Squashing Misinformation on Billet Gears (Oil Pump, Crankshaft Sprocket) OPG

Cobra jet pumps use tss gears in them last i recall.

Jeff_oddo said:

I'm wondering the same thing about the Cobra Jet oil pump..

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I will have to try and find it. I think its very close to the same pump with a heat treated gear to allow shock.

"Ford Racing Quality. This high performance Ford Racing oil pump is manufactured with a billet steel gerotor set and is pressure and flow tested at the time of assembly to assure long reliable maintenance-free operation."

So how many/ how often have opg's failed with rwhp under 650? Or more specific, how many stage 2 whipple SC's have seen a failure of the opg? Thanks

I read a post where Whipple said there are no known failures with any of their kits. I'm assuming these are the kits using Whipples tune. I have seen where their have been failures when using custom tunes. Maybe third party tuners adjust cam timing differently, maybe a little to aggressively, and cause more severe harmonics...? The ford engineers that write the tune for Whipple are aware of how much vibration is acceptable I'm sure. When they created the tune they probably took measurements and adjusted the tune accordingly. My Whipple makes 700rwhp with the 3.75 pulley. They would never offer a warranty if they thought the oil pump gears would fail. Otherwise they would come with the kit.

Highvoltage16 said:

I read a post where Whipple said there are no known failures with any of their kits. I'm assuming these are the kits using Whipples tune. I have seen where their have been failures when using custom tunes. Maybe third party tuners adjust cam timing differently, maybe a little to aggressively, and cause more severe harmonics...? The ford engineers that write the tune for Whipple are aware of how much vibration is acceptable I'm sure. When they created the tune they probably took measurements and adjusted the tune accordingly. My Whipple makes 700rwhp with the 3.75 pulley. They would never offer a warranty if they thought the oil pump gears would fail. Otherwise they would come with the kit.

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Here are some quotes from Dustin, @Whipple AKA Whipple SC who was responding to being Whippled without OPG and timing gears.

Whipple SC said:

You don't need to keep it under 7000. We've got 30k on one of our test cars and 20k on the other, both have massive abuse, near rent a car status lol and no issues. Shelby tracks most of there cars, never an issue. We have thousands of customers running, no issues. Roush also revs to the same rpm, no issues.

I wouldn't offer something that I wouldn't run on my own car and we wouldn't offer a warranty if we felt poorly about it.


Sent from my iPhone using Tapatalk

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Whipple SC said:

No problem, just want you to enjoy it to the max, in fact with flight control you can go to 7800 as we did further testing and feel this is safe for racing applications. I would keep daily drivers at 7500 but if you go to the track, take it to 7800.

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Whipple SC said:

11-14's were more problematic, but the 15+ doesn't have an issue. Now if your going to build a race car, built motor, then it's no question a good choice but it's just not needed for daily drivers and stock engines.

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Whipple SC said:

We have well over 1000 of them out there running, not one failure that we are aware of. Including many race versions.

Also passed durability testing at 200+mph during the calibration phase. If it passes through the testing we put on these and it passed Roush/Ford Racing durability testing at same RPM, I'm confident that it will not be an issue for DD.

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I knew I read that...thanks for posting. Couldn't remember which thread it was. I run the flight control on my car and plan on adding headers and pulley in the future. I'm pretty confident I won't have trouble. I may add the ATI balancer though. More for the fact that the stock balancer wasn't designed for that kind of load and will probably fail at some point. But dampening more harmonics out of an already very safe tune can't hurt either.

Customer of mine just took his Aluminator engine out of his car.

TVS car. Makes 800rwhp on boost and about 920 on a shot.




Id say JUST in time before having serious issues and wiping things out.

It's a good thing he decided to pull it before his new engine comes in, instead of racing it.

This goes back and forth, but one shouldn't compare a Eaton TVS to a twin screw. The TVS, to make anywhere near the power the 2.9L twin screw or a KB 2.8 have to spin much faster, increasing power consumption/drag and ever increasing belt speed. This increases harmonics and load on the crankshaft.

Just so all understand, not all are the same. Also, spinning past 7800rpm is not good for any part in the engine. It will do it for short term, but something will give eventually. Most guys racing are shifting at 8000rpm meaning the RPM limit is actually higher. All this will lead to OPG failure, it's just a matter of time and or use.

Guys running our stage 1 and 2 kits, occasional strip or road course will not fail the OPG. If it did, we wouldn't offer the power we do. Were not here to give customers issues. Of course, you guys can do what you want, we have no issues but for guys saying 650 or 700hp is somehow the limit is clearly mistaken. It's not like a fuse, put 11amps through a 10amp, there is no "exact" failure point. But what we know, we pass massive durability testing, we have either the most or damn near the most kits running, all at very high power levels and we simply don't see failures.

Whipple beat me to it. I had the following quote in bold on the front page:

PLEASE KEEP IN MIND THIS TOPIC IS RELATIVE. Each build is different. I am trying to relate mostly to cars with a Supercharger kit running between 6-700WHP without grossly raising the factory redline limit since it seems to be such a popular setup for these cars

Who has the data that shows how much HP it takes to spin a Whipple or a TVS at 16-18000 RPM? I am curious to see the load difference.

I know all the fast cars spin them faster but I am looking for the average Joe build.


I will also add that the 1/4 leader board on this forum is filled with billet crank and opg gears for what it s worth.

Reds197 said:

Who has the data that shows how much HP it takes to spin a Whipple or a TVS at 16-18000 RPM? I am curious to see the load difference.

I know all the fast cars spin them faster but I am looking for the average Joe build.


I will also add that the 1/4 leader board on this forum is filled with billet crank and opg gears for what it s worth.

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I have it, we just don't post it. Everyone argues everyone's test is bias lol. But there is a large difference at those upper speeds.

BMR Tech said:

Customer of mine just took his Aluminator engine out of his car.

TVS car. Makes 800rwhp on boost and about 920 on a shot.

Id say JUST in time before having serious issues and wiping things out.

It's a good thing he decided to pull it before his new engine comes in, instead of racing it.

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LOL, Kelly you beat me to it. Was about to post this.

BMR Tech said:

Customer of mine just took his Aluminator engine out of his car.

TVS car. Makes 800rwhp on boost and about 920 on a shot.

Id say JUST in time before having serious issues and wiping things out.

It's a good thing he decided to pull it before his new engine comes in, instead of racing it.

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I see a lot in that pic. Would like to see the balancer hub and the last of the crank snout. I see fretting, and looks like some deformation in the snout, but pic isn't good enough.

mustang_guy said:

Cobra jet pumps use tss gears in them last i recall.

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That's what TSS told me when I was up there last month.

Very curious here about required power to spin various PD and centri blowers. New thread to compile?