TECHNOLOGICAL UNIVERSITY OF THE PHILIPPINES

AYALA BOULEVARD, ERMITA, MANILA

COLLEGE OF ENGINEERING

Engine Crankcase Ventilation

Automotive Engineering

Submitted by: DATE SUBMITTED:

Llorera, Jeshua B.
Pagkaliwangan, Alma Mae C.
Cruz, John Patrick K.
Castro, Edgar S.
BSME-4D

Submitted To:

ENGR. NELSON DELA PENA

INSTRUCTOR RATING
Crankcase ventilation
A crankcase ventilation system is a one way passage for gases to escape in a controlled manner
from the crankcase of an internal combustion engine.

This is necessary because internal combustion inevitably involves a small but continual amount
of blow-by, which occurs when some of the gases from the combustion leak past the piston
rings (that is, blow by them) to end up inside the crankcase, causing pressure to build up in the
crank case. For control of the pressure inside it, a PCV (positive crankcase ventilation) valve is
used to vent the crankcase.

Early provisions
From the late 19th century through the early 20th, blow-by gases from internal combustion were
allowed to find their own way out to the atmosphere past seals and gaskets. It was considered
normal for oil to be found both inside and outside an engine, and for oil to drip to the ground in
small but constant amounts. The latter had also been true for steam engines and steam
locomotives in the decades before. Even bearing and valve designs generally made little to no
provision for keeping oil or waste gases contained. Sealed bearings and valve covers were for
special applications only. Gaskets and shaft seals were meant to limit loss of oil, but they were
usually not expected to entirely prevent it. On internal combustion engines, the hydrocarbon-rich
blow-by gases would diffuse through the oil in the seals and gaskets into the atmosphere.
Engines with high amounts of blow-by (e.g., worn out ones, or ones not well built to begin with)
would leak profusely via those routes.

Road draft tube

The first refinement in crankcase ventilation was the road draft tube, which is a pipe running
from a high location contiguous to the crankcase (such as the side of the engine block, or the
valve cover on an overhead valve engine) down to an open end facing down and located in the
vehicle's slipstream. When the vehicle is moving, airflow across the open end of the tube creates
a draft that pulls gases out of the crankcase. The high location of the engine end of the pipe
minimises liquid oil loss. An air inlet path to the crankcase, called the breather and often
incorporated into the oil filler cap, meant that when a draft was generated at the tube, fresh air
swept through the crankcase to clear out the blow-by gases.

The road draft tube, though simple, has shortcomings: it does not function when the vehicle is
moving too slowly to create a draft, so postal and other slow-moving delivery vehicles tended to
suffer rapid buildup of engine sludge due to poor crankcase ventilation. And non-road
vehicles such as boats never generated a draft on the tube, no matter how fast they were
going. The draft tube discharged the crankcase gases, composed largely of unburnt
hydrocarbons, directly into the air. This created pollution as well as objectionable
odors. Moreover, the draft tube could become clogged with snow or ice, in which case crankcase
pressure would build and cause oil leaks and gasket failure.
Positive crankcase ventilation (PCV)
The Positive Crankcase Ventilation (PCV) system reduces blowby emissions from the engine.
About 20% of the total hydrocarbon (HC) emissions produced by a vehicle are blowby emissions
from gases that get past the piston rings and enter the crankcase. The higher the mileage on the
engine and the greater the wear on the piston rings and cylinders, the greater the blowby into the
crankcase.

Before PCV was invented, blowby vapors were simply vented to the atmosphere through a
"road draft tube" that ran from a vent hole in a valve cover or valley cover down toward the
ground.

In 1961, the first PCV systems appeared on California cars. The PCV system used intake
vacuum to siphon blowby vapors back into the intake manifold. This allowed the HC to be re-
burned and eliminated blowby vapors as a source of pollution.

The system proved to be so effective that "open" PCV systems were added to most cars
nationwide in 1963. An open PCV system draws air in through a mesh filter inside the oil filler
cap or a breather on a valve cover. The flow of fresh air through the crankcase helped pull
moisture out of the oil to extended oil life and reduce sludge. The only drawback to these early
open PCV systems was that blowby vapors could still backup at high engine speed and loads,
and escape into the atmosphere through the oil filler cap or valve cover breather.

In 1968, "closed" PCV systems were added to most cars. The breather inlet was relocated inside
the air cleaner housing so if pressure backed up it would overflow into the air cleaner and be
sucked down the carburetor. No vapors would escape into the atmosphere.
 Typical PCV system.

