Eine Druckölschmierung dieses Kolbens ist meines Wissens nicht gegeben, da kommt nur Schleuderöl hin.
Wissen oder Vermutung? Wird die ESP im 2H überhaupt mit dem Öldruck des Motorölkreislaufes beaufschlagt oder ist sie nur in den Rücklauf eingebunden? Jedenfalls gibt es offensichtlich die Möglichkeit bei anderen Dieselmotoren, dass sich M-Öl und Diesel in der ESP mischen können, und dies nicht durch augenscheinliche Auffälligkeiten im Abgas sichtbar wird...hier ein Text eines ehemaligen MF Service Managers über einen PERKINS DIESELMotor aus der Traktorenpalette von Massey Ferguson:
[size=85]Read smoke signals for clues to tractor healthOne of the easiest ways to diagnose an engine problem is to read the smoke signals.
There are at least four different colours, each telling a different story.
White smoke
White smoke always means unburned fuel.
The compression doesn’t get the fuel hot enough to burn completely when the engine is cold.
However, this should not happen at operating temperature.
White smoke could indicate that the fuel injectors are dribbling fuel instead of atomizing it, which happens when the injectors hang up for just a moment.
If you pull out an injector, you might see shiny spots on the pintle, which is the business end of the nozzle. They tell you the injector got hot. If you see this, pull out the needle and you might find score marks on the sides.
Sometimes you can get rid of these score marks by lapping them with mutton tallow, but it’s a tricky job. You’re better off replacing the unit.
When replacing an injector, make sure you replace the washer in the block. Two washers can put the spray from the injector over top of the crater, which results in a burned piston.
The injectors get hot because the cooling system wasn’t serviced according to the operator’s manual and now there is sludge all over the engine. As well, radiator cores might be plugged. You can test for free flow through the rad.
You might also have hot spots (shiny areas) on the cylinder walls for the same reason. This will cause oil consumption. If white smoke takes a long time to clear when the engine is started, the shiny spots may be lowering compression.
Black smoke
Black smoke almost always means too much fuel is being used.
Either the fuel setting on the pump is too high, you are not getting enough air or the timing is wrong. You might also be overloading the engine.
The first step is to run the engine in the field. Check the manual to make sure the high idle is correct and then put the load to the engine until it is running at rated load speed. At this point there should be little if any smoke.
You should start seeing black smoke if you load it down a little more. If this is the case, you know you have just been overloading the engine.
The next thing to check is the air intake. It could be anything from a pinched hose to a plugged filter.
The turbo charger supplies air to the engine, so it could be the culprit. However, a failed turbo charger usually comes with a whole set of problems and symptoms. The failure is gradual and you might never notice it.
First, we need background information.
An engine’s horsepower is proportional to its volumetric efficiencies. In other words, the more air you can get into an engine, the more horsepower you can get out of that engine.
Air is needed to burn fuel. The engine manufacturer did as much as it could by shaping the intakes and polishing them to provide the least resistance to airflow.
However, in the end this was not enough so they decided to push in the air.
That is why we use a turbocharger. It is two turbines mounted on a shaft. One side is in the intake and the other one sits in the exhaust. When the exhaust makes one turbine turn, the connected shaft makes the other turbine pump air.
It makes sense that when more fuel is put into the engine, exhaust gases will be hotter, the turbine will turn faster, more air will be pumped into the engine and more horsepower will be produced.
There is a limit to how far we can go because the harder we push the air, the more it compresses. As a result, it gets too hot to manage.
There will probably be a cooler between the turbo and the engine to correct this. An external valve releases air as the radiator is filled with coolant. The coolant can then also fill the cooler.
The turbo shaft rides on a cushion of engine oil. There are no other bearings.
All that separates this shaft from the housing is a thin film of dirty oil if the engine oil is allowed to get dirty or low. The shaft, which turns at 3,000 r.p.m., then starts wearing into the housing.
Grab the shaft in the housing to check for wear. It should have slop in it, but you have too much wear if you can touch the housing with the fins.
The engine oil will soon start coming out into the muffler and will be sticky and gooey. The oil will also get into the intake manifold and burn as blue smoke.
Blue smoke
Blue smoke means the engine is burning oil that is getting into the combustion chamber.
All diesel engines are designed to run at about half percent of fuel consumption. Manufacturers will consider up to one gallon of oil for every 100 gallons of fuel to be within specs.
There are many reasons why an engine could be using oil:
• air filter plugged;
• dirt getting into the engine, damaged filter;
• oil level too high;
• old oil;
• glazed cylinder walls.
Normal smoke
Let’s say your engine is using a lot of oil but the smoke is normal, even though for the amount of oil that’s being used, it should be blue.
The fuel injection pump might be full of engine oil, and the fuel and oil mixture has made its way into the injector’s system.
Because this mixture has a higher BTU than straight diesel fuel, you would actually read a little higher horsepower.
This can be diagnosed by checking the return line from the fuel injection pump back to the fuel tank. You’ve got a problem if it is engine-oil black. I am familiar with this problem on 354/372 Perkins engines, which at one time were used by more than one manufacturer.
The pump sits upright on a gear that runs in a cavity in the block filled with oil. This oil is directly supplied by the engine oil pressure gallery. It is metered into this cavity by an orifice.
Too much oil will get into the cavity and put pressure on the bottom of the pump if this orifice is damaged or lost.The seal is designed to keep fuel from going down, which means there is nothing to keep the oil from going up into the pump.
The orifice will probably not be in there if you order a new block because it is a separate part number.
Henry Guenter is a former service manager for Massey Ferguson[/size]
Bei dem hier beschriebenen Problem gibt es am Expansionsraum der Kolbenführung der Föderpumpe eine Dosieröffnung, die wahrscheinlich im Pumphub eine definierte Menge Öl zur Schmierung hinter den Kolben lässt. Ist diese Öffnung (Dosierblende)kaputt oder rausgefallen, saugt die Pumpe im Förderhub wohl zu viel Motorenöl an, welches dann den Expansionsraum des Förderkolbens zu stark füllt und im Saughub nicht schnell genug den Expansionsraum verlassen kann und Teile des Öls an der Kolbenwand vorbei in den anzusaugenden Dieselkraftstoff vordringen.
Die Dichtung in der Föderpumpe ist hier so ausgelegt, Diesel am Durchgang ins Motorenöl zu hindern aber nicht umgekehrt.
würde eher kein Diesel angesaugt oder aber angesaugter Diesel am Pumpenkolben vorbei Richtung ESP-Gehäuse gedrückt werden. In letzterem Fall würde der Ölpegel nicht sinken, sondern eher ansteigen. Das Motoröl würde dann auch stark nach Diesel riechen.
...Somit ist diese Annahme auch nicht allgemeingültig.
Gruß H