LUBRICATION

SYSTEMS
WHY IS IT IMPORTANT FOR YOU TO LEARN THIS SKILL?

You must understand the characteristics of the lubrication system, the factors
that contribute to its effectiveness and the factors that detract from it.
 OBJECTIVES

1. Describe the operating principles of full flow

lubrication systems and related components.

2. Diagnose and repair full flow lubrication systems.

3 Describe the purpose and operation of a positive

crankcase ventilation (PCV)
system.
4. Diagnose and service PCV systems.
 OBJECTIVE ONE

Describe the operating principles of full flow lubrication systems and related
components.
FULL PRESSURE OILING SYSTEMS
AS THE PUMP TURNS, IT DRAWS OIL THROUGH THE SCREEN, UP
THE SUCTION OR PICK UP TUBE AND INTO TO THE PUMP. THE PUMP
PRESSURIZES THE OIL AND DELIVERS IT TO THE OIL FILTER AND
THEN THROUGH DRILLED PASSAGES TO THE MAIN BEARINGS THAT
SUPPORT THE CRANKSHAFT. OIL FROM THE MAIN BEARINGS IS FED
THROUGH DRILLED OIL HOLES IN THE CRANKSHAFT TO SUPPLY
THE CONNECTING ROD BEARINGS. AT THE SAME TIME THAT OIL IS
DIRECTED TO THE CRANKSHAFT, IT IS ALSO FED TO THE
CAMSHAFT BEARINGS.
OIL GALLERIES IN THE BLOCK SUPPLY OIL TO THE LIFTER
BORES, AND THE LIFTERS PUMP OIL THROUGH HOLLOW
PUSHRODS TO THE ROCKER ARMS AND UPPER VALVE
TRAIN. THE CAMSHAFT, PISTONS, PISTON RINGS AND
PISTON PINS ALL RECEIVE LUBRICATION FROM THE OIL
THAT IS THROWN OFF THE CONNECTING RODS.
ON MANY V-TYPE ENGINES, THE CONNECTING RODS
HAVE TINY SPIT HOLES OR GROOVES THAT LINE UP
WITH THE CRANKPIN JOURNAL OIL WAYS ONCE EVERY
REVOLUTION. WHEN THIS HAPPENS, A SPURT OF OIL
SPRAYS ONTO THE MAJOR THRUST SIDE OF THE
CYLINDER WALL ON THE OPPOSITE SIDE OF THE BLOCK.
LUBRICANT SYSTEMS
FULL PRESSURE OILING SYSTEMS
OIL IN THE UPPER END OF THE ENGINE RETURNS TO
THE CRANKCASE THROUGH PASSAGEWAYS IN THE
CYLINDER HEAD. THESE PASSAGEWAYS MATE WITH
PASSAGEWAYS IN THE BLOCK.
THE MAJOR COMPONENTS ARE THE OIL PAN OR SUMP,
THE PICKUP SCREEN AND TUBE, THE OIL PUMP AND THE
OIL FILTER. OTHER COMPONENTS THAT YOU SHOULD
ALSO BE FAMILIAR ARE THE OIL PASSAGES OR
GALLERIES, ENGINE BEARINGS, OIL COOLERS, DIPSTICK,
PRESSURE INDICATOR SYSTEM AND CRANKCASE
VENTILATION SYSTEM. FIGURE 4 - COMPONENTS OF A
FULL PRESSURE LUBRICATING SYSTEM. (REPRODUCED
WITH PERMISSION OF FORD MOTOR CO).
OIL PAN OR SUMP: THE OIL PAN OR SUMP
ATTACHES TO THE ENGINE BLOCK AND IS A RESERVOIR
FOR THE OIL. THE OIL PAN HOLDS THE AMOUNT OF OIL
REQUIRED TO FEED THE ENGINE WHILE IT IS RUNNING
AND A CALCULATED RESERVE. THE PAN IS ALSO
RESPONSIBLE FOR TRANSFERRING HEAT FROM THE OIL
TO THE AIR.
PICKUP SCREEN AND SUCTION TUBE: THE OIL
PUMP PICK UP SCREEN SITS ON THE FLOOR OF THE PAN
TO ENSURE IT IS CONTINUALLY SUBMERGED IN OIL. THE
SCREEN ACTS AS A FILTER THAT KEEPS LARGE
PARTICLES FROM TRAVELLING TO AND DAMAGING THE
PUMP. THE PICKUP IS ALSO EQUIPPED WITH A BY-PASS
VALVE. DURING NORMAL OPERATION, THE BY-PASS
VALVE IS SEATED CLOSED.
HOWEVER, WHEN THERE IS A DEMAND FOR A LARGE
VOLUME OF OIL AND THE OIL IS COLD AND THICK, THE
VALVE UNSEATS, ALLOWING OIL TO BY-PASS THE
SCREEN AND GO DIRECTLY TO THE PUMP. IF THE
SCREEN BECOMES PLUGGED, THE VALVE OPENS AND
ALLOWS OIL TO BY-PASS THE SCREEN CONTINUALLY. THE
SUCTION TUBE IS THE LINE THAT CARRIES OIL FROM
THE PICKUP SCREEN TO THE OIL PUMP
• Oil Pump: It is increasingly common to find oil pumps
externally mounted and driven by the crankshaft, but they
are often found in the oil pan bolted to the engine block. The
oil pump supplies pressurized oil to every internal part of the
engine through passages and galleries. Oil pumps are
designed to supply more than adequate pressure and volume
under all operating conditions. Two styles of oil pumps are
