Fuel adatives....

[pippyrips]

pippyrips, that link on photobucket just takes you to home page mate.

Whoops...

http://i271.photobucket.com/albums/jj12 ... G_2214.jpg

[ArthurPE]

lots of good information here...especially the patent stuff...

the fact that oil in a liquid state is in the manifold suggests to me that it's not being heated above its flash point...it's getting by the cyclones...and ending up on the manifold and valves, cooked on the valves...

if it were gaseous it would be burned in the cylinder (at least some of it) and passed thru the engine...
now and then I do get a puff of smoke if I have been running low rpm/light load and them load it up high rpm...
I would think oil in a gaseous state would do a pretty good job of cleaning the valves...

my guess...the cyclones are very efficient over a given range, and poor over the extremes...

I know when we use cyclones in my line of work (big ones, 20' tall, 10' diameter) to clean air in pharma plants (seperate any drug powder in the air) or to seperate combustion particles from a burner or saw dust from a mill, a very precise flowrate and pressure must be maintained...
an engines manifold pressure (vaccum) and crankcase pressure probably fluctuate wildly...

I'm getting curious to see what mine look like...

[SR71]

I don't understand the Study Guide explanation of the cyclonic seperator in the car although I can understand the patent, suffice to say, its not possible to adjust the spring rate (or anything else for that matter) on the device is it?

[ArthurPE]

I don't understand the Study Guide explanation of the cyclonic seperator in the car although I can understand the patent, suffice to say, its not possible to adjust the spring rate (or anything else for that matter) on the device is it?

it appears they tried to keep volumetric flow constant thru the cyclones by having 3 of them in parallel...with a sliding piston valve sequencing them...

small flow (pressure) the valve only moves a bit, and opens to 1 cyclone...

higher flow (pressure) the valve moves a bit more, and opens to the second cyclone...(2 in parallel now)

higher flow (pressure) yet the valve moves more (full travel), and opens to the third cyclone...(3 in parallel now)

there is a bypass that seems to operate under very high flow...some gas is bypassed around the cyclones because they would not work well...so it's better to operate with say 80% flow going thru them at 100% efficiency rather than 100% flow at say 60% (just numbers for illustration, who knows the real ones lol)...

there is also a pressure reducing or limiting valve, if the pressure goes too high it starts to close and the smaller opening induces a pressure drop across it, just like any control valve...

just guessing, but maybe the bypass valve is allowing too much around the cyclones?

who know...but it's interesting to discuss...

interesting to note, on the patent drawings there appears to be no by-pass mechanism...

[RI_RS4]

Arthur. I'm with you. Interestingly enough, it is not just the RS4 engine that is having issues. All Audi FSI engines have valve deposit problems. the 2.0L TFSI is a mess.

I and my tribologist believe that oil volatility in the face of fuel dilution is the big issue. 502 and 504 oils were not designed for direct injection. Under the stress of DI, these and most oils on the market are overwhelming the crankcase ventilation system. These issues are currently being worked at the SAE and ASTM levels.

[scaghead]

picked my wynns duo pack up .will use it over the next week or so,then do an oil change.will let you know if i notice anything.

[Oli]

I will use this, dependant on your thougts, I have a service coming up shortly, so will do it just before, and flush the oil as well

[pippyrips]

The instructions say nothing about needing an oil change, however based on RI's advice a few days before seems to be the way to go.

[chrissyr32]

Just a quick one.
I think we are all aware of(and have expieriened) small blobs of carbon on the arse end of the car at one stage when cleaning etc.. from the exhausts of course.

Now..

I always fill up with BP ultimate 99 percent of the time and TBH havent noticed any small specs of carbon for about 8-9 months.
So i filled her with Shell Optimax couple of days ago and the arse end is absolutely covered in small specs of carbon!!!
Could this fuel have better cleaning properties??
OR
Is it nothing out of the ordinary?

Car defo feels more alive on the shell stuff, are the specs of carbon from the fuel??

[PetrolDave]

Shell claim that the detergent additives in VPower (the name for Optimax for the last year plus) are better than most other fuels.

[JG1012]

First dips on the FREE sample I think should go to the thread starter .. but please co-ordinate via me, as I have not sent back a note yet


There also a PDF doc with pictures, so I am just sorting how to host this ... It's 2mb ... limit here is 500Kb

Hello Andy

Thank you for your email.

We have been aware of the issues with direct injection petrol engines for a good number of years now, initially with the Mitsubishi GDi engine which was also used in some Volvo's. As you mention, manufacturers are increasingly looking towards direct injection petrol engines to lower emissions and fuel consumption, whilst increasing power.

One of the drawbacks with direct injection is that areas of the fuel system, including the inlet valves, are now completely dry. Deposits build up in these areas and with no fuel washing away these deposits, problems may occur. Our Direct Injection Power 3 (liquid & aerosol) has been developed to clean the dry and wet sides of direct injection petrol engines.

Direct Injection Power 3 Aerosol will dissolve carbon dissolve from the air-intake, throttle body and inlet valves. Mass air flow meters are un-affected by our product and the cleaning affect can improve their operation. I did a little research on Sea Foam last year, as far as I know it is not available in the UK. I believe our Direct Injection Power 3 aerosol, although not the same, is trying to achieve similar results.

I have attached some further information on our Direct Injection Power 3, including application instructions. Direct Injection Power 3 is not sold retail, but is available to our motor factor accounts, including Jayar Components, Camberley Auto Factors, S C Motor Factors.

The part numbers for the products are:
23079 Direct Injection Power 3 Aerosol
22693 Direct Injection Power 3 Liquid

If you send me your address I can arrange to send you some samples to try.

I confirm that this correspondence and the attachment can be placed on a car forum for legitimate purposes of exchanging information, and we would appreciate any feedback.

Best regards

Paul Scott
Workshop Programmes Manager (UK & Ireland)

Wynn Oil UK
Thames Court
2 Richfield Avenue
Reading, RG1 8EQ

tel: 0118 9504090
mob: 07884 361564
fax: 0118 9504001
email: pscott@wynns.uk.com
website: www.wynns.uk.com

Is there any way I can get ahold of these products in Chicago? I have an RS4 with only 13--miles on it and want to prevent this stuff from getting out of hand asap.

[PetrolDave]

There is a Wynns USA website http://www.wynnsusa.com/ with a locator by county.

[SR71]

Can someone tell me what the problem is with just blocking off the bypass valve in the existing RS4 CCV?

That would just force the oil to circulate in a loop without ever allowing it to hit the inlet.....

Sure the cyclones might not operate efficiently, but they're hardly doing the job anyway...

[karl]

Where can I get hold of these products in the UK (Gloucestershire)?

[pippyrips]

Where can I get hold of these products in the UK (Gloucestershire)?

Your nearest motorfactors or a number of other distributors. Phone Wynn's uk and they will tell you the nearest place.