Techron and Direct Injection
#16
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#18
Race Director
Thus the recommendation to change the oil after using Techron as an additive or to use it just before an oil change.
#19
Race Director
While it is true DFI engines do not have the injector in the port and thus there is no fuel spray that helps remove deposits from the back of the intake valves, Techron can still help to keep this area clean of deposits.
Under some engine operating conditions at some point combustion gases are allowed to enter the intake manifold. These gases contain Techron in a vapor form. This vapor contacts the cold intake valves and this vapor then works to help remove deposits from the valves.
While I have no experience with gasoline direct injection engines I ran a VW Golf TDi for around 140K miles. This engine of course has direct diesel fuel injection.
This engine was notorious for accumulating carbon/coke build up in the intake manifold to the point this was eventually get so bad as to prevent the engine from operating at any RPMs.
The build up arises from the routing of exhaust gases to the intake -- done on purpose to foul the incoming air and lower combustion temperature to reduce NoX. The problem is this exhaust gas is full of soot. Combine this soot with the crankcase ventilation fumes which are full of oil vapor from blowby and toss in some water vapor and the soot and oil and water vapor combine to make a muck that builds up and hardens and which can get so bad to actually block air flow into the engine.
What I did to avoid this build up was to use a good brand of diesel fuel (I tried some fuel additive but got tired of dealing with it and just stuck with a low sulphur diesel fuel), and I used a good oil (Mobil 1 0w-40) and changed it every 5K miles. The oil came out of the engine as black as the ace of Spades. I also avoided extremely low RPM engine operation. Many TDi owners liked to drive the car around at engine speeds scarcely above idle to of course conserve fuel.
While this is commendable it is under these low RPM conditions the build up occurs.
Without going overboard I kept the engine RPMs a bit higher and once in a while used the upper RPMs of the engine to around 4K.
I never had to clean the intake system and just before I sold the car I checked the intake manifold. While it was dirty coated with a layer of soot and oil there was no build up at all.
Were to buy a car with a DFI engine (and at some point I think I will) I think I would follow the same path. I would use a good oil and change it at reasonable intervals (5K miles seems reasonable to me), and avoid extremely low RPM operation.
Under some engine operating conditions at some point combustion gases are allowed to enter the intake manifold. These gases contain Techron in a vapor form. This vapor contacts the cold intake valves and this vapor then works to help remove deposits from the valves.
While I have no experience with gasoline direct injection engines I ran a VW Golf TDi for around 140K miles. This engine of course has direct diesel fuel injection.
This engine was notorious for accumulating carbon/coke build up in the intake manifold to the point this was eventually get so bad as to prevent the engine from operating at any RPMs.
The build up arises from the routing of exhaust gases to the intake -- done on purpose to foul the incoming air and lower combustion temperature to reduce NoX. The problem is this exhaust gas is full of soot. Combine this soot with the crankcase ventilation fumes which are full of oil vapor from blowby and toss in some water vapor and the soot and oil and water vapor combine to make a muck that builds up and hardens and which can get so bad to actually block air flow into the engine.
What I did to avoid this build up was to use a good brand of diesel fuel (I tried some fuel additive but got tired of dealing with it and just stuck with a low sulphur diesel fuel), and I used a good oil (Mobil 1 0w-40) and changed it every 5K miles. The oil came out of the engine as black as the ace of Spades. I also avoided extremely low RPM engine operation. Many TDi owners liked to drive the car around at engine speeds scarcely above idle to of course conserve fuel.
While this is commendable it is under these low RPM conditions the build up occurs.
Without going overboard I kept the engine RPMs a bit higher and once in a while used the upper RPMs of the engine to around 4K.
I never had to clean the intake system and just before I sold the car I checked the intake manifold. While it was dirty coated with a layer of soot and oil there was no build up at all.
Were to buy a car with a DFI engine (and at some point I think I will) I think I would follow the same path. I would use a good oil and change it at reasonable intervals (5K miles seems reasonable to me), and avoid extremely low RPM operation.
#20
Former Vendor
#21
Drifting
Jake, my car's out of warranty, and I'm interested in your recommendations even if Porsche isn't
Last edited by sjfehr; 12-30-2014 at 11:25 PM.
#22
Former Vendor
Porsche has yet to adopt the phased injection systems that utilize conventional and direct injection.
I have a pair of 2014 engines apart on the bench now, all you'll find are direct injectors with either of them.
I believe they may go this way in the future, as the head castings will accept either style of injector.
But, we've already beat them to it. Again.
I have a pair of 2014 engines apart on the bench now, all you'll find are direct injectors with either of them.
I believe they may go this way in the future, as the head castings will accept either style of injector.
But, we've already beat them to it. Again.
#23
Drifting
Porsche has yet to adopt the phased injection systems that utilize conventional and direct injection.
I have a pair of 2014 engines apart on the bench now, all you'll find are direct injectors with either of them.
I believe they may go this way in the future, as the head castings will accept either style of injector.
But, we've already beat them to it. Again.
I have a pair of 2014 engines apart on the bench now, all you'll find are direct injectors with either of them.
I believe they may go this way in the future, as the head castings will accept either style of injector.
But, we've already beat them to it. Again.
e: oh dammit, I see what was screwing me up: Boxster uses one set and Boxster S uses the other.
#24
Former Vendor
The 2010 987.2 PET catalog is showing two different sets of injectors- one set part# 9A1-110-128-10 "High pressure injector" injecting into the block and fed from the high pressure pump (9A1-110-315-02/03), and another set 9A1-605-124-00 "injector valve" injecting into the intake manifold and fed from a fuel line that isn't labeled clearly but I thought was the low pressure fuel line. I haven't torn engines down so I have to take your word for it, but I thought this meant two sets of injectors- if that's not what this is showing, what's going on inside these engines?
#25
Techron Use
I found that Techron caused increased lead levels in my UOA on my Cayman 2.7L. Once I stopped using Techron and did several oil changes the lead levels returned to normal. The car gets Shell Vpower fuel now.
#26
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I've never detected high lead in my UOAs when using Techron.
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#29
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Join Date: Jan 2013
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