Welcome to QMI Engine Deposit Problems and Solutions Evidence of deposit problems SAE Paper documentation SAE Paper publication process Submit abstract Submit Draft Manuscript Re-submit corrected draft Submit Final Paper SAE Papers considered automotive authority

SAE Deposit Documentation How much documentation? SAE Papers published 1998 to 2003 containing “all the words” Intake manifold deposits …….. 1246 Fuel injector deposits ………… 1091 Intake valve deposits ………… 1866 Combustion chamber deposits … 498 Crankcase deposits …………….. 443

Engine & Component Manufacturers SAE Papers by: BMW Chrysler Ford General Motors Grand Marque [ Mazda Mercedes-Benz Mitsubishi Nissan Orbital Siemens Toyota

Petroleum & Chemical Producers SAE Papers by: Agip Petroli, Amoco, BASF, Chevron, Denso, Esso, Ethyl, Exxon, ExxonMobile, Infinuem, Lubrizol, Mitsubishi Oil Co., Mobile, Nippon Soken, Oronite, Phillips, Shell, Synerject, Texaco

Testing & Research Institutions SAE Papers by: Additive Manufacturers Assn., Air Improvement Resource, Auchland Institute of Technology, Automotive Fuels Consultants, Automotive Testing Labs, CRC Deposit Group, Chalmers University of Technology, EG&G Automotive Research, FEV Motorentechnik, Institute for Technical Chemicals and Petrochemicals, Institute of Applied Thermodynamics

Testing & Research Institutions SAE Papers by: Japan Automobile Manufacturers Association, MIT, OACIS Deposit Workshop, Pennsylvania State University, Petroleum Association of Japan, Princeton University, RWTH Aachen, Rutgers University, Sandia National Laboratory, Southwest Research Institute, State University of New Jersey, University of Kansas, University of Utah, Wayne State University

Deposit Forming Mechanism Running engine cooled Intake air flow, evaporating fuel Engine stops, fuel residues remain No cool air, no evaporating fuel Heat rises, highest temp. after 15-30 minutes Light fuel molecules evaporate Heavy olefins, aromatics (sticky, waxy substances) remain, oxidize and polymerize Forms sticky coating gums, varnish, resins

Repeat Hot Soak Produces Deposits Each engine stoppage produces “hot soak” Sticky coatings build up Repeat hot soak accumulation Bakes into hard carbon deposits

US Driving Conditions Recent study shows 80% cars start at least three times per day 63% trips under 20 miles / 32 km 57% driving in stop-and-go traffic Typical driving produces repeat hot soak deposit forming conditions

Engine Design Problem Deposits most critical engine design problem Adverse effect driveability, emissions, fuel economy How? Deposits interfere with air/fuel ratio, heat transfer, combustion, emissions, operation mechanical components Deposit design changes time consuming Longer for engine “modifications” than “addition of detergents to gasoline”

Emission Controls Increase Deposits PCV routes oily crankcase vapors into intake air EGR adds exhaust heat and carbon particles Oily vapors combine with carbon particles and heat Condense and layer over sticky coating Bake into larger hard, crusty carbon deposits

Fast-Burn “High-Swirl” Engines Intake geometry creates air swirl Calibrated for specific rate of combustion Deposits interfere with swirl pattern Affects “all aspects of operation” 15% restriction can cause 50% power loss

Close Tolerances Fuel injector openings 0.002 inch / 0.05 mm Size of human hair Produces fine mist, cone shaped spray 5% restriction “bad influence on driveability” Reduced evaporation and combustion, less power, increased fuel consumption, increased emissions, etc.

Squish Area Clearance 0.03 in. / 0.7 mm Thin as paper clip Piston deposits “carbon rapping” on cylinder head Causes CCDI Combustion Chamber Deposit Interference

Engine Control Modules Calibrated close to “lean limit” Deposits interfere Upset calibration Cylinder-to-cylinder deposits vary Affect performance, driveablity, emissions, fuel economy Feedback system controls cannot correct imbalance between cylinders

Fuel Variables Increase Deposits Crude oil selection limited Compromises quality Fuel additives lack thermal stability Beyond temperature range “become deposit forming” Catalytic cracking Heavy fractions, sulfur, aromatics Mandated oxygenated/alcohols Gums form during storage

Throttle Body & Intake Manifold Throttle body deposit mechanism Raw fuel blow back Vapor purge gases PCV oily crankcase vapors EGR exhaust carbon particles and heat speeds deposit build up Fuel detergents cannot control

Injector Deposits Deposits inherent in design Capillary action causes weeping at tip Deposit forms during hot soak “No injector totally immune” Tiny deposits cause “streamers” Additive concentrate can clean-up in one tankful

Intake Valve Deposits Restrict air flow Sponge effect Absorbs and releases intake fuel Causes hesitation, surge Insulation effect Insulates fuel from hot valve surfaces Reduces combustion efficiency

Intake Valve Deposits Seeping valve seals Oil reaches valve head, forms deposits Small deposits upset calibration Rough idling, misfire, emissions, power loss, driveability problems Heavy IVD prevent closing Burn valve Destroy engine

Combustion Chamber Deposits CCDs in “all spark ignition engines” Unavoidable product engine combustion Observed early as 1882 Large amounts form in short trips With low coolant temperature, engine speed, load

Combustion Chamber Deposits Hot carbon deposits cause knock/ping Reduced fuel efficiency Power loss Increased emissions “Runaway surface ignition ... hole burned ... short time” “Serious engine damage” “Destroy engines”

Carbon Deposit Knock/Ping 1. Hot carbon deposit pre-ignition 2. Spark plug ignition 3. Flame fronts rush together 4. Pressure spike, “ping” waves Piston damage from long-term pinging

Knock/Ping Damage Combustion pressure reaches 1,200 PSI “Few hundred explosions … Shiny surfaces appear matted” “10,000 shots … surfaces exhibits sandblasted structure” “200,000 shots cavitation-like roughness 0.25mm in depth” “Back wall severely damaged”

CCD Flaking “New field problem” reported 2002 Papers CCD trapped in exhaust valve seat 5,000 - 10,000 miles of “mild, usually urban, driving cycles” Standing engine cools Water condenses on combustion chamber deposit Triggers deposit flaking Trapped in exhaust valve, loss of compression Hard/no start, increased emissions, rough running

Valve Seal and Stem Deposits To improve fuel economy & emissions Reduced spring tension Tighter stem-to-guide clearance Causes “prevalent” valve sticking Poor starting, compression loss “Sticky” valve stem deposits cause valve stick open Cold start driveability problems “Engine damage”

Crankcase Deposits Cold start water condensation Combustion by-products and contaminants Unburned fuel, acids, soot and residues Crankcase becomes sewer Causes piston ring sticking, plugging, breakage Restricts oil flow Carbon reduces heat transfer, traps heat in engine

Direct Injection Engines Direct injection advantages 15 - 30% improved fuel economy 10 - 15% improved power 6 number lower octane requirement Improved volumetric efficiency Air/fuel ratio 60:1 Reduced emissions

Direct Injection Engine Deposits Why not? Texaco 1951, Ford 1968 “severe deposit problems, could not be overcome” Deposit problem continues PCV oil intake valve deposits No fuel washing to remove Injector nozzles exposed hot combustion Deposits “one major obstacle” to direct injection engine becoming reality

Deposit Problems - SAE Conclusion SAE Paper documentation Numerous SAE Papers Extensive testing Demonstrates need for regular FSC maintenance Deposit problems require solution Safe Effective

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