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Gasoline direct injection engines the effects of deposit control and removal

John BennettAfton Chemical Limited, Bracknell, UK

[email protected]

http://www.aftonchemical.com/



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Summary

As vehicle manufacturers strive to deliver increased fuel efficiency from their

vehicles, Gasoline Direct Injection Gasoline (GDI) engines have becoming

globally widespread. Already the majority of European market gasoline

engines, in 2017 they will be almost a half of global gasoline engine production.

However, whilst the technology might be more modern than tradition port

fuelled engines, the need to control deposits remains as strong as ever, and

potentially even more critical, as they rely on the successful presentation of the

fuel spray to ensure combustion and emissions are as designed.

This presentation will discuss the growth of the GDI engine and what

challenges arise from the deposits in these engines. It will then discuss and

show what solutions can be offered by the use of deposit control additives to

help protect against and recover deposit formation, and what impact they have

on the effective service operation of GDI engines.

Confidential and Proprietary - not to be copied, shared, or reproduced in any media without the express written permission of Afton Chemical Corporation. 2017 © Afton Chemical Corporation, All Rights Reserved




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Outline

1. About Afton Chemical

2. GDI background

3. Injector deposit test methodology and results

4. Vehicle performance

5. Conclusions





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About Afton Chemical




AftonChemical.com


Independent company with 90+ years of excellence in additives

>$2bn

turnover

Afton Chemical has been a key player in the lubricant and fuel

additive industry for more than 90 years

Formed in 1924 as

the Ethyl Gasoline

Corporation

Newmarket

Corporation formed in

July 2004

1924 Present

>1850+

employees





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Our footprint and local know-how ensure best service to customers

R&D and Testing Facilities

Port Arthur

Sarnia

Manufacturing Plants

Sydney

Moscow

Paris

Hamburg

Brussels

Vienna

Sales Offices

Toronto

Rio

Houston

Mexico City

Caracas

Bangkok

Chicago

Hyderabad

Suzhou

Seoul

Singapore

Guangzhou

Bracknell

Richmond

Manchester

Mumbai

Sauget Beijing

TokyoDubai

Tsukuba

Richmond, USA- Technical Service and Development

- CTS support for EMEAI/FE/LA

- Rig and Analytical test facilities

Bracknell, England- EMEAI Technical Service and Development

- CTS support for EMEAI/FE/LA

- Rig and Analytical test facilities

- Customer Service and Manufacturing

Ashland

Feluy


B.Aires

Jo’burg




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Offering the leading portfolio of solutions

Fuel

Additives

Gasoline Performance

Diesel Performance

Lubricity

Cetane Improvers

Combustion Improvers

Octane Improver

Finished Fuel Additives

Engine Oil Additives

Passenger Car Motor Oils

HD Diesel Oils

Medium Speed Diesel Oil

Viscosity Index Improvers

Components

Driveline & Industrial

Transmission Fluids

Automotive Gear

Hydraulic, Tractor

Slideway, Turbine

Metalworking

Industrial Gear

Grease

Gasoline

Performance

Diesel

Performance





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World-Class Innovation Centres –

Committed to Technology Leadership

BracknellAshland

Richmond Manchester

Tsukuba

Suzhou

More than half our revenue comes from

products introduced in the last three years

Afton R&D budget of

> $150 million.





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Gasoline Direct Injection background




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Direct Injection (GDI)


What’s driving OEMs towards GDI technology?

Governmental regulations – FE / CO2 standards

Customer demands for fuel economy

Why GDI?

Improved Fuel Efficiency

• Better knock resistance / higher compression ratios

Any other benefits?

Smaller engines with higher power densities

• Enables engine downsizing

Works particularly well with pressure charging

• Many GDI applications are turbocharged

Port Fuel Injection (PFI)





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How rapidly is GDI growing?

