Oil baffle debate.....some interesting data
03-22-2010, 09:33 PM
#16
Rennlist Member
thats what we saw with mobil 1, and then it all went back to 5 bar when we switched to amsoil or redline. 20-50. It was quite remarkable.
again hard to argue with 10 years of racing, and another 7 years with scot, however, with not quite the packed racing seasons.
mk
again hard to argue with 10 years of racing, and another 7 years with scot, however, with not quite the packed racing seasons.
mk
I don't know if this is helpful but here's what I found doing similar things:
Plan A-Racing a stock 4.5 engine, the oil pressure would be awful, dropping to zero before long and eventually staying there when pulling into the paddock with lifters clanging away. Running more or less oil didn't seem to make a difference.
Plan B-Girdle (3/8 spacer), louvered windage shields and a later style pickup tube with the screen portion of the early setup in place to keep oil in the sump.
That was hugely better but I could still see the pressure drop a bit during turns.
I wonder if that clover leaf thing is the hot ticket and would have made plan B a better setup if I'd used it? Hmm...
Plan A-Racing a stock 4.5 engine, the oil pressure would be awful, dropping to zero before long and eventually staying there when pulling into the paddock with lifters clanging away. Running more or less oil didn't seem to make a difference.
Plan B-Girdle (3/8 spacer), louvered windage shields and a later style pickup tube with the screen portion of the early setup in place to keep oil in the sump.
That was hugely better but I could still see the pressure drop a bit during turns.
I wonder if that clover leaf thing is the hot ticket and would have made plan B a better setup if I'd used it? Hmm...
03-22-2010, 11:21 PM
#17
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rocket scientist # 2 observations
To say the motor in the Lemon 928 racer is amazing would be a major understatement.
Mark Anderson drove the car on Saturday morning for 2-3 hours with no cooling fan and a stuck or non functioning thermostat.
Mark was very aware of the overheating issue but was encouraged by the pit crew to remain on track he managed the overheating problem so well he remained on the lead lap and came in when the motor finnally boiled over in 8th place and still on the lead lap.
It was at that time that we discovered that a fan jumper wire had become disconnected leaving the cooling fan inoperable and we also figured out or should I say Mark A figured out that the thermostat was incorrectly installed. During the process of dealing with the overheating problem we dumped many gallons of cold water in to a boiling motor. How we didn't crack the block or a head or blow a head gasket is beyond my comprehension. I have video of the whole boiling over pit stop and will post it if I ever figure out how. It is quite spectacular to watch.
When we finally got the car sorted it ran perfectly for the rest of the weekend all of us routinely pulled 1g plus in most corners and the oil pressure never droped But built consisently climbed with RPMS.
As if the motor hadn't seen enough abuse on day one I tried again to kill the motor during my stint on Sunday. I forgot to turn on the now functional cooling fan. I would run 2 hard laps until the red overheat light came on and the oil temp got to 300deg on the gauge. Then I would run a couple of easy laps until the light went out and the oil temp dropped to 280. I repeated this patteren for 2 HOURS ! and did no apperent damage to the engine.
I think there might be something to the combination of the pan spacer and old style pan and of course the amsoil. It will be interesting to see how that combination does in turn 2 at T-hill during the next race. We will have Traq mate data and hopefully a camera on the oil pressure gauge during the entire race.
Mark Anderson drove the car on Saturday morning for 2-3 hours with no cooling fan and a stuck or non functioning thermostat.
Mark was very aware of the overheating issue but was encouraged by the pit crew to remain on track he managed the overheating problem so well he remained on the lead lap and came in when the motor finnally boiled over in 8th place and still on the lead lap.
It was at that time that we discovered that a fan jumper wire had become disconnected leaving the cooling fan inoperable and we also figured out or should I say Mark A figured out that the thermostat was incorrectly installed. During the process of dealing with the overheating problem we dumped many gallons of cold water in to a boiling motor. How we didn't crack the block or a head or blow a head gasket is beyond my comprehension. I have video of the whole boiling over pit stop and will post it if I ever figure out how. It is quite spectacular to watch.
When we finally got the car sorted it ran perfectly for the rest of the weekend all of us routinely pulled 1g plus in most corners and the oil pressure never droped But built consisently climbed with RPMS.
As if the motor hadn't seen enough abuse on day one I tried again to kill the motor during my stint on Sunday. I forgot to turn on the now functional cooling fan. I would run 2 hard laps until the red overheat light came on and the oil temp got to 300deg on the gauge. Then I would run a couple of easy laps until the light went out and the oil temp dropped to 280. I repeated this patteren for 2 HOURS ! and did no apperent damage to the engine.
