How Super Knock Can Destroy Modern Engines
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- Опубликовано: 3 окт 2024
- What Is Super Knock And How Can LSPI Destroy Turbo Engines?
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New cars are trending towards downsized turbocharged engines using direct injection. While these engines offer better efficiency and fuel economy, this trend has increased the likelihood of engines experiencing destructive super knock, which results from LSPI. Low Speed Pre-Ignition (LSPI) isn’t fully understood, but it can result in knock occurring, potentially destroying pistons, connecting rods, and spark plugs.
Light knock and super knock are different in how they occur in respect to spark plug timing, as super knock can occur without the spark plug ever firing. This video will describe the differences between light knock and super knock, how cylinder pressure is affected by each, how tuning can be used to avoid LSPI, and how motor oil can also be used as a resource to reduce the likelihood of LSPI and subsequent knock occurrences.
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As a pro ECU tuner, I see this problem all the time in the newer LT Chevy engines with DI. Especially with aftermarket superchargers. Gotta be very careful tuning these new engines. Great video!
Ouch, one of the engines I hoped it wouldn't happen to
do you rempap these engines or do you use tuning chips ?
@@karimnasser6710 Tuning chips? Is it 1990?
@@OtisFlint it's 1999dec31
Rhett Castillo have any of your customers considered a water/methanol system to reduce chances of this problem from what I've read it seems to work well for forced induction.
it's not a problem, it's a feature - free crank inspection windows for everyone!
This made my day lol
knock knock.......who there?? rod bearing 1 2 3 4.....
Rod bearing 1 2 3 & 4 who?
@@jGRite who who you got a blown engine....
@@jGRite Rod Bearing moving out from your block.
Hyundai.....lol
Thank you. i had a bad day, and now it's good again.
Dude, I'm from Brazil and really like seeing your videos, not only for the great explanations themselves, but to get familiarized with mechanical terms in English.
The content presented is always rich, yet in a simple and clear didactics!
Grande erro, porque eu mesmo já num sei os termos mecânicos em português
@@pedrodossantos5890 E o que tem de errado em alguém que já conhece os termos em português, como no meu caso, querer aprendê-los em inglês?
Cada comentário...
O canal dele é excelente. O bom é que o inglês dele é bem tranquilo de entender. Alguns canais europeus, com inglês britânico, são bem mais difíceis de entender.
@@ianferreiraian Sim, a pronúncia dele é clara, não é aquela tipo "cachorro roendo osso", emendando palavras.
E a didática também é muito simples!
raindrop, rod knock, there's a hole in your engine block.
Knockin on your pistons go pop pop *BANG*
My superknock is bad and boujee, eating up pistons like smoothie
Valvedrop, rodknock would be better lol
Mazda speed 3 people call this “zoom zoom boom”
@Ungregistered User aren't flat tappet cams/valves used in pretty much every car engine unless u go with a roller setup which is for higher performance?
Never go full throttle at low revs in an MPS. My tune alleviates most of this by pushing the torque curve towards 4000 to 6000rpm to avoid bending rods
So do the ecoboost crowd now too.
Facts ive blown 2 motors already
It'd be cool if Project Farm can induce super knock with his see through head engine and slomo guys capture it using high speed camera.
It would need to be a gasoline direct injection engine
Ungregistered User wrong, older engines with larger compression ratios are way more likely to knock
@Ungregistered User Nope, it doesn't apply to modern engines, it applies to all. It's just that modern engines usually run hotter. And they usually have direct injection which causes deposits.
Btw, *here is how to cause preignition and the super duper knock:* (1) Machine your engine parts with a dull endmill, machine as roughly as possible and DON'T deburr.
(2) Cause as much carbon deposits as you can; to do that mix oil into your fuel and reduce the pressure of your injection system or use work out injectors to get a crapy fuel mist.
(3) Hook up an EGT gauge and tune your engine to run hot.
After that your engine should go boom. (unless you blow your headgasket first, XD)
Burrs and carbon deposits kinda work like a glow plug: they do get warm by the combustion but they don't get cooled by the cylinder walls. Just think about it: a burr sticking to the side of a block of metal has a relatively high surface area that's contacting with the air around it, but it's connected to the rest of block of metal by a small surface area. Carbon deposits that get on the valves can have the same effect. But with carbon deposits it depends on how porous they are, how smooth they are, etc; not all carbon deposits are equal.
