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Design and Development of a Dry Sump Lubrication System for a Formula SAE
Race Car

Conference Paper · January 2019

DOI: 10.4271/2019-26-0026

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Design and Development of a Dry Sump

Lubrication System for a Formula SAE Race Car
Rishabh Khanna, Akshyt Bimal Kumar, Kartik Vijaykumar, K Nantha Gopal, Ashok B, Sahil Sharma,
and Vignesh Ravi VIT University

Citation: Khanna, R., Kumar, A.B., Vijaykumar, K., Gopal, K.N. et al., “Design and Development of a Dry Sump Lubrication System
for a Formula SAE Race Car,” SAE Technical Paper 2019-26-0026, 2019, doi:10.4271/2019-26-0026.

Abstract
whole assembly the dry sump system. The design procedure

A
Formula student team aims to develop and improve makes use of software like MATLAB, Star CCM+ and
their designs every year, as far as the powertrain SolidWorks. From the simulations and calculations using
aspect is considered performance output and MATLAB an increase of 0.13G was seen in the maximum
enhancement is the primary aim, and for engine to perform lateral acceleration. Sloshing Analysis of the sump pan was
better, the health of the engine is the most important param- carried out and the pick-up points for the dry sump pan
eter; hence the lubrication system of the vehicles powertrain was decided based on the simulation results. The validation
should be improved to get the most out of the engine. The was carried out with the help of a data acquisition module.
primary challenge for the development of a new lubrication The parameters such as volume of reservoir tank, design of
system was the inability to replicate the performance given sump pan, scavenge or oil pump selection and compatibility,
by stock wet sump with the self-designed custom dry sump. etc. were taken into consideration. To validate the whole
However, the advantages can outnumber the cons of imple- design, EOP sensor was used to monitor the oil pressure
menting a custom dry sump lubrication system. The work during varied lateral and longitudinal acceleration values as
brought together in this paper highlights the meticulous well as for the full range of RPM. After validation a deviation
design procedure for implementing a custom made dry sump of only 5 psi was seen on either side of the stock EOP values
system onto a 4-cylinder in-line Honda CBR600RR engine. with the custom dry sump system. Moreover, a decrease of
Moreover, the research paper brings about the extensive 26.5 mm in CoG height was recorded between the stock and
process undertaken which includes theoretical calculations, custom lubrication systems which directly translates to better
computational analysis and experimental validation of the dynamic performance.

Introduction
points of sump pan and the other to supply oil to the system

L
ubrication system is an important engine performance from the reservoir tank. Varied types of dry sump systems
parameter. It predominantly comprises of the sump are implemented for different sizes and engine speeds and are
pan, oil pump, oil pressure sensor, pressure relief valve classified according to the scavenge pump used. The sump
oil filter and oil cooler which function together to circulate pan design depends on the number of pickup points required,
the required amount of oil throughout the engine. which in turn depends on the amount of oil that has to
Wet sump lubrication system is the most rudimentary be circulated throughout the engine. The volume of the sump
system that is widely incorporated in almost all the internal pan is reduced such that the height of the pan is at a minimum
combustion engines. This fundamental system is more so that the engine can be mounted as low on the chassis as
compact and easier in application which makes it a popular possible. This lowers the overall CoG which in turn improves
choice in the automotive market. It is more cost effective as vehicle dynamics by reducing roll moment, increase peak
well as easier to handle. The simple design enables engineers lateral acceleration, reduces pitching moment and reduces
and manufacturers to aim for a lighter design. Moreover, less chassis deflection. Taking engine performance into consider-
number of components makes the target weight of the system ation the dry sump results in reducing sloshing at high lateral
achievable without compromising reliability and perfor- and longitudinal accelerations and curbs the power losses due
mance. The sump pan acts as a reservoir for lubricant. to windage.
In comparison to the wet sump, dry sump lubrication McKenna, S. et al. explained the challenge of using a
system is a more sophisticated system, which is usually used 600-cc motorcycle engine intended predominantly for road
in race cars to improve the performance. The system consists use in FSAE competition. In a motorcycle, these engines infre-
of two loops which are integrated with each other and each quently suffer from oil starvation stimulated by lateral accel-
loop involves a pump, one to recover the oil from the pickup eration as the engine tilts with the motorcycle during cornering
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2 DESIGN AND DEVELOPMENT OF A DRY SUMP LUBRICATION SYSTEM FOR A FORMULA SAE RACE CAR

