GDI Tech
New Member
- Joined
- October 12, 2016
- Messages
- 6
- Reaction score
- 6
- Year, Model & Trim Level
- 2013 F150 Ecoboost
For 2017 Ford added the small port injectors in like Audi/Toyota and others have and that offers a slight reduction in rate of coking, etc. but adds to knock incidence with a combustible mixture now present during the compression stroke where true GDI has no combustibles present until just before ignition.My order for a JLT catch can has been placed and it should be here in two weeks or so.
My EX Sport is just hitting the 12K mile mark and I found evidence of PCV vapor sludge in and around the CAC openings ( I removed the entire tube off, along with the rear blow off valve reirculation tube).
Hopefully this will mitigate carbon build-up and I highly recommend those with the EB engines to do the same.
You mention jlt, all the testing of that can comes out showing only a fraction of the oil most and other contaminates that cause these issues is trapped. I know they did make changes after this test:
http://themustangsource.com/forums/f726/jlt-vs-rx-catch-can-results-part-2-a-532449/
But subsequent tests done the same don't show much better, and this one as well:
http://www.f150forum.com/f70/5-0-upr-vs-rx-catch-can-effectiveness-test-254381/
and more examples, but there are so many cheap counterfeits out there now. Only teamrxp.com seems to have the genuine ones anymore:
http://www.f150online.com/forums/v6...rx-catchcan-system-results-after-install.html
The threads always get closed when the final results come in though.
GDI engines cannot tolerate any of this ingestion, so even though there are a ton of cans out there, only a couple actually stop enough to really benefit the engine long term.
Tons of changes and attempts by the automakers to address this, and the latest GDI engines all are seeing coking at app. 50% of 4-5 years ago, but the other issues, mainly fuel dilution and other contaminates mixing with the engine oil are causing far greater wear. So as the ecoboost only uses the intake manifold vacuum for evacuating these compounds before they can settle and mix with the oil, and these turbo's so efficient, only at idel and deceleration are these removed with the PCV system as it comes from the factory, and most catchcans not doing anything to correct that little is gained other than the "placebo effect" of seeing them catch some gunk. All catch some gunk. The cans the Hawaii user is talking about uses an alternate suction source like the new Audi's. So a series of checkvalves automatically default to the strongest suction source to evacuate at all times correcting all of these issues. When the turbos, that spin up so quickly cancel any usable vacuum present in the intake manifold no evacuation takes place, and instead pressure builds and all of these contaminates entering as blow-by accumulate and settle in the crankcase. Once the pressure builds to a certain point , it seeks the path of least resistance which is backwards out the fresh side of the PCV system out and into the turbo inlet on that side. This is then pushed into the CAC (intercooler) where it condenses and accumulates as a liquid "gunk". But much settles and contaminates the engine oil as the oil analysis shows.
So many well intended owners are installing "catchcans" that will catch some oil, etc. but allow most of this to still get past these cans.
If interested, just ask. I can share tons of data from oil analysis and different examples of the effects of intake valve coking on power over time, etc. as well as where the main premature wear is occurring. Valve guides, made of a softer brass alloy are now wearing for the first time since the carburetor went away with no fuel to wash and cool them, the abrasive build up on the stems is pulled into the guides, so they wear the quickest. Then bearings, mains and rods first, cam bearings not far behind. Timing chain stretch and wear is the most covered by the media from this oil contamination, and the lubrication companies are really scrambling as well since the 10k oil change no longer is soon enough. Only using a full synthetic oil slows the coking rate as well as the syn blends leave many times the sludge and other residue when burned.
Any technical questions, just ask. Most of what the consumer needs to know to get these to last like our old port injection engines the automakers are keeping from the public. GM has dropped engine warranty on GDI engines to 60k miles from 100k, Ford down to 36k, and more reductions may follow due to these issues.