crucial to engine
performance.

The air throttle body assembly controls the air flow into the intake ports where the air
mixes with atomized fuel and swirls into the combustion chamber. Heavy deposits build
up on the back side of the throttle plate, around and behind the plate and in the idle air
control.

BG Air Intake System Cleaner is an extremely effective solvent/degreaser formulation
that quickly removes sticky, heavy deposits which accumulate in the air throttle body
assemblies and plenums of modern, multi-port fuel injected engines. Cleanup reduces
harmful exhaust emissions and restores engine performance. Catalytic converter and
oxygen sensor safe.


And the often discussed 211

Autmotive Business by the Numbers

This is a great webinar for any shop owner, service manager, service advisor or technician.

Gasoline Direct Injection

This is a great piece of Gasoline Direct Injection info from BG and Gary Smith especially for the Audi/VW techs. Contact me if you would like the full file.

Scan Tool and BG Services

Determining the vehicle needs.

The first step is to determine the vehicle needs by using the appropriate scan tool to access OBD readings. Carefully document all readings that can be accessed.

Once all data is documented you’ll review the readings to determine the readings that are out of a normal range for that vehicle. 

Use the readings to determine the type of service needed. The results will determine if an injection service(2910K), induction service(2902) or a combination of the two(2901/2914K) are needed to get the vehicle back into the normal range.

Verify the improvement by checking and documenting scan tool readings again when finished with the service and road test. Go over with the service advisors explaining why the results changed the way they did so it can be accurately relayed back to the customer/client. More info on deposits and DTCs.

Fuel Injection Service (2910K/2901/2914K)

Needle Valve- Deposits can build up in the needle valve leading to a poor and inconsistent spray pattern. The deposits can also restrict flow. A poor spray pattern can result in incomplete combustion and a rich condition from poor fuel atomization or even a lean condition depending on rate of fuel burn.

Injector Pulse Width- Is the number of mili-seconds the injector is open and spraying fuel. Standard varies but a good rule of thumb would be a 2.0-4.0 ms range.

Ignition Timing- Is the timing of the spark in relation to the crankshaft position. This is a value controlled by the ECM/ECU and the Knock sensor. The higher this value the better the vehicle is running. As deposits build up on the tops of the pistons the compression ratio goes up. With the higher compression ration the vehicle can run into pre-ignition issues. The knock sensor detects the pre-ignition and will retard the timing until there is no longer a knock concern. This happens very gradually and the vehicle never noticeable loses power. You’ll see values in the 10-2 degrees before tdc range and post road test you should see the value in the 13-14 range. This is service is best taken care of with the injection service.

Induction/Air Intake Service (2901/2902/2914K)

Throttle Position- The throttle position is the measured opening percentage of the throttle plate. As intake manifold deposits build up the throttle plate will need to open more to overcome the restriction of the built up deposits. This is a value that you can see as high as 7-8% without throwing a check engine light. After an induction service you should see it at 0.8-1.8%. This is something that can be monitored actively during service and usually remedied with the first can of 206.

Temperature Sensor- When looking at the temp sensor with the scan tool you’ll need to verify that the sensor is located in the intake manifold and not in the mass air flow sensor or the air intake tube. If it is located in  the intake manifold it is susceptible to the same intake deposits that the throttle actuator is effected by. The sensor operates by reading the change in resistance across a thin wire at different temperatures. As the deposits build on the wire it becomes insulated to the changes in temperature. This leads to a incorrect fuel mixture which will hurt efficiency and economy.

Calculated engine load- Determined by a combination of different sensors. Mostly Mass air flow readings in regards to current air volume compared to maximum air flow. Throttle position, Intake manifold pressure, Air intake temps sensor and coolant temp all factor in to the reading. This reading you can see as high as 30% in some vehicles but is usually lowered substantially utilizing a BG service. Also once the injection and induction services have been completed you can do a mass air flow sensor cleaning and  possibly lower it the percentage more. This can be greatly effected by a vacuum leak so make sure the reading is taken before and after an induction service with the S-tool. The small vacuum leak between the boot and S-tool will effect this number.

Glow plug removal aid.

Mercedes switched over to the Bosch pencil style glow plugs starting with the 601 motor in 1987 and used all the way until the latest inline diesel Sprinter. These glow plugs are a cylinder head engineers dream with their long and slender compact design but an absolute nightmare to the repair shop tasked with having to replace them. These glow plugs have been known to seize and break upon removal and there are four main reasons this happens all resulting in a very expensive repair bill (Bearing Service in portland charges 300 per broken plug after pulling the head and it being on the bench).

