I have low oil flow at right head, good flow at left head.,

 

And by what technique did you so reliably make this determination?

 

Maybe he pulled a valve cover and looked.

 

Maybe he did. That's what I was asking. But THAT don't tell you S*@%%T. Not trying to be argumentative or "politically correct", but over simplified or unspecific statements of symptoms only leads to misdiagnosis.


Hydraulics involves more than what meets the eye. On the Triton, there are at least 16 preciously designed "leaks" in each head - BEFORE oil goes through the VCT solenoid and on to the phasers and then chain tensioners. Oil from the galley in the head feeds the cam journals and each of 24 lash adjusters. After the lash adjusters pump up to take the slack out of the roller/followers - cam surface junction, they are designed to leak a little oil out of their top onto the roller to oil the roller and its respective cam lobe. THAT leakage is based on carefully calculated residual galley pressure. [less pressure - less leakage] The remaining "FLOW - if you will" (after all those individual designed intentional leaks saps up some hydrolic pressure) - goes on through the VCT solenoid and to the Phasers for variable cam positioning. After that, the balance of the "FLOW" / residual oil pressure goes to the chain tensioners to keep cam chains taught. After all that, any excess pressure - "remaining flow" drains back down the cam chains / crank gear and front cover into the oil pan. If any of these later components are spewing oil out like a "siv", you are not going to "SEE" any oil leakage in the components under the valve cover. THAT does NOT mean low "OIL FLOW" in that bank - and THAT most likely exactly would be happening if you don't see any oil moving around under the valve cover.


BTW, by design, (because of the "restrictor" built in the oil galley entering the heads) the above scenario would not result in low oil pressure in the lower end (rod/mains) or at the oil pressure sending unit mounted at the oil filter.

 

first,had a failure on right head. Cam seized in journals,causing chain failure. Replaced both heads,chain and tensioners. removed oil pan,replaced oil pump screen,replaced oil pump.after assembly,heard ticking noise on right side. Removed both valve covers.Seemed to have good oil flow,all around all parts on left head,but almost no oil on right head.Thought this may be reason for cam failure on right head in begining.I have worked on engines for 40 years,but they were all older engines. Built a few racing engines,but nothing this new.I have tried to find an oil flow chart on this engine,but cannot find one.So my knowledge is limited to older engines.Any advice would be very much appreciated.

 

I think I have a pictorial oil flow diagram somewhere - but can't find it. (computers still seem to not be as good as my old paper file cabinets! lol). And the Forum won't let me attach a PDF file! So here is cut and paste of page 10 from the Ford Factory Service Manual, 5.4L Engine section.

-----/Credit/----------Ford Svc Manual/5.4L3v Engine Section, pg 10 of 442.


Lubrication System

The engine lubrication system operates as follows:
• Oil is drawn into the oil pump through the oil pump screen cover and tube in the sump of the oil pan.
• Oil is pumped through the oil filter on the left front side of the cylinder block.
• Oil enters the main gallery where it is distributed to the crankshaft main journals and to both cylinder heads.
• From the main journals, the oil is routed through cross-drilled passages in the crankshaft to lubricate the connecting rod bearings. Controlled leakage through the crankshaft main bearings and connecting rod bearings is slung radially outward to cool and lubricate the cylinder walls as well as the entire connecting rod, piston and piston ring assembly.
• The left cylinder head is fed from a drilling into the supply passage feeding the main gallery at the front of the cylinder block. The right cylinder head is fed from a drilling into the rear of the main gallery. Main gallery pressure is reduced as it enters the cylinder head galleries through fixed serviceable orifices, located at the upper part of the feed passages. It is this reduced pressure in the cylinder head galleries which feeds
the camshaft journals, the hydraulic lash adjusters and the primary and secondary timing chain tensioners.
• The camshaft lobe and roller followers are lubricated by splash created through valve train operation.


Oil Pump
The lubrication system of the 5.4L (3V) engine is designed to provide optimum oil flow to critical components of the engine through its entire operating range. The heart of the system is a positive displacement internal gear oil pump using top seal rotors. Generically this design is known as a gerotor pump, which operates as follows:
• The oil pump is mounted on the front face of the cylinder block.
• The inner rotor is piloted on the crankshaft post and is driven through flats on the crankshaft.
• System pressure is limited by an integral, internally-vented relief valve which directs the bypassed oil back to the inlet side of the oil pump.
• Oil pump displacement has been selected to provide adequate volume to make sure of correct oil pressure, both at hot idle and maximum speed.
• The relief valve calibration protects the system from excessive pressure during high viscosity conditions.
• The relief valve is designed to provide adequate connecting rod bearing lubrication under high-temperature and high-speed conditions.


