Quote:
Originally Posted by BenFenner
Yes, I am talking about the ~2mm of material thickness presented to the dense oil cloud present everywhere inside the crank case.
For sure it is a small factor, but nearly everything about these covers is a small factor. I personally find it the most important of the many small factors, and I explained why. I see that you disagree. Cool, cool. Please feel free to ignore that column in my chart (or publish your own).
No appreciable churning of oil, airation of oil, or frothing of oil happens in the sump. The proxomity of the sump and the oil within to the sources of windage is immaterial. The crankshaft could be in the head and it would still experience nearly the same windage losses, and feedback loop of turbulance just the same. I'm not sure you understand how this oil cloud forms.
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Re your 1st point, ok fair enough, but you
do make it sound like it's a major factor.
Re your 2nd point, their most certainly is churning of oil in the sump, at the very least the oil being slopped around due to cornering and braking. Even if the crank doesn't touch the oil when the car's stationary, it will somewhat at least when the car's moving. And yes aeration and frothing of oil certainly can happen in the sump! e.g from the crank timing gear for one (And I'm not talking about edge cases either).
Windage loss is another matter, I see I was somewhat ambiguous about that, my bad (I didn't separate air drag losses from oil drag losses). What I meant was the tiny amount of air turbulence from the VANOS covers and hence the air drag (windage losses) is going to be insignificant compared to the windage losses the crank etc experiences (and I did already mention some occurs in the head, I suppose I should've mentioned the timing case too).