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ALLPAR.COM can help you with loads
of information about your Mopar!
Here are some links of both discussions and articles written by Mike
Holler. He has some really interesting ideas regarding how to make
more power without radical modifications.
http://www.allpar.com/fix/holler/
The
2.2 and 2.5 scraper designs have been updated. The scraper
substructure is constructed from thinner gauge steel that is
approximately the thickness of a normal compressed gasket. The opposite side spacer has been
altered to become a scraper which operates on the downstroke versus
the upstroke for the scraper plate on the opposite side -- so now
you have a dual scraper system. A TeflonŽ version is also
available. $69.95
Please let us
know what engine you have, for example: early 2.2 NA, late 2.2 NA
common, block , 2.5 NA, 2.2 T with cast crankshaft, 2.2 T with
forged crankshaft, 2.2 T common block with forged crankshaft - NO
balance shaft assembly, 2.2 T common block with forged crankshaft
and balance shafts (stock T3 & T4), 2.5 T, 2.5 T - balance shaft
assembly removed.
FWD Performance is your
source for 2.2 and 2.5 Mopar performance!
Here is an
extremely informative article covering a 2.2 turbo engine rebuild by
Bob O'Neill. Pay particular attention to the oil pump outlet
modification and the suggestions on bearing clearances.
NEW!
There is now a dual windage tray and
baffles setup for the 2.2 and common block 2.2 and 2.5 engines with
balance shafts removed. The
setup includes oil baffles with trap doors for the sump and piston
bay segregation baffles that help to prevent windage from traveling
along the crank -- this is technology you see in Winston Cup
engines, for example. A special oil port block-off washer is
included for people that have not already removed their balance
shafts.The pictures below illustrate the setup. The setup runs
$399.95. The setup
will work with existing scrapers supplied by us or Gary Donovan.
What you will need to supply is a 2.2 turbo or 89-91 2.5 oil pan and a 2.2 oil
pickup tube as pictured below.
 
Pickup needed for 2.2 or 2.2/2.5 CB setups
Oil pan needed for 2.2 setup:
Setup pictures for CB (2.2 similar):
    
    
    
