05-26-2019, 01:53 PM | #71 | |
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[ame]https://www.youtube.com/watch?v=8f2fcbTh5yw[/ame]
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05-26-2019, 03:17 PM | #72 |
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If you reference Element Tuning's FA20 build page they talk about this. The oil port for the #3 main feeds two rod journals. So they are more susceptible to starvation.
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05-26-2019, 04:15 PM | #73 | |
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GENERAL; 2013 MY FR-S [03/2012 - �������] SYSTEM DIAGRAM; 2013 MY FR-S [03/2012 - �������] DETAILS; 2013 MY FR-S [03/2012 - �������]
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05-26-2019, 04:25 PM | #74 | |
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You'll see more of an effect on discharge pressure from a centrifugal pump due to cavitation than you will from a PD type pump due to the fixed relationship between RPM to volume moved in a PD (reciprocating piston, gear, lobe vane, peristaltic, etc) pump. |
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05-26-2019, 04:37 PM | #75 | |
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The flow rate necessarily increases through a smaller orifice, which is also correct. A flowing fuid's pressure at a given flow rate increases as the passage through which it passes decreases in diameter. |
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05-26-2019, 04:50 PM | #76 |
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@ETM_Shaman
Have you considered testing the stock pickup tube pressure or inlet pressure with 0w20 or even 5w30 instead of your 10W40? Perhaps the heavy grade oil was the problem all along. Skip to 1:20. If the cavitation you are trying to resolve is from starving the pump then couldn't higher viscosity oil be the problem? [ame]https://www.youtube.com/watch?v=iau3DuphVqY[/ame]
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05-26-2019, 04:54 PM | #77 |
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Joesurf79: Flow rate or fluid speed, that increases through narrower tube? I believe in closed loop portion first is constant, and 2nd varies, by Bernoulli principle, no?
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05-26-2019, 05:26 PM | #78 | |
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Fluid flowing in a tube will drop in pressure and increase in velocity when the radius decreases. If the feed pressure is constant (as explained above) then as he squeezes the end, reducing the radius, there must be conservation of forces (Bernoulli's Principles) the pressure of the fluid in the section of the pipe drops and the fluid will dramatically increase in velocity. There only needs to be a difference in pressure for it to flow in a direction (that is the force). [ame]https://www.youtube.com/watch?v=VA03j6t5F-8[/ame]
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05-26-2019, 06:13 PM | #79 | |
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Doesn't the system diagram seem off? I don't know about you, but it looks to me like the oil goes from the oil pump to the oil filter then part of it goes to the left/driver's side of the motor (camshaft journals) then the rest goes to the middle then it branches again, right? Then part of the oil goes to the crank area and the other part goes to the right/passenger's side of the motor (again, camshaft journals). Is that what you see? I see a return line from the right; I see a pickup tube; I don't see a return line from the left, so maybe they left it off the diagram. What do you think? Also, when looking at the picture bellow of the cover, it seems like there is three outlets and one inlet. One to the right and left and one to the middle with a single return. Supporting my point, it also seems like the oil is diverted after the filter to the left/driver's side of the motor, and the rest goes to the middle, where it then diverges to the crank and right/passenger's side. I can't tell where the stock oil pressure sensor location measures from. It looks like it is on the top return channel from the filter, meaning the channel that is returning to the center (possibly after diverting oil to the driver's side section), and I can't tell where the front/top oil galley plug is situated, but it could be after more oil has been diverted to the right/passenger's side of the motor, right? What do you think? If it has then couldn't there be a significant drop?
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Last edited by Irace86.2.0; 05-26-2019 at 06:23 PM. |
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05-26-2019, 06:43 PM | #80 | |
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@Ultramaroon
I also found this: Quote:
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05-26-2019, 06:53 PM | #81 |
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05-26-2019, 07:35 PM | #82 | |
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Quote:
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05-26-2019, 07:41 PM | #83 |
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Oh I see
Let us know what you find if you make the switch. I'm curious.
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05-26-2019, 07:52 PM | #84 | |
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There indeed could be a significant drop. Very interesting. That being said, note the initial bullshit offset on my test gauge which is connected to the pressure switch port. If the static offset is taken into account, the two gauges are pretty close. Otherwise, they disagree in the wrong direction. I'll warm up the engine and take some more readings.
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