I'm starting an engine build and would like to hear from forum members who have knowledge or experience regarding use of a dry sump oiling system. If specific/specialized machining is necessary to fit the 302 with a dry sump, it would seem that now might (or, might not!) be the time to do the block machine work, so I'm soliciting suggestions for block modifications.
Q's abound--like, other than routine shaving of the main caps, line boring and decking of the block, what specific machining or parts would be necessary. It would also be a plus if whatever machining is done now would also be useful for both standard configuration and also for switching from standard pan/pickup to a dry sump system at a later date--conversely, would any of the machinging needed for the dry sump system prohibit use of a standard pan/pickup system? If the motor gets finished before I can buy my 40 kit I might just run it in something else--sort of a junkyard dog type of look with bite /ubbthreads/images/graemlins/cool.gif , so the capacity to run in standard configuration is important!
Does stroke, i.e. standard stroke vs. stroker crank, effect the choice of dry sump system? I know the pans are very shallow to allow for low engine placement, but is there anything specific about the crankshaft type/material/weights/stroke/balancing method, etc., that might make one dry sump model or system preferable over another?
Build plans include the use of a gear drive system for the cam--does anyone know if this will present compatibility or fitment problems?
And price???? OMG-- /ubbthreads/images/graemlins/ooo.gif --this is an expensive proposition, so the decision must be made with due deliberation and forethought. I'm curious to hear from any of you gearheads as to your experience with this huge factor.
How about the streetability of a dry sump system--the 40 project will be far from a full time racer, but a couple of times a year it might be fun to see what it can do on a track (where I have no desire whatever to kill a motor due to oil starvation) , so whatever system I use will need to be not only reliable but also easy to work on.
I predict 90% street use with a moderate RPM limit on infrequent track events (probably around 6K) from a naturally aspirated stock stroke 302 at first. Target horsepower is in the 350-400 range. Later plans include a cam/induction upgrade at the time the 40 kit is built and that is when the switch to dry sump might occur.
I'm planning on completing this build with an all new reciprocating assembly, the parts for which will also be chosen for reliability and easy maintainence, but b/c a more mondo block is a future dream whatever parts I put in this build will need to transfer to that build later on.
Thanks for whatever help you can provide, guys. I've already made 2 pretty big decisions thanks to input form forum member--Y'all Rule!!
YD,E./PNB /ubbthreads/images/graemlins/bandito.gif
Q's abound--like, other than routine shaving of the main caps, line boring and decking of the block, what specific machining or parts would be necessary. It would also be a plus if whatever machining is done now would also be useful for both standard configuration and also for switching from standard pan/pickup to a dry sump system at a later date--conversely, would any of the machinging needed for the dry sump system prohibit use of a standard pan/pickup system? If the motor gets finished before I can buy my 40 kit I might just run it in something else--sort of a junkyard dog type of look with bite /ubbthreads/images/graemlins/cool.gif , so the capacity to run in standard configuration is important!
Does stroke, i.e. standard stroke vs. stroker crank, effect the choice of dry sump system? I know the pans are very shallow to allow for low engine placement, but is there anything specific about the crankshaft type/material/weights/stroke/balancing method, etc., that might make one dry sump model or system preferable over another?
Build plans include the use of a gear drive system for the cam--does anyone know if this will present compatibility or fitment problems?
And price???? OMG-- /ubbthreads/images/graemlins/ooo.gif --this is an expensive proposition, so the decision must be made with due deliberation and forethought. I'm curious to hear from any of you gearheads as to your experience with this huge factor.
How about the streetability of a dry sump system--the 40 project will be far from a full time racer, but a couple of times a year it might be fun to see what it can do on a track (where I have no desire whatever to kill a motor due to oil starvation) , so whatever system I use will need to be not only reliable but also easy to work on.
I predict 90% street use with a moderate RPM limit on infrequent track events (probably around 6K) from a naturally aspirated stock stroke 302 at first. Target horsepower is in the 350-400 range. Later plans include a cam/induction upgrade at the time the 40 kit is built and that is when the switch to dry sump might occur.
I'm planning on completing this build with an all new reciprocating assembly, the parts for which will also be chosen for reliability and easy maintainence, but b/c a more mondo block is a future dream whatever parts I put in this build will need to transfer to that build later on.
Thanks for whatever help you can provide, guys. I've already made 2 pretty big decisions thanks to input form forum member--Y'all Rule!!
YD,E./PNB /ubbthreads/images/graemlins/bandito.gif