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Thread: What causes inlet manifold deposits, and how do you avoid them?

  1. #1
    Join Date
    Oct 2007
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    What causes inlet manifold deposits, and how do you avoid them?

    Diesel inlet deposits are caused by excessive combustion soot migrating through your EGR valve and into the inlet manifold, where it mixes with excessive oil vapour from the crankcase breather, to form the tacky goo.

    Be aware that this is just one symptom of a bigger problem at play. EGRs will also be coked heavily at this stage! Piston rings will be fouled to varying degrees to create that excess blow-by! Carbon build will be present in combustion and exhaust spaces as well as turbochargers! If you have a Diesel Particulate Filter, you would already have had regeneration issues.

    The causes can be as simple as too much city driving, which leads to carboning up. If you’ve ever noticed your fuel filter media looking black, then here’s another cause.

    Common Rail Diesels run very high fuel system pressures and fine tolerances. And that, combined with engine temperatures, results in higher fuel temperatures. Those temps and pressure can break the fuel down (black fuel filter) within the fuel circuit, leaving deposits and loss of important fuel lubrication.

    As a direct result, injectors can become fouled and/or the poor fuel lubricity causes sticking, and hesitation of injector response. Remember, those injectors need to squirt as much as 7 or more times per firing! That requires instant response! It can mean too much fuel (think injector rattle & lots more combustion soot) or too little (power loss, rough running).

    Many people fit an oil catch can to remove the oily fumes, and if working efficiently, this prevents the build-up. Catch cans are great insurance, but they don’t fix the root cause of the problem. Carbon will still be problematic through the engine itself.

    Cost Effective Maintenance have been extremely successful with corrective maintenance for this issue. What needs to occur is cleaning up sticking piston rings, fouled injectors and pumps, decarbonizing through combustion and exhaust spaces, turbos, cat convertors and DPFs.

    Clean the oil side with Flushing Oil Concentrate. It will safely remove all sludge, and particularly will disperse carbon from piston ring grooves, to optimize compression and minimize blow-by.

    Two products are needed in the fuel, to both correct and eliminate the problem: CRD Fuel Enhancer to clean up fuel pumps and injectors, and also strongly boost the fuel lubricity to restore instant and accurate injector response.

    FTC Decarbonizer burns the diesel cleaner to ensure minimal soot production, and actively burn off carbon from combustion and exhaust spaces, turbos, cat convertors and DPFs. It keeps inlet manifolds, throttle bodies and EGRs clean, and if not badly fouled these parts tend to clean up over time. These two products also improve engine performance and economy. Your engine will thank you for it.

    If inlets and EGRs are causing problems, then manual cleaning is recommended.

    For more information: engine problems solved - Cost Effective Maintenance
    Or just give Brid, Jimmy or Matt a call on Ph 07 3376 6188

  2. #2
    Join Date
    Aug 2019
    Location
    Brisbane
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    FTC Decarboniser

    I've just run through my first litre of FTC over roughly 12,000 kilometres in a TDV6
    Commenced using it at about 175,000k and now up to 188,000+ k.

    Recently the torque has increased quite noticeably - engine power seems much the same - it'll still blow a diesel cloud under hard acceleration but under calm conditions there's little sign.
    Vehicle is running at lower revs, shifting down gears sooner, and holding longer before kicking down on inclines at road speed.
    Fuel consumption has improved by about 10%
    After discussion with a diesel mechanic I'm attributing this to the turbo running cleaner - it seems to be the 'variable vane' type so decarbonisation may have cleaned up the turbo leading to better turbo response - hence increase in torque with lower revs.
    Engine is definitely running sweetly, with excellent response, and seemingly 100 to 200rpm lower across the speed range but really noticeable at highway speeds and up hills.

  3. #3
    Join Date
    Jan 1970
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    Adelaide - Torrens Park
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    Quote Originally Posted by Staf View Post
    seemingly 100 to 200rpm lower across the speed range but really noticeable at highway speeds and up hills.
    There won't be any difference at highway speeds. Your vehicle has a lock up clutch in the torque convertor, so the relationship of speed to engine revs is set by the transmission ratios.

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