I don’t believe that all the solutions that are good for a two liter four cylinder engine are good for say 6.5L cross plane V8. The issues are different.Kevin Johnson wrote: ↑Sun May 26, 2019 8:39 amWillem Weertman -- he only worked on large displacement V8s right?
Oh, crap.
In a big cross-plane V8 with a wet sump oiling system, the gas flows due to piston pumping pulses are the big problem. Those pulses need to communicate between bays. Some fraction of that pressure equalization happens thru the heads via head oil drains, some fraction in the oil pan and below the crank shaft. Yet some of it happens thru the breathing holes in the webs above the crankshaft. The car factories don’t want to put any “scrapers” or things like that too close to the crankshaft in these kinds of engines because they often make the primary problem worse.
Car factories today are pretty good at coming out with fully baked products. When one then hot rods them with longer stroke and higher rpms, one sometimes up outside what factory solution can handle in terms of crankcase gas flows. Sticking “scrapers” right next to the crankshaft in a hot-rodded large displacement V8 sounds insane to me, because I believe it makes the primary gas flow problem worse.