HOW PCV WORKS

The major component in the PCV system is the PCV valve, a simple spring-loaded valve with a
sliding pintle inside. The pintle is tapered like a bullet so it will increase or decrease airflow
depending on its position inside the valve housing. The movement of the pintle up and down
changes the orifice opening to regulate the volume of air passing through the PCV valve.

The PCV valve is typically located in a valve cover or the intake valley, and usually fits into a
rubber grommet. The location of the valve allows it to pull vapors from inside the engine without
sucking oil from the crankcase (baffles inside the valve cover or valley cover deflect and help
separate droplets of oil from the blowby vapors).

A hose connects the top of the PCV valve to a vacuum port on the throttle body, carburetor or
intake manifold. This allows the vapors to be siphoned directly into the engine without gumming
up the throttle body or carburetor.

Because the PCV system pulls air and blowby gases into the intake manifold, it has the same
effect on the air/fuel mixture as a vacuum leak. This is compensated for by the calibration of the
carburetor or fuel injection system. Consequently, the PCV system has no net effect on fuel
economy, emissions or engine performance -- provided everything is working correctly.

WARNING: Removing or disconnecting the PCV system in an attempt to improve engine

performance gains nothing, and is illegal. EPA rules prohibit tampering with any emission
control device. Disabling or disconnecting the PCV system can also allow moisture to
accumulate in the crankcase, which will reduce oil life and promote the formation of engine-
damaging sludge.
HOW PCV FLOW CHANGES WITH ENGINE SPEED & LOAD

The flow rate of a PCV valve is calibrated for a specific engine application. For the system to
function normally, therefore, the PCV valve must adjust the flow rate as operating conditions
change.

When the engine is off, the spring inside the valve pushes the pintle shut to seal the crankcase
and prevent the escape of any residual vapors into the atmosphere.

When the engine starts, vacuum in the intake manifold pulls on the pintle and sucks the PCV
valve open. The pintle is pulled up against the spring and moves to its highest position. But the
tapered shape of the pintle does not allow maximum flow in this position. Instead, it restricts
flow so the engine will idle smoothly.

The same thing happens during deceleration when intake vacuum is high. The pintle is pulled all
the way up to reduce flow and minimize the effect of blowby on decel emissions.

When the engine is cruising under light load and at part throttle, there is less intake vacuum and
less pull on the pintle. This allows the pintle to slide down to a mid-range position and allow
more airflow.

Under high load or hard acceleration conditions, intake vacuum drops even more, allowing the
spring inside the PCV valve to push the pintle valve even lower to its maximum flow position. If
blowby pressure builds up faster than the PCV system can handle it, the excess pressure flows
back through the breather hose to the air cleaner and is sucked back into the engine and burned.

In the event of an engine backfire, the sudden rise in pressure inside the intake manifold blows
back through the PCV hose and slams the pintle shut. This prevents the flame from traveling
back through PCV valve and possibly igniting fuel vapors inside the crankcase.

PCV MAINTENANCE

Because the PCV system is relatively simple and requires minimal maintenance, it is often
overlooked. The common replacement interval for many PCV valves is 50,000 miles, yet many
engines have never had the PCV valve replaced. Many late model owners' manuals do not even
have a recommended replacement interval listed for the PCV valve. The manual may only
suggest "inspecting" the system periodically.

On many and newer vehicles with OBD II, the OBD II system monitors the PCV system and
checks the flow rate once during each drive cycle. But on older OBD II and OBD I systems, the
PCV system is NOT monitored. So a problem with the PCV system on a pre-2002 vehicle
probably won't turn on the MIL (malfunction indicator lamp) or set a diagnostic trouble code
(DTC).

PCV valves can last a long time, but they may eventually wear out or clog -- especially if the
vehicle owner neglects regular oil changes, and sludge builds up in the crankcase. The same
sludge and oil varnish that gums up the engine can also plug up the PCV valve.
PCV PROBLEMS

The most common problem that afflicts PCV systems is a plugged up PCV valve. An
accumulation of fuel and oil varnish deposits and/or sludge inside the valve can restrict or even
block the flow of vapors through the valve. A restricted or plugged PCV valve cannot pull
moisture and blowby vapors out of the crankcase. This can cause engine-damaging sludge to
form, and a backup of pressure that may force oil to leak past gaskets and seals. The loss of
airflow through the valve can also cause the air/fuel mixture to run richer than normal, increasing
fuel consumption and emissions. The same thing can happen if the pintle inside the PCV valve
sticks shut.

