Carbon cleaning mk5 golf gti
Discussion
Has anyone had this done as in removing the manifold and doing it properly,my car is up to 152k now idles and starts fine but feels a little bit flat, question is will I notice a difference with the valves cleaned or is it not worth it, I'll be doing it myself so there will be no labour charges
bigvanfan said:
Ah interesting, I was under the impression it closed the ports up causing a lack of airflow situation?
Nah, won't happen with forced induction. It's only the normally aspirated FSI engine suffers for that very reason.I had the intake off on mine at 82K (Edition 30) and I didn't bother cleaning the valves. Really wasn't as bad as I was expecting. I think the really horrendous looking pics doing the rounds on t'internet are extreme cases and not average. Ditto the mechanical fuel pump's cam follower.
SuperchargedVR6 said:
Nah, won't happen with forced induction. It's only the normally aspirated FSI engine suffers for that very reason.
I had the intake off on mine at 82K (Edition 30) and I didn't bother cleaning the valves. Really wasn't as bad as I was expecting. I think the really horrendous looking pics doing the rounds on t'internet are extreme cases and not average. Ditto the mechanical fuel pump's cam follower.
Thank you I'll leave mine for the moment then I had the intake off on mine at 82K (Edition 30) and I didn't bother cleaning the valves. Really wasn't as bad as I was expecting. I think the really horrendous looking pics doing the rounds on t'internet are extreme cases and not average. Ditto the mechanical fuel pump's cam follower.
I would change the DV first.
There are some bad examples around
This is another option for cleaning
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
There are some bad examples around
This is another option for cleaning
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
Found this from VW via another post:
"Gasoline engines with direct injection of the fuel into the combustion chamber, i.e., not into the intake port, suffer especially from the problem of the formation of carbon deposits on components. Carbon deposits form especially in the neck region of intake valves. A more exact analysis of how these carbon deposits form leads to the following result: Oil and fuel constituents first form a sticky coating on the components. These constituents are chiefly long-chain and branched-chain hydrocarbons, i.e., the low-volatility components of oil and fuel. Aromatic compounds adhere especially well. This sticky base coating serves as a base for the deposition of soot particles. This results in a porous surface, in which oil and fuel particles in turn become embedded. This process is a circular process, by which the coating thickness of the carbon deposits continuously increases. Especially in the area of the intake valves, the deposits originate from blowby gases and from internal and external exhaust gas recirculation, and in this process, the blowby gasses and the recirculated exhaust gas come into direct contact with the intake valve.
Especially in the area of the neck of the intake valves, excessive carbon deposits have extremely negative effects for the following reasons: In the case of Otto direct injectors, the successful ignition of the stratified charge depends to a great extent on the correct development of the internal cylinder flow, which ensures reliable transport of the injected fuel to the spark plug to guarantee reliable ignition at the spark plug. However, a coating of carbon deposits in the neck region of the intake valve may interfere so strongly with the tumble flow that ignition failures may occur there as a result. Under certain circumstances, however, ignition failures can lead to irreversible damage of a catalytic converter installed in the exhaust gas tract for purifying the exhaust gas. Furthermore, the coating of carbon deposits in the neck region of the intake valve causes flow resistance, which can lead to significant performance losses due to insufficient cylinder filling, especially in the upper load and speed range of the internal combustion engine. In addition, the carbon deposits in the neck region of the intake valve may prevent correct valve closing, which leads to compression losses and thus sporadic ignition failures. This in turn could irreversibly damage the catalytic converter. There is the potential for small particles to break away from the coating of carbon deposits in the neck region of the intake valve and get into the catalytic converter. These hot particles may then cause secondary reaction and corresponding local damage of the catalytic converter. For example, a hole may be burned in the structure of the catalytic converter.
Globular deposits are found especially on the valve stem downstream from a partition plate in the intake port. Due to the dripping of high-boiling hydrocarbons from the partition plate towards the valve neck or valve stem, globular carbon deposits eventually form there by the sequence of events explained above. These deposits on the valve stem can result in flow deficits due to undesired swirling and turbulent flow around the globular carbon deposits. This may persistently interfere with the formation of stable tumble flow from cycle to cycle.