The smooth carbon deposits that almost seem to be brushed on won't cause knock as quickly as the rough ones.
If anybody can do it, he can! Love that guy.
Really informative video about a serious topic. Thanks for that 👍
I don’t always have knock, but when I do... I prefer *SUPERKNOCK*
@bbkangs lmao 😂😂
I'm dead 😂
Omg Im drying.
Predetonation = a condition where the engine is trying to compress an explosion.
Good luck with that.
Reminds me of hydrostatic shock.
@@huntergman8338 Reminds me of water hammer also ie the problem that occurs when you try to close a valve on a rapidly flowing pipeline full of fluid in effect trying to arrest it's momentum too suddenly. This can similarly result in failure of the valve and/or the pipeline especially if you try this on a long distance pipeline where you can have literally tons of water in motion suddenly being forced to stop violently the pressure spikes can reach levels that are in the realms of an actual explosive device going off right next to the valve.
@@seraphina985 Ether way, something will break and it will be expensive.
@@huntergman8338 Indeed, exceeding the rated pressure limits of a vessel is a bad idea however it happens. There is a reason why such limits exist after all once you pass them you are eating through your margin of safety and probably permanently reducing that margin through added metal fatigue too even if you remain short of causing outright catastrophic failure.
@@seraphina985 Like a fat man at a buffet. That belt gets weaker with every bite.
Engine: “This form is Light Knock!”
(Spools up)
“But this is to go..even further...beyond”.....
*Super Knock*
Que 5 straight episodes of screaming.
nick procive revving*
Look Vegeta it's a pokemon
How about using a higher octane gasoline??? How about to get the coldest air through the intake that you possibly can set up for??, How about, because it is a turbo engine and direct injection, will assume, by delaying closing the exhaust valve during the intake stroke and also delaying the fuel injection you can evacuate the burned gasses with forced fresh air and lower your chamber temperature???. How about upgrading your intercooler to a better quality that can give you more cooling and a correct amount of flow by the engine set up????.. remember that the manufacturers go the cheapest they can get. I am a great fan, really like your channel but those are questions that I will like to be answered. Keep up the good work. Thanks for being educating us.
Yeah, i was also wondering about running higher octane gasoline.
With direct injection motors, replacing the cams solves most of the problems
1) Some manufacturers do use higher octane gasoline. The problem with that is that customers don't like paying for premium gasoline (at least in America).
2) If you kept the exhaust valve open during the intake stroke you wouldn't just be sucking in cold intake air, you'd also suck in the hot exhaust gases you were trying to just get rid of. This method would harm exhaust scavenging, and would make knock worse.
3) Doesn't solve the problem completely, the problem can't just be reduced to putting in colder intake air, it's about preventing local temperature concentrations in the cylinder. The cylinder has to stay at a particular temperature to perform at it's best, just cooling the entire thing down won't solve the problem entirely.
@Ungregistered User its actually P*C*V it stands for pollution control valve. Its emissions equipment that recycles oil vapor instead of letting it make a mess under the hood or making oil slicks on the streets.
Its important but its advised to install a oil catch can between it and the intake system to prevent octane dilution.
@Ungregistered User It stands for Positive Crankcase Ventilation. With old cars they just let the crankcase vent with a tube or basically an open hole. That allowed all the gasses and some oil to escape which made a mess and was bad for the environment. So, modern cars put the crankcase gasses and everything back into the intake. That way everything gets burned and emissions are better. It also means the vacuum of the intake helps pull everything out of the crankcase so it's more efficient.
So if your car is tuned for a higher octane, let’s say 91-93 and you run 87 to be cheap, that would cause light knock or potentially both? Awesome video!
I miss the 70s engines that would run on after the ignition was switched off.
My 71 vw bug with a 2165cc dual 44mm carb would turn if a couple times if hot
@Addicus Taylor Detonation because of the new emission devices on cars. Also timing was advanced.
@Billy Bhanchode Carbon build up.
Great topic this week! Valuable information as always! Thanks for making such detailed videos!
Its funny that people dont like light knock when that is basically what mazda's sky active engine is designed to do. Spark Controlled Compression Ignition is just using the spark to start ignition and then the increase in pressure causes compression ignition every where else. the only difference I can see between the two is that light engine knock is not consistent and happens in only one location and then propogates instead of being a controlled universal compression ignition. Such a small change can take it from being engine knock, to a super advanced engine technology that you WANT.
You know that the skyactive X is capable of both compression ignition (like diesels do) and spark ignition as it has spark plugs too. I wonder how reliable and long lasting they will be.
The SPCCI engines are built to handle the high pressure and temperature that comes with this kind of operation. Kind of like a diesel.
Please make a video on suspension Rebound, Compression and Preload.
@@E.Asinus hahaha, it took me a while to understand.
Lesson - don't go below 3.5k RPM 😂.
Misterlikeseverythin. Lesson. Flog the crap out of it! 👍
Excellent explanation and I'll give a different motor oil a try.
I honestly never seen any report of early engine breakdowns due to "super knock".
LSPI is also not the problem of the modern engines like it was mentioned.
this type of abnormal combustion is not new, and it can also occure in NA engines with high compression ratios. it is a preignition caused by a hot surface accompanied with knock. cause of knock: a very advanced spark timing(usually spark timing should not be that advanced at low rpm)
if you read the reference given below, there are at least 6 types of abnormal combustions, knock can be directly regulated using spark retardation, but for preignition u need to cool the engine temperature down.
john B heywood - internal combustion engine fundamentals
chapter 9- part 6: Abnormal combustion
I think Engineering Explained should start a petition for the Department of Energy and the Department of Weights and Measures for the United States to raise pump gas octane levels to 95 octane.
He'd know exactly what to say and I'm positive we'd all back it up
Most cars have no need for increased octane. The burden falls on the manufacturers for pushing the limits of what their engines can do. It has already become extreme.
@@flagmichael as emission requirements increase so does the need for higher octane. Hotter IAT, EGR and excess PCV use dramatically reduce octane levels.
Every car I've worked on would see huge benefits from an increase of octane when fully loaded with passengers or when driven in a manner above economy purposes.
But hey, if everyone's happy driving with extremely retarded ignition timing then let's not change a thing.
I honestly can't think of one car that wouldn't benefit from higher octane, please enlighten me
Knock and pre-ignition are two totally different things. "Super knock" is pre-ignition and has been an issue with engines for years. Knock is the noise of two flame fronts hitting each other.
Wow, mega top quality content as always.
Thank God another EE video I really needed to learn something today
As per one of your previous videos, especially for those of us with MT, Don't Lug the Engine! Based on my experience in my wife's new traditional 8 sp AT vehicle in normal or eco mode it's always trying to upshift asap (gas savings) at the expense of higher load at lower RPMs. We live in a mountainous area and the AT obviously can't predict the numerous approaching inclines and is often "confused". Though she typically isn't using it for "speed", we've noticed that setting it to sport mode has worked the best for us in our normal daily driving (less lugging and fewer shifts). Thanks for your informative videos.
Hi octane fuel can help as well. Less likely to pre ignite.
Old comment but E85 solves a lot of issues
Best channel on youtube handsdown
Knock = secondary ignition event after the spark plug fires Pre Ignition = uncontrolled ignition event pre spark plug.
Fin
@Ungregistered User no, knock is a secondary ignition point somewhere else in the cylinder that results from the pressure increase after the spark plug fires. You end up with completing flame fronts that accelerate the burn and increase cylinder pressure at an undesirable rate. Pre Ignition is an ignition event prior to the spark plug firing.
That is what I said, A secondary ignition event after the the spark plug or "Primary ignition" event occurs.
I switched to a very expensive motor oil about 6 years ago and it keeps LSPI from happening or does a great job of keeping it at a very low percentage of happening with the low octane fuel by keeping the pistons from over heating ....
Holly molly, this kind of video is fascinating, i love when you cover this kind of topics
Super interesting video! We covered some of this (or something similar) in our Internal Combustion Engines class (the name wasn't Super Knock though 😂) but there was still stuff to be learned, very interesting to see oil manufacturers testing for LSPI. We didn't cover that, or at least I can't recall it right now. To the people reading the comments, this isn't some super dumbed down content by the way, in uni we cover this in a similar way. Amazing to see this type of content on RUclips!
Can we have a video on Mitsubishi Super Select 4WD? It's kinda unique
Quite clear explanation and short accurate video!! You've got one more subscriber. I really appreciate that you take your time and draw on the board like that, that makes the videos even more understandable.
So even engines have a "normal" size, going much below it brings unwanted consequences.
Just like making cars too small has detrimental effect on a lot of things (usability, stability, safety etc)
It's not quite "the size" of the engine that increases risk of this; it's the cylinder pressure when/as the piston reaches the top of the compression stroke.....it's just that smaller engines typically have higher compression ratios or use forced induction.
I have an engine susceptible to LSPI. It's a 2016 Vauxhall Astra 1.4 turbo (140ps) - same engine as some Chevy Cruze models.
My solutions so far :
1. Use 98 octane fuel (widely available in the UK)
2. Never drive uphill in 4th/5th/6th gear with high throttle load at
Cool vid😁👍 Didn't know about superknock until i read about the sn plus api-spec.
This is why small turbo engines seem gutless at the low end. It's also why you then wind them up a few more rpm, get them into boost and they drink.
As someone who is a lab tech for a major oil company and spent 5 years doing nothing but octane(knock) testing I’ve never heard this term.
hi jayson. may i ask the pros and cons of deleting an egr system in diesel engine, theres plenty of vids out there but your explanations is the only one i trust. thank you
Brb, gotta check my laundry detergent. Don’t want LSPI in my washer machine.
API SN-Plus. The widely accepted assumption for the cause is oil intrusion.
So the flammable metal decreases the early flames? Neat!
Hello, nice video, thx. I have few questions/notes.
1. Why this occurs in low speed/revs and NOT in high ones?? What is actually meaning of "low"? 1500-1800 rpm? This is something that no one technically describes - pitty.
2. The chart in top-right corner is not correct/accurate - why should superknock pressure be that higher than light knock/normal combustion situation. I would say, that the main problem is timing and pressure increase speed, not the overall pressure.
3. Why the oil that has much higher ignition temperature than petrol is causing this??
4. Why direct petrol injection is worse than indirect one?
5. Is superknocking detectable? "Normal" knocking is and when it is detected engine control system can deal with it. Why is that knocking worse?
LSPI is probably what caused my 2016 Subaru Forester XT to develop a hole in the engine block around 45,000 miles. Subaru covered a new block, then new heads. I had a brand new 50th Anniversary NA Forester for over 12 weeks. As soon as I got the car back, I sold it to Carmax. I now drive a 2019 RAM 1500 Limited. No more worrying about LSPI. And I can pull my Jeep on a trailer.
Thank you for explaining this. I would never have imagined that motor oil could be a potential source. Now I understand more about the SN Plus designation. Previously, I always thought the electrode of the spark plug, being long and thin, would not have been able to get rid of heat fast enough and would be the likely source of pre-ignition knock in higher compression engines.
Now that I think more about the compounds in the oil, it seems the calcium is a catalyst for lower temperature ignition compared to the other metals mentioned such as magnesium?
Love your videos as usual..very informative...keep sharing x
Sweet bruh. Thanks for the very informative video.
Thanks for a great informative video!
Thanks for the class!
Great explanation as usual 💯
Oh wow this makes a lot more sense! Thank you!!
Another factor that doesn't get enough attention is differing fuel quality between markets in North America. ACN (Arizona, California, Nevada) 91 octane fuels are far more knock prone than 91 octane fuels in other states. Same problem in Western Canada where 91/94 behave poorly compared to similar 91/94 in the East. This probably comes down to refinery feedstock, heavy grade oil probably nets a poorer quality gasoline. Our AKI system is prone to refiners juicing RON numbers and leaving MON lower than similar fuels in Europe. AKI is RON+MON/2. Anyone running off the shelf tunes for cars need to ensure the fuel they have in their market is appropriate, not all 91/93s are created equal.
Is there something to be said for the lack of humidity as to why the change seems more measurable between the regions?
@@pmdinaz I think it's mostly regulations, with crude quality being another potential component.
Piss poor quality of 91 + octane makes me dont want to tune my car.
I'm certain GM's 2.0T LTG engine suffers from this condition. Several 2014+ Buick Regal, 2013+ Cadillac ATS, etc owners have reported failures (cracks) at the top of the pistons, exactly where this condition would cause a fatal issue. It seems to happen regardless of driving style or whether the engine is tuned/modded, and at varying times from 500 miles to 50,000 miles.
a simple catcan can keep so much oil from entering via intake, it still blows my mind they aren't factory.
my car runs low rpm so as soon as you need to accelerate a bit it starts to shake slightly, obviously designed to work in the high load/low rpm region for better economy. But I drive it in sport mode and it bumps a bit the rpm and runs perfectly smooth.
I had a rod knock. No smoke, good acceleration. Turns out bearings are fine. Piece of piston in the sump. 0.7L turbo charged 80kW engine.
Now my second engine is developing the same symptoms - knock originating from wall of middle cylinder (3cyl engine)...
I believe redlining once a day would keep this problem away 😂
Could help reduce carbon buildup in the cylinder... so really your not wrong... but I dont think the cop will buy it!
There are a lot of racers in the Porsche world who use outboard 2 stroke oil in their sumps because supposedly the octane rating is nearly the same as 87 octane gasoline. I do not have an online reference for this, but since they rebuild their engines frequently, this works.
This video made me think about Smokey Yunick and his patented flame ignition. Is enough known about how it works mechanically that a video could be made of it?
LSPI has recently been attributed to oil additives; specifically high calcium and sodium. The method isn't well understood, but the right oil makes all the difference apparently. See the latest DEXOS 1 Gen 2 oil analysis. TLDR is basically Calcium + Sodium = bad, Molybdenum and Zinc (ZDDP) = good, more alcohol in the fuel (and/or cooler distillation curve) are good.
Good video as always!
Super knock make EcoBoost go ECOBOOM! That being said a friend of mine just turned over 500000kms on a 3.5L EcoBoost.
How? Does he even sleeps?
@@SoulTouchMusic93 No he doesn't sleep. He owns and operates a chain of three stores in my area with a skeleton staff and does all his own stock pick up and deliver. The man runs on a mixture of coffee and cheeseburgers.
@@huntsbychainsaw5986 damn. I hope he's healthy.
@@SoulTouchMusic93 Healthy ish... lol! He doing well.
There are after market solutions to this but the manufacture is not going to introduce them because it is a high maintenance solution most owners would not want to deal with. Water/methanol injection seems to work really well at cooling intake temps and actually raising the equivalent of the octane of the fuel your burning especially in forced induction and high compression engines.Another benefit for DI engines is it cleans the intake valves.
This reminds me of why you don't try to attempt to suddenly close a valve on a long pipeline trying to suddenly arrest the momentum of a fluid with a lot of energy behind it doesn't end well. Very easy to create a pressure spike that exceeds the failure strength of the material attempting to contain it this way and well RIP part if you do this.
Great Video champ
good one man
It maybe due to different languages (I'm from Germany), but to me "knock" was always referred to as happening during compression before top dead center. Didn't know there was a difference in knocks that one happens during power cycle.
When you use compression as the crank angle sensor.
yup, all the ecoboost Ford fiesta ST's are blowing up over here.
That's just Ford for you
Mikey The new GM LTs are doing it too...
Ecoboost would be better named Ecoboom. They are god awful engines.
I have one and I have not heard anything about this.
Yet.
I have this in my BMW 116i. Since the valve seals are being changed it's a bit better.
It sounds like this super knock phenomenon became a problem when car manufacturers in their quest for more efficiency and higher fuel economy started installing turbo chargers and direct fuel injection. This increases the number of components that can go bad and leads to this additional problem of super knock. There was a time when turbo charging was only used in race cars and expensive high performance cars, now turbo charging is used by most car manufacturers.
You didn't mention the new standard coming out from the API. ILSAC GF-6. It will be the new standard for oils that includes testing for LSPI. SN Plus was just a temporary band-aid because it was taking too long for everyone to agree to the new standard. It looks like the standard has been agreed upon and oil manufacturers can start getting certified for ILSAC GF-6 starting early 2020. SN Plus will stick around as a supplemental certification though. Also ILSAC GF-6 includes two standards. GF-6A which is what will be backwards compatible with previous gen and GF-6B which is ONLY for the new implementation of oil type 0W-16 (yup an even thinner oil that the Japanese have been using in Japan for a while now) for fuel efficiency.
There is a lot of truth to the oil being a culprit for knocking. While my experience relates to the light knocking/pinging, I can see how it could develop into a super knock with a forced induction engine. I used Amsoil (which at the time didn't meet SN+ standards) and my normally aspirated car would ping all the time under light load. Switching to Mobil 1 which was SN+ certified, the pinging went away.
Please make a video about car body type pros and cons
Well explained👌 thank you so much
7:10 taking away power from the user willy-nilly is a bad solution because it can be fatal. If I'm in the middle of an overtaking maneuver or need just a bit more power to move away from something and the engine decides that right now I should not get the power I am used to - that is deadly. They allow manufacturers to do that? What a world we live in ... Safety should be a much higher concern than efficiency.
