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cylinder head breather

Review Post cylinder head breather

SUZUKI LTZ400 KFX400 2003 THRU 2008 CYLINDER HEAD BREATHER BOX https://t.co/dqLuGr870h https://t.co/CxT3OoNI6X

Cylinder Head Breather Grommet https://t.co/NLRBB9hRCa https://t.co/3EAG4UMDcD

**NEW STOCK ALERT** 348's and Mondial T Oil tank to Cylinder head breather pipe 139525 now available, these are extremely rare and are very complicated to re manufacture to original Ferrari specification. 441784436222 https://t.co/A9PAWMdKzr

Common Bmw Problems :- - Valve Cover Gasket - Injector Gaskets - Crankcase Breather Hose What is a valve cover gasket? A valve cover gasket seals the valve cover to the top portion of the engine cylinder head https://t.co/FkmgtTqfXN

Cylinder Head Breather pipe replacement / upgrade https://t.co/GD4atkZLqi https://t.co/e3HkLseGM4

Breather Bolt Thread pitch size???: I cross-thread the cylinder head while trying to install the breather bolt... http://t.co/S2Q6VvVkDS

VW PASSAT B5 FL 00-05 SKODA SUPERB 01-08 2.0 ENGINE CYLINDER HEAD BREATHER HOSE https://t.co/XoscOQBqVT

Before synchronizing the throttle bodies check the following items: • Valve clearance • Spark plugs • Air filter element • Throttle body joints • Fuel hose • Exhaust system • Cylinder head breather hose • Vacuum hoses

Re: 500 cylinder head cover breather tube route?: Mine has a steady stream of smoke and some oil droplets. I've ... http://t.co/JN0U8WyK

#4: Volvo (94-06) Oil trap to cylinder head Breather Hose URO new air pipe pcv: Volvo (94-06) Oil trap to cyli... http://t.co/00h4Vn0bYE

Review Q&A cylinder head breather

What causes oil to leak from a crankcase through an air filter?

Oil blowback through the induction system is a symptom of worn oil seals on the inlet valves. Pressure leakage from worn seals causes the oil to be forced down into the inlet passage and back through to the inlet filter. Typically you will get an excess of oil being blown out through the crankcase breather too as the cylinder head/rocker cover is pressurised blowing back down to the crankcase. Best way of checking is to do a compression test on the cylinders.

Why did the Oldsmobile diesel fail?

Oh, the memories. When I turned 16 years old and first earned my driver’s license I needed something to drive to school and back, work and back. My father had a fleet of small trucks at his shop, and offered me the oldest one (at the time), a 1978 Chevrolet pickup truck with the Olds 350 inch diesel. I think I paid $500 for it. That was the first year GM had offered a diesel pickup truck based on the Oldsmobile design. The truck was filthy enough inside to grow a garden in the floorboards, had rust on the fenders, bald tires, smoked horribly, and dripped oil everywhere I went. But it was ,mine,. I was happy! Freedom at last! The shop employees who drove the trucks ,really, abused them, and this truck was no different. It’s only job was to haul equipment and supplies to/from customer sites. There was no evidence of maintenance done on it, but I knew at least the oil was self-changing—I had to add a quart every couple days I drove it! One day I had to pass a slow driver on a two-lane road. I pressed the accelerator to the floor and got around him before the bend in the road—only to look in my rear view mirror and see nothing but black smoke. Yikes. Maybe applying full power cleaned out the combustion chambers, I don’t know. I’m sure the driver I passed was none too happy to drive through and breathe my sooty exhaust. I tried more viscous engine oils, all the way up to 50W. All they did was continue to leak out over the roads. The rear main crankshaft seal was gone, and it would be a major repair, involving pulling the engine from the truck, to replace it. There was a small upside though—the oil splattered over the rear of the truck served as a corrosion inhibitor, preventing further rust. One day I was working on the truck in my driveway, had the hood up with the engine running, and I pulled one of the breather tubes from the valve cover, and watched it spew out vapors into the atmosphere. That’s when I realized what happens to these engines—it wore out prematurely. Excess piston blow-by, caused by a poor seal between the piston, rings and cylinder wall, combined with high compression ratios typical of a diesel engine (22:1 if I remember correctly) caused a buildup of pressure in the engine’s crankcase. The breather tubes easily clogged up with oil and gunk from the engine, leaving no way to relieve itself of pressure without blowing out one of the engine’s seals (in this case, the rear main seal). The extra pressure led to an increase in the loss of engine oil once the seal was compromised. The design was hopeless. GM had taken a fine V-8 engine block, the Oldsmobile 350, and hastily converted it to a diesel sharing the same engine block and many of the same parts. Besides the oil seals, head gasket failures and cracked cylinder heads were commonplace on these engines, which simply did not have the internal strength needed for high compression and diesel combustion. But it was summer 1983 and I had nothing but time on my hands. So off to the junkyard I went, and came home with an Olds 350 gasoline engine block pulled from a junk Cutlass after negotiating a price of $200. In a week’s time I had the diesel engine out, the gas engine swapped in. I had to find a way to connect the throttle body of the carburetor to the accelerator cable, then wire up an ignition wire to the GM HEI ignition in the distributor cap. The rest was easy—since the diesel engine was the ,same block, as the gasoline version, motor mounts, bell housing, everything else was the same. The engine dropped right in, and I only had to connect the fuel lines, water hoses, exhaust pipes, radiator fan and accessories. The fuel tank that held diesel fuel would now be pumped full of gasoline. I connected the battery and it roared to life. After that, I had the only Chevrolet pickup with an Olds 350 V-8 engine that I knew to exist. Drove it everywhere for two years before I had to leave for college, then sold it to a friend for $1000 (twice what I had originally paid!). Today all I have is the memories. And a story to tell. If you got this far, thanks for listening. The other answers are correct—it was a fatally flawed design.

