Inspection Tips For Chain-Driven Water Pumps
Why Alternators Are Subject To Ripple Voltage
Exhaust Gas Recirculation Operation and Diagnostics
Clearing Up Import Coolant Confusion
Inspection Tips For Chain-Driven Water Pumps
Why Alternators Are Subject To Ripple Voltage
Exhaust Gas Recirculation Operation and Diagnostics
Clearing Up Import Coolant Confusion
Gasoline Direct Injection: Total System Diagnostics
Sponsored By Carter Fuel Systems
Modern gasoline direct injection (GDI) engines have two fuel pump opportunities. You still have an electric pump in the tank, but a high-pressure fuel pump is on the engine. These two pumps work in unison, so the correct quantity of fuel is injected directly into the cylinder. If either pump can’t generate the pressure or volume commanded by the engine management system, it will cause driveability issues. In a 45-minute webinar, the experts from Carter Engineered Fuel Pumps will train you on how to diagnose the entire fuel system of a GDI vehicle.
Speakers Julio Ortego, Engineering Manager, Repair Products Andrew Markel, Director of Technical Content, ShopOwner
Sponsored By Carter Fuel Systems
ShopOwner includes technical and management content and is free to download and read.
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Underhood Service targets repair shops that derive 50 percent or more of their revenue from the service and repair of under-the-hood systems. The expanding amount of knowledge and capital needed to keep up with technological advances has led these shop owners to concentrate on underhood systems, while also offering preventive maintenance services on most major vehicle systems. By subscribing, you’ll receive the ShopOwner digital edition magazine (12 times/year) featuring articles from Underhood Service and the Underhood Service eNewsletter (twice weekly). Access to digital editions, contests, news, and more are ready for you today!
Underhood Service targets repair shops that derive 50 percent or more of their revenue from the service and repair of under-the-hood systems. The expanding amount of knowledge and capital needed to keep up with technological advances has led these shop owners to concentrate on underhood systems, while also offering preventive maintenance services on most major vehicle systems. By subscribing, you’ll receive the ShopOwner digital edition magazine (12 times/year) featuring articles from Underhood Service and the Underhood Service eNewsletter (twice weekly). Access to digital editions, contests, news, and more are ready for you today!
ByUnderhood Service Staff Writers on Oct 7, 2022
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Carbon deposits could be causing code P0171. This video is sponsored by Rislone.
CC:AdvertisementHave you gotten a vehicle in lately? It’s stumbling, has suspicious long term fuel trim numbers, and on the scan tool, you may have misfire codes or no misfire codes at all. But by the misfire monitor, you notice that it’s capturing random misfires in some of the cylinders. For example, some vehicles, they might even have a code for P0171 for Bank 1, too lean. So what’s going on? The cause could be carbon deposits on the intake valves, or even in the combustion chamber. Deposits cause the air to tumble into the combustion chamber, and this turbulence causes air fuel mixture to be unevenly distributed. As a result, when ignited, the flame front can be erratic and leave unburned fuel and create spots that are hot inside the combustion chamber, and eventually, this will lead to carbon deposits.AdvertisementWhen direct injection engines hit the three year or 30,000 mile mark, some develop drivability problems due to build up on the next of the intake valves and inside the combustion chamber. There are three reasons why direct injection engines are more prone to carbon deposits. The main reason is that fuel and detergents are not hitting the back of the intake valve. So by injecting fuel direct into the cylinder instead of at the back of the valve, the gasoline and detergents can’t clean the valve and the port. Leaner mixtures and higher combustion pressures can make the problem even worse over time. A direct injection motor produces more energy from a given amount of fuel and air then a port fuel injected engine.AdvertisementWhen a hotspot or a suboptimal flame front is created due to turbulent air, unburned fuel in the combustion chamber, well, it increases. When the valve opens during the intake stroke, it might come in contact with some of these byproducts. So what’s the solution? Suppose an engine has an extreme amount of carbon deposits, in that case, while you may have to remove the intake manifold and get at those carbon deposits with either a cleaner or even mechanically remove them from the valves and the ports. How do you prevent the problem getting so bad that you have to remove the intake manifold and mechanically clean the valves? Simple, proper maintenance that is scheduled, and also augmented with an intake treatment that can clean the injectors and help remove carbon deposits on the valves and also in the combustion chamber.AdvertisementKeeping the fuel injectors clean keeps the spray pattern as the engineers intended, and the chemicals can help break up the deposits before they start to cause problems. This can help all of the fuel burn and eliminate that code P0171 for a lean Bank 1. I’m Andrew Markel. Thank you very much. This video is sponsored by Rislone.
Have you gotten a vehicle in lately? It’s stumbling, has suspicious long term fuel trim numbers, and on the scan tool, you may have misfire codes or no misfire codes at all. But by the misfire monitor, you notice that it’s capturing random misfires in some of the cylinders. For example, some vehicles, they might even have a code for P0171 for Bank 1, too lean. So what’s going on?
The cause could be carbon deposits on the intake valves, or even in the combustion chamber. Deposits cause the air to tumble into the combustion chamber, and this turbulence causes air fuel mixture to be unevenly distributed. As a result, when ignited, the flame front can be erratic and leave unburned fuel and create spots that are hot inside the combustion chamber, and eventually, this will lead to carbon deposits.
When direct injection engines hit the three year or 30,000 mile mark, some develop drivability problems due to build up on the next of the intake valves and inside the combustion chamber. There are three reasons why direct injection engines are more prone to carbon deposits. The main reason is that fuel and detergents are not hitting the back of the intake valve.
So by injecting fuel direct into the cylinder instead of at the back of the valve, the gasoline and detergents can’t clean the valve and the port. Leaner mixtures and higher combustion pressures can make the problem even worse over time. A direct injection motor produces more energy from a given amount of fuel and air then a port fuel injected engine.
When a hotspot or a suboptimal flame front is created due to turbulent air, unburned fuel in the combustion chamber, well, it increases. When the valve opens during the intake stroke, it might come in contact with some of these byproducts. So what’s the solution? Suppose an engine has an extreme amount of carbon deposits, in that case, while you may have to remove the intake manifold and get at those carbon deposits with either a cleaner or even mechanically remove them from the valves and the ports.
How do you prevent the problem getting so bad that you have to remove the intake manifold and mechanically clean the valves? Simple, proper maintenance that is scheduled, and also augmented with an intake treatment that can clean the injectors and help remove carbon deposits on the valves and also in the combustion chamber.
Keeping the fuel injectors clean keeps the spray pattern as the engineers intended, and the chemicals can help break up the deposits before they start to cause problems. This can help all of the fuel burn and eliminate that code P0171 for a lean Bank 1. I’m Andrew Markel. Thank you very much.
This video is sponsored by Rislone.
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Technical resources to help diagnose and repair engine-related service issues.