commonly used today: rotor and gear. Both are called
positive displacement pumps because the volume of oil
pumped is the same for every revolution of the gears,
regardless of speed.
• Oil Pump: A typical rotor pump has a 4 lobe inner
rotor and a 5 lobe outer rotor. The inner rotor is rotated
by its drive shaft, and as it turns it rotates the outer
rotor. As the lobes rotate, oil is drawn into the pump
because a low-pressure area is created when the two
rotors unmesh. As the rotors continue to rotate, oil gets
trapped between the lobes, the cover plate and the
pump body housing. The trapped oil is moved along to
the outlet where it is forced out by the meshing lobes.
• Oil Pump: A gear pump has a drive gear and a driven
gear. Both gears rotate in a circular cavity in the pump
body housing. A drive shaft turns the drive gear, which
in turn drives the driven gear. As the meshed gears
rotate, they move oil out the outlet side, which creates
a low-pressure area on the inlet side. Oil is drawn into
the low-pressure area and gets trapped between the
gear teeth and the pump body cavity wall. The rotating
gears move the trapped oil to the outlet side of the
pump.
OIL PUMP
OIL PUMP: A GEAR ON THE CAMSHAFT DRIVES THE
OIL PUMP EITHER DIRECTLY OR INDIRECTLY BY AN
INTERMEDIATE SHAFT.
OIL PUMP: AS THE PUMP ROTATES, A
PREDETERMINED AMOUNT OF OIL ENTERS THE PUMP
ON THE INLET SIDE. THE GEARS OR ROTORS TRAP THE
OIL AND FORCE IT OUT THE OUTLET SIDE. THE VOLUME
AND PRESSURE ARE PROPORTIONAL TO PUMP SPEED.
BECAUSE THE PUMP IS TURNING AT CAMSHAFT SPEED,
THE PUMP OUTPUT VOLUME AND PRESSURE INCREASE
AS ENGINE RPM INCREASES. SOMETHING MUST
REGULATE THE PUMP'S MAXIMUM PRESSURE.
OIL PUMP: A PRESSURE REGULATOR VALVE IS
INCORPORATED IN THE OIL PUMP TO ENSURE THAT AT HIGH
ENGINE RPM THE PRESSURE DOES NOT INCREASE BEYOND THE
SEALS' AND GASKETS' ABILITY TO SEAL THE ENGINE (FIGURE 8).
TYPICALLY A CALIBRATED SPRING ON THE OUTLET SIDE OF THE
PUMP HOLDS A CHECK VALVE, CHECK BALL OR PLUNGER
AGAINST A SEAT. THE CHECK VALVE BLOCKS OFF A PASSAGE
THAT LEADS TO THE INLET SIDE OF THE PUMP OR CRANKCASE.
WHEN THE OUTPUT PRESSURE REACHES THE VALUE OF THE
CALIBRATED SPRING, THE VALVE UNSEATS AND ALLOWS THE
OIL TO BY-PASS TO THE INLET SIDE OF THE PUMP OR TO THE
CRANKCASE.
LUBRICANT SYSTEMS
FULL PRESSURE OILING SYSTEMS
MAJOR COMPONENTS
OIL PUMP:
OIL FILTER: THE PURPOSE OF THE OIL FILTER IS TO KEEP THE
OIL CLEAN AND HOLD DAMAGING CONTAMINANTS FROM
CIRCULATING THROUGH THE ENGINE. PARTICLES OF DUST AND
SAND ARE ABRASIVES THAT ENTER THE ENGINE THROUGH THE
AIR INLET SYSTEM. TINY METAL PARTICLES ARE WORN OFF
DURING NORMAL ENGINE OPERATION AND ARE CARRIED BY THE
OIL. VARNISH, SLUDGE AND OXIDIZED OIL ALSO ACCUMULATE AS
PARTICLES IN THE CRANKCASE. WITHOUT A FILTER TO REMOVE
THESE CONTAMINANTS, THE OIL'S LIFE SPAN WOULD BE
GREATLY REDUCED AND DAMAGE TO BEARINGS, BEARING
SURFACES, CYLINDER WALLS, RINGS AND OTHER INTERNAL
ENGINE PARTS WOULD OCCUR.
OIL FILTER: OIL CIRCULATES THROUGH THE FILTER AT A
RATE OF UP TO 15 LITRES (4 GALLONS) PER MINUTE
UNDER PRESSURE FROM THE PUMP. THE OIL FILTER IS
CAPABLE OF STRAINING OUT EVEN MICROSCOPIC
PARTICLES WHICH PREVENTS THEM FROM CIRCULATING
THROUGH THE ENGINE AND CAUSING PREMATURE WEAR
OR DAMAGE. ALL THE OIL PICKED UP BY THE OIL PUMP
PASSES THROUGH THE FILTER BEFORE IT FEEDS THE
BEARINGS AND OTHER ENGINE PARTS. MOST
AUTOMAKERS TODAY USE THIS SYSTEM, CALLED A FULL
FLOW SYSTEM
OIL FILTER: DURING NORMAL OPERATION, OIL
ENTERS THE FILTER CANISTER THROUGH HOLES ON THE
OUTER EDGE OF THE ATTACHING FLANGE. THE OIL
FLOWS DOWN THE SIDES OF THE FILTER, THROUGH THE