thereby keeping the oil pickup points inundated in the oil. Primarily, the foremost motive to shift to a dry sump
Though, when installed in the race car, the engine is system was to improve the vehicle dynamics performance by
constrained in the horizontal plane and is also subjected to lowering the CoG. This could be  efficiently achieved by
higher lateral accelerations which causes oil surge amid lowering the engine which is the heaviest single component
cornering and results in nearly immediate and calamitous in the car. The goal could be only attained by implementing
engine failure [1]. A sensitivity analysis is completed by the dry sump system which in turn helped reducing the height
Deakin, A. et al. on essential design constraints of a race car of the pan considerably. The volume reduced was compensated
including mass, CoG height, static load distribution, engine by using an external oil reservoir tank. A two channel scavenge
power and aerodynamic forces. This is achieved by looking at pump was selected based on the requirements of our system.
specific manoeuvres such as acceleration, braking, straight The rotor shaft of the scavenge pump had to be mechanically
line and steady state cornering to ascertain the comparative linked to the stock pump of the engine which is driven by the
effect of the corresponding parameters [2]. The paper presented crankshaft. Hence, the major concern of maintaining equal
by Lo, R. S. gives a systematic method of simulating an auto- mass flow rate throughout the system was eliminated. Sloshing
motive engine lubrication system. It graphs down oil flow rates analysis was done using Star-CCM+ which ensured minimal
and distribution in a typical V-8 engine; subsequently starvation of oil at pickup points. Finally, the whole system
performing a comprehensive analysis of crucial components. was tested statically as well as dynamically at wide-ranging
Basic hydraulic illustrations and the lubrication circuit RPM values and diverse g-forces in various directions.
analysis are designated with functioning equations [3]. Mian, The objective of this research is to ensure that the engine
M.A., in his paper gives design methods and strategies for and vehicle performs at its paramount condition. A safe and
pump sizing and flow balance, including allowance for the reliable system has to be designed with utmost consideration
worn engine applicable to a variety of engine classes. Methods and keeping in mind the safety of the driver as well as the
presented can be  used to design lubrication systems for people working on it. The lubrication system has to be rule
optimum and practical specification of oil pump size, pressure compliant as FSAE standards. Ease of manufacturing and cost
relief valves, by-pass filtration, gallery sizes, oil flow through are fundamental parameters that would be  taken
bearings in the cylinder head and cylinder block and piston into consideration.
cooling jets as well as calculating parasitic losses in the engine Within this context the present study aims to propose a
due to hydrodynamic pumping [4]. Jinning Li et al. presents systematic approach to develop an efficient lubrication system
an article containing a detailed computational method for the that can enhance the performance of a formula student race
flow network analysis of the lubrication circuit is developed car. The inimitable method involved in coming onto a partic-
based on the hydraulic theory, and the flow resistance through ular volume of the sump pan was influenced by the engine
the oil pipes and orifices is also taken into consideration [5]. sump profile and the height limitation defined in the rulebook
Engine lubricants are complex and highly engineered fluids as mentioned above. Also, while going through the literature
that are designed to allow perfect and proper engine perfor- survey it was seen that performance aspect of the dry sump
mance over a long service time. As per Sivarao et al. research lubrication hasn’t been tapped in to a great extent. The papers,
to meet this goal, the lubricant is required to perform varieties articles and books referred do not mention the in depth effects
of protective and functional jobs so as to provide hydrody- of dry sump lubrication system on engine as well as vehicle
namic film between moving components, including heat performance. One of the major gaps in literature is the lack
dispensing, suspending contaminants, acid neutralization, in quantitative data regarding the effects of dry sump system
and preventing corrosion and so on [6]. Korcek, S. et al. in the on the performance of the car. Thus, this paper aims at devel-
study “Automotive lubricants for next millennium” describes oping a system that is not only reliable but also uses various
expected improvements and changes in lubricant technology sensors and the Data Acquisition system to gather data
and points out the need for development of “breakthrough” regarding the performance of the vehicle (lateral acceleration
technologies which could satisfy the near-term requirements potential, roll moment reduction, etc.). For the same reason
and eventually in the long term, in combination with novel this research tries to explain all the aspects that influence a
surface technologies and engine design changes, lead to fill- dry sump lubrication system and its ancillary units with
for-life engine lubrication [7]. The keynote address by Simon proper quantitative data from experimental validation.
C Tung et al. provides a comprehensive overview of various
lubrication aspects of a typical powertrain system including
the engine, transmission, driveline, and other components,
as well as the integration of these lubrication and surface engi- Design Description
neering concepts into a unified automotive powertrain system
[8]. Research presented by Neu, E. et al. states that the entire In this section, the design approach is described. The contour
engine lubrication system has been represented by a series- profile of the sump needs utmost accuracy as it must align
parallel network of flow passages and flow elements. The with the holes. The profile was derived from the CAD model
pressure distribution and flow rates in the network were of the Honda CBR600RR engine. Once the profile was final-
computed according to pressure-flow characteristics of each ized, the next step was to decide the volume of the sump. Our
element. The pressure-flow relationship for each network aim was to contain as much volume of the lubricant as
element was estimated using empirical pipe friction, expan- possible in the sump and at the same time maintain its height
sion, and bend loss coefficients, as well as by using test rig as low as possible. Various iterations performed are mentioned
results and a steady-state journal bearing model [9]. in Table 1.
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 DESIGN AND DEVELOPMENT OF A DRY SUMP LUBRICATION SYSTEM FOR A FORMULA SAE RACE CAR 3

