When it comes to Land Speed Racing and Bonneville in particular you can be wide open full power for up to 6 miles at a time so oiling is a paramount consideration The oiling system is the heart beat of the engine keeping the lifeblood flowing. Skip a beat and you'll have yard sale within milliseconds. A wet sump system simply can't hold enough oil to make it past the first mile. Dry sump is the only way to go, so they turned to John Schwartz of Aviaid. John provided one of his "LS-D" five stage dry sump oil pump (one pressure four scavenge) systems, complete with Gilmer belt drive, ATI Balancer and low -profile Billet oil pan.
According to Schwartz, Land Speed Racing is one of the most taxing forms of racing for the oiling system. With sustained high RPM and power levels, the oil has little chance to breathe. Couple that with the fact that the oil is the most un-contained fluid in the engine, yet it has to be at several specific points to do it's job effectively, and you can see how important it is to get it right. The system holds three gallons of oil. John set the pump up with a 60% under drive. With max RPM between 7500 – 7800, the pump speed will stay in the 4500 - 4700 RPM range. If the pump speed is too high, it will reach a point of cavitation and won't pick the oil up. If the pump speed is too low, it may not provide adequate pressure/volume or scavenge.
The low profile Billet pan is a sweet piece to say the least! Less than 2" in overall height, it allows for low engine mount situations or in this case a way to get the header primary's and collectors under the engine between the pan and cross member up to the turbocharger. Billet construction eliminates cracking and porosity issues common with welded steel or cast pans. Five ports will allow us to use three stages of scavenge from the pan, one for the heads and two ports to use for drain back.
Rick’s friend Jon Meyer of Jon Meyer Engineering (JME) assembled the short block. Once all the components had been deburred and thoroughly cleaned Jon lays the main and rod bearings in place, torques to the manufacturer’s specs and begins measuring. During this process Jon will check and document every component’s dimensions. Jon sets the rod and main bearing clearance between .0028" - .0032" which sometimes requires swapping .001" under or over bearings get where he wants to be. Once all the components are qualified, rings are ground, clearances are set, pistons and rods assembled and any other obstacles overcome, it's just a matter of bolting it all together!