EA82: The oiling system

[WJM]

Serious discussion only. Keep it on topic.

 

So I was looking over the EJ oiling diagrams, I've got an EJ205 and EJ257 here that I'm working on for my own projects....looking at oiling system modifications to solve a lack of volume issue for long term track use and sustained high RPM operation.

 

Then I was curious to see what changes were made from the EA82 to the EJ engines.

 

Well...other than the addition of 2 more main crankshaft journals....NOTHING has changed!!!!!!!

 

The supply method for the mains and rods are identical.

 

There are a select few individuals that are modifying the EJ blocks to feed the mains from BOTH sides, effectively doubling the volume supplied to each main, as well as doing some port work on the system making it more efficient...also using the 12mm oil pump, or a modified 10mm pump. (10mm is stock for EJ22T/EJ205/EJ25D/EJ255/EJ257...12mm is for Dual AVCS EJ engines, EG33D...9mm is found on all the N/A EJ22x/EJ25x engines) So far this modification has drasticly improved bearing life during HEAVY track use and well beyond the factory redline of 7000 RPM.

 

So...heres what I am theorizing...

 

Since the EA82 doesnt have a second main galley on the other block half like the EJ engines...simply increase the size of the feeds to increase the volume. In turn, make a larger pump rotor set to flow the increased volume needed, as well as doing some port work and raising the relief bypass valve a few PSI.

 

Correct me if I'm wrong, but increasing the diameter of the feeds from the galley will increase the volume of oil supplied.

 

With more volume and matched pressure we should not have any more spun rod bearings (providing that the sump is not starved).

 

Discuss.

[ausubaru92]

Then I was curious to see what changes were made from the EA82 to the EJ engines.

 

Well...other than the addition of 2 more main crankshaft journals....NOTHING has changed!!!!!!!

 

So that means that the engineers at FHI were obviously pretty confident with the oiling system of the ea82.

 

Be careful with changing the size of the galleries, you dont wanna increase flow to some parts and stave oil to others

[subiemech85]

focus on sustaining oil PRESSURE while increasing volume

 

the hlas will thank you or complain

[WJM]

So that means that the engineers at FHI were obviously pretty confident with the oiling system of the ea82.

 

Those are my thoughts as well...however, there are small flaws with both engines in regards to constant competition use and/or sustained high RPM use.

 

Be careful with changing the size of the galleries, you dont wanna increase flow to some parts and stave oil to others

 

Which is why I want to do it carefully as well as upgrading the pump to match the new volume requirements.

 

My modified oiling system includes the deletion of the HVLA's with solid adjustable units.

[subiemech85]

"My modified oiling system includes the deletion of the HVLA's with solid adjustable units."

 

what is your plan and recipe for doing that?

 

will you be using an oil cooler?

[WJM]

Oil cooler is part of the plan. It will be an Air-Oil unit from an EVO-8, USDM.

 

The HVLA-Delete (hvlad) is still in the works...however, the basic prototype design is taking a stock hvla, gutting it and basically making an adjustable piece that goes from the follower to the base. It will be very difficult to adjust...which is why you would want to do it with the engine OUT of the car....even then it wont be easy.

 

I am working on a second prototype that will allow easier adjustment...however, I have still not come up with a cost effective solution for easy adjustment WITH easy tightening...as both prototypes are difficult to tighten back down.

 

The non cost effective solution is to have some heads made out of a block of AL on a CnC machine. It will mirror the USDM Phase 2 SOHC EJ251/EJ253 heads, but with all the requirements needed to bolt to an EA82 and function properly. This idea is proving MOST difficult.

 

The other non cost effective solution is to mirror the Phase 1 EJ25D 1996MY DOHC heads for EA82...again, a block of AL CnC machined. This design is much easier to work with...however, it makes for more moving parts, a larger oiling system requirement, more parts, less engine bay space, more parts, and less reliability. Did I mention more parts?

 

So...the hvlad's are in motion.

 

Oh, the ports in the head for the hvla's will be blocked off we well.

[subiemech85]

perhaps you can use a shim adjusting system such as on the VW 4cyl engines, 1.5 1.6 diesel 1.9 gas

 

they use a true overhead cam sytstem, no rocker levers

 

 

edit: 2k post

[WJM]

The shim system was considered...however it would increase costs. The cost effective way is to stick with stock heads and systems...but replace the HVLA's with something solid and adjustable.

[Major Lazy]

Serious discussion only. Keep it on topic.

 

Correct me if I'm wrong, but increasing the diameter of the feeds from the galley will increase the volume of oil supplied.

 

Discuss.

 

Not necessarily

If the diameter of the feeds is increased it could go slower and pump the same volume

Q=VxA

[WJM]

thats why you'd increase the PUMP volume.

[GeneralDisorder]

Increasing the diameter of the supplys will decrease the pressure. It's very touchy actually as the decrease is not linear with respect to galley diameter. You will rapidly approach the point where no stock or modified pump will be able to supply it sufficiently.

 

Deleting the HLA's is all well and good, but they are not the only consumer's of oil pressure.

 

The conn. rod bearings and the crank mains also require pressure to overcome the force of combustion forcing them downward. Too little pressure and the oil film will collapse and you will have very short lived rod bearings. To a lesser extent the mains will also suffer.

 

Anything much below 15 psi hot is to be avoided. And that's at the extreme low end. Personally I would want to see 20 or more.

 

GD

[WJM]

^^Again, I realize the points you are hitting on. I'm not talking about a drastic change in sizing, I'm talking about a 5% to 25% range...whatever ends up as optimal.

 

Also, taking the pump and matching it to the new demands of the system to keep the pressure optimal and the volume appropriate.

 

Deleting the HVLA's serves two purposes.

 

1. Provides adjustable valve clearance for aftermarket cams.

2. Decrease load on the oiling system.

 

The 1st reason has 95% of the weight for doing a custom piece. The 2nd reason is a 'bonus' as the pressure/volume can now be going more towards the mains/rods/turbo/cams.

 

Its not like I'm just going to take a 3/8ths drill bit to the feeds ya know...

 

 

Also the other point that I was attempting to convey with the OP is that under sustained high RPM/competition there seems to not be enough volume/pressure to the rods. Increasing the supply (volume and pressure) to the crank also increases the supply to the rods as the rods are fed thru the crank.