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The dry-sump system uses two or more oil pumps and a separate oil reservoir, as opposed to a conventional wet-sump system, which uses only the main sump (U.S.: oil pan) below the engine and a single pump. A dry-sump engine requires a pressure relief valve to regulate negative pressure inside the engine, so internal seals are not inverted.
Peak engine pressure 130 bar (1,900 psi) Air delivery Forced induction, 2x twin scroll turbochargers spinning to 186,000 rpm with electronically controlled blow-off valves Fuel delivery Electronically controlled direct petrol injection with spray-guided combustion, fully variable, fuel pressure 100–200 bar (1,500–2,900 psi)
English: Schematic diagram of dry sump lubrication for a piston engine. Date: 11 July 2008: ... Description={{en|1=dry sump lubrication for a piston engine}} ...
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]
Compared to the standard AMG engine, the SLS's engine includes an all-new intake system, reworked valvetrain and camshafts, the use of flow-optimised tubular steel headers and dethrottling of the exhaust system. The engine also utilizes a dry-sump lubrication system to lower the center of gravity of the car. [3]
Dry sump engines in some drag racing cars use scavenging pumps to extract oil and gases from the crankcase. [18] A separator removes the oil, then the gases are fed into the exhaust system via a venturi tube. [citation needed]. This system maintains a small amount of vacuum in the crankcase and minimises the amount of oil in the engine that ...
By the time the fuel-injected 211 arrived, the 601 had already cemented its place as the engine for high-performance designs like fighters, high-speed bombers, and similar roles. The 211 was relegated to use in bombers and transport aircraft. In this respect, the 601 was the counterpart to the Merlin engine of roughly the same size and power.
Geared engine model, with a dry sump and without provisions for a hydraulic propeller control or governor, producing 260 hp (194 kW) at 3400 rpm for takeoff, with a compression ratio of 7.3:1, a dry weight of 432 lb (196 kg) and fitted with a Marvel MA-4-5 or PS-5BD carburetor. Type certified on October 24, 1957. [1] GO-435-C2B