CR21 assembly line covering the lubrication system.
Superseded by the Lubrication Assembly grouping from CR22 onward. Design Philosophies and Processes: Inherited from the Lubrication subsystem design process: 1. Set capacity and pan geometry from the packaging envelope and the CG target. CR26I: 1.95 qt pan, 3 qt system, low-profile design lowering engine CG by 1.6 cm on the earlier revision. 2. Design the baffle and trap door layout, keeping baffle clearances tight and stiffening the mounting flange to improve gasket reliability. 3. Size the oil cooler from measured heat rejection. 4. Select the oil to meet Yamaha's specification (API SP, JASO MA2) with wet-clutch-safe additives. 5. Validate on the sloshing test tracks, logging oil pressure against lateral and longitudinal acceleration. Test 1 minimum oil pressure 30.7 psi at 7,200 rpm with 1.41 g sustained for 1 s and a 2.21 g peak; test 2 minimum 31.3 psi at 6,000 rpm with a 2.02 g peak. 6. Send an oil sample for analysis after 500+ miles of track and dyno running.
From the Sphinx wiki lubrication page. It carries no car generation and describes the wet sump of its era. 1. Choose wet or dry sump. Wet sump is the documented architecture, taken against goals of minimum system weight and complexity while still allowing optimal engine placement. 2. Design the pan to seal properly while staying light and easy to manufacture, and build jigs into the manufacturing process so the designed tolerances are actually met. 3. Integrate the baffle tray and trap doors into the pan rather than adding them afterwards. 4. Design the pickup to seal on the OE pickup tube gasket, with the geometry optimised to prevent oil starvation. 5. Select the oil for wear protection and wet clutch compatibility.
From the Sphinx wiki lubrication page: - Engine placement. The pan profile sets how low the engine can sit, and allowing optimal engine placement is one of the three stated goals for the system. The low-profile pan is what bought 1.6 cm of engine CG. - Weight and complexity, both to be minimised, against the requirement to still lubricate adequately. - Sealing without sealant. The dry gasket was chosen to cut service time and complexity, which rules out designs that need a sealant to seal. - Oil selection is constrained to something that meets Yamaha's specification, carries wet-clutch-specific additives, and can be bought locally.
The Sphinx wiki lubrication page documents a method and no results. The oil heat load was to be characterised on the engine dyno: run at peak horsepower for a set time with the cooling system off, and take the rate of oil temperature rise from the data. The stated ceiling for the test is 130 C. The result would then set the worst case for coatings or coolers. No measured heat load figure appears on the page. A sloshing simulation of the oil pan is named as something to develop, not something that exists.
What the Sphinx wiki lubrication page records. This is component-level manufacturing detail, not a start-to-finish assembly sequence for the whole system. - Oil pan: 6061 aluminium, formed and welded, with jigs built into the process so the designed tolerances are met. - Gasket: one-piece fibre-reinforced nitrile, waterjetted for fitment and reproducibility. Being a dry gasket it needs no sealant, which is what cuts service time. - Baffle tray: retained by welded tabs. - Oil pickup: 6061 aluminium, designed to be easy to manufacture, sealing on the OE pickup tube gasket.
None recorded. This part has no entry in Knowledge_Transfer/Issue Logging/Fault Vault.xlsx, in either Issue Log.xlsx, in CR22/Issue Tracking/Shakedown 7-15-23.xlsx, or in any design review issue list found in CrimsonStorage or Box.
From the Sphinx wiki lubrication page, open items first: - Investigate trap door designs that are easier to service, and develop a sloshing simulation of the oil pan. - Characterise the engine's oil heat load on the dyno, then mitigate it with coatings or coolers. - Revisit oil selection against a possible Valvoline sponsorship. Closed on the page: the low-profile pan that lowered engine CG 1.6 cm, the temperature sensor that doubles as the drain plug, the triple trap door baffle tray retained by welded tabs, and the one-piece waterjetted dry gasket.
From the Sphinx wiki lubrication page, describing the wet sump of its era. No car generation is attached to these figures, and they do not match CR26I's 1.95 qt pan and 3 qt system recorded elsewhere on this wiki. - Oil pan volume 0.86 L, 1.56 L for the system. - The low-profile pan lowered engine CG by 1.6 cm. - Oil: Mobil 1 4T 10W-40, chosen as cost efficient, locally available, carrying wet-clutch-specific additives, meeting Yamaha's recommended specification, and proven by oil analysis under the hardest conditions the car produces.
Nothing in CrimsonStorage covers these yet.