• • I late model engines such as speeding start up . A lower engine starts. Thinner oils also require evy LS, Ford modular V8s viscosity also helps to reduce closer clearances to maintain a and Chrysler 5.7 /6.1/6.4L internal friction for a slight gain in fuel normal oil pressure (see the related Hernis, engineers have moved the oil economy. With overhead engines, article in this issue on cranks, rods & pump from its cozy location inside the its especially important to get the oil bearings). oil pan to the front of the engine under flowing quickly to the overhead carns Another difference with front cover the timing cover. TraditionallY, most foUowing a cold start. mounted oil pumps is that they rotate wet oil pumps have been On the other hand, thin oils also at 2X the speed of a -driven mounted under the engine inside the drain out of the bearings and a front pan mounted pump. A front oil pump oil pan because it's an ideal location for mounted oil pump more quickly when is mounted around the end of the the pump. With the pump partially or the engine is shut off (thicker oils tend with the inner pump gear completely submerged in oil, priming to cling longer). So the oil pump has to being driven directly by the is no problem. The pump can start generate pressure quickly to get the oil itself, so the pump turns at the same delivering oil flow as socn flowing once the speed as the crank instead of half as the engine is cranked and starts. With front-mounted pumps, it's a long ways from the pickup tube in the oil pan to the pump on the front of the engine. The high mounting of the pump also means oil can drain back down the tube from the pump when the engine is shut off. Depending on !;low long the engine sits between runs or the next time the vehicle is driven, it may take a few seconds lor the pump to reprime itself and start deliVering oil to the engine when the engine is restarted. Most late model engines use thinner viscosity 5W-20, 5W-30 or even OW-40 motor oils. Thinner oils flow more easily following a cold start, especially during cold weather. That's good for

50 June 2014 I EngineBuilder Oil Pumps

speed as is the case with cam/ distributor driven pumps. The faster rotational speed provided by the direct drive setup is good for oil flow because the faster the pump rotates, the more quickly it builds pressure and the more oil it flows - up to a point. But like pan-mQunted pumps, cavitation will eventually limit how much oil the pump can flow at higher engine speeds. Many oil pumps start to cavitate around 5,000 to 6,000 engine RPM. Cavitation occurs when the pump gears are spinning faster than the oil can be pulled into the pump. The gears are spinning like crazy, but the oil just can't keep up. Tilly air bubbles form a larger oil pickup tube to maximize oil flow to the pump, by along the trailing edges of the gears and aerate the oil, using a low restriction open mesh style inlet screen on the causing the pump's output to flatten or drop. An erratic oil end of the oil pickup tube in the oil pan, by contouring and pressure gauge reading at high RPM is a sure sign the oil shaping the pump inlet port in such a way that more oil can pump is cavitating. flow more easily into the pump gears (no sharp comers or Cavitation can be minimized in a number of ways: by bends), by adding a second inlet port to some pumps to enlarging the oil pump inlet so it will flow more oil, by using increase oil flow into the pump, by maintaining close tolerances inside the pump to reduce internal pumping losses, and by using a lower viscosity motor oil (which flows PENN faster than a thicker viscosity oil). One aftermarket pump supplier has developed an GRAD ~..v innovative "energy-recovery" design for some of its Chevy LS oil pumps that reroutes a small amount of the pump's HIGH PERFORMANCE output back to the inlet tube. Injecting oil back into the inlet tube creates a siphoning effect that helps prime the pump, "The Green Oil"@ improves oil flow into the pump, reduces cavitation and • High Levels of Zinc I Phosphorous allows the pump to maintain a consistent output at higher engine speeds. • Critical Protection for your Flat Chevy LS Oil Pump Issues and Roller Of the current generation of engines that use front cover mounted oil pumps, the Chevy LS has received the most • Clings Tenaciously to Highly Stressed attention because of various lubrication problems that Engine Par have been reported. On Chevy LS2 and LS3 Corvette ap­ plications, the stock wet sump oil system runs the risk of • Recommended by Top In,clustry sucking itself dry when cornering forces exceed 1.3 G's Professional for more than a few seconds. For street driving, these kind of forces are seldom encountered so it's not an issue, but on a road race circuit with R-compound sticky tires, it can be a problem. One fix is to replace the stock oil pan with an aftermarket pan that has baffles and trap doors which prevent the oil from sloshing away from the oil pickup. Another fix is to replace the stock wet sump oil system with a system. The Chevy LS7 engine in the Corvette comes factory equipped with a dry sump system of sorts. It uses a scavenge pump to pull oil out of the pan like any other dry MADE IN THE USA sump oiling system, and it routes the oil into an external www.penngrade1.com reservoir. But it then sends the oil back to a sump in the oil 855-413-8661 pan so the front mounted oil puinp can suck it up like a conventional wet sump oiling system. This "hybrid" Circle 52 for more information