TABLE 1  Iterations of Dry Sump Design  FIGURE 1   CAD Model of the Custom Dry Sump Pan

Iteration Volume (In L) Height (In mm)

1 1.5 60
2 1.2 57
3 1.8 62
4 1.1 56
5 1.4 59

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© SAE International and © SAE India

After a series of close iterations, the sump with a height

of 57 mm with a volume of 1.2 L was finalized. This iteration
would help us in mounting the engine at a much lower height
as compared to the other iterations performed. Even a minor
difference in mounting point of the engine on the chassis
would make a huge difference to the CoG height of the car.
The next crucial step was to decide the location of the
pick-up points. As the car moves around the circuit, it experi-
ences lateral and longitudinal forces. Although dry sump transferred to the reservoir tank. The locations of the pick-up
reduces the amount of sloshing that takes place, it does not points play a very crucial role in the overall design. In order
completely eliminate it. Hence, we must ensure that the lubri- to make sure the continuous flow of oil through the scavenge
cant is present at the pick-up points under every circumstance pump, we must ensure that the lubricant is always present at
(cornering, braking, etc.). the pick-up point under all driving conditions (corners,
braking, etc.). Figure 1 represents the final CAD model for
the dry sump pan that was designed using Solidworks.
Methodology It  shows the position of two pickup points as well as the
position of the inlet to engine oil pump that comes from the
reservoir tank.
The advantages of shifting to the dry sump system from a Several iterations of the sump design were prepared and
Powertrain subsystem standpoint are - sloshing analysis was performed using Star CCM+. After a
1. Reducing power losses due to windage. It is the copious amount of iterations, the model with diagonal
phenomenon in which the frictional losses of the pick-up points was chosen. The height of the dry sump is
engine increase due to the viscous resistance provided 57 mm, which is a significant reduction from the stock wet
by the oil to the rotating crankshaft. sump. This design enabled would enable us to mount the
2. It abates sloshing. Due to the improved design of the engine at a much lower point on the chassis as compared to
sump pan over the stock wet sump the amount of oil the previous cars.
present in the sump pan during the operation period
of the engine is nominal which thwarts sloshing. Oil-Pump Calculations Given below, is the procedure for
3. Thermal management. As the oil is stored externally calculating the oil flow rate according to the given ­specifications
the oil flows through a comparatively extended circuit of the stock pump and reduction ratio to the crankshaft
which moderates the temperature of lubricant. rotation for the Honda CBR600RR engine (2013 model).
•• The stock pump used is a trochoid gear type which
The design of an effective dry sump lubrication system
operates mechanically.
involves a three-step process which is:
•• As per the known stock design the rotor clearance cavity
•• Theoretical concepts and calculations volume is 2cc and rotor has 4 teeth.
•• Computational approach •• Hence multiplying the number of teeth with the
•• Experimental validation clearance volume gives the total volume capacity of the
pump to be 8cc per rotation.
•• Proceeding forward the reduction ratio is known, which
Theoretical Concepts is the relative speed of the pump with respect to
and Calculations crankshaft rotation.
The initial step was to design the dry sump based on the profile •• Assuming the crankshaft rpm to be 1000 for less tedious
of the stock wet sump. The volume of oil contained in the calculations and multiplying it by the reduction ratio
system needed to be distributed between the sump and the which is known to be 0.506, we get the speed of the
reservoir tank. The main agenda behind designing a dry sump pump, i.e., 506 rpm per 1000 rotations of crankshaft.
is to maintain a considerably smaller height as compared to •• Since the rate of volume displaced per rotation of the
the wet sump. The sump must also have two pick-up points pump is 8cc. At 506 rpm the pump will deliver 4048cc
through which oil would be sucked by the scavenge pump and per minute.
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4 DESIGN AND DEVELOPMENT OF A DRY SUMP LUBRICATION SYSTEM FOR A FORMULA SAE RACE CAR

