**UPDATE MARCH 2022**

We have data from the same car, same driver, same oil, same conditions etc.
A true back-to-back test with all things being equal.
The new Infinite Evo oil pan for Evo 4-9 massively outperforms the current "leading competitor".

Sales will be up very soon, production is in full swing.




I'm currently in production of the only true functional wet sump on the market.
Tested against the most popular wet sumps (Racefab, Moroso/AMS), this system will actually work on the track.
Sales should be available in around 2-3 months as i'm waiting for our first batch of 50x oil pans to arrive from Mitsubishi Japan.

These will be available to purchase on www.infiniteevo.com - Infinite Evo will be the brand name for this oil pan.

Key features:
*Best wet sump solutions for the Evo platform (Bridge the gap between current solutions and dry-sumps).
*Fits with OEM oil pickup and Baffle plates
*Great fitment due to using the OEM oil pan as our starting base
*Adjustable oil pressure (Great for Evo9 Mivec which needs thinner oil)
*Larger oil pressure regulator flow to help control cold oil pressures
*works with air conditioning (Pump clearance)
*works with OEM Mitsubishi oil pump
*larger capacity than Moroso/Racefab/AMS
*1/8”NPT port for oil temperature sensor
*Can be used in any engine configuration (Oil squirter delete, balance shaft delete, full OEM etc)
*Can be used in conjunction with English Racing Underdrive oil pump gear

 

Excellent work. Looking forward to your track results.

The racefab pan is still a good option for most people unless they are running wide slicks/pulling over 1G consistently. Simple, bolt on,nothing to adjust.

 

That datalog in the 1st post was generated with a Racefab sump and semi-slicks. Evo 5 Platform.
It's definitely a big band-aid, but not a true solution.

 

doesn't the kiggly hla mitigate some of this problem as well, since it regulates the flow to the head?

 

That's not the issue. In contrast to the real problem, the Kiggly HLA oil volume change isn't much. It certainly helps though.
The issue is the factory pump capacity is too large. Sorry I didn't explain it properly in the first post.

The factory oil pump has the capacity to pump *too much oil*.
This is shown by the regulator opening around 2500-3000rpm.
What the oil pump essentially becomes is a transfer pump. Lets say 60% of the oil goes to the engine and 40% of the oil is dumped out of the regulator.
That 40% of oil that's dumped is dumped into the back of the sump, so it can never get back to the pickup during heavy corning (RH) or acceleration.
This is the main problem. You're just transferring the oil away from where it needs to be.
Even if you have a 10 litre oil pan, you're still pumping the oil away from the pickup.

My system is to reduce that problem.
Any *excess* oil pumped by the oil pump is then dumped back to the front-right side of the sump. With acceleration and RH cornering forces, the oil can then go back to the pickup. Previously there is no way it will get back to the pickup.
This is why the English Racing underdrive gear works well. It reduces the amount of oil the pump can pump, which then reduces the amount of oil dumped out of the regulator.

 

Are you running the transfer pump?

 

I will be - yup. It's all wired up and configured to my ECU/Keypad.
The plan is to test on track with the transfer on and off to see the differences.

 

Cool,

I wanted to do the same, got the electric high volume pump even, but went to dry sump instead... will be interesting to see the results..

 

So the issue is that the pressure relief valve dumps into the circled area, which is closed off by the trap doors on cornering? Seems like a simple enough fix. Also a bit strange that the Evo 1-3 pan to the left doesn't seem to have the same problem.

 

It dumps onto the top of that surface that you've highlighted. So the oil needs to get below that, through the trap doors and then into the pickup box.
So the external oil pressure relief dumps directly into the front section which will then go towards the pickup during acceleration and RH corners.

Evo 1-3 does have the same problem, but the engine is orientated the other way.
Evo 4-9 has issues with RH circuits because the sump bowl is on the right.
Evo 1-3 has issues with LH circuits because the sump bowl is on the left.
Most of the tracks here in NZ are RH circuits.

Also if you look at the extended oil pan design, the Evo 1-3 model puts a lot of extra oil on the "outside" of the sump.
But the Evo 4-9 can't do that because of packaging constraints.

 

Looks like a pretty simple solution to try along with big pan and ER gear mod. Where are you planning on pulling oil for the transfer pump?

 

need to pull it from flywheel side of the sump

 

Isn't there a chance that would end up aerating the oil? Especially if the flywheel side is dry.

 

Yup - rear left side of the sump. I'll post some pictures up once I have installed this system.

Yup - aerating the oil is a concern. But I wont know if it works until I give it a go.
The pump i'm using can be run dry for up to 20mins, so no problems there.
If the aeration concern becomes a real problem, then I can trigger the pump via G-Force sensors and put timers on it when to turn off etc.

 

it will not run dry as you always have oil there. Running it off a G sensor is a good idea, just put a trigger at sometthing like 0.4 G lateral, RHD turns only.. That way you do not waste electricity.

I was working on this
Attachment 324027


Attachment 324028