Tweet
[Technical]Engine additives and engine cleaning
Let me see if I can explain and enlighten to anybody who might be interested to know a little more about any chemical additive solution (TerraClean and other additives) premium fuel, Methanol or indeed water when introduced into the otherwise dry air intake on our THP engines, or any DGI (gasoline direct injection) engine, as a measure to clean the air intake tract and inlet valves.
Firstly, let's get our heads around a regular port fuel injected engine, this is where we inject under pressure 5-7bar or for the old school, 72-101psi a metered amount of fuel directly into the intake manifold, this is known as a wet intake system, meaning the fuel will continuously wash the inside of the intake manifold, the air intake tract and of corse the all important back of the inlet valve/s.
Even though modern engine emissions require the crankcase to be internally vented, this is no problem to a regular wet intake system (port injection) as the injected fuel will always wash and keep any suspended oil particles from forming within the air intake manifold, air intake tract and the back of the inlet valve/s.
Now let's look at GDI (gasoline direct injection) we have a dry intake system, furthermore to optimise GDI with its amazing MPG statistics, we have to increase the compression ratio to maximise efficiency from the turbo, we also run very very high fuel pressures 50-150bar or for the old school 725-2175psi it's this atomisation of the fuel which gives us the amazing precise control of the fuel to be injected in very very precise amounts, resulting in the incredible MPG.
All this increase in compression pressure generates heat, which in the GDI case on one hand is a good thing, this increase in heat allows for precise fuel control (MPG) and emissions, on the other hand, this increased working heat, is part of the equation to quickly coagulate the suspended oil particles which are vented for the purpose of strict regulated emissions, into the dry air intake system, take note, there is no fuel to wash the air intake system!
Hopefully you will now have an understanding between the two types of fuel systems,
So along come various chemical additive solutions which claim to clean carbon deposit from the troubled back of the inlet valves of a GDI (gasoline direct injection) engine, some claim to do this from adding the chemical additive directly into the petrol tank, how on earth can this clean the back of the inlet valves on a dry intake system ? It simply can't, period.
The only way to clean the inlet tract and back of the inlet valve/s with any chemical additive, premium fuel, Methanol or indeed water is to inject it, under pressure, more on that in a moment, directly into the otherwise dry air intake system.
Taking note of what I have touched upon earlier, you will remember that when we inject the fuel, we do it under pressure, why do we inject fuel under pressure ?
If we didn't squeeze the fuel under pressure, we would have very large fuel droplets (like rain) resulting in very very poor engine MPG and emissions, the greater pressure we put the fuel under, the smaller the formation of the droplet, this is now atomisation, as we continue to squeeze the fuel under pressure, look at the pressure differences between port injection and GDI ^^^ the greater surface area we can cover per single injected metered amount of fuel.
Now before I loose some of you in the depths of fuel atomisation, let's look at some of the facts:
Chemical additives, premium fuel, Methanol and water can all help in combating the gummy carbon deposit, when we inject it directly into a otherwise dry air intake system, so to cover the largest surface area, injecting any of the afore mentioned liquids under pressure is nothing new, it merely increases fuel droplet size to a fine mist (atomization)
With the above mentioned, it's not so much the injection of a chemical additive under pressure which is going to remove our gummy carbon deposit, it's the shear amount of chemical additive injected over a period time frame whilst the engine is running, that said, this is where pressurised metering volume comes into play.
We have our engine idling at 800rpm the inlet valves open and close 6.66 times every second, and I'm sure most if not all of you, can see that any chemical additive, premium fuel, methanol or water injected under pressure (75psi variable) does not spend much time, in contact with the gummy carbon deposit, per injection cycle, only the shear amount of chemical additive, premium fuel, Methanol or water over multiple cycles will see significant results.
But nothing in what I have wrote above, will come close to the walnut shell blasting process, the above methods can only ever be a secondary reduction process.
Firstly, let's get our heads around a regular port fuel injected engine, this is where we inject under pressure 5-7bar or for the old school, 72-101psi a metered amount of fuel directly into the intake manifold, this is known as a wet intake system, meaning the fuel will continuously wash the inside of the intake manifold, the air intake tract and of corse the all important back of the inlet valve/s.
Even though modern engine emissions require the crankcase to be internally vented, this is no problem to a regular wet intake system (port injection) as the injected fuel will always wash and keep any suspended oil particles from forming within the air intake manifold, air intake tract and the back of the inlet valve/s.
Now let's look at GDI (gasoline direct injection) we have a dry intake system, furthermore to optimise GDI with its amazing MPG statistics, we have to increase the compression ratio to maximise efficiency from the turbo, we also run very very high fuel pressures 50-150bar or for the old school 725-2175psi it's this atomisation of the fuel which gives us the amazing precise control of the fuel to be injected in very very precise amounts, resulting in the incredible MPG.
All this increase in compression pressure generates heat, which in the GDI case on one hand is a good thing, this increase in heat allows for precise fuel control (MPG) and emissions, on the other hand, this increased working heat, is part of the equation to quickly coagulate the suspended oil particles which are vented for the purpose of strict regulated emissions, into the dry air intake system, take note, there is no fuel to wash the air intake system!
Hopefully you will now have an understanding between the two types of fuel systems,
So along come various chemical additive solutions which claim to clean carbon deposit from the troubled back of the inlet valves of a GDI (gasoline direct injection) engine, some claim to do this from adding the chemical additive directly into the petrol tank, how on earth can this clean the back of the inlet valves on a dry intake system ? It simply can't, period.
The only way to clean the inlet tract and back of the inlet valve/s with any chemical additive, premium fuel, Methanol or indeed water is to inject it, under pressure, more on that in a moment, directly into the otherwise dry air intake system.
Taking note of what I have touched upon earlier, you will remember that when we inject the fuel, we do it under pressure, why do we inject fuel under pressure ?
If we didn't squeeze the fuel under pressure, we would have very large fuel droplets (like rain) resulting in very very poor engine MPG and emissions, the greater pressure we put the fuel under, the smaller the formation of the droplet, this is now atomisation, as we continue to squeeze the fuel under pressure, look at the pressure differences between port injection and GDI ^^^ the greater surface area we can cover per single injected metered amount of fuel.
Now before I loose some of you in the depths of fuel atomisation, let's look at some of the facts:
Chemical additives, premium fuel, Methanol and water can all help in combating the gummy carbon deposit, when we inject it directly into a otherwise dry air intake system, so to cover the largest surface area, injecting any of the afore mentioned liquids under pressure is nothing new, it merely increases fuel droplet size to a fine mist (atomization)
With the above mentioned, it's not so much the injection of a chemical additive under pressure which is going to remove our gummy carbon deposit, it's the shear amount of chemical additive injected over a period time frame whilst the engine is running, that said, this is where pressurised metering volume comes into play.
We have our engine idling at 800rpm the inlet valves open and close 6.66 times every second, and I'm sure most if not all of you, can see that any chemical additive, premium fuel, methanol or water injected under pressure (75psi variable) does not spend much time, in contact with the gummy carbon deposit, per injection cycle, only the shear amount of chemical additive, premium fuel, Methanol or water over multiple cycles will see significant results.
But nothing in what I have wrote above, will come close to the walnut shell blasting process, the above methods can only ever be a secondary reduction process.
Comment