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Neon 2.0
-- Also known as 420A, S4RE
or D4RE:
NEW!
Dual scraper that works on both the up and down stroke
$79.95
TeflonŽ
version $100 additional
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Dual-windage tray setups
with oil pan baffles and trap doors for the Neon 2.0:
Note these pictures do not show the dual
scraper that now comes with the setup
 The
stock 2.0 engine in the "Cloud cars" (sohc and dohc -- often
referred to as the 420A block or S4RE or D4RE) 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. (See above pictures...) 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 $309.95 in
steel -- remember this includes the dual scraper. The dual scraper is
also available in a TeflonŽ version.
The dual steel scraper alone is $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.
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Early 2.4
as in Stratus,
late 2.4 as in P.T. Cruiser, 2.4T (as in SRT):
NEW! Now a dual scraper design for engines with balance
shafts in place. $89.95
The special joints allow for a gas tight seal. RTV silicone
gasket maker should be used to seal the scraper to the block and
pan.
For 2.4 engines that have stock balance shafts
This scraper is a replacement for the
stock pan gasket. The SRT4 and P.T. Cruiser Turbo gasket already has a
scraper built into it but this scraper offers far more coverage of the rotating
assembly. It has acceleration trap doors to help stop oil from climbing
the rear of the pan -- great for drag racers. During normal
operation the doors allow draining of oil from the side of the block
that settles on top of the scraper.
The difference between the early and late engines is the oil pump
and this changes the oil pan flange. We have versions for both
the early and late engines or whatever motor you create in between!
For 2.4 owners that removed their balance shafts we now have a
dual-louvered windage tray with baffles and trap
doors available for the Early and Late 2.4
as used in the Neon and PT Cruiser, among other vehicles (see pics
below and additional info in the Dodge SRT4 section). It attaches to a modified standard steel or TeflonŽ
(Patent Pending) scraper framework. It has interior walls that help to segregate the
piston bays. This helps to inhibit the travel of excess oil in
a windage cloud from one area of the crank to another. The
windage tray, baffle and scraper setup is $309.95. You get to keep your high quality cast
OEM aluminum sump but with better oil control.
Also, you will get our special block-off washer to use to cover
the oil feed line to the balance shafts.
Latest updates!
Now dyno tested and proven! This
setup has a total of 5 independent trap doors -- two in the sump to
control oil movement from side to side and three on the underside of
the scraper frame. These three close under hard acceleration
when oil may try to climb the backside of the block. Ideal for
drag racing! In the front is a shelf that helps block oil from
climbing the frontside of the block under heavy braking. Ideal
for road racing! A dipstick guide tube makes installation even
easier. Directional screening now covers the louver openings on the
top windage tray.
New!
The setup now includes a dual scraper
 Craig
Dabbs
Some customers like to use the special oil pump pickup made by
Darrell Cox Racing.
Darrell Cox Racing
No Problem! We have a special baffle designed just for this
application and it doesn't cost any extra if you specify it when you
order your setup, otherwise it is only $35.00:
Some racers are using the early 2.4 pan and oil pump in later
vehicles since it is easier to run a remote filter and cooler with
that setup. If you are using the early 2.4 pickup
please let us know because we also have a special baffle just for
that pickup.
Below: Steve Lockett runs
the 2.4 windage tray setup in his 9.7 sec 160 mph Neon
L6: 225, 198,
170
NEW! The slant six
is now a dual scraper design -- the pan rail opposite the main
scraper now has a blade that angles up into the block to work on the
downstroke. The captured oil drains through slots next to the
pan wall. The Mopar big block scraper now uses this technology
as well. This general method can be seen in the factory 1995
2.0 Neon engine. $74.95
This is a picture of the original pattern fitted to an engine -- the SL6 scraper is also
available in a TeflonŽ version.
Here is a letter from a SL6 owner using the
original scraper (I spoke with Darrell on the phone and he was
already using the factory style windage tray when he added the
scraper; he is a retired engine repair instructor that puts many
racers to shame with his awesome SL6):
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Greetings:
I purchased a slant 6 crankscraper from
you about 2 years ago. It made more improvement than
any other single item in the engine. Also I have not
had any oil pump and crown gear failures since then.
I would like to purchase one for my
wife's little Red Express Truck. It has a small block
360 Mopar engine in it. Enclosed is a check ...
Thank you very much,
Darrell L. Grigar
Mansfield, TX
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V6: 3.0 (Mitsubishi 6G72) -- Many versions
available -- please enquire.
V8:
John Shaul runs an Ishihara-Johnson crank scraper in his 1963 Max Wedge
Plymouth
B: 350, 361,
383, 400 RB:
383, 413, 426, 440 Numerous
stroker versions available!
Now -- new dual scraper design $69.95
These pictures
show the added scraper on a 4.75" stroker we made. The added
blade works on the downstroke.
Wilson Martin
of Kingsville, Texas reported that he picked up a shade under 15 hp
at 6275 rpm using our scraper on his stock stroke 440. The
dyno curves began diverging at 2800-2900 rpm. He did a
baseline pull with a CRE girdle and Milodon louvered windage tray in
place. He cannot recommend the CRE girdle highly enough, by
the way.
You can reach CRE at
(309) 266-8084
(CST).
Chenoweth Racing
Enterprises
This picture shows the
first test pattern fitted to the block:
Kevin, this is just a note to let you know about the results of
installing the crank scraper on my 440 Chrysler drag car. I won the
first time out with it on the car and the oil pressure has NEVER!! been
this stable while racing, or hard on the brakes. Plus, the car ran the
best E.T. ever in weather that was less than ideal. I can hardly wait to
give it a little tuning.
Thanks for working with me,
Marvin Brautigam
NEW! Rear windage
tray for big blocks
During hard acceleration in the big block the oil rushes to the back of the
motor where it can then easily splash up and hit the rotating assembly.
This robs your engine of valuable horsepower and can allow the rear bay rings to
become overloaded with oil -- a prime cause of detonation.
The small tray we make is designed to work with most existing
windage trays and complements the dual crank scraper we manufacture.
It closely hugs the rear most counterweight and helps to shield it
from oil that reaches the back section of the pan. It
incorporates an adjustable scraper to quickly eject any oil that does enter.
The ovoid drain hole matches up to a hole in the scraper pattern;
a small extension shields that hole and directs the ejected oil to
the side of the pan. This extension can be trimmed to fit
within existing windage trays:
Rear of stock pan
$49.95
LA: 273, 318,
340, 360
Dual scraper design works on
both the down stroke and up stroke of the engine! $69.95
Teflon version for $169.95:
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