Thursday, August 30, 2012
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...
And taken to the next level...
Wednesday, August 29, 2012
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.”
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.”
Monday, August 20, 2012
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
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.
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
3rd or 4th 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 3rd 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.
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.
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
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