It is all in how you shut down the engine if it is a wet sump.. The chute opens
the oil goes to the front.. End of engine. Rods 1 and 2 go because the are at
the end of the oil supply.. They are the last to get oil and the first to lose
it. It is documented. It is not generally S#@T happens. We went through it for
years on circle track cars as well. To avoid these embarassing and expensive
moments cut the engine and pull the chute or if using brakes don't go for the 1
g stop. Most LSR cars stop faster than they accelerate. or you could put the dry
sump on the next bullet. Or you could put on a deep oil pan made for road racing
(with all the doors and baffles internal) and maybe buy a little more time as
well. You always have to look at what happens to the vehicle dynamics as a whole
not just one part of the package to isolate a fault condition. You have the data
from the datalogger when did the oil pressure go down? Has it been getting lower
during each run as a bearing starting to go away? What is the rpm and g forces
at the end of the track?? Does the oil pressure dip when the chute is pulled or
the brakes are on hard?
Dave
everything went
> great until he got into the traps and the red warning light came on... seems
> he ran out of Oil Pressure.... this happens when the #1 and 2 rods come out
> of the block.... has a habbit of taking the Oil pressure with it when they
> wipe out the Cam galley.... so much for the Mule motor... something just let
> go big time... don't know what yet... but the rev limiter was set on 6k so
> it sure wasn't his fault... Just stuff that happens...
>
> So.... all and all it was a great meet.... less one motor... ( everyone
> smile) it's a race motor and these things all have a life span... this one's
> happened to be Short...
>
> Life is GOOD....
>
> Keith
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