[CSG Mike]

Originally Posted by prandelia

More data points the better. That makes me feel better. All my data is from 225 Hoosier grip, either in practice, or actual GLTC races, so this is what the engine/oiling sees at it's highest stress levels.

Just for reference, here is a huge zoomed in section of a corner from another track (Gingerman), which has a lot of switchback corners and sweepers so it really tests your oil pressure. Here, I am the end of a decal (braking phase) and you can see where I turn-in and then RPM's increase from about 5500-7600 as I accelerate through the turn. See how the oil pressures "hunts" up and down? 75psi then 2/10th of a second later, it's 35psi lower.....is that pump cavitation or oil starve? I mean the good news is that the overall pressure (and low points) rises with RPM, so that seems to indicate things are working as they should, but there are definitely lots of places where the oil pressure is below where it should be using the magical 10psi/1000RPM guidelines.

I wonder if that is simply the pump picking up any oil that it can from the sump, then as it depletes it, pressure drops and the cycle continues until the car straightens up and enough oil drops back from the head.

When you zoom in, you can see that some of the drops aren't as bad as from totally zoomed out, but then you can also see more of this oscillation in oil pressure during cornering exit phases....

Sorry for the nerdy technical crap, but like I have anything better to do right now...LOL.

Well, if those dips disappear with the accusump, we'll know!

The tiny sample of cars I have data from that log oil pressure just all accept it as "normal" at this time. There's not an overabundance of spun bearings, but I wouldn't call that conclusive either.