Honda/Acura

Please ask if you do not see your particular engine listed.

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The Honda A16, A18, A20 scraper is designed to fit inside the stock windage tray but can be used by itself.  You must specify the engine as the strokes are different. We also make a surge baffle for the A20 stock steel sump -- it has tabs where you weld it in place:  $99.95 for the dual scraper and $35.00 for the pan baffle with trap door.  The Teflon® bladed versions of the dual scraper design run $199.95.

NEW! New dual scraper design:

Teflon® bladed version:

These pictures below show the earlier single scraper design -- they illustrate how the scraper fits within the factory windage tray and also how it attaches to the engine.

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The F and H series engines now have a dual scraper system that works on both the up- and down-stroke of the rotating assembly.  For engines that have stock oil squirters we have both a steel and Teflon® design that allows the squirter rail to pass through the scraper and be installed. 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.  The F and H series dual scrapers run $69.95

Here are the non-squirter designs:

Here are the designs for use with squirters:

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Our D15/D16 design attaches along the girdle and does not interfere with the closing of the aluminum or steel pans used on these engines.  See photos of D16Y8:

These D15/D16 scrapers are also available in Teflon®.  The Teflon® framework does require slight adjustments for clearance in the cast aluminum sump.

New D15 windage tray and scraper setup; the one shown has a Teflon® bladed scraper; the top screen as seen in the D16 system below is left off as the clearance with the stock steel pan is too close:

Boylans with one of the D15 windage setups

Note that dyno testing of the D16 scraper by Church's in L.A. showed a 1.5 % to 3 % increase in hp depending on RPM.  Many people thought that the massive girdle structure present on the D-series engines would make scrapers redundant -- this is not the case!

A unique directional screening windage tray is available 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.  $299.95

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Dyno testing of the B16 scraper showed a 1.5 % to 2.5 % hp increase depending on RPM.  Remember this is an increase on an engine that already has a full windage tray!

B16, B18 (B,C) -- please specify engine as the patterns are different.  Important!  The patterns are available in Teflon® but the B-series windage trays from an engine without a factory girdle will need to be clearanced (B16, B18B1 etc.); the C series no -- because it does have a girdle (B18C5 -- also known as B18C type R).  We can perform this clearancing for $50 on your provided new or used stock windage tray.

The B16, B18 scrapers come with internal baffles that perform two functions: 1) They help guide draining oil from the head past the rotating assembly; 2) they help to segregate bays 1-2 from 3-4.  In a four cylinder inline engine cylinders 1-2 and 3-4 exchange displaced gas from the rising and falling of cylinder pairs.  Windage follows these exchanges.  It is advantageous to restrict the travel of windage from the first cylinder pair to the second and vice versa.  You will see this design cue in more modern engine designs like the Toyota 2ZZ and the Ford Zetec E.  It is also commonly seen in pure racing engines.

NEW! Dual scraper now available for the B-series Honda engines -- works on both the downstroke and upstroke.

B-series dual scraper with internal baffles (please specify engine): $134.95

Teflon® bladed version: $234.95

Modified stock windage tray -- suspended directional screening is added to the interior of the tray to capture high speed oil droplets and dissipate their energy -- this also shields the draining oil beneath and helps stop oil from bouncing off the smooth steel and being struck again by the rotating assembly -- all this helps to lower the oil temperature and reduce parasitic power losses.

This picture below shows an example of screening added to the interior of a B-series engine tray without a girdle.  This tray is also for a Teflon® scraper and so it illustrates the clearancing needed for the Teflon® blade and clamp mentioned earlier:

The pictures below show the same screening added to the interior of a B18C5 or B18C type R tray.  The second picture has the girdle resting on it to illustrate how it fits in between the screening panels:

Modified windage trays:

Honda B16-B18 series without girdle: steel scraper version $109.95; Teflon® bladed scraper version $159.95 (includes clearancing the tray).  Note: These prices do not include the cost of a core stock tray -- you can send one to us or we can add the cost of a new one to your order.

