Studebaker

We can do custom stroker or knife-edge crank designs. We can provide templates for initial fitting and adjustment. Templates cost $100 and are a separate charge from the scraper pattern chosen.

We have included some representative pictures of the scrapers we make. If you would like to see a picture of a particular scraper please ask -- we would be more than happy to send one through.

When available (please enquire) our zero-clearance Teflon® scrapers run an additional $130.00 to the cost of the standard steel scraper unless noted.

Remember, your vehicle may have an engine made by a different manufacturer so check both product lines. If you are still unsure, please contact us.

crankscraper, crank-scraper, crank-scrapper, oil wiper, crank, crankshaft, rod-bearing, main-bearing, connecting-rod, counterweight, piston, windage, windage-tray, windage-cloud, oil pan, oil-pan, oil-aeration, oil-foaming, oil-cloud, racing, drag racing, road racing, drag-race, road-race, road-course, drift, drifting, time-trial, performance, power, horsepower, HP, torque, TQ, friction, vacuum, economy, engine, motor

Studebaker

Many thanks to Studebaker racer and enthusiast Bill Hahn who allowed me to measure his engines and develop these patterns!

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The video below shows the installation of one of our Teflon-bladed scrapers on a Studebaker V8 engine:

https://youtu.be/-ftWDpCgoUI

V8 3.625 stroke (289, 304.5), 3.25 stroke (259) -- please specify as the patterns are different. The patterns are made with the following swept paths for the stock counterweights: 289 counterweight OD, 7.37"; 259 counterweight OD is 6.97". These can be altered if required. Patterns are available for stock rods with stock pal locknuts. There is a pattern available with the locknut area reduced. There are also patterns available for 4-bolt mains that are 7" wide. Other adjustments can be made as needed.

Steel dual scraper (16g ~.060" thick -- used without stock oil pan rail gaskets, RTV silicone gasket maker instead): $99.95

Teflon bladed upstroke variant (comes with the steel downstroke scraper as well): $229.95

289 Teflon:

289 steel:

259 Teflon with 4-bolt mains:

Important Note: The stock windage tray in the Studebaker R engines has a type of louver/scraper element on the downstroke side of the pan which slopes and drains to the sump (combined with the angle of installation of the engine in the car chassis with respect to the tarmac/pavement). We were made aware that an R-type engine equipped with that stock tray was dyno-tested by a builder and showed no power improvement when also equipped with a scraper. There are a number of possible reasons why this result was observed; here are three:

1) If the engine was not tilted during the dyno test to illustrate acceleration, deceleration (braking), lateral acceleration (turning right or left). A dynamometer that is capable of doing this is called an active dyno. AVL Schrick performs this type of testing for Porsche (for example). This YouTube video shows such a dyno in use: https://www.youtube.com/watch?v=SNiBl_v5PJI SAE paper 750051 explains OEM testing circa 1975:

Design and Special
Development Problems
of Mercedes-Benz V-8 Engines
Kurt Obländer and Bertold Mayr
Daimler-Benz A.G. (Germany)

Pages 5-7 illustrate oil characteristics under acceleration, braking and turns for both wet and dry sump engines developed by Daimler-Benz.

2) If the dyno is not operated in a controlled environment cell/room the results might not be reliable. Ed Peters was a well-known retired failure analysis engineer from Dodge. He performed careful testing for Mopar and others in just such a cell at his facility in Texas. Ed gave many seminars explaining these issues to enthusiasts.

3) The dyno used for the testing simply might not have been sensitive enough to detect one or two percentage points change in power output.