Why is my car smoking and using a lot of oil?

It can be something that’s easy to fix - liked a blocked breather for the cylinder head, or over filled oil level. The wrong grade of oil - say like a Low viscosity type oil on an older engine with larger tolerances. Or things like worn valve stem seals & rocker cover gaskets allowing oil to seep past and into the exhaust ports and be burned. Worn piston rings and cylinder bores on older engines will cause burning oil too.

As an engine mechanic, what is the strangest thing you've found inside an engine?

I'm not a professional. Rebuilt a few cars, engines, transmissions and stuff for over 4 decades (holy crap)… seen a few things since pulling my first spark plug on a lawn mower 2 stroke to building a virgin parts engine worth more than my first house. I'm going to indulge myself (sorry) with my answer. Bench racing over several decades is a sport in itself… Engines factory designed with internal ,plastic ,(nylon) parts! GM was insane. Some would argue they still are. In this case it began with the SBC camshaft timing gear. You'd find pieces all over the inside. Non-adjustable overhead camshaft bucket lifters. Honda Civics 1975 - 82. If you ran low on oil running one of these engines, the head has to come off for rebuild. Chunks of the lifter bucket would sometimes fall out of the oil pan drain. For non-internal engine weirdness, the most bizarre was the infamous Oldsmobile 5.7 litre diesel built between ‘78 and ‘85. It was pretty common to find the cylinder bolt ,heads, ,- gone, ,. This high compression 22.5:1 engine would get so hot, the cylinder head literally cracked the heads of the bolt(s). It was the worst GM fiasco up to that point. There are some real dumb engines that would be designed in future years. Now for the fun stuff. Snickers (candy) wrapper during top end removal at drag racing event, found a way into the oil pan, covering oil pickup, starving the 700 HP engine. Nicely windowed the block 40 feet from the starting line. Diamond deburring head found in Ford 429 cylinder head oil drainback. Cylinder head had been ported and despite numerous cleanings and inspections, was missed during assembly. Amazingly, no damage. Wasp nest in the intake manifold of a Cat 3406. The engine hadn't been run in over a decade. Wouldn't start. Barely cranked over with fresh batteries. We quickly knew why as we all headed for the hills, as what seemed like a thousand wasps poured out of the air breather. The nest had filled the entire manifold and into the ports of the head and 2 cylinders. The pest control guys came out fully suited up and went through 3 gallons of chemicals. No one wanted to pull that engine apart. Marine 440 Magnum with freshwater heat-exchangher cooling. The exchanger tank had rusted through. When we opened the throttle wide open, the water pump blew up. We found pieces of a starfish wedged into the impeller of the pump. GM 602 factory sealed crate engine. The engine always had a dull bass sounding vibration during cold start up then went away. After 2 hard seasons of circle track racing, it was time for its first rebuild. We found a 7/8″ wrench in the oil pan. There are no 7/8″ nuts on the connecting rods or main bearing saddle bolts or oil pump bolts or oil pickup. No damage to rotating assembly. One free wrench compliments of GM Performance. Helping a unlimited funny car team that was running a blown 572 BBC, they used tennis balls to cover the zoomie exhaust pipes. I don't fully know how, but when one of the pit crew engine guys went to prepare to start the engine with the external starter drive. He mounted it and somehow lost his balance, cranked the starter the wrong way (not supposed to be possible) and sucked all 8 tennis balls into the exhaust ports that jammed against the valves. This was a quarter final event. We thrashed to tear off the heads and install the spares, but didn't make the call. No damage to the engine except the poor crewman's ego. They never used tennis balls again. Happy motoring!

