36 Oiling Systems

June 2016 |EngineBuilder I systems inentrylevelandstock courses don’tallowdrysumpoiling allowed. A lotofdirttracksandroad type ofoilpumporoilingsystemis by trackrules thatrestrict what system. is willingtoinvestinalubrication RPM andhowmuchyourcustomer road race,off-road ormarine),engine application (street, drag,circle track, to thatquestionwilldependonthe system should you use? The answer system shouldyouuse?Theanswer “dream engine”whattypeofoiling f youare buildingacustomer’s Your choicesmayalsobelimited [email protected] By LarryCarley, Technical Editor Choosing theRightSystemforJob Oiling Systems Wet &DrySump engine. the to supply oil asteady maintain and air and oil separate , the of out oil pull pumps suction multi-stage with systems Dry inside the pan may be so severe that inside thepanmaybesosevere that and lateralG-forces increase, oilslosh soft racecompoundrubber. As fore, aft and thestocktires are replaced with modified toenhancecorneringagility stopping power, whenchassisare brakes are modifiedtoincrease possible moment. may run outofpressure attheworst vehicle faster, thestockoilingsystem make more powerand acceleratea engine isbeingbuilttorev higher, driving, butnotmuchmore. Ifan pan are usuallyadequate foreveryday with astockoilpumpand lubricated. other componentsandkeepingthem It’s thekeytoprotecting allofthese oiling systemisnotanafterthought. the oilingsystem.Badmistake!The to pinchpennieswhenitcomes spent enoughalready andmighttry and valvetrainmayfeellikehe’s , balancing,ahotcam,lifters valve work,aforged crankorstroker for blockwork,,rods, heads, has already spenta tonofmoney out tosavemoney. A customerwho ultimately decideupon,don’tcheap system youandyourcustomer classes tokeepcostsdown. The same risks hold true when The samerisksholdtrue when A stockwetsumpoilingsystem Regardless ofwhattypeoiling some applications due to bolt hole some applications duetobolthole Installation mayalsobeanissue on standards maybehard toseal. you need,andifmadetopoor quality They maynotprovide theoilcontrol and are madeofthinnergaugesteel. pans thatdon’thaveproper baffling cooler andlastlonger). oil capacity(whichhelpstherun clearance forsuch)andincreases total sump alsohelps(assumingthere is will staysubmerged inoil. A deeper to reduce oilsloshsothepickup Performance panshavebetterbaffling aftermarket performanceoilpan. the stockoilpanwithagoodquality wet sumpsystemwouldbetoreplace into theoilpump’spickup. go up,sodothechangesofsuckingair pump. ButasG-forces inanydirection cornering forces without starvingthe acceleration, decelerationand stock oilpanscanhandle“normal” happening atanygiventime.Most road racingdepending onwhat’s the equivalentofdragracingor not thatdemanding,butitcanbe Street performance isnormally Recommendations Street Performance capabilities matchtheapplication. to makesure theoiling system’s bearings. Consequently, it’s essential be badnewsfortherod andmain remedied almostimmediately, itcan in oilpressure. Ifthesituationisn’t leads toasuddenandprecarious drop the pickupstartstosuckair, which Watch outforcheapknock-off oil A recommended upgradefora misalignment. can usually provide adequate oil Cast aluminum pans with fins can pressure for an engine that won’t turn provide some additional cooling benefits more than 6,500 RPM – provided it and will enhance the appearance of the is a low mileage pump with normal engine. Just remember that aluminum is clearances, not an old high mileage brittle and may crack and leak if you hit pump with lots of internal wear. So at something, whereas a steel pan will dent. the very least, a new oil pump is always For more serious street performance recommended. applications, one aftermarket oil pan The output of many stock spur gear manufacturer recommends replacing style pumps starts to flat line around Aftermarket performance oil pumps come the stock oil pan with a road race pan. 6,000 RPM. As the gears spin faster and in different designs and configurations for A road race pan is designed with baffles faster, oil flow into the spaces between different applications (courtesy of Schumann and trap doors to limit oil movement in the teeth can’t keep up and the pump Sales & Service) all four directions. starts to cavitate. Gerotor pumps are Another must upgrade for every wet a little better in this respect and will causes a drop in oil pressure. Thinner sump system is some type of windage handle somewhat higher RPMs before oils such as 5W-20 and 0W-20 resist tray or scraper to keep oil away from the they start to flat line. But eventually, all cavitation better than thicker oils such . A windage tray will reduce stock pumps reach a limit. as 15W-40 because the lower viscosity drag on the crankshaft and oil aeration, Cavitation is the formation of little allows the oil to flow more easily both of which are good for making more bubbles on the trailing edges of the gear through the pump at higher engine power and improving . teeth inside the pump. Cavitation is speeds. As for the oil pump, a stock pump bad news because it aerates the oil and If a stock oil pump can’t match the