------/End Credit/--------------


Have you checked ACTUAL Oil Pressure at sending unit? What is the pressure at "hot" idle - both 600-650 rpm and at 800 rpm fast idle? Seems to me the physics of hydrolics dictates oil pressure in the main galley would be elevated if there is a restriction out of the main galley on one bank. (My 200k mi 5.4L runs 21-22 @ 620 r's /&/ 40-45 @ 800 r's - with 0W40 synthetic oil) At higher rpms, the relief valve (mentioned above) would protect stuff from blowing up.


Did you have lots of charred black "pumice like" sludge on your oil screen or in the oil pan or heads? With your symptoms continuing after replacing heads (seems unlikely odds problem source is in head or timing compnents - though you certainly might experience symptoms with them due to low oil pressure arriving there). IMO, makes restrictor or oil passage on bank 1 somewhat suspect.


I experienced a restricted oil passageway in a 93 Lincoln TC w/ modular engine and slow movement of the oil would allow it to "scorch" and "bubble" turning to black pumice like carbon deposits like you see in a cooking fry pan. It would plug the oil screen about every 20,000 miles and start knocking. Ultimately had to replace the engine. Put 200k+ on the new engine w/o further problems. Hope this isn't the problem here.


I am sending you a PM with some additional information that might help, but isn't all on subject or relevant to this thread.


Good Luck.

 

OOPS: Wasn't able to send you copy of Factory Service Manual - 5.4L 3v Engine Section by PM as the account has private messaging turned off.

 

Thanks,great information. Have not checked oil pressure yet.But will do so next,Will be a few days before I can get to it but I will let you know what I find. I found no sludge on heads or in pan. pump pick up screen, was clogged pretty bad, and was replaced as was oil pump.Also used higher capacity pump. Depending on pressure reading I may try a motor flush,because I was worried about possible restriction in passage to right head.That is why I was looking for a flow chart, because I wanted to see if there was anything between lower and upper end ,Like a sender or something that could cause lower flow to right head. If there is nothing in between,then it could be a restriction. I may also try something else. I may pull cam,and use air pressure in cam oil ports.I even thought about putting engine degreaser into each port.
Thanks for all the info,and I will let you know how it comes out. You have been a great help.

 

As copied from post #6 above "It is this reduced pressure in the cylinder head galleries which feeds the camshaft journals, the hydraulic lash adjusters and the primary and secondary timing chain tensioners."
You could have a tensioner with a blown out seal. Very common problem to these engines, and will reduce oil flow to the top end.

 

Hi,
cam tensioners were replaced,and they are plated off on backside. They work on spring tension only.no oil inside.

 

What tensioners did you use? AFAIK, all tensioners on the market use oil pressure, however, some have a spring/ratchet system to keep them out.

 

MY tensioners looked like the ones pictured. Replaced them and it still knocked and rattled when warm.
Dug in, did a cold to warm oil pressure test....Fail
Had 60-65 cold, had 10 when warm and not on a hot day either.
drained oil it was full of aluminum flecks.
Do an Oil pressure test before wasting your time on anything else.
From what you described in the previous post about the oil pump screen being plugged.....you more likely than not need a new engine.

 

Thanks,just messing around a little today,and noticed a lot of oil cumming from around variable control solenoid in head. Removed and found no gasket or seal.. Internet shows no gasket or seal on this..Should there be a gasket around base,and if not should I have a big leakage around base where it mounts in head. Also leakage is worse on left head.Have not had time yet to check pressure yet,but will try to do so tomorrow.

 

Don't think there is a gasket there (at least mine never had one). If you add one, make SURE its thin cuz the reach into the whole/head is critical for proper alignment of the oil passageways on the spool valve to route oil into advance/retard chambers of the phaser. Have never observed mine for leakage at the head/solenoid junction but I suspect "a little" would be normal and no problem - long as the screw is tightened correctly. I flushed/cleaned mine with solvent & actuated them with 12v through a 50 ohm 5 watt resistor, and could see light through the respective screens on the spool valve when energizing - de-energizing them.