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Many versions are available depending on equipment being run; here is one for a Keith Black block stroker:

The open wheel cars in this series develop multiple Gs during braking and turning and this causes the oil ejected from the rods and mains and draining from the head -- even in a dry sump system -- to travel sideways causing windage losses even prior to the oil reaching the scavenge ports. This is why compartmentalization of piston bays is used in Formula 1 engines, for example.

The following is a description of the system for the 4AGE based Atlantic engine. This pure racing engine uses a crank and rods that are different from the many passenger car versions.

The windage control parts for the sump are specific to the TRD piece and are available separately. The scraper system is specific to the engine and can be used with other sumps with the possibility that the piston bay segregation baffles may need to be adjusted for height.

The bare TRD sump shows an open well within which scavenge ports are available; ARE mounted the screened scavenge fittings:

To control oil movement in the sump well a baffle is provided that continues the slope of the pan walls but creates a perimeter overhang which helps stop oil in the well from climbing out of it.

Using the staggered hard mounting points in the TRD sump, a windage tray with directional screening is mounted with a crank scraper along the leading edge:

The dual scraper for the engine itself mounts underneath the nuts for the main bearing cap studs. The dual scraper works on both the up- and down-stroke of the engine and quickly shunts oil to the sump. The system includes baffles that help isolate each bay from one-another but still allows bay to bay breathing from 1-2 and 3-4. This is important and effectively addresses several ways to set up a dry sump system.

The steel scrapers should be set up with 1mm or .040" running clearance. The Teflon® bladed scraper seen here can be safely run at zero clearance for enhanced efficiency.

The picture below shows the relative placement of the scraper to the windage tray. The segregation baffles work in harmony with the divisions of the tray.

Triple crank scrapers for Mitsubishi 4G63T 1st gen (also 4G63, G63B, 4G64, G64B)

In addition to the scraper at the 9:00 position an angled scraper is added to the 3:00 position to strip the rotating assembly on the downstroke. A Teflon® bladed version of the main scraper is shown. This particular scraper is for a 347 stroker.

There are three independent full length scrapers plus a full length directional screening tray. The side components shunt draining oil from the heads away from the rotating assembly. A dry sump system can be improved and made more efficient by these devices which remove the oil as quickly as possible and help prevent repeated contact with the rotating assembly.

The design is a dual plane -- the attachment points and counterweight scrapers are left the same. The second plane has the scraper for the rods at a lower level which lets it intersect the path of the rods at a larger effective swept diameter thus allowing for the stroke increase.

Internal baffles and incorporated crank scraper for Nissan SR20DE, SR20DET, SR20VE, SR20VET, SR16VE. These new parts are backwards compatible with our crank scrapers and windage trays for the SR20 that sit nestled in the girdle. The versions for the SR16VE and SR20VE and SR20VET will look slightly different due to the absence of a girdle and the partially counterweighted crank. There is another point of variance and that is if your block is of the narrow or wide form. The narrow form has both pan rails close to the girdle whereas the wide form (pictured below) has one pan rail that is substantially further away.

The baffles above serve to direct draining oil from the head away from the rotating assembly and to more smoothly guide windage past the girdle arms. There is a crank scraper for the rod area incorporated into the baffle. On wide blocks there is another scraper present on the mounting frame. This scraper can be made into a Teflon® version if so desired.

Modified stock windage tray and/or MBSP for B6/BF and BP engines as used in the Mazda Miata/MX-5. Directional screening is added to the floor of the tray to grab flying oil and dissipate its energy. The side oil scavenging ports in the tray are still functional -- we create products that work in harmony with the engine.

BP main bearing support plate (MBSP -- a type of girdle and windage tray combined. This particular MBSP is from a Protege and includes the center strap which is missing from the Miata version; a mounting stud for the Miata oil pickup tube strap is added underneath as well):

A customer had a heavily modified Canton pan and wanted a windage tray added to it.

We made a sump cover with dual trap doors leading to the shallow area of the pan. There are also a number of studs added to this piece as well as four welded to the floor of the pan. These will serve as attachment points for the trays.

Windage tray and scrapers for Fiat 1.8 and 2.0 engines in the Lancia Scorpion and Montecarlo. The pan and pickup (see pic below) in the tranverse mounted engine are unique to the vehicle. The directional screening tray sits just over the stock tray and helps prevent oil from splashing off the smooth surface back into the path of the rotating assembly. It also shields oil flowing on the surface of the stock tray from the aerating effects of high speed droplets and other windage forces. By mounting to the block the directional screening covers a larger percentage of the pan opening, including the area relieved to allow for the oil pump pickup to insert into the pan. As with the other Fiat designs, baffles are used to help isolate each piston bay so as to inhibit the travel of windage along the rotating assembly.

Dry sump directional screen to be used in combination with a crank scraper on the Triumph 2000

Updated highly complex Porsche 928 windage control system: Includes three distinct scraper arrays, multiple directional screening shields, multiple oil deflectors and shielded transport tunnels, sump baffle and separate cover with dual trap door system. The Porsche 928 system has allowed the wetsump engine to race at 6800 rpms for 40 plus hours with a 10 degree Celsius drop in coolant temperature. See the product listing for more details.

