Do dry sumps need a special pan?

Yes—most dry-sump systems use a dedicated shallow “dry-sump pan” or scavenge tray instead of a conventional deep wet-sump pan. This specialized pan manages oil windage and feeds external scavenge pumps, while the oil is stored in a separate tank. Some factory dry-sump engines integrate these functions into the crankcase, and a few conversions can modify a wet-sump pan, but in practice a purpose-built dry-sump pan (or cover) is the norm for reliability and packaging.

What a dry-sump “pan” actually does

In a dry-sump setup, the oil is not stored under the crankshaft. The “pan” is typically a very shallow cover with internal windage control, baffles, and one or more scavenge pickups that evacuate oil to an external reservoir via a multi-stage pump. This design keeps the crank dry, stabilizes oil pressure under high g-loads, improves ground clearance, and can help engine efficiency by reducing windage losses and allowing crankcase vacuum management.

Why a dedicated dry-sump pan is usually required

The following points explain why off-the-shelf wet-sump pans rarely suffice and why dedicated dry-sump pans are commonly used in performance and motorsport applications:

• Shallow profile: Reduces oil pooling under the crank and improves ground clearance for lowered cars or race chassis.
• Integrated scavenge pickups: Precisely placed pickups (often multiple) ensure rapid oil evacuation from known pooling areas, even under high lateral/longitudinal loads.
• Windage control: Built-in scrapers, trays, and directional baffles keep oil away from spinning crank/rods, reducing aeration and parasitic losses.
• Sealed passages and ports: O-ringed covers and AN ports (commonly -10AN to -16AN) minimize leaks and ease plumbing to external pump stages.
• Pump compatibility: Some pans align scavenge ports with external or integrated pumps (e.g., Dailey Engineering pump/pan modules) for efficient packaging.
• Drainback management: Internal galleries and check-valve-friendly routing control how oil returns to pickups without re-aeration.
• Structural considerations: On some engines, the lower bedplate/pan contributes to block rigidity; dry-sump variants are engineered to preserve strength.

Taken together, these features make a dedicated dry-sump pan a core part of the system’s reliability and performance, rather than a simple “shallow version” of a wet pan.

Exceptions and workable alternatives

While a special pan is typical, there are scenarios where the “pan” function is integrated or where a modified wet-sump pan can be used effectively:

• Factory integrated systems: Engines like Porsche flat-sixes, GM LT6 and recent Corvette dry-sump V8s, and various AMG units incorporate scavenge stages and shallow lower covers unique to those blocks—functionally “special pans,” though part of the OE architecture.
• Modified wet pans: Some conversions weld scavenge bungs and add internal baffling to an existing wet-sump pan. This can work for moderate track use but requires careful pickup placement, leak-proof welding, and internal windage management.
• External scavenge rails: Certain race setups use external scavenge rails or kick-out trays that pull from the crankcase without a traditional pan, but these are engine- and chassis-specific solutions.
• Motorcycles and semi-dry-sumps: Many bikes and a few automotive engines use semi-dry-sump layouts with specialized lower cases or shallow sumps tailored to those designs.

These exceptions still depend on purpose-built or purpose-modified components that fulfill the same roles as a dedicated dry-sump pan: rapid scavenging, sealing, and windage control.

What to look for when choosing a dry-sump pan

Selecting the right pan ensures compatibility and reliability. Consider the following criteria before purchasing:

• Engine fitment: Confirm exact engine family and block/bore spacing; some pans are specific to crank girdles or bedplates.
• Chassis clearance: Verify crossmember, steering rack, and ground clearance in your vehicle.
• Scavenge stages and pickup locations: Match the number of pump stages and ensure pickups correspond to known pooling areas (front/rear/sides/timing area).
• Port sizes and orientation: Commonly -12AN or -16AN for scavenge; ensure hose routing won’t kink or conflict with headers.
• Windage features: Look for scrapers, trays, and directional baffles appropriate for your RPM range and intended g-loads.
• Sealing method: O-rings or quality gaskets minimize leaks and ease serviceability.
• Service access: Drain plugs, inspection covers, and sensor ports (oil temp/pressure) reduce maintenance hassles.
• Materials and finish: Billet or cast aluminum for rigidity and heat shedding; corrosion-resistant hardware is a plus.

Matching the pan’s design to your engine, pump, and use case (street/track/endurance) prevents oiling issues that can negate the benefits of going dry-sump.

Installation and reliability tips

Proper installation is as important as the hardware. The following checklist can help ensure a dependable system:

1. Mock-up first: Test-fit the pan with the pump, lines, and headers to confirm clearance and routing before final assembly.
2. Set pickup heights: Follow the manufacturer’s spec so pickups skim oil without drawing air; verify under expected pitch/roll angles.
3. Use proper hose and fittings: Quality, heat-rated hoses (often PTFE-lined) and correct AN sizes reduce cavitation and leaks.
4. Integrate a good tank: A baffled, de-aerating external tank sized to your engine (capacity and venting) is critical.
5. Add filtration and check valves: Position filters and one-way valves per supplier guidance to maintain prime and control drain-back.
6. Crankcase ventilation/vacuum: If pulling vacuum, plan for a regulator and appropriate seals; monitor with a gauge.
7. Prime the system: Pre-lube before first start; verify pressure and scavenge return flow immediately.
8. Monitor data: Oil pressure, temp, and, if possible, scavenge vacuum help catch issues early on track.

A thoughtful install—especially around pickup placement, hose sizing, and tank selection—greatly improves durability and pressure stability under sustained high g-loads.

Cost and availability

As of 2025, standalone dry-sump pans typically range from roughly $500 to $1,800 USD, depending on engine family, materials, and integration. Complete systems (pump, pan, tank, lines, brackets) often run $2,500 to $6,000+. Well-regarded suppliers include Dailey Engineering (integrated pump/pan modules), ARE (Armstrong Race Engineering), Aviaid, Moroso, Canton, Peterson Fluid Systems, and application-specific vendors (e.g., GM Performance, Ford Performance, Porsche Motorsport) for OE-based setups. Lead times can vary during race season, so plan ahead.

Bottom line

Dry-sump systems almost always require a special pan—or an integrated lower case designed for dry-sump duty—because efficient scavenging, windage control, and reliable sealing are fundamental to how these systems work. While modified wet pans can function in some conversions, a purpose-built dry-sump pan is the most reliable route for track and high-performance use.

Summary

Most dry-sump setups use a dedicated shallow pan or scavenge cover engineered for rapid oil evacuation, windage control, and clean plumbing to an external tank and pump. Factory dry-sump engines integrate these features into unique lower cases, and some conversions can modify wet-sump pans—but the system still needs “special” components to perform as intended.

Do dry sumps require special filters?

Peterson Pre-Filters
Filters on a dry sump system are an absolute must – you need to protect your blood, sweat, tears and money put into your powerplant. Pre-filters are best placed on the scavenge lines of your dry sump system before the oil pump. “On BlownZ, the pre-filter is a scavenge filter.

What are the common problems with dry sump?

Low oil pressure readings or warnings. Unexplained oil consumption. Oil leaks near the reservoir or hoses. Sludge or debris in the oil tank.

Which is better wet or dry sump oil pan?

Dry sump oiling systems offer several advantages over their wet sump counterparts, starting with their ability to make more power. Without the burden of excess oil in the pan, the rotating assembly is able to spin more freely, helping to generate more horsepower.

Do dry sump engines have an oil pan?

The dry sump system uses two or more oil pumps and a separate oil reservoir, as opposed to a conventional wet sump system, which uses only the main sump (U.S.: oil pan) below the engine and a single pump.