Globally went from 1% to 44% of new gasoline engines in last 17 years

Will go to 62% in the next 5 years

0

20

40

60

80

100

120

2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020

Ve

hic

le p

rod

uctio

n, m

illio

ns

Electricity

Ethanol / FFV

Gaseous Fuels

Gasoline DI

Gasoline P/CFI

Diesel

Source: IHS 2014






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Injector deposits can cause:

Increased fuel consumption and engine power loss

Increased engine-out emissions

Engine malfunction

illumination of MIL light

Injector deposits concern OEMs because they can affect:

Customer satisfaction

Vehicle emission compliance

Euro 6c / US Tier 3 from 2017

Warranty claims






http://www.google.com/url?sa=i&source=images&cd=&cad=rja&docid=MrAp_MuiqbJ4XM&tbnid=itGVVQdaRqZfeM:&ved=0CAgQjRwwAA&url=http://bernardsgarage.com/&ei=yiY3UsDGE9DC4AOKvoCwDg&psig=AFQjCNGyhImQjPFpj4f0wygpkNOlYfSTJQ&ust=1379432522361469

http://www.google.com/url?sa=i&source=images&cd=&cad=rja&docid=MrAp_MuiqbJ4XM&tbnid=itGVVQdaRqZfeM:&ved=0CAgQjRwwAA&url=http://bernardsgarage.com/&ei=yiY3UsDGE9DC4AOKvoCwDg&psig=AFQjCNGyhImQjPFpj4f0wygpkNOlYfSTJQ&ust=1379432522361469

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Gasoline Direct Injection backgroundReports concerning GDI Injector Deposits

International Automotive Technicians Network

(iATN) Largest network of automotive repair professionals in the world

More than 80,000 members in 160 countries

Postings have highlighted GDI injector deposits

causing caused performance, drivability, and fuel

economy issues for customers

ALLDATA

A source for automotive information from OEMs

Provides OEM Technical Service Bulletins (TSBs),

diagnostic, and repair information.

Several TSBs from OEMs recommend gasoline

deposit control additives to remove and prevent

GDI injector deposits

2010 Chevrolet Equinox LTZ 3.0L Misfire

By: Jim Van DykeBy: Jim from OhioJul 7, 2014 1:50:47 PM in GM Driveability

6 Replies

I have this 2010 Equinox LTZ with a 3.0L Direct Injected Engine. I have a dead cylinder on #2. I

have removed the intake plenum and disconnected the fuel injectors (electrically). I have

Cylinder #2 fuel injector sticking open. I have eliminated everything besides the injector. I

KNOW it needs an injector. Here is my question... We haven't ran into these yet. I went to price

the job and saw there is a few special tools needed. The labor guides show two different times

(Without Cross Hatch Pattern and With Cross Hatch Pattern) Is that talking about the cross

hatching pattern on the underside of the intake ports? If so mine does have that. The service and

repair on All Data says to pull the cylinder head?!?!?! Is that needed or have you guys found

another way around this?? Thanks to everyone for your time!!

Comments posted on Jul 9, 2014 8:28:53 AM

Dan, It had 111,845 Miles on it. There are two designs on this engine the "cross hatched" and the

"non cross hatched" Once you pull the plenum off and gasket and then remove the installation

panel from the top of the injectors you can see the "intake" part of the cylinder head. If it has a

crosshatched pattern in the casting the head must be removed. If no cross hatching then the head

doesn't have to be removed. Lucky me, ours had the cross hatching. If you look in the forum

under Technical Discussion there is a post from me that has a picture showing the cross hatching.

Hope you don't have any problems with yours!

Jim Van Dyke

Owner/Technician

Jim Van Dykes Automotive Center Washington Court House, Ohio, USA

Summary posted on Jul 9, 2014 4:59:06 AM

Ok so I didn't get this one fixed. It ended up going to the dealer for repair. They cylinder head

does have to come off. There just isn't room to get the injectors out. To answer the questions. I

unhooked the injectors electrically and removed the spark plug for that cylinder. I could then

look down in the cylinder and had someone cycle the key. This runs the low pressure pump for

enough time for the pressure to build. This injector was leaking bad enough for the low pressure

fuel to push though the high pressure pump and flow through the rail and leak out of the injector

into the cylinder! There was no doubt the injector was leaking since it was all unplugged from

any controls and power. Thanks for everyone that took the time to help!!

2008 Audi A6 3.2L MIL Lamp on

By: Wade LennanBy: Wade from CaliforniaJun 10, 2014 9:48:25 AM in European

Driveability6 Replies

Hello Audi Techs, This car is back for a second time for these codes and we measured the

resistance of each injector like it instructs on the Diagnostic test sheet. We get a reading of 1.9

ohms on each injector. The test plan say 12 to 13 ohms. this is out of alldata? Has anyone seen

code P0266 before and what has been your experience with this code?

