In this article we’ll highlight some of the differences between the newest generation 4G63 and the early 4G63 motors.
Here is one of our stage 3 Evolution engine blocks. This particular model is a stroker. We enlarged the bore to 3.366” and added 12mm more stroke to get roughly 2.3L of displacement.
Notice the proprietary Magnus pistons with the quench pad technology. These pistons are specifically designed for the Evolution engine, using experience we gained from working with the earlier 4G63 engines. The quench pad provides greater resistance to detonation and is basically an imprint of the head transferred to the piston. Why do we do this you ask? This helps squeeze all the gasses into a smaller space, making the combustion chamber smaller and more efficient.
Here is the Evolution 4G63 head, very similar to the old style head in casting but has a few major changes. First off we all know the flow is reversed. That won’t make any major changes to performance though. The injector bosses are now in the intake manifold instead of in the cylinder head. Placing the injectors a bit further back will give better atomization and also a bit more power. Although the 5 to 10 mm of distance that it has been moved to, to be able to get a measurable power gain would be splitting hairs… but it is an improvement nonetheless.
The intake ports have now been made a more normal size. The 1G port was always in our opinion too large to get good low end velocity out of. This head is much more of an improvement over the 1G DSM. The port entry angle is only 10 degrees; whereas the 2G DSM head had a much steeper entry angle, which was better for performance. A lot of manufacturers are getting away from steep angle intake ports which we can only guess for two reasons. A) Low hood line and less complexity for intake manifold castings or B) Emissions. Sharper angles will promote more tumbling and better atomization, aiding in emissions controls.
This picture shows finished intake ports displaying the 10 degree entry angle.
Here we see a finished Evo port up against a 1G DSM intake manifold flange for comparison. That’s a huge difference!
Here’s a finished EVO port and how it matches up against our CNC machined intake manifold flange. This image also visually shows the injector bosses.
The exhaust port is almost identical to the original 4G63 engine. Very little has changed except the bolt pattern which didn’t even change that much, its just reversed.
Here we take the Stage 3 Head and sit it down on the Stage 3 block. Now comes the task of checking clearances and degreeing the camshafts. We wanted this motor to run a 9:1 compression ratio so we opted for a .030″ gasket. Had we wanted to try 8.5:1 compression ratio, we would have installed our .060″ gasket.
After the piston clearances have been checked (our pistons allow high lift cams to be used without interference problems) we dry assemble the Timing belt pulleys and idlers temporarily so we can make degree in the cams, making sure they are installed at the manufacturers specs. This not only ensures that the engine will run properly and make power where it is supposed to, but it also ensures that you won’t have any clearance issues between the valves and pistons if your block and head have been decked a few times.
Now that we are sure the camshafts are degreed and installed correctly, we checked for valve clearance and it was more than adequate. Now it’s time to begin buttoning up the motor. The timing belt pulley are removed and the gasket is installed on the oil pump housing. The air separator baffle is installed (Very important do not omit this item, this prevents the oil pump from picking up air bubbles instead of straight oil) along with the oil pick up tube. We use a light coat of sealant on both sides of the front cover gasket, but always install the pickup gasket dry, so as not allow any sealant to get into the oil pump where it could instantly destroy the motor.
The oil pan is installed and the rest of the timing belt accessories are put back on for good this time, including the crank sensor. Notice our custom balance shaft eliminator plug. They are machined from 6061 aluminum in house. We use this instead of the Mitsubishi rubber plug because the rubber plug has a tendency to fall out and cause a gargantuan oil leak… at the most inopportune moments. Now that we no longer have balance shafts installed, this means the oil pump orientation when setting the belt is no longer critical. What’s different on the new 4G63 is the timing markings. You must have the rocker cover on to set the timing belt. Why? Because the rocker cover has the cam gear timing marks on it.
There it is all installed, belt on and ready to go, but wait there’s something missing.
There’s the Magnus EV0 8 stage 3 2.3 Stroker Motor with a sexy Intake Manifold attached to it. Now it’s ready to go with.. extra torque and horsepower!
Magnus motorsports is the leading 4G63 engine builder in the world. Our engines have won a considerable number of world championship races in numerous motorsports arenas, including Drag Racing, Road racing, Autocross, Rally and Hill climb.
Our 13 years of experience have allowed us to create multiple variations and combinations for the 4G63 which give the driver the ability to completely tailor their powerplant to the type of racing required.
We have invested a great deal in research and development to produce prototypes and race these new combinations for the 4G63. We have perfected each of our designs to create maximum power and the ultimate in reliability allowing us to provide this product to the enthusiasts and racers alike.
As innovators within the Mitsubishi community, Magnus Motorsports has built and tested high compression turbo motors, 2.4L Long rod, 2.1L 2.2L Long rod and Methanol burning 4G63s at 90 psi of boost long before these ideas have been adopted by the rest of the Mitsubishi world. No other engine supplier in the world has researched as extensively as Magnus Motorsports nor do they offer as many components for the 4G63 and its variants as we do. We have designed, tested and run over 150 different piston designs and variations in the last 10 years alone with compression ratios from 7.5:1 all the way to 15:1
We have always strived for more performance with reliability in order to stay ahead of the competition. Our advances in 4G63 technology have put us miles above the rest simply because we refuse to rest on our laurels and allow our competition to catch up. The fastest Mitsubishis in the world run Magnus components for a reason, they win races and they never give up first place.
Previously, this “private stock” of components was reserved only to our own cars and engine builds. Due to demand by several customers requesting these components be released for public consumption we have decided to declassify our highest technology components and offer them for sale.
Over the past four years, we have taken these engines to over 1400 HP, 11 000 RPM+ and 90+ PSI of boost pressure. These are demands that were never thought to be possible with this platform, but Magnus has made these a reality. These are the parts we use in the worlds fastest Mitsubishi race motors and can be used in yours. We have put together a detailed guide that will outline what components you will need to build yourself an engine of this caliber. This guide will give you a general idea as to identifying the best combination for your specific application. Keep in mind that we can build complete engines to your exacting requirements should you be after a “turn key” solution.
All of our pistons included in this stroker kit utilize the Magnus Quench Pad Dish design which mirrors the quench pads on the 4G63 cylinder head, This gives our pistons extremely high detonation thresholds. All of our pistons have enough valve pocket to clear 12.5mm lift cams. They feature a unique new shape to help quiet the forged piston noise usually associated with running loose tolerances, .0055” + piston to wall clearance is the absolute minimum needed to survive at elevated horsepower levels. Advanced ring packages are included on all of our pistons for superb break in and excellent sealing.
Magnus rods have an advanced profile and are built to withstand the torments of high hp and high RPM. Our Alloy rods feature L19 fasteners to allow for more clamp loading on the rod to survive at high RPM. They have been tested at over 350hp per cylinder. We recommend that any engine running over 800 HP should use our Aluminum Rods with our 23MM pin upgrade.
Magnus Crankshafts are machined from a solid piece of 4130. Our cranks have lightening hole knife-edged counterweights , large radius fillets and cross oil drilling. They start life as a 200kg chunk of steel and are machined and prepared to our exacting tolerances, they are then Nitrated and finish ground to exact tolerances. Finally they are precision balanced and are ready to install. No further machining or “corrections” are necessary as with other crankshafts on the market.
The quality of these pieces are second to none and come together in this stroker kit to provide the performance and reliability that Magnus customers have come to expect. By releasing this kit into the marketplace, Magnus has once again raised the standard that our competition strives to reach. If you are a driver looking for the ultimate competitive advantage, Magnus Motorsports just made it happen.