When you introduce grip and power to a road racing/time attack machine, oil starvation issues loom nearer than some would imagine. The reality is when a factory engine is introduced to the grip provided by slick tires and a driver who can utilize all the grip available. Oftentimes the motor won’t get the necessary lubrication in the middle of a corner — even with mild modification of the factory system. Nothing ruins the bliss of a successful race weekend like a $6,000 engine giving up the ghost with just a few miles on it.
To ensure a longer lifespan and peace of mind when challenging the limits of adhesion, considering one of Peterson’s oiling systems might be a wise way to go.
Some try to upgrade the OE oiling system, but these upgraded systems can’t always keep up with the demands. Above a certain level, moving up to Peterson’s components makes the most sense, since they “outperform the factory pieces in oil control and de-aeration,” says Peterson’s Pat Haberkorn.
As Haberkorn notes, “The tank is a significant upgrade from stock. The baffling design de-aerates the oil, as well as constrains it around the pickup point. This is useful in aggressive cornering, braking, or acceleration due to the fact oil can’t slosh away from the pickup point.”
With roughly $700 to $800 of necessary plumbing and a $2,500 oiling system in place, it’s certainly not an inexpensive modification. However, a quality oiling system can be seen as insurance; it certainly beats replacing a motor every year or two.
With the plumbing, oil tank, and dry-sump system, the ambitious weekend warrior can push the limits of adhesion at relative ease. At the very least, they won’t have to fret about the motor coughing its last breath in a long, fast, neck-wrenching corner. In moments like those, a driver has enough to consider. Instead, consider a Peterson oiling system before the inevitable happens.