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And for anyone that missed it here is the data set from a track in California from Geoff. It is the same data that was shown above in a previous post by Golock..
This is the whole session at the bottom with the fastest lap featured in the middle..Oil pressure rock solid all the way and this is the UIDS "without" the updated baffle...
A very fast car with a very capable drive...
More to come since I now have an AIM MXS 1.3 that I can loan out to get data....
Last edited by Porschetech3; 03-04-2023 at 06:14 PM.
You’ve made a great product Skip. I just worry about having moving parts in the sump and no long term data on how it holds up over time. I have to believe that if your slider ever seized due to contaminated oil or some type of defect, that the results would be catastrophic. But hopefully that never happens.
The UIDS also doesn’t address the role that crank flex plays in the rod bearing seizures that are the end result we are all trying to prevent. Porsche fixed the issue on the 9A1 and I think it’s really cool that Hartech engineered a solution for the M96/M97.
The UIDS is not suppose to stop the crank flex...lol
It does't need a bandaid either..
I do think the 8th bearing is a good idea IF you are doing a full rebuild...
The sliding element of the UIDS is a 1 inch shaft...There are much more delicate parts that will effected by contaminated oil before the 1 inch shaft is.
Besides that George and I have already tested the UIDS sliding element for resistance to contaminated oil over a year ago...We purposely used ground up metal shavings from the lath to contaminate the oil in the bench test trying to make it stick, we could not make it stick even with big chunks of debris...the rollers just pushed them away...
And I also recommend everyone do routine oil analysis on the oil anyway...
Last edited by Porschetech3; 03-05-2023 at 12:35 AM.
I will be fully instrumented this year. Unfortunately I wont have a baseline from my (5) previous engines.
If / when I do post data it will probably not be here. But I may come here to cross post if it will help others. I dont spend much time on RL anymore.
One of the problems with Accusump, any Accusump is that it waits until air is in the oil pump before it can do anything.....it has to since a pressure lose.........by the time air is in the oil pump it is already in the the channel and pick-up tube........The air doesn't just disappear...
It is a bandaid...
Agreed. This is why I did not bother to install one when the only connection options were - a filter adapter plate, or - a cooler adapter plate.
Both of which I believed were too far away from the pump to get a signal fast enough and would also push a longer column of air farther.
With an accumulator feeding the pump directly, oil volume is supplied and then re-pressurized by the pump gears faster than any other method...a better band-aid.
At least, that's the theory and the experience of our friends across the pond. I'm going to find out soon enough.
Interesting. What did yiu do to address the starvation each time? Was it DE or club racing?
Club racing (SCCA T2) within a second of the lap record where I test.
My failures were not always simple to explain in terms that have been discussed here. Going into it would likely lead this thread way off topic and honestly I wouldn't have time to answer all the questions..
Let's just say I have a stack of 3.6L cranks with purple #6 rod journals if anyone's buying.
Club racing (SCCA T2) within a second of the lap record where I test.
My failures were not always simple to explain in terms that have been discussed here. Going into it would likely lead this thread way off topic and honestly I wouldn't have time to answer all the questions..
Let's just say I have a stack of 3.6L cranks with purple #6 rod journals if anyone's buying.
Just answer one question, did any of the failed #6 rod journals have a good #7 main bearing?
Hartech has built over 12,000 engines and won multiple sprint and endurance championships. Skip, you’ve built a sump and a catch can. Now seeing that my distaste for you personally continues to negatively impact my professionalism, I hope you will understand if I cease to engage with you further.
Club racing (SCCA T2) within a second of the lap record where I test.
My failures were not always simple to explain in terms that have been discussed here. Going into it would likely lead this thread way off topic and honestly I wouldn't have time to answer all the questions..
Let's just say I have a stack of 3.6L cranks with purple #6 rod journals if anyone's buying.
Understood. But can you at least answer these 2 question.
(1) Where you running a motorsports aos with a 2 qt deep sump at full?
(2) what were your estimated oil temps at failure?
Slaker you can cease to engage me all you want...in fact I wish you had done that before you started your sh*t with me..I don't build engines anymore and hope I never have to build another one..I will just do my little ole UAOS and UIDS.....You can build all the Hartech engines you want..I don't care//////
No, probably about 2% compared to new, unclogged stock rads. They *might* be more durable though. Compared to 20 year old stock rads clogged with bugs and pebbles, perhaps 20% - which you would get with new stock rads.
I just put the whole set on my 996, the CSF is substantially thicker in the tube area (Roughly 3/8 inch).. , We shall see if there is a difference once July gets here..
03-04-2023 | 05:09 PM
