3 Big Problems With Direct Injection Engines (Gasoline)

Late 90s early 2000s engines were the best. Decent power, not too much plastic, port injection, good fuel economy, and most were ulev so very clean. It’s a shame we massively increased price and complexity and decreased reliability for another 3 mpg.

The engine oil in the wine glasses was a nice touch. Pairs nicely with SAE 5W-Chardonnay

As a forty year retired general duty HD mechanic,this video brought me up to speed on the new auto engine problems quickly ,well done👍

I've owned 1 x small capacity direct injection turbocharged engine, never again - intake valves required carbon cleaning at 34k miles which eventually the vehicle manufacturer paid to repair. Traded it in & got a Toyota hybrid fitted with D - 4S, direct & port fuel injection so best of both worlds, no turbocharger & 2 litre capacity.

Only Jason, can make an entire product placement video both interesting and useful.

As usual, your videos are very informative and without much "fluff". Very well explained in layman's terms and easy to watch. Others should take note!

Mazda got GDI right. There's an air/oil separator from factory and they rerouted the coolant in the block to increase temp at the very valve seats, minimizing carbon deposits. Moreover, the Skyactiv design of the headers and other components work together to prevent knock (pre-ignition). Just keep with oil changes and the engine is expected to last 300k+ miles.

Back in ye olden tymes, the 40, 50s and 60s, the common practice with airplanes operating in the Arctic was to dilute the oil with avgas, on purpose, before shutdown. This would get the viscosity down to a level where you could start the engine at -20C without building a fire under it, or having to drain the oil from the engine and keep it indoors overnight (another common practice). Oil dilution systems were common options on airplanes run in the far north. You had a button you'd push for a certain time while idling the engine before you shut it off, which would pump raw gas directly into the oil tank or sump.

Every time I see the white board looking like this at the start of one of Jason's videos I think, "I'm not going to want to sit through all this." Then I look at the clock and it's 10/15/20 minutes later and I'm still glued to the screen. It's hard to fathom the amount of work that must go into making a video like this both informative and captivating, yet somehow he does it time and time again.

That was the smoothest oil plug removal I've ever seen from an engineer! Well done

Great video as usual. I used to change the Mobil One oil in my 96 Impala (5.7 liter LT1) every 5,000 miles - like clockwork. Now, I let the oil change monitor in the car tell me when it needs to be changed. The "change oil" light came on yesterday. That means I drove 5,800 miles since the last oil change. Under ideal conditions, the oil monitor allows a max of 7,500 miles between oil changes and reduces that max number based on driving conditions and habits. In my case, I make a lot of short trips so the monitor decreased the max miles by 1,700. The monitor does not actually analyze the oil, but instead it monitors how the oil is used.

In my experience the chain failure on GM ecotec engines tend to be the results of the guides breaking down. These guides are often plastic. In Ford v6 engines it's the water pump bearings. Very rarely do I replace a chain because the chain itself is worn. Usually it's because I'm in there anyway and something else has failed causing timing to be off.

In other words, think twice before buying a high mileage chain-driven direct-injection engine, especially a turbocharged one.

Great! Another video to fuel my existential dread of owning a Flex Ecoboost while living in a small town. Good job! It's why we give it the Italian Tune-up on the regular. Or, as my son called it once, the "Irish Pedal!"

The DI chain stretch is also caused by the added stress of running a camshaft driven high pressure fuel pump.

Very Very good! We purchased a Ford Edge 2.0 new in 2020. I try to change the oil every 4000 miles with Amsoil 5-30, but usually get around to it by 4500. I sent in 2 oil samples for analysis. Both came back with excess fuel readings. Everything else was optimal, except for the fuel in the oil. This has totally answered my questions, and I appreciate it.

The new Nissan VC-Turbo engines [Variable Compression, Turbo, Direct Injection] are just what we need. We can expect both transmission and engine failures now.

Ford/Toyota/VW: "Why don't we have both?" Everyone: * cheers *

Your description of GDI engines features & problems was spot on! I was privileged to be a lead auro research technician for several years, in LSPI phenomenon consortium studies at SwRI. The 2.0L GM LHU Turbo GDI engine was my assignment at that time. What a sturdy engine for that test matrix. The pistons had a hollow donut ring under the combustion face & was oil squirter cooled (like some diesels,) evenly cooled as the oil traveled thru the donut, & cooled piston top equals a stronger, LSPI resistant piston. I operated these engines for hundreds of hrs., heard thousands of LSPI's, watched amazing cyl. pressure traces (LSPI spikes), and the LHU would hold up amazingly well. Yes, you mentioned the oil additive that grossly exacerbated LSPI's (the engine sounded like a popcorn machine!) Without the additive, the engine might run for hrs. totally quiet! I love your show, great dissertation & nice learning experience! Thanks!

Hi Jason, would it be possible for you or one of your viewers to make a spreadsheet of your video productions by subject and/or topics. Your productions are excellent and very useful to young engineering students (and older engineers such as yours truly) to illustrate, complement, and/or supplement what they learn/we teach in engineering classes. Your videos are an outstanding resource for our students as they present "real-life" scenarios and uses of the theory they learn in the classroom. Thank you, Ciao, L (FoMoCo engineering, retired)