Wade Lennan

Owner/Technician

Monaco Motors Canoga Park, California, USA

FIX posted on Jul 17, 2014 2:53:53 PM

We ended up taking the intake off the engine and we found that the back of the valves were

caked up real bad with carbon. We cleaned the back of the intake valves and replace # 2 injector

and the car has been great!

Computer Codes & Descriptions

P0302- Cylinder # 2 Misfires

P0266- Fuel Injector # 2 Contribution/ Balance Fault

6 Replies Received (View Replies)

Related Documents & Media 2008 Audi A6 3.2L - Driveability

(P0302, P0266)

2008 Mazda CX-7 Grand Touring 2.3L Poor Idle Quality,

Misfire

By: William TianoBy: William from ConnecticutNov 6, 2013 5:18:22 PM in Asian

Driveability9 Replies

thanks ahead of time for any input on this car! Originally came in as a wait and found 2 codes,

p0401 and p0303. I noticed no skip on a road test Replaced egr valve and solved p0401. The

code p0303 came back in 25 miles. At the time,I couldn't duplicate a skip and couldn't see a

misfire with the scanner however, there was misfire showing in mode 6 , only on # 3 cylinder. I

then discovered the vehicle misfires badly when totally cold. As it warms up it eventually

diminishes. The following has been checked Compression, low and high fuel pressure, fuel

quality, oxygen sensors,swapped #3 coil and spark plug with known good ones,checked pcm

voltage to all coils..(all cylinders read 4.5 to 5.0 volts idling), checked for injector voltage

failure..all cylinders read the same voltage, also cleaned the injectors. Still have the skip and can

only think I have an injector issue. Hopefully, someone out there has had this issue. Thanks

again for any input.

Related Repair History

Replaced egr valve for p0401 ( common with this vehicle)

William Tiano

Owner/Technician

Bill Tiano Seymour, Connecticut, USA

FIX posted on Nov 13, 2013 10:59:37 AM

Thanks to all that replied on this cx-7 Everyone was pointing me where I was going after ruling

just about everything else out,and it is something I think I will see more of now that these cars

are getting older. It turned out to be the injectors, but there was some carbon on the valves as

well. I took the intake off and closed the valves on #3 cylinder. I poured a top engine cleaner into

the ports and was surprised that the solution was still puddled in there the next morning. I then

checked and at the customers choice replaced all the injectors,cleaned the throttle body, replaced

the pcv and hose and the oil and filter. It runs like new and all the monitors set. Thanks to

everyone again.

Manifold Vacuum Readings

Idle: 18 in.

2007 Audi A8 Quattro Sedan (4E2) V8-4.2L (BVJ)

Vehicle » Technical Service Bulletins » All Technical Service Bulletins » Fuel System - MIL ON, Misfire

TDC's, Lean Condition DTC's

FUEL SYSTEM - MIL ON, MISFIRE TDC'S, LEAN CONDITION DTC'S

01 MIL on, gasoline quality (DTC P0300 or P030x, lean condition DTCs)

01 13 09

2014753/8

June 21, 2013

Supersedes Technical Service Bulletin Group 00 number 10-01 dated February 5, 2010 for reasons listed

below.

Condition

^ The use of contaminated gasoline or gasoline with a low content of deposit control additives may result in one or more of the following conditions:

^ Excessive accumulation of deposits on intake valves, intake manifold, fuel injectors and combustion chambers.

^ Engine runs rough after cold start.

^ Excessive engine cranking time.

^ Hesitations while driving.

^ Rough engine idle.

^ Reduced engine performance.

^ Poor fuel economy.

^ Conditions may be severe enough to illuminate the MIL in conjunction with storage of DTCs for misfire (example: P0300, P030x) and / or lean fuel system (example: P0171, P0174, P1128, P1130, P1136, P1138) in the engine control module (ECM).

Technical Background

^ Condition may be caused by use of contaminated gasoline.

^ Condition may be caused by use of gasoline with a low content of deposit control additives.

Production Solution

Not applicable.

Service

If use of contaminated gasoline is suspected:

2010 BMW 335i Coupe (E92) L6-3.0L Turbo (N54)

Vehicle » Technical Service Bulletins » All Technical Service Bulletins » Fuel System - TOP TIER

Gasoline Usage Recommendations

FUEL SYSTEM - TOP TIER GASOLINE USAGE RECOMMENDATIONS

SI B13 02 06

Fuel Systems

September 2013

Technical Service

This Service Information bulletin supersedes SI B13 02 06 dated September 2006.