The four reasons the glow plugs will seize and break off in the head have been narrowed down to the threads seizing from corrosion, this will break the glow off without ever turning when attempting to loosen. The long shaft being impacted with carbon, usually resulting in getting 1 to 3 turns before it starts to bind up, creak and groan. The tip being coated in carbon usually is in the 3 to 5 turn range before it binds up, less creaking and groaning with this do to the surface area. Then the last reason for seizing is the tip of the glow plug overheating and being egg shaped, when this happens you are stuck either with most of the threads out or completely out.

The goal of the service is to reduce the chance of breakage where the carbon is to blame. The diesel care and 244 ran through prior to service will usually remove or at least soften the carbon you would be fighting. I personally have been involved in multiple services doing it this way and there has not been one that couldn't be removed(some needed a bit of love'n to get it but no machine shop work).

BG technical

Audi 2.0 FSI oil consumption

Currently Audi is having an oil consumption situation with their 2.0 Fsi motors. There was a piston ring update mid 2006 that resolves an issue with the piston rings losing temper and no longer having outward pressure against the cylinders. Now they are trying different pistons even though it appears that the issue is a build up of oil deposits in the piston ring lands and the oil control ring holes. Audi has also implemented a current service action on the crankcase vent valve and the turbo pipe has been revised. These motors would benefit greatly from a BG 109 oil flush to soften and disperse the oil deposits then follow up with MOA to keep the deposits from building up again. If done every 5k miles the engine would qualify for a lifetime protection plan. These pistons only have 26k miles on them and if the customer was current and on time for all services they would have just received the 3rd oil change. It's possible that deposits could be build up like this after just 2 oil changes.

BG technical

VW TDI

The VW TDI motors have a reputation for plugging up the intake manifolds with carbon deposits. These deposits can build up in the course of 20k miles or so and some can build up sooner. Most of the time when the vehicle makes it into a shop with the lack of power as a concern the intake is so plugged the only option is to pull the intake off and clean it out. If checked at service intervals and monitored a shop has a chance to do a maintenance repair without the removal of the intake. This will result in a more efficient engine, improved fuel economy and reduced maintenance costs which will benefit the customer. I currently have access to the very limited tools VW had BG design and manufacture for doing the maintenance service, very graciously loaned by a local shop. Regular oil changes with DOC can reduce the amount of crankcase vapors in the intake manifold reacting with the EGR gases forming the deposits.

Note this tool set also has the EGR cooler cleaner adapter with 6 psi regulator. This tool set is available for purchase from a local shop, contact for their contact info.

If this would have been caught in time it could have received a maintenance service instead of the repair procedure that was performed.

ZX6R Injection Service.

Carbon Build up, upper injector screen restrictions and injector pintle deposits had developed on a 2008 ZX6R that Ron at RPM had at his shop. We worked together and came up with a procedure that we both thought would alleviate the issue this bike had developed in the first 5,000 miles of operation. Utilizing the VIA tooling with the 210 injection cleaner we hooked up directly to the fuel rail with the tank and fuel pump removed from the bike. We did have the benefit of his dyno for monitoring the bike while the service was being performed. The results were impressive with a 5% power increase and an improved A/F ratio. The reason for such an increase has a lot to do with motorcycles operating open loop fuel injection and cannot correct fuel trim issues like a closed loop automotive injection system utilizing an 02 sensor. Any restriction or deposit formation will effect preset A/F trims at the factory. Even though the run time was a little longer then ideal and we have a few adjustments to the service procedure for next time we were still pleased with the results.  I'll upload the dyno charts when I receive the files. RPM will be the only motorcycle repair facility in the area with the tools, chemicals and more importantly the know how to perform the service.

Rons Performance Motorcycles

16169 SE 106th Avenue Clackamas 97015 Oregon.
Phone: 503 650 9401
http://www.ronsperformance.net/

2007 Tundra Transmission service.

2007 Tundra transmission service.

A friends Tundra was due for a transmission service and he wanted to do everything possible to insure he would get the most life possible out of it. This led to deciding to use a Gen 1 PF5 with 16 quarts of 312 universal synthetic ATF and a 6600 transmission service kit (106 Quick Clean and 310 ATC+). The 312 is suitable replacement for Toyota WS fluid. The used fluid was far darker than expected but cleaned up nice. When doing this service make sure the transmission thermostat is in the bypass position to ensure full fluid flow. This Tundra also has been known to haul some of my favorite motorcycles around so there was a vested interest on my part also.

Dynamic Engine Cleaner

Dynamic Engine Cleaner

A client had a heavily sludge BMW 3-series and needed to find a cleaning solution or motor replacement. The Dynamic Engine Cleaner was used while carefully monitoring engine vitals at all times. I'd call it a success in just a half-hour run time.

Just plain sexy!