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engine’s RPM potential, it needs to be unique gear designs, such as helical pump’s load on the engine. Changing upgraded to some type of aftermarket gears rather than straight cut spur gears. the pressure relief springs in the pump performance pump. There are many Slanting the gear teeth improves flow 5 can fine tune the pump’s output to better different pump designs to choose to 10% according to one manufacturer, match the application. from, with various design features and while reducing pressure fluctuations at High volume oil pumps with longer benefits. The key difference is that a the pump’s outlet port. That, in turn, can (taller) gears are a popular upgrade to performance oil pump is engineered to reduce ignition timing changes (spark increase oil flow (typically 15% or more) flow more oil and to maintain pressure scatter) in engines with a . if the engine really needs it. A high at higher engine speeds. Such pumps Gerotor style pumps do the same thing volume oil pump is recommended if the typically have redesigned inlet and (smoother output with less pressure engine is being built with “old school” outlet ports to improve flow and reduce pulsation). clearances and will be run on a heavier cavitation, tighter internal clearances to Some people think you have to go viscosity . Otherwise, a stock reduce pressure losses, and more reliable nuts with oil pressure to prevent the pump should provide adequate pressure and adjustable pressure relief valves. engine from running out of oil. Not true! and flow. Some cast iron pumps may be made Most engines don’t need more than On certain late model applications from a stronger alloy for added strength 10 PSI for every 1,000 RPM. More oil such as Ford’s modular V8 and Coyote and wear resistance, while aluminum pressure just means more horsepower V8, Chrysler’s Hemi and Chevy’s LS, a pumps are usually hard anodized to loss unless there is a need for such (like high volume oil pump may be required minimize wear. The stock pump cover oilers or separate oil lines to the if the engine is equipped with Variable may also be replaced with a stronger and upper ). In fact, reducing oil Valve Timing (VVT). The phasers harder cast iron or steel plate. pressure a few PSI can actually gain in these engines need a lot of flow Some aftermarket pumps feature a few horsepower by reducing the oil to function properly (unless you are locking out the phasers to accommodate a high lift, longer duration cam). A high volume pump can also help reduce upper valvetrain noise on some of these engines (such as Ford 4.6L V8s). Something else to keep in mind with respect to front-mounted oil pumps on late model engines is that the pumps can be hard to prime. They are mounted high and dry, and a long ways from the pickup inside the oil pan. Never install one of these pumps dry. Fill it with assembly lube or heavy oil. Also, use a pressure oiler to pre-lube the engine before cranking it over for the first time. If this isn’t done, you may end up with a dry start and pump and/or engine damage as a result. Billet pumps are the ultimate upgrade for a system. Billet pumps are custom made and optimized with larger ports and taller gears to increase flow and resist cavitation at high RPM. The stronger housing (such as 6061 T6 aluminum) and larger mounting bosses is also better able to resist cracking from engine vibrations and loads. Most billet pumps are a bolt-on replacement for the stock pump, but may also require a special pickup and matching oil pan. They’re also much more expensive than circle 38 for more information 38 June 2016 | EngineBuilder Oiling Systems

cast pumps because of the CNC machine work required to make the pump.