[NEW] designates changes to this revision

SUBJECT

TOP TIER Detergent Gasoline in BMW Vehicles

MODEL

All with gasoline engines

INFORMATION

Deposit-control additives have been required by the EPA in all gasoline since 1995; however, since the

introduction of the lowest additive concentration (LAC), most gasoline manufacturers have actually

reduced the concentration level of detergent additives by up to 50%.

Low cleaning additives content results in excessive accumulation of deposits on fuel injectors, intake

valves, the exhaust manifold or inside the combustion chamber. Due to deposit buildup, customers may

experience various drivability problems (e.g., cold start problems, rough idle); increased emissions with

Service Engine Soon lamp illumination; reduced engine performance; and poor fuel economy.

In order to increase the level of detergent additives in gasoline, the TOP TIER Detergent Gasoline

requirements were approved by four automotive companies (BMW, GM, Honda and Toyota). Usage of

the TOP TIER Detergent Gasoline will help keep engines cleaner, and will reduce deposit-related

concerns.

[NEW] A number of gasoline retailers have already met the TOP TIER Detergent Gasoline requirements

and are offering this product in all octane grades in all of their respective marketing areas. The current

TOP TIER Gasoline retailers are: Chevron(R), Texaco(R), BP(R), QuickTrip(R), ConocoPhillips(R), 76(R),

Shell(R), Entec Stations(R), MFA Oil Company(R), Kwik Trip(R)/Kwik Star(R), The Somerset Refinery,

Inc.(R), Aloha Petroleum(R), Jiffy Mart(R), Mahalo(R), and Trip-Par Oil Company(R). All gasoline outlets

carrying the brand of the approved retailer must conform to TOP TIER requirements on products

advertised as such.

2011 GMC Truck Acadia AWD V6-3.6L

Vehicle » Technical Service Bulletins » All Technical Service Bulletins » Fuel System, Engine - Fuel and

Oil Additive Information

FUEL SYSTEM, ENGINE - FUEL AND OIL ADDITIVE INFORMATION

# 05-00-89-072C: Fuel and Oil Additives - Facts and Myths/Maximizing Fuel Economy - (Dec 4,

2013)

Subject: Fuel and Oil Additives - Facts and Myths/Maximizing Fuel Economy

Models: 2014 and Prior GM Passenger Cars and Trucks

Attention:

Please direct this bulletin to the Service Manager, the Service Consultants and the Sales Staff. A copy of

this bulletin is encouraged to be given to your customer as it is written with the consumer in mind. You

may also post this bulletin in your customer lounge or waiting area.

This bulletin has been revised to add model years. Please discard Corporate Bulletin Number 05-00-89-

072B.

Notice:

GM Vehicles DO NOT require additional engine oil additives. Some additives may cause harmful effects to

the internal seals and additionally void the terms of your vehicles New Car Warranty.

^ Top Tier Fuels - Some fuel manufacturers provide gasoline advertised as TOP TIER DETERGENT

GASOLINE. These fuels are preferable when and where available. They help to keep your fuel injectors

and intake valves free of deposits. Clean engines provide optimal fuel economy, performance and

reduced emissions. For a complete list of Top Tier Fuel providers, please refer to the latest version of

Corporate Service Bulletin # 04-06-04-047 in the US or #05-06-04-022 in Canada. When Top Tier fuels

are not available, consider a bottle of GM Fuel System Treatment Plus, P/N 88861262 (12 oz) or

88861013 (20 oz) (in Canada, P/N 88861012), at oil change time, which will remove intake system and

injector deposits. GM does not recommend any other fuel system cleaner.

Important:

DO NOT confuse Top Tier Fuels with Higher Octane (Plus/Premium Grade Fuel) commonly sold at most

all gas stations. Plus and Premium fuels are required in some high performance GM vehicles. However,

they do not necessarily represent higher detergency present in TOP TIER Detergent Gasoline.

© 2014 ALLDATA LLC. All rights reserved. Terms and Conditions





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Injector deposits are an industry concern because:

There is currently no industry accepted test for GDI deposits

US PFI has ASTM D5598-01, ASTM D6421-99a and TOP

TIER Fuel Injector Fouling Initial Performance Standard.

EU PFI has CEC F-05-93 and CEC F-20-98

It cannot be assumed that additives suitable for PFI

engines will protect GDI

New GDI engine tests now being proposed

US GDI: GM 2.0 litre

EU GDI: VW 1.4 litre

Tests will require development before use

Likely to be rapidly adopted by fuel marketers / specifiers




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Deposit Control Additives – why must they evolve?