FILTERING ELEMENT, OUT THE CENTRE TUBE AND BACK
TO THE ENGINE.
OIL FILTER: IF THE FILTER BECOMES CLOGGED, A BY-PASS
VALVE ALLOWS OIL CIRCULATION TO CARRY ON IN THE
ENGINE, BY-PASSING THE FILTER. THE BY-PASS VALVE MAY
EITHER BE BUILT IN TO THE ENGINE BLOCK OR THE FILTER
BOSS OR BE AN INTEGRAL PART OF THE OIL FILTER. DURING
NORMAL OPERATION AND WHEN THE FILTER IS NEW, IT
OFFERS ALMOST NO RESTRICTION TO OIL FLOW. AS IT
COLLECTS CONTAMINANTS OUT OF THE OIL, HOWEVER, IT
BEGINS TO RESTRICT OIL FLOW. IF THE FILTER IS NOT
REPLACED AT THE RECOMMENDED INTERVAL, THE
RESTRICTION INCREASES CAUSING A PRESSURE DROP
ACROSS THE FILTER ELEMENT. EVENTUALLY, THE BY-PASS
VALVE WILL OPEN.
OIL FILTER: SOME FULL FLOW FILTERS ALSO INCORPORATE AN
ANTI-DRAIN BACK OR CHECK VALVE. GENERALLY, THIS VALVE IS A
LARGE RUBBER DISK LOCATED UNDER THE MOUNTING PLATE OF
THE FILTER. ITS PURPOSE IS TO PREVENT OIL FROM DRAINING
BACK THROUGH THE FILTER INLET HOLES WHEN THE ENGINE IS
SHUT OFF. THIS KEEPS THE FILTER FULL OF OIL SO THAT WHEN
THE ENGINE STARTS, THE PUMP WILL NOT HAVE TO REPLENISH
THE FILTER BEFORE IT SENDS OIL TO THE BEARINGS. THE VALVE
ALSO ACTS AS A SEAL BETWEEN THE CLEAN AND THE DIRTY OIL
AT THE MOUNTING PLATE. THE DRAIN BACK VALVE IS ESPECIALLY
NEEDED WHERE THE OIL FILTER IS MOUNTED HORIZONTALLY OR
IN AN INVERTED POSITION AND ON APPLICATIONS WHERE THE
MANUFACTURER WANTS OIL TO STAY IN UPPER ENGINE
LOCATIONS.
OIL PASSAGES: OIL PASSAGES, ALSO CALLED
GALLERIES, ARE INTERCONNECTED PASSAGEWAYS THAT
HAVE BEEN RIFLE DRILLED IN THE BLOCK DURING
MANUFACTURING. THESE INTERNAL PASSAGEWAYS
ROUTE VITAL LUBRICATION TO VIRTUALLY EVERY
INTERNAL ENGINE PART. OFTEN THE GALLERIES ARE
DRILLED RIGHT THROUGH THE BLOCK AND ARE THEN
BLOCKED OFF WITH PIPE PLUGS TO TERMINATE THE
FLOW OF OIL.
ENGINE BEARINGS: 10 ENGINE BEARINGS OIL IS
ROUTED TO THE CRANKSHAFT AND CAMSHAFT
BEARINGS THROUGH DRILLED OIL PASSAGES IN THE
ENGINE BLOCK. THE BEARINGS HAVE A HOLE MACHINED
IN THEM THAT LINES UP WITH THE PASSAGE IN THE
BLOCK. SOME ENGINE BEARINGS ARE ALSO GROOVED
FOR A GREATER SUPPLY OF LUBRICATION .
ENGINE BEARINGS:
OIL COOLERS: SOME ENGINES REQUIRE AN OIL
COOLER. OIL COOLERS ARE HEAT EXCHANGERS THAT
TRANSFER HEAT FROM THE ENGINE OIL TO THE AIR
OUTSIDE THE ENGINE. THIS TYPE OF COOLER IS REFERRED
TO AS AN OIL TO AIR COOLER. OFTEN, THEY CONSIST OF A
SEPARATE RADIATOR, USUALLY OF TUBE AND FIN
CONSTRUCTION, MOUNTED ON THE SIDE OF THE ENGINE.
OIL FLOWS THROUGH THE TUBES, AND THE AIR STREAM
CREATED BY VEHICLE MOVEMENT AND THE COOLING FAN
PASSES THROUGH THE FINS AND CARRIES HEAT AWAY. THE
COOLED OIL FLOWS BACK INTO THE ENGINE.
OIL COOLERS: SOME COOLERS USE THE ENGINE
COOLING SYSTEM TO COOL THE OIL. THIS TYPE OF
COOLER IS AN OIL TO COOLANT COOLER. INSTEAD OF A
SEPARATE RADIATOR, THE OIL FLOWS THROUGH A SET
OF TUBES IN A SMALL SECTION OF THE COOLING
SYSTEM RADIATOR, SIMILAR TO THAT OF A
TRANSMISSION FLUID COOLER. COOLANT FLOWING
AROUND THE OIL TUBES TAKES HEAT FROM THE OIL
AND TRANSFERS IT TO THE COOLING SYSTEM WHICH
HAS AMPLE CAPACITY TO DISPOSE OF IT.
OIL COOLERS:
DIPSTICK: THE DIPSTICK MEASURES THE LEVEL OF
OIL IN THE PAN. THE INTERNAL END OF THE STICK IS
MARKED TO INDICATE:
 WHEN THE ENGINE OIL IS LOW
 WHEN OIL SHOULD BE ADDED
 WHEN THE PRESCRIBED AMOUNT OF OIL IS PRESENT.
OIL PRESSURE INDICATOR: AS A SAFETY
PRECAUTION, A WARNING LIGHT OR A GAUGE ON THE
DASH INFORMS THE DRIVER OF LOW OIL PRESSURE. A
PRESSURE SENSOR SWITCH OR SENDING UNIT SENDS
AN ELECTRICAL SIGNAL THAT EITHER ILLUMINATES THE
LIGHT OR DEFLECTS THE NEEDLE IN THE GAUGE. A
GAUGE INDICATES THE ENGINE OIL PRESSURE AT ALL
TIMES, WHEREAS A LIGHT ONLY ILLUMINATES WHEN THE
PRESSURE IS LOW.
 OBJECTIVE TWO

