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Issue 2 en

Crankcase ventilation

Scania CV AB 2009, Sweden

1 713 935
Contents

Contents
General .................................................................................. 3

Function description Flow of crankcase gases ........................................... 4

Oil mist separator ..................................................... 6
9 litre engine ............................................................. 7
11 and 12 litre engines.............................................. 8
14 litre engine ........................................................... 9
16 litre engine ......................................................... 10

Troubleshooting General ................................................................... 11

Vehicle operating profile........................................ 12
Flow of crankcase gases ......................................... 12
High levels of oil carryover.................................... 14
High crankcase pressure ......................................... 15
Filter in oil mist separator (DC16) ......................... 15
Fault causes ............................................................ 16
Measurements......................................................... 17
Troubleshooting procedure..................................... 18
General checks........................................................ 18
Oil carryover measurement .................................... 20
Crankcase pressure measurement........................... 21

2 Scania CV AB 2009, Sweden 01:00-07

 General

General

Closed crankcase ventilation means that the

crankcase gases are returned to the engine and
are combusted.
Open crankcase ventilation means that the
crankcase gases are ventilated to the
atmosphere.

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Function description

Function description

Flow of crankcase gases

3 2

4
5a

The engines flow of crankcase gases

1 Air filter
5b 2 Turbocharger
3 Charge air cooler
4 Air compressor
5 Oil mist separator: a - closed, b - open crankcase
ventilation
6 Exhaust brake
310 200

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 Function description

When combustion takes place in the cylinders, a

certain amount of the combustion gases leak
between the pistons and cylinder liners (blow-
by).

The combustion gases end up in the engine

crankcase, with a certain amount of water. The
water comes from steam in the induction air and
from combustion.
A certain amount of air can also leak from the
turbocharger and air compressor.
Crankcase gases is a collective name for blow-

131500
by + gas from the turbocharger + gas from the
air compressor.

The crankcase gases are evacuated from the

engine to the atmosphere via the oil mist
separator, or to a hose connected to the intake
pipe between the air filter and turbocharger for
closed crankcase ventilation.

The crankcase gases contain a certain amount of

engine oil (oil carryover) the majority of which
is separated out in the oil mist separator.
The oil is separated out in slightly different
ways in the different engine types. The principle
is, however, the same.

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Function description

Oil mist separator

The oil mist separator consists of an oil trap
which separates the oil from the crankcase
gases.
The oil which is separated out from the
crankcase gases is returned to the oil sump via a
drain hole, which also contains a fluid lock.
A diaphragm regulates the vacuum in the
crankcase for closed crankcase ventilation. A
hose connected to the intake pipe, between the
air filter and the turbocharger, creates a vacuum
in the oil mist separator and in the engine
crankcase.

Where too great a vacuum is generated under

rapid throttle opening, the diaphragm prevents
the vacuum becoming too great in the crankcase
and therefore prevents dirt being sucked into the
crankshaft seal and air being sucked down into
the crankcase from the surroundings, for
example via an incorrectly fitted oil dipstick.
The diaphragm is not closed during normal
operation.
Despite the oil mist separator, it is normal that a
certain amount of oil accompanies the crankcase

131 501
gases out of the crankcase ventilation. Oil that
comes out with the crankcase ventilation gases
can be seen as an oil film in the charge air
system for closed crankcase ventilation, or in the
outlet hose from the oil mist separator under the
chassis for open crankcase ventilation.

6 Scania CV AB 2009, Sweden 01:00-07

 Function description

9 litre engine

The oil mist separator is located at the front of

the engine, on the left side.
The crankcase is ventilated via the timing gear
casing, leading the crankcase gases to a channel
system in the oil mist separator.
The oil in the crankcase gases is deposited
against the channel walls, runs down to the
bottom of the oil mist separator and back to the
crankcase via the holes in the cover plate.

Note: The systems for buses and trucks are

different.

1 Outlet to the suction side of the

turbocharger or to atmpsphere
2 Cover
3 Diaphragm
4 Spring
5 Housing
6 Channel plate
7 Intake from the timing gear casing
8 Hole which is closed by the diaphragm
when there is too much vacuum at the
turbocharger suction side for closed
crankcase ventilation
9 Drain hole/fluid lock for deposited
lubricating oil

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Function description

11 and 12 litre engines

The oil mist separator is located at the front of

the engine front plate.
The crankcase is ventilated via the front rocker
cover which leads the crankcase gases down to a
channel system in the oil mist separator.
The oil in the crankcase gases is deposited
against the channel walls, runs down to the
bottom of the oil mist separator and back to the
crankcase via the holes in the cover plate.

