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The Dieselization Of America!

If you read this article, you learned about a few new technologies in the automotive arena. One such technology, gasoline direct injection (GDI), has become increasingly popular in recent years. In 2014, GDI vehicles held a 38 percent market share in the light duty passenger car market. The American GDI market will continue to grow as OEMs (and consumers) push for higher engine compression, leaner burn combustion and better fuel efficiency.

However, gasoline fueled engines aren’t the only mode of internal combustion that can achieve ever-demanding power and fuel efficiency goals. In fact, there is an engine capable of reaching EPA standards that has been around for over 100 years. In the U.S., this engine suffers from a bad rap. It’s the “noisy, smelly, smoke-belching monstrosity” of a diesel engine.

New diesels

But today’s diesels are a far cry from the diesels of 40 years ago. Reputation is the biggest mound diesel manufacturers must climb. Volkswagen leads OEMs in this movement, quashing common diesel myths calling them “Old Wives’ Tales” in its new TV spots for the 2015 VW Passat TDI Clean Diesel.

As of 2013, diesel vehicles accounted for just 1.5 percent of new vehicle sales in the U.S. light duty passenger car market. But as the need for better fuel economy rises, diesel vehicles will become more prevalent with each new model year. Automotive research firm, ALG, believes diesel vehicles will make up five percent of new vehicle sales by 2016.

What does it mean for BG?

For the past few years, BG has focused on the impact of GDI engine design. With such a substantial market share, that should come as no surprise. And it was a good thing too, with all the drivability issues generated in GDI engines. Now, with diesel vehicles rapidly gaining market share on a global scale, it’s crucial that BG sales reps start to expand their focus, says Technology Director Dustin Willhite.

“BG reps in the U.S. focus primarily on gasoline vehicles because that’s the popular engine,” Dustin said. “But as CAFE standards tighten, light duty diesel prevalence will increase and our people must be ready to meet that need.”

It’s not that easy.

The diesel market is intimidating and unknown to most reps; but most reps don’t understand how similar GDI and diesel engines really are.

  1. Direct Injection­—Diesel engines have always used direct fuel injection, injecting fuel directly into the combustion chamber at the top of the compression stroke initiating and controlling combustion.
  2. Intake—Both diesel and gasoline direct injection engines have serious issues with carbon buildup in the intake and on the backs of intake valves.
  3. Just like the new technologies in gasoline engines, the best solution is preventive maintenance with the BG Diesel Performance Oil Change Service.

Sometimes it’s easier just to avoid the different, complex, incredibly fuel efficient engine. But OEMs aren’t avoiding diesels. Consumers aren’t avoiding diesels. BG is most certainly not avoiding diesels. Our Technology Department is innovating maintenance solutions for the diesel market every day! The BG Diesel Performance Oil Change Service is the most powerful maintenance solution for diesel engines and includes BG EPR® Engine Performance Restoration,® PN 10932, BG DOC® Diesel Oil Conditioner, PN 11232, and BG 244® Diesel Fuel System Cleaner, PN 24432. Now is the time to dig in because the future’s coming and diesel is in it.


Original Source: www.bgprod.com/blog/

What’s the matter with particulate matter?

Diesel fuel (even ULSD) is notorious for producing large amounts of particulate matter (soot). Regularly burning this soot-juice in a diesel engine can take a toll, leaving unburned hydrocarbons throughout the intake and emissions system.

The diesel particulate filter’s (DPF) primary job is to remove the soot from the exhaust gas, to reduce air pollution. We all know what happens when soot collects in the induction system (performance and fuel efficiency drop), but what happens when soot collects in the DPF?

In most cases, it’s not just a matter of changing out a single-use filter. The DPF is designed to capture and burn off collected soot; this is called regeneration. In regeneration mode, the fuel injection timing is adjusted, exhaust temperature increases and ideally, the unburned hydrocarbons are, well, burned.

To achieve the high temperatures necessary for the DPF to go into regeneration, the diesel vehicle must be driven at speeds exceeding 40 mph (64 km/h) for an extended period. This presents a problem for vehicles primarily driven in urban traffic—where the vehicle experiences excessive idling and may never travel consistently above 40 mph (64 km/h)—therefore never regenerating the DPF, which can be catastrophic to the component.

The solution

The common solution has been to remove and attempt to clean or replace parts altogether, which is costly, unsafe and inefficient as the problem will recur eventually. Many vehicles have even been recalled due to large amounts of soot trapped in the DPF, causing flames to emit from the exhaust pipe, turning emissions systems into blast furnaces!

