Upon watching this video (https://www.youtube.com/watch?v=CFoOgdMqUoQ) of a subaru owner doing donuts which resulted in a knocking engine, I gathered a thought of how this could be applied into the game. Actually having a liquid with physics properties of engine oil housed inside the engine would be best, but I know it's far ahead of happening at the moment. Instead, we could definitely emulate this, dumbing down the amount of cpu usage and coding, when the time is right, they now have a head start. With all of the basic variables (size of area where oil sits in the bottom + size of rest of space oil travels, total litres of oil, viscosity, weight + temp of it, cylinder positions and locations, level of heat tolerance and rate of damage (inverse of tolerance), and each physical location of the bearings, rods, cams, cranks, pistons, piston rings. Very importantly, the rate of the efficiency of the oil being able to pump around and getting to all of the crucial areas, while including factors such as the effect of rpm and G-force to the efficiency of the oil traveling should be quite realistic. We may be able to have a blueprint emulation for the physics of oil and how it lubricates and reduces temperature to various parts. Not only is the engine further being emulated, now each engine can have its unique properties of how it puts up with oil and efficiency of distribution. For example, let's say you have an engine that sits higher in height, or is just flat-out taller. The center of gravity is worse, therefore lots of side G will result in cylinders 1, 3, and 5 to knock hard, close to locking up. 2, 4, and 6 however were lubricated and are good to go. Or let's say there's a crazy uphill incline, and you floor it and break traction. There goes the front 2 cylinders! The next 2 are slightly knocking. OR, let's say the internals are aluminum. They should go quicker than iron would. Thoughts?
I don't think you really know how engine lubrication works. Everything is pressurised, which means the lubrication of the engine will be independent of any g-loads on the engine. As long as the oil pickup tube can suck oil from the sump all cylinders will be fine and if it can't for some reason the system loses pressure and all of the cylinders crank bearing are likely to suffer from starvation of lubrication. If you are going up a steep hill and loses oil pressure the crank bearing in the front is as likely to blow as the crank bearing at the back of the engine, unless one of them has more "stored" oil in the crankshaft.
It's cool I could of taken it more lightly. But thanks for letting me know I didn't have it completely right, I learned something from it. All of these views and no response, I had something wrong lol
This. Although engines can indeed oil starve during high G forces as it sloshes around in the sump. Not under normal conditions though, you really do have to be pulling around 1G. This is why many sportier vehicles get baffled sumps as the baffles prevent oil sloshing away from the feed point so easily and going even further is what a dry sump oil system aims to prevent (although that then brings its own benefits in terms of packaging the engine). Those unaware. Sump/oil pan, usually the bottom of your crankcase, all your oil is kept in a big pool there, your oil pump feeds from the bottom of the sump and feeds it *pressurised* around the rest of the engine. It will then run back into the sump. The pressures are high enough that G forces are not going to significantly impact its ability to remain oiled. Its either all oiled, or it isnt (in the event of high G causing the oil to slide to the side of the pan and prevent the pump picking anything up, rare). Dry sump systems. You replace the oilpan with a typically much slimmer one with an almost negligible capacity. It then has 1 or more scavenge pumps in it, these scavenge pumps will feed any oil that feeds into the pump to an external reservoir/tank and effectively keep the oil pan/sump "dry" at all times. Your engines oil is stored in the external tank, your main oil pump feeds from this external tank. Its a more complex system and not seen all that often from factory but conversions do exist for many popular vehicles. With good tank design, you can avoid pump starvation at high Gs, you can reduce the possibility of air bubbles in the system too, oil can remain cooler (this can go both ways, the merc 300sl was notorious for long engine warm up times as the oil was kept *too* cool) and because the pan is not storing your oil it can be much much slimmer than normal introducing some new packaging options. Aftermarket dry sump conversions are sometimes seen in engine swapped vehicles in the event that the new engines sump would cause clearance issues, such as cramming an LS motor into something. Cossie also make dry sumps for the current 2.0 and 2.3l duratec engines for kit car usage (as well as offering their own race build motors kicking out close to 300hp N/A in top tune...)
Watch this video on how Oil lubricates the engine. Yes in some cases, Like in the subaru video, All the oil was pushed to one side of the engine and hense oil starvation because he might of had low oil so when it went to the one side, Oil couldn't be sucked in the strainer, Which no oil could go to the con rod bearings which wore down the bearings between the rod and crank and you get a knocking noise. Here is a better explanation of rod knock. . It doensn't happen if your going up a hill or turning sharply. It only happens if A) No oil could get to the bearings because of a break or low oil or B) No oil in the car overheating the bearings wearing them away and making that gap, Which then your engine is toast and could throw a con rod out of the side of the block.