1 Outlet to the suction side of the

turbocharger or to atmpsphere
2 Cover
3 Diaphragm
4 Spring Note: Must be fitted
5 Front cover
6 Pipe between the front rocker cover and the
oil mist separator
7 Hole which is closed by the diaphragm
when there is too much vacuum at the
turbocharger suction side for closed
crankcase ventilation
8 Intake from the front rocker cover
9 Drain hole/fluid lock for deposited
lubrication oil

8 Scania CV AB 2009, Sweden 01:00-07

 Function description

14 litre engine

The oil mist separator is located at the front of

the engine.
The crankcase is ventilated via the timing gear
casing, leading the crankcase gases to a channel
system in the oil mist separator.
The oil in the crankcase gases is deposited
against the channel walls, runs down to the
bottom of the oil mist separator and back to the
crankcase via the holes in the cover plate.

1 Outlet to the suction side of the

turbocharger or to atmosphere
2 Holder
3 Cover
4 Diaphragm
5 Spring
6 Housing
7 Seal
8 Inlet from the front timing gear casing
9 Hole which is closed by the diaphragm
when there is too much vacuum at the
turbocharger suction side for closed
crankcase ventilation
10 Drain hole/fluid lock for deposited
lubrication oil

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Function description

16 litre engine

The oil mist separation is different for different

engine types.
The crankcase gases are ventilated via the
camshaft chamber to the oil mist separator.
There, a certain amount of the oil is separated
out and returned via drain holes to the engine 7
crankcase.
The crankcase gases then flow further to the 7 6
filter housing, passing first through a prefilter
4
where the majority of the oil is separated out, 3
then through a paper filter which separates out 5

the fine oil particles and are finally sucked into

the turbocharger intake pipe for closed
crankcase ventilation.
The oil from the prefilter is drained, via a drain
line, to the oil sump. There is a check valve in
3 4

the drain line, in the 90 bend, which prevents

the oil in the fluid lock rising up into the filter 2
housing. 1

131503
At the end of the drain pipe there is a reservoir
which acts as a fluid lock and prevents the
crankcase gases flowing via the drain pipe. 1 Drain hole
2 Inlet from the camshaft chamber
3 Diaphragm
4 Cover
5 Spring
6 Outlet to the suction side of the
turbocharger or to atmosphere
7 Drainage of deposited lubricating oil

10 Scania CV AB 2009, Sweden 01:00-07

 Troubleshooting

Troubleshooting

General
A certain amount of oil always occurs in the
crankcase gases, and this is normal. The
amount of oil carryover increases with the
engines operating time.
The crankcase ventilation system is very
sensitive to changes in the flow of crankcase
gases in the engine.
If the flow of crankcase gases increases, the
amount of oil which passes through the
crankcase ventilation also increases. The
crankcase gases can then take with them small
drops of oil from the crankcase.
The causes of too high flow of crankcase gases
can be difficult to determine, and
troubleshooting must therefore be carried out
methodically.
When the flow of crankcase gases is too high,
the primary symptom is an increased amount of
oil carryover.
If the engines oil sump is filled with too much
oil, or if the oil cannot be drained in the oil mist
separator, oil will be sucked with the crankcase
gases.
Faults which can arise in the engine and which
are caused by the oil mist separator fall into
three different categories: too high flow of
crankcase gases, increased crankcase pressure,
and increased amount of oil carryover.

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Troubleshooting

Vehicle operating profile

The vehicles operating profile and application
also affect the crankcase gases and oil
carryover in the engine.
Operating profiles which affect this include
crane operation, exhaust braking, acceleration,
and rapid throttle actuation.

Flow of crankcase gases

Symptoms of too high a flow of crankcase
gases are:
Increased amounts of oil carryover.
Short lifetime of the oil mist separator filter
(DC16).
Common causes of increased flow of
crankcase gases are:
Gas that enters the crankcase via piston
rings, air compressor, turbocharger seals,
turbo compound seals and air sucked in
from the surroundings. At higher volumes
of crankcase gases, the oil mist separator
cannot drain the separated oil.
Leakage of compression air/exhaust gases
down into the crankcase at piston rings and
valve guides.
Leakage of compression air down into the
crankcase at the turbocharger.
Leakage of compression air down into the
crankcase at the air compressor.
Leakage in engine (air leakage at the oil
dipstick, leaking gaskets at the oil filler
etc.).

