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This is the solution
Magnus took their 15+ years of experience working with the 4G63 and re-engineered the entire oiling system from the ground up. Don’t listen to the internet forums and other companies out there that tell you need a special balance shaft, or some special oil to stop from ruining motors turbo’s and oil pumps. Magnus took this project very seriously and over the last few years has been collecting data from all of the race cars it has in the field. Of all the failures ever recorded, from Oil pump failures, to turbo failures, they could have all been avoided had there not been a drop in oil pressure. We would hate to know how many turbochargers have been falsely accused of failing because of lack of oil.
Why the stock oil pump doesn’t work!
The stock oil pump was designed to turn at a maximum of 8000RPM and the pressure relief valve is designed to handle enough flow for the stock pump 7000RPM. Unless it is enlarged it cannot bypass enough oil. It has a hard time returning oil from the cylinder head when overriding the pump. The Dsm has a few small drains in the cylinder head to return oil making it a difficult path to replenish the oil reserve in the pan.
This drain problem can be compounded by the fact that many motors have too much blow by because they are running the wrong piston and pin at high RPM’s the pistons are deforming and causing the rings to no longer seal. Most companies use “off the shelf pistons”, these are knock offs of the pistons we used 10 years ago, those aren’t going to cut it today, and they cause these issues.
The oil pump is not where the problems end!
High RPM launch control, Cornering, Launching, Braking, any one of these will upset the oil level in your car. In drag racing what we experience is 2 step launch control for 2- 4 seconds (depleting the pan of oil) a multiple G-force launch, moving the oil to the back of the pan. High rpm runs in the 8500 – 11,000 RPM range, further deplete the pan of oil. Compound this with trying to drain back through only 3 holes in the DSM engine’s case while excess pressure from the rings is trying to push its way up to the valve cover.
Now, let’s pull the parachute! What little oil is left is pushed to the front of the motor. You can see why we resorted to overfilling our engines and immediately shutting them down after crossing the line. Overfilling the engines just would end up filling our breather tanks, causing other problems. All of these problems together can cause the oil level in the pan to run below the oil pickup, causing the pump to run dry and destroy your engine, oil pump, or turbo.
If we moved to an external reservoir, which could always supply oil we would be able to eliminate all of these problems. We needed a dry sump oiling system. It is no longer an option, this is a necessary component in reduced maintenance, wear, and the added vacuum scavenging benefit will result in increased power.
The 4G63 has always proved to be a difficult engine to mount a dry sump externally; the oil pump itself supported the timing belt. Many people though the timing belt itself was killing the oil pumps. It wasn’t. Many thought the removal of the balance shaft was removing support and thus killing the oil pump. It wasn’t. What would kill the oil pump was only one thing only lack of oil. Any moment we logged a drop in oil pressure after inspection and tear down of the pump the oil pump would be damaged.
We engineered an entire front cover with a sealed bearing that could handle big loads. We were planning on using the original gear but that plan was scrapped in favor of designing an entirely new gear ourselves and manufacturing it in house. It no longer drives the oil pump; it is now just an idler pulley and allows you to use the original belt. The front cover has original timing marks for when you are timing your motor; It fits 7 bolt crank sensor. It can be custom made in 6 bolt to fit crank trigger option if you need as well. Original oil seal fits in. We made entirely new gaskets out of the same gasket material and same thickness, to retain the original distance from the trigger wheel to the sensor.
We chose a High volume pump with large steel gears so we could get maximum scavenge you should still pull vacuum in the crankcase at 20 psi of boost with this setup.
There are 4 stages 1 stage to pump oil, 3 stages to scavenge, 2 from the pan, one from the cylinder head to clear all the oil that gets stuck in the head from running high rpm, and fills your puke tank (you fast guys know what I’m talking about)
The DSM block does not have enough drains, now we have -12 vacuum pump working on that nonstop. We selected this pump to work both in road race and in drag race; the only difference will be tank size.
The pump can supply the pressure flow and scavenge we need to make 1400 – 1500 WHP, and we’re not talking about imaginary hp, or Crank hp, were talking about 1400 to the wheels, 202 mph in a 2350 lb sled. No false claims, no BS. We have actually done it are the only ones who have done it and raced it successfully for years. We know what kind of oil pressure is needed to survive up there @ 11,000RPM, do the math, the rest are still trying, and claiming they can do it.
In Road race applications it has helped tremendously in keeping oil pressure to the motor. In particular downhill sweepers where the OEM pump would have a problem running dry.
It uses an external tank, You may locate it where you see fit. On some of our road race apps it is in the trunk of the car, on the drag cars it is near the engine. You can get from 6 Liter to 16 liter capacities
The pan can be custom configured to your needs, speak with one of our representatives and they can help you configure it.
Fuel pump drive : The fuel pump can be driven from the back of the pump. If you toss a belt and your car will shut off.
The parts can be purchased separately for those who wish to piece together their own. We recommend steel gear pumps because they can absorb a lot of trash in case you have an “incident” We also provide screens to pick up big debris before the pump picks it up.
Available for all 4G63 engines