Brian.G wrote: ↑07 Nov 2018, 22:52
LeeJohnson wrote: ↑07 Nov 2018, 22:38
Brian --
I just found your "articles" dissecting F1 engines & sub-systems. Wonderful, impressive efforts on your part! Thanks for expanding my (and many others, I'm sure) knowledge.
My suggestion for another topic is the dissection of an F1 engine dry-sump oil system (especially the pump and scavenge oil de-aeration hardware). I recall reading that de-aeration began to be used on DFVs; I bet it is more sophisticated now.
Lee
Lee, thanks for the kind words - your suggestion above is exactly the plan for a very large article in a fortnight or so.
Brian,
The DFV was far from being the first to start de-aerating its scavenged oil, every dry-sump system ever used had always by design necessity to de-aerate the returning oil to the holding oil tank/reservoir. The DFV scavenge system was one of the first problems that had to be sorted-out. Further, the DFV only compartmentalized two V-TWIN crankpins (four cylinders) having lower crankcase bulkheads that forms part of the lower main bearings on only number 1 – 3 and 5 main bearings. Normal main bearing caps were used for number 2 and 4.
An example of a fully flagged racing dry sump system was the tipo 049 FERRARI V10 which was number six in the evolving series of FERRARI V10 engines. It used an oil de-aerator that ‘centrifugally’ separated large volume of air from the oil that draw from five individual V-TWIN sealed crankcases. The capacity of scavenge pumps was such that the crankshaft ran in a partial vacuum to reduce wind-age losses. A single oil pressure gear-pump at 1-2 bar running at 32.5 percent engine speed was used, eleven Eaton oil scavenge pumps running at 35.5 percent engine speed plus one Eaton scavenge pump running at 32.5 percent engine speed were use, an oil-air separator spinning at 71.5 percent engine speed was used in the make-up of the dry-sump system.