 FIGURE 2   Honda CBR600RR Engine Stock Oil Pump  FIGURE 4   Oil sloshing analysis performed using Star-CCM+

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© SAE International and © SAE India
In conclusion, the volume flow rate of the stock oil pump
TABLE 2  Mesh Parameters for Sloshing Analysis
per 1000 rpm of the engine speed is calculated to be 4.048 l/min.
This calculation was used as a ballpark value for selection of Parameters Values/Conditions
a compatible scavenge pump. Figure 2 shows the design of the Mesh Model •• Surface Remesher
stock engine oil pump of Honda CBR600RR which is present •• Tetrahedral Mesh
inside the engine. Base Size 3.2 mm
Basic Curvature (Number of Points/ 36
Computational Approach Circle)
Minimum Surface Size 0.8 mm
Sloshing Analysis A transient multiphase analysis for Quality Threshold 0.4
fluid motion in the pan was carried out on all the iterations © SAE International and © SAE India
which were conceptualized using Star CCM+ and modifica-
tions were made in each of these iterations from the previous TABLE 3  Physical Parameters for Sloshing Analysis Simulation
version to get better results. The main purpose to perform
sloshing analysis was to ensure, for a volume of fluid in the Parameters Values
sump, in all driving conditions there was an outlet which is Density of Lubricant 860.2 kg/m^3
connected to the scavenge pump which had access to the oil Dynamic Viscosity of Oil 0.057172 Pa-s
in the sump and that the oil pump had access to the oil as well. Density of Air 1.184 kg/m^3
The modifications in each step of design iteration were made Surface Tension 0.074 N/m
keeping in mind the height of the sump. The internal labyrinth © SAE International and © SAE India
was created to ensure the access of oil to either of the ports.
The volume of sump pan which was decided was divided
in two regions which constrained the oil in these chambers so as to get enough data points. This data was used to simulate
opening in to the outlets to the scavenge pump and the oil the sloshing analysis of oil in the sump pan.
was always available to the oil pump. At all the time steps the Figure 4 represents a screenshot of the fluid motion
volume fraction of oil was enough at either of the pick-up points. analysis at a time step where the car is taking a hard-right
Figure 3 shows a graph between lateral acceleration in X turn and both the outlets have oil in them for it to be extracted
and Y direction v/s time. A 10 second time interval is taken by the scavenge pump. It was observed for a stretch of
10 seconds on the track where the highest lateral acceleration
was available, for this iteration the oil was present at least one
 FIGURE 3   Lateral acceleration Data which is used for
of the outlets to be extracted by the scavenge pump from the
Sloshing Analysis
pan to the external oil reservoir.
The data for mesh properties used in the simulation is
shown in Table 2; these properties were optimum to obtain
good residuals and good results as well as keeping the compu-
tation time less.
Table 3 provides the physics properties used for the
­simulation; a Eularian multiphase physical model was used
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to define the interaction in between air and oil.

