Here is my setup for a go fast four seat buggy on 40" with a 6.0LS, 4l80, 241/205, super duty axles with 45 degree steer front axle only.
PSC XR series
XR CBR race pump is 11.3cc = .689ci with -12 suction and -8 pressure with no relief or flow control valve, this means the pump has full flow and output so it requires an adjustable external relief valve which sends any overloaded oil through the cooler and back to the filter reservoir, this means there is no hot oil looping inside the pump which can cause wear, PSC recently switched to the billet CNC housing over the forged or cast housings so they are much more robust. Flow should be 3gpm at 1000rpm and 15gpm at 5000rpm. The pump needs a two piece pulley to set the right spacing for use on the LS 6.0 truck motor, I’m running the
@Goatbuilt CBR pump bracket so it’s easy to install the pump either way but the two piece pulley allows for installing a the pump first and bolting on the pulley second.
The PSC CBR XR pump is 11.3cc/rev = .689ci/rev
The pulley size is close to the crank pulley guessing 1:1, if over or under driven, flow will change
at 4000 rpm 11.93 GPM
at 2000 rpm 5.97 GPM = 1 second lock to lock if the wheel could turn fast enough, 2.64 turns
at 1000 rpm 2.98 GPM
External relief valve - The external relief valve is inline after the pump that will dump oil to the filter/reservoir if the pressure is backed up and reaches the set point. These are adjustable and since the race pumps do not have a warranty because they have no built in safety bypass, some thought needs to be put into how high you really want to set the relief setting. If you set the pressure high at idle but then rev it up to red line while in use you will be over pressure because pressure relief valves have some resistance. This also goes for cold oil vs hot oil settings, were viscosity will change pressure due to resistance. Ideally you want to set the pressure to be below what PSC says is the MAX (1800 PSI) when your at red line and full flow with cold oil. That would be worst case conditions.
XR race ram in 8” stroke 2.5” bore for a couple reasons over the standard ram.
1st. it has a welded one piece rod so the rod and piston can not come unscrewed and it gives it more strength
2nd it comes with four clamps instead of two and the body has notches so the cylinder can not slide in the clamps
3rd it has a super shiny nickel coating and machined emblem with easy to service anodized caps so it will resist corrosion and look good longer and be easier to work on
4th when you factor in the cost of the welded rods and two extra clamps included it is not much more to get the better body
PSC/Eaton orbital was a hard decision on output choices, I dug around for as much info and opinions as possible to balance steering wheel size, wheel rotations lock to lock, and input force. I chose the 156cc over the 185cc unit as it should have lighter input and less response for non seasoned racers learning to drive including myself and boys who will learn to drive the buggy before they learn to drive a street legal car. Right now I have a 14” wheel and might go down in size if needed. I intend to run an extended rod from the wheel to the orbital with a support rod end or bushing to make the mounting more universal.
XR race reservoir is really advanced and well engineered when it comes to fluid dynamics in hydraulic systems.
The suction is -12 and the dual returns are -8. The suction can pull from the filter or oil supply equally. The filter is being feed from the return flow so the filter is flowing right back into the suction, this term can be called supercharging where the oil does not need to go back to a reservoir to stir up air and get pulled into the suction during agitated reservoir conditions like off camber sideways or zero gravity whoops. The oil in the reservoir does not see use once the system is full and all the air is purged to the high point, if you have a single ended rod then you will need some reservoir oil for volume changes.
The return ports enter into a tangential area so any entrapped air is forced out under centrifugal force into larger bubbles and can work its way up into the top of the reservoir where it can say out of the working oil.
The filter is a common Napa spin on filter with high capacity and precise filtration media. With the bottom down design during filter changes the contaminated oil can can only drip down and not into the reservoir.
The reservoir top has a recessed o-ring for a liquid tight seal and a anodized cap with top port to run excess air out of a breather during thermal expansion.
The cooler is a Thermal Transfer MA-4 with 8" or 10" Spal fan. The core is 8" x 8" x 2.5" and the overall is 10.5 x 9.7 x 2.6 with #16 SAE ports. The MA series is similar to the bar and fin style oil coolers sold by Griffin, CBR, and Triton which are commonly used for transmissions or engine oil coolers.
The MA-4 is rated at a 10psi pressure drop at 20GPM.
100ETD = 180* hot entering oil - 80* cooling ambient air.
It can remove 18,000 BTU/H @ 100 ETD or 7HP worth of heat if the hot oil is 180 and the outside air is 80.
It can remove 9,000 BTU/H @ 50 ETD or 3.5HP worth of heat if the hot oil is 130 and the outside air is 80.