A possible solution would be to keep these sources of deposits away, for example, from the intake valve, by completely eliminating exhaust gas recirculation and the introduction of blowby gases into the intake port. However with the combustion behavior of modern reciprocating internal combustion engines, at least external exhaust gas recirculation and the introduction of blowby gases into the intake port are absolutely necessary for reasons of emission control and fuel consumption, so that this approach is not possible
"Gasoline engines with direct injection of the fuel into the combustion chamber, i.e., not into the intake port, suffer especially from the problem of the formation of carbon deposits on components. Carbon deposits form especially in the neck region of intake valves. A more exact analysis of how these carbon deposits form leads to the following result: Oil and fuel constituents first form a sticky coating on the components. These constituents are chiefly long-chain and branched-chain hydrocarbons, i.e., the low-volatility components of oil and fuel. Aromatic compounds adhere especially well. This sticky base coating serves as a base for the deposition of soot particles. This results in a porous surface, in which oil and fuel particles in turn become embedded. This process is a circular process, by which the coating thickness of the carbon deposits continuously increases. Especially in the area of the intake valves, the deposits originate from blowby gases and from internal and external exhaust gas recirculation, and in this process, the blowby gasses and the recirculated exhaust gas come into direct contact with the intake valve.
Especially in the area of the neck of the intake valves, excessive carbon deposits have extremely negative effects for the following reasons: In the case of Otto direct injectors, the successful ignition of the stratified charge depends to a great extent on the correct development of the internal cylinder flow, which ensures reliable transport of the injected fuel to the spark plug to guarantee reliable ignition at the spark plug. However, a coating of carbon deposits in the neck region of the intake valve may interfere so strongly with the tumble flow that ignition failures may occur there as a result. Under certain circumstances, however, ignition failures can lead to irreversible damage of a catalytic converter installed in the exhaust gas tract for purifying the exhaust gas. Furthermore, the coating of carbon deposits in the neck region of the intake valve causes flow resistance, which can lead to significant performance losses due to insufficient cylinder filling, especially in the upper load and speed range of the internal combustion engine. In addition, the carbon deposits in the neck region of the intake valve may prevent correct valve closing, which leads to compression losses and thus sporadic ignition failures. This in turn could irreversibly damage the catalytic converter. There is the potential for small particles to break away from the coating of carbon deposits in the neck region of the intake valve and get into the catalytic converter. These hot particles may then cause secondary reaction and corresponding local damage of the catalytic converter. For example, a hole may be burned in the structure of the catalytic converter.
Globular deposits are found especially on the valve stem downstream from a partition plate in the intake port. Due to the dripping of high-boiling hydrocarbons from the partition plate towards the valve neck or valve stem, globular carbon deposits eventually form there by the sequence of events explained above. These deposits on the valve stem can result in flow deficits due to undesired swirling and turbulent flow around the globular carbon deposits. This may persistently interfere with the formation of stable tumble flow from cycle to cycle.
A possible solution would be to keep these sources of deposits away, for example, from the intake valve, by completely eliminating exhaust gas recirculation and the introduction of blowby gases into the intake port. However with the combustion behavior of modern reciprocating internal combustion engines, at least external exhaust gas recirculation and the introduction of blowby gases into the intake port are absolutely necessary for reasons of emission control and fuel consumption, so that this approach is not possible
the-photographer said:
I would change the DV first.
There are some bad examples around
This is another option for cleaning
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
It's had the updated DV fitted a few years ago, the car felt really flat when the original went, it's not that bad really just not as sprightly as it used to be, it's also got the newer breather on it so it's not that, its due a service so I'll see how it feels after that, thanksThere are some bad examples around
This is another option for cleaning
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
the-photographer said:
I would change the DV first.
There are some bad examples around
This is another option for cleaning
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
It's had the updated DV fitted a few years ago, the car felt really flat when the original went, it's not that bad really just not as sprightly as it used to be, it's also got the newer breather on it so it's not that, its due a service so I'll see how it feels after that, thanksThere are some bad examples around
This is another option for cleaning
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
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