Mount Intake
Mount Intake
Someone here knows how clean the intake valves?
BMW has a fuel injector mounted at the entrance (before the valve entry) often develop carbon deposits on the back of the intake valves, fuel due to the formation, in effect, sprayed on the valves hot. The Buil-up can affect the flow of intake mixture, resulting in failures, hard starting and Poor fuel economy. Now I am a girl who knows all this and more but I challenge my question. Someone there an answer? a name or a brand or a website? WOW! "Kirsty" is on paper. Girl who really studied or simply IT THIS copy and paste to my site? OH well their stuff appreciate it! These are things that Dad and I DO NOT DISCUSS IN OUR FREE TIME SO THANKS for sharing. Now I want to Y'ALL My "response" * Moly Ventil Sauber Lubro removes these deposits and clean the combustion chambers. I add a box with two or three years deposits successive fuel. Thank you! * (As I said I know my own answers!)
To save a few cents per gallon and increased competition and / or profit margin for gasoline, some suppliers have reduced the amount of detergent added to their fuel or have additives aimed less costly and less effective. Commonly deposit control additives used include polysibutylamine, polyisbutylene succinimide and polyisobutylene phenylamine. However, these same additives also can build up in the stems of the intake valves that makes paste. To avoid these situations, additional additives called "vibrating" also must be added to fuel. But over time, can contribute to the formation of the fuel combustion chamber the compression ratio and octane requirement of the engine. Injectors Dirty outside lean fuel mixture and contribute to the inclination of the misfire, hesitation and even detonation. Cleaning should restore and performance. One is better polyetheramine additives. It keeps the injectors, valves and combustion chambers clean without the help of any additional vibrators - but it costs more double the other additives in common use. How much additive is needed to ensure an adequate level of protection? Industry sources estimate that the recommended level is about 1000 parts per million (ppm) of dispersant detergent in the fuel - gasoline costing less than a penny per gallon supplier. Still, as much as 85% of the gasoline sold contains only one-tenth of the recommended dose, or only 100 ppm of additive. Consequently, using cheap gas contributes to the formation of injector deposits. .. The classic symptoms of dirty injectors are lean misfire, hesitation and rough idle stumbles on acceleration of light, energy loss, and increased hydrocarbon (HC) and carbon monoxide (CO). Detergent Gasoline. In the U.S., the new Top Tier gasolines are certificates to have a sufficient level of detergent to remove deposits from the intake system determined by the High Level Group of GM, BMW, Honda and Toyota. Since minimum performance standards for additives were established by EPA in 1995, most gasoline distributors have reduced the concentration level of detergent additive in their gasoline by up to 50%. Consequently, the ability of a vehicle to maintain stringent Tier 2 emission standards has been hampered, to engine deposits which can have a significant impact on emissions in the service and driver satisfaction. See their website at http:// www.toptiergas.com/ Fuel Additives [Mark Burns] Some fuel additive packages luxury accessories market is very effective in removing deposits from fuel injectors, intake ports, intake valves, combustion chambers and exhaust valves. One the best products available is the complete set of STP Fuel System Cleaner. You can make Techron Techron and other products like Slick 50 and Gumout Regan on the intake valve and clean the combustion chamber. These packages aftermarket can remove any and all deposits in the system if used in high enough doses or repetitive, although there is some risk of contamination of the housing Lube. All deposits in the system are carbon. The structure of injector deposits is different from the structure of the deposits on the valves is different from the structure deposits in the combustion chamber, but all are based on carbon. The chemistry is capable of removing each type of deposit depends on the temperature profile seeing each region and the thermal stability in the detergent additive package. Since 1 October 1993, all buyers of gasoline are required by the federal government under the Clean Air Act amendments, to ensure a minimum level of deposit control additives in the fuel. Up this time, additives to control deposit has been used to differentiate the brand essence. The main sellers of gasoline usually at least a competent package for all grades. Lesser known brands, which rarely Once the additives at all. Approximately thirty percent of gasoline sold additized not. The minimum level of deposit control performance that all gasoline must meet two tests of deposit control standards, the ASTM D 5500-97 BMW intake valve deposits and ASTM D 5598-95 Chrysler 2.2 liter fuel test port using a test fuel injector that includes the sixty-fifth percentile of the parameters of the gravity of fuels in the United States. This requirement federal mandate for gasoline has created a minimum common denominator for performance monitoring suppliers of presentation. gasoline additive have found ways to minimize the amount of additives and "Beat" these two tests. The result was an overall reduction in anti-tank gas mileage USA. Even if a seller of fuel in May have data showing that the additive case once stood the test of the intake valve BMW and Chrysler test fuel injection port, there is no guarantee that the gasoline sold in providing adequate performance engine of any consumer. There are many species commercial, available on the market today, including some major national brands, which when tested in the fleet of test vehicles representing different configurations training, have developed more than 1,000 milligrams of the intake valves. It is ten times the maximum amount of deposit license to move the valve Admission test of BMW. There is even evidence that low levels of deposit control additives used by some distributors of gasoline that actually the core fuel to create higher levels of deposits of the inlet valves on the gasoline engine means that unadditized. One might suggest that consumers in the road today could benefit from the occasional use of an additive package quality aftermarket than ever before. In some species of market, using a package of high-quality treatment of gas certainly is warned if a driver wants a greater degree of assurance that their engines are kept clean. [Paragraph Dave Stevens] The prevailing view seems to be that BG44K is excellent, but very strong, clean, very suitable for use in poor coals or abandonment of the engines, especially considering its cost. I mean, no need to clean the oven Washing dishes. You can try to push through a friendly game store or the automotive supplier or you can try to get one of the car e-tailers. End of injector cleaning page that you can try are AMSOIL PI (by vendors like our S Paul), Chevron Techron (concentrated) and Redline SI. It is roughly the order of preference I saw. Some of the injectors clean house brands (such as GM and Mazda) also stronger than BG44K. There are many other injector cleaning there, some may agree, especially for routine use. Just be sure to avoid the cheaper, solvent-based detergents that can attack the fuel system and injector seals. Periodic use of additives (like almost every year) should be as necessary if you use quality gas, your engine is and providing a reasonable amount of road. If you buy cheaper gas with additives and / or low octane the engine needs or if they stop and go strictly to the conduct, then a more frequent (like every month) may be necessary. Other approaches Deposit Control There are other methods to clean the fuel system with the addition of fuel additives on the secondary market. One is the use of water as described in many publications on this list, is the fuel and induction system empty fuel cleaning faster approach than most places in exchange for oil use and one is high-tech, expensive (some of these machines cost $ 4,000) machine and complex approach. Water is a great reservoir of solvent. It is like steam cleaning the combustion chamber. Unfortunately, heavy elements of fuel and additives for liquid fuels during the combustion process and are not totally burnt. Approximately 25% of consumption of active compounds in the additives (components oligimeric detergent and fluidized) end in the crankcase. These items may or may not be compatible with oil. As you can imagine, the water does not burn. She can escape through the exhaust valve as steam or late May in the crankcase. Want 25% of the total water used in the cleaning process to end in the crankcase? You can immediately change the oil or engine can run long enough and fast enough to distill water. After cleaning or other fuel system, oil should be changed anyway. You can draw your own conclusions about the effects of water in the crankcase and the prospects for this, but you can clean the engine with the same efficiency without the use of an oil insoluble actor. There are some systems that use water in cleaning the fuel system. I believe that these systems generally use some type of machinery very expensive. I do not think they have and more effectively as the fuel and vacuum induction fuel system cleaner. The cars are sensitive to deposits, but not so sensitive. The reservoir / vacuum induction fuel system of fuel, cleans injectors, intake valves and combustion chambers through the action of additive bottle poured into the fuel tank. Included in the vacuum intake system is added through a vacuum line behind the throttle. The purpose of cleaning the intake system is to remove the deposits left by the PCV and the EGR and cleaning assistance intake valves, ports and combustion chambers. A brand that is very efficient and offers a high quality of manufacturing products is Cat Run Rite. The tool used to induce the intake system cleaner into the vacuum line is usually a bottle with a metal tube that connects to a hose with a connector on one end for connection to a vacuum line near the throttle plate in the empty part. There will be no problem as the engine is running, suck in the cleaner. If the engine stops, but the money keeps flowing, you can Hydrolock the damage and engine valves, connecting rods, pistons and seals. These tools often have a gate line and a clear part in the tube after the valve adjustment of feed and monitor the flow of what is a constant infusion. The fluid normally used in the bottle is an air intake / throttle cleaner package. Additized only fuel in the tank passes through the nozzles. Based on what I saw, there are jobs and injector cleaning system on the market. The deposits of the fuel injectors are not a big problem today as they were years ago. New consumers are more resistant to deposits and poor species such as controlling the most deposits of today can not always keep the injectors (and fuel) clean. STP Fuel System Cleaner works very well indeed. Two bottles should have their place and clean the valves, ports and combustion chambers. The fuel tank and induction system Fuel suction cleaning made an immediate difference in the performance of the car. Must have something to do with the EGR and PVC tanks. Can Also, try replacing the PCV. The beauty of the approach of the vacuum induction fuel system do not require a degree in mechanical engineering and a master mechanic certification to operate: pour a bottle into the tank and then find a vacuum hose and suck on a bottle of cleaning the intake system at the entrance. I do not think systems that use expensive machinery actually clean the fuel system, no more. The problem with systems of machines connected to the fuel line is not You can clean the fuel system that is not enough. Cleaning the port fuel injectors can clean injectors, intake ports, valves intake and combustion chambers. Cleaning the vacuum line cleans the entire intake manifold, intake ports, intake valves and the combustion chambers of fuel, while the incorporation of additives to the tank clean injectors, intake ports, intake valves and the combustion chambers, albeit at a slower rate than the fuel in the tank will burn about 350 kilometers. I think the fuel tank empty, set Focus induction of cleaner fuels in May, in effect, provide a more thorough cleaning. Personally, I do not think the expensive and complicated computer systems High pressure has any advantage over the simple method we use. They did, however, have one major drawback in that there are more things that go wrong. Coach is to disconnect the fuel pump and connect the fuel line. There is great potential for disaster with this approach, if the technician is not highly trained. It is quite easy to connect a vacuum line and suck in cleaning solvent. If the blank line is not reconnected properly, the car will not run, but is easy to diagnose and solve. It is also unlikely to burn the car if the technician does not do things correctly. The nutshell cleaning can be done without removing head. This is a difficult and requires proper equipment. You should also make sure to remove all residual shell nuts. In general the additive packages of aftermarket fuel or tank / vacuum induction fuel system clean fuel are probably less intrusive methods. ------------------------------------------- Cooler ------------------------------ ------- Information Links. Here are some links to sites with information on topics of coolant and antifreeze: http://www.team.net/sol/tech/coolant.html This comes from the Automobile Club de Triomphe and analyzes the information base of coolant. This information is Dexcool http://www.texaco.com/products/ product site Texaco. See the following Web sites reference information about the automobile refrigerant http://www.vanagon.com/info/articles/coolants.html http://www.eskimo.com/ ~ Andalus / BMW / all / misc / Notes all_antifreeze_info.html Jaguar Fans Club Jim Crider. Here's a reply from someone who designs cooling systems the vehicle for a living ...... (which would be me): A rigorous analysis with the coefficient of heat transfer of water rights is the way forward. HOWEVER ... water directly has its problems, including lack of certain additives which prevent pump cavitation high speed water, corrosion of the different pieces metal at all engine cooling systems of surfactants to reduce surface tension of the coolant (which lets you "wet" surface of the coolant ducts better) foaming to keep the surface to make big bubbles, and the freezing and boiling points are closer to a mixture of coolant and water .. All those present in the antifreeze / coolant. The anti-foam surfactants are present in Redline Water Wetter. Water Wetter limited to any advantage to a water cooling system using existing business - is adding more of something that is already present in sufficient quantities. There are two types of coolant available good soup base: ethylene glycol (EG) and propylene glycol (PG). Currently, sales of engine products U.S. recommends PG (sold as a refrigerant Arc Sierra brand), the greatest caution against you (see owner's guide). PG has a boiling point over EG (right), but has a low coefficient of heat transfer. Refrigerants for example, also exist in several flavors, depending on the additive package (a below). BTW, is not really PG nontoxic. It is less toxic than, for example, but contains refrigerant PG various additives and variety that are not really good for you. Basically, the less toxic claim applies only if the material is poured directly out of the bottle and on the ground. Do not bother with it. And try * all * used as a low coolant level of hazardous materials. Small quantities can be disposed in the sanitary sewer, but it's better to do with the operator Nice Quick Lube district, to be able to remove your hands and do it in the recycle stream, sometimes for a nominal sum. The green-tinged EG "conventional" refrigerant that we know and love has a whole additive package around a silicate (sometimes also phosphate)-based anti-corrosion additive. It is well established and is a good job. You can go 5 miles carefree years/50K. Years ago, someone thought long refrigerant (the original plan: the life of vehicle) would be a good thing. This led to the organic acids cooling technology (OAT), which is marketed as "DexCool" GM and was filling plant products (except C4 Corvette - not sure Corvette C5) since 1995. Is orange or red-orange things. Someone along the line decided the word "acid" was a bad thing to try to sell, recursively changed OAT Organic Additive Technology. You can go 5 years/100K or 150K miles - unless it is mixed with the liquid refrigerant other. OAT has less resistance to cavitation silicate coolant, and can attack certain sealing materials, so this is not a good idea to convert a coolant during OAT green car unless the manufacturer says is right. OAT also tends to stain translucent plastics in things like overflow bottles and gas cylinders under pressure with a funky crud Brown. Oh, and TAO a manufacturer is not necessarily compatible with another manufacturer OAT. GM and Texaco OEM supplier license "GM DexCool" in their aftermarket packaging. I know of no other company authorized to do so. Many European car manufacturers use a hybrid of the TAO - hOAT (Hybrid Organic Additive Technology - smart, eh?), which is the package of oatmeal with a small amount of silicate added to increase resistance to cavitation and make them less aggressive and cons attached. This is often pale yellow in color. DaimlerChrysler used car lines Since many years, too, including the LH sedans and minivans and the new PT Cruiser. This thing seems to offer almost the best of both worlds - This is not as long as the right of TAO, but the operation is much more complicated than OAT and conventional coolant. Valvoline is now sold in the G-05 Glysantin label Zerex. Note that cross these three different additive packages are not really compatible. No, do not eat the entrails of your radiator, if you mix a little with others in a pinch, but better to have the system flushed out and a fresh mixture of 50/50, whatever your car needs to put back into it. In my own car, I meet a 50/50 EG / W mixture cooling fluid. It was found that the cleaner cars that have liquid cooling system, but if I had a car that came with oat or hOAT factory, probably would stay with her. Anti-corrosion additives, in particular, leave residues on the walls of several passages of the coolant (it's like that work - Layer of waste metals and prevent corrosion), and it is difficult to turn a motor that has been executed with a single style of package to use another package and get the most benefit. The shift from conventional to the TAO, for example, requires a mild acid flush cooling system after the release of liquid cooling system and then pay the benefits if long life OAT coolant OAT corrosion realized. You only pay the TAO, after emptying the treaty may not win the fullness of life adding refrigerant OAT marketing (including Texaco) use as selling points. [Note concerning incompatibilities Texaco rumor:] "We have seen many Sometimes the statement that "in 93 GM models and the other hand, the use of antifreeze is not recommended, because its chemical components can interact with copper welded joints in the radiator. "It was until recently at Motor Trend, which has spread the rumor further. The statement is not true. Havoline Antifreeze Long Term DEX-COOL can be used in any vehicle, including 93 and early model GM vehicles without any problem. It is true that some of the old GM cars uses lead solder in copper and brass radiators, where cars are aluminum. However, Havoline Extended Life Antifreeze DEX-COOL protects solder very high, there is no adverse interaction with the solder or the radiator, and need not be affected. Indeed, although GM has decided to be prudent in the recommendation not DEX-COOL for all old cars Texaco recommended Havoline DEX-COOL for all cars, and is behind the product in all cars. "[Stephen Goldberger] is claimed by the manufacturer to leave a thin layer inhibitor on the metal, causing the enhanced heat transfer, and is said to be less abrasive to the seals of the pump. The inhibitor in "DexCool" formulation is a non-silicate, more along the lines of the European practice of sebacate, but this is not the same. 100,000 5-mile range years is recommended the change is only true for vehicles that had "DexCool" as the original filling, otherwise, it is recommended that respects the original factory change interval. [Notes of Motor Magazine, August 2004] The "DexCool" designation means the coolant passes tests General Motors Performance. DexCool Although not a specific formula, the three brands that have the label (Texaco Havoline, Prestone Extended Life and extended the life Zerex) are quite similar. In particular, they OAT coolants, but the similarities go beyond this basic description. All DexCool far approved the use of refrigerants two organic acid rust / corrosion inhibitors, one called sebacate, the other called 2-EHA (which represents 2-EH). These organic acids are very stable and durable, but take thousands of miles to be fully effective in protecting the cooling passages. GM recommends a change every five years DexCool or 150,000 miles, whichever event occurs first. Like most people drive 15,000 to 20,000 miles per year, this translates into a replacement five years. As shown, Miles Millar necessary to protect the metal exchange is important for this higher life. Although conventional refrigerants, OATS also contain other inhibitors, protection objective. The inhibitor 2-EHA works well in hard water and is more effective than low pH levels sebacate (when the motion of the liquid cooling alkaline end toward the acid side), especially for casting. Well, GM has taken a series of iron engines. Low tide in the cooling passages, gypsum exposed iron oxide. Apparently, after the mold is carried by the flow of coolant, and deposits in heat exchangers. Ended rust powder problems have been so widely observed ... Inhibitor 2-EHA poses another question: is a plasticizer (Softens plastic), so that was blamed for the coolant filtration step attachment. Softening (and the resulting distortion) was reported by Ford, who met with the problems of seal leakage when was tested DexCool a type of formula in their V8 engines. Ford also saw similar problems with other ingredients ... Ford and Chrysler Group uses the G-05, a low silicate no long-phosphate formula specified by Mercedes, including diesel engines for passenger cars. What G-05? It's called hOAT (for technology hybrid organic acids), which is now at frequent intervals, typically 5 years/100, 000 miles. As conventional refrigerants euros, low silicate phosphate of a formula designed to provide analysis of European hard water. The reference to the TAO for hOAT is an inhibitor of organic acid called benzoate, which has actually been used for many years in almost all Americans, Japanese and European liquid cooling system, except now called TAO. Honda and Toyota use a new extended life OAT coolant made with sebacate as the only organic acid 2-EHA. Sebacate is not as effective in combating corrosion in pH levels low, but because it is a problem of cast iron, it seems the Japanese. Honda and Toyota continue to avoid the silicates, but add a dose of phosphate to provide Quick action aluminum protection, especially to cover the water pump after cavitation erosion / corrosion .... One of the problems that can arise is the use of a replacement radiator or heater radiator aftermarket copper-brass with lead solder. We have noted in previous articles inhibitor packages cooling today contain a small amount of copper and brass protection, but may provide little protection if a radiator is made with lead soldering. Test results of the new Toyota standard of the industry in the extended enterprise refrigerant to show a significant weight loss (corrosion) represent a mixture of 50-50 and a coolant mixture of 33% (corrosion of the weld is much more important in this more dilute solution). If you change a radiator