Well, this is the best $24.99 (shipped) I have -ever- spent. I ordered a can from Joe at Scottsdale, poured it into a half tank of premium and ran it to almost empty. Two tankfulls of gas later, I can still feel the effects.
The first time I poured it in, I was backing out of the driveway and tapped the gas the way I usually do. The Q rocketed back more than I expected and nearly hit a tree.
Low-end torque is SO much smoother, idling is smoother, and the rise from 1000 to 6500 RPM is seamless without any dead spots. Shifts seem a bit smoother too. The car feels at least 500lbs lighter.
Two years ago, this Q got 7 new injectors and a new fuel rail. Its been since then that the fuel system ever had any kind of major treatment. The fuel pump and filter were changed last year.
I'm one happy camper, got a whole new Q for 25 bucks. Best money I've EVER spent, hands down!!
-Jesda
Another BG44k Thread (THIS STUFF ROCKS!)
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Q45tech
- Moderator
- Posts: 14296
- Joined: Tue Apr 30, 2002 3:19 am
- Car: 1990 Q45 342,400 miles 22 years ownership with original engine
1995 G20t 5 speed 334,000 miles 16" 2002 wheels - 205/50/16 Sr20ve vvl
Certain driving styles, crank and go for 15 minutes, then off multiple times per day can affect even the newer injector styles.Brand new injectors can clog as easily as used 200k injectors.
A few tanks of fuel is enough to dirty things up if the fuel only contains the legal minimum of detergents or is made in the absolutely cheapest manner........isn't most fuel. And the abusive driving cycle is maintained.
"Transcript: Thursday, May 20, 2004 Goss' Garage
Pat GossAutomotive repair expertThursday, May 20, 2004; 11:00 AM
I recently had to have the cylinder heads replaced on my 2002 BMW X5 4.6is. After about 28K miles, carbon deposits had built up to the point that air and exhaust flow was being restricted; affecting engine performance.
I was told that this problem was the result of my not driving the engine at sufficient RPMs. In addition, because this engine was apparently designed to be driven at autobahn speeds without a catalytic converter, I could expect this problem to repeat itself unless I made a concerted effort to drive for extended periods of time at higher RPMs (3000-5000).
Fortunately, my warranty covers all of the expenses associated with the replacement of parts through 50K miles. Unless I'm being fed a BS story, It seems like a flaw both in terms of design and business sense on the part of BMW to market and sell a car whose engine requires this level of recurring work as a result of simple beltway driving. What do you think?
Thanks
Pat Goss: The story is only partly bogus. Thsi is a common problem for most cars and has nothing to do with design of the engine but rather the design of the gasoline you put in it. There are so m any additives mandated by the Government that carbon is a fact of life today. Here in the repair shop we trace about 50% of our failed emissioins problems to carbon and about 75% of our performance probelms to it. That's why regular use of a fuel injector cleaner such as BG 44 K is almost amndatory these days. " Pat Goss has worked on cars for more than 40 years. He owns a car repair company that bears his name, has authored numerous books on auto maintenance, and makes weekly appearances on Motorweek, a PBS television program.
A few tanks of fuel is enough to dirty things up if the fuel only contains the legal minimum of detergents or is made in the absolutely cheapest manner........isn't most fuel. And the abusive driving cycle is maintained.
"Transcript: Thursday, May 20, 2004 Goss' Garage
Pat GossAutomotive repair expertThursday, May 20, 2004; 11:00 AM
I recently had to have the cylinder heads replaced on my 2002 BMW X5 4.6is. After about 28K miles, carbon deposits had built up to the point that air and exhaust flow was being restricted; affecting engine performance.
I was told that this problem was the result of my not driving the engine at sufficient RPMs. In addition, because this engine was apparently designed to be driven at autobahn speeds without a catalytic converter, I could expect this problem to repeat itself unless I made a concerted effort to drive for extended periods of time at higher RPMs (3000-5000).
Fortunately, my warranty covers all of the expenses associated with the replacement of parts through 50K miles. Unless I'm being fed a BS story, It seems like a flaw both in terms of design and business sense on the part of BMW to market and sell a car whose engine requires this level of recurring work as a result of simple beltway driving. What do you think?
Thanks
Pat Goss: The story is only partly bogus. Thsi is a common problem for most cars and has nothing to do with design of the engine but rather the design of the gasoline you put in it. There are so m any additives mandated by the Government that carbon is a fact of life today. Here in the repair shop we trace about 50% of our failed emissioins problems to carbon and about 75% of our performance probelms to it. That's why regular use of a fuel injector cleaner such as BG 44 K is almost amndatory these days. " Pat Goss has worked on cars for more than 40 years. He owns a car repair company that bears his name, has authored numerous books on auto maintenance, and makes weekly appearances on Motorweek, a PBS television program.
Wow! Pat Goss is a name I havent heard in a LONG time. I used to wake up Sundays and watch Motorweek with my dad. What a trip.
Using Techron, I only felt a minimal performance boost that only lasted one tankful, so I stopped using it. I used B12 for a while (its $2.49) but that was equally ineffective beyond the tank I poured it in.
And BG44k, being so highly concentrated, finally did the trick.
-Jesda
Using Techron, I only felt a minimal performance boost that only lasted one tankful, so I stopped using it. I used B12 for a while (its $2.49) but that was equally ineffective beyond the tank I poured it in.
And BG44k, being so highly concentrated, finally did the trick.
-Jesda
Define "active ingredient."
Q45tech wrote:The carrier xylene and toluene are just the solvents and are components found in gasoline. The main cleaning components are a group of detergents similiar to Techron just at a higher concentration.
It is just a little more cost effective to use 1 can of BG 44k than 4-5-6 bottles of Techron in a tankfull.
