Quote:
Originally Posted by former 240 s14
The brief that talks about the oil pump gears is not from Rogue. It's from the manufacturer of the gear kit. It's also an engineering brief, which talks about all the issues you bring up in your points.
Before we go back and forth first try reading it. My father, who was an aerospace engineer, appreciated the detail and write up. Not saying he is the end all be all, but he has more experience in engineer briefs than I have.
Rubin
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It is important to clarify a couple of things about the benefits of the overdrive kit,
As discussed previously, Flow is more important than pressure, but pressure is still a critical safety driver, and it is generated when a sufficient flow meets a restriction.
There is a hypothesis developing that it is possible that, in the process of adding clearance to the rod bearings, because they are a known issue, the #1 crank bearing is the next weak link in the system. The reduction in overall pressure resulting from decreased restriction in the rod bearings causes materially less oil volume to pass through the front main, enough to cause catastrophic failure.
To be clear on what I am saying: fluid dynamics demands that pressure be the same at every bearing, assuming there is adequate flow to generate a reasonable minimum pressure, and that all oil passages to all bearings are of fairly similar restriction. If you lower the restriction in one, you will reduce the pressure in all, but the oil volume will be biased significantly towards the outlets (bearings) with less restriction (more clearance).
On the beans, while the engine is turning at a higher RPM, this is fine. The pump is likely still flowing more oil than the system needs. But when putting around town, this issue will be at its worst. This is why the original hypothesis, when these failures started, was the start/stop functionality.