David Tenpenny, BG Technical Service Advisor, says, “People in the diesel industry realize this is a real problem that’s not going away and if you want to solve it, you have to fix what’s causing it. If not, you’re just applying a Band-Aid.®” Which, Tenpenny adds, has been the case for every other “solution” so far.

The BG Technology Department saw this problem as an opportunity, and after two years of research and development, became the first to market with a viable solution. The BG DPF & Emissions System Restoration Service uses groundbreaking technology to restore the DPF, while simultaneously performing an effective intake system cleaning.

With the touch of a button and the turn of a knob, the BG 12Q VIA, PN 9300, is the first piece of equipment to have the ability to command and control regeneration, which is key to cleaning the emissions system.

Installed through the BG 12Q VIA, the BG DPF & Emissions System Restoration, PN 258, effectively disperses hydrocarbons from the intake all the way through to the emissions system to be burned off and sent out the tailpipe.

According to David, careful temperature monitoring, adjusting RPM and patience are the key to a successful service.

“It’s also essential to follow this intense cleanup service with a BG Performance Oil Change with BG EPR®, BG DOC and BG 244.” advises David. “Prevent DPF clogging by performing this oil change service at each oil change interval!”

Particulate matter will always be present in diesel engines because it’s a byproduct of combustion. BG has the solution to keep particulate matter from decreasing diesel engine performance or killing a DPF. As a matter of fact, preventive maintenance with BG will greatly minimize the production of particulate matter, which will prolong the life of the engine and DPF system.

Published Originally in Fall 2014 Blend’r.
Original Source: www.bgprod.com/blog/

New technologies need BG

CAFE (Corporate Average Fuel Economy) standards will save new 2016 car buyers $4,000 in gas over the lifetime of the vehicle, say government analysts. In 2011, the Obama administration and vehicle manufacturers (OEMs) agreed on a CAFE fleet mandate of 54.5 MPG by 2025, OEMs must innovate to achieve the ever-growing number of miles a car or truck can travel on one gallon of gas.

However, in addition to the improved fuel efficiency, consumers rightfully demand the same power and torque. These market needs have caused rapid development in the automotive industry. OEMs are combining technologies—variable valve timing, hydraulic actuation, low tension piston rings and gasoline direct injection—to achieve a goal of small-engine efficiency with big-engine power.

Variable Valve Timing (VVT)

In an effort to increase engine efficiency, automakers use Variable Valve Timing (VVT). In traditional 4-stroke engines, the intake and exhaust valves raise and lower at predetermined intervals. Driving conditions, or component operation variations, do not affect the rate at which the valves move.

Just as the name indicates, with VVT, the timing of the valve lift event (raising and lowering of the intake and exhaust valves) varies depending on RPM level, the piston’s current location and the valves’ current positions.

VVT is controlled by the cam phaser through hydraulic actuation. The cam phaser receives information from the Engine Control Unit (ECU), the engine’s computer.

The goal with VVT is to achieve optimum efficiency (at high and low RPM torque), increase fuel economy and reduce emissions.

VVT problems

As with many new technologies powered by hydraulic actuation, cam phaser functionality can be easily disrupted by fluid degradation. Engine oil integrity, oil filter flow-capacity and extended drain intervals can affect the ability of the cam phaser to control valve timing.

Hydraulic actuation is the process of converting power/pressure into mechanical motion using fluid. The lubrication system supplies power to turbochargers, timing chain tensioners and cam phase actuators, reducing the need for bulky, heavy mechanical parts. Hydraulic actuation improves fuel efficiency and reduces exhaust emissions by offering high power levels using lightweight actuation devices.

Because of the wide circulation of fluid with hydraulic actuation, fluid degradation can have a major affect on many different parts. Micro oil passages in the cylinder head, oil control valve and cam phasers can quickly become clogged with sludge. Sludge and varnish cause hydraulically actuated cam phasers to stick in advanced or retarded positions. When these intake and exhaust valves are open at the same time, hydrocarbon deposits can form on intake port walls.

All of this deposit buildup causes noticeable drivability and performance decline.

Low Tension Piston Rings

The purpose of piston rings is to build compression and prevent fuel and combustion gases from “blowing down” past the piston and oil vapors from seeping up into the cylinder.

Over time, piston ring changes were designed to allow less frictional drag energy loss, resulting in better fuel efficiency. Ideally, lowering tension pressure of the piston rings worked well to achieve “small engine efficiency,” but most manufacturers add turbochargers or superchargers to achieve the second part of their goal: “big engine power.”

Low Tension Piston Ring problems

Low tension piston rings buckle under extreme pressure and have a greater tendency to allow blow-by. Blow-by means that gasoline enters the crankcase resulting in oil degradation. Oil-based deposits are also being found in the combustion chamber. The result is deposits baked on piston tops and injector tips.

