Wanted: Pictures of Baffeled Oil Pans
10-27-2002, 01:40 PM
#1
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Wanted: Pictures of Baffeled Oil Pans
I am searching for pictures of the elusive baffeled oil pans. Anyone have pictures to share? My collection went up in vapor a while back. Does the baffel deal with a windage problem or slosh around corners? What symptoms?
10-27-2002, 01:56 PM
#3
I really question that it is needed.. there is a full baffle plate under the crank so it would just be for further limiting oil movement in turns. King sells a Mugen unit that looks to be a stock pan with an insert:
10-27-2002, 04:33 PM
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10-28-2002, 03:08 PM
#5
Dear S2000ophiles,
I'm really interested in this subject as I'm installing an S2000 engine into a Lotus 7 replica. Previously we have used Toyota engines and found that we needed a mousetrap baffled sump or dry sump system to avoid oil starvation. Our cars can produce huge G's and on certain long corners the oil gets held in the rocker cover by the G forces. At the very least it comes out of the PVC breather, and at worst can lunch a motor before you even exit the corner.
To put things in perspective corner at similar speeds ( and lap times) to local Formula 2 cars. ( We have more power and rubber)
What are peoples experience with the S2000 standard sump under high G loads. Should I be dry sumping my engine?
I'm really interested in this subject as I'm installing an S2000 engine into a Lotus 7 replica. Previously we have used Toyota engines and found that we needed a mousetrap baffled sump or dry sump system to avoid oil starvation. Our cars can produce huge G's and on certain long corners the oil gets held in the rocker cover by the G forces. At the very least it comes out of the PVC breather, and at worst can lunch a motor before you even exit the corner.
To put things in perspective corner at similar speeds ( and lap times) to local Formula 2 cars. ( We have more power and rubber)
What are peoples experience with the S2000 standard sump under high G loads. Should I be dry sumping my engine?
10-28-2002, 04:22 PM
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A common reason I've heard for dry sump in your application is to realize a lower total engine height; this helps fit the F20C under the bonnet.
I haven't heard of a single S2000 running into lubrication problems (assuming oil level is full), even with gigantic 245 front/285 rear Hoosiers on a sticky racetrack. Which isn't to say you won't have problems, as I don't imagine the huge G-forces your car will be able to produce were within Honda's design parameters.
I haven't heard of a single S2000 running into lubrication problems (assuming oil level is full), even with gigantic 245 front/285 rear Hoosiers on a sticky racetrack. Which isn't to say you won't have problems, as I don't imagine the huge G-forces your car will be able to produce were within Honda's design parameters.
Originally posted by chris_barry
Dear S2000ophiles,
I'm really interested in this subject as I'm installing an S2000 engine into a Lotus 7 replica. Previously we have used Toyota engines and found that we needed a mousetrap baffled sump or dry sump system to avoid oil starvation. Our cars can produce huge G's and on certain long corners the oil gets held in the rocker cover by the G forces. At the very least it comes out of the PVC breather, and at worst can lunch a motor before you even exit the corner.
To put things in perspective corner at similar speeds ( and lap times) to local Formula 2 cars. ( We have more power and rubber)
What are peoples experience with the S2000 standard sump under high G loads. Should I be dry sumping my engine?
Dear S2000ophiles,
I'm really interested in this subject as I'm installing an S2000 engine into a Lotus 7 replica. Previously we have used Toyota engines and found that we needed a mousetrap baffled sump or dry sump system to avoid oil starvation. Our cars can produce huge G's and on certain long corners the oil gets held in the rocker cover by the G forces. At the very least it comes out of the PVC breather, and at worst can lunch a motor before you even exit the corner.
To put things in perspective corner at similar speeds ( and lap times) to local Formula 2 cars. ( We have more power and rubber)
What are peoples experience with the S2000 standard sump under high G loads. Should I be dry sumping my engine?
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10-28-2002, 08:58 PM
#8
Dear S2000ophiles,
thanks for your comments. Interested to hear about other peoples high G experiences.
My present Toyota engined cars uses a dry sump setup. Apart from lowering the overall height of the engine it also reduces the windage losses. I will be using the S2000 6 speed transmission. Unfortunatly the bellhousing hangs down just as much as the standard S2000 sump. Even with a dry sump setup I'll still have to mount the engine higher than I would like to allow bellhousing clearance. I could mess around with a small flywheel/5.5" clutch and a custom starter assembly but the whole reason for the S2000 engine was to get the same power as my full race worked 4age (230hp) without rebuilds every 25 hours.
I'm hoping that I can achieve a similar level of performance with a relatively unmodified engine/gearbox package. It would be great if I could use the factory sump, even if it needs some fancy baffles.
thanks for your comments. Interested to hear about other peoples high G experiences.
My present Toyota engined cars uses a dry sump setup. Apart from lowering the overall height of the engine it also reduces the windage losses. I will be using the S2000 6 speed transmission. Unfortunatly the bellhousing hangs down just as much as the standard S2000 sump. Even with a dry sump setup I'll still have to mount the engine higher than I would like to allow bellhousing clearance. I could mess around with a small flywheel/5.5" clutch and a custom starter assembly but the whole reason for the S2000 engine was to get the same power as my full race worked 4age (230hp) without rebuilds every 25 hours.
I'm hoping that I can achieve a similar level of performance with a relatively unmodified engine/gearbox package. It would be great if I could use the factory sump, even if it needs some fancy baffles.
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