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Paso de Gases Motor E-Tech

The document provides instructions for measuring engine crankcase blow-by, including required equipment, test preparation steps, and how to perform the measurement test at idle and under load. It also lists potential causes of excessive blow-by that should be investigated.

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Juan José Lopez
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53 views4 pages

Paso de Gases Motor E-Tech

The document provides instructions for measuring engine crankcase blow-by, including required equipment, test preparation steps, and how to perform the measurement test at idle and under load. It also lists potential causes of excessive blow-by that should be investigated.

Uploaded by

Juan José Lopez
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
You are on page 1/ 4

SERVICE BULLETIN

Number: SB210040
Date: 10/24/06
Model: E6, E7, E9,
ASET™,
E-Tech™
(Also applies to Mack Trucks Australia)

Engine Crankcase Blow-By Measurement


In instances where the crankcase breather volume appears to be higher than normal, or if
oil is expelled from the breather tube, the first investigative action that should be taken is to
measure crankcase pressure.

On E-Tech™ and ASET™ engines having the front timing cover-


mounted breather, oil may be expelled from the breather tube
only, when the vehicle is operated on an incline with the front
end much lower than the rear. If this condition is encountered,
install the cylinder head cover top-mounted breather and oil
drain tube as described in SB214024.

Before beginning the test, the breather hose should be inspected for blockage and cleaned
or replaced as required. Additionally, on E-Tech™ and ASET™ engines, the filter must be
removed from the breather canister when the test is performed, and then cleaned and
reinstalled after the test has been completed.

A plugged breather filter may be the result of an excessive blow-


by condition. If the filter is found to be plugged with carbon, the
root cause of the excessive blow-by condition must be
determined and corrected.

Recommended equipment and procedures for taking this measurement are as follows:

SB210040 — Page 1 of 4
SERVICE PUBLICATIONS, ALLENTOWN, PA 18105 ©MACK TRUCKS, INC. 2006
Equipment Required
1

Figure 1 — Crankcase Blow-By Test Equipment

1. Rubber stopper (part No. 8609-2198007)* 3. Differential pressure gauge such as Dwyer
Magnehelic Model 2015 (which measures in the 0"
2. 3/16" inside diameter plastic tubing, approximately to 15" of water range)**
6 ft (2 M) 4. 1/8" NPT x 3/16" hose barb fitting
5. 1/8" NPT pipe plug
* Rubber stopper is the correct size to fit inside the yellow dipstick adapter used on current E-Tech™ and
ASET™ engines. For engine models that do not utilize the yellow dipstick adapter, short pieces of different
diameter hose will be needed to connect the 3/16" ID hose to the dipstick tube. Hose diameter will vary
depending upon which dipstick tube arrangement is installed on the engine.
** A water monometer can be used in place of the differential pressure gauge, but is much less convenient.

Preparing for the Blow-By Measurement Test

For engines equipped with the cylinder head cover-mounted


breather, the breather must be relocated to the front timing cover
to perform this test. Remove the closure plate from the mounting
location on the front timing cover, and then relocate the breather
canister(with the filter removed) from the cylinder head cover to
the timing cover. Use the closure plate, Silastic® sealant and the
existing mounting screws to seal the breather opening on the
cylinder head cover.
After the test has been completed, relocate the breather canister
to its original location on the cylinder head cover.

1. Install the 1/8" pipe plug into one of the high pressure ports of the Magnehelic test
gauge and the hose barb fitting into the other high pressure port. The two low pressure
ports will remain open.
2. Connect the length of 3/16" ID hose to the hose barb fitting.

SB210040 — Page 2 of 4
3. Remove the dipstick from the dipstick tube, and then inspect the end of the tube to
make sure it is not cracked or has any other type of damage or defect that would result
in blow-by leak-off. If the tube is defective, it must be replaced.
4. Insert the 3/16" ID hose into the center hole of the rubber stopper, and then insert the
stopper into the dipstick tube adapter. If the dipstick tube does not have the yellow
adapter, use a short piece of hose having an inside/outside diameter as required to fit
the 3/16" ID hose and the dipstick tube in order to connect the test gauge hose to the
dipstick tube.
2

Figure 2 — Rubber Stopper with Tube Inserted into Dipstick Tube

5. Place the test gauge inside the cab, making sure the hose is routed appropriately to
prevent damage.

Perform the Blow-By Measurement


앫 Start the engine and run at no-load. After a brief warm-up, observe if excessive blow-by
is present. Record the readings indicated on the test gauge at various engine speeds.
During the no-load test, the gauge should indicate 2-1/2" of water or less. If readings
are above 2-1/2" of water or oil is seen coming from the breather tube, no further tests
are necessary, as the excessive blow-by condition is confirmed and the cause must be
investigated. If the test gauge readings are low and excessive blow-by is NOT evident,
an under-load road test or a chassis dynamometer test must be performed.
앫 During a full-load road test (using as much load as can be obtained), record the test
gauge readings at rated speed and peak torque speed (both ends of the engine
operating range). If readings are above 2-1/2" of water, excessive blow-by is confirmed
and the cause must be investigated. If the test gauge readings do not exceed 2-1/2" of
water, excessive blow-by is eliminated as the cause of the higher than normal
crankcase pressure or oil being expelled from the breather tube.

SB210040 — Page 3 of 4
Causes of Excessive Engine Crankcase Blow-By

If the above tests confirm the excessive crankcase blow-by condition, the causes should be
investigated in the sequence as listed below. The causes of excessive blow-by are listed in
order with the causes listed first as being the most likely with the least costly/least downtime
for repair. However, vehicle mileage, type of service and rate of oil consumption must also
be considered when attempting to determine the most likely possibilities.
1. Failed or leaking turbocharger seals which allow boost pressure or exhaust pressure
into the turbocharger oil drain tube and into the crankcase.
2. A disintegrated air compressor piston in a two cylinder air compressor.
3. Worn or damaged valve stem seals or worn valve guides.
4. Worn piston rings and cylinder sleeves (particularly if the engine is experiencing
excessive oil consumption). Worn piston rings and/or cylinder sleeves may have been
caused by dirt ingestion/dusted engine.

SB210040 — Page 4 of 4

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