I think there might be something to the combination of the pan spacer and old style pan and of course the amsoil. It will be interesting to see how that combination does in turn 2 at T-hill during the next race. We will have Traq mate data and hopefully a camera on the oil pressure gauge during the entire race.
03-23-2010, 08:51 AM
#18
Three Wheelin'
thats what we saw with mobil 1, and then it all went back to 5 bar when we switched to amsoil or redline. 20-50. It was quite remarkable.
again hard to argue with 10 years of racing, and another 7 years with scot, however, with not quite the packed racing seasons.
mk
again hard to argue with 10 years of racing, and another 7 years with scot, however, with not quite the packed racing seasons.
mk
03-23-2010, 01:20 PM
#19
Rennlist Member
Again, we have 1000s of laps around turn 2 at T-hill. never less than 4.5bar, and thats during 260F oil temps and both scot and my 928s with no mods.
(and these laps are on average 10-20 seconds faster a lap than the Lemons racer will EVER see. so, think about the increased g's of a car going 20 seconds a lap faster!)
(and these laps are on average 10-20 seconds faster a lap than the Lemons racer will EVER see. so, think about the increased g's of a car going 20 seconds a lap faster!)
To say the motor in the Lemon 928 racer is amazing would be a major understatement.
Mark Anderson drove the car on Saturday morning for 2-3 hours with no cooling fan and a stuck or non functioning thermostat.
Mark was very aware of the overheating issue but was encouraged by the pit crew to remain on track he managed the overheating problem so well he remained on the lead lap and came in when the motor finnally boiled over in 8th place and still on the lead lap.
It was at that time that we discovered that a fan jumper wire had become disconnected leaving the cooling fan inoperable and we also figured out or should I say Mark A figured out that the thermostat was incorrectly installed. During the process of dealing with the overheating problem we dumped many gallons of cold water in to a boiling motor. How we didn't crack the block or a head or blow a head gasket is beyond my comprehension. I have video of the whole boiling over pit stop and will post it if I ever figure out how. It is quite spectacular to watch.
When we finally got the car sorted it ran perfectly for the rest of the weekend all of us routinely pulled 1g plus in most corners and the oil pressure never droped But built consisently climbed with RPMS.
As if the motor hadn't seen enough abuse on day one I tried again to kill the motor during my stint on Sunday. I forgot to turn on the now functional cooling fan. I would run 2 hard laps until the red overheat light came on and the oil temp got to 300deg on the gauge. Then I would run a couple of easy laps until the light went out and the oil temp dropped to 280. I repeated this patteren for 2 HOURS ! and did no apperent damage to the engine.
I think there might be something to the combination of the pan spacer and old style pan and of course the amsoil. It will be interesting to see how that combination does in turn 2 at T-hill during the next race. We will have Traq mate data and hopefully a camera on the oil pressure gauge during the entire race.
Mark Anderson drove the car on Saturday morning for 2-3 hours with no cooling fan and a stuck or non functioning thermostat.
Mark was very aware of the overheating issue but was encouraged by the pit crew to remain on track he managed the overheating problem so well he remained on the lead lap and came in when the motor finnally boiled over in 8th place and still on the lead lap.
It was at that time that we discovered that a fan jumper wire had become disconnected leaving the cooling fan inoperable and we also figured out or should I say Mark A figured out that the thermostat was incorrectly installed. During the process of dealing with the overheating problem we dumped many gallons of cold water in to a boiling motor. How we didn't crack the block or a head or blow a head gasket is beyond my comprehension. I have video of the whole boiling over pit stop and will post it if I ever figure out how. It is quite spectacular to watch.
When we finally got the car sorted it ran perfectly for the rest of the weekend all of us routinely pulled 1g plus in most corners and the oil pressure never droped But built consisently climbed with RPMS.
As if the motor hadn't seen enough abuse on day one I tried again to kill the motor during my stint on Sunday. I forgot to turn on the now functional cooling fan. I would run 2 hard laps until the red overheat light came on and the oil temp got to 300deg on the gauge. Then I would run a couple of easy laps until the light went out and the oil temp dropped to 280. I repeated this patteren for 2 HOURS ! and did no apperent damage to the engine.
I think there might be something to the combination of the pan spacer and old style pan and of course the amsoil. It will be interesting to see how that combination does in turn 2 at T-hill during the next race. We will have Traq mate data and hopefully a camera on the oil pressure gauge during the entire race.
03-23-2010, 08:08 PM
#20
Race Director
Thread Starter
after watching HOURS of in car footage....it is accurate that the oil pressure climbs with RPM...even in high G turns......there were several spots where MK would slow down in turn 6 and drop to 2nd gear to pass slower traffic...& the oil pressure always follows rpms....it might drop briefly then recover and climb well past 75 psi towards 100psi on the straights
