Hold the engine's oil reserve, keep it at the pickup under every cornering and braking case, and seal to the crankcase without leaking.
A formed and welded aluminium pan with an integrated baffle tray and a triple trap door system. Under sustained lateral or longitudinal acceleration the baffles and trap doors stop oil migrating away from the pickup, which is what prevents oil starvation. A combined temperature sensor and drain plug reads oil temperature at the pan.
Revised baffle design allows tighter baffle clearances. Stiffened mounting flange improves the reliability of the gasket interface. New aluminium alloy allows a reduced number of welded seams. Low-profile design allows the engine CG to be lowered.
Ground clearance and undertray proximity. Engine placement, since the pan profile is what sets how low the engine can sit. Must seal dry with no sealant.
Sloshing validated on two purpose-designed test tracks combining high entry speed and heavy braking with sweeping increasing-speed corners, specifically to drain oil from the head and away from the timing chain galley. Test 1: minimum oil pressure 30.7 psi at 7,200 rpm, with 1.24 g sustained for 5.2 s, 1.41 g sustained for 1 s, 1.00 g under braking for 1.5 s, and a 2.21 g peak lateral. Test 2: minimum oil pressure 31.3 psi at 6,000 rpm, with 1.30 g at 9,500 rpm for 1.875 s, 1.26 g for 1.35 s, a 2.02 g peak lateral and a 1.86 g peak longitudinal.
Formed and welded from aluminium sheet, with the baffle tray retained by welded tabs. Jigs are used in the manufacturing process to meet the designed tolerances.
5052 aluminium on CR26I (6061 on earlier cars). One-piece fibre-reinforced nitrile gasket, waterjetted for fitment and reproducibility, which seals dry and eliminates the need for sealant. From the cost report drawings and CAD: From the cost report drawings: 6061 Aluminum Alloy (CR22 Lower Oil Pan); 5052 Aluminum (CR25 FINAL Oil Pan); 7075 AL (CR25 Oil Pan SLDDRW); AL 5052 (CR26i Oil Pan).
Oil gets pumped out of the pan faster than gravity returns it from the head. The identified fix is a deeper pan, which also gives more oil to cover the sump in cornering and lengthens the time the engine can spend at high g.
1.95 qt capacity, 3 qt full system. The earlier low-profile revision lowered engine CG by 1.6 cm and ran 0.86 L pan volume in a 1.56 L system. From the cost report drawings and CAD: Dimensions called out on the cost report drawings. These are the figures printed on the drawing, not a labelled specification; open the drawing itself for what each one refers to. CR22 Lower Oil Pan (as drawn): 151.38, R4.19, 167.64, 73.36, 172.65, 11.43 CR22 Upper Oil Pan (as drawn): 162.56, 151.13, 5.44, 5.72 CR25 FINAL Oil Pan (as drawn): 5.72, 0.57, 151.13, 15.11, 103.82, 10.38, 162.56, 16.26, 5.44, 0.54 CR25 Oil Pan SLDDRW (as drawn): 104.46, 10.45, 151.13, 15.11, 5.72, 0.57, 95.25, 9.53, 162.56, 16.26 CR26i Oil Pan (mm): 240.6, 151.1, 1.5 187.5, 5.7, 204.9, 159.5, 13.6, 19.0, 65.7 Source: Cost report drawings: CR22/Powertrain/Design/X - Cost Report Drawings/Lubrication Drawings/CR22 Lower Oil Pan.pdf; CR22/Powertrain/Design/X - Cost Report Drawings/Lubrication Drawings/CR22 Upper Oil Pan.pdf; CR25/Powertrain/Design/Y - Cost Report Drawings/Lubrication/CR25 FINAL Oil Pan.pdf; CR25/Powertrain/Design/Y - Cost Report Drawings/Lubrication/CR25 Oil Pan SLDDRW.pdf and 6 more Quantity per car, as costed: 1
Nothing in CrimsonStorage covers these yet.