Dry Sump Pan Day

So this has to start somewhere, the whole placement issue.

I call it a issue, because I get no fun from this task of retrofits. 

Actually, allow me to clarify, I like the job itself, I love the technical aspect of setting a engine up when you have artistic freedom, I just dont find this kind of work amusing anymore when youre in a 'chair. 

Engine in, measure and mark-up, engine out, modify, replace and engine back in again a dozen times or more if you want the pan, the engine and gearbox mounts perfect.

So to set the height, we need a pan. To finish the pan, we need the engine mounted. To mount the engine, the gearbox and bellhousing needs to fit the transmission tunnel.

What it does not.

Starting off I opted to go 316 stainless steel for the engine pan. Why, not aluminium?. Well stainless only won out because of the specific notching for the steering rack and engine cross-member, its cleaner, thinner and if I get a rock caught between it and the power steering rack, it wont wear a hole in it, and if it did I can weld stainless at a countryside roadhouse if need be. Welding aluminium is a bit more of a pain. Saying that, its not uncommon to find a stainless pan on a high end no budget Nascar motor.

So basic design is like you see on circle track stuff, but in a smaller simpler scale. Pan is rather shallow and runs a gutter along the scavenge (backside) side.





Ill run 3-points of scavenge on the pan, so ill happily sacrifice the gutter where it hangs too low.





Few test fits, markup and notch out.







Got it nice and low in the bay, and pretty hard up to the cross-member.

And in-case you're wondering, yes that is a S13 cross-member.




The inner view reveals how low it can sit. This time I won against that steering rack, however the next time we meet will be headers time, and I just know that will get ugly.

Real ugly.