Aeromotive is put on the job. Their compact regulator leads to Jegs fuel rails with -6AN fittings, and those rails house 105LB Bosch injectors.
Sanford gets to draw on the domestic parts bin here, too, with a C&R Modified Troyer style dual pass radiator paired with Derale fans and a shroud. The dirt track radiator features both its inlet and outlet on the same side. Additional cooling includes a 19 row -10AN oil cooler.
Another local track, Atlanta Motorsports Park, features a really, really long left-hand sweeper on the back sector of the track. When originally using an Improved Racing trapdoor baffle inside a GTO oil pan and running the car at AMP, Sanford would watch the oil pressure drop off. Constantly lifting and straightening the car some to avoid permanent damage didn’t seem like the fastest way around the track. A dry sump, Erin figured, would be just the ticket.
Domestic parts catalogs to the rescue again, the hybrid dry sump setup uses an Aviaid 2-stage scavenge pump, an ARE Holden Monaro oil pan, Patterson 3 gallon tank and Performance Dynamics -12AN lines/fittings. The internal Lingenfelter ported oil pump still supplies pressure to the engine. How does that work?
The dry sump pan is machined with a port at the front that seals over a specially machined pickup fitting which, in turn, is bolted to the internal pump. This avoids the cost and complexity of having an additional pressure stage on the external pumping setup and reduces the quantity of externally routed plumbing. As the pumping itself was not an issue, this setup simply replaces the factory pickup/scavenging setup in favor of something more reliable and consistent. The scavenging system goes to a tank in the back of the cabin (for de-aeration and storage) and then the internal Lingenfelter pump effectively draws from that storage tank.
6 comments
Nice to see some DefSport parts being used in anger. Cool build.
BTW – did you ever get the Astra power steering pump to quiet down? Based on my recent MR2 experience, I think maybe using Redline D4 ATF in it could have been the cause for the loud pump. It seems they like this special thicker hydraulic fluid blend (Pentosin makes one).
I found that mounting the pump a little higher in the car helps believe it or not.
It’s not all that loud, I couldn’t hear it over all of the other noise the car makes. I just sounds like a small turbine engine on startup then turns into an electric forklift noise after it settles in.
I never found it to be all that loud, especially compared to all the other noise the car makes. It sort of resembles a jet turbine starting up 😂
Mike – it’s mounted up about as high as it can be in the trunk of an S13. The SW20 MR2 installation has it down in the frunk just above the steering rack – but it has a big rubber condom over it to help muffle noise.
I probably wouldn’t have minded it on the track, but for a sometimes street driven car it seemed annoying to me. Then again, I had a hatch S13 so maybe it was a bit more open.
Any chance of seeing how the wastegate flow was prioritized? This is the 2nd recent MotoIQ car-ticle with a similar size turbo and gate. I feel I am running a near identical setup to this particular car though and similarly put extra effort into making wastegate flow entry a relatively shallow angle from my exhaust flow path. Truck manifolds, v banded, near equal length 2.25 inch up pipes, merge into 3″ before tapering down to undivided T4 flange. I have a precision gen 2 7675 CEA .96 a/r with full 3.5″ turbo back exhaust. This is on a 5.3 with ~10:1 compression and timing backed off for tuning, 12* base timing. I’m having trouble with boost creep with a precision turbo 46mm wastegate dumping to atmo. I have a 3psi spring in it and in full throttle 4th gear pulls from 40-100ish it can hold boost steady at 3.5 psi up to 5500rpm, on the way past that to my ‘safe for tuning’ limiter of 6000rpm it loses control and boost spikes to ~8psi, it will likely be even worse with a proper redline. I was contemplating going to a PW66.