Untreated Fuel Additised fuel

Additised = clear = fine spray

Untreated = blocked = coarse spray

Untreated Fuel Additised fuel

Carburettor Port Injector

PFI Inlet ValveDirect Injection




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Afton Injector deposit test methodology and results




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Potential GDI injector deposit measurement techniques

Visual rating

May not correlate to change in injector flow performance

• May be relevant to emissions

Removal and flowing

Intrusive

• May change signal

In-situ injector performance

Long Term Fuel Trim (LTFT)

• Engine management uses adaptive fuelling to ensure correct stoichiometry as

measured by exhaust gas oxygen sensor.

• As injector nozzle flow rate decreases, injector is held open longer to ensure

same volume of fuel is delivered.

• Percent change can be seen as LTFT

Relatively simple - can be extracted by interrogating engine diagnostics

However, not all LTFT correlates to injector flow – OEM specific.





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Driving cycle used for mileage accumulation





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Injector Plugging Calculated from LTFT

Lo

ng

Te

rm F

ue

l T

rim

, %

Lo

ng

Te

rm F

ue

l T

rim

, %

Test Duration, Hours

LTFT Shift

Initial drop in LTFT is typical for

new injectors – intentional to

reduce risk of reaching adaptive

limit / clip during normal service

LTFT = Long Term Fuel Trim





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Validation of LTFT in E10 Vehicle Field Test Fleet

67% of the fleet had a LTFT > 10%

25% of the fleet had a LTFT > 15%





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Performance of PFI and GDI additives

Base fuel

PFI-only additive

PFI + DIG additive





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Deposits around an injector nozzle hole - visual.

This injector does not have any

flow loss

20 – 40 mm

thickness

This injector has significant flow loss:

24% LTFT





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Gasoline injector deposits and flow loss (GDI)

Flow loss

without

additive

Flow

restoration

by additive

Dirty Clean





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Gasoline Injector Face Deposits:FUEL: Gasoline. No Deposit Control Additive

Injector 1 Injector 2


1.25 x zoom 3.0 x zoom








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Gasoline Injector Face DepositsFUEL: Gasoline with Deposit Control Additive











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Gasoline Direct Injection Deposit Effects





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GDI Injector Deposits and Exhaust Particulate Numbers

Increased particulate numbers as injector deposits build up.

Source: University of Birmingham





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New GDI test under development by CEC

• Extracted from:

http://www.cectests.org/public/info_/g003/Appendix%201_CEC%20New%20Test%20D

evelopment%20-%20Terms%20of%20Reference%20-TDG-F-113.pdf





http://www.cectests.org/public/info_/g003/Appendix 1_CEC New Test Development - Terms of Reference -TDG-F-113.pdf

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Example results expected from new GDI test

< Pulse width

% change >


Dirty-up Clean-up

Further information to be presented at TAE, Esslingen, 27-29 June 2017




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Vehicle performance




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Example vehicle performance benefits

Torque – Start and End of Test

Torque – Middle of Test

Torque loss

& recovery

Power and Torque before & after dirty-up

Dirty-up - base fuel, no additive (10% Plugging)

Torque after cleanup (0% Plugging)

Fuel Consumption

Reduction

High mileage field vehicle

Fuel consumption before & after clean-up

NEDC fuel consumption

Fuel ConsumptionTorque / power





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Conclusions




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Conclusions

GDI sales and fleet continue growing fast globally

GDI engines vulnerable to injector deposit formation

Evidence of GDI deposit issues in the field

OEM concern about customer / regulator impact

• OBD / MIL issue / Particulate emission effect

• Euro 6c Emissions Sept 2017 – Particulate number limit reduction

New CEC GDI test being developed

Fuel additives can address GDI injector deposits

Offers cost effective way to enable fuel and engines to evolve

Advanced additives must address GDI as well as PFI / IVD

Additive use offers significant potential for power, fuel

economy and emissions maintenance / improvement.





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2015 © Afton Chemical Corporation, All Rights Reserved. Not to be copied, shared, or reproduced in any media without the express written permission of Afton Chemical Corporation.Confidential and Proprietary. This document should not be copied, shared, or reproduced in any media without the express written permission of Afton Chemical Corporation

Thank you.

Any questions?

John Bennett

Afton Chemical Limited

[email protected]

+44 1344 356588



