High capacity oil pumps

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High capacity oil pumps should be BANNED!

NOBODY needs more than 80 PSI.
 
I think that ‘high capacity’ refers to high volume of oil throughput.

I don’t believe it is referring to any kind of increase in pressure in this instance.
 
On the basis that 'bigger is always better', more oil sloshing around in the crankcase would not slow the motor ? - How much oil pressure do you need to stop the big end bearings from being picked up by the crank journals ?
 
gtiller said:
I think that ‘high capacity’ refers to high volume of oil throughput.

I don’t believe it is referring to any kind of increase in pressure in this instance.
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exactly so. In fact the crank and journals are protected by centrifugally generated pressure.. Not an experiment that I would recommend but engineds have been run with no timing cover seal and been ok
 
texasSlick said:
As I see it, the only advantage to increased oil pump capacity, is to maintain full oil pressure at low rpm's. Once the OPRV opens, any excess capacity is simply costing you hp to pump around.

Oil pressure, as little as 20 psi, gets the oil where it is needed. Oil film strength, typically 110,000 psi, prevents metal to metal contact.

Slick
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+1

You want more capacity you'll need to have larger oil galleries or a stiffer spring in the OPRV, or some combination of both. If and when you accomplish one or both of these exercises you can start back in again fixing the new problems you have created.

OE oil pumps cost a small fortune, I suspect that a good many of the "larger capacity" oil pumps, with rare exception cost less, can't say. Is this a marketing effort, it is certainly true that a new pump will have larger capacity then one that has pumped semi-abrasive material for years?
 
None the less, even worn bypassing Norton gear pumps keep on effectively pumping with chipped gaps in teeth, worn clearance in end plates and around worn shafts. Its already essentially over kill, so just emotional reaction to 'peace of mind' advertising trick phrase trigger to spend on them or feel scared/guilty might run dry and seize. Sheeze. Norton can barely keep up with standard pump drainage to give that some thot to if buying 'bigger' pumps, which we still don't know what that even means for pressure or volume increase offered.
 
That is why you have to test it all out. Data is required. You have to run the experiment and have proof of results. Scientific approach.
 
hobot said:
Stock 6 start pump is sufficient to supply journals and head at any rpm, so only oil starved area would be the cam/lobes/lifters that only extra drain down lifter bevel gaps and crank/rods spray can help, not more pressure. After 6 start pumps installed its the drain down and pump out capacity that limits Commando oil flow volumes to solve. Shit I've forgotten how many times I've lied to women to sell them peace of mind but not the real facts of situation. There's bout a dozen things that can be done to make factory pump seal better for slightly more efficiency/flow but mainly done for wet sump stifling when shut down cold. Shit I've forgotten the number of times women have lied to me for my peace of mind til finding out real situation : (
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Crikey Hobot, you lie a lot around members of the opposite sex!;)
 
Well, like extra capacity oil pumps, extra women around is over rated, once ya got a good one that tolerates ya lies : )
 
oldmikew said:
Dances with Shrapnel said:
Been there, done that - at Daytona!
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Wow, Impressed but then presumably little time spent on tickover..
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What was impressive is what had to be rebuilt & replaced after that weekend. It really had little to nothing to do with the oil pump and everything to do with the cylinder liner wear swarf passing through the engine; that after only two race events. The remedy back in 2005 was a carbide treated bore surface - problem solved! This is what I told JS and others to do way back when.
 
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Dances with Shrapnel said:
What was impressive is what had to be rebuilt & replaced after that weekend. It really had little to nothing to do with the oil pump and everything to do with the cylinder liner wear swarf passing through the engine; that after only two race events. The remedy back in 2005 was a carbide treated bore surface - problem solved! This is what I told JS and others to do way back when.
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Racing a Commando at Daytona must feel like riding with a gun pointed at the back of your head ? - Not IF but WHEN ?
 
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