[heliolps2]

I also fund this post.

Sorry to be confusing.

I am not advocating relocating the pressure transmitter, I am only asking you to think through what happens vs what you see on the gauge.

As you note the oil pump is a Positive displacement (PD) style. This means that for each rotation of the shaft, approximately the same volume of oil is moved.

The discharge pressure from the pump (what we see in the oil pressure gauge) is created by the downstream line losses. In the case of a Porsche Engine, the oil goes through the engine internal passages to the lower crankshaft Galleys, the piston squirters, and the heads before it goes to the sump to be cooled, filtered, and returned to the oil tank for its next lap.

The pressure transmitter is usually located near the passages supplying the piston squirters and upstream of the Cam tower oil lines.

The restrictor, which is downstream of the oil pressure transmitter, creates an additional restriction of oil flow to the heads. since the pump puts out the same amount of flow, more flow goes to the piston squirters/crankshaft galleys and less to the heads.

Since the restrictor is adding pressure drop to the entire oiling system, and the flow is constant, the oil pump output pressure increases to maintain the fixed flow rate. This is why you see the higher pressure at the gauge. I was only asking if you would feel the same way if the transmitter was on the other side of the restrictions so that when you installed them the pressure will appear to go down.

I do not see this as a good thing (to my engineer mind). This means less oil to the heads in exchange for more oil to the piston squirters and crankshaft galley. Normally I would say this is a good thing but since the hottest area in a Porsche engine is the heads and the flowing oil provides the cooling, I am thinking this is not a good thing.

One more factoid to consider is that when Porsche went to the restrictors, they also increased the total flow from the oil pump. As a result, they kept the SAME flow to the heads and INCREASED the flow to the piston squirters and crankshaft.

Also, there are many posts on this topic (as I am sure you already know). As I recollect, Grady Clay posted that how Porsche engineers choose to allocate the oil flow was a bit of a compromise and part of the addition of the restrictors were to get the piston squirters to operate at a lower rpm.

I hope this long-winded explanation helps.