Circle Track Pretty much everything that goes for street performance also applies to circle track, except that circle track are always turning left. Consequently, if the engine is running a wet sump system, you need an oil pan with a kickout on the right and relocated pickup to the right rear corner of the pan to keep the pickup submerged in oil. Baffles and trap doors inside the pan are absolutely essential to keep the oil where it belongs. A cornering force of 1 G will cause the oil level inside the pan to assume a 45-degree angle. This also requires a windage tray to keep the oil away from the crank. Gerotor pumps are more cavitation resistant than straight cut spur gear pumps If rules allow non-stock parts, a and produce fewer pressure pulsations (courtesy of Schumann Sales & Service). performance oil pump or billet pump should be used to help assure good oil flow at high RPM. Use the largest pickup only opens when pressure drops below a tube available to raise the point at which certain threshold. pump output flat lines. The pickup box If class rules allow a or screen should also be low restriction system, it’s well worth the extra money so it doesn’t inhibit oil flow at high RPM. to go this route. A dry sump system Another option for upgrading a wet eliminates oil slosh inside the pan by sump system is to go with a -driven sucking the oil out of the pan. This, in external oil pump. Relocating the oil turn, eliminates the need for baffles and pump from inside the oil pan to outside trap doors and kickouts to control oil on the engine makes pressure relief valve slosh, and allows a shallower pan so tuning easier. It also allows a shallower the engine can be mounted lower in the oil pan so the engine can be mounted chassis for handling and aerodynamic closer to the ground for a lower center of advantages. gravity, improved handling and better A dry sump system (when properly aerodynamics. Although rarely used on installed) also eliminates worries the street, this type of setup is a good about oil aeration, pressure loss and alternative for circle track and road starvation. As suction pumps pull oil racing applications – if the rules prohibit from the crankcase, the oil is routed a dry sump system. into a tank that allows the air and oil to An oil accumulator is also a good separate. The tank also functions as an addition to a racecar oil system. An oil reservoir, increasing the overall oil accumulator will store oil pressure so capacity of the system as it supplies the the oil pressure doesn’t drop under hard external pump with a steady supply of acceleration, braking or cornering. The oil. accumulator can also provide initial oil Dry sump systems can also pull pressure when cranking the engine to vacuum inside the crankcase if they have prevent a dry start. The accumulator enough suction pumps (usually three can be set up with a ball valve to control or more are required). This can reduce pressure flow in and out of the unit, or drag on the crank for more power (5 to an electric valve and pressure switch that 15 hp). To realize such gains, the suction circle 39 for more information EngineBuilderMag.com 39 Oiling Systems

pumps have to pull at least 8 to 10 inches or more depending on the setup), a of suction and oil flow. Too much suction of vacuum. Pulling additional vacuum dry sump system also requires a lot of or too much oil flow and you are just with additional suction pumps (four, five external oil plumbing. This increases wasting power. Too much pressure can or six) doesn’t make more power unless the chance of oil loss should a hose or also raise oil temperatures. Using an oil the engine is revving beyond 8,000 RPM. connection fail. flow meter in the oil supply line can help Besides the cost of the hardware When setting up a dry sump oiling you determine the optimum pump size (which can range from $3,000 to $7,000 system, you want just the right amount that works best. Oil flow requirements can vary depending on oil viscosity, main and rod clearances, and the lubrication requirements for the rest of the engine. A dry sump system on a circle track should also have an oil cooler to keep oil temperatures within a safe range for the duration of a race.

Road Racing Everything that applies to circle track also applies to road racing, with the exception that road race cars turn in both directions, not just left. Because of this, a wet sump system requires a road race oil pan with a center located pickup and baffles and trap doors around the pickup that control oil motion in all four directions. Better yet, go with a dry sump system to eliminate oil slosh and aeration entirely, plus the lower engine location, lower center of gravity and improved aerodynamics.

Off-Road The same dynamic forces that act on the oil in a road race engine also apply in an off-road engine, with the addition of vertical forces that can occur if the vehicle goes airborne. Flying over a hill can literally suspend the oil in mid-air inside the pan. No amount of baffling and trap doors can keep oil around the pickup under these conditions, so you either need a backup oil accumulator to maintain pressure or a dry sump system. As with circle track and road racing, an oil cooler and plenty of reserve oil capacity is required to keep oil temperatures within a safe range for long distance races.

