One thing to be aware of is the fact that oil pressure at idle - with the engine up to temperature - will be relatively low (usually around 20 psi), and as a result, the Accusump system will partially discharge at low engine rpm. Therefore it's important to make sure the Accusump capacity you chose won't bring the oil level above the crankshaft, which can cause aeration of the engine oil (though most engines can run 1-liter overfilled without issue). Also, be sure to close the Accusump's valve with the cylinder fully charged (cool-down lap is ideal) to ensure accurate oil measurement on the dipstick.
Installation of the Accusump is a straightforward affair with the Canton Racing mounting brackets. Our downpipe will exit the passenger fender, and consequently, the location for the OEM catalytic converter worked out to be the perfect mounting location for a 1-quart Accusump. The canister is tucked above the framerails and will be guarded by the flat bottom coming in a future article. By placing the cylinder outside of the cockpit, there's no risk of any oil line failure and possible in-car fire hazard. Though the cylinder-mounted gauge is no longer visible, we'll be replacing it with a sending unit to monitor cylinder charge pressure remotely from the MoTeC ADL, enabling us to see exactly when the Accusump is opening and ensuring no air leaks are present.
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The OEM fender reinforcement bracket provides the perfect location for the vented catch ca
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While it's possible to attach the electric valve and oil-pressure sending unit directly to the Accusump, we opted to remote-mount ours. A custom bracket made for easy mounting of the electric valve to the framerail and a 0.375-inch NPT to 0.5-inch NPT adapter allowed the sending unit to be mounted in the unused port of our remote filter mount. By keeping the sending unit as close to the engine as possible, the response time is reduced.
We finished off the installation with BAT black fittings and Startlite hoses, including a -10 T fitting installed at the inlet of the block adapter. We also installed an inline check valve at the exit of the filter housing to ensure oil is fed to the block and not the oil pan when pre-oiling.
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For track use only! Fully venting the engine's crankcase ensures minimum crankcase pressur
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A slight modification of the headlight housing and HID removal was required to clear the r
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By placing the pressure sensor on the filter housing, it can respond to pressure drops fas
With the increased "blow by" (gases passing the piston rings) and crankcase pressure associated with forced induction (in addition to S2000s being notorious for spewing oil out the valve cover in right-hand corners), we opted to install Canton Racing's vented catch can. This aluminum catch can uses an internal baffle to help separate air from oil and vents to atmosphere through a cotton gauze filter element.
While this isn't emissions-legal, it will ensure crankcase pressures are kept at a minimum, helping with seal life and easing the flow of turbo return oil for our track-only S2K. Our mounting location just aft of the driver side headlight will allow for quick and easy emptying of the canister between sessions and doesn't occupy space under the hood. While it's possible to maintain the PCV or use an upgraded check valve, we've opted to run both valve cover outlets T'd directly to the catch can. This will help to ensure minimum crankcase pressure and maximum performance.