Oil feed diagram

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Oil feed diagram

Post by URALNUT60 » Mon Jan 13, 2020 8:10 pm

Has anybody ever seen a illustration of how oil flows through a ural 650 motor? Thanks

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Re: Oil feed diagram

Post by rougaroo » Tue Jan 14, 2020 12:40 am

Here you go-
Ural Oil Flow Diagram.jpg
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Re: Oil feed diagram

Post by URALNUT60 » Tue Jan 14, 2020 8:20 am

Thank you

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Re: Oil feed diagram

Post by URALNUT60 » Tue Jan 14, 2020 8:20 am

Thank you

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Re: Oil feed diagram

Post by rougaroo » Tue Jan 14, 2020 9:11 pm

Tried out Google Translate on this. Seems to have worked:

1-oil
2- oil collection pocket For oil passage to the rear bearing, distribute the shaft,
3- channel in the housing of the rear bearing for oil passage,
4- calibrated oil passage hole,
5- crooked oil traps,
6- vertical oil channel into the housing rear on
7- oil pan,
8-channel oil passage to oil filter,
9- bypass valve,
10- oil filter,
11-main line,
12 oil scraper pistons,
13-holes in the upper connecting rod for lubricating the piston pin, 14- hole in the boss To lubricate the piston
15- hole in the finger
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Re: Oil feed diagram

Post by URALNUT60 » Tue Jan 14, 2020 9:16 pm

So when oil leaves the pump does it flow to front main bearing and cam bearing misting the camshaft and bushing and trickling down the pushrod tube oiling the top end and returning to sump through drain hole in head and cylinder, the rear main bearing is last to receive oil with excess hitting the slingers on both ends of crank, trying to figure out sequence that oil travels throughout engine pump to sump, thank you for your input

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Re: Oil feed diagram

Post by URALNUT60 » Thu Jan 16, 2020 2:27 pm

Reason for all the questions, 97 650 original crank went around 5k miles, Right side con rod bearing froze up, rebuilt motor flushing all passages with cleaner and compressed air New big end bearings new crank, new oil pump, primed motor before putting covers on, everything seemed fine, cap on top of motor came loose were oil pump gear fits, trapped itself between block and alt, oil spewing out, good sign, at 600 mi, riding along death rattle in bottom end kicker locked up , rear tire skidded, pulled clutch in pushed to side of road, haven't had chance to tear down yet, with the amount of oil coming out the top falling down on crank can't believe it would be a lubrication problem, is there any history as to right side or left side oiling problems? Every time I dropped valve covers there was small puddle of oil inside, on first mishap right rod bearing seizes but no oiling issues in right side cylinder, would like to hear everyone's thoughts?

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Re: Oil feed diagram

Post by Mr Wazzock » Thu Jan 16, 2020 3:38 pm

cap on top of motor came loose were oil pump gear fits
Yep my dealer rebuilt a motor for someone couple of years ago, exact same thing cap unscrewed and came off, which means gear lifts up so oil pump stops. Engine trashed. Consequently he glues that cap down with Silcoset, is part of his PDI on new ones too, hence mine is. AND there's a line on it so can tell if it's moved (unscrewing).
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Re: Oil feed diagram

Post by Mr Wazzock » Thu Jan 16, 2020 3:43 pm

PS: see also Gobium's video about testing the oil circuit before putting the timing cover back on, when reassembling an engine.

Might be at lemoto.info if not on youtube
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Re: Oil feed diagram

Post by URALNUT60 » Thu Jan 16, 2020 4:32 pm

Yes I watched his video and put it to use to prime and check oil pump and that passages are clear

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Re: Oil feed diagram

Post by URALNUT60 » Thu Jan 16, 2020 5:21 pm

So the cap came off in the neighborhood, can't say I seen the drive gear for pump poking out the top, block away from house and returned, retightened cap, gear could of popped up I guess and seated itself at sometime, bike ran for close to 100 miles, anything can happen, could the bike make it that long after loss of lubrication? Thanks

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Re: Oil feed diagram

Post by URALNUT60 » Thu Jan 16, 2020 7:32 pm

Am I correct in saying that the only oil lubrication the connecting rod bearings get is from oil splashed on the crank? There is no other means of oil delivery to the rod bearings? Thanks

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Re: Oil feed diagram

Post by jeffsaline » Thu Jan 16, 2020 8:33 pm

Is 15 in the oil diagram a pressure feed through the crankshaft to the rod big end bearings?

I have no experience with the innards of any Ural engine other than a top end job on a 750.

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Re: Oil feed diagram

Post by Desantnik-VDV » Thu Jan 16, 2020 8:48 pm

15 - отверстия в пальце коленчатого вала для смазки подшипника нижней головки шатуна
15 - holes in the crankshaft pin for lubricating the bearing of the lower connecting rod head ( lower end head bearing?)