Can we use air compressor instead of refrigerant compressor?

you can’t use an air compressor as your refrigerant compressor due to following reasons, Air compressor has a breather pipe that communicated directly with the atmosphere but in refrigerant compressor, its crank case if filled up with refrigerant so it will leak out to the atmosphere entirely. Since a refrigerant compressor take suction from its crank case so you need some serious modification in your compressor design. Also refer compressor has its capacity control system attached with its cylinder head that works on the basis of LO pressure to cut in/out the respective unit depending upon the load on the system. And this arrangement in not there in air compressor. you also need to use proper sealing arrangements in your air compressor so as to prevent leaking of high pressure refrigerant from your shaft sealing spaces.

How many parts are in a car engine?

A lot. The main assemblies for a typical modern engine are : engine block plus sump, cylinder head, valve cover and inlet and exhaust manifolds crankshaft and bearinsg piston assembly : piston, rings, connecting rod and associated bearings valve assembly : camshaft, valves, timing belt/chain, valve springs and various guides and bearings Ignition system (except for deisels) : spark plugs, leads, coil pack Electronic : ECU and a variety of sensors, relays and fuses Fuel system : low pressure pump, sender unit, high pressure pump, injector modules, fuel filters Auxilliaries : starter motor, alernator, water pump, oil pump, radiator, thermostat battery, oil filter, oil cooler Throttle body, air inlet hoses and filters That is most of the things which are esential to keep the engine running but many modern engines also have other systems pretty closely integrated including things lke : air conditoning pump vacuum system crankcase breather system emission control in teh exhaust system (also linked to the ECU), catalytic converters, particle fileters etc etc forced induction : turbo or supercharger, intercooler cabin heater (usulally part of the cooling system) Differnt designs may also add or reduce complexity and there will also be hundreds of bolts nuts and washers etc ect

If you pour a little too much oil pass the full mark on a dipstick, can you damage the engine?

In some engines it can cause a smoke screen out of the exhaust pipe such as the Nissan RB30DE engine that I built using a 3 litre Nissan RB30E engine block & crankshaft & a Nissan RB25DE (2.5 litre) pistons, high volume oil pump,24 valve cylinder head,ECU & wiring loom. Since there's not much room underneath the camshaft covers excess oil got pumped up into the camshaft area then it was sucked up into the inlet manifold via the breather tube at redline (7000 RPMs)& the oil can't get away quickly, I overfilled it by 300–400 mLs. So I made sure that the oil level was strictly at the full mark & not over it and I never had any problems with it afterwards !

What is the best Audi car?

