Oil System

Pegasus Auto Racing Tips:

  • Always mount the cooler so that it is fully supported, but isolated from vibration and chassis flex.

  • Whenever possible, plumb the cooler into the low-pressure (scavenge or return-to-tank) part of the system. (conflicts with what I’ve drawn above).

  • If the cooler must be pressurized (as in a wet sump oiling system), locate the cooler after the filter.

  • Mount the cooler with the outlet fitting (or both fittings on a Pro Line cooler) at the top to avoid air pockets.

 

Great article on oil grades and viscosity here.

The Daily Engineering pan is beautiful, but they don't have installation directions -- I think most of their customers know what they're doing or are paying someone to do it for them ;-)

 

Peterson 08-0010 three gallon, dual scavenge oil tank. 

  1. Cap

  2. Vent

  3. Scavenge line one

  4. Scavenge line two (plugged)

  5. Outlet (to oil pump pressure inlet)

  6. Drain plug

Qty. Part # Description Unit Price
1  20-02-0666 Dailey Engineering Billet Oil Pan with Three-Stage Dry Sump Pump $3,000.00
1   ATI Damper $350.00
1 08-0010 Peterson Three-Gallon, Dual Scavenge Oil Tank $442.87
1 08-0106 Pair Peterson Oil Tank Mounting Brackets $125.87
3 08-0503 Peterson -12 AN O-Ring Boss Port to -16 AN Fitting $25.59
1 08-0505 Peterson -12 AN O-Ring Boss Plug $9.59
1 08-0400-ATS Peterson LS7 Breather Can (not purchased yet) $215.99
1 410-60 4" Hi-Flow Billet Oil Filter Assembly with 60 Micron Filter Element $385.00
    SPIN ON FILTER - TBD  
1 FSM-215 Improved Racing High-Flow, High Temp Engine Oil Cooler Thermostat, 215F, -12 AN Fittings $189.00
1 TR-12-02 RaceFlux -12 AN Male Flare to -12 AN Female w/ 1/8" NPT Female Sensor Port  $15.90
2 FBM5955 Aeroquip Straight, Male -12 AN O-Ring to Male -12 AN, Aluminum, Black (for oil filter) $11.97
1 09-0439 Peterson 75-Micron -16 AN Filter, No Bypass $135.99
1  RS.150GM Race Spec V2.0 Pressure Sensor, 150PSIg, 1/8" NPT with RB290 Connector Kit $225.00
1 51172 ICT Billet M16 1.5 Adapter to 1/8" NPT Oil Pressure Adapter $14.99
1 08-0099 Peterson Sight Glass for Oil Tank $136.26
1 Fill2  2" DMS Billet Aluminum Weld on Bung and Anodized Fill Cap 2  $24.50
  • Brian's advice:

    • Oil Temp: 250 degrees is OK, 300 degrees is too high

    • Use mineral oil to break seat the rings… at least 3k miles. Afterwards, synthetic is fine. However, in his engines he doesn’t put in synthetic if the oil doesn’t go over 250.

    • He uses a 4” filter in his vette and other cars because that’s all that would fit. However, bigger is better.

    • Likes WIX racing filters.

    • Oil Type:

      • Street/Track: Castrol GTX 10-40; go to 10-50 or 15-50 if oil temp too high

      • Switch to synthetic if tracking full time

    • Get Biggest oil cooler that will fit

  • Oil cooling article recommending > 200 degree temp: here

  • Peterson tank notes:

    • Heater will heat oil to 150F in 10-15 minutes; leave on too long it will burn the oil

    • LS7 breather has two -6 and one -12

Oil Filler

Qty. Part # Description Unit Price
1 Fill2  2" DMS Billet Aluminum Weld on Bung and Anodized Fill Cap 2  $24.50
2   Aluminum -?? AN Weld Bung  
2   90-Degree AN Fitting  
1   -??? Tube  
1 CS530-10BK Annodized Black Aluminium Countersunk Bolt M5 x (0.8mm) x 30mm Pack x 10 $13.63
1 n/a 3mm Thick 200x300mm 100% 3K Carbon Fiber Plate Panel Sheet 3 Thickness (Matt Surface) $39.98
    1/8" Cork Rubber Gasket Sheet  
  n/a 6061 Aluminum n/a
6 n/a M5 x 0.8mm Stainless Steel Nyloc n/a
6 n/a M5 Stainless Steel Washer n/a
  • Beer holder ID: 3.7”