Diagnose and repair full flow lubrication systems.

LUBRICANT SYSTEM DIAGNOSIS
THE FIRST STEP IN DIAGNOSING LUBRICATION SYSTEM PROBLEMS IS
TO VERIFY THE CUSTOMER COMPLAINT. IF POSSIBLE, SPEND TIME WITH
THE CUSTOMER TO FULLY UNDERSTAND THE PROBLEM. OPEN THE
HOOD AND OBSERVE THE GENERAL APPEARANCE AND CLEANLINESS
OF THE ENGINE. DO A THOROUGH VISUAL INSPECTION OF ALL SEAL
AND GASKET AREAS. THIS MAY REQUIRE USING A TROUBLE LIGHT
UNDER THE HOOD AND RAISING THE VEHICLE ON A HOIST. CHECK THE
OIL LEVEL AND CONDITION AND VERIFY THE OPERATION OF THE OIL
PRESSURE GAUGE OR LOW PRESSURE WARNING LIGHT.
OIL LEAKS: IF THE ENGINE IS LEAKING OIL, IT MAY BE NECESSARY TO
SHAMPOO THE ENGINE FIRST. SOMETIMES IT IS DIFFICULT TO PINPOINT
AN OIL LEAK IF THE ENTIRE ENGINE IS DIRTY OR OIL SOAKED. OIL
LEAKING FROM A GASKET OR SEAL WASHES AWAY DIRT AND GRIME AS
IT RUNS DOWN THE BLOCK. LOOK FOR THE HIGHEST POINT THAT HAS
BEEN WASHED BY THE LEAKING OIL TO PINPOINT THE LEAK. A VISUAL
INSPECTION IS USUALLY SUFFICIENT TO SPOT AN OIL LEAK, BUT BLACK
LIGHT CAN ALSO BE USED. ADD THE SPECIAL DYE TO THE CRANKCASE
AND RUN THE ENGINE FOR SEVERAL MINUTES. SHINE THE BLACK LIGHT
(FIGURE 15) OVER THE SUSPECTED LEAK AREAS; THE DYE WILL GLOW
BRIGHTLY UNDER THE BLACK LIGHT WHERE THE OIL IS LEAKING.
OIL PRESSURE: OIL PRESSURE IS EXTREMELY IMPORTANT AND
MUST BE MAINTAINED WITHIN MANUFACTURER SPECIFICATIONS
AT ALL TIMES. MOST MANUFACTURERS INSTALL AN OIL PRESSURE
GAUGE OR LOW PRESSURE WARNING LAMP ON THE DASH SO
THAT THE DRIVER CAN MONITOR OIL PRESSURE. NO OIL
PRESSURE, LOW OIL PRESSURE OR HIGH OIL PRESSURE INDICATE
A PROBLEM. DAMAGE MAY RESULT IF THE PROBLEM IS NOT
RESOLVED IMMEDIATELY. BEFORE MAKING A JUDGEMENT BASED
ON THE DASH INDICATOR, VERIFY THE GAUGE OR WARNING
LAMP WITH A RELIABLE MECHANICAL PRESSURE GAUGE .
OIL PRESSURE: LOCATE AND REMOVE THE OIL
PRESSURE SENDING UNIT IN THE ENGINE BLOCK AND
INSTALL THE PRESSURE GAUGE. RUN THE ENGINE,
PREFERABLY AT OPERATING TEMPERATURE AND
OBSERVE THE GAUGE.
NO OIL PRESSURE : IF THE GAUGE SHOWS THAT
THERE IS NO OIL PRESSURE, THE CAUSE MAY BE:
 LOW OIL LEVEL
 A PRESSURE RELIEF VALVE IN THE PUMP THAT IS
STUCK OPEN
 A BROKEN OR TWISTED OFF OIL PUMP DRIVE
 A PLUGGED PICKUP SCREEN OR TUBE.
LOW OIL PRESSURE : LOW OIL PRESSURE MAY BE THE RESULT
OF:
 LOW OIL LEVEL
 IMPROPER OIL VISCOSITY
 A WORN OIL PUMP
 WORN ENGINE BEARINGS OR SHAFTS
 A BLOCKED OIL PUMP INLET
 A WEAK OIL PUMP PRESSURE RELIEF VALVE SPRING
 AERATED OIL.
HIGH OIL PRESSURE: HIGH OIL PRESSURE MAY BE
THE RESULT OF:
 IMPROPER OIL VISCOSITY
 A PRESSURE RELIEF VALVE THAT IS STUCK CLOSED
 A PRESSURE RELIEF VALVE SPRING WITH TENSION
THAT'S TOO HIGH.
OIL PUMP SERVICE CHECKS
THE OIL PUMP IS THE MOST THOROUGHLY LUBRICATED PART IN THE ENGINE,
BUT IT IS CONTINUOUSLY LUBRICATED BY UNFILTERED OIL. FINE ABRASIVE
PARTICLES PASSING THROUGH THE PUMP GRADUALLY SAND AWAY AT THE
CLOSE TOLERANCES AND CAUSE THE PUMP TO BECOME LESS EFFICIENT.
HARD PARTICLES THAT ARE ONLY SLIGHTLY LARGER THAN THE PUMP
CLEARANCES SCORE THE GEARS OR ROTORS AND MAY EVEN CAUSE THE
METAL TO RISE WHICH COULD CAUSE THE PUMP TO SEIZE. HARD PARTICLES
THAT ARE TOO LARGE TO PASS THROUGH THE PUMP WILL CAUSE IT TO LOCK
UP. IF THIS HAPPENS OR IF THE PUMP SEIZES, THE OIL PUMP DRIVE SHAFT
WILL TWIST OR SHEAR OFF. IT IS COMMON DURING AN ENGINE OVERHAUL TO
REPLACE OR REBUILD THE OIL PUMP. GENERALLY, INTEGRAL OIL PUMPS ARE
REBUILT, WHILE NON-INTEGRAL PUMPS ARE REPLACED.
HOWEVER, IF DIAGNOSING A PROBLEM THAT SPECIFICALLY RELATES
TO THE ENGINE LUBRICATION SYSTEM, YOU MUST IDENTIFY THE
CAUSE AND THE RESULTS OF THE PROBLEM BEFORE YOU
RECOMMEND ANY REPAIRS. IF YOUR DIAGNOSIS POINTS TO A
PROBLEM WITH THE OIL PUMP, REMOVE IT FROM THE ENGINE AND
DISASSEMBLE IT ACCORDING TO THE SERVICE MANUAL. IF IT IS A
GEAR PUMP, MARK THE GEAR TEETH (IF THEY DO NOT HAVE FACTORY
MARKS) SO THE SAME GEAR TEETH INDEXING CAN BE MAINTAINED
WHEN THE PUMP IS REASSEMBLED. THOROUGHLY CLEAN ALL PARTS
IN CLEANING SOLVENT. VARNISH MAY BE REMOVED BY SOAKING THE
PARTS IN CARBURETOR CLEANER OR CLEANING SOLVENT.
INSPECT AND ANALYZE THE ENTIRE PUMP FOR FOREIGN
MATERIAL AND TRY TO DETERMINE THE SOURCE.
EXAMINE THE PUMP HOUSING AND COVER AND CHECK
FOR:
 CRACKS
