BG Products, Inc.
Diagrams are on the website.

Compression ratio is the volume of space in the combustion chamber from largest to smallest capacity. In internal and external combustion engines, compression is defined as the piston's movement to squeeze the fuel/air mixture in the cylinder.

Peak compression is a must
Most technicians know that peak compression in an engine is necessary to allow an engine to extract the most energy from the fuel/air mixture. An engine's proper compression ratio allows the right amount of oxygen and fuel molecules into a reduced space (the cylinder) along with heat caused by compression. A given gasoline engine's compression ratio example can be approximately 9:1, which means 9 units of air into the space of 1 unit. All of these elements working together result in optimum fuel/air mixing to ensure the maximum release of available energy from the fuel source. So, an engine's proper compression ratio is a good thing.

BG Sales Reps know it's inevitable that every engine will experience a loss of compression. Loss of compression means a cylinder can lose some of its potential fuel/air mixture. Compression loss usually occurs due to improper piston ring sealing (or more rarely head gasket, valve sealing or piston wear).

This loss in compression is not solely related to driven mileage, but many factors related to daily operation. Performance problems related to compression loss have been recorded as early as 30,000 miles. Loss of compression results in decreased performance, reduced fuel economy, higher emissions, possible engine sludge and a greater degree of driveability problems.

Maintain peak compression
Solutions in the past for restoring compression were labor intensive, time consuming and expensive. It's a good thing BG's got a product to restore and maintain peak compression! The main benefit of BG 109 is right there in the name: BG 109 Compression Performance Restoration. BG 109 has proven to be a simple and very effective solution to engine compression loss. BG 109's ring-clean technology restores compression by softening, emulsifying and dissolving hard-to-remove deposits that can build in less than 30,000 miles clogging rings and seals.

Lab testing has shown benefits with restored performance, reduced emissions and regained MPG from just one oil change using BG 109!


And for Synthetic ATF fluid.


http://www.bgpBG's Universal Synthetic ATF
Struts Its Stuff
View the printable pdf version
They say it isn’t bragging if you can do it.

“It blows the doors off of every OEM fluid,” says Mike Belluomo‚ BG technical services manager‚ about BG’s Universal Synthetic Automatic Transmission Fluid‚ Part No. 312. The top-selling 312 “surpasses the mechanical and physical requirements of every OEM transmission. It gives longer intervals between services and lasts longer.

From a shop’s point of view, it can end the inventory problems – and expense – of trying to juggle how much Mercon (Ford), or Dexron III (GM) or Mopar (Chrysler) or any other of a dozen or so brands of automatic transmission fluid to stock. “OEMs don’t actually make the fluid, but they all want to have their own house brand. It can be confusing to shops,” Mike says.

BG’s 312 is a one-stop answer for shops. “The beauty with the synthetic is you’ve given every shop and vehicle owner a fluid that will always provide the same or better protection. They are 100 percent covered.”

It gives a shop the ability to sell a two-tier transmission service. It can offer a basic service starting with a flush to clean out the old fluid, re-filling with a generic, mid-price automatic transmission fluid that meets the Mercon and Dexron III standards and then toppingit off with a conditioner such as BG ATC Plus. Mike says “Think of the conditioner as a special vitamin pill of additives that keeps seals soft and plump instead of drying out, shrinking and causing leaks.”

But the shop also can sell a premium service that consists of the flush, then the fully synthetic 312 and the BG ATC Plus for even more protection. “The conditioner is an option, but most customers ask for it,” Mike says, “and it is required under the BG Protection Plan.”

Today’s close-tolerance automatic transmissions put tremendous demands on the fluids lubricating them. The BG Universal Synthetic ATF protects gears and gives superior thermal stability, anti-wear protection, outstanding oxidative stability, foam resistance and corrosion control, exceptional low temperature fluidity and excellent shear stability to ensure a long service life.

“BG’s 312 far exceeds the requirements of any OEM,” says Mike. Sometimes that standard is fairly low. And sometimes just because a manufacturer introduces a new fluid doesn’t mean it is much of an improvement. “The OEM fluid is leagues behind our quality and will be for years. The OEMs aren’t pulling a rabbit out of a hat. Their fluid may be new, but it is not the best.”

How about high-torque transmissions installed in some high-end cars?

“Manufacturers‚ such as Volkswagen‚ use very good quality oil. They don’t want inferior products for the oil, steering and transmission fluids. But in all cases, our products are equal or superior,” Mike says.

In tests to find out how much fluid evaporates under use, BG found that VW’s fluid has a four percent evaporation rate and most other cars had an eight to 10 percent rate. “Our BG 312 is less than one percent.”

Since it was introduced, BG’s Universal Synthetic Automatic Transmission Fluid has been steadily proving that it is better than anything else on the market.

Is this bragging? Nope, just the facts, ma’am.

 

The 109 Treatment you do yourself as an oil change. Its that easy. no need to see any dealer.

 

I am roughly 1500 miles away from my next PM.
So I buy the BG109, add it to the crank case, rev the warmed up engine to 1,100rpm for 10min and then do my normal PM?
Or is there more to it than that?

 

after the oil change you add new oil and the you just add the second can of BG moa that comes with it. You need the MOA just in case for bearing clearance. Its a bit of safety in this case.

That is all.

 

Got it.
You clean out the sludge and varnish and now your tolerances might be to high and the MOA will close them back up.
But then do you need to add the MOA at every oil change there after or is one treatment good for the next 200,000 miles?

 

The whole 109 treatment should go anywhere from 100k and up. Depends on the engine itself.
The MOA is actually for every oil change. Helps to keep down on the setiments that clog the pcv system.

 

I am going to look up my local distributor, thank you.