or heater core, the aluminum used. Or if an old vehicle and the owner wants the lowest-cost radiator, we could get a set copper and brass unit of soldiers. Latin classics coolant should provide better protection against corrosion of the weld, which may carry restrictions tube and radiator leaks. But illiquid cooling ensures perfect protection. Makeup water. [Council of Prestone and comply with recommendations of other manufacturers] believe that the order of preference so that the water is as follows: 1st choice: the type IV with demineralized water and deionized two. the choice: choice of distilled water following: bottled water (like the grocery store), the last option: Press Note of water a widespread urban legend warns against "distilled water as too aggressive" in a blend refrigerant that is absurd. ---------------------------------------------- ---- ------------------------------ performance brake fluid and comparisons. Blog Archive Brake Fluid Comparison for more information. ---------------------------------------------- ---- ------------------------------ Lubricants: ------------------------------ ---- -------------- ---------------- ---- ------------ Oil Information Links. Check out these links ideal for finding all or most you've ever wanted to know about oil: http://bobistheoilguy.com/ Two excellent reference books are: Synthetic lubricants and high performance functional fluids, 2nd edition, Leslie R. Rudnick and Ronald L. Shubkin, editors, 1999, published by Marcel Dekker, Inc. New York Automotive engine lubrication, Alphonse Schilling, 1972, Scientific Publications Ltd., Broseley, Shropshire, England, translated from French. ------------------------------- ------------------- ------------------------------ Notes oil synthetic. [Tips from Geoff Williams, edited] I spent the last 6 months learning about the oils that work best in my new VW TDI engine. In this process, I found with a lot of information. Let me clarify what follows, I hope that the way to go right (BTW my wife is now the main driver of our car 86 240). 1. Groups oil. American Petroleum Institute (API) has defined five groups (I to V) based lubricants. The system set up three groups (I-III), paraffinic base oils according levels of saturated fats, sulfur and viscosity index (VI) and oils based on PAO (IV) and Ester, PAG and other oils (V). Recent developments non (informal API) by adding "+" categories and a further Group VI: Group I. Mineral oils refined using historical techniques (for example, aromatic solvent extraction, solvent dewaxing, hydrofining to reduce sulfur content). This treatment produces mineral oil with levels Sulfur typically greater than 0.03% with a viscosity index (VI) of less than 90. Group R +: You still have high sulfur content and low saturated fatty acids, but the conditions of treatment were adjusted to a higher VI. This VI, the order of 100-105, provides improved cold start performance and Noack, allowing these oils basis for use in the 10W-30 motor oil with a minimum of group III or II + A correction fluid. Group II. Lightly oil hydrocracking mineral extraction solvent conventional aromatics, solvent dewaxing, and hydrofining more difficult to reduce sulfur levels to less than 0.03% and the elimination of double links of some compounds. The viscosity of approximately 90-100. + Group II: There is now an informal group II + (there is no official definition of the API), that arose from the need to describe the base oil with a viscosity index significantly higher than the 100, which is typical of most base oils in Group II. Group II + base oils produced by refineries after the processing conditions in general have VI in the range of 108 to 115. These base oils offer advantages Performance on the group II oil in some applications of passenger car engine, specifically related to the balance of volatility with low temperature viscometric. Group III. Very mineral oils, hydrotreated with a sulfur content between 0.001 and 0.01% over 120 VI. These are considered VHVI (viscosity populations High base) of minerals. They behave like fibers in VI, but were much higher for the points (-20C to 54C anti-DTP), which must be modified to reduce the point utilization of lower temperature. They have less oxidative stability of group IV or V oils. These products are manufactured in the process patented by Chevron, Shell, Exxon, etc. Group III +: New gas to liquid oils lubricants base values are developed for market introduction in 2005, which will compete with Group III and PAO at a cost similar to Group I. These come in the market for passenger motor oil in response to requests for more 0W oils. They are created using gas catalysis of natural and have properties similar to PAO. Han VI of 140 and used to 0W-XX-XX and 5W motor oil and transmission fluids of ultra-premium. Group IV. Poly-alpha-olefin (PAO), synthetic oils with VI 125-150. ODP group III is significantly higher in low temperature applications without the need for additives to point depressants. Group V. Everything else: esters, ethers, polyalkylene glycol (PAG), synthetic oils with different VI between 100 and 175. Group V may include basic measures of quality rather weak, as oil stocks and commodities of high quality naphthenic base such as esters are esters hygroscopic, causing water to enter the oil, and reactive, adding detergent seal of natural wave, and the solubility characteristics of the oil additives. [Europe Only] VI oils group. They polyinternalolefins (PIO) something like ODP. These oils are not available today anywhere outside of Italy. 