windage tray for 16v
11-08-2005 | 08:05 PM
#5
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Joined: Dec 2001
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From: Horicon, WI
I've just finished penciling out a deal with Kevin at Crank-Scrapers.com to represent their 16v and 32v scrapers and windage trays in our catalogs.
They have the right documentation and dyno charts to prove that their's is the real deal - and a quality product that I am happy to represent.
I'll have up for sale within next 2 weeks.
They have the right documentation and dyno charts to prove that their's is the real deal - and a quality product that I am happy to represent.
I'll have up for sale within next 2 weeks.
11-09-2005 | 05:01 AM
#7
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Joined: Jul 2002
Posts: 657
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From: Kristiansund, Norway
I just ordered scrapers for my 16V engine from Crank-Scrapers.com. I went with the "option 2", with plates that direct the oil from the heads into the sump, but not the full Vindage tray set-up (because of cost). I already have a sump baffle from a GTS installed, hopefully I don't have to worry about 2/6 bearing failure now...
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11-10-2005 | 12:15 AM
#10
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Joined: Oct 2003
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From: N NJ
Windage tray should dramatically cut down on the 16v oil mist to the separator, wouldnt ya think? It's my last line of defense before adding on a oil catch can. Somthing I don't have the room for.
11-10-2005 | 10:43 AM
#12
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Joined: Jul 2003
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From: Minneapolis, Minnesota
Originally Posted by toofast928
Windage tray should dramatically cut down on the 16v oil mist to the separator, wouldnt ya think? It's my last line of defense before adding on a oil catch can. Somthing I don't have the room for.
I'm looking to put in a scraper for mist control. Even with the rebuilt engine and good compression numbers I blow out too much oil. Around 1/3 quart each half hour. That's with the oil filled 1/2 quart low on the stick. If I filled it to the line it'd blow out the first 1/2 quart too.
My home track (BIR) features a 3/4 mile straight where I go WOT through 3rd and 4th and into 5th. That can't be helping. Needle passes 140 then time for a turn. Fun!
11-10-2005 | 12:20 PM
#13
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Joined: Dec 2001
Posts: 7,005
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From: Horicon, WI
IMHO - if you are not spending time above 6,000 RPM, you will not have any 2/6 bearing problems normally. And, unless you have changed your tuning and power curve, I do not understand why anyone would take a stock engine up there as the power curve falls off and you should shift to a different gear.
The 928 is a torque motor (IMHO) and not a RPM motor (read the specs!) - so just tune and build your motor to develop its power band from 3 to 6k (like Porsche did) and your crank will be fine. No 2/6 problems. Stay away from RPM's north of 6,000.
That said - there are a number of racers up there - Mark A, John V, etc. BUT - you need to understand that they are not in those RPM's casually - they have done a lot of work and changes to allow their engine to do that, and their engines DO produce power up there.
Don't forget that - even with a windage tray setup, a long carousel turn at high lateral G's - like the Carousel at Road America - will starve an engine of oil . The windage tray will only help in short-duration sloshing back-and-forth. It DOES help, there is no doubt, but if you are going to spend upwards of 15 seconds in a constant high lateral G turn (like a carousel) the only thing I know of that can save you is a dry sump system or a 3-quart Accusump.
The 928 is a torque motor (IMHO) and not a RPM motor (read the specs!) - so just tune and build your motor to develop its power band from 3 to 6k (like Porsche did) and your crank will be fine. No 2/6 problems. Stay away from RPM's north of 6,000.
That said - there are a number of racers up there - Mark A, John V, etc. BUT - you need to understand that they are not in those RPM's casually - they have done a lot of work and changes to allow their engine to do that, and their engines DO produce power up there.
Don't forget that - even with a windage tray setup, a long carousel turn at high lateral G's - like the Carousel at Road America - will starve an engine of oil . The windage tray will only help in short-duration sloshing back-and-forth. It DOES help, there is no doubt, but if you are going to spend upwards of 15 seconds in a constant high lateral G turn (like a carousel) the only thing I know of that can save you is a dry sump system or a 3-quart Accusump.
11-10-2005 | 01:38 PM
#14
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Joined: Jul 2003
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From: Minneapolis, Minnesota
Carl,
Dyno runs show my Euro S has a power peak at about 5950rpm. I'll take it up to 6500 to maximize overall power applied. (Mark? Mark?) Not in a corner, though. Fun to see those 944 Turbos and N/A 911s getting smaller in the rear-view mirror.
Dyno runs show my Euro S has a power peak at about 5950rpm. I'll take it up to 6500 to maximize overall power applied. (Mark? Mark?) Not in a corner, though. Fun to see those 944 Turbos and N/A 911s getting smaller in the rear-view mirror.
11-11-2005 | 03:43 AM
#15
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From: Kristiansund, Norway
Agreed, my EuroS pulls to the redline. I am rebulding my engine for a Lysholm supercharger and would like as much power as possible. Of course, if the engine can handle 6.500rpms it will produce more power than at 6.000... (At least a Euro S engine)
The engine management system I will use can handle input from a G-meter, so I can use the "soft rpm limiter" to stay below, say 5.000rpms, in high-G turns!
The engine management system I will use can handle input from a G-meter, so I can use the "soft rpm limiter" to stay below, say 5.000rpms, in high-G turns!