"under the influence of the same centrifugal force, through the holes in the fingers it goes to the rollers of the bearings of the lower connecting rod heads"

More info in Russian for translation if you like:

Система смазки мотоцикла Урал

Очень хочется надеяться, что, прочитав этот материал, вы не только узнаете все таинственные пути движения масла по невидимым каналам, но и обретете собственное (быть может, несколько отличное от "инструкции по эксплуатации") мнение по поводу того, какое именно масло использовать, когда его менять и нужно ли маяться с установкой масляного радиатора.
Надо сказать, что конструкции двигателей "Уралов" и "Днепров" принципиально ничем друг от друга не отличаются, но уж, коль речь завели о системе смазки, то тут как раз налицо большая разница. В основном она заключается в организации подачи масла к нижним головкам шатунов, в остальном же все более или менее одинаково.
Начнем с мотоцикла Урал. Согласно инструкции система смазки у него комбинированная: часть деталей смазывается под давлением от масляного насоса, остальные посредством разбрызгивания масла и образующимся при этом масляным туманом. Все просто, осталось только разобраться, что входит в понятия "часть" и "остальные".
Масляным резервуаром у мотоцикла Урал является нижняя часть картера, где в глубине моторного масла утоплен односекционный шестеренчатый насос. Он приводится в действие (вращение) от распределительного вала. Масло забирается насосом из резервуара, нагнетается по вертикальному каналу в горизонтальную трубку картера, являющуюся главной магистралью системы смазки. На мотоциклах, начиная с модели мотоцикл М-66, устанавливается картонный масляный фильтр, обеспечивающий очистку масла на пути следования от насоса. Параллельно фильтру установлен так называемый редукционный клапан. Его назначение - перепускать масло в обход фильтра в случае, если последний сильно загрязнен или масло настолько загустело из-за низкой температуры, что насос не в состоянии его протолкнуть сквозь фильтр.



Далее из главной магистрали масло подается к "потребителям". По двум вертикальным каналам оно поступает к корпусам коренных подшипников коленчатого вала, вытекая из которых, попадает в маслоуловители. Часть масла из корпуса переднего подшипника по кольцевой проточке поступает в канал, заканчивающийся маслопроводной трубочкой, из которой "поливается" ведущая шестерня газораспределительного механизма, от которой, в свою очередь, смазываются шестерни распредвала и генератора.
Масло, попавшее во вращающиеся маслоуловители, под действием центробежной силы заполняет их внутреннюю кольцеобразную форму. Благодаря отверстиям в уловителях масло устремляется во внутренние полости шатунных пальцев коленчатого вала. И уже отсюда, под действием все той же центробежной силы, по отверстиям в пальцах поступает к роликам подшипников нижних головок шатунов,
Излишнее масло, выливаясь через зазоры в роликоподшипниках шатунов и из маслоуловителей, разбрызгивается по всему внутреннему объему картера. Благодаря вращению коленчатого вала по часовой стрелке (если смотреть на двигатель спереди) масляные брызги омывают верхнюю стенку правого цилиндра. Кроме того, они залетают в масляные карманы, где осаждаются и самотеком подходят к подшипнику скольжения ведомой шестерни привода маслонасоса, а из другого кармана к заднему подшипнику распределительного вала (у нижнеклапанных двигателей ранних выпусков распределительный вал имел оба подшипника скольжения и соответственно на один масляный карман больше).
И еще один путь ответвляется от главной масляной магистрали. Он подводит масло к кольцевому каналу на фланце левого цилиндра, где на верхней стенке имеются отверстия. Существует ошибочное мнение, будто бы это сделано из-за того, что левый цилиндр охлаждается хуже правого, в который бьет упругая струя встречного потока воздуха, отраженная от кузова коляски. Конечно, это заблуждение. Дело в том, что верхняя стенка левого цилиндра оказывается "в тени", туда почти не попадают масляные брызги, разлетающиеся от вращающегося коленчатого вала. Вот потому-то и предусмотрена дополнительная смазка. В конце концов, не все же "оппозиты" эксплуатируются с "люльками".
До сих пор разговор шел о наиболее нагруженных деталях двигателя, к которым масло подается принудительно. А как поживают другие механизмы, которые тоже нуждаются в смазке?
Быстрое вращение деталей кривошипно-шатунного механизма, интенсивное разбрызгивание масла и высокая температура способствуют образованию в картере так называемого масляного тумана, которым смазываются рабочие поверхности цилиндров, поршневых пальцев, направляющие толкателей, коренные подшипники коленчатого вала, шарикоподшипник и кулачки распределительного вала, толкатели и другие трущиеся детали.
Масляные брызги попадают также в полости сочленений картера и кожухов штанг, по которым осаждемое масло стекает в головки цилиндров, где разбрызгивается коромыслами, клапанами и пружинами, обильно смазывая эти детали. Излишки скапливающегося масла из головок цилиндров стекают по дренажным трубочкам в картер. Аналогичные дренажные каналы возвращают в картер масло, "выполнившее свой долг", из полости коробки распределения и масло, отраженное сальником маховика.
Вот мы и рассмотрели пути моторного масла "из картера в картер" на примере мотора мотоцикла урал.
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Re: Oil feed diagram

