Oil cooler thermostat & cooler for C6Z road course discussion
04-22-2015, 06:15 PM
#121
Drifting
Thread Starter
04-22-2015, 07:16 PM
#122
Burning Brakes
09-23-2015, 07:57 PM
#123
Supporting Vendor
Awesome info! Just what I needed!
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10-24-2015, 08:08 PM
#125
Burning Brakes
(This is my way of subscribing)
I picked up this setup for the modified (bolt-ons only, for the time) LS3 build in hopes that it will work just fine for HPDE weekends starting in 2016:
http://www.xplosiveperformance.com/0...es_p_3303.html
Thoughts?
10-24-2015, 09:37 PM
#127
Burning Brakes
According to the SETRAB website, the 925 series is wider, same height, flows at a higher psi and has a higher btu/hr range.
HP Range / Part # / Width / Hght / psi / btu/hr range
325-425 / 50-625-7612 / 12.99 / 7.60 / 2.0/2.5 / 33,100-46,000
400-475 / 50-925-7612 / 15.94 / 7.60 / 2.6/3.5 / 42,000-60,000
The only question I really have that I have not found an answer for is how much will the oil capacity increase with this added cooler, if any?
HP Range / Part # / Width / Hght / psi / btu/hr range
325-425 / 50-625-7612 / 12.99 / 7.60 / 2.0/2.5 / 33,100-46,000
400-475 / 50-925-7612 / 15.94 / 7.60 / 2.6/3.5 / 42,000-60,000
The only question I really have that I have not found an answer for is how much will the oil capacity increase with this added cooler, if any?
10-24-2015, 11:01 PM
#128
Drifting
Thread Starter
As to increase in capacity, about 2 qts. Just add up cooler capacities and larger line capacities over the tiny restrictive stock lines.
10-24-2015, 11:25 PM
#129
Burning Brakes
Thanks for the heads up on capacity.
10-25-2015, 03:17 PM
#130
Le Mans Master
Member Since: Dec 2005
Location: Port Arthur, Texas 77642
Posts: 8,475
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Have now done lots of street and track driving in hot and "cool" weather.
Improved Racing thermostat does a fantastic job of helping oil get up to operating temp.
Before on highway on a 60* day oil would sit at 145* at the tank oil temperature sender, now it is up around 180*. In a normal 15 minute street drive it is now averaging 25* warmer.
Noticed a significant pressure bump at every RPM on track using same weight 10w40 Redline oil as verified by oil analysis. Can only assume it is due to less restriction through #10 lines, Improved Racing thermostat and Setrab 172 cooler.
This Autocal EFI Live oil pressure datalog is from a 90 degree day at Sebring.
Yes pressure is recorded at stock pickup location after cooler and filter.
Yes now that logs are done I will be bumping oil weight up for hot days. My conclusion is 40 weight is just not enough for the track in Florida in the heat. Thinking 1/2 and 1/2, 40 and 50wt.?
Log photos not showing up worth a darn on a phone, so I included a smaller link that can be blown up.
You will notice pressure peaks at 5400 rpm then drops 3 to 5 psi as rpm goes up. This is something I have seen with every LS oil pump driven at crank rpm. Does not seem to matter what tank, pan, baffles, pump, oil, ext. Pressure just drops above 5400, rotor cavitation or flutter is my bet?
Improved Racing thermostat does a fantastic job of helping oil get up to operating temp.
Before on highway on a 60* day oil would sit at 145* at the tank oil temperature sender, now it is up around 180*. In a normal 15 minute street drive it is now averaging 25* warmer.
Noticed a significant pressure bump at every RPM on track using same weight 10w40 Redline oil as verified by oil analysis. Can only assume it is due to less restriction through #10 lines, Improved Racing thermostat and Setrab 172 cooler.
This Autocal EFI Live oil pressure datalog is from a 90 degree day at Sebring.
Yes pressure is recorded at stock pickup location after cooler and filter.
