Проблемы с маслом на V6 и вариант решения | мазда (mazda) форум | 26 июн 2007 16:22

Кто-нибудь может перевести дословно? Сам понял только в общих чертах.


For strenght, our crankshaft can't really be beaten. However, it's oil flow sucks bigtime. It isn't bored/drilled striaght through, it is a taper bore, so #6 rod bearing is at teh smallest end of the crank, and thus gets the least amount of oil.

Also, on a differnt note. Oil is IMO one of the biggest problems in these engines with failure. The oiling system just plain sucks @ss. If/when I do build and engine for the PGT, it will be getting an electric oil pump and the stocker is going away. And regarding the heads, if somebody wanted to (again IMO) they could have the oil ports opened up that lead to the HLA's. These ports go from the drill holes (throught the entire head, prolly 1/4" hole) to the HLA bores. These holes are no larger that 1/16" or so. If somebody opened them up to 1/8" that would be a big improvment IMO. Think about it, more oil in the HLA when ther is no pressure on it, the farther the valve will open when the cam turns and puts pressure on it. It will also open sooner and faster.

The above is prettymuch strictly for an all out performance rebuild.

:shrug:

~Aaron'

I talked for a while again yesterday with Alistair Oag from Interprep on the phone, specifically, about the oil starvation problem. Here's what he told me -

The #1 cylinder is oil by the front main journal.

#2 and #3 are oiled by another main journal.

#4 and #5 are oiled by the next main journal

#6 is oiled by the end main journal. But, the problem with #6 is that the oil passageway through the crank is too small, and eventhough one main journal is only oiling one rod bearing unlike the other mains which oil two, the oil pressure down at that end of the crank is significantly lower than the 1st few cydliners. The oil ports on the crank are indeed taper-bored sort of like a funnel to allow a more even pressure across the crank, but the hole on the end main is simply too small. They raced an MX6 with stock rods and pistons, only modification being "aspirating the crank" (drilling out the oil ports) and he said for "24 hours, the car ran the race always from 5k rpm up to 7800, on STOCK internals!" their only other mods being head, cam, intake manifold, and header work, the car made about 260 hp n/a he said. With the high flow pump, and shimming the pump as well to raise the pressure, they haven't had a problem yet letting the engine rev up to 8200 rpm.


So after he told me that, I actually feel better about these engines. After hearing so many people having the same exact problem with the #6 rod ceazing on the crank, including my ZE which did it, I was very paranoid and had begun to never really rev or drive my car hard.

Как я понимаю, то идеи этого довольно сумбурного трактата состоят в том, что желательно увеличить диаметры масляных каналов, (в том числе, и подходящие к гидрикам). Это позволит клапанам открываться более широко / быстрее, даст возможность двигателю работать на более высоких оборотах, повысить его надежность, получить прибавку в мощности и т. п.

Sirob, Насчет прибавки мощности там вроде ни слова. В основном, как я понимаю, идет описалово проблемы с 6 цилиндром. Весьма привлекла внимание именно эта строка:

Прибавку в мощности я увидел во фразе



Но там кроме увеличения размеров масляных каналов вроде были и другие модификации.

А ту строку, которую ты процитировал, я понимаю так "в цилиндре № 6 давление масла значительно меньше, чем в первых нескольких цилиндрах из-за того, что масляный канал слишком маленький"