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Production update - we've got another 27x units off for Zinc plating this week.
7x are pre-sold, so there will 20x available for purchase through our dealers or from the website (in my signature).
If you guys have any reviews, feedback or information you'd like to share with the group or with me personally via email (sales@infiniteevo.com), I would love to hear it.
We've made a few small changes which have only happened because of this feedback, so it's really important to me that we listen and implement change.
The new oil hose setup and new breakout fitting from the Oil Filter Housing (which you've got).
Changing the 1/8NPT bung to a 1/8BSP bung so it threads in further with a thread mismatch and better sealing.
Small stuff
The new oil hose setup and new breakout fitting from the Oil Filter Housing (which you've got).
Changing the 1/8NPT bung to a 1/8BSP bung so it threads in further with a thread mismatch and better sealing.
Small stuff
good ****! lol i'm like WHAT'S ON THE NEW ONE AND I NEED IT
Well, it's been a great year for Infinite Evo - thank you everyone for your amazing support.
I've done 14 track days in 2023 and the oil pan has been holding strong.
Currently out of stock, more being made as we speak. Should have pans ready in late January for shipments (finger's crossed!).
I've been enjoying the development journey on the car. Suspension and chassis development has been a tonne of fun, it really is a complex task and topic.
The scatter graph below shows zero oil surge now even with the faster lap times that I'm doing. The key to the repeatability on my car compared to previous was making sure the oil catch can doesn't fill up. I'm still working on more systems to make this customer friendly, I want to make some changes to the Hypertune rocker cover i'm currently using and how the breather lines and pathways work. Doing the 12AN breather off the front of the block was a game changer and all of my customer's have noticed the same results.
If anyone wants some data to look at to verify or explore, please send me a DM/PM on the facebook/instagram pages and i'll get them across to you. I'm using Motec i2 for the data analysis from my C125 dash-logger, it's not too bad to get started and learn.
Mike, when you say ensuring the catch can doesn’t fill up, is there any way you can get it to self drain back to sump but still breathe?
The million dollar question - with pressure differentials between the head and block, it's a hard question to answer.
You only need about 0.45psi (if my math is correct) of crankcase pressure before the oil will go up the drain into the catch can, assuming your drain is below the oil level.
If your drain is above the oil level, then you will probably find that the crankcase pressure will push up that line during any form of acceleration (engine making power), which will stop the can from draining.
Could you do a drain on the back of the block and the front of the can, so that it drains under brakes? I'm not sure.
I actually plan on mocking up a full engine on a stand and drive the oil pump hard to simulate this kind of stuff. But the only true way to try it is by running the car on the track.
Valve cover breather placement is a problem also. My Hypertune cover has both breathers on the gearbox side of the head (#4 cylinder end) which means during right-hand corners, the oil in the head sloshes and goes out the lines.
I'm going to try moving the breathers to the centre of the valve cover, so that there is less chance liquid oil will come out.
Liquid oil coming out the breather lines is a symptom of the head being full of oil. It's not the problem, it's the symptom. The problem is too much crankcase/blowby flow for the oil drains, and the oil drains stop draining properly.
This is why people experience this problem when going from the stock non-built block, to a "built" block. Because typically the piston to wall clearance and the ring gaps are bigger, which allows more blowby into the crankcase. The block breather helps with this a lot, as it gives another path for the crankcase gases.
I measured up all the drains in the block to calculate the total cross-sectional area of the drains. It's approx 2220 mm2.
Here is the approx. increase of cross-sectional area if you add external lines from the block to the catch-can or rocker cover:
8AN - 4.6%
10AN - 7.2%
12AN - 11.2%
16AN - 17.5%
While a 12AN line at 11.2% increase doesn't seem like a lot, i've seen customer cars reduce the amount of oil in the catch can by around 75% just by doing this alone. No other changes.
Like above, I would've thought a one way check valve would stop oil from the sump back feeding any breather? Different configuration but in the Cosworth world the separators usually had a return to sump and still breathed to another catch tank.
Off topic, but out of curiosity, Mike have you ever run pressure sensors pre and post turbo oil line? On journal bearing turbos we need good oil pressure in the cartridge but on a ball bearing we usually add a restrictor to reduce flow as we aim to avoid overfilling the cartridge. Would be interesting to understand how the oil behaves in the return line as this returns below oil level and too much pressure here again would likely cause issues?
if theres crankcase pressure keeping the valve shut constantly then youll never drain anything back anyway.
Personally after draining catch tanks for years theres no way id want that sludge contaminating my oil anyway better to just drain it
depending on the amount of blowby, it's not really more contaminated oil than whats in your crankcase. they're basically oil-air separators. IMO 1) smaller containers are better so there will be less condensation when the engine cools down 2} the breather should be located far from the canisters, with hose at a downward slope.
earlier I was only getting mostly water out of my breather.
now my paper towels are clean but damp. I havent changed the paper towels in 4 autox events (sorry no pic of that)
@RSMike cant you use a check valve on the return line?
I haven't. It would need to be normally open and close with very little pressure (0.3psi?)
Originally Posted by TimC909
Like above, I would've thought a one way check valve would stop oil from the sump back feeding any breather? Different configuration but in the Cosworth world the separators usually had a return to sump and still breathed to another catch tank.
Off topic, but out of curiosity, Mike have you ever run pressure sensors pre and post turbo oil line? On journal bearing turbos we need good oil pressure in the cartridge but on a ball bearing we usually add a restrictor to reduce flow as we aim to avoid overfilling the cartridge. Would be interesting to understand how the oil behaves in the return line as this returns below oil level and too much pressure here again would likely cause issues?
The turbo drain is covered when the engine is off, but I think you'll find that the oil level drops quite a lot when the engine is running.
So the turbo drain will be open, not covered by oil. You will see some of the drag racing and roll racing cars will smoke from the turbo under decel and/or brakes. This is likely from the oil pushing back into the turbo drain, which causes oil to bypass the oil seals into the turbine wheel section.
