Olemiss540 said:
Keith Tanner said:
Don't take his advice on air intake placement. Serious power loss right there.
Sorry for the OT but can you elaborate? Do you have to re-tune with the corvette style intake? Power level increase based on that style intake?
Mine is a 90 off the TB so am just curious.
Intake temps. The PCM will pull all kinds of timing out due to the high intake temps, and it doesn't show up on a hood-up dyno run. Get yourself some ambient air or at least put the filter in an airbox that blocked off from the heat of the engine bay and is fed outside air - as seen below.
I went down the zomg I need a dry sump or my engine will explode!!1! rabbit hole a while back with my car and eventually abandoned the project primarily due to cost and the lack of space and the fact that I just hadn't come across any failures in Miatas. Keep in mind that there's the possibility that you might screw something up and cost yourself an engine during development :)
https://grassrootsmotorsports.com/forum/grm/building-a-dry-sump-system/88705/page1/
accordionfolder said:
In reply to Olemiss540 :
You said custom, did he roll his own?
https://aviaid.com/shopsite_sc/store/html/ls-engine-systems.html
These systems seem reasonable?
He used this type of system and found out even some of these dry sump manufacturers dont know how their system works on each individual powertrain. Seems like its plug and play but dealing with pressures, pcv/blowby gasses, hose routing, cooling setups, check valves, etc are all specific to your setup. They have provided horrible after sale support just due to this fact that these can be strapped on anything imaginable.
Not going to discuss vendor specifics but this was not a cheap swap that went wrong, but no money spared type and race shops are befuddled.
In reply to Keith Tanner :
I facebook stalked and friended the NASA GL racer you referenced. I'll see what he's doing too.
I'd REALLY love to not have to do a dry-sump for all the reasons we've discussed, but I'd also reallllly love to not blow up my motor abusing it.
In reply to accordionfolder :
Why not wet sump initially and then data log/data review to see how steady your pressures run along with a serious warning light setup. I don't get the feeling that its a one lap and BOOM type of event if you have proper baffling/accusump/etc. Can shake it down and then come back to the accusump decision if needed after running your local tracks.
In reply to Olemiss540 :
That's not a bad path forward. Fortunately this isn't a decision I have to make soon. Still in the information gathering stage....
accordionfolder said:
In reply to Olemiss540 :
That's not a bad path forward.
Quoting this so I can save it as part of my upcoming Employee Review process my wife forces me to complete each year.
The bit where I am concerned is the engine problems I'd seen were with LS1 and LS6 engines using F-body oil pans.
I have been slowly amassing bits for a swap, and this includes an oil pan which I thought was an LS2, but it turns out is an LS3 Camaro pan. Now I am not so sure...
The stock F-body pan has little or no internal baffling from what I remember.
Will the oiling system be an issue on a track only 5.3 on 200tw endurance tires?
Needed to know it may be an issue, so thanks for this thread! I am an absolute newb to ls swapping, but messed with a TON in c5 Corvette track cars with no problems. Was it because of tbe batwing pan?
Dusterbd13-michael said:
Will the oiling system be an issue on a track only 5.3 on 200tw endurance tires?
Needed to know it may be an issue, so thanks for this thread! I am an absolute newb to ls swapping, but messed with a TON in c5 Corvette track cars with no problems. Was it because of tbe batwing pan?
Yes it can be a problem especially on sustained high g sweepers. Only way to know for sure is to data log at your specific tracks with your tires and your aero setup whether it will need addressing. Definitely run an extra quart of oil an accusump and an oil cooler for a track only 5.3. Also recommend some sort of baffling in your pan.
Per Bill Dearborn: It is really necessary. The C5 Winged Oil Pan was an attempt to resolve a bearing starvation issue they discovered during the late testing of the LS1 engine and that problem exists in all LS engines produced up through this date. The dry sumps included in the GS, Z06 and ZR1s are there to solve that issue as well. Early dry sumps only had an 8 quart capacity and after a number of engines were lost to oil starvation GM increased the reservoir capacity to 10.5 quarts and the problems seem to have gone away.
Keith Tanner said:
I don't tend to watch YouTube videos due to poor ROI on time invested so I haven't watched the video links - I'm sure it can be done, but it will be a challenge. Does Taylor have an interior?
My car runs the FM pan. All the cars built by FM run the FM pan.
The enduro car I mentioned earlier has evolved since we built it. I have no idea if he's still just running the pan, but that was the case when he first started racing it a few years back. It's active in the NASA Great Lakes region.
https://grassrootsmotorsports.com/forum/grm/under-the-hood-v8-miata-with/159436/page1/
I spoke with the owner of the car and he still has a wet-sump on it, still driving strong. He said he added an accusump for safety, but wasn't sure it was worth the money as he's never had it trigger so far as he was aware.
Man. What a confusing pile of info I have.
"You'll be fine, but it'll probably blow up"
That car has seen a spectacular amount of track time. If you're running the Moroso pan and an LS3, I'd be pretty confident. Heck, I am.
