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CRC: GDI IVD® Intake Valve & Turbo Cleaner
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By Counterman
The popularity of turbocharged gasoline engines has surged over the past 20 years. According to the Department of Energy, approximately 1% of all 2000-model-year light-duty vehicles were turbocharged. Fast-forward to today, and more than one-third of all light-duty vehicles are turbocharged.
So, why the rapid change? That’s simple: fuel-economy standards. Current CAFE standards call for automakers to increase the average fuel economy of their lineups to 54.5 mpg by 2025. To meet these regulations, automakers have needed to innovate. This innovation has led to the advent of new technologies that have changed the entire industry.
Today, automakers are building vehicles that are safer than ever before, with more creature comforts. They’re more powerful despite the fact that the engines are smaller in displacement – yet the average customer doesn’t realize that anything has changed. Two of the key technologies that have helped to boost fuel economy and horsepower with less displacement are gasoline direct injection and turbocharging.
Direct Injection
These systems are able to measure and control the amount of fuel entering the combustion chamber more accurately, boosting fuel economy and maximizing power output.
The low-pressure fuel pump is mounted inside the fuel tank, and it sends fuel through the fuel lines and up to the high-pressure fuel pump. This pump is mounted on the engine and is driven by a special lobe on the camshaft. The fuel pressure then is increased to extremely high pressures; some applications may see 3,000 to 5,000 psi. The fuel then travels to the injectors that are mounted inside the cylinder head and injected directly into the combustion chamber.
Why does the fuel pressure need to be so high? Port fuel injectors spray fuel in a vacuum, and that vacuum draws the fuel vapors into the combustion chamber. Direct injectors need to be able to overcome the higher pressures seen inside the combustion chamber, so the fuel pressure needs to be much higher compared to port injection. The increased fuel pressure has another benefit: The fuel is able atomize much better compared to port fuel injection. The more atomized the fuel is, the better it burns, and the engine can run much more efficiently.
Turbocharging
Turbocharging allows automakers to build engines that produce more power with less displacement, and sometimes with fewer cylinders.
How does a turbocharger work? Let’s talk about it in simple terms. Gasoline engines burn a mixture of air and fuel. The engine can only draw in a fixed amount of air on its own, so the ECU controls the amount of fuel added to the combustion chamber to maintain the optimum air and fuel mixture. Turbochargers increase the air flow into the engine. This means that more fuel can be added, and the engine can make more power.
Inside the turbocharger you’ll see a shaft with a turbine wheel on one end, and a compressor wheel on the other. The turbine is driven by exhaust gasses leaving the engine. This spins the compressor wheel that forces more air into the intake manifold. This increased air flow and pressure is known as boost, or charge air. The charge air typically passes through an intercooler or heat exchanger; this removes some of the heat and makes the air denser. The air then travels to the combustion chamber.
A Winning Combination
GDI and turbocharging each have their advantages, but when combined, they offer even more. In many late-model vehicles, lower-displacement engines with GDI are able to produce 20% more power with 20% less displacement when compared to bigger engines from a decade ago.
Everywhere you look, it seems that engines have gotten smaller in displacement. Ford has its EcoBoost four-cylinder and V-6 engines, Nissan/Infiniti has its 3-liter VR engines and Chevrolet recently started offering a 2.7-liter turbo in the Silverado. Ford and Chevy also offer three-cylinder turbo engines in some of their smaller offerings. These smaller-displacement engines offer better fuel economy than the engines they’re replacing, but without turbocharging they wouldn’t be able to offer the same sort of power.
This is where smarter boost comes into play. Smaller-displacement engines can use smaller turbos to fill in gaps in the powerband. Smaller turbos are able to spool up faster, leading to better response and more predictable power delivery. Modern turbos are mounted closer to the engine than ever before. This means the exhaust gasses don’t have to travel as far once they leave the combustion chamber, and the turbo can spool up faster.
Add-On Sales Opportunities
As parts professionals, it’s our job to know how these systems work, and what our customers need to know whenever they’re replacing components in the system. Here are a few tips and tricks to be aware of next time you’re selling GDI or turbocharger parts.
The fuel system needs to be depressurized before starting a repair. There are a number of ways this can be achieved. Your customers could remove the relay for the supply pump inside the fuel tank and crank the engine. With no supply of fuel, the HPFP won’t have anything to pressurize. However, a better alternative is to use a scan tool to depressurize the system. This method typically redirects the fuel back to the fuel tank, so it won’t put any strain on the system. They can confirm that the fuel system has been depressurized by checking the reading from the fuel-pressure sensor.
