Hello,

i'm ordering another batch of items from the USA, and wondering if anyone is using the Kiggly HLA Pressure Regulator?

http://www.shop.kigglyracing.com/pro...8&categoryId=1

My Engine builder normally put restrictors in the head to stop over oiling the head.
But if this is a tried, proven and recommended item, then why not just buy this?!

I'd appreciate the feedback.

Cheers, Mike

 

Do you really need it? I don't see any of the topdrag or timeattack cars here use it, or I may have missed something.

 

It's a very good part, well designed and functional. I know a number of high HP cars using it.

 

Hey Mike, could you tell me when this becomes necessary? What applications or usage would make this needed? I understand what this product does but I'm not sure why it is better than the stock unit or what it prevents besides higher oil pressure in the head. (isn't that a good thing?)

Josh

 

This part works perfect! A constant 15psi of regulate oil pressure to the heads and keeps the oil where it belongs, in the oil pan...

 

I am also interested if this is needed in 1/4 drag applications or just auto-x

 

does Buschur uses this? or AMS or AWD-Motorsports?

 

We use it in all our drag cars and Luke and my street cars.

 

Yes, but why? why do I only want to see 15psi in the head? Aren't the lifter and oil passages designed to only keep the required oil in the head? How much oil am I really keeping in the pan by using this? Isn't more oil pressure in the head for people running journal bearing turbos fed from the stock location better? I keep hearing people say use this, it's a great design, but why do I or anyone else need it? What benefits or draw backs are there? Sorry but I'm no engineer so I would like to know "why"

Josh

 

You don't want a head full of oil and an empty oil pan for obvious reason... This is not only for drag racers, it's benefits apply to ALL racing...

 

Several racers, including Kiggly (who owns and engineered the fastest FWD 4g63 in the 8s), have logged and documented oil pressure drops under acceleration (even with acceleration at the level of 1.7 60s). Even momentary Low oil pressure = major problems for an engine being run hard...


The HLA reduces the amount of oil going into the head to just the amount needed for the lifters, and keeps the rest in the oil pan and oiling system serving the bearings, where it does the most good and keeps starvation to a minimum... More oil in the head than is needed equals less oil in the pan and bearings, which is not a good thing...

With this mod, I'd also recommend feeding the turbo from the filter housing, since the factory feed on the head is at the end of the "pressure" line...

 

The lifters arent really designed to see more than that at high rpm. They pump up and break the ends off at 9400+ occasionally. Why wouldnt you do it?

 

Thanks for the chart quantifying the info I was looking for.

Excellent explanation Mike, thanks for taking the time to type that out for everyone, including me. How about with the Garret CHRA dual ball bearing turbos like the one I bought from you? Do you still feel those should be fed from the filter housing and use the supplied restrictor/filter?

I didn't know about the occasional breaking of the end of the lifter, thanks for the info, looks like I will be ordering one of these with the next "kitchen pass to the wallet" LOL or someone could buy some parts from me and I can buy one now! LOL My wife has never said no to a part I've wanted but occasionally she asks me to wait a month or so. I can live with that!

I really do appreciate everyone taking the time to explain this to me.

Josh

 

Josh,

Good distinction.

The problem with journal bearing turbos being oiled from the head was that they need constant (and higher) oil pressure to "float" the shaft off the journal bearing, and sometimes being at the end of the oil pressure line didn't provide that under certain circumstances. So turbos like the stock Evo VIII or IX, the FP Green, Red, and Black, the BBK and other turbos based on the journal bearing setup must have constant, pressurized oil in adequate volume to keep the shaft "floating"...

The Garrett dual ball bearing turbos use ball bearings, not journal bearings, and need MUCH less in the way of oil pressure. FP provides a different oil line pressure limiter for them because of that basic difference. http://store.forcedperformance.net/m...e=Acc-OilLines

FP's web page notes that Garrett specifies the .030 restrictor for the DBB turbos, while the journal bearing restrictor is more than 3 times that big -- 0.100... While I'd ask FP for their recommendation, since they're the experts on that issue, I'd expect them to have much less in the way of concerns for oiling a DBB turbo from the head than a journal bearing turbo.

 

excellent feedback guys,
i'll be sure to get one.

Cheers, Mike