12 Scania CV AB 2009, Sweden 01:00-07

 Troubleshooting

Common faults which affect the flow of

crankcase gases in the engine

1 Blocked air filter.

2 Internal leakage in the turbocharger.
3 Blocked charge air cooler.
4 Worn seals.
5 Ruptured diaphragm. Blocked drainage
channels.
6 Exhaust brake.

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Troubleshooting

High levels of oil

carryover
High levels of oil carryover means large
amounts of oil coming from the crankcase
ventilation. High levels of oil carryover are
often due to excessive amounts of oil entering
the crankcase ventilation, and the oil can
therefore not be drained quickly enough in the
oil mist separator. In combination with large
volumes of crankcase gases, the problem
becomes even worse. There might also be a
blockage in the drain, although this is rare.
Common causes of too high levels of oil
carryover:
Worn rocker arm shafts on cylinder 1.
Too much oil in the oil sump.
Blocked drain pipes in the oil mist
separator.
Gas leakage at valve guides, particularly
during exhaust braking.
Ruptured diaphragm in the oil mist
separator for closed crankcase ventilation.
Internal oil leakage.
Blocked filter in oil mist separator (DC16).
Check valve stuck in closed position
(DC16).
No oil in the oil lock (DC16).

14 Scania CV AB 2009, Sweden 01:00-07

 Troubleshooting

High crankcase pressure Filter in oil mist separator

Common causes of excessive crankcase
(DC16)
pressure:
Common causes of short service life for
The crankcase ventilation is partly filter in oil mist separator (DC16)
blocked, for example by a kinked hose,
Hard driving style or engine load.
freezing in a hose or objects in the front
cover. This results in high crankcase Too large amounts of crankcase gases.
pressure, making it more difficult for gases
to exit. Increased volumes of crankcase Leaking injection nozzles, uneven
gases also result in higher crankcase combustion.
pressure, as more gas per time unit has to
exit via pipe and bends. No oil in the fluid lock.

Blocked pipe between rocker cover and oil Faulty check valve.
mist separator (ice formation, etc.).
Kinked or damaged hoses.
Pinched connection between air filter and
the turbocharger.
Blocked hose between filter housing for
the oil mist separator and intake pipe for
closed crankcase ventilation (DC16).
Blocked hose between valve housing and
filter housing for oil mist separator
(DC16).
Blocked filter in oil mist separator (DC16).

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Troubleshooting

Fault causes
The most common faults when there are
problems with crankcase gases.

Component Cause Affects

Air filter Blocked filter. The vacuum in the engine increases, does not affect
increased crankcase gases.
Turbocharger, Internal exhaust leakage in Increased flow of crankcase gases, which also leads
exhaust brake turbocharger. to increased amounts of oil carryover, particularly
during exhaust braking.
Charge air cooler Blocked charge air cooler. Can be caused by too high levels of oil carryover.
Cylinder liner/ Leakage between liners Increased flow of crankcase gases.
piston rings and pistons.
Rocker arm shaft/ Worn valve guides, worn Increased flow of crankcase gases, particularly
cylinder head rocker arm shafts. during exhaust braking.
Can also result in increased amounts of oil
carryover.
Oil sump Oil level too high. Increased amounts of oil carryover.
Oil dipstick Incorrect oil dipstick. Can result in too high oil levels in the engine.
Air leakage at oil dipstick/ Increased flow of crankcase gases through the
oil filler. engine and the oil mist separator.
Oil mist separator Ruptured diaphragm. For closed crankcase ventilation can result in
increased vacuum in the engine if the air filter is
blocked.
Blocked drainage Increased amounts of oil carryover.
channels.
Leaking cover. Increased flow of crankcase gases through the oil
mist separator.
Air compressor Worn seals. Increased flow of crankcase gases through the
engine and the CCV unit.
Increased amounts of oil carryover.
Blocked outlet valves. Increased flow of crankcase gases.
Cylinder head Cracks High crankcase pressure, increased flow of
crankcase gases.
Filter in oil mist Blocked filter. High crankcase pressure, increased amounts of oil
separator (DC16) carryover.