Oil Filter

One of the really fun parts of this whole process is finding cool products. Here's a billet aluminum oil filter with several important features. Wikipedia explains what billet is here. For those of your that aren't car junkies, billet is to car builder like bacon is to a carnivore  and as everyone knows anything is better with bacon (though I'm not sold on bacon in chocolate).

I got this oil filter from Billet Connection. The primary benefit is a see through window which enables you see any particles trapped in the 60 or 115 micron stainless filter (smaller particles pass through and are filtered via a standard disposable filter). This is achieved by connecting an air or Co2 source to the integrated Schrader valve to clear the oil between the window and the stainless filter. It also has a bypass feature should it become completely clogged and a nice mounting bracket.

Notes:

  • According to Peterson's website, the oil tank disassembles easily and the tank tops can rotate in relation to the bottoms for ease in fitting placement.

  • Aeroquip StartLite hose minimum bend radius:

    • -12 4.5"

    • -16 5.5"

Bob used a water-cooled cooler outlined here from C&R Racing.

https://drysump.com/drysump.htm

Wikipedia

A dry-sump system offers many advantages over a wet-sump. The primary advantages include;[1][3][4]

Improved engine reliability due to consistent oil pressure. This is the reason why dry-sumps were invented.
Increased oil capacity, by using a larger external reservoir than would be practical in a wet-sump system.
Prevention of the engine experiencing oil-starvation during high g-loads, which is particularly useful in racing cars, high performance sports cars, and aerobatic aircraft. Dry-sump designs are not susceptible to the oil movement problems from high cornering forces that wet-sump systems can suffer where the force of the vehicle cornering can cause the oil to pool on one side of the oil pan, possibly uncovering the oil pump pickup tube and causing cavitation and loss of oil pressure.
Improvements to vehicle handling and stability. The vehicle's center of gravity can be lowered by mounting the engine lower in the chassis due to a shallow sump profile. A vehicle's overall weight distribution can be modified by locating the external oil reservoir away from the engine.
Improved oil temperature control. This is due to increased oil volume providing resistance to heat saturation, the positioning of the oil reservoir away from the hot engine, and the ability to include cooling capabilities between the scavenger pumps and oil reservoir and also within the reservoir itself.
The ability to release gasses trapped in the oil from ring blow-by and the action of the crankshaft and other moving parts in the oil, then return these gases via a line from the top of the oil reservoir to the combustion chamber.
Improved pump efficiency to maintain oil supply to the engine. Since scavenge pumps are typically mounted at the lowest point on the engine, the oil flows into the pump intake by gravity rather than having to be lifted up into the intake of the pump as in a wet-sump. Furthermore, scavenge pumps can be of a design that is more tolerant of entrapped gasses than the typical pressure pump, which can lose suction if too much air mixes into the oil. Since the pressure pump is typically lower than the external oil tank, it always has a positive pressure on its suction regardless of cornering forces.
Increased engine horsepower due to reduced viscous and air friction. In a wet-sump engine the crank shaft and other moving parts splash through the oil at thousands of RPM causing a "hurricane that whips the oil in a wet-sump engine into an aerated froth like a milkshake in a blender".[5] Additionally, in a wet-sump, each revolution generates minute amounts of parasitic power loss caused by viscous drag and air drag (or 'windage') as the parts move rapidly through the oil and air in the lower engine. At high RPM these small sources of drag compound dramatically, resulting in significant power loss.[5][6] In a dry-sump, the scavenger pump removes the oil and therefore the source of viscous friction, but also creates an air vacuum that significantly reduces air-friction, thus freeing the moving parts of much viscous and air friction and allowing engine power output to increase.[2][7]