 SCORING
 CASTING IMPERFECTIONS AND
 DAMAGED THREADS
USE A STRAIGHT EDGE AND A FEELER GAUGE TO
DETERMINE COVER FLATNESS. FOLLOW MANUFACTURER
SPECIFICATIONS TO DETERMINE IF THE COVER IS
REUSABLE.
OIL PUMP SERVICE CHECKS
CAREFULLY EXAMINE THE PRESSURE REGULATOR VALVE.
THE VALVE ITSELF SHOULD BE FREE FROM SCORING
AND SHOULD NOT STICK IN ITS BORE. SMALL BURRS
CAN BE REMOVED WITH A FINE OIL STONE. THE SPRING
MUST BE IN GOOD CONDITION TO BE REUSED. MAKE
SURE THE SPRING HAS NOT LOST ITS TENSION AND
INSPECT EACH COIL FOR DISTORTION. IF YOU HAVE ANY
DOUBT ABOUT THE CONDITION OF THE SPRING,
REPLACE IT.
INSPECT THE GEAR TEETH OR ROTORS FOR:
 CHIPPING
 GALLING
 PITTING
 WEAR
IN A GEAR PUMP, CHECK THE IDLER GEAR SHAFT FOR
LOOSENESS. IF IT IS LOOSE IN THE HOUSING, REPLACE
THE PUMP. IT IS IMPERATIVE TO OIL PUMP OPERATION
AND EFFICIENCY THAT THE CLOSE TOLERANCES IN THE
PUMP BE MAINTAINED. REFER TO MANUFACTURER
SPECIFICATIONS AND MEASURE THE CRITICAL
TOLERANCES AS ACCURATELY AS POSSIBLE.
GEAR PUMP MEASUREMENTS
THE FIRST MEASUREMENTS ARE THE GEAR LENGTH AND
GEAR DIAMETER. USE AN OUTSIDE MICROMETER AND
COMPARE YOUR READINGS TO SPECIFICATIONS
USING A FEELER GAUGE, MEASURE THE GEAR LASH
AND THE GEAR SIDE CLEARANCE. AGAIN, COMPARE
YOUR READINGS WITH SPECIFICATIONS.
GEAR PUMP MEASUREMENTS
WITH A STRAIGHT EDGE ACROSS THE PUMP BODY AND
THE GEARS INSTALLED, SLIDE THE FEELER BLADE
BETWEEN THE STRAIGHT EDGE AND THE GEARS. TO
ENSURE AN ACCURATE READING, MAKE SURE THE
HOUSING SURFACE IS FREE OF ALL GASKET MATERIAL
AND THE GEARS ARE BOTTOMED IN THEIR POCKETS.
THIS MEASUREMENT WILL ESTABLISH THE END
CLEARANCE BETWEEN THE GEARS AND THE PUMP
COVER.
GEAR PUMP MEASUREMENTS
USE A CALIPER, TELESCOPING GAUGE AND AN OUTSIDE
MICROMETER TO FIND THE OIL PUMP GEAR POCKET
DIMENSIONS. USE THE CALIPER TO MEASURE THE
DEPTH. USE THE TELESCOPING GAUGE AND
MICROMETER TO FIND THE DIAMETER. COMPARE YOUR
READINGS TO SPECIFICATIONS. THIS MEASUREMENT
WILL TELL YOU IF THE GEAR POCKETS ARE WORN.
GEAR PUMP MEASUREMENTS
ROTOR PUMP MEASUREMENTS
USING MANUFACTURER WEAR LIMIT SPECIFICATIONS AS
A GUIDE, MEASURE THE THICKNESS OF BOTH ROTORS
USING AN OUTSIDE MICROMETER.
ROTOR PUMP MEASUREMENTS
PROPER ROTOR CLEARANCE IS ESSENTIAL TO ENSURE
MAXIMUM PUMP EFFICIENCY. CHECK THE ROTOR TIP
CLEARANCE AND OUTER ROTOR TO PUMP BODY
CLEARANCE USING A FEELER GAUGE . IF THE ROTORS
HAVE EXCESSIVE CLEARANCE, REPLACE THEM IN PAIRS.
ROTOR PUMP MEASUREMENTS
THE SLIDE BELOW ILLUSTRATES HOW A FEELER GAUGE AND
STRAIGHT EDGE CAN BE USED TO CHECK THE ROTOR TO
COVER CLEARANCE AND COVER WEAR. THE PUMP SHOWN
DOES NOT USE A GASKET BETWEEN THE COVER AND PUMP
BODY; THEREFORE, THE MEASURED CLEARANCE IS THE
ACTUAL CLEARANCE. HOWEVER, IF A GASKET IS USED, THE
THICKNESS OF THE GASKET MUST BE TAKEN INTO
CONSIDERATION AND ADDED TO THE FEELER GAUGE
READING. WHEN THE CLEARANCE IS EXCESSIVE, DETERMINE
IF THE WEAR IS IN THE PUMP BODY OR IN THE ROTORS.
ROTOR PUMP MEASUREMENTS
PUMP ASSEMBLY AND INSTALLATION
WHEN ASSEMBLING THE PUMP, CLEANLINESS IS CRUCIAL. EACH PART
SHOULD BE METICULOUSLY CLEAN. BE SURE TO FOLLOW
MANUFACTURER ASSEMBLY PROCEDURE. LIBERALLY LUBRICATE THE
SHAFTS, GEARS AND ROTORS WITH ENGINE OIL. SOME
MANUFACTURERS RECOMMEND PACKING THE PUMP GEAR OR ROTOR
CAVITIES WITH PETROLEUM JELLY BEFORE INSTALLATION TO MAKE
SURE THEY PRIME. IN OTHER CASES, YOU FILL THE PUMP WITH ENGINE
OIL. NEVER USE CHASSIS LUBE. IF THE DRIVE GEAR WAS PINNED TO
THE SHAFT, INSTALL A NEW PIN AND MAKE SURE IT IS PROPERLY
PEENED. TURN THE DRIVE SHAFT OF THE ASSEMBLED PUMP BY HAND.
IT SHOULD TURN FREELY. GENERALLY, YOU INSTALL THE SUCTION
TUBE AND PICKUP SCREEN BY TAPPING LIGHTLY ON THE TUBE WITH A
HAMMER. HOWEVER, SOME MANUFACTURERS RECOMMEND A TOOL
SPECIFICALLY DESIGNED TO INSTALL THE TUBE AND SCREEN
ASSEMBLY. BE CAREFUL WHEN INSTALLING THE PUMP, ESPECIALLY IF
IGNITION TIMING IS AFFECTED. IF TIMING IS AFFECTED, YOU MUST
RESET IT BEFORE THE ENGINE IS STARTED. FOLLOW PROPER
PROCEDURES FOR TORQUING THE ATTACHING BOLTS TO MAKE SURE
THE PUMP IS SECURE. CHECK THE PICKUP SCREEN POSITION,
ESPECIALLY IF IT ADJUSTABLE. SOME MANUFACTURERS WILL GIVE
SPECIFIC DIMENSIONS TO ENSURE THE SCREEN SITS FLAT AND CLOSE
TO THE FLOOR OF THE PAN.
 OBJECTIVE THREE

