Positive Crankcase Ventilation System - Lincoln Continental 1964 Shop Manual

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train mechanism is maintained at all
times by the hydraulic force and
expansion of the plunger spring
between the lifter body and plunger.
LUBRICATION SYSTEM
A pressure lubricating system em-
ploying a full-flow oil filter is used
in the engine (Fig. 6) .
The rotor-type oil pump, mounted
inside the oil pan on the lower-left
corner of the cylinder block is driven
by the distributor through an inter-
mediate shaft. Thus, the oil pump
and distributor are driven at cam-
shaft speed.
The oil is received from the oil
pan sump by means of an oil pick-
up screen and tube assembly which
directs the oil to the oil pump. A
spring-loaded relief valve in the oil
pump controls the oil pressure of
the system. When the pressure ex-
ceeds specifications, oil is released
by the relief valve and is directed
back to the intake side of the pump.
The oil leaves the pump directly
through a passage in the block which
directs the oil to the oil filter adapter
mounted at the front lower-left hand
corner of the block. The oil then
travels through a passage in the oil
filter adapter to the oil filter assem-
bly.
The oil filter is the full-flow type.
This means that the oil delivered
by the oil pump is directed imme-
diately into the filter where it is
filtered before entering the main oil
gallery for circulation throughout the
engine. The oil filter assembly also
has an anti-drainback valve to assure
htbricant to all bearings upon engine
start.
The filter bypass valve, located
inside the oil filter, operates only
when the filter flow is restricted be-
cause of dirt or other foreign mate-
rials. When the bypass valve is open,
that portion of the oil flowing
through the bypass valve does not
travel through the filtering material
but is supplied directly to the main
oil passage.
The oil from the oil filter is then
directed through an oil passage in
the block to the main oil gallery
that is located in the center of the
chamber floor. From the main oil
gaTiery the oil. is fed to each cam
bearing through drilled passages in
the block. In this manner, the bear-
ings provide continuous oiling of the
camshaft journals. Oil flow to the
crankshaft is directed hy means of a
groove in the camshaft bearing bores
PART 8-2-430 V-8 ENGINE
in the block to a connecting passage
leading to the crankshaft main bear-
ings.
The connecting rod bearings re-
ceive their lubrication through pas-
sages drilled from the crankshaft
main bearing journals to the crank-
pins of the crankshaft. The cylinder
walls are lubricated by oil sprayed
from a slot or groove between the
connecting rod and cap. When the
hole in the connecting rod lines up
with the hole in the crankpin, oil is
sprayed onto the cylinder wall that
is opposite the one in which the rod
is operating.
A reservoir traps oil at the valve
lifter bore bosses. Thus, oil is avail-
able for lifter lubrication as soon as
the engine starts. This oil then drains
through three narrow drain holes in
the valve chamber floor.
The rocker arm assemblies receive
their oil from the main oil gallery
through a passage in the block that
lines up with a hole in the cylinder
head. The hole directs the oil through
the No. 1 rocker shaft support on
the right bank and No. 2 support on
the left bank, into the rocker shafts.
The oil in the rocker shafts is di-
rected through small holes to each
rocker arm. Thus lubricating the
valve and the ball joint end of the
push rods.
The oil returns from the valve
chamber of the cylinder head to the
push rod chamber through holes pro-
vided at the lower front and rear
corners of the cylinder heads.
Oil drains from the front cam
bearing to the thrust face of the
camshaft sprocket that rides against
the front cylinder block surface. The
rotation of the camshaft sprocket
and an oil slinger sprays the oil on
the timing chain and crankshaft
sprocket.
POSITIVE CRANKCASE
VENTILATION SYSTEM
Ventilating air enters the engine
through the oil filler cap located at
the right front-side of the cylinder
block.. The filler cap contains a filter-
ing element which filters the incom-
ing air.
From the filler cap, the filtered air
flows into the front section of the
valve push rod chamber. The venti-
lating air is then directed by a baffle
upward through the push rod holes
in the cylinder heads into both rocker
arm chambers, returning in the same
manner at the rear of the push rod
chamber. The baffle also directs air
8-21
through a hole in the front wall of
the cylinder block into the timing
chamber and downward into the
crankcase.
Air flows from the push rod cham-
ber, through holes in the chamber
valley, into the crankcase. It then
rises upward, through holes in the
rear of the engine, into the rear of
the push rod chamber valley where
a filtering element separates oil from
the gaseous air vapors. The air and
vapor by-products are then directed
into the intake manifold through the
carburetor spacer.
The air is directed into the intake
manifold through a spring-loaded
regulator valve, an exhaust tube and
the carburetor spacer (Fig. 7). The
amount of regulator valve opening or
restriction is governed by intake
manifold vacuum pressure (Fig.
7).
At low intake manifold vacuum
pressure (high engine speed), the
regulator valve opens to the position
which allows the greatest air-vapor
flow into the intake manifold (Fig.
7, View "A"). This action allows
the greatest combustion of undesir-
able engine vapors.
At high intake manifold vacuum
(idle speed), the valve closes and
restricts the flow of ventilating air
and vapors into the richer air-fuel
mixture present in the induction sys-
tem at this time (Fig. 7, View "B").
Figure 7, View "C" shows a view
of the valve when vacuum pull is in
the intermediate stage.
The inter-relationship between vac-
uum pull and valve spring force
positions the valve in a manner that
provides the best air-fuel mixture
and engine ventilation under all oper-
ating conditions. Restricted ventilat-
ing air and vapors are constantly
recirculated within the engine
until demanded by the regulator
valve.
COOLING SYSTEM
The coolant is drawn from the
bottom of the radiator by the water
pump which delivers the coolant to
the cylinder block, cylinder heads
and intake manifold (Fig. 8). The
three progressive stages of engine
warm-up and cooling are shown in
Fig. 9.
STAGE 1
At low ambient temperatures or
initial starting of the engine, the
water pump discharges the engine
coolant through each of its "legs" to
both sides of the cylinder block (at