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Of all the available relocating solutions, this one was probably the best, but sadly it's not available anymore. Perhaps if there were enough interest, a vendor might decide to produce something similar again. Just an idea...
The Lingenfelter L300015297 won't work to relocate the oil pressure sensor. It will accept an oil temperature sensor but not pressure.
Also, if you did modify that adapter or make a different one, that location isn't going to give you the same readings/information as the OEM oil pressure sensor location.
We have a fitting we made that allowed relocation of the oil pressure sensor for use in some supercharged applications. I'll see if I can find pictures. We don't have many remaining in stock but maybe we could make more.
Here is a picture of what the oil pressure sensor relocation fitting we have looks like. All stainless. On the left is all the pieces together and on the right is all the pieces apart.
I assume the reason people want this is to be able to access the sensor without having to remove the intake or in order to be able to fit intakes that don't have provisions for OEM C5 sensor location clearance (we made it for the latter).
We have also tapped the end of the threaded banjo fitting before so that people could have an oil pressure gauge or warning light that read pressure from the same location as the OEM sensor.
Originally Posted by jhaines
The Lingenfelter L300015297 won't work to relocate the oil pressure sensor. It will accept an oil temperature sensor but not pressure.
Also, if you did modify that adapter or make a different one, that location isn't going to give you the same readings/information as the OEM oil pressure sensor location.
We have a fitting we made that allowed relocation of the oil pressure sensor for use in some supercharged applications. I'll see if I can find pictures. We don't have many remaining in stock but maybe we could make more.
Here is a picture of what the oil pressure sensor relocation fitting we have looks like. All stainless. On the left is all the pieces together and on the right is all the pieces apart.
I assume the reason people want this is to be able to access the sensor without having to remove the intake or in order to be able to fit intakes that don't have provisions for OEM C5 sensor location clearance (we made it for the latter).
We have also tapped the end of the threaded banjo fitting before so that people could have an oil pressure gauge or warning light that read pressure from the same location as the OEM sensor.
that's a nice part, I need to check that out to see how I could use it to upgrade my work. had I known about the availability when I relocated my sensor, I would have preferred it over threaded adaptors.
As it is, I have a collection of fittings to adapt to line fittings and then back again for the sender, but the price was right.
ONe of these days I might l take it down to Earls supply and see if they can clean up the design with less adaptors in play, or see if the banjo fitting will work for me.
. Of course, that would require pulling the manifold again, which is the reason I put on the extension in the first place, to avoid doing that job ever again. I have low corvette repair skills .
Of all the available relocating solutions, this one was probably the best, but sadly it's not available anymore. Perhaps if there were enough interest, a vendor might decide to produce something similar again. Just an idea...
When a diy relocation parts list was posted here , for about fifty bucks with sensor, that product went away , quickly. It was designed for , as it said, a supercharger, so used another location of necessity, not improved accuracy of measurement. Guys like me just wanted to relocate cheaply and get the same location readings.
It was stated that you didn't have to pull the manifold with the TPE kit, and some liked that , as I recall.
A lot of people objected to the location that kit used because the sender now measured close by the pump output, where the original location measured downstream of the filter , main bearings,etc, so you got readings from the working system, not just how the oil pump was doing today.
As the poster from Lingenfelter pointed out, the non stock location will not give the same readings. So, kind of pointless to invest money/work and just have a pump discharge reading and have the rest of the systems oiling performance unknown.
...A lot of people objected to the location that kit used because the sender now measured close by the pump output, where the original location measured downstream of the filter , main bearings,etc, so you got readings from the working system, not just how the oil pump was doing today...
That was the first design. The second design measures pressure after the oil filter and it is the one pictured above.
Here is a member's first hand experience dealing with this problem in all 3 relevant scenarios:
factory location,
"classic" relocation and
TPE's "2nd design" relocation.
I think this brings a solid perspective to the table.
Did you notice any difference in your normal average readings after you installed the TPE relocation kit?
None whatsoever.
As a user, what's your experience?
The primary reason most everyone wanted for the relocation was twofold:
Get the sensor away from the hostile environment it lives in (resulting in a MUCH higher than normal failure rate, regardless of brand name or material) resulting in GREATLY reduced failure rate
Easier to service in the event of a failure going forward.
It has been my observation over the years, after having read hundreds of user experiences and/or recommendations on this subject, that getting the OPS away from the OE location alone, appears to greatly reduce, if not eliminate the very high failure rate. This high failure rate is so prevalent, that there has been a permanent sticky-thread on this subject at the top of the CF C5 Tech section which still exists to this day. It is one of the all time longest threads in CF history.
In that regard, (and after having several sensor failures myself) I installed a relocation kit a number of years ago which used the stainless armored hose and various fittings to re-route the OPS over to the ignition coil #5 and #7 location. Not the most elegant solution, but very effective nonetheless. Result? I experienced no more OPS failures of any kind for several years.
The only reason I used the hose type kit is because the TPE kit was no longer available at the time as they had gone out of business. About a year and a half ago, a CF member had a TPE kit for sale, and I bought and installed it to replace the other hose unit, which I still have.
Poll to show potential interest to vendors