Describe the purpose and operation of a positive crankcase ventilation (PCV)

system.
 Objective 3

POSITIVE CRANKCASE VENTILATION SYSTEMS

WHEN AN ENGINE IS RUNNING, SOME HYDROCARBONS
(HC) LEAK PAST THE PISTON RINGS AND INTO THE
ENGINE CRANKCASE. IF THE CRANKCASE IS OPEN TO THE
ATMOSPHERE, HC ENTERS THE ATMOSPHERE. TO
PREVENT THIS, A POSITIVE CRANKCASE VENTILATION
(PCV) SYSTEM IS USED. THE PCV SYSTEM ALLOWS HC IN
THE CRANKCASE TO BE DRAWN INTO THE ENGINE AND
BURNED.
 Objective 3

DURING ENGINE WARM-UP, SOME FUEL ENTERS THE

CYLINDERS IN LIQUID FORM. THIS FUEL DOES NOT
BURN, AND A LARGE PORTION FINDS ITS WAY PAST THE
PISTON RINGS AND INTO THE CRANKCASE. IF THIS
LIQUID FUEL MIXES WITH THE ENGINE OIL, THE ENGINE
OIL IS DILUTED AND LOSES SOME OF ITS LUBRICATING
QUALITIES, CAUSING RAPID ENGINE WEAR. THE LIQUID
FUEL THAT DOES MIX WITH THE ENGINE OIL VAPORIZES
WHEN THE ENGINE WARMS UP.
 Objective 3

