"radiator" for gearbox
Discussion
In reply to some questions:
Location of Oil temp sender in G50/52.
I installed the oil temp sender into the adjacent boss in the casing nearest to the oil drain. If you examine the case in that area, you will see an undrilled boss. (See picture). I drilled it out and tapped the hole for ½ NPT. I then installed a 1/2 ” to 1/8” NPT reducer bushing. The reducer busing opens up a clearance for the 1/8” NPT temperature sender so oil can circulate around it. Also the bushing threads are more durable for future removals and replacements of the 1/8” NPT sender threads. (Don’t want to strip any threads in the G50 casing.) In my case, I drilled and tapped the holes after completely disassembling the transaxle. Although fiddly. it’s possible to just remove the differential from the case while the transaxle is still installed in the chassis in order to drill and tap the hole without worry about any drilling/tapping swarf contamination. (Make sure that you have a new O-ring handy for the side cover.)
I installed the same sensor that is used for the engine oil temperature. I then wired it into a DPST toggle switch under the dashboard. That way, I can toggle between engine oil temperature and transaxle oil temperature. (I used an additional Stack standalone analogue gauge. They are now manufactured by Autogauge and use their standard temp senders) See picture.
Katech is a very good company in my opinion. They are an engineering firm that has been the race engine supplier to GM for their endurance racing Corvettes. My engine is a hybrid between their Street Attack and Track Attack with a few additional enhancements such as an ultralight weight crank shaft and custom ported Fast LSXr 102 manifold by a specialist in America (Tony Mamo). I currently have their K501 cam installed that works incrementally better that the Tourquer 110 in the lightweight GTR. The engine generates approx. 650 “real world” HP. I use their ARE stage one low profile oil pan. It uses the LS7 type integral oil pump or can be used with an external pump. I use Katech’s high scavenge LS7 internal oil pump that generates approx. 30% more scavenge at the pan. Using an external pump is more preferable but it would also use a lot more real-estate in the engine compartment. When using this ARE pan, an additional -12 oil line needs to be run from the pick-up port to the oil pump inlet. ( http://drysump.com/ls7.htm ). An external oil filter also needs to be added.
Regards,
Peter
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Location of Oil temp sender in G50/52.
I installed the oil temp sender into the adjacent boss in the casing nearest to the oil drain. If you examine the case in that area, you will see an undrilled boss. (See picture). I drilled it out and tapped the hole for ½ NPT. I then installed a 1/2 ” to 1/8” NPT reducer bushing. The reducer busing opens up a clearance for the 1/8” NPT temperature sender so oil can circulate around it. Also the bushing threads are more durable for future removals and replacements of the 1/8” NPT sender threads. (Don’t want to strip any threads in the G50 casing.) In my case, I drilled and tapped the holes after completely disassembling the transaxle. Although fiddly. it’s possible to just remove the differential from the case while the transaxle is still installed in the chassis in order to drill and tap the hole without worry about any drilling/tapping swarf contamination. (Make sure that you have a new O-ring handy for the side cover.)
I installed the same sensor that is used for the engine oil temperature. I then wired it into a DPST toggle switch under the dashboard. That way, I can toggle between engine oil temperature and transaxle oil temperature. (I used an additional Stack standalone analogue gauge. They are now manufactured by Autogauge and use their standard temp senders) See picture.
Katech is a very good company in my opinion. They are an engineering firm that has been the race engine supplier to GM for their endurance racing Corvettes. My engine is a hybrid between their Street Attack and Track Attack with a few additional enhancements such as an ultralight weight crank shaft and custom ported Fast LSXr 102 manifold by a specialist in America (Tony Mamo). I currently have their K501 cam installed that works incrementally better that the Tourquer 110 in the lightweight GTR. The engine generates approx. 650 “real world” HP. I use their ARE stage one low profile oil pan. It uses the LS7 type integral oil pump or can be used with an external pump. I use Katech’s high scavenge LS7 internal oil pump that generates approx. 30% more scavenge at the pan. Using an external pump is more preferable but it would also use a lot more real-estate in the engine compartment. When using this ARE pan, an additional -12 oil line needs to be run from the pick-up port to the oil pump inlet. ( http://drysump.com/ls7.htm ). An external oil filter also needs to be added.
Regards,
Peter
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