52 Jun e 2014 I EngineBuilder SCHUMANN'S DYNAMIC PERFORMANCETM Industry Engine Parts Supplier Since 1970!

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LS Extreme High Performance 6021604 GM Crate Oil Pumps lS engines developing 1,20011 ,500 or 2,000+ horsepower with • 100% built on new 6021604 cores. , or multi-stage nitrous successfully race • Pumps remain 100% externally stock. on Schumann's PRO MAX wet sump system. • Internally Schumann's "Pro Race" technology. Features are: • Delivered with four P.S.I. optional springs. • Gan be ordered, built to a specific oil pressure. • Highest volume available, period. • Longevity of all critical thrust pOints. Energy Recovery Pro Series • Three leg external control of volume P.S.I. • Vacuum pan friendly. • Ball valve override emergency protection. • Wheel stand friendly. ·Truck off-road friendly. • True alignment of pump to crankshaft. • Oval-track G-Force friendly. • O-ring sealed to block mounting. • Now available for Small Block Chevy, • Energy recovery turbocharged stream, vacuum pan friendly. Big Block Chevy, lS Chevy, Small Block • Schumann's LS Energy Recovery R&D pump proven at 2013 Ford, and most others on special order. Engine Masters with SAM's School lS entry. • Most engines can be ordered as external • This technology now available to you. three-leg control with adjustable oil volume pressure on dyno or at the track.

"WET SUMP OIL PUMPS" wrrH A DRY SUMP ATTrruDE! 1.500 VALVE TRAIN COMPONENTS Street Master: Enhanced Street Rod Push Rods: Steel/Moly 2,3 and 1 piece! Street·Strip-Race: "SSR" Basic Race Stamped Rocker Arms: Stock, Long Slot Race and Low Volume Drag Race: "LVDR" extra Horsepower "FNC nitrogen-carbon" Racing High Strength! "Dual Feed Extra Volume " Pro Series! Value Spn'ng Retainer Kits: Hyd, Solid & Roller! • 18 GPM One 314 Inlet *Tn Flute Positive Oil Lifters! Full Film Coverage of • Ball Valve Technology LVDR Cam Lobe! Not E.D.M. Drip Hole! • 140% External Bypass *AII Litters 100% Inspected! • 4 Bolt Small Bfock Chevy Schumann's Private Label Total GM- FORO- CHRYSLER" COVERAGE OFFERED Program COverage! GM: (14) SBC! (4) BBC! Olds! PontI Performance and Rebuilder Coverage! FORD: (22) V-8! (5) 6 cyll (3) 4 cy/! MOPAR: (4) 340-360 V-8s! Big Block! 3831440 V-B G.M. CRATE 602 AND 604 RPM VALVE TRAIN ISSUES? Schumann 's has Solutions V-8 CRANK DRIVEN OIL PUMPS! Longevity (20-30 Races) of Valve Springs and Pushrods. GM: LS SERIES FORD: MOD. MOPAR: HEMI Springs are Kobi, Japan True RaCing Wire, with US.A. Cryogenic and Note: Schumann 's Oil Pumps Contain "Patent" Technology or Meta-Lax Vibratory Technology Applied. Principles, "All Rights are Reserved. " Push Rods Do Not Pole Vault; Stable at R.RM.! REVOLIffIONARY OIL PUMP TECHNOLOGY Push Rod - Valve Spring Kits are Available at 3 2013 u.s. Patent # 8,398,381 BI to Meet Your Sanction Body or Local "Newest Industry Technology" "Energy Recovery" Pro series "Sales Reps and WDs For: Small and Big Block Chevy and Ford 302W / Ford 351 W soon Available Some Areas. "Energy Recovery" Technology Yields Spent Energv into ADDlied Enerqv Oil intake Flow! "ER" Series Oil Pumps For Hard Core Race Engines! Oil Pumps

