lysacor
03.05.2021 9:54:39
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If you are at an office or shared network, you can ask the network administrator to run a scan across the network looking for misconfigured or infected devices. more
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Your customer’s Vortec engine features an oil pump that’s bolted to the front of the engine and driven directly by the crankshaft, via splines. The oil pump can be accessed by removing the front cover (more on this later). more
When the oil pump produces too much pressure, the relief valve opens and vents some of the pressurized oil back to the suction side of the pump. Too much pressure is usually a problem only if the oil is too thick when the engine is cold or if the engine speed is very high. Most of the time, the relief valve will remain closed, but a burr or other damage to the valve or its bore may cause the valve to stick open. here
Low oil pressure and engine noise are often attributed to internal wear, especially on high mileage vehicles. The actual cause may be slightly less dramatic.
Reassembly is the reverse of disassembly, as the old repair manual saying goes. Make sure you get the correct O-ring for the job and install it carefully to avoid cutting or crimping it. The pickup tube’s retaining tab is held in position by a notch in the tab and a nub that’s welded to the pickup tube. This aligns the retaining tab’s mounting hole with the threaded hole on the inboard side of the pump.
A GM 5.3L oil consumption lawsuit includes Generation IV Vortec 5300 LC9 engines. The plaintiffs say the engine cannot receive proper lubrication, allegedly because the piston rings fail to keep oil in the crankcase. here
The class action lawsuit alleges General Motors manufactured and sold vehicles that consume abnormally high quantities of oil because of numerous problems with the engines. The plaintiff claims the primary problem is the piston rings that don't hold enough tension to keep engine oil in the crankcase, resulting in low oil levels and inadequate lubrication of engine components. here
A GM 5.3L engine oil consumption lawsuit alleges numerous 2010-2013 General Motors trucks and SUVs suffer from defects that allow oil to enter the combustion chambers of the 5.3-Liter V8 Vortec 5300 engines. [links]
The plaintiffs allege GM switched to a standard oil sensor in later model years, proving that the previous system based on "expected deterioration in oil quality" was faulty and dangerous. here
The plaintiffs point out that GM has issued multiple TSBs regarding oil consumption complaints.
This process of 'pre-loading" the lifters is called, "Adjusting Valve Lash to "0" --> PLUS the Proper Fraction of a Turn " and once this done correctly.. .no further adjustments are needed. nor should they be tightened down any further, The problem of noisy lifters in these engine is that if the Engine Motor Oil gets Dirty or lacks a proper cycle or Regular Oil and oil Filter Changes every 3,000 Miles . the very small oiling holes drilled into the sides of each Lifter will become plugged up solid. and then the oil which should enter into the lifter body and get squeezed into the push rods. is blocked. Without fresh oil constantly refreshing their 'innards'. the Valve Lash disappears and the Valve Train becomes very noisy and clatters as the Rocker Arms mate-up points with the round upper ball ends of the hollow push rods become loose.
1. Dead coil/plug wire/spark plug
2. loose spark plug
3. wiring to coil
4. fuel injector/wiring to it
5. loss of compression due to burnt valve, dead lifter, damaged rocker, blown piston more
When the job of installing the Roller Rockers and Push Rods happens. Assuming the Motor is the GM 5.3L Motor OR >. the Camshaft inside of this engine is using neither a Solid, Flat Tappet Lifter nor does it use a Solid Base, Hydraulic Lifter. The Camshaft actuation Profile is designed for Roller Lifter and Roller Rockers and is NOT of an Egg Shaped design with dramatic peaks on each Camshaft Lobe. but it is rather Elliptical. with a gradual incline that mate with a bottom roller bearing surface pinned into the bottom of each lifter. They are oriented squarely by Tappet Guides and with the needle- bearing style rollers mating with the Elliptical contact surfaces. This allow the Roller Rocker Arm Assemblies to run at much higher RPM. with much less contact friction in all contact locations.
The solution might be as easy as flushing the engine after first Draining out the Old Oil and Changing the Old Oil Filter and using either one (1) quart of Transmission Fluid . or actual Motor Flush and get the rest filled with Inexpensive, Organic Motor Oil, and then Start and Run the Engine for only (5) Five Minutes at IDLE. This will generally be enough time for the high detergent flush to loosen and purge the Dirty Clogs hiding inside the Oil Galleries and from inside of the Lifter Bodies. This action will allow the hydraulic hollow areas inside of the lifters and push rods to once again become "plumped up" and the Upper Valve Train will Quiet Down once it is being better lubricated.
How do you expect a sheepdog to protect the sheep if the farmer and the sheep keep kicking it - me more
The engine doesn't make a ton of abnormal noise when running, but I would say it is ever so slightly noisier than other (3+) Vortec 5.7s I've owned and about as noisy as the (4?) Carbureted or TBI 5.0/5.7s I've owned. Just by doing a "compression test by ear" as in cranking the engine with gas pedal all the way down it doesn't sound great but also my battery was pretty much dead so only cranked for a few seconds before I had to give up. Charging battery now. here