Thanks Rick, very useful stuff, thanks for the sharing.
Joe (got Carrillos, and now some helpful hints) Amo
Rick Byrnes wrote:
> The thread started by Keith's first questions continue to stir up thoughts
> relative to oiling.
> My observations. Nothing based on real "engineering", just my observations
> and practices. Since I have "lost" a complete engine from the head down at
> 8000 rpm due to inadequate oiling. (no dry sump) I have learned the hard
> way.
> With my turbo motors, we never ran over 7200 rpm so I used an external belt
> driven Aviad pump with an 8 quart pan with baffling and a windage tray.
> This was adequate at 7000 but when I went to the N/A motor and found that
> 8500 was a usable engine speed, we had serious problems and destroyed the
> crank, some beautiful Carillio rods and the block which was one of only a
> few left in the world. This was the year of my dry sump and as you know I
> still had problems, but Jim (the pilot) saved my motor.
> Practices
> Heat the oil to 160 deg f. Never make a pass on oil temp of less!
> Heat the water to 190 deg f. same deal, never run. I still use a
> thermostat.
> As many of you have seen, I watch temps with a hand held Fluke, when we are
> getting ready. I really don't want to loose another motor. My budget just
> couldn't take it. I might have to switch to a v8 so I could get some of
> those cheap parts. (cept Ardun)
> I watched a guy break a steel rod when he made a pass with a cold motor
> during my second year on the salt and ever sense....well you know the deal.
> I have run Mobil 1 15 w 50 which is of course a lot heavier than 5 w 30, but
> when hot, we don't know what the difference really is on power, and I do not
> have dyno time nor hardware to investigate. One of my good friends is an
> engineer at a major race outfit, and indicated that while the Winston cup
> guys run very light oil at low pressures, this is for the most part done
> with qualifying motors that are expected to last for one pass (10 miles) He
> indicated that the difference found with just the lighter weight oil was
> within the repeatability of their engine dynamometers. I have not found the
> courage to change from what has been working. In all my discussions though
> I have also learned an interesting point that the hoses of an external oil
> pump should be supported on the inside to prevent any collapse from negative
> pressures. Again without data, this makes a lot of sense and my suction
> hoses have internal support.
> As others have written, I heat oil in the pits from the big generator, and
> then in line continue with the small generator attached to the truck. We
> also charge the batteries with this unit.
> With EFI, running 4 injector drivers, 1 coil, 2 water pumps for charge air
> cooling, a fan for the Parker pumper, 3 fuel pumps, my on board data has
> indicated that even with the alternator (its small) system voltage drops to
> 11.8 volts. This was running injectors at about 70% duty cycle.
>
> My point is that as Dave suggested the electrical load is extremely high
> and I will not run without an alternator. Like the oil thing, I am not
> brave enough to try without.
>
> Rick
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