Your customers should pay close attention to the seals on the injectors. In most applications, the seal ring that seals the injector to the combustion chamber cannot be reused. These seals often are made of materials such as Teflon and will require special tools to install them. The seal needs to be carefully and uniformly stretched as it slides into position. Then it’s resized to fit into the groove on the end of the injector. It’s best to check the OE service information whenever servicing the injectors.
The high-pressure fuel line is another component that may not be reusable during service. In many applications, the fittings on the ends of the line will have a sealant applied inside the threads, or the fitting may stretch or crush during install to form a tight seal. You also might see a yellow tag or sticker on the fuel line that says, “HIGH-PRESSURE FUEL LINE, DO NOT REUSE,” or something similar.
During turbocharger service, it’s important to avoid some of the most common installation errors. An example would be failing to properly clean gasket surfaces, neglecting to replace gaskets during service or failing to clear out debris from a previous failure. A restricted or blocked oil-supply line can quickly lead to oil starvation and turbocharger failure. Your customers always should clean the area where the engine-oil supply and return lines connect to the engine crankcase, being sure to prevent any debris from entering the engine oil or crankcase. Oil contamination can lead to additional engine damage. Always remove and inspect the engine-oil supply and return lines for blockage or restriction, or replace them entirely. Finally, always replace the crush seals on banjo-bolt connections.
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By Counterman
CRP Automotive offers Rein Automotive TechSelect Turbo Kits (CRP P/N TRK0007) for some of the most popular BMW applications on the road today. These kits are a solution for turbocharger replacement service and include all of the hoses, gaskets, and hardware necessary to complete the job quickly and efficiently.
Developed with technicians in mind, Rein Automotive TechSelect Turbo Kits include the most recent turbo hose versions, and include all brackets, hardware, and necessary sealing components for installation. This allows shops to order all of the components needed to complete a turbocharger service by using one part number.
Rein Automotive TechSelect Turbo Kits are available for popular BMW applications that use the N54 and N55 engines, including the 335i, 335i xDrive, 335is and 335xi, from model years 2007-2018. Additional coverage is available for vehicles with N20 and N26 engines including the 320i and 328i from 2012-2018, among others.
“We developed these TechSelect kits to make turbocharger replacement easier,” noted David Hirschhorn, CRP Automotive brand director. “As these vehicles reach higher mileage, the turbocharger system begins to wear out and most of the system components can’t be reused. Our TechSelect Turbo Kits provide a one-stop solution, giving technicians confidence in knowing that they have all the necessary parts to complete the job and avoid comebacks.”
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By Counterman
Now part of the Rislone Hy-per premium performance-chemical family, Rislone Hy-per Cool Radiator Cleaner & Super Flush (p/n HFL400) is formulated to remove damaging coolant deposits that build up over time and cause engine overheating.
It also neutralizes acids and helps prevent the formation of scale deposits for longer system life. Its Heavy Duty Xtreme Clean formula cleans the entire cooling system, removing solder bloom, oily residue, rust and scale.
“One of the unique elements of Rislone Hy-per Cool Radiator Cleaner & Super Flush is that it includes a water pump lubricant and inhibitors that protect the water pump during cleaning,” explains Clayton Parks, vice president of strategic development for Rislone. “This helps prevent other coolant-related issues from developing due to the flushing process.”
Rislone Hy-per Cool Radiator Cleaner & Super Flush is fast, easy and safe to use in all cooling systems. It removes deposits and coolant gel for a complete cleaning in about 30 minutes. Another benefit: Clean systems run cooler. Customers can use Super Flush every time coolant is changed, whether for light system flushing or heavy-duty cleaning. Rislone recommends treating systems of up to 16 quarts with one 16-ounce (473-millileter) bottle.
For best results, add a bottle of Rislone Hy-per Cool Super Coolant when refilling the system to deliver optimal heat transfer performance.
Like all Rislone Hy-per products, Radiator Cleaner & Super Flush is made in the U.S.A. For a limited time, get a $5 mail-in rebate with every purchase of Rislone Hy-per Cool Radiator Cleaner. Visit
link hidden, please login to view to learn more. Check out Rislone Hy-per Cool Radiator Cleaner & Super Flush, as well as the full Rislone lineup, in booth 3616 at AAPEX, Nov. 1-3, 2022 at the Venetian Expo in Las Vegas.
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By Counterman
CRC Industries celebrated a pair of milestones for its flagship product, CRC Brākleen, when NASCAR returned to Pocono Raceway in late July.
It marked the second running of the CRC BRAKLEEN 150 Camping World Truck Series race and the culmination of a year-long CRC BRAKLEEN 50th-anniversary celebration.