Drag Race Many people think drag racing is only straight line acceleration, so the only worry is preventing the oil from circle 40 for more information 40 June 2016 | EngineBuilder climbing up the back of the engine unless there are special needs. A highly the High Pressure Oil Pump (HPOP). when launching off the starting line. modified may require This pump has nothing to do with But it’s also important to consider06EB_14Schumanns what larger 6/2/16 piston 11:06 AM oilers Page and 1 more oil flow for engine lubrication because it supplies happens after the car passes the finish higher engine speeds, so a high volume the fuel injectors. A higher output HPOP line at the other end of the strip. A wet pump may be a necessary upgrade. is required if the stock injectors are sump drag race oil pan will typically One pump that often needs replaced with larger capacity injectors. n 06EB_14Schumanns 6/2/16 11:06 AM Page 1 have a deeper sump and baffles to keep upgrading on diesel applications is oil around the pickup. Some drag race SCHUMANN'S pans relocate the pickup to the middle of DYNAMIC PERFORMANCE™ the pan and place trap doors fore and aft SCHUMANN'S of the pickup to control oil slosh during IndustryDYNAMIC Engine PartsPERFORMANCE™ Supplier Since 1970! acceleration and deceleration. Industry Engine Parts Supplier Since 1970! With drag racing, high RPM oil flow is also critical. When a drag car www.SchumannsSalesAndService.com flies through the traps at peak RPM, you don’t want the oil system running # Manufacturer of Performance Oil Pumps for Most Engines. out of oil flow or pressure. If the pump 1Over 150 Part #s! has already flatlined or is sucking air, # Engineering it can be curtains for the engine. A wet 1(Ultimate Series, Energy Recovery, 140% Volume By-Pass, and LS Extreme Series) sump oil system has to have enough Of A Kind Custom Projects Our Specialty! capacity, flow and pressure to prevent 1Land / Sea / Air! st this from happening. Installing an oil Dual Ball Valve External Modulation Volume of G.P.M. and High R.P.M. / P.S.I. pressure accumulator can provide added 1 protection against running out of oil st Development of “Gear Pressure Balance!” pressure at a critical moment, and also 1 Mechanical and Hydraulic Design Balances Offset Gear Mass. Direct Injection provide start-up oil pressure when a cold of Fresh Oil Into Five Lobe Rotor Ring O.D. and Driven Shaft . engine is first fired up. st Internal “Dual Feed” Oil Supply to Top and Bottom of Gears. 1 Eliminates Typical Aeration of Bottom Feed O.E.M. Style Designs Marine st Available of “Dual Feed” Technology in 1.500 x-volume, 1.200 Std. The marine environment can also be 1 Volume and 1.000 Low Volume Gears. very depending on an engine’s oiling system. Like drag racing, a marine “Patents Issued / Pending / And Applied For” engine goes from idle to full , but Ford – Mopar – Olds – Pontiac!!!!! stays there a much longer time (maybe All Ford 4 cyl / 6 cyl / V-8’s with 4 Bolt Cover Cover Plate, Small Block Mopar, hours and hours in a distance race). Big Block Olds and Pontiac Now Available in “Dual Ball Valve Technology!” What’s more, the boat is not running No More Obsolute O.E.M. on a smooth surface but is pounding Internal Volume Oil By-Pass! across the waves. All this vertical motion requires additional baffling and control Merger or Acquisition Opportunity Available! inside the oil pan to keep the pickup Verne Schumann “Tribologist” submerged. A dry sump system will provide more reliable lubrication under Engine Lubrication Engineer! P.O. Box 128 • Blue Grass, Iowa 52726 these conditions. Phone: Senior563-381-2416 Society of •Manufacturing Fax: 563-381-2409 Diesel Engineers Member! Last and certainly not least are diesel applications. Dynamic forces are seldom an issue here because diesel-powered trucks and tractors are used primarily for towing and pulling where acceleration rates are more moderate. The stock wet P.O. Box 128 • Blue Grass, Iowa 52726 sump system is usually able to handle Phone: 563-381-2416 • Fax: 563-381-2409 the engine’s lubrication requirements circle 41 for more information EngineBuilderMag.com 41