Honda B18C5 or type R series with the stock girdle: steel scraper version $109.95; Teflon® bladed scraper version -- also $109.95

Note: These prices do not include the cost of a core stock tray -- you can send one to us or we can add the cost of a new one to your order.

Please contact us if you plan on using some combination of parts from different engines or if you are using an aftermarket girdle.  This generally is not a problem but we do need to be aware of it as it will affect the designs.

Again, we do offer custom designs for knife-edged cranks and a template service if you want to pre-fit a plastic pattern for us to then scan.

We also have internal baffle patterns to suit the Dart block -- the casting is somewhat different internally.

Teflon® scrapers are available for the B-series engines (see above pictures).

Southern Performance Centre

Tuning-Braking-Handling

Hyundai

IHC

The picture below is of the original test pattern fitted to the engine.

Jaguar

New!

Teflon® version:

Mazda

Picture of a Teflon® scraper specifically designed for the Capri B6 with steel pan $159.95:

Picture (above) of the steel pan it fits into. [Note that the scraper is wider than the B6 pattern seen for the Miata as the Miata has a curved windage tray that the piece must fit within.]

There are now oil pump pickup flange spacers available for adjusting the installed height on either the B6 or BP.  The optimal distance is .250" to .375" [6.35mm to 9.525mm].  Please let us know what vehicle you are running as some have additional mounting straps/points for the tube which would need spacers of the same thickness. $24.99 for a set of three 2mm spacers.

New! Modified stock BP pickup tube to fit Miata MX-5 B6/BF engines.  Mazda extended the pickup tube opening further down into the BP screening bulb -- this brings it closer to the floor of the pan.  If a pickup is too far away from the floor of the pan it makes it more likely to draw in air during hard driving.   It suffices to say that Mazda made this change in the BP sump components which are otherwise virtual copies of those in the B6/BF but with stretched bore centers.

This picture to the left shows the BP pickup on top -- you can clearly see that the tube is extended further into the bulb.  What we do is take a BP pickup tube and section it down to the length of the B6/BF.  Strengthening ribs are added as well.  $50 with $45 core charge -- no core charge if you send us a good clean BP pickup tube in advance.

New! Modified stock windage tray for B6/BF and BP engines in the Mazda Miata/MX-5.  Directional screening is added to the floor of the tray to grab flying oil and dissipate its energy.  Good core must be supplied or an additional charge of $105 is required for a new factory tray or MBSP.  Cost for modification: $79.95 for the windage tray or $109.95 for the MBSP.

Before:

BP windage tray in Miata

After:

B6 and BP Miata trays side by side:

BP MBSP (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):

B6 version for Miata with steel scraper underneath:

Teflon® B6 scraper for Miata with modified tray:

Teflon® BP scraper for Miata with modified tray:

B6 version with modified BP pickup tube

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BP similar in design to B6/BF

There are many variations of the BP and B6/BF pattern available depending on which style of factory windage tray you have.  The top most pattern below was developed for a customer running Carrillo rods.

There are Teflon® versions of the BF/B6 and BP scrapers available. 

The 1.6 and 1.8 versions for the Miata with the windage tray (above pic) run $159.95 but the one for the MBSP is quite a bit more complicated to make and runs $199.95.  Here are some pics of the framework and assembled version for the BP 1.8 with the MBSP:

Some pictures of the F2 scraper.  The installed pictures show the test pattern.  The scraper is designed to work with the stock windage tray if you have one.

The FS scraper is designed to fit completely within the crankcase and not interfere with the mounting of the oil pan at all:

Mercedes

  Teflon® available

MGA/MGB

Teflon® scrapers available

 Picture of dual MGA scraper coming soon:            

Remember, we can provide modified scrapers for lightweight cranks and so on.

