This is the solution
Magnus took their 24+ 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.
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.
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.
The Magnus Solution
We have been making dry sump kts for 4G63 since 2006, and our product has since been mimicked by all of the competition. All of the worlds fastest 4G63’s in Drag racing and time attack run our Dry sump system.
If we moved to an external reservoir, we could always supply oil and 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.
We engineered an entire front cover with a sealed bearing and gear that can handle high loads. It no longer drives the oil pump, as it’s 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 and fits 7 bolt and EVO crank sensor. It can be custom made in 6 bolt to fit crank trigger options if you need as well. The original oil seal fits inside our billet cover. 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 gears so we could get maximum scavenge, you should still pull vacuum in the crankcase at 20 psi of boost with this setup. We recommend 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 we’re talking about). A 3 stage is now available.
The DSM and EVO 1-3 block does not have enough drains, we highly suggest a 4 stage kit with a -12 scavenge installed in the cylinder head directly below and between the number 2 and 3 intake ports.
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.
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 orderered in RWD format or FWD format with the Sump portion in the rear or front of the engine. The sump now has -12 ORB bosses machined in no more welding required.
- Billet 6061 Oil pan and Sump – optional RWD style sump
- Billet 6061 Front cover with included gasket, OEM pump delete, and Balance shaft delete
- Billet 6061 Mounting brackets
- Peterson R4 dry Sump Pump – Optional 3 or 4 stage
- Rear Driven Hex drive provisions to drive mechanical fuel pump
- Peterson or Magnus Oil Tank (Multiple Sizes Available)
- Magnus Breather tank
- Drive gears for Stock balancer ATI balancer or Fluidampener
- Remote mount Spin on High volume on Oil filter
- All ORB fittings for tanks and Dry sump kit included
- Scavenge filter screens included
- Kit is complete except for lines
- Optional Mechanical Fuel Pump (3/8th hex drive driven off rear of pump)
- Optional Race Mechanical Power Steering Pump (3/8th hex drive driven off rear of pump)
- Optional Electric A/C
- MMCENG2010 Magnus Dry Sump Complete Kit – 1G DSM 6bolt 3 stage
- MMCENG2011 Magnus Dry Sump Complete Kit – 2G DSM / Evo I to III 7 bolt 4 stage