I think part of the reason pressures are much higher is this: the combustion happens too early and the air-fuel mixture heats up, increasing pressure in the cylinder, which is still compressing. Because of this the cylinder must put much more work into compressing it, raising the temperature, and because of this also pressure, much more than would happen if the ignition was timed correctly. That can destroy an engine in short order.
Can you please explain why LSPI is most likely to occur at low RPM and high engine loads? I guess at HIGH RPM and high engine loads you also have high pressure and high temperatures?
@Engineering Explained
If oil in the cylinder is bad for knock then shouldn't rotaries and two stroke piston motors have uncontrolled knock or super knock? Do they?
Awesome videos! Could you please do a one explaining the mechanics behind head gaskets?
I remember using a lawnmower that had so much pre-ignition, the engine would continue to run for a while after cutting ignition.
This is also why everyone needs to be running E85 and we need motor oil companies to make oil handle E85 better
Any good synthetic will hold up to E85 just fine. Running 5K mile intervals i can't tell any difference in my oil analysis running pump or E85.
@@OtisFlint just fine, yes. But few handle it perfectly. Mix E85 into a sample of oil and observe it's ability to polarize the fuel. In my findings I'd seen more bad results then good.
@@gammalight1312 Even Amsoil, the king of extended drain intervals recommends factory specified intervals when running E85.
Hi Jason, hopefully you scrolled far enough to see my question: Would adding a catch tank/can to the engine potentially reduce engine knock or super knock, due to the fact that it removes part of the oil/fuel mixture that can make its way into the cylinder? Thanks -Adam
Is there information on WHICH small turbocharged engines have this problem the most?
I would stay away from VW 3 cylinders and anything lower than 1.2L.
I've seen Peugeot 1.2 turbo and Opel 1.0 turbo engines having that problem
Good to know about API SN Plus. My parents just bought an Edge with a 2.0T so I'll make sure to recommend it to them. But I guess my Mustang's Coyote engine isn't considered "modern" since it's big, NA, and based on my current tank's MPG of 12, not efficient
I wonder if super knock is why the Oldsmobile Jetfire used fluid injection? Would make sense. The methanol further increases octane level alongside the tetraethyl lead that was in gas at the time, and then the corrosion inhibitor did what it says on the tin, the distilled water cools the turbo and dilutes the methanol.
I’ve heard about this and I know about it. I have a bunch of direct injection powered vehicles and while modifying a couple of them I blew them up. Lspi, detonated both of my engines. Light throttle going up a hill. Water/meth injection has saved my ass since.
I always thought the V6 ecoboost had worse gas milage when towing than N.A. engines was because they injected more fuel to cool the turbos under load. Maybe its a case of sending much more fuel to prevent super knock. Mixture is too rich to allow super knock.
A combination of intake manifold injection with a mixture that is too lean to ignite itself and additional direct injection just before the ignition solves this problem, also the engine is more efficient in partial load.
Hi,
Your graph shows super knock happening AFTER spark, but earlier you explained it as occurring before spark (pre-ignition), on the compression stroke.
Exactly. Wanted to point it out, but you were quicker :)
Look at the
Look at the pressure rise before the spark timing line
Hmm, my understanding of knock was what you're describing as the first "step" of super knock...
Is a solution to destructive knock a gateway to treating gasoline like diesel for combustion? Could even a small amount of diesel mixed in gasoline create the same effect?
Lspi looks like it would be good for additional efficiency and higher power...same fuel use yet higher cylinder pressure across the board in the same regions utilized by normal operation.
Nothing better than a bit of the old whiteboard.
Mobil 1 changed there formula to a calcium magnesium formula in around 2010 way ahead of SN plus.
have you ever considered dissolved and entrained air in the fuel itself and the resultant problems it creates?
It's a valve... It's a bearing... IT'S SUPERKNOCK!
And I can see all 3.
So how does the incresed likelihood of knock and superknock affect engine longevity in modern vehicles. Also on an unrelated note a video discussing the engine oil acidity and its effects over time and what oil companies do to help resist this would be nice.
Nice vid as usual , could you do a video on the reason why Diesel engines exhaust systems don’t rust out like gas engines exhaust
I think they linked carbon deposits to calcium in oil too. They make DI oil but it's hard to find