Yes now that logs are done I will be bumping oil weight up for hot days. My conclusion is 40 weight is just not enough for the track in Florida in the heat. Thinking 1/2 and 1/2, 40 and 50wt.?
Log photos not showing up worth a darn on a phone, so I included a smaller link that can be blown up.
You will notice pressure peaks at 5400 rpm then drops 3 to 5 psi as rpm goes up. This is something I have seen with every LS oil pump driven at crank rpm. Does not seem to matter what tank, pan, baffles, pump, oil, ext. Pressure just drops above 5400, rotor cavitation or flutter is my bet?
10-25-2015, 08:21 PM
#131
Burning Brakes
10-25-2015, 09:36 PM
#132
Drifting
I don't think its cavitation. You shouldn't see cavitation from a dry sump system and this happens on a dry sump system. I think it happens because of the relief spring. When the engine is warm you have higher leakage but the pressure at the exit of the pump is the same... Those melling oil pumps are not necessarily bigger but they do have stiffer relief springs.
10-26-2015, 01:00 AM
#133
Drifting
Thread Starter
I never addressed the actual drop.
I have spoken with a couple of engineers, a couple of LS engine builders and a few guys that datalog and all have said the drysump LS engines with the pump driven at crank speed show this drop to some extent.
It even shows with the extra ARE scavenge pump from another members data.
Cavitation does seem to be the culprit due to the crank pump speed, data flow =& pressure logs do seem to follow Mellings chart.
At this point I seem to have my oil temp problems under control & have addressed pressure by running 15w50 when temps are going to be high 250+.
You can see from this older graph using 10w40 that the pressure peaks at 54 to 5600 rpm then drops again regardless of temperature.
As to the Spintric it is a cool addition but packaging is a problem unless running a secondary scavenge pump.
Have been doing oil analysis all along and despite pressures no problems show. The C7 motors are running MUCH lower pressures kinda throwing that 10psi per thousand RPM rule out the window.
Last edited by blkbrd69; 10-26-2015 at 05:17 PM. Reason: Graph
10-26-2015, 10:24 AM
#134
Le Mans Master
Member Since: Dec 2005
Location: Port Arthur, Texas 77642
Posts: 8,475
Received 331 Likes
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I don't think its cavitation. You shouldn't see cavitation from a dry sump system and this happens on a dry sump system. I think it happens because of the relief spring. When the engine is warm you have higher leakage but the pressure at the exit of the pump is the same... Those melling oil pumps are not necessarily bigger but they do have stiffer relief springs.
10-26-2015, 05:01 PM
#138
Drifting
Thread Starter
On track at speed your engine radiator fan is not running either it is actually a restriction to airflow. Fan only runs till about 35 then shuts off.
10-26-2015, 06:41 PM
#139
Every GM computer that I've looked at are only controlled by coolant temp. Most newer models have a gradual up or down of fan speed as temps rise or lower. I have see many aftermarket controllers also have MPH settings but the coolant temp overrides that. And most fans are not set to run at 100% from the factory.
Many variables here but if you drove around town long enough at 35 mph with the fan (s) off you are going to run hot.
Anyway, room and added failure makes sense for not running a fan on an oil cooler, however if you mounted it a remote area that didn't have direct airflow a fan would be a must. Could even be an added plus and controlled by switch in the cockpit
Many variables here but if you drove around town long enough at 35 mph with the fan (s) off you are going to run hot.
Anyway, room and added failure makes sense for not running a fan on an oil cooler, however if you mounted it a remote area that didn't have direct airflow a fan would be a must. Could even be an added plus and controlled by switch in the cockpit
11-06-2015, 03:39 PM
#140
Burning Brakes
I have a c5z so not apples to apples but I'm looking at getting a dewitts radiator, external cooler and the improved racing thermostatic switch. My question is, does all the oil go through the cooler or is it bypassed. If it is bypassed, is there a % of oil that is bypassed? And, is it only bypassed in higher rpms or at idle as well?
Thanks
Thanks