2. Synthetic base oils. Group IV base stock is made from the FAO and has been for a time only basis used in the synthetic oil for Group V (esters) has arrived. FAO has a characteristic of the reduction of rubber stamps, and when old cars were switched filtration is usually due to this fact. Cars with new joints used on the basis of the PAO oils from the principle found no withdrawal or escape. The latest and best synthetic oils have begun to integrate a new-based compensation (Group V-esters) that helped keep the rubber shrink. True synthetics are typically Group IV (PAO) mixed with the group V (esters) base oils, like Amsoil. Mobil has started using Direct PAO, passed a very good mixture of PAO and ester then returned again to all Supersyn DTP. Its magnitude of additives does not appear among the best. [Email Mobile: Supersyn Mobil1 oil Motor oil is not a hydrocracking base oil is a Group IV, which is a motor oil base PAO. The owner also anti-wear package, which is a group of synthetic base oils V. The Mobil1 Supersyn is a fully synthetic motor oil, no petroleum additives.] [Comment from Geoff Williams: first (alkylated naphthalene element) has the advantage of PAO and esters that have a better additive solubility and better compatibility with the seals of the 5 lubricants most common motor (PAO, esters (2 types) and mineral oil). This is great news for older shinking vehicles with weak joints that could be more sensitive to one ester and PAO synthetic motor oil base.] 3. Is there a "true synthetic"? Powered by a challenge to the use of Castrol hydrocracked base oils of Group III of its Syntec product, the National Advertising Division of the Council of his better Business Bureau in 1999 led to the definition of "synthetic lubricant" to include the Group III base oils. This decision gave rise to a rapid replacement of PAO oils Group III as $ 1.50 to $ 2 per gallon cost savings: Most oil producers (except Mobil significant) increased synthesis products. There some controversy about claiming VHVI Group III base oils as "synthetic". According to FAO Expert unnamed city in Lubricants World magazine, "The quality of the products in Group III is inconsistent, and their physical properties are different from one manufacturer to another." Marketers used G III base oils VHVI in their lines of "synthesis" includes Castrol (Syntec) Valvoline, and Petro Canada. Those using Group IV and V are included Mobil. According Lubricants World magazine, "The consolidated market in general has seen ... of new blends, new product releases, and changes in formulation, and this continues today. Because vendors do not freely disclose oil formulations, caveat emptor prevails. 4. Oil Longevity. Synthetics are designed to last longer that conventional oils. Change oil every 3,000 miles with synthetic oil or Castrol Syntec is a waste of money. Impe, using Castrol Syntec (which was scheduled for the period of free service) on my VW TDI Turbo Diesel 10.800 miles (the recommended change interval), was found by analysis of engine oil when removed shock has not changed, and additives are not exhausted enough to justify the changes. This was after about 11,000 miles on a turbo diesel. Your Volvo puts less requirements on an on oil in my TDI Running Up here in Michigan at subzero temperatures, and oil still for long. An oil change is 3,000 miles does not make sense for any car, unless you race or you drive less than 10,000 miles per year. For $ 15 you can have your oil analyzed to determine if you are too early or expect change. 5. API standards. Standards set by the API is very easy to satisfy. Search standards Chevy Corvette (GM 4718) if you want a good oil. Or if you want the best protection against wear using an API CH-4 rated synthetic oil. Anyone can make oil to meet most of the rules, but rules are not in the amount of agglomeration or sludge deposits. The additive package and viscosity improvers have more to do with longevity and not pass the tests, but affect the long-term health of your engine. 6. ILSAC standards. The final rule is ILSAC GF-4, a standard developed in 2004 to meet stricter emissions standards and fuel economy provided by the government U.S.. Need a better fuel economy automotive OEMs to meet Corporate Average Fuel Economy (CAFE) limit. They must also provide converters catalysts to reduce emissions of 120,000 miles. Higher quality base oils are an important part of the solution for the GF-4. 7. Viscosity. For the SAE (Society of Automotive Engineers), the viscosity is a measure of an oil thickness or resistance to flow. The lower numbers indicate thinner oil and higher numbers indicate high oil thicker. There are two types of motor oil, single grade and multigrade. Multigrade oil as a 10W-30 are designed to have the viscosity of a SAE 10W Cold oil in combination with the viscosity of a SAE 30 oil at engine operating temperatures, the "W" or "appellation of origin winter suggests that the oil meets viscosity requirements for low temperatures (below 30 ° F). The Chevron site is a good degree http://www.chevron.com/ SAE guide. For example, the kinematic viscosity is measured in centistrokes, the greater the number thicker oil (65 is thicker than 55) The viscosity can be interpreted as an indicator of how the oil is thick, the greater the number thicker more viscous. The base oil viscosity is a good measure of quality oil between 40 and 100 degrees C. At lower temperatures, some base populations (groups I to III) to require point depressants and viscosity improvers may break time. Therefore, comparing the two base oils with the same IV, the best quality oil is at least one with a flow point. What's next is a 5W30 and 0W30 made by the same manufacturer (synthetic base oils: Group IV and V of mixture) ASTM D Kinematic viscosity cSt @ 100C (-445 test) 11.5 and 11.3 cSt kinematic viscosity @ 40 ° C ASTM D (-445 test) 66.00 and 57.3 Viscosity Index (ASTM D2270 test) 170 and 196 However, if we compare Castrol 5W30 and 10W30 ensure (Group I securities basis of non-synthetic:) @ Kinematic viscosity cSt ASTM D-100C (-445 test) 10.7 and 11.3 cSt kinematic viscosity @ 40 ° C ASTM D (Test-445) 63 and 80 However, on the same line of oils, a monograde "SAE 30 Kinematic viscosity cSt @ 100 ° C ASTM D (-445 test) 11.2 Kinematic Viscosity cSt @ 40 ° C (ASTM D-445 test) 93 difference is not much there. . . Here are some facts about his Chevron Supreme Motor Oil (all of the core group II, Syntec, unless they sell a true synthesis:) (numbers below are for 5W30 and 10W30 and 30, respectively) Kinematic viscosity cSt @ 100C: 10.4 