The passenger side mount was replaced with a solid polyurethane part. Like the bottom engine mount, this has only a slight amount of give.
The driver’s side transmission mount is a fabricated tubular part with a solid small diameter urethane bushing. The engine and transmission are pretty solidly mounted which will prevent things from banging around. Especially when launching from a dead stop. These mounts will help prevent wheel hop and reduce stress on the drivetrain.
Howard bolts down the engine. With the engine, transmission and subframe in place we could now start buttoning down a few items to prepare to start test fitting and plumbing one of the main components in our engine survival plans. The dry-sump oiling system.
We feel that Peterson dry sump tanks are the best, because they have ample room for deaerating the oil-air mixture and can also be disassembled for cleaning via the center clamp. This is a unique and very useful feature. The air-oil mix comes from the crankcase to the outgoing pressure stage where it is pumped to the tank. The mixture comes through the top of the tank where it passes through a screen, removing the air.
The tank itself has baffles arranged to help fully deaerate the oil and to keep a solid supply of oil over the pickup no matter what the G-forces are. The tank has a 3-gallon capacity which will assure the engine will only receive oil with no entrapped air. Conventional wet sump systems can have up to 50% entrapped air in the oil being pumped through the engine’s oil galleys. G-forces can cause the oil pump pickup to suck air as the oil sloshes away from it. This is really NOT good for engine bearings! A good dry sump system goes a long way to assure reliability and durability in highly stressed engines.
Peterson’s breather will separate any oil that may be retained in the engines blow-by that pressurizes the dry sump tank. It does a really good job of keeping oil mist from spraying all over the place too. It has baffles and screens to filter the blow by gasses.