Net Change in Rolling Moment At the start of the

design process an optimal roll gradient was chosen for the
car. The desired value of the total roll stiffness corresponding
to the roll gradient depends upon two factors namely, the
weight of the car and roll axis to CoG distance. Thus, a higher
CoG would require a greater total roll stiffness to achieve the
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 DESIGN AND DEVELOPMENT OF A DRY SUMP LUBRICATION SYSTEM FOR A FORMULA SAE RACE CAR 5

 FIGURE 5   Variation of Dynamic Weight with Percentage  FIGURE 7   Variation of Maximum Lateral Acceleration with
Front Roll Stiffness (Dry Sump) COP Bias (Wet Sump)

© SAE International and © SAE India

© SAE International and © SAE India

same roll gradient. A MATLAB code was fabricated to inter- greater loads due to the reduced CoG height in the dry
link different vehicle dynamics parameters of the car using sump system.
theoretical models and relevant data is showcased through To determine the effect on the overall handling capabilities
graphs. A greater CoG results in a greater rolling moment. To of the car, the peak lateral acceleration was determined for both
achieve the desired value of the roll gradient to control body cases (wet sump and dry sump) including the effect of the
roll, the value of target roll stiffness increases. A steady state downforce provided by the aerodynamic package of the car
weight transfer model was created applying a constant value containing front wing, rear wing and side pods.
of lateral force as obtained from the tire data. As shown in the Thus, it was noted that at the value of maximum lateral
graphs, the inner wheels have greater loads due to the reduced acceleration at the optimum value of CoP bias for the car with
CoG height in the dry sump system. aerodynamic effects included was found to be 2.15g’s with the
Figures 5 and 6 shows graphs of the dynamic weight v/s dry sump system installed and 2.02g’s when the wet sump
distribution of total roll stiffness at the peak lateral accelera- system would be involved. Thus, the theoretical maximum
tion condition of the vehicle for both the wet sump as well as lateral acceleration is significantly improved by adopting a dry
dry sump lubrication system. It is seen from the figure that sump lubrication system. The increase was found to be 0.13G.
front outer and rear inner roll stiffness increases with In Figures 7 and 8 illustrate these observations which in the
increasing dynamic weight. Also, front inner and rear outer form of two graphs for wet sump and dry sump system were
roll stiffness shows opposite trend and decrease with increase contracted from the MATLAB calculations in the form of two
in dynamic weight. From the graphs, the inner wheels have graphs for wet sump and dry sump system.

 FIGURE 6   Variation of Dynamic Weight with Percentage

Front Roll Stiffness (Wet Sump)  FIGURE 8   Variation of Maximum Lateral Acceleration with
COP Bias (Dry Sump)
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6 DESIGN AND DEVELOPMENT OF A DRY SUMP LUBRICATION SYSTEM FOR A FORMULA SAE RACE CAR

Experimental Validation  FIGURE 11   Experimental Testing Rig for CoG Height Test

The most important part of a design process is validation. Since,

closing the design process loop meant that the engine should
have proper circulation of lubricant throughout its operating
range as well as at varied lateral and longitudinal accelerations.
Also, the new dry sump lubrication system should help enhance
the vehicle performance on track. The proper circulation of oil
was ensured by keeping a check on the oil pressure at different
engine rotation speeds. These readings were first observed in
static conditions, followed by dynamic testing and continuous
monitoring of the oil pressure was ensured. From the static
testing data, switch to dry sump did not show any alarming
EOP values. In the whole engine operating RPM, a maximum
of 5 psi pressure difference was seen when compared with the
stock wet sump EOP values. Figure 8 represents the static
testing in the form of a comparison graph.
Subsequently, dynamic testing of the designed dry sump

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lubrication system was carried out by mounting it on the
vehicle. Figure 9 shows a plethora of EOP values that were
achieved at different engine RPM while the vehicle was
running on the track. By the data that was recorded, it can
be clearly comprehended that the oil pressure values are in
accordance with the stock wet sump pressure values. This
means that the dry sump designed can ensure a healthy
running condition for the engine in all circumstances.

Results of a Lowered Centre of Gravity The plays a major role in determining the dynamic performance
second step in the design process was to validate the change capabilities of a vehicle. The method used to measure CoG
in the value of CoG. As it is mentioned before, CoG height height experimentally is the one described by Milliken in
his book ‘Race Car Vehicle Dynamics’ [10]. The front axle
of the car is elevated at an angle and the corresponding
 FIGURE 9   Comparison of Oil Pressures for Wet Sump
weight transfer in the rear is noted. The test rig setup is
(stock) and Dry Sump (custom) Lubrication System. shown in Figure 11.
Tables 4 and 5 displays the findings of the CoG test
performed on the vehicle using a dry sump lubrication system
and a wet sump lubrication system respectively. As it is clearly
© SAE International and © SAE India

seen that the CoG heights are significantly lower while using
a dry sump lubrication system than when a wet sump lubrica-
tion system is being used.
Following this it was seen that there was a difference in
26.5 mm between the CoG heights of the vehicle with the
dry sump and the one with wet sump. Hence the car with
the dry sump will give significantly better performance char-
acteristics than the car with the wet sump due to the low
CoG position.
To measure the gain in performance and to validate the
 FIGURE 10   Engine RPM v/s EOP Plot theoretical estimations, an IMU was mounted at the CoG and
the vehicle was tested on a constant radius skid-pad track.
Skid-pad is one of the events at every Formula Student

