Fogging of headlights are NOT normal

Fogging of headlights are NOT normal. 

I, Deep Banerjee, as the founder of Indian Roadie have taken up such issues with a couple of car manufacturers on behalf of atleast 4 followers/ member between 2015 and 2019. Got entire headlamp assemblies chaged even upto 3 times for the same car totally free within about 18 months. The nagging issue of headlight fogging has gone for all. 

None of them faced issues of fogging even after monsoons. 

It's all about communicating well with logic! 

Authorized Service Stations of car manufacturers will obviously say it's normal. When people (car owners) start accepting versions of service centre personnel as normal or sacrosanct and rely on doing everything online (supposedly because they are very tech savvy), such owners will start getting what they deserve and keep cribbing endlessly. 

We are also very keen to know which make of car has the most headlight fogging issues. 

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* Fogging Of Headlights 

* Indian Roadie Maintenance Issues

MIL - Indian Roadie Maintenance Issues

While driving long distances, the biggest scare in the new generation cars come to fore once the check engine light and glow plug lights start glowing simultaneously. 

In VW Vento TDI it's invariably injector failure or chocking of 1 or more injectors. One can barely rev the engine to more than 2000 RPM while standing stationary in neutral gear. The vibration inside the cabin becomes unbearable. 

While moving, one can rev up the engine to nothing more than 1750 - 1800 RPM. Trying to rev results in instant power drop. While overtaking another moving vehicle the uncertainties are way too much. 

During the Indian Roadie Splash Drive 2019 from Kolkata to Gangani and back (175 kms each way) on 2019-08-11, the 'malfunction indicator lamps' (MIL) of my 2011 model VW Vento TDI started glowing while we were on the Kangsabati River Bridge (on NH14) near Midnapore town during the onward drive. I couldn't drive at more than 55 - 60 kmph till I returned home at 8.20 pm on the same evening. The road was excellent and driving at 55 - 60 kmph was extremely frustrating. 

The short video was recorded after returning home in Kolkata. 

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* Indian Roadie Maintenance Issues

Throttle Body - Indian Roadie Knowledge Hub - Auto Parts

What is the throttle body and how does it work?

The throttle body is an air metering device mounted between the air filter and snorkel, and the intake plenum. Within the throttle body is a movable throttle plate whose position controls the amount of air that enters the engine to determine engine speed. Throttle body designs vary. Some incorporate an idle air control valve, throttle position sensor, and other electronic throttle controls. The throttle plate in the throttle body can be controlled directly by an accelerator pedal cable or fully electronically in the newest drive-by-wire systems.

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When to consider replacing the throttle body? 

* Check engine light and/or reduced power warning light is on. 

Most modern throttle bodies have electrical components, such as a throttle position sensor. These components are monitored by the powertrain control module (PCM). If the check engine light or reduced power warning light comes on, a mechanic will determine if any of the stored trouble codes implicate a throttle body malfunction. 

* Wrong idle speed. 

Carbon deposits in the throttle body, particularly around the movable throttle plate or in the idle air control valve, can cause the engine idle speed to be too low or too high. 

* Poor transmission shifting. 

In some applications, transmission shift timing relies on signal outputs from the throttle body. If the throttle position sensor is defective, that might adversely affect shift timing and feel. 

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How do mechanics replace the throttle body?

The engine cover is removed, if necessary.

The flexible rubber snorkel from the air filter housing to the throttle body is disconnected. Typically, the connection is made with a large stainless steel hose clamp.

The electrical connections to the throttle body are removed.

If the throttle body is not a drive-by-wire system, the accelerator cable and cruise control cable are disconnected and set aside.

The bolts retaining the throttle body to the plenum, the gasket, and the throttle body are removed. If the throttle body is being cleaned and tested for re-use, approved chemicals are used in the cleaning process.

The new or serviced throttle body is re-attached to the plenum and the bolts torqued to factory specifications.

All cables and electrical connections are restored. The intake air snorkel is reconnected.

If applicable, the electronic throttle installation and idle re-learn procedures are performed using an appropriate scan tool.

Finally, the engine is started, brought to normal operating temperature, and idle speed is checked. The car is road tested to ensure normal operation and no illumination of warning or service lights.

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Is it safe to drive with a throttle body problem?

Yes. But, the vehicle may be limited in power or put into what is referred to as limp mode, in order to get the vehicle to a repair facility. If the check engine light is on, or the electronic throttle control warning light is on, but there is no noticeable difference in engine performance, the car can be safely driven. However, it is best to have it diagnosed and repaired at your earliest convenience to avoid unexpected breakdown or possible damage to the catalytic converter.

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When replacing the throttle body keep in mind:

* Many modern throttle bodies have spring loaded sensors and plastic gears that are not intended to be manipulated directly during any diagnostics or inspections. These components are controlled electronically or generate signals. It is best to let a mechanic use approved tests to diagnose the problem. 

