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It is generally located inside the lower part of the engine, usually below and/or to one side of the crankshaft. On dry sump engines, at least two oil pumps are required: one to pressurize and distribute the oil around the engine components, and at least one other 'scavenge pump' to evacuate the oil which has pooled at the bottom of the engine. [9]
Improved pump efficiency to maintain oil supply to the engine. Since scavenge pumps are typically mounted at the lowest point on the engine, the oil flows into the pump intake by gravity rather than having to be lifted up into the intake of the pump as in a wet-sump. Furthermore, scavenge pumps can be of a design that is more tolerant of ...
The first engines deliberately designed to encourage scavenging were gas engines built by Crossley Brothers Ltd in the United Kingdom in the early 1890s. These Crossley Otto Scavenging Engines were made possible by the recent change from slide valves to poppet valves, which allowed more flexible control over valve timing events. [1]
EJ255 Version 3: Used in the 2010–2012 Legacy. It has Dual-AVCS, 9.5:1 CR pistons, E25 heads with provisions for a scavenge oil pump turbo. The passenger intake camshaft is notched to spin the scavenge pump. The oil pan has an additional mounting bolt and one of the oil pan bolts changed position compared to the other variations of the EJ255.
Oil system: Dry sump, gear pump at 65 psi (4.5 bar) with scavenge pump; MIL-O-6081A Performance Maximum power output: 2,550 shp (1,900 kW) + 415 lbf (1.85 kN) for take-off at 14,300 rpm at sea level (2,750 shp (2,050 kW) equivalent)
Scavenge pump; T. Total-loss oiling system; Turbo timer; Two-stroke oil; W. Wet sump This page was last edited on 28 March 2012, at 19:09 (UTC) ...
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