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MGB 1800 5 main bearing dual windage tray and oil baffle setup.  This setup is suspended in the stock oil pan by a modified scraper substructure so no modification of your stock oil pan is needed -- it is a bolt-in mod.  Note: this setup will fit both the early and late oil pan (the late pan has an interior corner filled in).  There are dual windage trays with cut outs to further skim oil away from the rods as they pass by.  The lower tray has oil ejection port covers to direct skimmed oil out and back into the main reservoir.  The upper tray has directional screening that helps to remove windage from the counterweights as they pass by, this in addition to the crank scraper itself.  The setup also has two oil surge baffles and a total of three independent swinging trap doors.  The trays sit just above the stock oil fill line so the capacity of the stock pan is not changed.   This general dual windage tray setup with baffles has been very successful in controlling windage in the Dodge 420A engine found in the Neon and Mitsubishi Eclipse and in the 2.4 found in the SRT4.  Available with a steel scraper ($374.95) or Teflon® ($474.95).

 

AA Automotive & MG Adelaide Workshops Adrian Akhurst aaautomotive@optusnet.com.au Phone: (61) (0)8 83644988 Fax:                      83613553  Delivery Address: 14 Nightingale Avenue MAGILL South Australia 5072

Mitsubishi

L4: 4G15, 4G32, 4G35, 4G37, 4G52/G52B, 4G63 / G63B, 4G63T 1g, 4G63T 2g, 4G64 / G64B, 4G64T,  4G64 / 4G64T 2g, 420A,

New!  A dual scraper for the 4G32, 4G35, 4G37.  The picture below shows a custom Teflon® bladed scraper for the rare DOHC 4G32.  The SOHC version is similar except that the front cover is different:

NEW!  4G54 / G54B dual scraper $74.95

There is a version specifically for the front mounted pickup on the turbo block (picture below).  The pattern in the above picture is a universal one that will fit either the mid mounted pickup or front mounted pickup.

Knife-edged Teflon® example for the Turbo engine:

Here is a short video clip made by one of our customers showing a rotating assembly and crank scraper from a Mitsubishi 4G54.

NEW!  The 1st gen and earlier 4G63 and 4G64 series now are triple scraper designs and run $79.95.  Here are some pics of the 4G63T 1st gen which also has ARP stud relief holes:

The scraper designs for the 2nd gen and later engines are dual scraper designs and run $74.95.

Here are some pics of the new 4G93 dual scrapers:

  One for a knife-edged crank:

V6: 3.0 (Mitsubishi 6G72) -- This is one of our newer one piece designs.  It will fit early and later versions of the engine including the 4-bolt main.

The stock 2.0 engine in the 95-99 Eclipse -- often referred to as the 420A block -- 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. (The above pictures show the set up installed in a 420A Dodge Neon pan; here are pictures of the different set up for the steel DSM pan:

) It attaches to a modified crank scraper (steel or Teflon®) 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 an additional $230 to the price of either type scraper (standard steel or Teflon®), so $309.95 for the steel version; $409.95 for the Teflon® version.

NEW! The 420A is now a dual scraper: $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.

Oldsmobile

NEW! The updated Olds scraper now has a dual scraper that works on the downstroke.   

The picture below shows one of the original V8 test patterns fitted (the dual scraper is not seen in this picture).

Teflon® big and small block scrapers are now available (and come with the dual scraper, of course):

Olds 215 standard stroke or with 300 Buick crank.  $69.95 Also available in reverse rotation.  Now with dual scraper -- similar in appearance to the Buick-Rover 215 dual scraper.

Opel

New! Dual scrapers that operate on both the up and down stroke of the engine!  $69.95

Teflon® bladed scraper also available:

Teflon® framework on block:

New!  Full directional screening windage tray for the Opel 1.5, 1.9, 2.0   $349.95

Pontiac

Our scrapers are seen in December 2007 High Performance Pontiac magazine, "Revenge of the 350".  Engine build by Ken "Ace" Brewer from Pacific Performance Racing. Article and photograph by Steve Magnante.

V8: 326, 350, 389, 400

NEW! The Pontiac V8 scraper is now a dual scraper design that works on both the downstroke and upstroke of the engine!  $69.95

  This is a picture of the dual scraper that works on the downstroke.

