Avoid induction cleaning on ecoboost engines

Sport45 wrote:
What keeps this from being an issue on diesel engines as well? Don't they have EGR and PCV systems too?

Because they burn an oil which keeps things well lubed up and keeps the carbon from sticking. The EGT's are also way low on a diesel compared to a gas engine. My turbo gas engine was around 1,300 degrees at cruise compared to 350 with my diesels. The carbon on my gasoline turbo intake valves was welded to the valves and had to be chiseled off. With a diesel you can pretty much just wipe them off with a rag and be good to go.

Sport45 wrote:
What keeps this from being an issue on diesel engines as well? Don't they have EGR and PCV systems too?

For the HD diesels, they typically have a very advanced oil-separating process for crank case vapors. So the air is much cleaner before it's sucked back into the turbine typically. Therefore they don't have as much "Gunk" to collect. But typically there is a thin film of soot within the intake manifold. Other consideration is the sheer volume of air a diesel will move compared to a gas motor (remember, diesels are not throttled by a throttle plate, but by actual fuel injection rate). Higher air velocities help in scouring and minimizing carbon on the walls of the intake manifolds. Also, having the modern SCR system requires less EGR recirculation, so not as much soot is fed back into the motor as there was in the 2007 to around 2011/2013 depending on which manufacturer you're referencing.

What keeps this from being an issue on diesel engines as well? Don't they have EGR and PCV systems too?

Turtle n Peeps wrote:
The issue is Bryan there is no fuel wash over the intake valves. No fuel wash = no cleaning. When you have a dry fuel like gasoline and just a little reversion on the intake valve you have the problem the EB see's.

I was told Toyota has two injectors to solve the problem. True or not, I have no idea.

If I owned an EB I would play with water injection to clean things up.

This is an issue with all DI gas engines. Different manufacturers are dealing with it in different ways with different amounts of success.

thomasmnile wrote:
For the technically impaired such as myself, what is the difference between a direct injection, multi-point injection, etc? I look at my 05 clatter truck, there's one injector per cylinder. The injectors all go into a combustion chamber, so...............DI is different how? :h

All diesels are direct injected.

Carb...venturi pulls fuel into the air stream and are droplets. Fuel in the
manifold

TBI...Throttle body injection similar body in the same place as a carb,
but injection nozzles up there. Fuel in the manifold

Port Injection...no more throttle body. Injectors are located more down stream
in the manifold, near the intake valves. Fuel in the manifold

Direct injection...injector is like a spark plug and injects directly into the
CC. NO Fuel in the manifold

For the technically impaired such as myself, what is the difference between a direct injection, multi-point injection, etc? I look at my 05 clatter truck, there's one injector per cylinder. The injectors all go into a combustion chamber, so...............DI is different how? :h

Personally, I don't see a problem. I have seen carbon build-up on the back of the valves in several engines I've owned, the latest of which was a 98 Explorer. I have photos from my 98 Explorer that had about 100k on it at the time. It ran another decade and 125K without an issue.

DSCN4222 by gijoecam, on Flickr

Personally, I'm not concerned with the alarms others are raising regarding the matter. It reminds me of people seeing 'smoke' coming out their tailpipe every fall or foamy brown gunk under their oil cap and assuming their engine has a head gasket leak.

Wondered why carbon on a direct injection and the comment ditto on diesels...tells
me carbon based something up stream of the valve to create carbon
when it deposits on the intake valve

Without something burning upstream, how would carbon even exist?

Maybe if the intake valve isn't fully closed when the squirt event happens, but
don't think so

So the mention of PCV and EGR says it all !

Over at one of my boy racer forums, there was a kid who worked in a machine shop
who was allowed to use the shop after hours

He designed an aluminum can with mounts that had an 'in' on the bottom and an 'out'
on top
with steel wool inside

He had one for both PCV and early EGR valve system that did NOT have the EGR
run cast into runners of the manifold

He was having problems with those who didn't empty it often enough, so suggested
he switch from steel wool to a courser scrubber. Found some SS pot scrubbers at
Smart and Final, which he tried and it works better by not clogging...still have
to empty the canister every so often

What that does is both cool the charge and trap 'most' of the gooey, tar like

It's not just the EcoBoost, but any that doesn't have the fuel wash Turtle
mentioned.

Driving it HARD just gets the intake valve hot enough to burn the carbon off

I no longer use intake cleaners of any kind that will be ingested into the ICE

The CATs and O2s don't like it and they cost too much vs just driving it HARD,
which I do as a normal course of driving anyway

agesilaus wrote:
The problem seems to be linked to short trips that don't allow the engine to come up to operating temp.

Exactly. Just as with a diesel, they need to be worked hard or they'll have issues. All the Direct Injected motors have these issues. Just google the issue and you'll see all the manuf are having the same problem, especially GM and BMW!