TABLE 4  CoG Height Test Results (with Dry Sump)

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Weighing Scale
Angle of Elevation Reading CoG Height
15 60.85 294.2
30 62.235 292.7
45 64.143 284
Average: 290.3
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 DESIGN AND DEVELOPMENT OF A DRY SUMP LUBRICATION SYSTEM FOR A FORMULA SAE RACE CAR 7

TABLE 5  CoG Height Test Results (with Wet Sump)  FIGURE 14   Skid-Pad Data from IMU for Dry Sump System

Weighing Scale
Angle of Elevation Reading CoG Height
15 67.36 317.4

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30 68.22 310.5
45 70.23 322.6
Average: 316.83
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 FIGURE 12   Skid-Pad Layout

Conclusion
In this paper about dry sump lubrication system, the pan attached
to the engine block is designed and the sloshing trend of the
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design was observed using simulations conducted on STAR

CCM+, further improving the design of the pan iteratively, the
main motive of the improving the design being the availability
of oil at least one of the pick-up points. The dry sump pan
designed was just 57 mm in height which was a considerable
decrease when compared to the stock wet sump height.
Theoretical calculations were carried out for the selection process
of the scavenge pump which was on the basis of the mass flow
rate provided by the stock pump of the engine at idling rpm.
Star-CCM+ simulations were used for ensuring a sloshing less
design of the sump pan. Whereas, a MATLAB code was fabri-
competition where cars from each team go around a circular
cated for simulating the vehicle performance by inputting some
wet-track as shown in the Figure 12. This event acts as a test
basic vehicle dynamics parameters. These simulations gave a
to challenge the cornering abilities of the vehicle [11]. Thus,
positive result by reflecting a 26.5 mm decrease in CoG height.
good cornering abilities would result in faster lap times. By
The validation of the advantages achieved due to lowering of the
creating this setup, the aim was to receive the lateral accelera-
CoG, by mounting the engine at a lower height owing to dry
tion data with the assistance of IMU.
sump system was performed by using a data acquisition system
Figure 13 shows the lateral acceleration data of one of the
on the vehicle. The improvements in the powertrain system due
vehicle’s skid-pad runs. The figure shows two simultaneous
to application of this custom lubrication system were studied and
plots depicting the speed of the car and the lateral acceleration.
verified. Change in the rolling moment of the car was evaluated
The results convey that the peak lateral acceleration achieved
using simulations and calculations and an improvement in lateral
was 1.28 G’s. This value was comparatively lower than the
acceleration of 0.13G from the wet sump system, on a dry sump
result achieved in Figure 14 by the implementation of the dry
system was recorded. Also, when tested on a Formula Student
sump lubrication system. According to the data, the peak
specified skid-pad track, the vehicle showcased an improvement
lateral acceleration achieved was 1.48 G’s. A 0.2 G’s increase
in lateral acceleration of 0.2G. The expected performance of the
shows a considerable improvement in the performance of
system was evaluated by the EOP data received during dynamic
the car.
testing of the system. While reviewing the data, a maximum of
5 psi deviation was documented from the stock values that the
wet sump lubrication system offered. The whole design and devel-
 FIGURE 13   Skid-Pad Data from IMU for Wet Sump System opment of the custom dry sump system was thus concluded and
installed in the vehicle for the upcoming competitions.

References
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1. McKenna, S., McKeown, C., Sloan, G., McCullough, G. et al.,

“Dry Sump Design for a 600cc Yamaha YZF-R6 Engine,”
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© 2019 SAE International and © 2019 SAE India. All Rights Reserved.
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8 DESIGN AND DEVELOPMENT OF A DRY SUMP LUBRICATION SYSTEM FOR A FORMULA SAE RACE CAR

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Contact Information
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