The new oil pressure sender sits at the end of a 'T' which is located in the stock sender position on the block. The turbo oil feed is taken from the side outlet of the 'T'. This was always a compromise as the alternative was to install the new sender by itself in the stock position and take the turbos oil feed from one of the sandwich plate ports (i.e. the turbo would get supplied with unfiltered oil as this position is pre-filter).
I assume that in the present configuration that I am seeing the pressure of the least restrictive path from the 'T' - i.e. that could be the path of the bearings/restrictor in the head or that of the turbo? Anyone who has done fluid dynamics more recently than me care to comment? I could change the configuration and give the new sender sole possession of the port in the block and shift the turbo feed to the sandwich plate. Would unfiltered oil to the turbo bearings be an issue? Steve. www.slowmx5.com ________________________________ From: Bill Cardell <[email protected]> To: Steve Willington <[email protected]>; [email protected] Sent: Tuesday, 28 July, 2009 12:41:05 AM Subject: RE: Oil pressure values Keep in mind pressure is caused by restriction. In the normal pressure sender spot on the block, the restrictions are the various bearings and then the restrictor in the head. If you have your new sender in the feed to the turbo, your pressure *might* be low because the ball bearing in the turbo is not very restrictive. Even so, those pressures are fine. Bill Cardell TurboDog's Dad www.flyinmiata.com www.fmwestfield.com Sales 1-800-359-6957 Tech 970-464-5600 Before you call, check out http://www.flyinmiata.com/FAQ/ ________________________________ From: [email protected] [mailto:[email protected]] On Behalf Of Steve Willington Sent: Monday, July 27, 2009 4:29 PM To: [email protected] Subject: Oil pressure values A year or so back (I can't remember when exactly) I posted expressing concerns over my oil pressure once my engine fully warmed up. Well for various reasons I have only just found the time to install a proper oil temperature and pressure gauge, in fact this one http://www.spa-uk.co.uk/design/productdetails/?objid=130 but with the blue LED back light. The temp sender is located in one of the ports on this sandwich plate http://www.speedflowshop.co.uk/universal-full-bypass-oil-sandwich-plate---tvc60-1386-p.asp as is the stock pressure sender (i.e. pre-cooler and filter), whilst the new pressure sender is located in a 'T' from the OEM port in the block (which also supplies filtered oil to the turbo). For reference I have an FM twincooler radiator with smooth bore PTFE lines connected by two 90 deg swept and two 45 deg swept -8AN fittings from this range http://www.merlinmotorsport.co.uk/GOODRIDGE-811-SERIES-%28Fuel-in-Car%29-811-SERIES-FITTINGS/c108_3256_3258/index.html?osCsid=eb1e2e7acfae944c3a26a9c4bd39eb41 Once the engine is fully warmed up (oil temp 89 to 90C) and the thermostat open I loose, depending upon rpm, about 15psi (difference between the stock sender and the new sender in the block).When the oil is cool the new gauge reads *roughly* 2 to 5 psi lower than the stock, peaking at about 75psi. Oil is Amsoil signature series 0w30. Here's the values on the new gauge fully warmed up: 950 to 1000rpm = 22 to 23psi. 2000rpm = 37psi 3000rpm = 42 to 43psi 4000rpm = 44 to 45psi 5000rpm = 47 to 48psi Those values, given the presence of the oil cooler, look acceptable to me? Any method (other than going to the expense of -10AN fittings) to reduce the pressure loss? What about the K&N oil filter range? Any thoughts on their claims of being free flowing and offering high levels of filtering? Steve. www.slowmx5.com
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