THE PCV SYSTEM CAN THEN DRAW OFF THIS VAPOUR

FOR BURNING IN THE ENGINE. WATER VAPOUR AND
OTHER PRODUCTS OF COMBUSTION ALSO FIND THEIR
WAY INTO THE CRANKCASE THROUGH BLOWBY. THESE
PRODUCTS CAUSE ENGINE OIL CONTAMINATION AND
PREMATURE ENGINE WEAR. THE PCV SYSTEM DRAWS
OFF THESE GASES SO THAT THEY CAN BE BURNED.
 Objective 3

SYSTEM OPERATION
THE SLIDE BELOW SHOWS A TYPICAL PCV SYSTEM.
MANIFOLD VACUUM IS CONNECTED TO THE PCV VALVE
TO ALLOW CRANKCASE VAPOURS TO BE DRAWN
THROUGH THE VALVE INTO THE INTAKE MANIFOLD.
CLEAN AIR IS DRAWN INTO THE CRANKCASE THROUGH
A PCV FILTER OR THE AIR FILTER.
 Objective 3

SYSTEM OPERATION
 Objective 3

HIGH VACUUM CONDITIONS:

WHEN INTAKE MANIFOLD VACUUM IS HIGH, THE HIGH
VACUUM PULLS THE INTERNAL VALVE OVER AGAINST
SPRING TENSION. THE FLOW OF BLOWBY GASES MOVES
THROUGH THE ORIFICE IN THE VALVE. THE ORIFICE SIZE
IS SPECIFIC TO EACH ENGINE APPLICATION.
 Objective 3

SYSTEM OPERATION
 Objective 3

LOW VACUUM:
WHEN INTAKE MANIFOLD IS REDUCED, THE SPRING IN
THE PCV VALVE MOVES THE VALVE. BLOWBY GASES CAN
NOW MOVE THROUGH THE ORIFICE AND AROUND THE
OUTSIDE OF THE VALVE. UNDER THESE CONDITIONS,
THE FLOW OF BLOWBY GASES THROUGH THE PCV
VALVE IS HIGHER.
 Objective 3

LOW VACUUM:
 Objective 3

INTAKE BACKFIRE:
WHEN AN INTAKE MANIFOLD BACKFIRE OCCURS, THE
PRESSURE IN THE INTAKE MANIFOLD IS VERY HIGH. IF THIS
PRESSURE IS APPLIED TO THE CRANKCASE THROUGH THE PCV
SYSTEM, GASKETS AND SEALS IN THE ENGINE CAN BLOW OUT
OF PLACE. THE PCV VALVE IS CONSTRUCTED TO CLOSE UNDER
THESE CONDITIONS. A PCV VALVE IS SHOWN IN THE SLIDE
BELOW IN THE BACKFIRE (CLOSED) POSITION. THE PCV VALVE
IS ALSO IN THIS POSITION WHEN THE ENGINE IS STOPPED.
 Objective 3

INTAKE BACKFIRE:
 Objective 3

FUEL INJECTION AND COMPUTERIZED ENGINE MACHINING HAS

LED TO A SIGNIFICANT REDUCTION IN BLOWBY AND HAS
ALLOWED SOME MANUFACTURES TO USE A PCV SYSTEM
CONSISTING OF A METERED ORIFICE WITH NO VALVE. THIS
REPLACES THE MOVABLE VALVE WITH A HOLE OF A SPECIFIC SIZE
AND ALLOWS THE ENGINE MANAGEMENT SYSTEM TO CONTROL
THE FUEL INJECTION SO THE VEHICLE CAN IDLE. COMPUTERIZED
ENGINE MACHINING ALLOWS FOR VERY CLOSE CLEARANCES
BETWEEN THE CYLINDER AND PISTON WHICH IMPROVES RING
SEALING AND REDUCES BLOWBY TO VERY LOW LEVELS.
 OBJECTIVE 4

Diagnose and service PCV systems.

 Objective 4

PCV SYSTEM DIAGNOSIS

THE MAJOR PROBLEM ASSOCIATED WITH PCV SYSTEMS
IS HIGH OIL CONSUMPTION DUE TO A BLOCKAGE IN THE
SYSTEM. THIS LEADS TO HIGH CRANKCASE PRESSURES
AND FORCES OIL PAST THE ENGINE SEALS AND BACK
INTO THE ENGINE INTAKE MANIFOLD.
 Objective 4

PCV SYSTEM DIAGNOSIS

VISUAL CLUES OF THIS PROBLEM ARE:
 SMOKE FROM THE TAILPIPE
 OIL LEAKS
 INCREASED CRANKCASE PRESSURE
 OIL IN THE AIR FILTER HOSE GOING TO THE
THROTTLE BODY.
 Objective 4

ANOTHER COMMON PROBLEM IS THE VARIABLE VALVE

BECOMES STUCK IN THE OPEN POSITION, CAUSING A
LARGE AIR LEAK AT IDLE. THE ENGINE MANAGEMENT
SYSTEM MAY TRY TO COMPENSATE FOR THE EXTRA AIR,
BUT THIS MAY TRIGGER A FAULT CODE OR MAY SHOW
ON A SCAN TOOL AS A FUEL TRIM OUT OF RANGE.
 Objective 4

OIL IN AIR CLEANER:

