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Message: Well, that's what i tried to explain.
Changed By: grant
Change Date: January 03, 2014 08:53AM
Well, that's what i tried to explain.
Change Date: January 03, 2014 08:53AM
Well, that's what i tried to explain.
Its much easier if you look at pictures - on pedro's site, but the typical baffles are vertical, and do not extend to the top of anything. So oil can slosh up, and potentially over, them. The TS design is different. It forms a lower cavity with a trap-door like opening in the middle (assume you've looked at it, right). That trap door let's oil flow down.
but Here's a pic of the kit showing the baffle and the trap door:
http://i43.tinypic.com/259eves.jpg
But, since the scenario for oil flowing UP *up* is lateral acceleration, not a car driving on the ceiling, it cant get out of half the lower chamber.
There is some debate over whether the baffle is better positioned below or above the spacer. Below provides less space for slow, but also less trapped oil. Pedro plans to do more testing.
here's a picture of the spacer on a block. The car is apparently resting on its roof, which is stronger than we all imagined (wink). The baffle can go below the spacer (more constrained trapped oil) or above (more oil in the constrained space). Testing will determine whether i need to get oily again.
http://i41.tinypic.com/1ou695.jpg
I hesitate to speak for Pedro, but as noted, he designed a clever test whereby he used his accusump relay to test how often pressure fell in a stock car and a TS equipped car. I know of no other vendor who has such testing, or who shares the results at least. The numbers fell from (memory here, not my product) 17 --> 3 around Sebring. That's very significant.
On, of course, its gold anodized which makes it..... gold. :-)
What we all really need is a dry sump. The integrated dry sump is yet another reason not to put *too* much blind faith in Porsche.
Grant
but Here's a pic of the kit showing the baffle and the trap door:
http://i43.tinypic.com/259eves.jpg
But, since the scenario for oil flowing UP *up* is lateral acceleration, not a car driving on the ceiling, it cant get out of half the lower chamber.
There is some debate over whether the baffle is better positioned below or above the spacer. Below provides less space for slow, but also less trapped oil. Pedro plans to do more testing.
here's a picture of the spacer on a block. The car is apparently resting on its roof, which is stronger than we all imagined (wink). The baffle can go below the spacer (more constrained trapped oil) or above (more oil in the constrained space). Testing will determine whether i need to get oily again.
http://i41.tinypic.com/1ou695.jpg
I hesitate to speak for Pedro, but as noted, he designed a clever test whereby he used his accusump relay to test how often pressure fell in a stock car and a TS equipped car. I know of no other vendor who has such testing, or who shares the results at least. The numbers fell from (memory here, not my product) 17 --> 3 around Sebring. That's very significant.
On, of course, its gold anodized which makes it..... gold. :-)
What we all really need is a dry sump. The integrated dry sump is yet another reason not to put *too* much blind faith in Porsche.
Grant
Original Message
Author: grantDate: January 03, 2014 08:48AM
Well, that's what i tried to explain.
Its much easier if you look at pictures - on pedro's site, but the typical baffles are vertical, and do not extend to the top of anything. So oil can slosh up, and potentially over, them. The TS design is different. It forms a lower cavity with a trap-door like opening in the middle (assume you've looked at it, right). That trap door let's oil flow down.
but since the scenario for oil flowing UP is lateral acceleration, not a car driving on the ceiling, it cant get out of half the lower chamber.
There is some debate over whether the baffle is better positioned below or above the spacer. Below provides less space for slow, but also less trapped oil. Pedro plans to do more testing.
I hesitate to speak for Pedro, but as noted, he designed a clever test whereby he used his accusump relay to test how often pressure fell in a stock car and a TS equipped car. I know of no other vendor who has such testing, or who shares the results at least. The numbers fell from (memory here, not my product) 17 --> 3 around Sebring. That's very significant.
On, of course, its gold anodized which makes it..... gold. :-)
What we all really need is a dry sump. The integrated dry sump is yet another reason not to put *too* much blind faith in Porsche.
Grant
but since the scenario for oil flowing UP is lateral acceleration, not a car driving on the ceiling, it cant get out of half the lower chamber.
There is some debate over whether the baffle is better positioned below or above the spacer. Below provides less space for slow, but also less trapped oil. Pedro plans to do more testing.
I hesitate to speak for Pedro, but as noted, he designed a clever test whereby he used his accusump relay to test how often pressure fell in a stock car and a TS equipped car. I know of no other vendor who has such testing, or who shares the results at least. The numbers fell from (memory here, not my product) 17 --> 3 around Sebring. That's very significant.
On, of course, its gold anodized which makes it..... gold. :-)
What we all really need is a dry sump. The integrated dry sump is yet another reason not to put *too* much blind faith in Porsche.
Grant