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Woman's Tough Road Leads To Ownership Of Triangle Tires

Women auto shop owners aren’t rare anymore, but the story of Gina Paschall, owner of Triangle Tires in North Carolina, is definitely unique. According to The News & Observer in Raleigh, NC, Paschall, now 51, became a ward of the state at 5 years...

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Google Your Shop - What Do You See?

Go and enter the name of your shop at Google.com. Try putting quote marks around the name of your shop, like “Main Street Auto Care.” Now try entering the city where you are located with the name of your shop. What did you find? Your shop’s website?...

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Tennessee Shop Offers Discounts To Customers In Need

Price is often the biggest sticking point in an auto repair job. Some customers just have no feel for what certain services or parts cost, others have perhaps been treated poorly in the past (or are cheap), and some just flat out do not have the money....

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Vehicle Unit Increase; Import-Rich VIO Are A Boon for Import Specialists

Need a dose of good news for your business? Then hear this: The influx of new vehicles in the market will lay the foundation for bountiful aftermarket service and repair opportunities. And, with import vehicle sales continuing an ­upward climb, there...

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Honda: Engine Shuts Off, But Power Mode Stays In ‘On’ or ‘Accessory’

Applies To: Honda Insight models with one-push start Customers might complain that when they shift into park and shut off the engine, that the power mode stays in On or Accessory. Honda says the culprit could be a misadjusted shift cable. If the...

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Import Oil Specification Primer

As engine technology has evolved and fuel efficiency standards have tightened, oil specs have increased in importance. Using the wrong viscosity could set a fault code in some applications or interfere with the normal operation of the variable valve...

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10 Alignment Tips to Help You See Past The Angles

1. Talk to the driver. Always ask questions at the time the vehicle is written up. Find out why customers think they need an alignment. 2. Take notes. Nothing is worse than a repair order that just says “perform alignment” or “needs alignment.”...

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What to Know About Modern Air Ride Systems

GM, Ford, BMW and just about every other manufacturer has a 10-year-old vehicle on the road with an air ride suspension at the rear or at all four corners. These systems could be as exotic as a Land Rover Defender or as common as a Ford Explorer....

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Slipping Clutch: Improper Flywheel Step and Cup Dimensions

Slipping is one of the most common clutch related concerns. A slipping condition can occur after years of service or immediately after installation of a new clutch and is caused by various scenarios. One of the most commonly seen and easily prevented...

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Hunter Releases New Technical and Training-Specific Channel on YouTube

Hunter Engineering Company has launched a new technical and training channel on YouTube, called the Hunter Learning Channel. The Hunter Learning Channel features extensive training video playlists for every product category manufactured by Hunter....

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Ingersoll Rand Becomes ‘Official Power Tools of NASCAR’

NASCAR and Ingersoll Rand have announced a multi-year partnership designating Ingersoll Rand as the “Official Power Tools of NASCAR.” The multi-faceted agreement also designates Ingersoll Rand as an Official Partner of the International Motorsports...

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2015 Vehicle Lifting Points Guide Now Available

The Automotive Lift Institute, Inc. (ALI) announces the availability of the 2015 edition of ALI’s “Vehicle Lifting Points for Frame Engaging Lifts.” This updated guide is a quick-reference single-source manual for lifting point information as...

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Home Cooling Oil Pumps & the Engine’s Lubrication System

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p can restore gear-to-gear clearances but not gear-to-housing clearances. The end plate that covers the pump often develops a heavy wear pattern that is most noticeable on the outlet gear side. Regrinding the face of the plate smooth can restore end play tolerances between the plate and gears but it can’t compensate for wear inside the housing. Deep scratches or grooves worn into the sides of the housing will leak oil and reduce the pump’s ability to move oil. In the case of front cover oil pumps on overhead cam engines, the pump turns at engine rpm and generates more flow at idle than crankcase-mounted pumps.

Consequently, when the pump becomes worn it isn’t always necessary to replace the entire cover assembly ‹ provided the pump housing inside the cover isn’t worn or damaged. A new drive gear can be mounted on the crankshaft and a new rotor installed in the cover to restore normal oil pressure. This approach eliminates the need to replace the entire cover assembly.

In cases where an engine has experienced a bearing failure or any other kind of internal failure that puts debris into the crankcase, the oil pump should always be replaced.

You should also replace the pump’s pickup tube and screen. Pickups are difficult to clean and can hide debris that may damage a new pump or the engine.

Pump Modifications
If you want to rework a stock oil pump to maximize flow, use a die grinder to smooth and blend the sharp edges of the pump inlet and outlet ports. This will reduce turbulence and enhance flow through the pump. The clearance between the end of the gears and the pump housing cover also should be minimized to reduce pumping losses around the ends of the gears. If you’re working on a small block Chevy V8, another trick that can boost oil flow is to install a big block Chevy oil pump instead of a small block oil pump. A stock big block Chevy oil pump has 12 teeth per gear versus seven for the small block version, and flows about 10% more oil at the same rpm.

Something else to watch out for when installing a high-volume oil pump in a small block Chevy V8 is the nylon retainer on the pump shaft. A better choice is a pinned steel retainer to provide extra support between the intermediate shaft and pump shaft.

Care must also be used when tightening down the pump mounting bolts on small block and big block Chevy V8s because the pumps do not use a mounting gasket. The bolts should be torqued to 60 to 70 ft.-lbs. so there are no leaks or sloppiness that would eventually cause the shaft to break.

Preventing Oiling Problems
The greatest oil pump in the world won’t keep an engine properly lubed if it is dry when the engine is first started, or if it sucks air because the oil level in the crankcase is low or the pickup screen is mounted too far above the floor of the oil pan.

The pickup tube should be installed so it is located no less than 3/8″ above the floor of the oil pan (to allow good intake flow), and no more than 1/2″ above the floor so it doesn’t run out of oil in a sharp turn. The pump should also be filled with oil when it is mounted on the block to prime it and reduce the risk of a dry start. Do not use grease or assembly lube here. In the case of front-mounted oil pumps inside the timing cover, the pump rotors can be coated with heavy oil such as 50W or even gear oil to keep the pump primed.

Before starting the engine, prime the oil system with a pressurized oiler.

Oil tends to drain off bearing surfaces when an engine sits for more than a week or so without running.

On older engines with distributor-driven oil pumps, the engine can be primed by using a drill to spin the oil pump shaft through the distributor hole.

But on engines with no distributor or those with oil pumps inside the front cover, this isn’t possible. Feeding pressurized oil into the main oil gallery through the oil pressure sending unit fitting will route oil to all the critical areas inside the engine and eliminate the risk of scuffing the bearings when it is first started.

Another option to consider is installing “coated” main and rod bearings if you’re replacing crankshaft bearings. Several major bearing suppliers have recently introduced performance engine bearings coated with a low-friction, moly-based anti-scuff surface treatment. The special coating increases the price of the bearings but provides added protection in the event of oil starvation.

Causes of Low Oil Pressure

Possible causes include:

  • Excessive main and rod bearing clearances (someone may have installed the wrong-sized bearings or standard-sized bearings on a reground crankshaft). Only 0.001″ of extra clearance in the main bearings can reduce oil pressure by up to 20%!

  • Excessive camshaft bearing clearances (a bearing may have slipped out of place when the cam was installed).

  • Excessive clearances inside the oil pump.

  • Leaks between the oil pump and engine.

  • Oil pump relief valve stuck open or installed backward.

  • A loose or mispositioned oil pickup tube (too high in the oil pan).

  • A defective oil pressure sending unit or oil pressure gauge.

  • Low oil level in the oil pan.

  • Cracks or leaks in the oil galleries or gallery plugs.

  • Cracked oil pump housing (improper installation).

  • Oil viscosity too thin for hot weather.

  • Oil viscosity too thick for cold weather.

Presentation Available on Engine Lubricant Quality

As vehicle maintenance professionals, you all are well aware of the importance of basic auto maintenance, especially the need to change lube oil and filters regularly. Over the past few years, we have seen not only major changes in automotive technology, but some say there also have been changes in the quality of engine lubricants. The net effect of these changes is that some engine oils that remain available in the marketplace are obsolete for modern engines, according to the Association of International Automobile Manufacturers (AIAM).

To receive a PDF version of a Powerpoint presentation developed by the AIAM that describes some of the excessive engine wear and sludge buildup problems that can occur when improper motor oils are used in modern engines, email us at [email protected] Please include your name, shop, location and e-mail address.

Oil Change Association Holds Convention

The Automotive Oil Change Association (AOCA) will be holding its “AOCA & All That Jazz Annual Convention & Fast Lube Expo” April 23-26 at the Ernest N.

Morial Convention Center in New Orleans.

The sixth-annual AOCA Boot Camp will be held on Saturday, April 23rd. This full-day program is designed to help new lube owners improve their operations and their bottom line.

Seminars include Getting and Keeping Customers; Add-On Services: Tire Rotation, Power Steering and A/C Service; Dude, Where’s My Car?; Warranty Claims ­ Self Defense and Customer Satisfaction; Working With the Media; and To Go of Grow.

On the exhibit floor, AOCA will host a new “demo theater” during which featured exhibitors will share their insights and techniques on cabin air filter service, water and deposit removal, training, car wash management, on-board diagnostics and the effects of thermal expansion on lube equipment.

For more information on AOCA and the convention, visit www.aoca.org or call 800-331-0329.

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Larry Carley

Larry Carley has more than 30 years of experience in the automotive aftermarket, including experience as an ASE-certified technician, and has won numerous awards for his articles. He has written 12 automotive-related books and developed automotive training software, available at www.carleysoftware.com.

Latest posts by Larry Carley (see all)

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