[Marty McFlew]

Originally Posted by Elite Engineering

Marty McFlew,


The examination of the intake valves shows a slight reduction in coking rate and severity, but unless the fuel would spray constantly like the old port injection engines, the benefits are marginal. But the real damage occurring is from LSPI detonation events breaking pistons, etc. and all oil ingestion must be stopped to prevent this. The coking wears guides as well as sheds abrasive particulate matter that contaminates the engine oil along with the fuel dilution. There is 8-12 times the amount of raw fuel entering and washing down the cylinders past the rings with GDI engines due to the fuel introduced at 2,000-3,000 PSI and it most be removed (evacuated) before it can settle and mix with the engine oil. That is where our dual valve systems come in. the convert the PCV system to full time evacuation so we are flushing and removing these compounds before they have a chance to settle and accumulate.






So without taking the proper steps to care for these new engines, a much shorter life is what is in store. Here is a port injection engine with 142,000 miles and zero deposits:





Ford Ecoboost with combination injection at 12k miles:





So as you can see, they are far less severe than the past pure GDI valves at similar miles, but far from corrected. GM on the new LGX V6 has deleted the Positive function of the PCV system to slow the rate of coking with similar results, but remember, this also leaves most of the wear causing contaminants to remain in the crankcase accumulating in the engine oil accelerating wear. This has become acceptable in the Automotive industry as the average new car buyer keeps their vehicle less than 3 years so and with the issue of GDI having such a negative impact on engine longevity, warranties on the engines have also been cut nearly in half or more on most GDI engines and even though these are amazing engines, they cannot be ignored like the engines of old, and much of what the dealer/owners manual tells you is NOT the best for care of your new vehicle, but fits into the marketing pitches, etc. Look at the first oil change, it is crazy to leave in the assy. debris and filings from break-in to circulate and cause premature wear. NEVER go more than 1000 miles on that factory oil fill. They also state 87 octane for the V6 when it has the same 11.5:1 CR as the LT based V8, and they CRAVE 93. And can run better on 98 with that CR. The ECU just pulls timing and defaults to the low octane tables in the tune parameters. The deception of the Automakers in regard to what they tell and share with the general public is like no other time in history as most automotive techs would tell you if not muzzled by NDA's today. So education is your friend. But finding accurate information is becoming extremely difficult. Here at EliteEngineeringUSA, we have made the commitment and substantial investment to be involved in every aspect possible to see first hand the developments, the "inside" view of the industry (we have several Engineers on staff and members of SE as well) to try and bring real effective solutions without the games others play just to sell product. We take the time to educate and share even if there is no intention of purchasing from us. And we bring you the accurate data and information from the industry and related sources so you can verify and validate what we share.


Hope this helps! But no, there is no "magic solution" aside from addressing all of this at the source as we do.

Ahhhhhhhhhhhh....Damn!

[IOMike]

Originally Posted by dotfiles

Your source? I have a catch can and have seen real benefits.

The people who designed the car, I imagine. The people peddling catch cans, especially $2-300 ones will tell you otherwise. Maybe the valves have to be cleaned after 100k, but there isn't an abundance of it in other 5th gen small block and plenty of them have lots of miles by now. The catch can salesman will tell you otherwise though, I'm sure they have plenty of pics from the anomalies.