I wholeheartedly endorse dry sump systems. They have many other benefits beside just keeping a constant supply of oil - deaerating the oil being the biggest one. Expensive but worth it when used in the intended environment.
The 3.5-liter Toyota 2GR-FE that’s going into our MR2–with its forged bottom end, roller rockers, aluminum block and high-winding nature–is a heck of an engine despite its pedestrian Camry origins.
[How to turn an MR2 into a Ferrari Dino (sort of) | Project Toyota MR2 Turbo]
If it has a weak point–and even this is a bit …
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I wholeheartedly endorse dry sump systems. They have many other benefits beside just keeping a constant supply of oil - deaerating the oil being the biggest one. Expensive but worth it when used in the intended environment.
In reply to kb58 :
Not trying to negate those wise words but I suspect the benefits vary from car to car. I've run my 1200 for the past 33 years and I've never had an issue. As mentioned some cars I've seen munch the bearings the minute you put sticky tires on them.
kb58 said:I wholeheartedly endorse dry sump systems. They have many other benefits beside just keeping a constant supply of oil - deaerating the oil being the biggest one. Expensive but worth it when used in the intended environment.
The only 2GR-FE dry sump applications we could find were basically one-offs. Really the engine is fairly robust, we're just taking some extra precautions since you can really never be too careful when it comes to oiling. But even in Alex's testing, while he was seeing dropoffs in right hand cornering, the pressure still wasn't falling below what I'd consider to be dangerous territory. So the baffles, an additional half quart in the sump, and an extrenal cooler which will provide more capacity (and maybe an Accusump if there's space?) should be all the insurance we need to keep our bearings juicy.
What's the big splined (?) protrusion with the square drive on the bottom in the first picture?
Edit: I did some googling and it appears to be the oil filter housing? I didn't know that Toyota did filter cartridges like that for their more run of the mill cars.
Slight tangent, but fresh on my mind after talking to a friend. The 2GR in the Evora GT specifically has an oil pan with trap doors that are rubber/plastic. Maintenance schedule has you drop the pan every 2 years/18k miles to change those doors for new ones.
Our sanctioning body penalizes add on dry sump systems so we are left with limited solutions. Glad to see there there's an off-hand recommendation for an Accusump. We pay a much smaller penalty for the Accusump. If anyone has any recommendations for better oil control for the Ford Essex (Canada) V6 (2003 Mustang) we'd be very interested.
fatallightning said:Slight tangent, but fresh on my mind after talking to a friend. The 2GR in the Evora GT specifically has an oil pan with trap doors that are rubber/plastic. Maintenance schedule has you drop the pan every 2 years/18k miles to change those doors for new ones.
Moroso also has a part# for a 2GR lower oil pan with what looks like metal trap doors, but it looks like it hasn't been in stock in forever.
In reply to Colin Wood :
Well since it absolutely saved my engine - twice - due to unnoticed oil leaks, maybe a little. I don't own the car any longer, so I'm not bragging when recommending one if it's financially possible. I pieced one together myself for Midlana, fabricating my own pump mount; that was about the only true custom part.
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