SERVICES

01

MECHANICAL PROBLEMS

There is a huge misconception that Carbon Cleaning is a Repair Service, That it fixes cars engine running problems, Wrong it does not do that, but what it does do is clear out Carbon Deposits that can create engine running problems, Where there is carbon build up, there are problems, Remove the Carbon and you have half a chance of aiding the engines health.

02

ELECTRICAL PROBLEMS

Electrical problems can be created by Carbon getting onto sensitive sensors around the engine. It has been know that a Carbon Clean “can” aid clean the sensors around the engine and in the exhaust. Please note there is no guarantee with this.

03

EGR VALVES REPAIRS

We are going to be upfront about this myth, Can Carbon Cleaning Unblock or Unclog an EGR Valves, The simple answer is "MAYBE" as we do a Carbon clean, The extra hot exhaust gases get recycled through the EGR Valve and "Can" get to work on the Carbon Crud that has built up in there over the life of the engine, The only way to head off EGR Valve issues is simply to have your car/van or lorry Carbon Cleaned every 10'000 miles or every 12 months before your annual oil service .

04

DPF FILTERS

DPF filters do get blocked,

We offer a Wash & Flush Service from £249 and can offer a Warranty for an Extra £50 that lasts for 30 days or 1000 miles on the work (there must be no other faults with the engine and the service must be up to date)

DPF systems can be forced regenerated by us, but this is if they have not exceeded their regenerated limit. If we can regenerate the DPF filter for you then we simply Will at an addition cost of just £125. All Mechanical failures and Fire risks are accepted by the vehicle owner.

But the question that is hardly ever asked is "WHY" is it getting blocked?

1. Short journeys & low-speed driving (most common)

DPFs need high exhaust temperatures to clean themselves (called regeneration).

Lots of short trips
Town driving
Stop–start traffic
Engine not fully warming up

All of these mean the exhaust never gets hot enough, so soot just accumulates.

2. Failed or interrupted regeneration

There are two main types:

Passive regeneration – happens naturally at motorway speeds
Active regeneration – the car injects extra fuel to raise exhaust temps

If you keep switching the engine off during an active regen (often without knowing), it fails repeatedly and the DPF loads up.

3. Driving style

Constant low revs

Staying in high gears at low speeds
“Eco driving” taken too far

This keeps exhaust temperatures too low for proper regeneration.

4. Faults elsewhere in the engine

DPFs often block because of another problem, such as:

Faulty EGR valve
Failed glow plugs (very common)
Boost leaks
Faulty temperature or pressure sensors
Injectors over-fuelling

These cause excess soot or prevent regeneration from starting.

5. Wrong oil or poor servicing

Using non–low-ash oil (must be DPF-safe)
Missed oil changes

Ash can’t be burned off like soot, so it permanently fills the DPF.

6. Urban use of modern diesels

Modern diesel engines don’t suit city-only driving. Many DPF issues are simply because the vehicle is being used in a way it wasn’t designed for.

Warning signs of a blocking DPF

DPF warning light
Loss of power (limp mode)
Rising fuel consumption
Cooling fans running after shutdown
Frequent regeneration attempts

How to reduce the risk

Do a 20–30 min motorway run weekly (2,000+ RPM)
Don’t ignore warning lights
Use correct engine oil
Fix small engine faults early
Avoid constant short trips if possible

VNT Turbo's

05

Since the late 1990s many diesel cars have been fitted with a turbocharger using a Variable Geometry Turbine or Variable Nozzle Turbine. These turbochargers are very effective in minimising the effects of turbo lag, resulting in a more responsive throttle especially at low engine speed and much improved torque.

These systems work by changing the speed and direction of the exhaust gases onto the turbine wheel. The most common of these systems is Garrett’s VNT ® mechanism which incorporates a ring of small movable vanes around the turbine wheel. These vanes are sometimes referred to as the speed control mechanism. At low engine speed, the vanes are in the “closed” position narrowing the gap between them which effectively accelerates the exhaust gas onto the turbine wheel. At high engine speed the vanes open up slowing the exhaust gases, which prevents the turbocharger over-boosting. In most cases this level of control negates the need for a conventional wastegate.

Despite these benefits, such turbochargers can be prone to problems. The vane mechanism

is easily affected by carbon build-up, which, if it becomes excessive, can cause the mechanism to jam. This can occur quite quickly if the vehicle is used predominantly for

short journeys where the engine is not allowed to get up to full operating temperature. The mechanism may jam in either the fully open or fully closed position resulting in no boost or too much boost from the turbo. If the turbo over-boosts there is a real danger that it’s internal components will be damaged, resulting in the need for a complete replacement

unit. In many cases, the computer controlling the engine will sense a fault and will severely limit the engine’s performance in what is called a “limp-home” mode to prevent any further damage. Low boost may also cause black smoke under acceleration. The problem may clear itself by cycling the ignition switch, but it is extremely likely that the problem will recur.

Previously, the only solution was to buy a brand new replacement turbocharger, because the VNT mechanisms could only be cleaned at the factory. However, Carbon Doctor have the correct equipment to reduce the Carbon without removing the Turbo Unit itself.

06

EMISSION'S REPAIRS

The Carbon clean significantly reduces dangerus emissions and "can" also help to achieve emission MOT test levels.