When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
Ran across this photo from back in the day when upgrading from 2V to 4V via a 944S head. No, the pan didn't work, nor did the (restrictive) air cleaners. Cobbled together an intake manifold to accommodate 55mm Weber carbs and had to put a bubble in the hood to clear them. It was a 2.7L to fall into a PCA GT class back then. Made over 300hp; later iterations made 330+. Shifted at 8000. I know, I know, no turbo. But it was running in front of those pesky boosted GT cars....
My story is that was a Lemans replica head made back in the spring of 82. MM hand machined it using pre CNC machines and finger files. Then he gave it a factory cast appearance somehow. It's actually all made out of a solid block of unubtanium even the valve train. Or that's the one that was a replica to that one I mentioned but it was made sometime later.
Had to go back and find the photo to get a date: Sept, 1994.
I never ran balance shafts, and never had a discernable engine vibration. Yes, I Loctited all the fasteners (would have anyway), and kept an eye on bracketry and what not. Internally, 1/16NPT plugs to block the balance shaft oil feeds and capping the front of the balance shaft housings are all that's needed. No balance shafts was part of my KISS principle, and I never experienced a downside.
The pan was designed by a big-time pan fab shop (see decal). They told me they learned from NASCAR that the oil was always thrown to the right side due to crankshaft rotation, so pick-ups were only needed on that side regardless of G load. The pan in the pic had internal tubes to the passenger side. Who was I to dispute their experience? A few crankshafts later, I confirmed the oiling problem by shutting the engine down at full song and immediately pulling a scavenge line off the pan. Found the pan FULL of oil when it should have been empty. Guess they were wrong... I redesigned another pan with scavenges on both sides (using a stock wet sump pan), and an internal baffle and never had another problem. Live and learn. I've got pics of that pan somewhere if anyone is interested. I also used a crank scraper. BTW, I found that 8000 was okay with the dry sump 944, but lost one big time shifting at 8500 (rod bearing failure, chucked a rod). I've gotta believe the issue is with crankshaft oil passage design from main bearing to rod bearing, but I never pursued it.
Why would you want photo's of something that didn't work? How about photo's of a real dry sump pan. Or anything MM has designed or put together(now those are the photo albums we all want to see) or any other cool parts we all know he has laying around. Of course MM's rod mod would have saved that engine if that was a stock oil pan. Or an oil change and a stock oil pan.
I believe you miss read. The pic we want to see is the second oil pan Michael designed that worked....the first pan was the one that didn't work. The failure at 8500.....if I am interpreting properly what Michael said was due to the crank oil passage not the second pan design.
I believe you miss read. The pic we want to see is the second oil pan Michael designed that worked....the first pan was the one that didn't work. The failure at 8500.....if I am interpreting properly what Michael said was due to the crank/oil pump combo not the pan design.
the oilpump cavitates (air in oil) above 8000 Im told.
03-21-2018, 05:56 PM
944 4V