Many CRC employees and customers attended the event along with lucky CRC fans and students from the TechForce Foundation, who won tickets through a CRC-sponsored promotion. A few special CRC guests held dignitary positions in the pre-race ceremonies along with Perry Cozzone, CEO, who served as grand marshal.
The race aired on FOX. CRC brand ambassador Ty Majeski put in a strong top-10 performance, finishing in sixth place.
In addition to the CRC BRAKLEEN 150, CRC sponsored Sage Karam’s No. 45 Chevrolet Camaro in the Explore the Pocono Mountains 225 Xfinity Series race.
The race marked Karam’s momentous return to Pocono Raceway seven years after being involved in a fatal crash during an IndyCar race. The Xfinity race aired on the USA Network, marking the end of a long and difficult journey in which Karam made peace with his home track and established a new beginning with a top-20 finish. Karam represented CRC for the entire weekend in media spots,
link hidden, please login to view link hidden, please login to view link hidden, please login to view and the race itself. “We had a great time connecting with our customers, end users, raceway fans and drivers at the Pocono Raceway CRC BRAKLEEN 150 event,” Cozzone said. “Motorsports are near and dear to our hearts, and we love to see CRC products in action on the track. With Pocono Raceway practically located in our own backyard, our partnership as fellow Pennsylvanians is a perfect fit and a great way to connect with our passionate NASCAR fans!”
For more information about CRC Industries, visit
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By Counterman
The VVT category continues to grow in the automotive aftermarket. These systems are becoming more and more common as manufacturers try to meet tightened fuel-economy standards. When it comes to meeting those standards, variable-valve timing (VVT) is just one piece of the puzzle. As these vehicles exit the factory warranty period, there’s a huge opportunity for counter pros to serve customers’ repair needs.
Variable-valve timing is the process of altering the timing and/or duration of a valve lift event, to improve performance, fuel economy and emissions.
On a conventional engine, the opening and closing of the valves is based on their fixed position relative to the timing chain or belt, which is driven by the crankshaft. Without VVT, the valve timing remains the same for all conditions. This means that certain compromises must be made by manufacturers; this is achieved by selecting a specific cam profile. The cam profile affects the valve lift and duration.
However, an engine equipped with VVT can make additional adjustments, so it isn’t constrained by the cam profile. VVT systems allow for improved performance over a broader operating range. The ability to alter valve timing at any engine speed gives manufacturers the ability to tune for optimal performance and efficiency. The camshaft’s timing can be advanced to produce better low-end torque, or it can be retarded to have better high-end torque as directed by the ECU.
System Overview
It’s important to point out that VVT is not just a single part or component – it’s an entire system. There are a number of components that all need to work hand-in-hand in order for the system to function. Let’s talk about some of the components that make up the entire system.
The part that actually controls the position of the camshaft is the phaser. Cam phasers may feature a piston-type construction, or a vane-type construction. Regardless of construction, they use engine-oil pressure to push against a strong internal spring. A VVT solenoid is used to adjust the engine-oil pressure into the phaser.
While early VVT systems were active only in higher rpm ranges or under specific conditions, modern systems are actively adjusting the intake and exhaust camshaft positions for the best possible efficiency at all times.
VVT systems have caused one emissions system to become all but extinct: exhaust-gas recirculation (EGR). Since VVT is able to control the way gasses enter and exit the combustion chamber, there’s no need for EGR systems.
EGR systems were designed to reduce nitrous oxides (NOx) by recirculating exhaust gasses back into the intake manifold. This causes the combustion temperature to drop below 2,500 F, preventing the formation of these harmful gasses. EGR systems did work, but lacked the reaction time and precision offered by VVT systems.
Failure Points
In many ways, engine oil is the lifeblood of the VVT system. Inadequate oil pressure or contaminated oil will hamper system performance. It’s very important that customers are following the manufacturer’s maintenance schedule, and using only the specified type, grade and viscosity of engine oil in their vehicle.
Clean engine oil is critical to VVT-system operation. The oil passages of a VVT system are like a dead end, and the oil doesn’t flush out the passages all the time. If a piece of debris finds its way into a phaser or oil-control valve, it could be there for a while. Most manufacturers use a metal-screen filter to prevent debris from reaching the variable-valve timing system. Some manufacturers make the screen serviceable but, on some vehicles, it could be inside the oil-control solenoid and almost impossible to inspect or even clean.
The relationship between the camshaft and crankshaft is critical in today’s VVT systems. The ECU relies on information from the camshaft position sensor and the crankshaft position sensor to determine ignition and valve timing. If either of these sensors produces a faulty signal, the VVT-system performance will suffer. A loose or stretched timing chain or timing belt, or a worn timing guide or tensioner, all could negatively affect the VVT system.
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