We are increasing our success rate with the cleaning effect of the RMC3-E on VVT Turbo’s by using a Mitivac to actuate the turbo vanes which also raises the turbo into full boost and the combination of full boost & moving the vanes whilst cleaning makes the product much more effective and rejuvenates the turbo’s more effectively.
Apparently talking to a number of turbo experts a lot of VVT Turbos suffer problems, but the worst of the lot is VW on the Golf range also the Ford Galaxy/ VW Sharan/Seat Alhambra which is dependent on where the turbo is situated, it doesn’t get enough cooling and so the high temperatures cause the carbon deposits to become much harder and baked on. Also the turbo actuator is not always accessible so all you have to look for is the turbo control solenoid usually mounted on the bulkhead, remove the vacuum pipe to the turbo and plug in the Mitivac at that point as the ECU won’t bring the turbo into full boost on a stationary vehicle.
Another point which worried me in the early days of using the product was spraying it down the air mass meter (MAF Sensor) directly onto the hot wire as these are sensitive sensors and prone to common failure, the fluid seems to have the opposite effect also cleaning the hot wire which I am convinced also helps improve performance. I was doing a Passatt TDI PD engine only yesterday and had already scoped the MAF sensor as we suspected that part of this vehicles’ problem was a lazy MAF Sensor, it turned out to be a split turbo pipe as well as a sticking vane on the VVT. Before cleaning but after the new pipe had been fitted the MAF was achieving around 3.8Volts on a full revs and the scope pattern was somewhat hashe’d in places but after cleaning the pattern became much more uniform and now was topping nearly 4.9 volts its maximum range being 5 volts.
One example, we had a regular customer related to our office administrator who commuted to London regularly in a Renault Meganne 1.5D which meant the vehicle was in regularly for servicing about every 3 months, at around 80,000 miles (a great feat for a Renault) the vehicle developed a flat spot on acceleration that we put down to a sticking VVT and did a turbo clean, the customer was so impressed with the gain in performance he insisted that this be done every service, the vehicle went on to do 190,000 miles without ever having a turbo change or a MAF sensor (it still looked like it had only been wheeled out of the showroom yesterday, even a greater feat for a Renault) Shame the vehicle died an ignominious death in a fire at Gatwick airport when in a storage car park while the customer was on holiday a vehicle caught fire and took out over 20 vehicles the Renault included.
Hope this isn’t information overload but you may find it useful as VVT turbos are such a problem these days and this has become a good earner as the cure is as simple as spraying a bit of fluid down the intake pipe which we charge out including a bottle of fuel cleaner for the tank for prolonged effect. We haven’t come across the problem of Dereks of a blocked DPF yet but careful metering and not overdoing the dose possibly doing 2 smaller separate doses can be just as effective. The one problem is that RMC only sell the product nowadays in 20 litre barrels at about £450.00 a barrel that would last us for 20 years don’t know if it has a sell by date?
John Kennard.
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