WHEN ENGINE OIL IS PRESENT IN THE AIR CLEANER, AND IT
IS COMING FROM THE POINT IN THE PCV SYSTEM WHERE AIR
NORMALLY ENTERS THE CRANKCASE, THERE ARE SEVERAL
POSSIBLE PROBLEMS:-
 THERE MIGHT BE A RESTRICTION IN THE PCV VALVE,
HOSES, LINES OR FITTINGS. CRANKCASE VAPOURS WOULD
ESCAPE THROUGH THE FRESH AIR INLET ALL THE TIME AND
CARRY A SMALL AMOUNT OF OIL WITH THE AIR.
 Objective 4

 THE ENGINE MIGHT HAVE BEEN OPERATED UNDER

FULL LOAD FOR LONG PERIODS OF TIME. UNDER THESE
CIRCUMSTANCES, IT IS NORMAL FOR A SMALL AMOUNT
OF OIL TO ACCUMULATE IN THE AIR CLEANER.
 THE ENGINE COULD HAVE EXCESSIVE PISTON RING
OR CYLINDER WEAR THAT CREATES EXCESSIVE BLOWBY
VOLUME WHICH CANNOT BE HANDLED THOUGH THE
PCV VALVE ALONE.
 Objective 4

ENGINE OIL:
LEAKS IF THERE IS A RESTRICTION IN THE PCV SYSTEM,
ENGINE SEALS AND GASKETS MAY BE UNABLE TO
HANDLE THE CRANKCASE PRESSURE DEVELOPED, SO
GASKET AND SEAL FAILURE CAN OCCUR.
OIL CONSUMPTION:
A RESTRICTION IN THE PCV SYSTEM CAN CREATE
ENOUGH CRANKCASE PRESSURE TO FORCE ENGINE OIL
PAST THE PISTON RINGS AND INTO THE CYLINDER.
 Objective 4

OIL DILUTION:
A RESTRICTION IN THE PCV SYSTEM CAN CAUSE FUEL
AND WATER TO ACCUMULATE IN THE ENGINE OIL. THE
FUEL DILUTES THE OIL AND REDUCES THE VISCOSITY TO
A POINT WHERE IT LOSES ITS LUBRICATING QUALITIES
AND EXCESSIVE ENGINE WEAR OCCURS. EXCESS WATER
ACCUMULATING IN THE OIL RESULTS IN SLUDGE
FORMING IN THE CRANKCASE.
 Objective 4
HIGH FUEL CONSUMPTION:
THE PCV SYSTEM SUPPLIES PART OF THE AIR THAT MAKES
UP THE ENGINE AIR-FUEL MIXTURE. IF FLOW IS RESTRICTED
THROUGH THE PCV SYSTEM, THE AIR-FUEL MIXTURE
BECOMES RICHER THAN NORMAL AND EXCESSIVE FUEL
CONSUMPTION CAN OCCUR. IF A PCV VALVE IS REPLACED
WITH ONE THAT HAS A HIGHER AIR FLOW RATING THAN THE
ORIGINAL OR AIR LEAKS INTO THE PCV VALVE HOSES AND
FITTINGS, THE AIR-FUEL MIXTURE BECOMES LEANER. THIS
CAN CAUSE HIGH FUEL CONSUMPTION AND DRIVABILITY
PROBLEMS SUCH AS ENGINE STALLING AND ROUGH ENGINE
IDLING.
 Objective 4
TESTING AND SERVICE
VARIOUS COMPONENTS OF PCV SYSTEMS REQUIRE TESTING
AND SERVICING.
SYSTEM:
ONE METHOD FOR TESTING THE FULL PCV SYSTEM IS SHOWN
IN THE SLIDE BELOW. WITH THE ENGINE IDLING AND THE PCV
VALVE REMOVED FROM ITS FITTING, VACUUM SHOULD BE FELT
AT THE PCV VALVE. WHEN DOING THIS TEST, YOU CAN ALSO
OBSERVE A CHANGE IN ENGINE RPM WHEN YOUR FINGER IS
PLACED OVER THE END OF THE HOSE. IF THERE IS NO VACUUM
AND/OR THE RPM DOES NOT CHANGE, THE PCV VALVE OR
LINES AND FITTINGS MAY BE BLOCKED.
 Objective 4

TESTING AND SERVICE

SYSTEM:
 Objective 4

PCV VALVE:
THE PCV VALVE SHOULD RATTLE WHEN IT IS SHAKEN. IF IT DOES NOT
RATTLE, IT IS PROBABLY CONTAMINATED WITH WATER, OIL OR SLUDGE
AND SHOULD BE REPLACED. SOME MANUFACTURERS RECOMMEND
PCV VALVE REPLACEMENT AT SPECIFIC SERVICE INTERVALS.
HOSES:
HOSES AND FITTINGS SHOULD BE INSPECTED FOR DETERIORATION
AND RESTRICTION. SLUDGE CAN BUILD UP IN HOSES AND FITTINGS.
THESE PROBLEMS OCCUR AT CORNERS IN THE SYSTEM. INSPECT
HOSES FOR COLLAPSE AND INTERNAL SEPARATION, ESPECIALLY
WHERE THEY CROSS OVER A HOT OBJECT (THERMOSTAT HOUSING,
EGR VALVE).
 Objective 4

FILTERS:
PCV FILTERS SHOULD BE INSPECTED AND CLEANED OR
REPLACED AS RECOMMENDED IN THE APPROPRIATE
MANUFACTURER’S MAINTENANCE MANUALS.
THE END