approach is less expensive than a full that do). On the other hand, if you're when the engine is cranked over if dry swnp oiling system with an opening up the bearing clearances and the gears are not centered accurately. external oil pressure pwnp, yet it still going with a more traclitionall5W-40 On the Chevy LS pumps, there is a suffers from the shortcomings of a wet or heavier racing oil, then a higher flow thin centering ring that protrudes swnp system in that oil starvation can pump would probably be a must to slightly from the center to help still occur under extreme cornering maintain good oil flow and pressure. align the gears and crank. On Ford and forces. The problem with the lS7 oil Another issue with the Chevy lS Chrysler, there are three or four raised system is that oil can climb up the front mounted pumps (as well as those nodes to center the pump. These are inside of the reservoir tank, cutting the in Ford and Chrysler engines) is that sacrificial elements that will wear flow of oil back to the sump. The fix the pump cover is stamped steel and down, so if you're rebuilcling a high here is to replace the stock oil reservoir tends to leak oil at higher engine mileage engine with a front mounted with an aftermarket speeds. oil pump, chances are these centering reservoir that has better baffling inside, or to switch to a full dry sump oiling system. GM uses a number of different pumps on its lS engines. There's the "standard" pwnp that's used on a wide variety of lS engine applications, a high flow pump for engines with deactivation and/ or Variable Valve Tuning (VVT), a high flow pwnp for certain truck applications, and a special race only pwnp. A Gen III front mounted standard pump flows 4.1 gallons per minute (gpm) at 1,000 RPM, while a higher output Gen N front mounted pump flows 5.5 gpm at 1,000 RPM. By comparison, a typical small block Chevy cam/distributor driven standard oil pump flows about 3.1 gpm at 1,000 RPM. Increased oil flow is usually The cover has no gasket and lacks aids will no longer be there to realign required for engines with VVT, sufficient rigiclity to maintain a tight the pump if it is reused. That's one oil cooler jets or cylinder deactivation seal against the pump housing. As reason why high mileage front systems, regardless of make or model. pressure builds, the cover bows out mounted oil pumps should not be Ford and Chrysler both use high and allows oil to blowout around the reused. volume oil pumps on their VVT edges. "Some of these pumps look like One teclmique for centering a front applications that flow up to 33 percent a fire hose at 6,000 RPM," said one mounted pump is to tum the block up more oil than their standard pumps. pump manufacturer. on end so the crankshaft is vertical. Installing a high volume oil pump may To address this issue, some This way, the crank will be more seem like a good idea to assure good aftermarket pump manufacturers have centered in the main bearings rather oil pressure, but too much oil volume gone to more rigid cast iron pump than resting on the lower may generate excessive oil pressure if covers. Not only does the heavier iron caps. The pump can then be mounted the engine doesn't need it. Looser cover resist distorting under pressure, and centered around the crank using bearing clearances can benefit from it also provides a better wear surface three equally spaced shims between increased oil flow, but tighter bearing than plain steel. Galling can occur the crank and inner gear, and three clearances don't really need it. between the gear seat and cover in the equally spaced shims between the On stock and performance stock Chevy lS pumps, leacling to outer gear and pump housing. applications where you are using pump failure. The thickness of the shims will tighter bearing clearances and a light depend on the tolerances of the pump, viscosity oil (5W-20), it's best to follow Oil Pump Installation Issues but should generally be .002 to .003 the OEM lead and use a replacement Because a front-mounted oil pump inches on a Chevy lS pump. More pump with an output.comparable to centers on the crankshaft, the pump than .004 inches of clearance is too the original equipment pump (a gears have to be centered in the much for a Chevy lS pump. standard volume pump for engines housing before the housing bolts are Another suggestion is to loosely without cylinder deactivation or VVT tightened. Misalignment inside the mount the pump on the front of the and a high volume pump on engines pump may cause the pump to bind block with the bolts barely finger tight,

54 June 2014 I EngineBuilder Oil Pumps

front mounted Chevy and starting the engine. LS pumps should Good oil filtration is also critical. NOT be disassembled The pump runs on unfiltered oil but or shimmed when the rest of the engine receives clean out they are installed. Just that has passed through a full-flow oil bolt the pump on. filter. Tracli.tional pleated paper Disassembling the cellulose filters do an adequate job pump will void the trapping larger particles (larger than 30 pump warranty! microns) but are not very good at On Ford 4.6L trapping smaller particles. Synthetic modular VB engines, media filters do a better job with oil pump failures can smaller particles. occur when a One aftermarket supplier has is developed a reusable that used installed on the engine. a stainless steel mesh filter element. The blower drive puts The mesh element was originally more strain on the developed for food and drug hose of the crank, processing, but also works well with which may cause the nose of the crank motor oil and traps particles as small as to deflect under load and bind the oil 5 microns. pump. To date, this problem has not Because the filter element is then rotate the crankshaft several turns been seen on Chevy LS engines removable for cleaning, it also allows so tile pump can center itself around equipped with a supercharger. you to identify debris that may have the crank. Once this has been done, One thing all pump manufacturers found its way into the fil ter so you can you can tighten the pump mounting agree on is the inlportance of prefilli.ng eliminate the source whatever it might bolts to specs to lock down its location. the pump with oil and pressure be (poor air filtration, metal particles One pump manufacturer says its prinling the oil system before cranking from bearing wear, etc.) . •

The Problem: Ethanol Corrosion In Carbureted Engines The growing use of Ethanol in modern pump gas significantly in ­ creases the risk of and fuel system corrosion. Highly corrosive by itself, Ethanol also absorbs moisture which leads to damage in both the fuel system and inside the engine . These problems are compounded by long term vehicle storage. The Solution: Driven Garb Defender'" Fuel Additive Carb Defender'" utilizes specially engineered corrosion inhibitors to prevent costly repairs and poor performance caused by the corrosive effects of teday's Ethanol blended pump gas. This highly-con­ centrated additive also restores performance by cleaning & protecting against power-robbing depOSits. Unlike parts store fuel stabilizers, Carb Defender'" was designed for the special needs of carbureted engines in classic vehicles. Simply pour-in a bottle of Carb Defender'" with each tank of fuel for maxi­ mum protection, especially prior to extended storage periods. Garb Defender'" is proudly made in the USA and sold in convenient 6-pack cartons (#70041).

80RN FROM JOE GI885 RACING Scan this QR Code to learn more about Carb Defender"" and the growing problem ot .... . Ethanol corrosion. L:J _ I. " #EthanolKiIIsCarbs 1.866.611.1820 DRIVe:NRAC INGOIL.CQM Circle 55 for more information EngineBuilderMag.com 55