Add a turbocharger or supercharger to an engine with low tension piston rings and deposit buildup multiplies pandemically. These power boosters put a ton of extra pressure on the internal combustion process, which directly affects the job requirement of the piston rings.

When additives are depleted in the oil, it can no longer protect like it’s meant to. Deposits are a detriment to low tension piston rings. With such low spring force, the smallest amount of deposits quickly impedes ring movement. Stuck rings allow copious amounts of fuel and combustion gases to enter the crankcase, increasing crankcase temperature and pressure.  This  promotes excessive oil loss and deposit formation.

Gasoline Direct Injection

In Gasoline Direct Injection (GDI) engines, gasoline is sprayed directly where the combustion chamber is the hottest (instead of in the air intake) to allow for a more thorough, even burn. Ideally, a more complete combustion burn translates to better mileage and greater power.

GDI problems

In a port fuel injection engine, deposits can be “washed off” the backs of intake valves by a constant stream of gasoline in the intake. However, in a GDI engine the injectors spray inside the cylinders.

Without port injectors spraying gasoline (and the detergents that it contains) onto the backs of intake valves—intake components can quickly become caked with hydrocarbon deposits, restricting airflow.

GDI engines also run at much higher PCV and cylinder pressures, which in time, can allow oil vapors to pass by the piston rings. Oil vapors circulate into the cooler regions of the engine, creating deposits and pooling. Some of those areas include intake boots, valves, piston crown, head squish area and catalytic system.

A combination of sticky deposits and oil evaporation can lead to carbon buildup in several places in the engine. Rock hard carbon buildup fouls injectors and can dislodge and cause irreversible damage to cylinder walls and catalytic converters.

In just a few thousand miles, GDI engines have seen significant performance and MPG losses.


Rapid innovation—variable valve timing, hydraulic actuation, low tension piston rings and gasoline direct injection—answers the consumer call for, “We want it all!” But while exciting and solution-oriented, rapid innovation has its flaws.

At BG we know that with innovation comes opportunity. That, and it’s not always possible to have your cake and eat it too. Inherent problems, with each of these technologies, affect the oil and fuel systems.

The simple answer is that these problems can be avoided with three BG products. Thoroughly clean the piston rings (BG EPR®). Fortify the oil to resist breakdown (BG MOA®). Keep the fuel system deposit free (BG 44K®).


These three products make the BG Performance Service BG’s most powerful maintenance service! The BG Performance Service will prevent deposit buildup and keep new technologies operating at maximum efficiency.

Original Source: www.bgprod.com/blog/

NEW: BG Quick Cure Headlight Restoration Kit

The BG Quick Cure Headlight Restoration Kit, PN 876, features an easy-to-apply aerosol UV protective sealant with both anti-UV ray and anti-yellowing agents, as well as special sealing components that help the new UV layer cure in minutes! Contact your BG of Tidewater sales rep today for more information on the new 876


GDI stands for opportunity

GDI stands for opportunity from BG Corporate

GDI stands for Gasoline Direct Injection, but that’s not all. To BG, it stands for opportunity.
Gasoline direct injection engines are nothing new. The first automotive GDI engine was introduced in Germany in the 50s. The GDI engine boasts more power with increased fuel economy. At the time, fuel and oil were cheap and the need for fuel-saving engines wasn’t significant. Manufacturers didn’t aggressively pursue GDI engines until the early 2000s.
Today, CAFE regulations put a lot of pressure on manufacturers to revolutionize vehicles and meet stringent fuel economy and emissions requirements. As a result, many manufacturers are turning to GDI, coupled with other engine technologies such as turbocharging, to produce a vehicle with small-engine efficiency and big-engine power.

GDI is the answer for OEMs!
GDI engines offer increased fuel economy, power and performance, all while reducing emissions. They are significantly more efficient than port fuel injection (PFI) engines.
For example, in a GDI engine, gasoline is sprayed directly where the combustion chamber is the hottest (instead of in the air intake), allowing for a more thorough, even burn. Ideally, this more complete combustion translates to better mileage and greater power. GDI engines burn leaner than port fuel injection engines (GDI 40:1 vs. PFI 14.7:1). A leaner mixture allows fuel to be burned much more conservatively. GDIs have accurately controlled emissions levels, more aggressive ignition timing curves, and more precise control over fuel and injection timing.


Too good to be true
As the saying goes, “If it sounds too good to be true, it probably is.” And the same goes for GDI engines. As with most complex technologies, with the benefits, complications may occur.
New vehicles with GDI engines have seen significant performance and mpg losses, ignition failures and fouled injectors in as early as 3,000 miles (4,800 km) and, potentially, holes from carbon burned in the structure of the catalytic converter in as early as 50,000 miles (80,000 km)!
What’s causing all these GDI engines to have complications so soon?