If the pintle inside the PCV valve sticks open, or the spring breaks, the PCV valve may flow too
much air and clean out the idle mixture. This may cause a rough idle, hard starting and/or lean
misfire (which increases emissions and wastes fuel). The same thing can happen if the hose that
connects the valve to the throttle body, carburettor or intake manifold pulls loose, cracks, or
leaks. A loose or leaky hose allows "un-metered" air to enter the engine and upset the fuel
mixture, especially at idle where the idle mixture is most sensitive to vacuum leaks.

On late model vehicles with computer engine controls, the engine management system will
detect any changes in the air/fuel mixture and compensate by increasing or decreasing short term
and long term fuel trim (STFT and LTFT). Small corrections cause no problems, but large
corrections (more than 10 to 15 points negative or positive) will typically set a lean or rich DTC
and turn on the MIL.

Problems can also occur if someone installs the wrong PCV valve for the application. As we said
earlier, the flow rate of the PCV valve is calibrated for a specific engine application. Two valves
that appear to be identical on the outside (same diameter and hose fittings) may have different
pintle valves and springs inside, giving them very different flow rates. A PCV valve that flows
too much air will lean the air/fuel mixture, while one that flows too little will richen the mixture
and increase the risk of sludge buildup in the crankcase.

Watch out for cheap replacement PCV valves. They may not flow the same as the OEM PCV
valve. Quality brand name replacement PCV valves are calibrated exactly the same as the
original valves, and are designed to provide long-lasting, trouble-free performance.
 The PCV valve is usually located on the valve cover or cylinder head.
Pull the valve out (leave the hose connected) and feel for vacuum
while the engine is idling. No vacuum indicates a plugged PCV valve.

PCV VALVE CHECKS

There are a number of ways to check a PCV valve:

1. Remove the valve and shake it. If it rattles, it means the pintle inside is not stuck and the valve
should flow air. But there's no way to know if the spring is weak or broken, or if a buildup of
varnish and deposits inside the valve is restricting flow.

2. Check for vacuum by holding your finger over the end of the valve while the engine is idling.
This test tells you if vacuum is reaching the valve, but not if the valve is flowing properly. If you
don't feel vacuum, it means the valve or hose is plugged and needs to be replaced.

3. Use a flow tester to check the performance of the valve. This method is the best because it
tests both vacuum and air flow.

The volume of air that is pulled from the crankcase by the PCV system is important because it
takes a certain amount of airflow to remove the blowby vapors and moisture. Tis prevents
moisture contamination of the oil and the formation of sludge in the crankcase. However, too
much airflow can upset the air/fuel mixture in the engine. It can also increase oil consumption.

To check airflow through the PCV valve, you can do any of the following:

Pinch or block off the vacuum hose to the PCV valve with the engine idling at operating
temperature. The engine idle rpm should typically drop about 50 to 80 rpm before the idle speed
corrects itself (or you can disconnect the idle speed control motor so it won't affect idle speed
during this test). If there is no change in idle speed, check the PCV valve, hose and breather tube
for a restriction or blockage. A greater change would indicate too much airflow through the PCV
valve. Check the part number on the PCV valve to see if it is the correct one for the engine. The
wrong valve may flow too much air. If there is no part number, replace the valve with a new one
(which meets OEM specifications) and test again.
Measure the amount of vacuum in the crankcase. With the engine at normal operating
temperature, block off the PCV breather tube or vent to the engine (usually the hose that runs
from the air cleaner housing to the valve cover on the engine). Pull out the dipstick and connect a
vacuum-pressure gauge to the dipstick tube. A typical PCV system should be pulling about 1 to 3
inches of vacuum in the crankcase at idle. If you see a significantly higher vacuum reading, the
intake manifold gasket is probably leaking and pulling vacuum on the crankcase (replace the
leaky intake manifold gasket). If you see no vacuum, or find a buildup of pressure in the
crankcase, the PCV system is plugged or is not pulling enough air through the crankcase to get
rid of the blowby vapors.

NOTE: If the engine has a leaky oil pan, valve cover or intake manifold gasket leak, or leaky
crankshaft seals, it will not be able to develop much vacuum in the crankcase because it is
pulling in outside air (which is also unfiltered and can further contaminate the oil).

To find a crankcase air leak, you can lightly pressurize (no more than 1 to 3 psi) the crankcase
with shop air via the dipstick tube or oil filler cap or breather after blocking all the other vents.
Do not use any more air pressure than this or you may create leaks where there were no leaks
before. Then use a spray bottle to squirt soapy water around the gasket seams and seals. If you
see bubbles, you have found an air leak (replace the gasket or seal as needed).

