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AUTOMOTIVE AFTERMARKET MAGAZINE FEBRUARY 2014 43
Flashlube a must for diesel servicing
Any build up or residue aggravated by on/off
throttle operation causes air/fuel ratios to be
EGR valves then become sluggish in
operation and the excess carbon particles are
deposited in the inlet manifold.
The resultant accumulation causes airflow
restriction, which in turn increases
carbon particle production with reduced
performance and increased fuel usage,
eventually triggering an engine fault
Fuel additives don’t
always get a good rap but
with on/off throttle
operation in traffic, short
runs or off-road driving,
Fuel additives such as
Flashlube’s common rail
diesel conditioner, as well
as being a sulphur
replacement to lubricate
the extremely high
pressure pump, is
proving successful in
maintaining the intake
manifold airways due to cleaner
exhaust emissions through the EGR.
Accrding to Terrain Tamer, extensive tests
indicate that regular use of additives will help
keep the injector nozzles, which pulse up to
350,000 times an hour at 100kph, clean.
Once carbon has collected in the intake
system, a thorough check of the exhaust gas
recirculating valve and mechanical or acid
cleaning of the inlet tract is the only remedy.
A full clean out would possibly take six to
When servicing diesels which haven’t used
regular additives, it is necessary to dismantle
and remove the inlet tract, EGR valve and
manually clean the system.
The best method would depend on the length
of time taken for the buildup to occur and the
engine operating temperature.
Soaking in an acid bath and/or manually
chipping or sandblasting are a couple of the
preferred methods, while polishing the area
may reduce the tendency for buildup to occur.
Contamination of crankcase oil is re-
appearing in more cases seemingly with
similar circumstances i.e. slow, cold driving
and stop start operations, unless two to
three trips of an hour of more are
undertaken at least once a week, engine
oils may need to be changed at 2000 to
3000 kilometre intervals to prevent
serious – and costly - engine damage.
Some engines are impossible to repair once
the oil has become thick with carbon.
While shortcuts were carried out on old cars
to save the client money, this cannot be done
with modern vehicles as some workshop owners
Costly lawsuits have occurred due to the
suggestion of shortcuts, only to find that the
owner could flatly deny any such agreement
existed if a failure occurs.
Carbon buildup in crankcase oil has been a
problem for some time, but with common rail
engines, usually turbo charged and fitted with
EGR valves, carbon is building up in the inlet
tract at an alarming rate in some engines.
EGR contamination differs from driver to
driver and the types of vehicles used.
The Terrain Tamer workshop has removed the
intake on engines at 30,000km and found very
restricted manifolds, although the EGR valve
tests okay, while others can travel 80,000km to
100,000km with no problem at all.
Faulty units which may cause problems other
than operational reasons could be the EGR valve,
thermostats and performance chips incorrectly
tuned or fitted.
Slow running and short trips with the
resultant low temperature operation appear to
aggravate the problem.
Apparently the harder the engine is operated
(within reason), the less likely carbon buildup
Advice that Terrain Tamer offers to late model
diesel vehicle owners includes keeping fuel
tanks as full as possible to minimise algae
growth, fitting an extra fuel filter for added
protection and avoiding short runs wherever
Terrain Tamer also advises to run a
‘continuous use’ fuel additive to lubricate the
high pressure pump and keep the injector spray
pattern like new to reduce harmful emissions
and give the vehicle a good hard run at least
twice a week, every week.
For more information visit www.terraintamer.com
A continuous use of diesel additives can reduce harmful emissions.
AAAM FEB TRADE 2014 - FINAL:AM MAGAZINE SHELL 5/2/14 12:26 PM Page 43
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