Kiggly HLA Pressure regulator, worth doing?
May 12, 2010, 08:00 PM
#1
Kiggly HLA Pressure regulator, worth doing?
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
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
May 13, 2010, 07:38 AM
#4
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Josh
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May 13, 2010, 08:45 AM
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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
Josh
May 13, 2010, 08:52 AM
#10
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... 
HLA Pressure Regulator
* Actively Regulates Lash Adjuster Supply Pressure to a Constant 15psi.
* Accomplishes this by Restricting Flow Instead of Dumping Extra Pressure like the JDM Regulator.
* Reduces Oil Flow Into the Head, Keeps More Oil in the Pan.
* In Some Instances can Greatly Improve Oil Pressure at the End of a 1/4mi Pass. See Results from the Kiggly Racing Drag Car »
* Air Bleed at the Highest Point Helps Oil Quality and Aeration to Lash Adjusters.
* Actively Regulates Lash Adjuster Supply Pressure to a Constant 15psi.
* Accomplishes this by Restricting Flow Instead of Dumping Extra Pressure like the JDM Regulator.
* Reduces Oil Flow Into the Head, Keeps More Oil in the Pan.
* In Some Instances can Greatly Improve Oil Pressure at the End of a 1/4mi Pass. See Results from the Kiggly Racing Drag Car »
* Air Bleed at the Highest Point Helps Oil Quality and Aeration to Lash Adjusters.
May 13, 2010, 08:52 AM
#11
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 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...
May 13, 2010, 08:53 AM
#12
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
Josh
May 13, 2010, 09:02 AM
#13
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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 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...
I really do appreciate everyone taking the time to explain this to me.
Josh
Last edited by jmelocik; May 13, 2010 at 09:04 AM.
May 13, 2010, 09:19 AM
#14
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.
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.
Last edited by CO_VR4; May 13, 2010 at 09:24 AM.