Pontiac 455 4-bolt main Teflon® crank scraper -- the most advanced scraper for the Pontiac 455 available as it can be safely run at .000" clearance (Patent Pending) and will then bed in to the exact profile of the rotating assembly.   Pure Teflon® has superior chemical and heat resistance characteristics as well as its well-known low coefficient of friction.  Teflon® has been reliably used for decades as an oil scraper in other internal areas of automotive engines, namely superior quality valve stem oil seals.  This second generation, thinner carbon steel frame design is installed on one side of the block only.  All our Pontiac V8 scrapers have oil drain passages to allow draining oil from the interior block walls that collects on the top of the scraper a passageway to the sump -- one of our many innovations over older classic designs.  $169.95

Naturally, this design is available for other displacements, strokes and custom knife-edged cranks at no extra charge.

This pictures below show the first test pattern installed on the engine.  You should use the scraper in combination with the factory windage tray as it was designed to work with it:

Porsche

Porsche L4: 2.5L 2479cc and 2.7L 2681cc (both 78.9mm stroke as used in 944 variants); 3.0L 2990cc (88mm stroke -- as used in 968, stroked version of scraper)  Customer request led to this advanced composite scraper.  It uses high strength steel with vibration absorbing doubling plates and a sandwiched polymer layer.  Only $79.95

Teflon® stock and knife-edged versions $199.95; the Teflon® version includes the rear screening found on the windage tray setup:

NEW! Porsche 924 2.0L: Dual scraper that works on both the up and downstroke $99.95

Upstroke section:    Downstroke section:

Teflon® bladed version: $199.95

Here are some pictures of the bare Teflon® framework and dual scraper:

New product:

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 tray is designed to work in concert with the stock pan in controlling oil.

The crank scrapers for the 924, 944 and 968 have been successfully used in racing world-wide for over a year now.  Havik Racing Solutions in Belgium has been carefully tracking the performance of a scraper in a 944.  It now has 28 hours race time on it.  Havik Racing Solutions is also carefully testing our windage control system for the 928 as described below.

July 29th, 2006:

Failure of the rod bearings from aeration can easily cause extensive damage to the 944/968 block:

New! Now with additional scraper that works on the downstroke of the engine.

$309.95

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Renault

L4: 807, 821, 841, 843

SUZUKI

Windage tray inserts for the G10 and G13 series engines using time proven directional screening.  Some tack welding will be required to install this tray insert.  The original windage tray in the pan is kept in place and this tray is installed above it.  Compatible with our current crank scrapers, of course. In the picture below the insert for the G13 is shown -- it is a universal pattern for early and late G13 transverse engines as well as for the G13B. A G10 or G13 pattern with no holes cut out is available for a dry sump or for custom fitting to a rear sump G10, G13 or G16 pan (you must fit it yourself).  The G10 pattern is similar to the G13 but shorter. $59.95

L4 G16 $59.95

NEW! L4: G10, G13, G13B, G13BA, G16 dual scrapers that work on the both the upstroke and downstroke $74.95

These pictures show the upstroke scraper:

G10 dual on left; G13 on right:

Teflon® scrapers are available for the G10 and G13 series.

This is a picture of a custom Teflon® scraper for a knife-edged G13B crank prepared by Suzuki Racing Development and using Pauter rods.  It is an example of the work we often do at no additional charge. [The clamp normally present over the Teflon® has been removed.]:

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

NEW!  1ZZ or 2ZZ scraper

NEW!  1ZZ or 2ZZ pickup depth adjustment 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.]

Why would I want to do this?

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.  Two sets of bolts are included to properly fit whichever option you choose.  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.

Why is the pickup higher in the pan to begin with? 

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.

$24.99

Reinforcement plate for the outside bottom of the stock 1ZZ or 2ZZ sump:

  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

The windage tray is complemented by the Dual 4a series crank scrapers we also manufacture -- $69.95:

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).

New Product:

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:

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The picture immediately below is of the installed test pattern for the 3E:

NEW! 20 or 22R, 22RE -- now a dual scraper design $74.95:

As used by the well known firm LC Engineering in a number of their high performance 22R engines.

NEW!  L6: 5M, 6M, 7M, LATE 7M-GTE fully counterweighted crank -- now a dual scraper design  $79.95

Now with dual scrapers:

Teflon® scrapers for the M series engines are available (with dual scraper, of course).

2JZ-GE, 2JZ-GTE

Note: starting in 1998 the 2JZ series block used differently shaped drain tunnels in the center:

So the scraper for that block is different:

V6: 3VZ-E, 3VZ-FE, 5VZ-FE

Kas Kastner has written a new book on Triumphs.  Kas was head of the US Triumph racing effort and certainly knows his cars!

L6: 2000 (1998cc) 76mm stroke and 2500.  The dual scraper runs $74.95 and the windage tray, sump baffle and dual trap door assembly runs $299.95

Dry sump directional screen to be used in combination with a crank scraper on the Triumph 2000.  $99.95

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.

A full length removable directional screen is added over this...

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

Above: a spacer is provided...

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.

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NEW! L4: 1147cc, 1296cc,1493cc dual scraper: Only $74.95

1493cc scraper shown; others similar:

Teflon® bladed scrapers available -- see pictures below ($100 additional).  A directional screening windage tray that bolts to the studs seen in the pictures below is available ($149.95).

The windage tray is adjustable in distance from the rotating assembly by ~9mm via a series of thin spacers.  You can move it from approximately even with the oil pan rail to deeper into the sump.  At full extension (shown below) the tray sits just above the floor of the 1500 pan.  Shorter strokes or aftermarket rods with reduced swept profiles will allow the tray to be moved closer to the block.

VW

L4: 1.5 (1457cc 73mm stroke), 1.5 & 1.6 (80mm stoke), 1.7 & 1.8 (86.5mm stroke), and the 2.0 (92.8mm stroke), 1.8T with reluctor ring on crank, 2.0 with reluctor ring on crank  New!  Now a dual scraper design that works on the up and downstroke!  $74.95

   AEB example 

          SCCA Image                     

Above: Teflon® version for the 1.8 -- it is also shown with the factory windage tray which is an excellent piece that we recommend using as well.  The scraper is designed to work in concert with it. [These pieces are now dual scraper designs as well]  This basic design fits many diesel engines as well.

NEW! Dual scraper for the AEA style block, 1.0, 1.3, 1.4 or 1.6 -- only $74.95

Please specify which engine as the strokes are different.

The picture below shows a typical AEA style bottom end:

VR6: Updated design has been tested on early and late version of the blocks used in these engines. $59.95

Volkswagen R32 (VR6) scraper

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.  The dual plane design unfortunately takes substantially longer to fabricate over the stock stroke VR6 since a jig is needed and well over 20 welds are made:  $79.95

Now available: scrapers for the later style block as used on the Beetle; these scrapers use a composite design. This design fits many TDI diesel engines as well, 2.0 and 1.9.  $59.95

VOLVO

NEW! B-series scrapers now include a dual scraper blade that operates on the downstroke  $89.95

The B-series scrapers include trap doors to resist oil traveling up the side of the block during high speed turns or abrupt manuevers.

Teflon® scrapers for the above engines are now available.

A full length directional screening windage tray is available for the B18-B20 pan (pictured below for reference).  Other patterns are possible -- please enquire.  $150.00

Windage tray (and this tray is designed to work in unison with the scraper as is pictured -- the ideal setup):

Modular Volvo engines, I6, I5, I4  $59.95  Please specify engine and stroke.  Teflon® blades available.

Windage tray also available for modular engines; it has an incorporated scraper.  $199.95.  Teflon® blades available.   There is a deflector for the oil pressure relief valve so that that oil is shunted sideways rather than into the path of the rotating assembly.

If you are in need of a dry sump system we suggest you contact Armstrong Race Engineering.  They provide top quality components and many times our scrapers can be used in combination with their pans.

They make top quality parts.

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