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> Worried about high oil temps?, and/or low oil pressure?
ThePaintedMan
post May 29 2014, 12:44 PM
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No problems so far with mine but count me in for one too Chris. Great work as usual.
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Java2570
post May 29 2014, 03:02 PM
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Chris - count me in for one as well.
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75porsche914
post May 29 2014, 03:03 PM
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QUOTE(ThePaintedMan @ May 29 2014, 11:44 AM) *

No problems so far with mine but count me in for one too Chris. Great work as usual.


I'm very interested, put me on the future buy list.

I've bored my 2.0 to a 2.4, currently using an external oil cooler and fan that's positioned under my rear right trunk area. So far so good but she always run hot before adding.
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lonewolfe
post May 29 2014, 03:51 PM
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Perfect timing as I've been prepping a case for an engine build. I'll take one for sure after all the testing is done!
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hedfurst
post May 29 2014, 03:55 PM
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Wow. This is timely. I think that this is exactly what's going on with the motor in my 912E.
I'll take 2 Chris.
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Mblizzard
post May 29 2014, 07:19 PM
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I am in as well. Chris has some great stuff!
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Jetsetsurfshop
post May 31 2014, 11:17 AM
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Looking forward to seeing the testing first hand. (IMG:style_emoticons/default/piratenanner.gif)
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HarveyH
post May 31 2014, 11:27 AM
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Interested!

Harvey
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crash914
post May 31 2014, 11:40 AM
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How about a full flow system with an external cooler?

would this raise the pressure?
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MrHyde
post May 31 2014, 03:50 PM
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Makes sense.. sounds like a great invention.. can't wait to see the the results.
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Dr Evil
post May 31 2014, 04:57 PM
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Is there a concern of a cooler or cooler seal blow out with colder, more viscous oil being shunted directly through/to the cooler? I love the concept (IMG:style_emoticons/default/thumb3d.gif)
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ChrisFoley
post Jun 1 2014, 10:31 PM
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QUOTE(Dr Evil @ May 31 2014, 05:57 PM) *

Is there a concern of a cooler or cooler seal blow out with colder, more viscous oil being shunted directly through/to the cooler? I love the concept (IMG:style_emoticons/default/thumb3d.gif)

There's no change in pressure to the cooler when the bypass opens/closes.
The oil simply follows the path of least resistance.
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Dr Evil
post Jun 1 2014, 10:39 PM
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Cool, thanks for the reply. I figured a smart guy like you thought of this (IMG:style_emoticons/default/smile.gif)
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stugray
post Jun 1 2014, 11:21 PM
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Very interesting. I saw your brainstorming in the paddock.

QUOTE(Racer Chris @ May 28 2014, 05:21 PM) *

It's also easy to change the max pressure by altering the piston length.


Or a couple of shims under the spring and above that screw....
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zig-n-zag
post Jun 2 2014, 03:30 PM
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Nice, I would be interested in 2 if it works out.
Any chance of it also working in a type 1 case?
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worn
post Jun 2 2014, 05:29 PM
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QUOTE(Racer Chris @ May 28 2014, 03:21 PM) *

A combination of high oil temp and low pressure seems to plague lots of 914 owners.
Engine modifications for more power often exacerbate the problem.
Discussions frequently circle around the function of the primary pressure relief built into the crankcase near the oil filter.
One member described how he reamed the bore and made a new piston, which seems to have solved his low pressure.

I milled away a portion of a crankcase to have a better look inside the pressure relief circuit. What I found was significant wear, and evidence that the pressure relief was allowing oil to bypass the cooler most of the time.

I expect the benefit to be quickly apparent. (IMG:style_emoticons/default/smile.gif)


Yeah, I had more than a bit of skepticism in my quest...
http://www.914world.com/bbs2/index.php?sho...=210207&hl=

This is a great Idea. In my scoping into the hole I didn't see a lot of precision in the bores, which seemed surprising given how everything else seems pretty durn precise.

I have used the MPS diaphragms and they are super, so I bet this will be a real winner. Great work Chris! (IMG:style_emoticons/default/first.gif)
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type2man
post Jun 2 2014, 06:33 PM
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I've been having oil pressure issues in a fresh engine I built where the light starts flickering after about 45 mins of driving while using 10w-40 oil. I took apart a few cases i had laying around and I found there are two different size pistons and springs. I had searched on here for these items but I couldnt find anything. Here are the pics of the two different sizes
Attached Image

Attached Image

Does anyone know why there are two different sizes?

I'd like to try Foley's item to see if it cures my problem
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ChrisFoley
post Jun 2 2014, 06:49 PM
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I saw that short piston for the first time recently.
It came out of a bus engine case which is still at my shop.
Ed (ejm)) said that it would have had hydro lifters.
It had a fairly low operating pressure, and now that the new assembly is installed, I think it had a lot of "blowby".
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hedfurst
post Jun 5 2014, 05:32 PM
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I have a large type one melling in my car and have always had GREAT oil pressure. Using a 911 gauge have had 55-60 psi when hot at cruising speeds, 32-3600 rpm. Mysteriously on occasion it would 'stick' at something less than 45psi/3barr, no matter what the revs-and run higher oil temps.
Now it's doing it all the time. I run 10w40 in winter and recently changed to my summer grade. With new oil&filter it still says 45 psi hot or cold.
I'm sure that this is the fix I need.
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Jetsetsurfshop
post Jun 8 2014, 04:50 AM
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QUOTE(Racer Chris @ May 28 2014, 03:21 PM) *

A combination of high oil temp and low pressure seems to plague lots of 914 owners.
Engine modifications for more power often exacerbate the problem.
Discussions frequently circle around the function of the primary pressure relief built into the crankcase near the oil filter.
One member described how he reamed the bore and made a new piston, which seems to have solved his low pressure.

I milled away a portion of a crankcase to have a better look inside the pressure relief circuit. What I found was significant wear, and evidence that the pressure relief was allowing oil to bypass the cooler most of the time.



My newest product is designed to solve this problem.



This little cylinder replaces the stock pressure relief piston and spring in the crankcase.
Primarily what it does is eliminate the oil cooler bypass so the oil goes thru the cooler all the time.
The precisely machined assembly will only allow oil above the preset peak pressure to bypass directly to the sump.
It's also easy to change the max pressure by altering the piston length.

Three prototypes have been made for testing.
We installed the first one in a customer's 2.5L street/track car this afternoon.
In the short time we ran the engine, improved oil pressure was immediately evident.
Further tests will be done to see the effect on oil temp, but we aren't having hot weather here yet.
The other two prototypes are being sent to people in warmer climates with competition cars, ready to put them to the test.
I expect the benefit to be quickly apparent. (IMG:style_emoticons/default/smile.gif)


Testing day at Sebring. It going to be a scorcher. (IMG:style_emoticons/default/happy11.gif)
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