Question for all of you car experts:
Senior Member
Joined: May 2000
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No oil pan needed. Tank can be placed anywhere, allowing lower engine, hoodline,
but of course it's more expensive, because at least 2 pumps are required.
How's that? I'm sure others can chime in on wet vs. dry sump systems.
How's that? I'm sure others can chime in on wet vs. dry sump systems.
AudiWorld Uber User
Joined: Dec 2000
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Basically no oil pan.......>>>
There is a scavenge pump that pumps circulated oil that falls to the bottom of the crankcase, up to a tank. A second pump pressurizes the engine and around and around it goes. All Porsche Boxer (flat 6) motors are designed like this. Benefits are, no residual losses from oil flinging around the crankcase, generally a larger oil supply, so a great deal of cooling is handled this way...
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Basically what TTschwing and TTinGables said. It's even used on some automatic transmissions...
the GM 4T80-E (Cadillac Northstar trans), I believe. Reducing engine height, therefore lowering center of gravity is one big reason for using it. Keeping the oil from being hit by the crank is another.
The sacvange pump(s) work much like the saliva-sucker your dentist uses when drilling on your teeth; they vacuum up the oil mist in the crankcase and send it to a storage tank. It can then be pumped thru an oil cooler and then back to the engine bearings via the pressure pump.
Race systems may stack 3 or 4 pumps (1 pressure and multiple scavange pumps) on one shaft outside of the block and drive them with a timing belt.
As was said, biggest downside is cost. IMO, if you are racing and the rules permit dry sumps, that's the only way to go. Changing a street car from wet to dry sump doesn't gain much unless you are moving the engine down a few inches. Even 000 didn't do that, did he?
The sacvange pump(s) work much like the saliva-sucker your dentist uses when drilling on your teeth; they vacuum up the oil mist in the crankcase and send it to a storage tank. It can then be pumped thru an oil cooler and then back to the engine bearings via the pressure pump.
Race systems may stack 3 or 4 pumps (1 pressure and multiple scavange pumps) on one shaft outside of the block and drive them with a timing belt.
As was said, biggest downside is cost. IMO, if you are racing and the rules permit dry sumps, that's the only way to go. Changing a street car from wet to dry sump doesn't gain much unless you are moving the engine down a few inches. Even 000 didn't do that, did he?
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