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Ford-Mazda Oil Pump Upgrade Document

The document discusses oil pump tests and an upgrade option for Ford Ranger and Mazda BT-50 trucks with 2.2L and 3.2L diesel engines. It describes issues with the original variable displacement vane oil pumps and presents test results showing that a replacement gear pump provides better oil pressure and flow while using only slightly more power.

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ducatiss900
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100 views5 pages

Ford-Mazda Oil Pump Upgrade Document

The document discusses oil pump tests and an upgrade option for Ford Ranger and Mazda BT-50 trucks with 2.2L and 3.2L diesel engines. It describes issues with the original variable displacement vane oil pumps and presents test results showing that a replacement gear pump provides better oil pressure and flow while using only slightly more power.

Uploaded by

ducatiss900
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
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Ford Ranger & Mazda BT-50 Duratorq TDCi Puma

2.2lt GBVA P4AT and 3.2lt SAFA P5AT


Oil Pump Tests and Upgrade Option
(Research and testing by Brett Harth & Philip Sturgess, Engine Australia)

The Duratorq TDCi 4 cylinder 2.2lt and 5 cylinder 3.2lt engines are from the Ford Puma
ZSD family of engines first introduced in Australia in the Ranger/BT-50 in 2011. Many
variations had been available since 2000 in Ford Mondeo and Transits, Jaguar, Land
Rover, Volvo and Mazda. The 2.2lt was rated at 110 kW and the 3.2lt at 147 kW. These
engines are both fitted with the same variable displacement vane oil pumps – O.E.
reference BK2Q6600AC/BA/BB/CA, U20114100 & U20314100. Ford explains ‘A
conventional (gear) oil pump has a linear output of pressure based on engine RPM. The oil
pump in these engines have a feedback line that takes oil pressure from the ladder-frame
and feeds it back to the variable displacement portion of the pump. At idle the oil
pressure is about 105 kPa, as the RPM increases to 2000 the oil pressure will also
linearly increase to 300 kPa. The oil pressure stays at 300 kPa for any additional RPM
increase above 2000 RPM.’
The Theory
The variable displacement oil pump has been added to these engines to help improve
engine efficiency by cutting down on engine parasitic loads. The oil pump’s function is to
provide lubrication and cooling to the engine by delivering adequate oil flow based on
engine demand. Standard gear and vane pumps are positive displacement pumps that
have an output characteristic approximately linear with speed. This results in oil flow
rates at higher RPM in excess of the engine requirements. The ‘excess’ oil is
conventionally discharged through a regulating valve (pressure relief valve) at high
pressure, meaning a loss of energy and unnecessary heating of the oil. The variable
displacement oil pump has been designed with the intention of significantly reducing
these losses by limiting the oil displacement to a pre-determined volume and pressure
above a set engine RPM.
As with standard gear and vane pumps, the gears/vanes create a vacuum in one side of
the pump housing, drawing oil up the pick-up pipe from the oil pan. The gears/vanes then
displace the oil into the engine oil gallery. The higher the engine RPM, the higher the
displaced oil volume and pressure. Vane pumps usually have slipper springs behind each
of the vanes to ensure they seal on the walls of the stator. The variable displacement
vane pump does not have these springs due to the unusually high amount of travel of the
vanes in the rotor because of the eccentricity between stator and rotor. The pump
relies on centrifugal force to push the vanes out to the stator. There is also an oil feed
from the oil gallery in the ladder-frame back to the pump to help stabilise the pressure
and force the vanes out.

© Copyright Engine Australia July 2018


The Problems
Vane oil pumps are not traditionally used in engine applications. They have a long history
in hydraulic applications where they are typically fitted with an oil filter on the intake
side. There is no intake oil filter in this application. This leads to accelerated wear on the
vanes where they are loaded against the outside circumference of the rotor. This is
accelerated by the high amount of travel of the vanes. This wear allows the vanes to
stick or catch and the pumps to lose oil pressure resulting in crankshaft bearing and/or
piston scuffing or seizure. In severe but all-to-common cases, the hardened and very
brittle vanes fracture when they catch and then are driven against the stator due to the
eccentricity. One of the symptoms of these conditions is the well-known ‘ten minutes to
replace the oil filter when doing an oil change’ condition that is stipulated by Ford.
Failure to accomplish this task in the allotted time may result in the inability to prime
the oil pump when restarting the engine. Vane fracture results in a parked vehicle and
probably the need for an engine rebuild.
The Testing
Engine Australia decided to find a solution to this oil pump problem in an otherwise
excellent engine. We built an electric motor driven oil pump testing rig. It is driven by a
5.5 kW high speed balanced electric motor, capable of 6000 RPM. We have fitted high
accuracy Stauss pressure and Macnaught flow gauges, and a Techtop AC variable speed
drive and controller. We tested the O.E. variable displacement pump at 800, 1000 up to
5000 RPM (in 250 RPM increments), recording oil pressure, flow rate and engine power
at each marker. We then tested a suitable replacement gear pump at the same settings
and recorded the same data. We then ran the motor without the oil pump connected
and recorded the power requirements of the electric motor at each marker. These
values were subtracted from the previously recorded values at the equivalent markers to
determine the drive power of only the oil pumps. The data from both pumps has been
tabulated and graphed and is shown below.

Variable Displacement Vane Pump

Traditional Gear Pump

© Copyright Engine Australia July 2018


Engine Australia Oil Pump Test Rig

© Copyright Engine Australia July 2018


RPM Vs. Oil Pressure (kPa)
600
550 550 550 550 550 550 550
520 530 530 540
510
490 500
500

400 390 390 380 390


400 360 370 370 380 380
Oil Pressure (kPa)

340 330 350


330
300 310 320
300 270

190
180
200
140

100

© Copyright Engine Australia July 2018


0
0 1000 2000 3000 4000 5000 6000
Engine RPM

Gear Pump Oil Pressure (kPa) Vane Pump Oil Pressure (kPa)

© Copyright Engine Australia July 2018

© Copyright Engine Australia July 2018


© Copyright Engine Australia July 2018

The Results
The test results verify that the variable displacement vane pump consumes less power
than its gear driven equivalent. In normal driving conditions the engine would rarely see
more than 2500 RPM – maybe the occasional 3000 RPM. Highway cruising and typical
driving will usually be less than 2000 RPM. At 2000 RPM the extra power draw for the
gear pump is 0.47 kW, at 2500 RPM 0.71 kW and at 3000 RPM 0.95 kW. The small
loss in engine power is far outweighed by the benefits to the engine from increased oil
flow and oil pressure. By replacing the O.E. vane pump with a gear pump, you increase
the reliability of your engine and do not have to be concerned about the ’10 minute oil
change’ rule or engine failure due to oil pump failure.
Diesel Performance Parts offers a direct replacement gear driven oil pump to replace
the O.E. variable displacement vane oil pump. It has all the benefits of increased oil flow
and pressure across the full RPM range, with a very small power penalty in the normal
operating range. The gear pump is a must for performance applications due to its
increased oil flow and pressure. The graphed values above are from testing real oil
pumps, chain driven through the standard sprockets by an electric motor.
Available from:

Note: The RPM values above are for the electric motor – equivalent to the engine speed. The oil pumps rotate 1.25
times faster than the motors.

© Copyright Engine Australia July 2018

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