and 10.4 and 11.5 viscosity Kinematic cSt at 40 ° C: 62.5 and 69.8 and 101 viscosity index: 155 and 135 and 101 Once the oil is thicker than the first number is growing. Here QuakerState: 5W30 and 10W30 and 30 (all Basic Group II, as Syntec, unless they also sell a true synthetic kinematic viscosity) @ 100C cSt: 10.7 and 11.0 and 11.2 Kinematic Viscosity @ 40 º CCT: 67 and 73.2 and 90.5 Viscosity Index: 155, 140 and 113 are here Penzoil: 5W30 and 10W30 and 30 (all core group II, except for the line weight of 30 which is a group I or refined petroleum solvent) Kinematic viscosity cSt @ 100C: 10.5 and 10.5 and 11.5 Kinematic viscosity @ 40C CCT: 60 and 67.0 and 98 viscosity index: 160 and 140 and 105 Remember that the 5 is just to start and gives you more protection in case of you start your car often, and the last number is what your car is in operation, but it is possible that 30 to almost as big as a 40 weight oil. Will 30 in some cases give better fuel economy weighing 40. Synthetic trucks are designed for cars that burn oil or leak can not operate the cars properly. There is a market, because some people running synthetic and recognize what is superior, but ends with a slight oil leak. Jump to a summary of more weight will help reduce oil consumption. But with a 5W50 has some other problems as well as the creation of a thick layer of horses lead to resistance, push the limits of stability in time. Breeders need a 5W50 viscosity (the W stands for winter) to move a portion of the molecules and lubricants are the first item to break and create deposits in your engine. Volvo does not recommend a single grade engine oil, recommended by several degrees to their engines. Grades should only be used according to manufacturer's recommendation. To improve the viscosity index refers to Lubrizol in evidence in a New York taxi: This test http://www.lubrizol.com/ was very different from the test Consumer-sham-Report/Review New York Taxi, the results are more significant. In short, "the fleet of New York's Taxi Test city offers convincing evidence that the exceptional performance of Lubrizol viscosity modifiers. Despite the difficult operating conditions, the switches of Lubrizol viscosity, combined with Lubrizol group performance, provided the engine cleanliness and durability. Is also maintained their remarkable rheological properties of the intervals extended test, giving consumers additional confidence to the car will start and operate reliably in all weather conditions. 8. Break-in period. The issue of use of a dinosaur / mineral oil as a break in oil is a bit overblown. And since you are using Syntec, you still use a mineral oil, NO synthesis and oil. As I said before, Syntec is a very refined and stabilized mineral oil is not a synthesis in terms you think. Regular oils, Dino - hydrocarbons - oil - what they call, are usually solvent refined a process that leaves a large amount of impurities in oil. Castrol and many other companies are using the hydrocracking process that refines crude oil without the use of separation of solvent, resulting in a clean ultra pure product. But it remains a REGULAR OIL. If you want to change to synthetic oil until you have 10-20k miles on the engine. At this time in your car must be "Broken-in" enough to make you feel comfortable with a REAL synthetics. A couple comments on the breakup of the myths and consumption of synthetic oil after the operation: most times in the new engines Last minute is accompanied by some oil consumption. If this is not the case of an engine switch in the synthesis of principles does not prevent normal break-in. The slip synthesis further extend the term, but provide additional protection and if not hit more speed motor too or loaded the car and climbed a mountain before it breaks in it must be good. 9. Step synthetic oil. As for the transition from a normal synthetic oil, I think is best change once, but you need to make two or three changes before the resumption or early normal drain intervals. I put a pan full In summary, Drive 1,000 miles, change the filter, drive 2000 miles and change oil and filter, then change much after 3000 miles begins either 5, 7.5 or 10 Miles drain intervals with oil. The filter changes are important because the new oil will be the elimination of many of the tanks and filter mud and do not overload. The additional cost and time spent with changes in the early years will be rewarded with a smooth running car, the lower costs (extended drain intervals, and if the appropriate viscosity is selected fuel economy) and a clean engine operation. [High Remarks by Mr. Lube] The synthesis is cleaned a lot of dirt out, which can connect the filter quickly. I saw him come into my shop oil change several more times. I tell people to put the car after a month to change the filter only. It can and will cause some damage. I do not think this a matter of preference or choice really. Rather, the $ 4.00 filter is connected to the switch, and allowed to follow the wisdom of the overwhelming evidence of past experience and advice. Change, and be amazed at how dirty the filter. Check out these sites for more information about oil: it is especially in VW TDI engines: HTML/000625.html also http://tdiforums.abahn.bc.ca/NonCGI/Forum5/ try this: http://www.vtr.org/maintain/lubricants-redline.html lubricant Lubrizol data and the theory of lubrication: oil companies Mobil and http://www.lubrizol.com Chevron to sell products and synthetic good information on their sites. 10. The issues of fuel economy. Lubrizol See the discussion of the effects of oil based on fuel economy: http://www.lubrizol.com [Williams] My personal experience is in line with that and I have seen an increase in fuel consumption 10% (24 mpg to 26.5 mpg) since the passage of a 10W-30 Group I to Group III / IV / V 0W-30 mixture. 