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Crankcase dilution is caused more when the lube oil is fresher. [3] Another cause of crankcase dilution is a slow or delayed injection cycle. [2] This causes the timing to be thrown off and the oil is most likely to enter the crankcase at this point. Water and dirt can also further the effects of crankcase dilution. [1]
One journal stated, "on a multi-cylinder engine in a high-priced car we are diluting the oil in the crankcase as much as 40 percent in a 200-mile [320 km] run, as the analysis of the oil in the oil-pan shows". [32]
The oil is dyed blue to make it easier to recognize in the gasoline. It appears black in this bottle because it is not diluted. Two-stroke oil (also referred to as two-cycle oil, 2-cycle oil, 2T oil, or 2-stroke oil) is a special type of motor oil intended for use in crankcase compression two-stroke engines, typical of small gasoline-powered ...
The end result of this recirculation of both exhaust gas and crankcase oil vapour is again an increase in soot production, which however is effectively countered by the DPF, which collects these and in the end will burn those unburnt particles during regeneration, converting them into CO2 and water vapour emissions, that - unlike NOx gases ...
Diesel engine runaway is an occurrence in diesel engines, in which the engine draws extra fuel from an unintended source and overspeeds at higher and higher RPM, producing up to ten times the engine's rated output until destroyed by mechanical failure or bearing seizure due to a lack of lubrication. [1]
A tunnel crankcase, tunnel crankshaft or disc-webbed crankshaft [1] is a design feature of a piston engine where the main bearings that support the crankshaft within the crankcase form the largest diameter of any part of the crankshaft and are larger than the crank webs. This requires a crankcase with a large tunnel instead of cross web ...
In a wet-sump engine, oil slosh against spinning parts causes substantial viscous drag which creates parasitic power loss. [5] [6] A dry-sump system removes oil from the crankcase, along with the possibility of such viscous drag. More complex dry-sump systems may scavenge oil from other areas where oil may pool, such as in the valvetrain.
Increased life of lubricating oils, as CNG does not contaminate and dilute the crankcase oil. Being a gaseous fuel, CNG mixes easily and evenly in air. CNG is less likely to ignite on hot surfaces, since it has a high auto-ignition temperature (540 °C), and a narrow range (5–15 percent) of flammability. [13]