Chamber Isolation

[Roy]

Hi all

In reply to Mikes message:

The best solution to "aerodynamics in the crankcase"
is
best achieved when the engine runs a dry sump
lubrication system for the following reasons.

1) The crankshaft is not rotating in an oil bath which
   waste power.

2) By using a 3 stage pump with a single pressure   
stage and two scavenge pumps, with a sealed 
   crankcase, you can run a partial vacuum in the     
 crankcase, just make sure that the oil tank has   
plenty of ventilation.  

             Roy Spectric's Ltd


> Date: Thu, 16 Mar 2000 02:56:07
> From: "Mike (Perth, Western Australia)"
> <erazmus at wantree.com.au>
> Subject: CHamber isolation ?
> 
> Hi all,
> 
> I notice on all engines I've worked on that
> aerodynamics in the crankcase
> aren't given much attention in production engines
> (fair enough for cost),
> 
> I have the opportunity to work on and modify the
> crankcase on a straight
> six (RB30ET) block and wondered if its worth trying
> chamber isolation in
> the crankcase.
> 
> ie. Rather then having crankcase gases move around
> between chambers from
> various pistons etc, why not isolate each chamber
> with baffles (other
> then a small hole for oil outlet). That way on the
> descending stroke, the
> crankcase gets pressurised and this 'power' is
> returned on the compression
> cycle - or at least some of it - allowing for some
> oil outlet through the
> hole naturally. The overall blowby should still
> allow the oil to exit
> and not upset the bearings...
> 
> In essence, each chamber in the crankcase has its
> own oil hole(s) into
> the main crankcase (baffle added so that each
> chamber has its own mini
> crankcase slightly abive the main crankcase)...
> 
> Is this completely off beam - or do the F1 guys do
> this sort of thing
> at their usual 16,000 rpm engines  ?
> 
> I'm only interested actually as its quite easy to do
> and would make an
> interesting experiment...
> 
> Tah
> 
> :) mike
> 


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