|
L4: 4G15, 4G32,
4G35, 4G37,
4G52/G52B, 4G63 / G63B, 4G63T 1g, 4G63T 2g,
4G64 / G64B, 4G64T, 4G64 / 4G64T 2g, 420A,
4G93
New! A dual scraper
for the 4G32, 4G35, 4G37. The picture below shows a custom
TeflonŽ bladed scraper for the rare DOHC 4G32. The SOHC version
is similar except that the front cover is different: $74.95 in steel
and $174.95 in Teflon
NEW! 4G54 / G54B
dual scraper $74.95
There is a version specifically for the front
mounted pickup on the turbo block (picture below). The pattern
in the above picture is a universal one that will fit either the mid
mounted pickup or front mounted pickup.
Knife-edged TeflonŽ example
for the Turbo engine:
Here is a short video
clip made by one of our customers showing a rotating assembly and crank scraper
from a Mitsubishi 4G54.
NEW! The
1st gen and earlier 4G63 and 4G64 series now are triple scraper
designs and run $79.95. Here are some pics of the 4G63T 1st gen
which also has ARP stud relief holes:
 
NEW! The
7-bolt 4G63 and 4G64 series now are triple scraper designs and run
$79.95. The third scraper installs along the oil pan rail; it is a downstroke scraper.
4G93 (includes Turbo); triple scraper: $79.95
The 4G93 triple scraper installed on a
customer's engine:
Rods passing by the third scraper:
V6: 3.0 (Mitsubishi 6G72) -- Please enquire.
There are a number of variants.
~~~~~~~~~~~~~~~~~~~
 The
stock 2.0 engine in the 95-99 Eclipse -- often referred to as the
420A block -- lacks a windage tray or any oil baffling in the stock
pan*. Many people have written to
us and commented in forums that they experience drops in oil
pressure when driving enthusiastically. The stock oil
pan is actually a high quality piece it just needs some oil control
hardware.
We now make a dual-windage tray for this engine with louvers and lower
baffles with swinging doors. (The above pictures show the set up
installed in a 420A Dodge Neon pan; here are pictures of the
different set up for the steel DSM pan:
 ) It attaches to a modified crank scraper
(steel or TeflonŽ) framework that has bridges across the crankcase.
The dual-windage tray has a top louvered section that can be
adjusted to closely follow the rotating assembly. Underneath this
louvered tray is a second tray with offset drain slots. The
trays are separated by a gap of 4.5mm. These drainage holes and gap
allow the top louvers to quickly direct the oil out of the path of
the rotating assembly. Conversely they also help to isolate the
rotating assembly from splashing sump oil that would otherwise come
through the louvers. The two lower oil baffles have three
independent swinging trap doors that help to keep oil around the
pump pickup during hard turns.
Another advanced feature are the four attachment baffles that hold
the windage tray assembly to the scraper frame. These are solid
plates that help to segregate the piston bays. Why? When one area of
the crank has a high concentration of oil in the windage cloud the
crank acts like a propeller and distributes this oil along its
length. By closing this path off the oil cloud is instead focused
into the tray louvers and of course the crank scraper. You can see
this type of feature in the Ford Zetec sump and other racing
engines.
Lastly, as you can see in the above pictures,
there is plenty of clearance for the oil dipstick and the dipstick
readings are unchanged.
The windage tray and baffles are
an additional $230 to the price of either type scraper (standard
steel or TeflonŽ), so $309.95 for the steel version; $409.95 for the
TeflonŽ version.
NEW! The
420A is now a dual scraper: $79.95.
*Important!
There is a steel and aluminum stock Neon pan as well as another
steel pan for this engine when installed in DSM vehicles like the
Eclipse. Each of these pans has a very different internal
shape and requires a different set of lower baffles and trap doors.
You must let us know which pan you will be using.
|
World Wide!
