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Why I measure crankcase blow by gases and vacuum.... & so should you! AIR LEAKS!
Cause verse Effect! JPPSG rule......Final Solution Section!
http://forums.ross-tech.com/showthr...essional-Problem-Solver-Guide-quot-JPPSG-quot
Over the past 15 years, I have observed all the platforms & especially TFSI/TSI engines and the so called, need for a ridiculous oil specification or blow by gases remediation design process.
A large discussion of this took place in Marin's oil thread....... http://forums.ross-tech.com/showthread.php?2224-Oil
The reason I feel this is needed as part of the how to section.....
It appears that a critical diagnosis of air leaks is being negated, further where many result in a phantom untraceable air leak, long after intake manifold and N80 are all been changed.
You will find on occasions that Jef, Dana, and Peter speak of rear seals popping on the crank, further causing an air leak.
You may also find them saying you need to use propane to find it.......indeed this is helpful when measuring trims, but also has its safety issues.
What you don't find is why and how did this condition ever happen in the first place.
It happens 3 ways.
A. Flash block combustion explosion internally, from contaminated oil with gasoline from misfires and heavy vapor concentration or oil now a solvent as a result blowing seals.
B. Blow by gases too high & as a result of washed cylinder walls failed piston rings and or damaged components such as HPP.
C. Direct Boost leak by oil separation check valve stuck sometimes sporadic & from sludge allowing for boost to be directed into the crankcase.
C. Happens all too frequently and more than people realize internally within the engine.........it hides like a sniper in the brush.
When boost is made while this valve sticks open, the seal expands and further while not leaking oil yet!
The engine comes off boost and we are at idle or idle offset at a traffic light waiting on a hill and bam the air under vacuum leaks in and into the intake causing a deviation setting a DTC.
Further the oil pooled in the check valve now creates a seal and the valve closes drawing the seals in, in addition some oil into combustion process causing a misfire at idle....or offset!
Wonderful right?
How to observe....
Installing a PSI/Vacuum gage to block area or one which can be logged.
Originally the experiment started out to prove that "any" ( for Eric ) SAE oil sealed piston/rings + lubricated chains, far better or critical friction components, such as the HPP or cam lobe/follower, than the required VAG specification using synthetic oil.
Ahhh oh pump the brakes right? Wait What! are you kidding we were taught otherwise?
Basic's will tell you I am right in addition to statistics.
The results were almost immediate.......
Any SAE oil was used in short 3-5K intervals, the engines ran far superior for internal longevity.....and I stand behind this position to date.
May the HPP/cam followers & chain failures speak for themselves..........
A set of gages were added to the block, with a reset to record the highest or lowest level observed.
Later electronic gages were used which could be used in real time & or logged.
Note : The dancing or sucking down loose oil cap test ........"is ok" but doesn't cut the mustard or address the hidden flaw I aforementioned.
The point is measuring the Vacuum/PSI through an oil cap being drilled, further while watching a gage during a test drive, can be a great diagnostic indicator.
Any schmuck can make this tool in 30 seconds, with a stretch of vacuum line, an old oil cap and a cheap vacuum gage PSI set.........you do this to be able to wire tie to the wiper etc. & to go observe through the window during logs or just before DTC. pends.
Cause verse Effect! JPPSG rule......Final Solution Section!
http://forums.ross-tech.com/showthr...essional-Problem-Solver-Guide-quot-JPPSG-quot
Over the past 15 years, I have observed all the platforms & especially TFSI/TSI engines and the so called, need for a ridiculous oil specification or blow by gases remediation design process.
A large discussion of this took place in Marin's oil thread....... http://forums.ross-tech.com/showthread.php?2224-Oil
The reason I feel this is needed as part of the how to section.....
It appears that a critical diagnosis of air leaks is being negated, further where many result in a phantom untraceable air leak, long after intake manifold and N80 are all been changed.
You will find on occasions that Jef, Dana, and Peter speak of rear seals popping on the crank, further causing an air leak.
You may also find them saying you need to use propane to find it.......indeed this is helpful when measuring trims, but also has its safety issues.
What you don't find is why and how did this condition ever happen in the first place.
It happens 3 ways.
A. Flash block combustion explosion internally, from contaminated oil with gasoline from misfires and heavy vapor concentration or oil now a solvent as a result blowing seals.
B. Blow by gases too high & as a result of washed cylinder walls failed piston rings and or damaged components such as HPP.
C. Direct Boost leak by oil separation check valve stuck sometimes sporadic & from sludge allowing for boost to be directed into the crankcase.
C. Happens all too frequently and more than people realize internally within the engine.........it hides like a sniper in the brush.
When boost is made while this valve sticks open, the seal expands and further while not leaking oil yet!
The engine comes off boost and we are at idle or idle offset at a traffic light waiting on a hill and bam the air under vacuum leaks in and into the intake causing a deviation setting a DTC.
Further the oil pooled in the check valve now creates a seal and the valve closes drawing the seals in, in addition some oil into combustion process causing a misfire at idle....or offset!
Wonderful right?
How to observe....
Installing a PSI/Vacuum gage to block area or one which can be logged.
Originally the experiment started out to prove that "any" ( for Eric ) SAE oil sealed piston/rings + lubricated chains, far better or critical friction components, such as the HPP or cam lobe/follower, than the required VAG specification using synthetic oil.
Ahhh oh pump the brakes right? Wait What! are you kidding we were taught otherwise?
Basic's will tell you I am right in addition to statistics.
The results were almost immediate.......
Any SAE oil was used in short 3-5K intervals, the engines ran far superior for internal longevity.....and I stand behind this position to date.
May the HPP/cam followers & chain failures speak for themselves..........
A set of gages were added to the block, with a reset to record the highest or lowest level observed.
Later electronic gages were used which could be used in real time & or logged.
Note : The dancing or sucking down loose oil cap test ........"is ok" but doesn't cut the mustard or address the hidden flaw I aforementioned.
The point is measuring the Vacuum/PSI through an oil cap being drilled, further while watching a gage during a test drive, can be a great diagnostic indicator.
Any schmuck can make this tool in 30 seconds, with a stretch of vacuum line, an old oil cap and a cheap vacuum gage PSI set.........you do this to be able to wire tie to the wiper etc. & to go observe through the window during logs or just before DTC. pends.
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