| Re: [GMCnet] Tid Bits: Oil consumption. It's all in how/where it's consumed. [message #336535 is a reply to message #336534] |
Thu, 30 August 2018 12:29   |
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Matt Colie
Messages: 8547
Registered: March 2007
Location: S.E. Michigan
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jimk wrote on Thu, 30 August 2018 10:54What I learn from this discussion is that a higher viscosity does not always cut down on consumption.
Also keep in mind about Overfilling the unit.
Keep in mind that there is a quart of oil sitting in the front part of the pan, so one need to consider it and try running one quart low and see if
that can help as well.
This has all been good and there is very little that a guy that was a dynolab rat for several decades will disagree with at all.
I can tell you from a recent excursion though my very own 455 (461) that if it had not suffered an unpredictable material failure, I would never have even removed a cylinder head cover. Those engines were built to last. It is no wonder that they were used in so many industrial services.
Chaumière had a sudden change from 2000+ miles per quart to -500 miles per quart and a lot of that was getting into the air filter. This demanded attention. If I was to loose and engine this good for a lack of care, that would be an unforgivable act.
Matt - and he now has a fine running coach again
The 2K mile was a pleasant surprise. I had been filling the crankcase to the full mark on the stick. Then, I made a mistake and did not have the make-up lube oil aboard that I thought I did. We were not far from home, so I guessed we would be at the 1/2 below add when we were back at home port. I was wrong. When I checked next, she was still just 1 down. So, we ran more, (I did replace the make-up oil onboard) and the lube oil stayed at that one down mark. That is where I ran her for the next 60k miles.
If you do not know this, here it is...
Lubricating oil has many functions in a modern internal combustion engine:
1 - Cooling of both working surfaces and parts exposed to combustion heat.
2 - Working fluid for chain tensioners and lash adjusters (what lifter really are).
3 - System flushing to remove both wear debris and combustion by products.
4 - Motion damping to prevent the parts with clearance from impacting each other.
5 - Serve as the wedge element of the hydraulic bearings.
6 - To provide the film between metal parts to prevent damage. (What most people think of as lubrication.)
If you think about this list (it is presented here is nominal importance), you will understand that neither lube system pressure or the actual dynamic viscosity matter very much. This is why splash lube works at low specific output.
And for those that care, the Melling M-22FHV is only about 20~25% more displacement than the standard M-22F. The M-22F pump is very much like the stock lube oil pumps that I had recently saw. I looked at my assembly and measurement data and thought it was a good idea.
Matt & Mary Colie - Chaumière -'73 Glacier 23 - Members GMCMI, GMCGL, GMCES
Electronically Controlled Quiet Engine Cooling Fan with OE Rear Drum Brakes with Applied Control Arms
SE Michigan - Near DTW - Twixt A2 and Detroit
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