Hi, mate, why is taking the sump off so tricky? I have an indie (I believe that is what you guys call mechanics colloquially) with a shop and everything needed. Does the motor have to go down for this? I have been looking at some info regarding the upgrade of the oil circulation and a ran onto an interesting site with recommendations for custom windage whats a windage tray do? | Grumpys Performance Garage
Did you do something similar. If yes, it would be interesting to see how it looks.
Do you consider foaming has a leading role in oil consumption in this engine? And what would be the other causes, apart from GDI itself?
Sadly I do not have the facilities to do too much mechanical work on my car(s), so I have to rely on dealers/specialists. On evidence of their costs, I would avoid the Marque all together. It is just I have owned Alfa's for "Light - Years" and am unwilling to simply abandon them, despite the competition being somewhat better and cheaper to maintain. If you have the right facilities, and a good indie, it is not difficult. But if you are going to go that far, there is so much more you can do to get the best from this engine - the potential of which is so under - exploited!
I never thought I would own a 159, 3.2 JTS as I took a front wheel drive version for a test drive and was thoroughly unimpressed by it. The weight of the car, coupled with the front wheel drive made it an ungainly creature, alien to the Alfa's I previously owned.
However, I did end up with a Q4, 159 which is a completely different animal.
Being a thoroughly bored retired prototype engineer, initial history in mechanical engineering, I moved quickly through to Electronic/Broadcast/High power Engineering, I needed a challenge. And this engine is it!
My posts are for those who have an interest in Alfa's and what historically they represented. Not for those who will be rid as soon as the first major bill comes in - and that would be pretty soon with the prices Alfa now charge.
However, this engine is fascinating - well to me at least. There was so little I could do with my twin cam engines, they were so good. And the Busso's I have owned, simply illustrate how Alfa attracted the calibre of engineers, so talented, they can only be viewed as geniuses.
But the 3.2 JTS is not an Alfa engine, although I believe it has the potential to be great. So really, I am only looking at issues that I feel limit its potential.
I have looked into various windage plates and their purpose, not just plates, but screens. I have had conflicting advice wrt plates versus screens and indeed there is no clear answer as to which is better.
The local engineering shop I am using suggests plates are better as screens retain the oil for longer. But an American Company, advises screens, particularly for reduced losses at high revs.
Although I have had my windage plate extended, I am beginning to think, for this engine, a screen would be better. My rational for saying this is, Blow - by products are greatest at high revs. Combine this with the spent oil from the spray jets and it is a recipe for atomized oil/hydrocarbons/water vapour. In this form, I believe a screen would be better suited to recombining it to liquid form than a metal plate would. It may well be, it results in an extra delay in the oil returning to the sump. But it ought to reduce the likelihood of these products being re - cycled into windage.
The capacity of the sump is only one issue. A major issue is the fact that the drainage channels from the heads, exhaust the oil above the windage plate, directly in line with the rotating crankshaft and their journals. These drainage channels are cavernous, capable of draining away much greater quantities of oil from the heads, than actually they do. This causes the oil to flow down the walls in a thin film/skin. So thin, the reciprocating journals have no trouble pulling them into windage, along with the spent oil from the spray jets, cooling the con - rods.
This action causes considerable aeration of the oil along with the blow - by products.My solution is to have aluminium plates welded to the sump, where the drains exhaust down the sides of the block, thus carrying the returning oil to below the windage plate/tray, eliminating the risk of it being pulled into windage.
Expert advice, particularly from very helpful American Specialists, suggest the low capacity of oil in this engine leads to a very short resting period, whereby entrained oil does not have sufficient time to "Rest" and escape suspension resulting reduced hydraulic function and effectively reducing the "Working Viscosity" of the oil.
The "Hydraulic Function" is essential to the chain tensioner system and to how accurate the VVT system is. Dissolved and entrained air will precipitate out of the oil, much more readily, wherever there are flow restrictions. So the block restrictions only serve to make matters worse.
As my engine is being rebuilt, I should get some idea of its "as new" oil consumption. Prior to this, at 113,000 miles it is difficult to pin the consumption down. Valve Guides certainly must have contributed. But I am also suspicious that, on the evidence of deposits on the heads it is due to over heating and the oil vaporizing. I have no evidence for this, other than anecdotally people invariably stated synthetic oils are more prone to being burnt off in the combustion process. If this is true, then I attribute the excess temperature to the Manifold cats. Indeed, when this process began, the very first decision I took was to remove them and fit, in this instance, a pair of Auto Delta headers.
Anyway, thanks for your post. It has given me an opportunity to think again about the issue of windage plate as opposed to windage screen. I think I shall replace my plate with an extended screen. Logically, I think it will be more effective in dealing with blow - by/ spray jet products. Particularly as the spray jets only function at high revs, where blow - by products are at their greatest. I have a set of the latest design spray jets, which operate at a higher pressure than the originals.