Poor air quality
In most environments, intake air is dirty due to pollution, and with modern exhaust gas recirculation systems and crankcase vent systems—and without port injectors spraying gasoline (and the detergents that it contains) onto the valves—GDI components can get filthy over the course of many thousand miles.

Extreme pressure
GDI engines run at much higher cylinder pressures, which in time, can pass by the piston sealing rings. The heat and pressure released into the crankcase accelerates oil vaporization and eventually distributes oil droplets onto the intake valves. Thus, intake valves collect deposits and in as little as 10,000 miles (16,000 km), they can bake on and cause a decrease in power and poor drivability. Since inception, GDI engines have had known problems with coking—buildup of cooked fuel deposits that foul injectors.

Oil evaporation
The high operating temperatures of GDI engines can lead to engine oil evaporation. Oil vapors circulating in the cooler regions of the engine create deposits and pooling. Some of those areas include intake boots, valves, piston crown, head squish area and catalytic system.
In a port fuel injection engine, these droplets are “washed off” the intake valves by a constant stream of gasoline. However, a GDI engine does not have that advantage because the injectors spray inside the cylinders.

Deposits are like a sticky coating of oil that forms especially on the intake ports and valves. Carbon buildup on the backsides of valves can result in reduced airflow.
A combination of sticky deposits and oil evaporation can lead to carbon buildup in several places in the engine. These sticky deposits can be cooked to diamond hard deposits and can dislodge and cause damage to turbochargers, catalytic converters, etc. These hard deposits can also cause irreversible cylinder scoring.

BG has the solution for complex technologies
With many complex technologies, BG has a simple, effective solution. Usually a pour product or a piece of equipment can keep the engine clean and deposit-free. GDI engines, however, have proven to be a little more challenging.
For example, in port fuel injection engines, the injector sprays fuel on the back of the valve. Thus, adding a fuel system cleaner to the fuel will clean deposits from the backs of valves. In GDI engines, however, because fuel is sprayed directly into the combustion chamber—and not onto the back of the valve—it’s very difficult to get the backs of the valves clean, without a lengthy teardown. That sounds like an opportunity to BG!
BG has a two-pronged approach to potential complications in GDI engines: the Clean Up and the Keep It Clean.
The Clean Up is for the GDI engines that have accumulated many thousands of miles and have the deposit buildup to prove it. While it’s in depth, it’s nothing compared to the complete teardown in which many service departments are elbow deep.

BG Gasoline Direct Injection Cleaner Part 1 and 2

BG Gasoline Direct Injection Cleaner, PNs 271 and 272, is a two-part process formulated to quickly soften and disperse baked-on deposits, which accumulate on the intake valves of direct-injected engines. With the Gasoline Direct Injection Service Tools, PN 9060, the technician can remove harmful deposits without the complete disassembly that’s typically required.
Once the GDI engine has been cleaned up, it’s imperative to keep it clean to avoid continuous deposit buildup. The BEST way to clean these tough-to-remove deposits is to avoid them in the first place. The Keep It Clean approach packs a punch with three of BG’s most effective products. The BEST way to do that is with the BG GDI Performance Service at each oil change interval.

BG GDI Performance Service
BG EPR® Engine Performance Restoration, PN 109, softens and dissolves hard-to-remove deposits from piston rings. Compression will begin to increase in as little as 10 minutes! Properly sealed combustion chambers improve compression, reducing oil dilution through blow-by, which is typical in GDI engines. BG EPR® will restore lost fuel economy and power.
BG MOA,® PN 110, engine oil supplement prevents engine oil thickening under even the most severe driving conditions. It fortifies all qualities of engine oil to help withstand fuel contamination and maintain essential lubrication qualities longer under extreme temperatures. It keeps ring lands, hydraulic cams and lifters and other engine components clean.
BG 44K,® PN 208, fuel system cleaner quickly and effectively cleans the entire fuel system. BG 44K® provides quick cleanup of carbon-covered piston tops, fuel injectors and other crucial combustion areas. Because it provides efficient removal of upper engine deposits, it reduces problems caused by deposit buildup such as engine surge, stalling, stumble, hesitation and power loss.
BG 44K® quickly restores engine performance and improves drivability.


Together these three products have been proven to keep GDI engines clean and prevent potential complications. So when manufacturers turn to new, complex technologies like GDI for better fuel economy and lower emissions, BG knows that GDI stands for opportunity. And BG seizes that opportunity to make GDI engines last longer and perform even better so that drivers can enjoy the significant benefit of these highly complex engines.