Originally Posted by
killerbmotorsport
Hi Guys, I was directed through to this thread and just wanted to offer any assistance with whatever oiling or PCV issues you may have. For those that have never heard of us, we are a Subaru oiling products specialist, specifically for the turbo EJ engines. Anything any everything in virtually any motor sporting event that a Subaru has been involved, with our products on many podium and world record breaking cars. We've even designed some neat solutions for Suby powered aircraft (aerobatics) in which load is continuous and the sump changes location nearly continuously as well. We do manufacture wet sump and PCV products and have designed many wet sump setups also. We don't sell a wet sump system because we only recommend them for VERY specific applications only; banked circle/oval, and on aircraft that will see inverted flight.
There seems to be lots going on in this thread. I took a very quick skim and I'm sure some of the issues have since been resolved and the only more recent one seems to be oil temperature issues on a dry sump system. Without intimate knowledge of each setup I could only speculate at this point, so if you can answer some questions for me I can offer some input.
It looks like the dry sump systems being used are the Element setups. This is not a 'traditional' dry sump setup, it's more a mutt since it's really just two scavenge stages and maintains the OEM pump/regulator, etc. Going back some years from memory I believe Phil uses Aviad as a supplier for the scavenge pumps. I'm curious what direction Elements tech support has given so far so I'm not covering old ground. Regardless... Dry sump design info that would help troubleshoot issues...
- Are the scavenge outputs T-d together in the pump or lines before the reservoir?
- Are deaerating baffles, a separate deaerator, or swirl pot in use in the reservoir tank or as a separate component?
- Are you using a remove vent can and where is it plumbed into the reservoir?
- PCV/Vents are plumbed into the reservoir correctly?
- OEM PCV balance tubes are plumbed as from the factory?
- What baffle is being used between crank and sump?
- What OEM oil pump is being used, and have any modifications been done (oversized, porting, shimming, etc.)?
- Where are you taking pressure/temp readings from?
- Are you using a vacuum regulator, where is it located and what is it set to?
Probably some more I'm missing but it's early and I'm only on my first cup of coffee.
Like I said before, we don't spec dry sump systems for 99.9998% of applications because it's just no necessary. When we do, it's 5-stages (4-scavenge, 1-pump) on go big or go home setups that cost a LOT, but you set your vacuum, set your pressure and forget it. The OEM STi oil pan is generally OK to about 1.1-1.2 Gs sustained. For most 'donor' cars that see occasional road course (once or twice a year) we don't recommend changing any of the OEM bits. Beyond that, a performance oil pan is necessary to provide reliable oiling. Then once sustained lateral forced climb to the 1.4-1.6Gs range (depending on some variables) PVC issues need to be address as you start flooding the heads with oil and pushing them out the head breathers. The PCV issues can be just as devastating as it reduced the capacity in the oil pan by putting the oil elsewhere. IIRC the smaller dry sump setups compensate for this by running an ungodly amount of oil and just letting the heads flood.
Regarding accusumps, I think they are not useful on these engines. The manufacturers even state they maintain some flow, but not pressure. Plus you have reduce engine oil flow during charging. The EJ engines flow HUGE amounts of oil rivaling racing oil pumps you'd find in a small block V-8. Too many downsides to the accusump (on an EJ anyway), just fix the issue you've got instead of trying to apply a Band-Aid. If you want to prime a freshly installed turbo before startup, it's a great device!
You guys have a really good platform. The 818 is proving to be a very competent track car even at very modest modification levels. The highest lateral forces I've seen on an 818 is ~1.7Gs sustained. To put that into perspective, this is very similar to what you see from some of the world’s fastest Time-Attack donor cars. I'm really exciting to see performance levels be pushed as the platform seems to show a lot of potential.
I see your pulley. We use/recommend damper pulleys on engines we build for street and road coarse. If the engine is going to be torn down ever 40 hours or for drag application, a lightened pulley is fine. Do I have any hard data to support failures or anything to that extent, evidence of excessive wear on the end bearings vs center mains, etc.? No. This is just info I'm passing a long from the crank manufacturers I speak with, and no they don't sell the dampers.
BTW I think I met Sgt.Gator at Big NW Subaru meet last year?