Redesigned Toyota S-series crank scraper and new directional screening windage tray. This scraper and tray system is designed to fit inside the stock sheet metal windage trays on the 1st, 2nd and 3rd generation engines and not interfere with the closing of the stock oil pan. Teflon® scraper option shown.

Datsun/Nissan A-series windage tray and stroke specific crank scrapers. The windage tray is designed to work with A10 through A15 strokes (59mm through 82mm). While I was at it, I made a replacement baffle for the sump with trap doors. The one in the pan I measured had two attachment points that were cracked and broken. The replacement is made from heavier gauge steel. I also made an anti-surge baffle with a trap door leading to the rear of the pan.

Dual crank scraper and windage tray setup for Triumph straight six engines, the 2000 and 2500. To make the windage tray and sump baffle with dual trap doors a complex subframe is made.

The wings on either side in the shallow end act as mini-scrapers and to help channel oil to the sump proper...

Above: ...and the dual scraper sits above that next to the block. The dual scraper acts on both the up and downstroke. On the downstroke the oil is channeled to the border of the scraper where it drains down through holes to the sides of the pan. This helps to keep it well clear of the rotating assembly. On the upstroke oil simply drains to the floor of the pan. The scraper and tray assembly are available separately, of course. Since the scraper is internal to the volume of the block it should be able to be used with most any aftermarket pan.

BMW M20IX scraper -- this scraper is very different from the standard M20 scraper because of the configuration of the oil pan and oil pump pickup.

A full length directional screening windage tray for the small block Chevy. A complex high strength steel framework allows the windage tray to be attached using the stock main bearing cap bolts. The tray will fit either two or four bolt mains and allows for the proper torquing sequence. In the lower pictures you can see the included dipstick guide which can be made for a left or right hand side dipstick tube. Also pictured is the optional crank scraper (350 pattern shown) which also can be made with left or right handed dipstick openings.

Windage tray with incorporated crank scraper for the Porsche 944/968 type engines. We have had good feedback on how the 944 scraper reduces oil pressure variation during racing and this piece is a long requested upgrade from that. The 968 and 944 Turbo pan have different internal pan baffles and the tray looks different -- the 968 pictures are last. The tray is designed to work in concert with the stock pan in controlling oil.

The engine revs more freely near the top and really pulls. It would actually labor at the top end of the range before.

I wish we had a chance to hit the Dyno but the performance I would say speaks for itself.

Todd Randolph

Teflon® crank scraper for use with the Miata 1.8 BP engine with the MBSP (main bearing support plate).

Teflon® (or steel) crank scraper for Honda H22 (H / F series of engines) with oil jet squirters. The squirter assembly passes through and rests on the scraper frame (which acts as a gasket for the banjo fitting). Small custom washers/spacers are provided to lift the jets by the same thickness as the scraper frame. To people familiar with the engine, installation might seem to be impossible because of the girdle structure but it is actually quite straight forward.

On the opposite pan rail a scraper is also incorporated so this is actually a dual scraper setup acting on both the up and down stroke.

VW 1.8 Teflon® crank scraper. In several pictures the scraper is shown with the excellent factory windage tray, which we recommend: The scraper is designed to work in concert with it.

Volvo B20 Teflon® crank scraper with triple trap doors and full length windage tray

Above: This is how the oil pump and windage tray appears stock and in the correct relationship to one-another. As you can see, there is a substantial gap in the windage tray coverage.

Below: This gap was covered in an earlier version of the engine series windage tray (actually elaborate oil pump body).

Below: One of the reasons the alloy extension was changed (or reverted) to steel was to allow for the excellent addition of triangular braces that link the main bearing caps to the skirts of the block. These braces are approximately 4mm thick.

Below: The crank scraper (Teflon® version in this example) is designed to incorporate these triangular braces. The scraper metal is approximately 2mm thick so doubling plates were made to equal the original brace thickness.

Below: The scraper collects oil at the far edge of the alloy and steel tray sections so the alloy section is relieved and smoothed to allow the oil to exit to the sump and the steel is sectioned and curved for the same purpose.

Below: ...and directional screening is added to the interior of the steel windage tray. The screening helps to quickly strip oil and allow it to pass unmolested along the interior of the tray to existing openings. Otherwise the oil can bounce off the interior of the tray and be struck and re-entrained into the windage cloud. The excellent existing scraper louvers in the tray are, of course, still fully functional.

A unique directional screening windage tray for a Honda D15 or D16 engine. As well as stock pans, it should fit in most aftermarket pans with little or minimal adjustment and help improve their efficiency and lower oil temperatures. This tray has an integrated crank scraper that is accessible for adjustment. Oil is caught by the screening before it can bounce off the sheet metal of the pan; it is then free to drain to the sump of the pan. The passages where oil drains from the head are also further isolated from the rotating assembly.

A customer showed us the location of his turbo oil drain to the block and we fabricated a small baffle that curves up inside the block skirt to help stop that oil from draining directly into the path of the rotating assembly.

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Jean-Claude 1919-2003

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