The resins contained in it, as well as the “by-product” of gas stations - water and dirt - are not best friends in the food system. So if you want to, you don’t want to, and the petrol vessels must be washed from time to time.
GOALS AND MEANS
The main methods for cleaning the injector are two - ultrasonic and chemical. The first is perhaps more effective. In addition, it allows you to visually assess the quality of the spray and the performance of the nozzles in different modes. Its disadvantages stem from the merits. Since all work is carried out with the nozzles removed, only they are cleaned. And ultrasound can destroy some types of polymer coatings of the needle lock cone, which is fraught with an irreversible loss of tightness.
The most popular dry cleaning method is to inject the appropriate preparation into the fuel tank. Contrary to the opinion of skeptics, it helps perfectly, but it should be used exclusively for prevention. So, wash the system with regular maintenance, completing the process of changing the oil. An attempt in this way to rejuvenate a groomed or, as is often the case, a car bought with a dark biography can end in failure. Dirt from the tank, dissolving in the solvent, will gain mobility and, passing through the channels, will almost certainly clog the nozzle filters.
To avoid trouble, it is better to use a special installation that works on a fairly simple principle. Instead of a standard fuel line, a tank filled with washing liquid is connected to the ramp through adapters. The pressure in the "makeshift" create a conventional compressor or electric pump. Forty minutes of work on the "surrogate" - and the process is completed. If the device does not have a return drain (single-circuit system), the entire solvent will pass through the nozzles and provide them with the required cleanliness. The ramp itself will not be cleaned - the detergent does not circulate in it. The presence of a return (double-circuit system) allows you to bring to condition and the ramp, several times driving the solvent through the ring even before starting the motor. Installations of both types are most often used in car service.
HOW IT'S DONE
Of course, not every car owner will determine the cause of the illness of an iron friend. I have to turn to specialists.
First of all, they will make sure that the ignition is working, since the symptoms of defects in both systems are similar. Use a motor tester for this or do with a candle key and a pair of arresters.
Then connect the gas analyzer and record the readings of CO and CH. When flushing is complete, these data will help evaluate the effectiveness of what has been done. If there is a converter in the machine, you need to make sure the lambda probe is working (with a scanner or multimeter) and find out the initial correction factor for the fuel supply (after successful washing it should change).
Next operation: remove the hose from the fuel pressure regulator in the ramp and “plug” it with a vacuum gauge, killing two birds with one stone. Firstly, by changing the vacuum behind the throttle, it is easy to control the washing process. When cleaning, the nozzles begin to dust better, which leads to an increase in speed, and the idle speed controller in response covers the bypass channel, and the vacuum behind the shutter increases accordingly. The procedure is continued until the arrow of the device calms down on one of the divisions. Secondly, turning off the regulator allows at least a little (approximately 0.5 atm), but to increase the pressure in the ramp. The measure is not superfluous at all, given that the solvent does not burn well.
Now connect the installation. All connections - only using adapters. Pieces of hose with clamps or wire to prevent fire are prohibited.
When working with a single-circuit installation, you can immediately start the engine. The pressure in the ramp should not exceed the passport, otherwise the lion's share of the solvent will flow into the fuel tank. In the bypass, the ramp is first washed. On average, it takes 10 minutes.
The main part lasts a little longer. So, for a one and a half liter motor, it is necessary to burn about 400 ml of solvent, which takes about 40 minutes. In the middle of the process, you need to take a break for 15 minutes so that the solvent dissolves the soot on the valves and in the piston grooves. The effect is sometimes so great that the engine cannot be started immediately due to a temporary loss of compression! However, in the next twenty minutes all the waste flies into the pipe and the performance of the parts is fully restored.
An experienced specialist will also constantly monitor the condition of the converter. Indeed, at first, with dirty nozzles, missing gaps are likely. An unburned solvent, oxidizing in the bowels of a delicate device, can raise its temperature to a prohibitive value, which will lead to sintering of the ceramic cells of the neutralizer. Who will pay for the replacement?
At the very end of the flushing, clean gasoline is added to the unit in order to flush the solvent ramp and see how the engine will run on its own fuel.
Candles must be replaced with new ones! After all, all the dirt washed off from the nozzles “marked” on their insulators. It would also be nice to change the oil - something was too much for him.
The matter, in general, is simple, but is it possible for our masters? To find out, we decided to visit several car service enterprises.
Implementation of the plan was not so simple. From telephone conversations with the dispatchers of the service stations of official dealers, it turned out that many did not provide such services: the operation was not registered in the service book, and it was not enough to breed amateur performances. Some, however, reasoned differently. Sufferers are served … by appointment. That is, the client decides whether to flush. And if signed up - make money. It is necessary - it is not necessary, all one - will be washed.
The most advanced ones offer a compromise - computer diagnostics with the subsequent replacement of injectors. Even the cost is agreed - about 4 thousand rubles, including spare parts. This is alarming - following this logic, the nozzles should be changed regardless of the outcome of the diagnosis. Private entrepreneurs of the middle hand, in general, are mostly ignoring this profitable business. We were able to find the required installation only in the sixth (!) Car service account. There was no queue, and our VAZ 2115 was immediately driven into boxing. It can be seen, trying to get his own price, the master categorically forbade seeing the process. They walk, they say, all sorts, and then the tool disappears. I had to deploy shafts - not to leave an expensive car unattended! You never know what he’ll wind up alone there.
In a spacious, but poorly lit hangar on Altufevskoe Shosse, we were stubbornly recommended to “boil” the nozzles, obviously implying an ultrasonic washing. But we insisted on the CIP. It seems that they have not encountered such work here before. Unpacking a brand-new briefcase with a single-circuit installation, the master plunged into the study of the instructions. Not finding concrete instructions where to connect which adapter, he switched to the tactics of an unscientific poke. In the end, I somehow figured out the intricacies of the four hoses. Before the diagnosis, of course, it did not reach.
Soon after starting the engine, thick smoke fell from under the hood. The servitor of the solvent didn’t take his eyes, announcing that the collector was burnt out (this is a car that has already run 50 thousand km). Without going into details, we say: only thanks to our vigilance the car did not burn out.
During the second attempt, the serviceman removed the air filter. Forty minutes of work on air generously seasoned with dust pulled at least to replace the piston. I had to stop the initiative. Only the third time everything went as it should. From time to time, referring to the instructions, the master accurately reproduced the entire algorithm and, replacing the candles, returned the car. The presentation price is 1200 rubles. (they wanted more, but agreed to give a discount on moral damage).
In other places, everything was much simpler. The main thing - no diagnosis - neither before nor after. And why, if the client is already ripe. It is enough to thoughtfully pull the gas cable and conclude: the motor is “stupid” (?). Moreover, refer to the recommendations of a certain “plant” about the need for such a procedure every 20-30 thousand (VAZ, by the way, declares nothing of the kind). True, the process itself is carried on conscience, not saving either time or solvent. They propose to judge the results about the customer - they say you will feel what to say. We did not feel anything. After all, a working car no matter how much it’s repaired, it won’t get better.
Without sufficient grounds, do not order an injector wash. The need for this should be determined by the master after appropriate diagnosis.
An indicator of the effectiveness of the process (and at the same time the money spent on it) is the change in a number of parameters. If they do not give a printout, ask to enter the necessary numbers in the order-outfit. This, at a minimum, encourages the contractor to approach the matter responsibly.