They don't turn into endless money pits if you know what you're doing and you do your maintenance. Much of what people bitch about is self inflicted. Most are forced induction, if you don't use synthetic oil the heat of the turbo cokes up the pcv/breather system, that causes excessive crankcase pressure due to the leak down of boost pressure past the piston rings. That then causes reversion when the intake valves close and the air bounces off them to be carrying more oil vapor than normal, which contaminates and kills the mass airflow sensor. The crankcase pressure then causes valve cover gasket leaks, which again, unless it's going to a specialist in German cars goes unnoticed because the heat from the exhaust and where the leaks are it burns off before hitting the lower engine cover or blows away from the cover when driving so it doesn't hit the ground and isn't noticed. That then eats the coolant flange on the back side of the cylinder head and causes a coolant leak. Additionally the maf being bad throws the auto trans shift points and line pressure off, eventually killing it. Many shops go by what Audi says and call the trans fluid lifetime even though ZF makes the trans and says change it every 40 to 60 k. And then the turbo is overworked and oil sludged and blows up. But at my shop in 8 years I changed less than 5 turbos due to failure. Because my customers use synthetic oil, it doesn't happen. I also recommend trans fluid and filter every 40k and surprise no trans failures either. The control arms will need to be done every 100k, along with the timing belt, other than that they are pretty reliable if you maintain them with OEM parts. The most reliable Audi or I should say lowest maintenance is going to be the 1.8t 180hp Audi TT. This is mostly due to the fact that it's lighter than the heavier models that also have the 1. 8 Turbo, it doesn't have the expensive control arms, it shares a lot with the Golf and Jetta, and yeah…it just is.

What is SOHC and DOHC in bikes?

TLDR; SOHC - Single Over Head Cam DOHC - Double Over Head Cam Both are, overhead camshaft, mechanisms which control the opening of the valves of the engine and is situated above the cylinder head. This kind of system is an improvement over the ,overhead valve, mechanism using lifter, pushrod and rockers. Since Quora prefer long answers here we go with a bit of background story. To increase the maximum power from an engine it should breather better (Volumetric efficiency). The more air is filled and left from the cylinder the more power is extracted. Adding more valves was the answer found by most manufacturers. But this came at a cost of more moving parts. More parts means more points of failure. It started out with OHV (Overhead Valve) and now OHC (Overhead Camshaft) is more popular due to its simplicity. A camshaft is cylindrical rod running the length of the ,cylinder bank, with a number of oblong ,lobes, protruding from it, one for each valve. The cam lobes force the valves open by pressing on the valve, or on some intermediate mechanism, as they rotate. OHV GIF 1 OHV configurations use a centrally located cam shaft (central to the engine block), and actuates the valves through the use of lifters, pushrods, and rocker arms. The OHC configuration does away with most of this for the reduction of mass in the valve train. This reduction of mass usually means the engine can run safer and cleaner at higher engine speeds due to less inertial pressures on the valve train. SOHC GIF 2 SOHC uses a single camshaft to open both inlet and outlet valves. Notice in GIF 2 the position of camshaft and the lack of lifters and pushrods. Image 1 - Example of 4 cylinder 12 valves ( 2-Inlet and 1-Outlet per cylinder). But even with this system it still uses rocker arms to space the valves properly inside the engine cylinder. That means it could be still improved by getting rid of the rockers. This is the main reason for the development of DOHC. DOHC GIF 3 DOHC uses one camshaft to actuate inlet and other for outlets. They usually house more valves per cylinder and cam lobes directly actuate the poppet valves. Image 2 - 4 Cylinder 16 Valve (2- Inlet and 2 Outlet per cylinder classic design) Notice the absence of rockers. The actuation is hence more precise and with fewer moving parts gives a predictable performance in the higher rpm. Since there are two separate camshafts, using VVT to alter the timing of the valves became possible and improving the lower and higher rpm operation. Some manufacturers preferred altering the phase (angle or delaying) and some modified the lift. Conclusion DOHC is a better system if performance is concerned, but with its reduced cost and affordable performance SOHC is still used on regular engines. PS : Most of the points in this answer is shamelessly taken from this excellent answer ,what is difference between DOHC and SOHC?

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Review Post cylinder head breather

Review Q&A cylinder head breather

What causes oil to leak from a crankcase through an air filter?

Why did the Oldsmobile diesel fail?

Why is my car smoking and using a lot of oil?

As an engine mechanic, what is the strangest thing you've found inside an engine?

Can we use air compressor instead of refrigerant compressor?

How many parts are in a car engine?

If you pour a little too much oil pass the full mark on a dipstick, can you damage the engine?

What is the best Audi car?

What is SOHC and DOHC in bikes?

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