* Wiring faults, bad grounds, or bad terminal connections can make it appear as though an electronically controlled throttle has failed. A mechanic will always rule out all other causes before replacing the throttle body. 

* When cleaning the throttle body, special care should be taken to use only special spray cleaners designed to not damage electrical components or sensors. 

Knowledge courtesy: YourMechanic 

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* Throttle Body 

* Indian Roadie Knowledge Hub _ AutoParts 

* Auto Parts 

* Indian Roadie Maintenance Issues

Why Do Diesel Fuel Injectors Fail?

2 Common Reasons Diesel Fuel Injectors Fail (And How To Prevent It)
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Why Do Diesel Fuel Injectors Fail? 

There are two major causes of diesel fuel injector failure associated with the properties of the fuel itself: excess wear and deposits.

Excessive Wear

One mode of injector failure is excess wear. Prior to 2006, diesel fuels in the United States contained relatively high amounts of sulfur. This sulfur comes from the crude oil refined into the fuel. This sulfur in the fuel acted as a natural lubricant for the fuel system. Ultra Low Sulfur Diesel (ULSD) was gradually introduced into the market and is now mandated in all diesel fuel segments including on-highway, off-highway, and railroad. ULSD has a maximum allowable sulfur content of 15 ppm. As refiners removed this sulfur the lubrication benefits went away as well. As a result additives are now used to restore lubricity. The standard for measuring this lubricity is the High Frequency Reciprocating Rig (HFRR) Test, ASTM D-6079, which measures the size of a wear scar between two metal surfaces lubricated with the fuel. The less lubrication the fuel provides, the larger the wear scar. The maximum allowable wear scar in the United States is 520 microns (460 microns in Canada). Many fuel distributors add additional lubricity improvers to the fuel to limit premature wear.

Abrasion

While fuel lubricity is an important factor in determining the wear characteristics of the fuel injection system, it is not the only fuel-related cause of excess wear. The other potential cause of premature injector failure due to wear is caused by abrasion.  All fuels contain small amounts of impurities, even the highest quality diesel fuels. Some of these impurities include very small (a few microns in size) particles that can pass through even the tightest on-board vehicle filters. If the fuel contains a large amount of these small insoluble particles, over time they can abrade the injectors as they pass through them during normal engine operation. In extreme cases, this abrasion can significantly alter the fuel spray pattern, causing reduced engine performance, and even increased downtime and maintenance due to severe abrasion. Good housekeeping practices by the fuel supplier, and good fuel filtration can reduce the damage caused by this abrasion.

Deposits

While excess wear, whether caused by poor fuel lubricity or abrasion, is important to consider when discussing the cause of injector failure, the major reason for injector failure today is due to excessive buildup of deposits. There are two major types of deposits: external injector deposits and internal injector deposits. External injector deposits generally are caused by incompletely burned fuel that builds up around the injector holes. These deposits are referred to as coking deposits. While in most cases these deposits may not lead to injector failure, they can build up enough to disrupt the fuel spray, which leads to less efficient fuel combustion. This is often observed by the vehicle operator as a noticeable loss in power or lost fuel economy. Detergent additives have been used quite successfully to help control these external deposits, and restore the injector to its most efficient performance; restoring both the lost power and lost fuel economy caused by the buildup of these external deposits.

Internal Diesel Injector Deposits (IDID)

In the last few years, a new type of injector deposit has begun to appear. This deposit does not form on the external tips of the injectors, but rather on the internal parts like the injector needles and pilot valves. These deposits often look similar to the coking deposits (dark brown in color), but also can be very light, almost grayish to off-white in appearance. While they can form in virtually any type of diesel engine, they typically only cause operational issues in the newer engines with highly engineered injection systems. 

Engine manufacturers are now offering injection systems that operate at very high injection pressures (greater than 30,000 psi in some cases) that supply fuel to all injectors through a common fuel rail. These engines are often referred to as High Pressure Common Rail (HPCR) engines. They were designed to help meet the ever-tightening emission regulations engine manufacturers must meet. The extremely high injection pressures create a very fine fuel mist spray in the combustion chamber, resulting in more complete burning of the fuel. This more complete fuel burning yields lower emissions and can also improve fuel economy.

In order to maintain these high injection pressures, the injector assemblies have been highly engineered, and have very tight clearance tolerances, sometimes as small as 1 – 3 microns (a human hair is typically 70 – 100 microns thick). So, you can imagine that it would not take much material depositing on these parts to cause poor injector needle actuation, leading to poor engine performance. In extreme cases, these deposits can lead to complete sticking or seizing of the injector needles, particularly after the vehicle has been shut down and the engine has been allowed to cool. 

As these internal deposits build up, they can cause the same symptoms as the more traditional external coking deposits, namely lost power and reduced fuel economy.  In extreme cases where the injectors begin to completely stick, they can lead to excessive vehicle downtime and high maintenance costs.

Source: dieseliq
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* Diesel Fuel Injector
* Indian Roadie Maintenance Issues