16 Scania CV AB 2009, Sweden 01:00-07

 Troubleshooting

Measurements
Oil carryover and crankcase pressure
requirements

Measuring Engine type Operating range Location of test Limits

of for measuring connection
Oil carryover All Between the oil mist Max 4 grams/h
separator and the
intake system
Crankcase D11/D12 open 1,900 rpm full load Oil filler cap/rocker Max +10 mbar
pressure crankcase cover
ventilation.
D11/D12 open Exhaust brake Rocker cover Max +15 mbar
crankcase
ventilation.
D11/D12 closed 1,900 rpm full load Rocker cover -10 to -5 mbar
crankcase
ventilation.
D11/D12 closed Exhaust brake Rocker cover Max +15 mbar
crankcase
ventilation.
D16 closed 1,900 rpm full load Rocker cover -20 to -10 mbar
crankcase
ventilation.
D16 closed Exhaust brake Rocker cover Max +50 mbar
crankcase
ventilation.
D16 open 1,900 rpm full load Rocker cover Max +10 mbar
crankcase (as specified in the
ventilation. service solution)
D16 open Exhaust brake (as Rocker cover Max +15 mbar
crankcase specified in service
ventilation. solution)

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Troubleshooting

Troubleshooting General checks

procedure
Troubleshooting consists of the following Checking the outer sealings on
measures: the engine
1 General checks. It is important that there is no air leakage into
the engine. Check the engine outer seals.
2 Troubleshooting by symptom.
3 Checking of high levels of oil carryover Note: Do not use compressed air to clean the
and crankcase pressure. oil mist separator. Too high a pressure damages
the diaphragm in the oil mist separator. The
maximum permitted pressure is 0.1-0.2 bar.
This can be easily generated by the lungs.
Blocked drain holes cannot be blown clean
with compressed air.

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 Troubleshooting

Actions
1 Check that the engine oil filler cap is
properly screwed in place and that it is
tight.
2 The plug on the oil dipstick must be placed
correctly.
Seal the oil dipstick connection as follows:
1 Pull the rubber seal, at the arrow in the
figure, against the oil dipstick handle.
2 Push the oil dipstick down into the engine
until it stops against the plastic pipe.
3 Press forward the rubber seal so that it 9, 11 and 12 litre
forms a seal with the plastic pipe.

14 litre

16 litre

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Troubleshooting
Oil carryover
measurement
Note: Can only be carried out on 11 and
12 litre engines.
To check how much oil carryover there is in
the engine, a container can be connected
between the oil mist separator and the air
intake before the turbocharger.
Note: When a container is connected, the oil
mist separator diaphragm will not close.
Vehicle operating profile and area of usage also
affects blow-by and oil carryover in the engine.
Operating profiles affecting the amount of oil
carryover include crane operation, exhaust
braking, acceleration, and rapid throttle
actuation.
When measuring the amount of oil carryover,
saved operational data should be checked
before and after, to obtain a vehicle operating
profile during measurement.
20 Scania CV AB 2009, Sweden
Measuring
1 Connect a hose between the outlet from the
oil mist separator and the container.
2 Ensure that the container has an air vent
hole of the same diameter as the hose, to
evacuate the air which comes down to the
container.
3 Place the container in front of the air filter
or at any other suitable place.
4 Let the container remain there for a longer
period for time.
5 Check the oil carryover regularly. The
maximum permitted level of oil carryover
plus condensed water is 4 grams/hour or
5 cc/hour.
3
5 dm
111 461
Oil carryover measurement
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 Troubleshooting

Crankcase pressure
measurement
The measurement can be carried out on all
4 series engines with open and closed
crankcase ventilation.
The measurement should be carried out with
the vehicle laden and with the engine under
load.

Test equipment
To check the engine crankcase pressure, a
suitable manometer is connected.
Actions
1 Connect a hose between the oil filler cap/
rocker cover and the manometer.
2 Take the manometer into the cab.

Testing
Testing should be carried out when the vehicle
is laden. Note the values on the form at the
back of the booklet.
Check during throttle actuation
1 Note the crankcase pressure when the
vehicle is stationary, no throttle.
2 Drive the vehicle with load 1,900 rpm and
note the crankcase pressure.
3 Repeat pos 1-2 three times.
Check during exhaust braking
1 Activate the exhaust brake in a downhill
stretch.
2 Repeat the procedure 3 times.
Check the measured values in the table. If the
crankcase pressure is outside the tolerances see
Troubleshooting.

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Troubleshooting

Crankcase pressure

Date Chassis number Mileage Customer

Vehicle application:

Noting the problem

High levels of oil carryover
Short CCV filter lifetime (DC16)
When did the problem occur for the first time:

Pos. Operating range Test No. 1 Test No. 2 Test No. 3

1 Idling speed mbar mbar mbar
2 Load 1,900 rpm, uphill mbar mbar mbar
3 Exhaust brake, downhill mbar mbar mbar

Test carried out by:

__________________________

22 Scania CV AB 2009, Sweden 01:00-07