Here
is a check list to be used in assisting you to determine the
reason for excessive oil consumption. This list is to be used
when engine is disassembled and pistons and rings are available
for inspection.
1. INCORRECT SET FOR JOB
a) Check for oversize cylinders and
use of standard ring set. Try several rings in cylinder and
if excessive gap, you have incorrect rings. Recheck by having
cylinder miked.
2. RINGS
NOT SEATED. CYLINDERS SHOW AREAS WHERE RINGS DID NOT CONTACT
a) Cylinders distorted from heat or
improper torquing.
b) Failure to deglaze cylinders properly. We recommend 220-300
grit stones.
3. RING
INSTALLED WRONG
a) Compression rings not installed
according to instructions.
b) Rings not installed in proper groove.
c) Rings incorrect for groove width.
4. RINGS
SPINNING IN THE GROOVE
a) Usually side of compression rings
will be highly polished.
b) Inside bore of Flex-Scraper will not show contact points
of Inner Spring crimps.
c) Excessive blow-by.
d) Check for too much piston clearance.
e) Twisted or bent connecting rod.
f) Too much end play in the crankshaft.
g) More than normal vibration.
h) Cylinder walls highly polished or failed to deglaze cylinders.
5. RINGS
STUCK IN GROOVE -(COMMON IN LATE ENGINES)
a) Improper side clearance.
b) Water seepage into cylinders.
c) Check cylinder head and block surface.
d) Check head gaskets.
e) Check for cracks.
6. FRACTURED
OR BROKEN RINGS
a) Detonation, due to lugging, low
grade fuel, improper ignition setting.
b) Over heating.
c) Careless installation when installing rings and piston in
the cylinders.
d) Failure to remove cylinder ridge.
7. SIDE
WEAR ON RINGS-TOP GROOVE WEAR-RINGS BADLY WORN
a) Abrasive.
b) Gas wash.
c) Water seeping into cylinders.
d) Detonation.
e) Worn groove, allows ring to pound.
8. RINGS
SCUFFED
a) Lack of lubrication.
b) Low oil pressure.
c) Too slow idle during break-in.
d) Engine overheated, check cooling system.
e) Check for water or anti-freeze leaking into cylinders and
destroying lubrication.
f) Failure to clean carbon from corners of groove.
g) Distorted cylinders.
h) Improper torquing of cylinder head.
9. CRACKED
OR BROKEN RING LANDS
a) Detonation.
b) Preignition.
c) Failure to remove all the ridge before removing pistons.
10. CRACKED
PISTONS
a) Common in late engines, extreme
pressure due to carbon deposit in combustion chamber.
b) Detonation.
11. TIGHT
PISTON PINS
Will affect the free action of the
piston, resulting in rapid ring failure, piston and cylinder
damage.
12. CHECK
CYLINDER TAPER
Check the cylinders at the top of
the ring travel. Many high compression engines will have a sharp
taper and out-of-roundness in the top half inch. V-8 engines
generally wear more on the left side (sitting in the driver's
seat). Check all cylinders. Don't take a chance.
13. CHECK
PISTON CLEARANCE
Mike cylinders and pistons. Feeler
gauges bridge the wear spots and do not give a true picture.
Failure to resize pistons will shorten the life of the rings
due to the rocking action of the piston.
14. CHECK
VALVE ASSEMBLY
The first step should be the removal
of intake valves. Check under the head of the valves and the
valve ports for an oil or carbon deposit. A deposit will indicate
oil is being pulled into the combustion chamber due to a faulty
booster pump, defective positive type breather system, or past
the valve stems. A complete check must be made.
15. CHECK
CRANKSHAFT
Mike the crankshaft rod journals for
size, out-of-roundness and taper. Remember when bearing clearance
is increased from .0015 to .004, you will have 6 times more
oil thrown into the cylinders.
16. CHECK
BEARING INSERTS
Check the inserts for fractures. wear
and scoring.
