Cost Ef­fec­tive Main­te­nance fixes en­gine blow-by prob­lems

En­gine blow-by prob­lems can be sim­ply fixed us­ing Cost Ef­fec­tive Main­te­nance strate­gies

Deals on Wheels - - Contents -

En­gine blow-by, smoke and oil use are re­lated is­sues that, if ig­nored, can turn into very ex­pen­sive re­pairs. For­tu­nately, more than 80 per cent of en­gine blow-by cases can be cor­rected at low cost, and with­out any down­time.

Typ­i­cally, blow-by is cylin­der pres­sure leak­ing past the pis­ton rings into the crank­case. Com­monly, it starts as cylin­der glaz­ing or car­bon form­ing in the top ring grooves, both of which al­low cylin­der leak down, and some oil burn­ing. Oil burn­ing pro­duces fur­ther ring de­posits, and more blow-by. And of course, more in­ter­nal en­gine stress.

Ac­cord­ing to Brid Walker, of Bris­bane-based Cost Ef­fec­tive Main­te­nance, “There’s a big win­dow of op­por­tu­nity to fully cor­rect blow-by prob­lems, be­fore se­ri­ous en­gine wear oc­curs.

“Most driv­ers can eas­ily tell when thing aren’t quite right, for ex­am­ple , the en­gine is get­ting a bit tired or start­ing to breath heavy, it’s us­ing more oil than usual or there’s a fair bit of smoke out the ex­haust.”

Walker says Cost Ef­fec­tive Main­te­nance’s “Truck­ies Blow-by Pack” is the log­i­cal so­lu­tion, be­cause it ad­dresses the root cause of blow-by.

“It does this by en­hanc­ing com­bus­tion to burn off cylin­der glaze and car­bon (par­tic­u­larly from the top ring grooves).

“FTC De­car­bonizer is added to the diesel at each fill, and you lit­er­ally drive the en­gine clean! The de­car­boniz­ing process is gen­tle and pro­gres­sive, but ef­fi­cient, even clean­ing tur­bos and DPFs.”

Walker adds most en­gines also need clean­ing from the oil side to re­store clean­li­ness to the lower pis­ton rings. This in­volves run­ning flush­ing oil con­cen­trate through the en­gine. It uses de­ter­gents to tar­get hard, baked-on de­posits and per­sis­tent sludge, and ac­cord­ing to the man­u­fac­tur­ers, re­stores “as new clean” through­out.

“The longer blow-by is ig­nored, the more car­bon ac­cu­mu­lates in the en­gine. Black smoke in­creases, and oil soot in­crease. Per­for­mance and fuel ef­fi­ciency de­te­ri­o­rate. Ex­ces­sive car­bon on pis­tons can cause rapid wear. Most bro­ken pis­ton rings are the re­sult of car­bon ac­cu­mu­lat­ing in the ring grooves.

“By clean­ing the en­gine up, and more im­por­tantly, keep­ing it clean, the risk of en­gine fail­ure is greatly re­duced,” he says.

REAL-LIFE EX­AM­PLES

The pho­tos above are ex­am­ples from a Cater­pil­lar D11R doz­ers op­er­at­ing in Queens­land’s Bowen Basin a decade ago. Rec­om­mended re­build life was about 11,000 hours. There were many fail­ures due to se­vere car­bon build up, some with only 3,000-4,000 hours. Typ­i­cal re­build in­ter­vals were 8,000-10,000 hours.

One 10-piece fleet us­ing FTC De­car­bonizer stood out! The first en­gine was stripped down at 15,000 hours, and was found to be in ex­cel­lent con­di­tion. Af­ter a while they set­tled on 18,000-hour re­build in­ter­vals.

In­creased ex­haust soot fouls tur­bocharg­ers, EGR valves and diesel par­tic­u­late fil­ters. In­creased oil soot chews out turbo seals. Many cat­a­strophic fail­ures re­sult from ne­glect­ing blowby.

But by cor­rect­ing blow-by is­sues, en­gines op­er­ate with much re­duced stress, more ef­fi­ciently and much longer.

The key to get­ting long life from Euro V emis­sion con­trolled en­gines is burn­ing fuel clean for low ex­haust soot, and main­tain­ing low oil soot lev­els.

The de­car­boniz­ing process is gen­tle and pro­gres­sive, but ef­fi­cient, even clean­ing tur­bos and DPFs.

Above right: No blow-by, very lit­tle wear. Al­most no car­bon with FTC De­car­bonizer

Above left: Bad blow-by, bad wear and ma­jor car­bon build up

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