-
Q45tech
- Moderator
- Posts: 14296
- Joined: Tue Apr 30, 2002 3:19 am
- Car: 1990 Q45 342,400 miles 22 years ownership with original engine
1995 G20t 5 speed 334,000 miles 16" 2002 wheels - 205/50/16 Sr20ve vvl
Not in 44k but useful:http://www.epa.gov/otaq/regs/f...s.htm
http://www.epa.gov/otaq/regs/f...t.pdf
http://www.epa.gov/otaq/regs/f...s.pdfh ... /f...g.txt
Polyisobuteneamine
The leaders, in addition to Texaco and Oronite (Chevron), are BASF, Ethyl, and Shell. Lubrizol is a leader in supplying additive packages and ingredients for after-market products. Oronite has the largest share of the U.S. market (43 percent), and BASF is the market leader in Europe (38 percent).
There are only four main chemistries: polybutene amines, polyether amines, alkylsuccinimides or Mannich types (polyalkene hydroxy benzyl polyamine). However, thereare many variations within these categories, and performance depends upon theformulation of the entire additive package including carrier fluid and solvent.
These additives are composed of a polar group that bonds to deposits and deposit precursors, and a non-polar group that dissolves in the fuel. Thus, the additive can redissolve deposits that already have formed and reduce the opportunity for deposit precursors to form deposits. Detergent additives typically are used in the concentration range of 50 ppm to 300 ppm.
My understanding is that BG 44k contains 17 different chemicals in the xylene/toluene carrier.
Buy some and have a detailed spectro-chemical analysis performed ~~ $10,000
"The minimum level of deposit control performance that all gasoline must meet are two standard deposit control tests-the ASTM D 5500-97 BMW intake-valve deposit test and the ASTM D 5598-95 Chrysler 2.2-liter port-fuel-injector test using a test fuel that encompasses the sixty-fifth percentile of U.S. fuel severity parameters. This federally mandated requirement for gasoline has established a lowest common denominator for deposit control performance. Gasoline additive suppliers have found ways to minimize additive dosage and "beat" these two tests. The result has been an overall reduction in the deposit control performance of U.S. gasoline. While a fuel marketer may have data demonstrating that their specific additive package once passed the BMW intake valve test and the Chrysler port fuel injection test, there are no guarantees that the gasoline they are marketing will provide adequate performance in any consumer's engine. There are many commercial gasoline, available in the market today, including some major national brands, that, when tested in fleet test vehicles representing various drivetrain configurations, have developed more than 1000 milligrams on the intake valves. This is ten times the maximum amount of deposit allowed for passing the BMW intake valve test. There is even some evidence that the very low levels of deposit control additives being used by some gasoline marketers actually make the base gasoline create greater levels of intake valve deposits in the average engine than the unadditized gasoline would. It could be suggested that more consumers on the road today could benefit from the occasional use of a high quality aftermarket additive package than ever before. In some gasolines on the market, use of a high quality gas treatment package would certainly be advised if a driver wants a greater degree of certainty that their engine will be kept clean. "
http://www.epa.gov/otaq/regs/f...t.pdf
http://www.epa.gov/otaq/regs/f...s.pdfh ... /f...g.txt
Polyisobuteneamine
The leaders, in addition to Texaco and Oronite (Chevron), are BASF, Ethyl, and Shell. Lubrizol is a leader in supplying additive packages and ingredients for after-market products. Oronite has the largest share of the U.S. market (43 percent), and BASF is the market leader in Europe (38 percent).
There are only four main chemistries: polybutene amines, polyether amines, alkylsuccinimides or Mannich types (polyalkene hydroxy benzyl polyamine). However, thereare many variations within these categories, and performance depends upon theformulation of the entire additive package including carrier fluid and solvent.
These additives are composed of a polar group that bonds to deposits and deposit precursors, and a non-polar group that dissolves in the fuel. Thus, the additive can redissolve deposits that already have formed and reduce the opportunity for deposit precursors to form deposits. Detergent additives typically are used in the concentration range of 50 ppm to 300 ppm.
My understanding is that BG 44k contains 17 different chemicals in the xylene/toluene carrier.
Buy some and have a detailed spectro-chemical analysis performed ~~ $10,000
"The minimum level of deposit control performance that all gasoline must meet are two standard deposit control tests-the ASTM D 5500-97 BMW intake-valve deposit test and the ASTM D 5598-95 Chrysler 2.2-liter port-fuel-injector test using a test fuel that encompasses the sixty-fifth percentile of U.S. fuel severity parameters. This federally mandated requirement for gasoline has established a lowest common denominator for deposit control performance. Gasoline additive suppliers have found ways to minimize additive dosage and "beat" these two tests. The result has been an overall reduction in the deposit control performance of U.S. gasoline. While a fuel marketer may have data demonstrating that their specific additive package once passed the BMW intake valve test and the Chrysler port fuel injection test, there are no guarantees that the gasoline they are marketing will provide adequate performance in any consumer's engine. There are many commercial gasoline, available in the market today, including some major national brands, that, when tested in fleet test vehicles representing various drivetrain configurations, have developed more than 1000 milligrams on the intake valves. This is ten times the maximum amount of deposit allowed for passing the BMW intake valve test. There is even some evidence that the very low levels of deposit control additives being used by some gasoline marketers actually make the base gasoline create greater levels of intake valve deposits in the average engine than the unadditized gasoline would. It could be suggested that more consumers on the road today could benefit from the occasional use of a high quality aftermarket additive package than ever before. In some gasolines on the market, use of a high quality gas treatment package would certainly be advised if a driver wants a greater degree of certainty that their engine will be kept clean. "