11. Synthetic ATF. [Editor's note] In the "knowledge base Lubrizol "www.lubrizol.com website to point out that the heads of two European transport networks of automated vehicles have published specifications for mineral oil against synthetic automatic transmission fluid life. Voith makes 60k km oil change intervals of mineral oil and Group III (hydrocracked semisynthetic) alternative fuels and 120K km intervals on full synthetic oils, both the characteristics Dexron III. 30k km ZF allows for mineral oil, 60K km "part" synthesis, and 120K km for the total synthesis, again in Dexron. This is an indication of the value of synthetic materials in normal use. Mobil 1 ATF is a synthesis complete. ------------------------------------------ -------- oil filter ------------------------------ Information Links. [Tip] For a complete (but very embryonic) study on common brands of oil filters, see: http://www.scuderiaciriani.com/rx7/oil_filter_study/ This study was written by Russ Knize and can be found if it breaks the link for a search on "minimum for" and "oil filter". For more information about filters and filtration media, see: http://www.filtercouncil.org and seek "technical bulletins." Kane Leung deconstructs the W-917 Mann filter used in the B230 series engines, to find: On the whole inner dimension of 3-1/4 "diameter. metal caps on both ends (unlike Fram uses cardboard). An anti-drain valve, A flap consisting of nitrile rubber circle. A strong bypass valve spring with nitrile rubber seal. 90 folds, fairly evenly spaced each hard hit. The role is to maintain separate ribbed folds. The filter measures 2-1/4 fold inches tall, with 89 folds of measuring 25/32 "deep. The trick to press measures 3 / 4 ". Each envelope has 2 faces, for a total of 180 faces the filter surface. (2.25 * 0.78125 * 178) + (2.25 *. 75 * 2 ) get a little more sq.inch 316. Compared with the study of other oil filter there, the giant Ford / Motorcraft FL-1A offers 400 sq.inch filter area. In the same size, Fram PH8 sq.inch offers just 193. With Volvo filters are shorter, you can imagine how the area of filtering, the Fram will. ------------------------------- ------------------- ------------------------------ Adding Oil Information Links. The intention of using Slick 50 and other additives? Check out these documents for more information: The Commission Federal Trade in Article 50 Slick are here: http://www.ftc.gov/opa/1996/9607/slick.htm good general advice: always use high quality lubricants to the proper viscosity range, never use additives, especially petroleum-based PTFE "enhancers". -------------------- ------------------------------ -------------------- ---------- Engine: -------------------------------------- ------------------------------ ------------ Information Links gasoline. For more information on petrol: http://www.repairfaq.org/filipg/AUTO/F_Gasoline.html --------------------------------- ------------------------------ ----------------- Recommendations on 'gasoline engines turbocharged. [Request] What are the octane requirements work best with a turbo? Around here, 90 students with ethanol is widely available, 92 is more expensive, Will 87, 90 or 92 work? [Response 1: Bernard] B230FT The engine is developed for the North American market for its proper functioning in 87 engines octane (ROZ MOZ = 2). In view of today who may not have been the wisest decision. Most drivers appreciate a little more power (maybe B230ET level) and would rather spend 10 cents more per gallon gas. In any case, surprisingly detected a pattern in 700 or early 900 cars, the Bosch Motronic ignition delay is automatic. However, as with many other car models from other manufacturers could well be that someone plays the experience in the purchase of any names of 87 octane gasoline. Many turbo controllers have decided to carry out at least 89 octane gas much even 91octane any time, including me. [Response 2: Phil] I stuck with the ethanol gas well. I can not run 89, so I'm stuck with the 92 most expensive. When the pure gas that makes a noticeable difference in performance. Please can get all that ethanol, but probably have to use the 92. [Editor's note: using the lower octane timing delays, lower power consumption and high engine operating temperatures. Use your own judgments.] -------------------------------------------- Altered ------------------------------------ (peroxide) Areas gasoline. The map shows areas of the EPA's reformulated gasoline in the U.S.: Several reports have been received about the poor quality of reformulated gas valve causing seizures in B230 and B6300 engines driven on short trips with old gasoline. -------------------------------------- ------------ ------------------------------ replacement for gasoline with lead. [Editor] If you have an older engine (for example, many cars in the EU until 1989) that leaded gasoline, now available in many countries, see this Volvo Club liaison in the UK to learn how to deal with their fuel requirements from Volvo. ------ -------------------------------------------- ------------------------------ sulfur or "rotten egg" smell. [Preview: Volvo Tech Council 4 / 6] Hydrogen sulfide is created in the catalytic converter in fuel sulfur. Your risk Increse for short trips in stop-and-go traffic, hot weather, and formulations of the heating in winter. A sulfur concentration of 0.03% may cause odor. Many regular quality fuels containing more than 0.1% of the catalytic converter will not solve the problem: only a low sulfur fuel and premium gasoline work. ----------------------------------------------- --- ------------------------------ For storage, the degradation of the fuel and engine deposits. [Based on advice from Chris Herbst] If you store a car for a long time, be sure to use a fuel stabilizer to remove the varnish and deposit formation. There is some evidence that use of ethanol based fuel in cars is stored in the valve result of serious injury: the tank valve is covered with precipitated rubbery stems in place with rubber tanks and filled the head requires cleaning. View Car Storage tips -------------------------------------------- - ---------------------------------- Volvo Maintenance FAQ for 7xx/9xx/90 Top Car - ------------------------------------ -- -----------------------------------------
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