Toyota

Scrapers are available for L4: 3E, 5E, 4A-XX, 4A 20 valve, 7A, 20R, 22R, 22RE,

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 Reynard (89-93) piece and are available separately. The scraper system is specific to the 4AGE 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.

Here are some pictures of the scraper adjusted for use with the stock crank rather than the fully machined crank seen in the Atlantic engine:

$459.95 -- components available separately: dual scraper with segregation baffles $259.95 [Teflon® bladed upstroke scraper (shown) $100 additional]; Reynard TRD sump windage tray and baffles $219.95.

The design has multiple scrapers and directional screening. Two principal angled scrapers both remove the oil and impart a vector with guidance towards the sump well. This is so oil can be transported across the engine in opposition to the g-forces trying to make it pool up into bays 3-4 -- the weak point of the OE wetsump design at sustained 1G+. The pickup as seen below has two 2mm spacers under the strut and base which are included with the kit (spacers are discussed below). The pickup is normally farther away than it should be from the floor of the sump for competition use. The net effect of the spacers and thickness of the scraper plate is to lower the pickup by 2mm. Greater depth is possible. A 2mm doubling plate is available and recommended for the outside floor of the stock pan (mentioned below). This will make it much more difficult for road debris or shunts to push the floor of the pan up and close off the lowered oil intake.

$224.95

Use of the 1ZZ pan is highly recommended. It needs some slight relief at the windage tray baffle due to the 2ZZ pickup being shifted over and of greater outer diameter. Always check pickup to pan floor clearances when using a pan for a different engine series -- just a common sense rule of thumb. If you are using the stock 2ZZ pan, the OE windage tray is eliminated with use of this kit.

This kit is to check and increase, if necessary, the pickup depth on either the Toyota 1ZZ or 2ZZ engine. The kits are different because the pickups are different so you must specify which one you need. Remember that the kit you need is based on the block you have, not the pan you are using. [Some people use the 1ZZ pan on the 2ZZ for example.]

For a pickup to operate optimally, Ford Motorsports recommends .25" to .375" clearance from the pickup opening to the floor of the pan. Less than this can cause cavitation and loss of oil pressure and more than this can make it more likely that your pickup will ingest air during certain severe driving maneuvers. In mm those measurements are 6.35 to 9.525.

In checking the height of the pickup opening from the floor of the pan we noted that, for example, the 2ZZ pickup was 11.5mm up from the 2ZZ pan floor we had here and 13.5mm from the 1ZZ pan floor that we purchased new from the dealer and this was not including any thickness at all for gasket material. Important! It has been established that Toyota has used different stampings over the years for the 1ZZ and 2ZZ pan so this is something you need to check out on a case by case basis.

This kit consists of 2 sets of precision cut spacers for the pickup mounting flange and the strut which supports it. The strut spacers include locking tabs which do not intrude into the windage pumping flow from cylinder bay 1 to bay 2. The spacers are 2mm thick so you can increase the depth by 2mm or 4mm total. A set of bolts is included. Clay is included to check the depth of the pickup. Full instructions with pictures are included of course.

What you will need to have: Tools to drain, remove and clean the pan, oil pickup and fasteners. A tube of high quality RTV silicone gasket maker. A single edge razor blade or X-acto knife. A ruler. We recommend obtaining OEM factory oil pump flange gaskets -- you could need as many as three but RTV can be used if you are careful.

We believe that Toyota does this to help protect the average driver from him- or herself. Many times people will hit large objects in the road, jump curbs and so forth without a second thought to possible damage, dents and so on, that could occur. If it keeps running it must be fine, right? We are presuming that the people that use this kit are those who would always carefully inspect the undercarriage and pan for damage following such an incident, just as any serious racing crew would. If your pan is dented you should remove and repair or replace it. The nice thing about this kit is that it will allow you to first establish the existing depth and then to check it later on should road damage occur.

This must be welded onto the pan by the customer. Helps to minimize the danger of road damage to the immediate pickup area: $24.99

New! A modified windage tray for a Toyota 4A series engine such as the 4AFE, 4AGE, 4AGZE and so on. If you have the 20 valve which has a different oil pan flange pattern please let us know as we can modify the tray to fit.

It is a dual tray which means it has two separate layers. The inner layer is made from suspended directional screening which has been used for many years in windage trays to capture and dissipate the energy of high speed oil droplets which can cause foaming or bounce back up and be hit again and again. The solid tray underneath has been slotted and drilled to allow scavenged oil to freely drain through. The added slots and holes are not so large, however, so as to allow splashing sump oil to contact the rotating assembly. The dual windage tray is the most advanced system available for this engine and would complement and improve even a dry sump system. The dual windage tray runs $89.95

NEW! The 4A series windage tray is complemented by the Dual 4A series crank scrapers we also manufacture. This scraper includes a center baffle to help segregate bays 1-2 and 3-4 from each other. This baffle installs under the center main bearing cap bolts: $99.95; Teflon version shown is $100 additional.

This picture shows the new dual scraper and baffle next to the modified windage tray:

NEW DESIGN! 2S, 3S series (through 3rd gen), 3S with 5S stroker crank, 5S-FE (please specify if your 5S-FE has balance shafts as in the Camry).

Here is a pic of an adjusted scraper in a customer's 1993 5SFE block -- the casting is different and this variation will be included. Also, if you are running similar aftermarket rods please let us know so we can add extra metal for a closer fit:

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. Windage tray with scraper: $269.95 (Teflon® $100 extra)

New! S-series dual scraper: $99.95 -- add $100 for Teflon®. Attachment points are included for people who wish to add the windage tray at a later time: