Tech Crankcase Pressure

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by Don Creason (http://www.stangtv.com/author/doncreason/) on January 10,

2013

(http://cdn.speednik.com/files/2012/12/CRANKCASE.jpg)

Proper control of engine crankcase pressure and oiling can be a significant advantage in terms of

horsepower and engine life. While all modern factory engines are equipped with a PCV system, those

factory parts seldom do enough. The original equipment system, especially on supercharged, or any

modified engine is often inadequate. In nearly every case, there are advantages to properly controlling

the vapors and oil that normally escapes back to the engine via the factory PCV (Positive Crankcase

Ventilation) system.

Vacuum pumps are another component of the crankcase pressure solution which we will also address in

this article. This is a definite area where racers can gain an advantage when allowed by the rules and

guidelines set forth. Control of engine oiling is also critical in all high performance applications. By

controlling and getting oil in the proper volume to all areas of the engine, parts life can be improved as

well as engine performance.

We talked with several high performance companies including Moroso (http://www.moroso.com),

Peterson Fluid Systems (http://petersonfluidsys.com), JE Pistons, (http://jepistons.com) GZ

Motorsports (http://www.gzmotorsports.com/)and Canton Racing (http://cantonracingproducts.com)

products with regard to crank pressure control and p roper oil control. What we found here may help

prolong your engine life and possibly improve your chances of ending up in the winners circle.

Tech: Crankcase Pressure Control Oil and Air Control

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Page 1 of 15Tech: Crankcase Pressure Control Oil and Air Control | StangTV

8/28/2013http://www.stangtv.com/tech-stories/engine/tech-crankcase-pressure-control-oil-and-air-co...


2/15

(http://cdn.speednik.com/files/2012/11/Camaro-SS-2010-Air-Oil-Sep..jpg)

For illustration purposes, even the most mundane street car, can take advantage of Morosos Air/oil

separators on unit.

PCV and Its Importance

All internal combustion engines generate some type of crankcase pressure in the form of blow-by. Blow-

by is combustion gasses that escape past the piston rings. In the early 1960s, General Motors identified

crankcase gasses as a source of hydrocarbon emissions. They developed the PCV valve in an effort to

help curb these emissions. This was the first real emissions control device placed on a vehicle. While

most of us who are performance enthusiasts will roll our eyes when emissions controls are even

mentioned, GM actually did the performance world a favor here.

(http://cdn.speednik.com/image/2012/11/oil1.jpg) (http://cdn.speednik.com/image/2012/11/sep-2.jpg)

These screenshots from Moroso's video show a factory PCV system in many cases is not up to the

task. Side by side you can see the difference in the oil container at the beginning of the video (left)

and at the end (right) after only a half-hour drive.

Not only does a properly operating PCV system reduce the overall emissions output of a vehicle while at

the same time not sacrificing horsepower, it also has other benefits. It improves gasket seal, and

prolongs gasket life by reducing the blow-by effect. Further, it also helps reduce the amount of oil an

engine consumes through the combustion cycle, or loses due to leaking seals.

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Air-Oil Separators

Not long ago Moroso (http://www.moroso.com) released a video

(http://youtu.be/Y9klkDCItEY) of one of their air-oil separator systems

in action. The separator was placed in-line with the PCV system on

a stock Cadillac CTS-V. The car had only 24,000 miles on it, and the

test drive lasted about thirty minutes. They included both hard

acceleration, and just general cruising like the car would likely see in

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4/15

(http://cdn.speednik.com/files/2012

Moroso Air/Oil Separator

for race use. Unlike a

street car system, this

separator is a stand alone

setup and not designed to

return any gasses back to

the engine.

Removing this oil

mist before it reenters

the engine reduces

detonation, and deposits

on the intake track,including the valves

themselves. Thor

Schroeder

e cear con aner a was su s u e n pace o e aumnum one

for this video.

This is further evidence that the factory PCV system on a high-

performance, unmodified engine, with low mileage is inadequate.

The cars owner states that after about a week of regular driving

theres typically about 3/4 of an inch of oil in the separator. While this

may not sound like a lot, consider how much oil that is over the

course of an oil change interval, a period of twelve to sixteen weeks

on average.

So every twelve weeks the separator would accumulate about eight

inches of oil in its reservoir. The actual volume would vary based on

the dimensions of the separator, but that is definitely a substantial

amount of engine oil.

Morosos Air-Oil Separators plumb directly into the cars PCV

system. Using mesh filter media, they capture the majority of the

engine oil that escapes the crankcase and is normally sent back to

the engine through the intake. Removing this oil mist before it

reenters the engine reduces detonation, and deposits on the intake

track, including the valves themselves, according to Morosos Thor

Schroeder.

Most of the separators have a total volume of just under a quart of

oil and have a drain valve to allow the collected oil to be cleanly and

easily drained into another container. Moroso offers these

separators in both a universal style and direct fit for multiple vehicle

specific applications. They also offer Air-Oil separators for dry sump and racing applications. These

separators work much the same way that their street systems do, however they are designed for cars

running at the track rather than cars that are street driven on a regular basis. These systems do not

plumb into the factory PCV system, instead they are stand alone separators.

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How Many Stages?

(https://reader009.{domain}/reader009/html5/0418/5ad7098848a7c/5ad7099c5a196.jpg)

The number of stages in a dry sump system has a direct

influence on several factors. The greater the number of

stages, the more oil can be pulled back into the system

and directed back into the engine where its needed.

Typically, the greater number of stages also means

more vacuum when those scavenge stages are not

pulling oil, they will be pulling vacuum on the crankcase.

ano er area w ere proper o con ro cou save you orsepower.

Often, the biggest disadvantage to a wet sump system is the need to keep the pickup covered through

oil control. This can become tricky in high-performance or spirited driving. Whether on the street, drag

racing at the track, or turning through the corners on an autocross course, high-g loads can cause oil to

move away from the pickup and leave the system open to cavitation.

(http://cdn.speednik.com/image/2012/11/dry-sump-

stage.jpg)

(http://cdn.speednik.com/image/2012/11/wet-

sump.jpeg)

Left: A Peterson Fluid Systems external wet sump oil pump. Right: A typical wet sump internal

pump from Canton Racing Products.

This could potentially starve the engine of oil or at the least cause a drop in oil pressure. The solution isoften to switch to a high capacity pan, some of which may even incorporate trap doors or baffles in an

effort to trap as much oil around the sump as possible. On the other hand, there is a tradeoff in the form

of less available space since those types of oil pans are typically much deeper. As such, a larger, higher

capacity pan with more tricks to it will often take up more space, and potentially reduce ground

clearance.

Dry Sump Systems

In a dry sump system, the oil still returns to the

pan just like a traditional wet sump system.

However, its immediately pulled away by the

scavenge stage of the external oil pump. With

no internal pump and no oil to hold, the pan

itself is dramatically shallower. A dry sump

pump is an external pump which can have one

or multiple stages. The scavenge side of the

pump pulls oil out of the pan and back to the

tank or reservoir. The pressure side of the

system then pumps oil into the engine. A

typical setup will have one pressure stage and

multiple scavenge stages. Other components

to a dry sump system will include the drive

system, oil tank or reservoir, air/oil separator,

filter and oil lines.

A key advantage here is that a dry sump

system can be used to direct oil as needed

more effectively. Oil does not have to wait to

make its way through the block and to various

components. This can improve lubrication to all

areas of the engine and also more effectively

separates air from the engine oil.

Dry sumps can also more effectively collect and direct oil under all sorts of driving conditions. With a dry

sump, the migration of oil in the pan under high-g loads is negated since the oil is collected almost as

soon as it returns to the pan. This rapid collection also helps to ensure that the pickup is not starved for

oil under such conditions that would cause the engine to suffer a drop in pressure or total lack of

lubrication.




7/15

(http://cdn.speednik.com/files/2012/12/tank_080783cc_34.jpg)

A tank or reservoir such as this is where the

oil is stored in a dry sump system in lieu of

it sitting in the pan.

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Another key advantage to dry sump systems would

be the shallow pan. By nature, these pans offer

increased ground clearance, as well as the option

to lower the engine in the chassis.

The collection of oil is also controlled more

precisely in a dry sump system. Many systems will

run three or more stages (see sidebar to the right).

Regardless of the number of stages, there is

typically only one pressure stage. The remaining

stages are used to scavenge oil back to the

reservoir or tank. Usually, the majority of

scavenging will occur at the oil pan although some

engine builders will also place a scavenge line at

the engine valley to prevent oil from pooling there;

directing it back through the system as quickly as

possible.

The greater number of stages operating, the faster

oil is pulled back into the system. This also affects

the vacuum, as more stages increase the amount

of vacuum being pulled when the system is not

pulling oil. The biggest drawback to a dry sump

system is often the cost and the available space

required.

(http://cdn.speednik.com/image/2012/12/single

-stage.jpg)

(http://cdn.speednik.com/image/2012/12/3

-stage.jpg) (http://cdn.speednik.c

Moroso dry sump pumps. Left: Single stage. Center: Three stage. Right: Six stage.




8/15


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Increasing Vacuum

Sometime in the late 1970s to

early 1980s professional engine

builders discovered that applying




9/15

(http://cdn.speednik.com/files/2012/12/R4_WetVac.jpg)

This Peterson Fluid Systems external wet sump pump

incorporates a section solely for vacuum as well.

- ac mprove engne per ormance.

Wade Moon, from Peterson Fluid

Systems,

(http://www.petersonfluidsystems.com) tells us, Twelve to fourteen inches of vacuum is a pretty safe

area to be at. Vacuum applied at around twelve to fourteen inches of mercury (HG) will improve ring

seal, allowing lower tension rings to be utilized.

This also improves oil scavenging, cavitation, and windage, getting oil away from moving parts and back

to the pickup faster. Moon went on to tell us We have had customers tell us they have seen a 35 hp

increase pulling fourteen inches of vacuum. This makes running a vacuum pump on a racing engine

that much more appealing.

Moon also pointed out two other key areas to keep in mind when selecting a vacuum pump. Block

material is one; an aluminum block can be harder to pull vacuum in. At higher RPM the cylinder walls

actually move a little, breaking ring seal which has an impact on overall vacuum. Fuel type is the other

area to consider; gasoline or methanol. Methanol powered engines typically have greater blow-by,

requiring a larger pump to generate and maintain proper vacuum. This is where its important to work

with a vacuum pump supplier like Peterson Fluid Systems to select the proper pump setup.

Dry Sumps and Vacuum

With dry sump systems vacuum is applied to the crankcase whenever a scavenge stage is not drawing

oil from the system. This means that there is not usually a need for a separate vacuum pump in a dry

sump system. All dry sump pump scavenge stages will move oil and air. Not all scavenge stages are

pumping oil all the time, so if there is no oil then they move air, says Moon. How much vacuum is

determined by the pulley selection, design of the pump, number of stages, and the amount of time each

stage spends scavenging oil compared to the time it spends creating vacuum. This means that in a dry

sump setup, vacuum must be monitored appropriately to ensure that its being applied properly

throughout the engines operating range.

Wet Sumps and Vacuum

With a wet sump system, a separate vacuum pump is necessary or may need to be incorporated into

the oil pump should an external pump be utilized. A separate vacuum pump could be added on as an

engine accessory, driven off the belt. This vacuum pump would draw crankcase pressure, typically from

the oil pan and its speed would then dictate the amount of vacuum pulled. The speed would be

regulated via the pumps driven pulley.

(http://cdn.speednik.com/image/2012/12/22840-

vacuum-pump_part.jpg) (http://cdn.speednik.com/image/2012/12/vacuum_install




10/15

.

General Precautions When Running Vacuum

The proper regulation of vacuum is another area to consider. Some systems will utilize a regulator to

control the vacuum. In other cases, engines will have an added vent at the back of the valley providing a

controlled bleed off. This vent should be filtered and be of proper size to regulate the engine vacuum.

This is essentially a bleed that allows outside air to be introduced, reducing the vacuum affect that the

pump has.

In road racing applications, and some drag racing instances where there is frequent throttle fluctuation

from changing conditions or pedaling the throttle, there may also be a need for a pop-off valve to help

relieve built up pressure. Under these circumstances, the engine can actually go from a vacuum

situation to a positive pressure situation. Generally, these pop-off valves have one-way operation and

are typically placed on the valve cover. They open at a specified pressure and allow crankcase pressure

to vent to the atmosphere.

(http://cdn.speednik.com/image/2012/11/regulator-

e1352981046172.jpg)

(http://cdn.speednik.com/image/2012/11/usepop-

e1352981031902.jpg)

The use of a vacuum regulator, vent, or pop-off valve is often necessary when running crankcase

vacuum.


oaparams=2__bannerid=9919__zoneid=22__cb=eb04189c36__oadest=http%3A%2F%

2Fwww.aeromotiveinc.com)




11/15

(http://cdn.speednik.com/files/2012/11/IMG_0172.jpg)

Our Project Blown Z uses a dry sump system for oiling and vacuum.

Wet Sump Precautions

If you choose to run vacuum in a wet sump system there are other areas to take note. The oil pumptype, pan volume, and pickup location are even more critical under these circumstances. Since you are

applying vacuum to the crankcase itself, you would actually be working against the oil pump. In essence,

both pumps are applying a type of suction to the same area of the engine. The vacuum pump is trying to

draw air, and the oil pump is trying to draw engine oil. Inevitably, this will cause the oil pump to work

harder, operate at lower pressure or even cavitate, which could be detrimental to the longevity of your

engine.

The Vacuum Pump Effect With GZ Motorsports

Any properly-built engine can benefit from the addition of a vacuum pump, but the results will vary

depending on the amount of blow-by it generates and any air leaks that may be present. For the

maximum benefit to be realized, a looser piston ring package is optimum; however, the use of a vacuum

pump doesnt have to be factored into the initial build.

(http://cdn.speednik.com/files/2012/12/Two.jpg)One way to decrease blow-by and increase piston ring

seal is to add an aftermarket vacuum pump. Vacuum pumps work by creating negative airflow (vacuum)

thereby pulling the air from the crankcase. They are rated by their airflow capacity measured in cubic-

feet per minute (CFM) and are available in a variety of sizes. Which pump is right for you depends on

your engine combination and variables.

A smaller, naturally aspirated engine will effectively utilize a smaller pump than a larger displacement

engine or one that employs power adders such as nitrous, superchargers, or turbo systems. These

engines produce higher crankcase pressures and, as such, necessitate a larger pump or greater RPM

from a smaller model. A properly sized vacuum pump can net positive results in just about any engine.

Your powerplant will enjoy increased ring seal, improved combustion, and less contamination of the

intake charge. All of these benefits can improve your engines power output.

If youre in the planning stages of your engine build, a vacuum pump allows for the use of looser, or low-

tension, piston rings. This type of ring produces less friction on the cylinder walls and, as with any part of




12/15

a s an ar ens on r ng pac age, ypca y, e orsepower ncrease won e as ras c. orsepower s

usually lower from the pump because of the increased leakage as compared to the low tension ring

package.

We placed a 454ci big-block LSx on the dyno, then installed a GZ Motorsports Sportsman pump for

additional power. You can read up on our latest GZ Motorsports (http://www.gzmotorsports.com)

vacuum pump testing, here (http://www.chevyhardcore.com/tech-stories/dyno-tested-big-inch-454ci-lsx-

with-gz-motorsports-vacuum-pump/).

(http://cdn.speednik.com/files/2012/12/Nine.jpg)

Ring Seal and Pistons

Ring seal plays a vital part in how your engine uses oil and performs as well. Proper ring seal reduces

blow-by, thus decreasing pressure inside the crankcase. Running a vacuum pump in a racing engine,

you can actually change to a lower tension ring package, using back cut rings instead of the older style

high-tension D-rings. This allows for lower internal friction and an improvement in overall engine

performance.

We talked with Gary Meier ofJE Pistons (http://www.jepistons.com) about this. Meier tells us Ideally

you want a back cut ring with gas port pistons, the system seals better and is more efficient. If you run

with a D-wall ring you are only going to gain a minimum amount of power.


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Meier points out that using gas ported pistons with lateral ports is the best choice. In the old days, guys

would argue that the gas ports would get clogged up and then they werent doing any good. These days

the fuel is so much better that it has eliminated that argument unless you are running extremely rich orsomething else is wrong, says Meier.

(http://cdn.speednik.com/files/2012/11/je-piston.jpeg)

Since running a vacuum pump pulls oil away from rotating

components and back to the pan, windage is reduced. The more is

better approach does not apply to engine vacuum however.

Running a high level of vacuum can have an adverse effect on

engine life.

While Meier was able to tell us On a standard 600 hp engine, 22-

23 hp is not out of the question with vacuum at around 14-15

inches of mercury. While some high-end race cars will push

beyond those numbers to run over twenty inches of vacuum, these are cars that are generally towed

and pushed through the staging lanes and their engines live the majority of their lives either warming up

for a race or making a pass at the track.

Above 14-15 inches of vacuum, you pull too much oil away from the wristpins and cylinder walls, said

Meier. In these cases, the higher end engines will employ measures such as oil squirters to spray thewrist pins, as well as special camshaft squirters, and even other provisions to oil the rocker arms and

valvetrain. All of this must be taken into account when running higher levels of vacuum.

(http://cdn.speednik.com/files/2012/11/main_ringsets.jpg)

While vacuum pumps in the past have been thought of as

something for high-end dry sump race engines only, they

can also increase the power in a wet sump system as well.

Meier recommended this for drag race engines only

however. He also stated that the horsepower gains would

not be nearly as significant as it would be with a dry sump

system. In wet sump systems the expected horsepower gains would be in the neighborhood of 6-12

horsepower.

The same rules apply with regard to running too much vacuum. Peterson Fluid Systems, Wade Moon,

pointed out that his company offers a single-stage wet sump external pump with a section on it just for

pulling vacuum.

Oil Pans and Accumulators

Obviously we need to touch on these subjects as well when discussing engine oiling and control. We got

with Cantons (https://www.cantonracingproducts.com/), Jeff Behuniak, on this subject to discuss the

importance of having the proper oil pan and the role other parts can play in many engine applications.

Pans

Having the proper pan is critical for oil control. If the oil pickup is located in the oil pan then the pickup

needs to remain covered under all driving conditions. Whether a car is cruising down the road, making a

quarter-mile pass at the drag strip, or turning corners on an autocross or road course. Behuniak tells us




14/15

nee s o e.

(http://cdn.speednik.com/image/2012/11/wet-

sump01.jpeg) (http://cdn.speednik.com/image/2012/11/getimage.php_.

Accumulators

(http://cdn.speednik.com/files/2012/11/getimage-

3.php_.jpeg)

Products such as Cantons Accusump

(http://www.accusump.com/) allow the engine to

be charged with oil on cold start, by releasing

pressurized oil into the engine prior to ever

cranking it. This system can also provide oil to the

engine if the oil pressure should drop, allowing for

engine oil to continue flowing for several seconds

from the Accusumps reserve, and possibly

staving off catastrophic failure.


oaparams=2__bannerid=9620__zoneid=22__cb=c73996bbbc__oadest=http%3A%2F%

2Fwww.advancedclutch.com%2Fhelp-me-choose)


oaparams=2__bannerid=10758__zoneid=22__cb=3e07c4538d__oadest=http%3A%2F%

2Fwww.mickeythompsontires.com)

Whats This All Mean

Setting up an engines oiling system with the proper parts and understanding can give you a gain in

horsepower, reliability, and a major advantage out on the track. Proper attention to detail must be paid

and each component must be matched correctly.

In racing, the difference between the winners and the losers is sometimes only a few thousandths of a

second, which in the end could boil down to a couple of horsepower that you saved by paying attention

to the small details that may make a big impact. Even running an oil/air separator on your street driven

car, especially in boosted applications has multiple advantages and may prolong engine life and reduce




15/15

(http://www2.powertvonline.com/digitalads/www/delivery/ck.php?oaparams=2__bannerid=9748__zoneid=33__cb=844f3b9b41__oadest=http%3A%2F%

2Fwww.motovicity.com)

e we on your way o some wnn ng passes.

Peterson Fluid Systems

(http://petersonfluidsys.com)

Phone: (800) 926-7867

JE Pistons

(http://jepistons.com)

Phone: (714) 898-5114

Moroso (http://moroso.com)

Phone: (203) 453-6571

Canton Racing Products

(http://cantonracingproducts.com)

Phone: (203) 481-9460

GZ Motorsports(http://gzmotorsports.com)

Phone: (209) 296-3793

Email (http://www.stangtv.com/tech-stories/engine/tech-crankcase-pressure-control-oil-and-air-control/?emailpopup=1)

Facebook (http://www.facebook.com/sharer.php?u=http%3A%2F%2Fwww.stangtv.com%2Ftech-stories%2Fengine%2Ftech-

crankcase-pressure-control-oil-and-air-control%2F&t=Tech%3A%20Crankcase%20Pressure%20Control%20-%20Oil%20and%20Air%

20Control)

Twitter(http://twitter.com/home?status=Tech%3A%20Crankcase%20Pressure%20Control%20-%20Oil%20and%20Air%20Control

http%3A%2F%2Fwww.stangtv.com%2Ftech-stories%2Fengine%2Ftech-crankcase-pressure-control-oil-and-air-control%2F)

Print (http://www.stangtv.com/tech-stories/engine/tech-crankcase-pressure-control-oil-and-air-control/?print=1)

High Performance

Oiling 101: Should

You Dry Sump?

(http://www.stangtv.com/tech

-stories/engine/high-

performance-oiling-101-

should-you-dry-sump/)

Tech Review: GZs

Vacuum Pumps

Choose the Right

Pump

(http://www.stangtv.com/tech

-stories/engine/tech-

review-gzs-vacuum-

pumps/)

Aeromotive Releases

Smaller, Lighter EFI

Fuel Pressure

Regulator

(http://www.stangtv.com/news/new

-products/aeromotive-

releases-smaller-lighter-

efi-fuel-pressure-

regulator/)

Lunati Offers Direct

Pressure Fed

Mechanical Roller

Lifters

(http://www.stangtv.com/news/ne

-products/lunati-offers-

direct-pressure-fed-

mechanical-roller-lifters/)

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