Don't know how this works in the M4 engine, but I'd say that in the 602 the bore of this little pipe doesn't make any difference, seeing how the amount of oil is restricted by those 0,7 mm jets at the head.

internal friction of the pipe if you turn an engine over twice as much oil comes out the short pipe as the long one

more oil in the pipe the more oil gets cooled?

But there is also a jet in the engine block. On one hand the friction argument makes sense, on the other, the biggest jet has either 2x0,7mm or 1x 1mm hole (which gives the same effective bore) and I still think this is the most limiting element. The pressures are rather high-ish, volume of oil moved there quite low. I'm not saying fitting a bigger bore pipe is bad, because essentially the jets are there so that designed pressure and flow _will not_ change. I used 5x1, what's the bore of the original, is it 4x1 or perhaps a thinner wall?

ill measure it later

Sean and Saurus,
at 6,000 rpm and with 5.5 to 6.5 bar (78 to 92 psi) pressure in the main oil system is where it matters.

My guess would be that the 1mm bore restrictor on the crankcase in combination with the 2 x 0.7mm on the heads, determine the volume of oil which passes along the pipes and those bore diameters are chosen to ensure that the flow is the same for both sides.

ken

as the copper pipes have been on both cars and done many miles im not worried about the flow - i do like the idea of the oil being cooled in the pipe on its way to the exhaust guide and though about a pig tail curl in the RHS pipe to even it out

http://excelcalculations.blogspot.co.uk ... lator.html ?

ken

(Milan 0 Barca 0)

hi sean i still have your wheels and will be moving car on can you send me your contact number regards allan