Post by Korto » Fri May 15, 2020 9:07 am

A google-translate:
Ural motorcycle lubrication system

I really want to hope that by reading this material, you will not only learn all the mysterious ways of oil movement through invisible channels, but also find your own (maybe a little different from the “instruction manual”) opinion about which oil to use, when to change it and whether it is necessary to toil with the installation of an oil cooler.
It must be said that the design of the Ural and Dnieper engines is basically the same, but since we are talking about a lubrication system, there is a big difference. Basically, it consists in organizing the supply of oil to the lower heads of the connecting rods, but otherwise everything is more or less the same.
Let's start with the Ural motorcycle. According to the instructions, his lubrication system is combined: some of the parts are lubricated under pressure from an oil pump, the rest by spraying oil and the resulting oil mist. Everything is simple, it remains only to figure out what is included in the concepts of "part" and "rest".
The Ural motorcycle's oil reservoir is the lower part of the crankcase, where a single-section gear pump is recessed in the depths of the engine oil. It is driven (rotation) from the camshaft. The oil is taken by the pump from the reservoir, pumped through a vertical channel into the horizontal crankcase tube, which is the main line of the lubrication system. On motorcycles, starting with the M-66 motorcycle model,a cardboard oil filter is installed to ensure oil cleaning along the route from the pump. A so-called pressure reducing valve is installed in parallel with the filter. Its purpose is to bypass the oil bypassing the filter if the latter is very dirty or the oil is so thickened due to the low temperature that the pump is not able to push it through the filter.
Further from the main highway oil is supplied to the "consumers". Through two vertical channels, it enters the housing of the crankshaft main bearings, flowing out of which, it enters the oil traps. Part of the oil from the front bearing housing through an annular groove enters a channel ending in an oil pipe, from which the drive gear of the gas distribution mechanism is “watered”, from which, in turn, the camshaft and generator gears are lubricated.
Oil caught in rotating oil traps, under the action of centrifugal force, fills their inner annular shape. Thanks to the holes in the traps, the oil rushes into the internal cavities of the crankshaft connecting rod fingers. And already from here, under the influence of the same centrifugal force, through the holes in the fingers it goes to the rollers of the bearings of the lower connecting rod heads,
Excess oil, pouring through the gaps in the roller bearings of the connecting rods and from the oil traps, is sprayed across the entire internal volume of the crankcase. Due to the clockwise rotation of the crankshaft (when looking at the engine from the front), oil sprays w@$# the upper wall of the right cylinder. In addition, they fly into oil pockets, where they settle and gravity fit to the plain bearing driven gear of the oil pump drive, and from another pocket to the rear camshaft bearing (for lower valve engines of early releases, the camshaft had both plain bearings and, accordingly, one more oil pocket).

And another path branches off from the main oil line. It leads the oil to the annular channel on the flange of the left cylinder, where there are holes on the upper wall. There is an erroneous opinion that this was done due to the fact that the left cylinder cools worse than the right one, into which the elastic stream of the oncoming air stream hits reflected from the body of the stroller. Of course, this is a fallacy. The fact is that the upper wall of the left cylinder is "in the shade", oil sprays that fly away from a rotating crankshaft hardly get into it. That is why additional lubrication is provided. In the end, not all "opposites" are exploited with "cradles".
So far, the conversation has been about the most loaded engine parts, to which oil is supplied by force. And how are other mechanisms that also need lubrication?
The rapid rotation of the parts of the crank mechanism, intensive spraying of oil and high temperature contribute to the formation of the so-called oil mist in the crankcase, which lubricates the working surfaces of the cylinders, piston fingers, guide pushers, crankshaft main bearings, ball bearings and camshaft cams, pushers and other friction the details.
Oil spray also falls into the cavity of the joints of the crankcase and the casing of the rods, through which the deposited oil flows into the cylinder heads, where it is sprayed by rockers,valves and springs, abundantly lubricating these parts. Excess accumulated oil from the cylinder heads flows down the drain tubes into the crankcase. Similar drainage channels return to the crankcase the oil that has "fulfilled its duty" from the cavity of the distribution box and the oil reflected by the oil seal of the flywheel.
So we examined the ways of motor oil "from the crankcase to the crankcase" on the example of the motorcycle engine Ural.
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