12V Oil Scavenge Gear Pump

The bundle is back in stock in June 2022.

Turbocharger oil scavenge gear pump for applications:

- Low mount turbo lubricating issue

- 12V differential transmission circulating

- Additional oil cooler

1pc 12V gear pump

1pc 15A fuse

1pc fuse holder

2pcs of AN10 fittings

1pc Oil pressure switch (Normally Closed)
1pc Oil pressure switch adaptor with AN10 adaptor
1pc Time delay cut-off relay

(Similar to Mocal and Tilton pumps) 

The low-mounted turbos in turn require their own tiny oil pan and a scavenge pump to draw the lubricant back into the main sump.

Turbocharger oil scavenging has always been an issue.

You might have 50 psi feeding the turbo but the slightest restriction in the "drain" will immediately send oil past the exhaust seals, burning up oil and ruining your turbo. In the case of remote mounted turbo systems, rear mounted systems, or in systems mounted below the engine oil level, some form of positive scavenging has to be engineered. That is where this pump comes into play. These pumps are suitable for remote turbo systems as oil scavenge pumps. In this case the engine supplies the oil pressure and the pump simply returns the turbo oil to a point above the sump level. They are also suitable as turbo oil feed pumps where gravity drain is possible and are often used where a separate turbo oil supply is used which keeps engine oil and turbo oil separate.

The pump should be mounted vertically as there is a shaft seal between the pump section drive shaft and the electric motor. Other orientations can be used but are not suggested. Mounting the pump vertically with the pump section facing "up" is a definite no no.

If used for pressure feed, it will pump up to 40 psi or greater this scavenge pump is rated at 25 psi constant. Trying to runs higher pressures will overload the pumps and burn up the motors. It's a question of the torque required.  Keep in mind that turbos do not need 12 litre per minute feed, so to prevent overworking the pump motor the oil must be by-passed back to the feed side of the pump or to the oil reservoir. Typically this is done in a "Tee" fitting after the pump discharge with an AN4 feed to the turbo and an AN6 bypass line with an orifice restrictor to the oil reservoir. All pumps must be fused @ 15 Amps.

Garrett GT series ball bearing turbos only need about 9 to 30 psi of oil pressure so their flow rates are less than plain bearing units.

For eg: Porsche 928, Porsche 996, BMW E36, M3

Normally closed pressure switch can be used to control a feedback light on your dashboard. If something goes wrong and oil pressure drops then you will be notified of it. Please note that no indicator LED light is included this listing!

    This product is 100% brand new product

    Self-priming gear electric pumps suitable for lubricants and viscous liquids (max viscousity 85 cst)

    Rugged bronze body and stainless steel shaft

    Easy connecting system

    Rugged bronze body and stainless steel shaft

    Soft rubber mounts

    Includes 2 x 12mm (1/2") brass hose tails

    Professional grade pump - Ideal for marine application, caravans/RV, automotive, car, tuning, boat, yacht, draining of engine sumps and agriculture applications

    Designed for continuous use.

FRESH WATER

SALT WATER

ENGINE OIL (max temperature 90°C)

LUBRICANTS

AND NON-CORROSIVE VISCOUS LIQUIDS, max viscousity 85 cst

DIESEL FUEL,

    

PETROL (GASOLINE)

FLAMMABLE LIQUIDS with PM < 55°C

FOODSTUFF LIQUIDS

CORROSIVE CHEMICAL

SOLVENTS

Voltage 12DC

Flow Rate 12L/M(3.2G/M)

Amp Draw: 7A

Max Amp Draw 15A

Max Lift: 3M

Max suction: 2M

Max pressure: 3 BAR

Rugged bronze body and stainless steel shaft.

Can be installed at any position to save space

Duty cycle Intermittent

Dimensions: Length 155.5mm x Width 119mm x Height 103mm

Approvals: CE

Q: Why should you use gear pump instead of cheaper diaphragm pump?

A: Diaphragm pumps are not spur gear nor rotor pumps. They were never designed to pump hot oil. They work, but there is always a question. Eg. Flojet 2135 series.

Shurflo makes a similar diaphragm pump that has been used for scavenging of oil on turbochargers. These also were never designed to pump hot oil. 8000 series.

Q: Im running a low mount turbo. Do I need this scavenge gear pump?

A: This is required when running a bottom mount and the turbo sits too low to gravity drain. The oil that is pumped through the turbocharger`s bearings needs to be routed back into the engine.

The oil return port is opposite the oil feed on the center section of the turbo. In most applications, gravity feeds the oil from the turbocharger back into a fitting on the oil pan or timing chain cover. In systems where the turbocharger sits lower than the oil pan, a scavenge pump should be used to pump oil back into the crank case. This is also the case with remote turbocharger systems such as the popular STS kits.

Some people utilise a sump when using a scavenge pump. A small container can be placed under the turbo`s oil return to catch oil as it drains from the turbo. The scavenge pump picks up the oil from this container and returns it to the engine. A system such as this will allow the pump to keep up under high demands as the sump takes time to fill, allowing the pump to catch up.

The position of the pump is extremely important. NO gear pump can generate vacuum and pump if the gears are not drained in the oil. Don't expect a gear pump to suck oil or water up if the system hasn't been bleed.

Gears must be at the lowest point of the engine surrounded with oil:

Time delay relay enables you to let the gear pump run and cool the turbocharger for a specified time. When ACC switches off the relay lets the gear pump to circulate the engine oil through the turbo so it can cool further down. Delayed cut-off relay DIP switch settings: