John Force and terrible terrible not good very bad 2018| | Review Car

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The Truth About Diesel Particulate Filter Problems (DPF Problems) | Auto Expert John Cadogan

In theory a DPF needs no maintenance - it’s just a steel chamber up near the engine full of Cordierite or silicon carbide designed to trap microscopic soot, and then periodically the computer turns the chamber into a furnace by injecting extra fuel, thus burning the particles into a less harmful state. But DPF blockage is a symptom, not a problem. Like a headache is a symptom, and drinking 14 bottles of tequila last night is the problem. Replacing the DPF usually doesn’t cure the problem - in fact, it could mean you’ll be back for another replacement in a few weeks-to-months if they don’t actually cure the problem. The problem could be as simple as: you didn’t go for regular highway drives you were supposed to. I’m talking 80km/h or above for a total of an hour or so, minimum, every fortnight. City driving is generally inadequate to allow a filter-regenerating burn. But many people who experience DPF problems are actually doing more than enough requisite highway driving - so it’s often not that. It could be a problem with the inlet air plumbing - lots of DPFs fail this way. See, a modern diesel is turbocharged, and that means the inlet air plumbing is pressurised between the turbo and the engine inlet. And there’s a lot of plumbing: hoses connect the turbo outlet to the intercooler inlet and then there’s a dirty big plastic elephant trunk thing in the case of Subaru - so there’s a lot of potential for inlet air leaks. The problem here is: the mass air flow sensor, AKA the MAF sensor. The MAF sensor measures the mass of air going into the engine, in real time. That’s important because the computer uses that information to determine how much fuel to inject. Only two things go into your engine - air and fuel. And the ratio of the two needs to be bang-on. Measuring the mass of air makes sense because it self-corrects for pressure and density and the generally squishy properties of air. The mass is all that matters. But if there’s a leak in the inlet air, downstream of the MAF sensor, because a hose gets a tiny crack in it over time, some of that air that the MAF sensor measures is not actually going into the engine. And that means the engine will be over-fuelling, continuously, under boost, and that’s going to produce a whole bunch of additional carbon that will be like opening the Book of Revelation inside your DPF. That’s bad. Four tiny horsemen in there, wreaking carbon-based, end times havoc. Induction leaks are real killers of DPFs - so if you are buying a used diesel car or SUV, it could be an entirely prudent idea to replace all the induction plumbing hoses as a pre-emptive strike against early DPF failure. Especially on the wrong side of 50-60,000km. Over-fuelling is sometimes also caused by leaky fuel injectors - so I’d be getting a diesel specialist involved in the proposed purchase of any used diesel with a DPF - and not handing over the cash until there’s a clean bill of health from an expert. It’s also very bad to use the wrong engine oil. DPFs require a special low-ash oil - and there’s more than one grade of that, so make sure you get the oil selection exactly right for your car. Another way to kill your DPF with oil is via a leaky turbo oil seal. So I would absolutely not be letting those service intervals slide. Sticky EGR valves are another DPF killer - pumping excess crankcase vapour into the exhaust. Faulty glow-plugs - also DPF-deadly - because they cause the engine to run too rich on start-up. And then there’s the differential pressure sensor across the DPF - all that does is measure the pressure drop across the filter. That tells the control computer there’s enough soot built up to trigger a regeneration. But if the plumbing to that pressure sensor gets clogged, the computer presumes no regeneration is necessary - even if the filter is in fact choking to death. I hope you can see that this is a complex system that, at times, to me, seems almost doomed to fail. And the failure is hardly ever intrinsically due to some deficiency in the DPF itself. In general, just replacing the DPF will lead to just replacing the DPF again - in a few weeks to months. And nobody wants that - even though plenty of people do it. Often the dealership will be ill-equipped to solve your DPF problem. They are generally fairly crap at diagnosis Were I you, on the dreaded DPF merry-go-round - I would look for an independent diesel specialist with runs on the board with DPF diagnosis. It’s not rocket science ‘down there’ - but it is a bit complex for your average dealership Muppets who think taking orders from a scan tool is the same thing as being a mechanic.

NHRA Seattle engine rebuild on John Force's car.

Team rebuilds a engine in 30 minutes. See the team take a hole engine and replace the pistons, rods, piston sleeves, clutch, heads and many more parts in 30 minutes. -~-~~-~~~-~~-~- Please watch: "tobogganing with wife" -~-~~-~~~-~~-~-

Lionel Messi's Lifestyle ★ 2018

Lionel Messi's Net Worth ★ Biography ★House ★ Cars ★ Income ★ Pet ★ Family - 2018 Maybe you want to watch Dave Bautista - Transformation From 1 To 48 Years Old The Undertaker - Transformation From 11 To 52 Years Old Brock Lesnar- Transformation From 1 To 40 Years Old The Rock - Transformation From 1 To 45 Years Old John Cena - Transformation From 1 To 40 Years Old Hulk Hogan - Transformation From 1 To 64 Years Old If you enjoyed watching subscribe for a new video every day. Subscribe HERE: Thanks for watching! Top Discovery Like us on Facebook:

Piston vs Rotary Team P.R. vs USA Racewaypark New Jersey

The truth about engine stop start systems | Auto Expert John Cadogan | Australia

One of the most glaring examples of this carmaker agenda self-serving design is the auto engine shutdown and restart system. You drive along. Stop at a red light. The engine automatically shuts down. Light goes green, you start lifting off the brake, and the engine kicks back into life, as if by magic. We’re talking about that. Systems like Mazda’s iStop - and seemingly 100 other proprietary names for similar bullshit technology. I get questions about this all the time. So here it is: The truth about bullshit auto engine shutdown and restart systems. Number one with a bullet: they save you bugger-all fuel. Claims that you will save any appreciable money are unmitigated bullshit. You can idle your engine all day long, and it’s still not going to cost you as much as a burger and fries. Engines just don’t consume much fuel at idle - they’re really only driving the ancillaries, overcoming their own internal friction and a bit of drag in the torque converter (if they’re driving an automatic). The real reason these automated systems exist in many new cars is so the carmaker can legally ‘game’ the official fuel consumption tests. We’ve discussed these tests before. They’re lab tests from which the official fuel figures are derived - and these numbers are very important to carmakers, because consumption is increasingly important to buyers. Unfortunately the tests are not very representative of actual driving. They’re just not - the official test numbers are always better than you can achieve out there, on the road, and that leads to a lot of customer dissatisfaction. Unfortunately. The most non-representative aspect of the tests is the amount of time the cars spend stopped in both the city and highway tests. Those valleys there? The car is stopped. Together, both tests take 20 minutes - and around one-third of that time is spent stopped. In the city cycle test - it’s almost half the total time stopped. So if you’re a carmaker, and you’re in this intense competition with all other carmakers, and you include the engine shutdown feature in the car, almost half of the official city cycle test is spent with the engine shut down. You’ll make incremental gains over a competitor without that system in his car. So, congratulations - you just gamed the system, and there’s nothing illegal about it. But what this means for you, the car owner is: you have to wear it. And it’s unpleasant - especially on restart. Especially in a diesel, which has to battle a lot of compression when it restarts. And especially if your car has a CVT transmission. They tend to have pretty aggressive torque converters. So the restart is unrefined, at best. It’s awful.

John Force and terrible terrible not good very bad 2018| | Review Car

Share Facebook Tweet Pinterest Email John Force has not had a great year. He's currently eighth in the NHRA Funny Car standings after 10 events in 2018 and he's blown up his Peak Chevy Camaro Funny Car at least four times. We say "at least" because we're not sure how many times he's lit the fuse on one at home in between weekend events. It started at the Lucas Oil NHRA Winternationals February in Pomona, California, with Force saying that his 2017 struggle "was last year's story." And it was. Fo...

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