A smoke machine also works great for finding crankcase leaks as well as vacuum leaks. A
smoke machine generates a smoke-like vapor by heating mineral oil. The mist can then fed into
the intake manifold to check for intake manifold vacuum leaks, or into the crankcase to check for
internal engine air leaks. Any leaks will allow the smoke to escape and you will see the smoke
on the outside of the engine.

PCV REPLACEMENT TIPS

When replacing a PCV valve, make sure the replacement valve is the same as the original.
External appearances can be misleading because valves that look the same on the outside may be
calibrated differently inside. If the replacement valve does not have the same flow characteristics
as the original, it may upset emissions and cause driveability problems.

The PCV hose that connects the PCV valve to the engine should also be replaced when the valve
is changed. Use hose that is approved for PCV use only.

PCV valves are directional. Install the valve

so crankcase vapors
flow from the valve cover or cylinder head
into the hose that goes to
the intake manifold, carburetor or throttle
body.
Components and details
Breather

In order for the PCV system to sweep fumes out of the crankcase, the crankcase must have a
source of fresh, clean air, called the crankcase breather. To achieve this, the crankcase air inlet is
usually ducted to the engine's air cleaner. The breather is usually provided with baffles and filters
to prevent oil mist and vapour from fouling the air filter.

Intake manifold vacuum is applied to the crankcase via the PCV valve, drawing fresh air into the
crankcase via the breather. The airflow through the crankcase and engine interior sweeps away
combustion byproduct gases, including a large amount of water vapour which includes dissolved
chemical combustion byproducts. This mixture of air and crankcase gases then exits, often via
another simple baffle, screen, or mesh to exclude oil droplets, through the PCV valve and into
the intake manifold. On some PCV systems, this oil baffling takes place in a discrete replaceable
part called the 'oil separator'.
PCV valve or orifice

The PCV valve is a variable orifice that controls the flow of crankcase fumes, admixed with
fresh air admitted to the crankcase by the breather, into the intake tract. With no manifold
vacuum, a restrictorgenerally a cone or ballis held by a light spring in a position exposing
the full size of the valve's orifice to the intake manifold. With the engine running, the restrictor is
drawn towards the orifice by manifold vacuum, restricting the opening proportionate to the level
of engine vacuum vs. spring tension. At idle, manifold vacuum is high, but a large amount of
extra air would amount to a vacuum leak, causing the engine to run too lean and/or too fast. So at
high manifold vacuum, the PCV valve allows only a low flow rate. This is in accordance with
the low volume of crankcase fumes generated at low engine speeds. At higher engine speeds,
with less manifold vacuum, the PCV valve permits a greater flow rate to keep up with the greater
volume of crankcase fumes; because of the higher engine speed, a greater amount of "extra" air
via the PCV system can be tolerated without upsetting the engine's running. At full throttle, very
little manifold vacuum is present, so there is little flow through the PCV valve. However, this is
the condition under which the maximum volume of crankcase gas is present. Most of it escapes
under its own pressure via the crankcase breather, flowing into the engine's intake tract via the
air cleaner.

A second function of the PCV valve is to protect the engine in case of a backfire, which causes a
sudden high-pressure pulse in the intake manifold. This forces the PCV valve closed so that the
backfire flame can't reach the crankcase, where it could ignite flammable fumes and cause
damage. Turbocharged engines also experience periods of high intake manifold pressure during
which the PCV valve is closed and the crankcase fumes are admitted to the engine via the
breather and air cleaner. Some engines use a fixed orifice rather than a variable-orifice PCV
valve.
Component placement
The crankcase air outlet, where the PCV valve is located, is generally separated as widely as
practical from the crankcase air inlet. For example, the inlet and outlet are frequently on opposite
valve covers on a V engine, or on opposite ends of the one and only valve cover on an inline
engine. The PCV valve is often, but not always, placed at the valve cover; it may be located
anywhere between the crankcase air outlet and the intake manifold.

System functions and maintenance

It is critical that the parts of the PCV system be kept clean and open, otherwise air flow will be
insufficient. A plugged or malfunctioning PCV valve by itself cannot damage an engine;
however the blowby will flow up in a reverse fashion up through the crankcase air inlet and if
there isn't a separate catch can or oil separator at that inlet, then the blowby will contaminate the
air intake manifold. On boosted engines this can be a real problem. A poorly maintained engine's
PCV system will eventually contaminate the air intake manifold with oil sludge and if both the
pcv valve and the crankcase air inlet are blocked then the crankcase pressure will build to a level
that will damage seals and eventually the motor.