From the images it seems to just be the core.

 

They do not. Height is to the upper lip. Google "Mahle Behr CLC61000P" for dimensions of the 997S cooler.

 

It's the thread that keeps on giving! Another new car. Slakker sent me this data from a 3.2l Boxster running a Stock Sump plate! I don't know much else about the car yet.(mileage, oil pressure tap, oil level) The track is Eagles Canyon Raceway in Texas. Here's the track


And here's the session overview. It's been a while since we've seen this level of oil pressure drops. Applying our Engine Risk Analysis finds this engine at ER35. It occurs in turn 2 which is track segment 3. It is not the largest pressure drop, but it occurs at a point where the car is accelerating out of the turn. The oil and water temps follow the normal increase over the session with the last few laps nearly the same. Pressure drops increase as the oil temperature increases.

Here's the lap summary showing the oil details


Here is a zoom in on the first full speed lap and the lap with the lowest oil pressure risk. The pressure drops follow the same patterns from Jason's engine. The drops start shortly after the car goes through a high G event. I've put the cursor at the location where the engine risk exists.(only on the 'green' lap)


Here is a further zoom in on the engine risk segments. The drops in section 2 are much larger, but because the RPM's are below 4500, the engine risk is not triggered.



From this data, and assuming the engine doesn't have too many miles on it and is filled with 5W40 oil to mid-point on the dipstick and has a pressure sensor in a similar location to Jason's, we can claim the baseline shows large pressure drops similar to what we see in Jason's engine with the 2qt deep sump. Detail differences between engines would keep us from making direct comparisons, but the general statement is OK.

Please post questions. I'll answer as well as I can.

 

Great analysis. 69k miles, stock AOS, Amsoil Dominator 15W50, oil fill 3/4 on "dipstick".

 

Any idea

1. What lap times are?
2. Why the oil and water temps are so low?

 

1. Lap times are listed and are reasonably slow as I continue sorting the car and learning the track. I think a high 2:08 is the track record for a Spec Boxster and this car should be decently quicker than that.
2. Water temps are due to running straight water with Water Wetter, center radiator, and lower ambient temperatures. Oil temp list is from the Bank 2 cylinder head and seems to be reading about 18-20 degrees F less than stock location. Oil pressure from the Bank 1 Cylinder head with an AIM pressure sensor instead of stock.

 

@Slakker Please share what tires you were running and your suspension setup. Lateral G's look decent, must be a fun car. Thanks!

 

Hankook z214 245F/275R on 18's
Moton 2way remote
Monoball links throughout
GT3/Tarrett adjustable sways

It's a lot of fun. I'll be moving to Pirelli DHB's when the Z214's give up so might be interesting to see what impact that change has on the data.

 

What are you planning in doing to the engine to stabilize the oil pressure?

 

I have the following items lined up for testing but still want to get some additional data off of the stock sump first....

- LN deep sump
- UAOS
- Hartech deep sump
- Hartech oil drive cover w/ Accusump connection

I will also have a Used Oil Analysis back in a few days for posting as well.

 

A lot of testing! It will be good to see. I'd be worried about making sure you get the right temp readings as a just in case. Appreciate the posting of the data. Thanks

 

Thanks. Testing and development is the fun part for me and this car's primary purpose. I will be doing quite a bit with brakes as well over the next few months...

I'm not sure I understand what you are saying on the temp readings though. Could you expand a little? I'll investigate the delta between the AIM sensor on the head and the stock reading from the sump but stock oil and water temps are consistent with what I would expect for this time of year.

 

Your water temp gauge will read between 180-190 when the engine is warmed up. On the track, depending on how you drive, length of straights, air temps, oil used, length of time on the track at speed, etc. Water works its way upwards of 220 to 240+. A long track can get even higher. You will know it because your water temp gauge will go off at ~250. Oil temps behave the same way with a lag to water and then will swamp the water temps. Again, depending on the track, oil temps can rise above 260 on their way to 290 of which I understand may be followed very quickly by engine failure. Given your temp readings are a byproduct of where you are collecting the temps from, you may want to figure out a scale to pay attention too.

It's easy to control the temps by keeping your track session under 25 min. But what if you are at Eagle Canyon with a member and you decide to do a 45 min session and your temps skyrocket. What temp levels should you be worried about given the sensor location?

 

I still have the stock oil temp sensor and that's the reading I generally use for consistency purposes. And I never want to see oil temps above 250F.

But the first three things I do to my track cars are install a center radiator, low temp therm, and swap the coolant mix for water/water wetter. I also delete the radiator fans, condensers, shrouds, and wheel liners. This has always kept my water temps around or below 200F and my oil temps 220-240F. The only downside is if I get stuck on the grid for an extended period, I have to turn off the engine to manage my water temp. I also use 15W50 race oil so that if my oil temps do get up around 250F for some reason, I will still have above 12 centistokes of viscosity which is generally considered the minimum required for protection.

I joined Eagles Canyon in Oct and spend most weekends at my garage down there tinkering on the Boxster. I only have about a dozen full sessions on track though because I'm generally just taking it out to test the latest change which is sometimes a single lap when it doesn't go well. But with the harness thinning complete, M5 ABS sorted, the AEM ECU dialed in, air jax and nitrogen system setup, and the 16ch IR sensors installed on tires and brakes, I'm getting closer to being able to spend more time on track.

And good point on the longer sessions. Since the 1 hour enduros are first thing in the morning, I will probably wait until it warms up more and then post a session to analyze the effects of heat soak on the engine.

 

👍

All we need is an oil cooler and we are golden!