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Ishihara-Johnson Setup
for Dodge 2.4 Dyno Tested
September 12th, 2005
Ed Peters, retired Chrysler engineer, active racer and owner of
Magnum Force Engineering, performed back to back dyno tests today on the
Ishihara-Johnson standard steel combination scraper, dual-windage tray
and baffle setup for the 2.4 Dodge engine (see pictures below). Magnum Force
Engineering has a state of the art environmentally controlled dyno room
where, among other parameters, ambient air temperature of 71 degrees
Fahrenheit was held to within +/- .5 degrees. Experimental
conditions in the dyno room and for the engine were normalized for both
back to back pulls.
The tests were run on a normally aspirated 2.4 liter P.T. Cruiser
engine with a modified engine management system allowing it to exceed
the normal factory redline. The balance shafts in this engine were
removed and, notably, it was equipped with the factory oil cooler for
the SRT4 and P.T. Cruiser Turbo. The engine was equipped with a
195 degree F thermostat. Five quarts of fresh Mobil 1 10W-40
synthetic oil were used during each pull.
Prior to both pulls, the engine oil pan temperature (oil temperature
in the reservoir) and coolant temperatures were allowed to stabilize.
At each rpm increment in the tables below the temperatures were allowed
to again stabilize in order to give an accurate reflection of the steady state
operating conditions in the engine at that speed.
At peak rpms, use of the windage tray setup accompanied a 24
degree Fahrenheit drop in oil temperature, an 11 degree drop in coolant
temperature and a 7 hp and 13 ftlb boost in power.
Ed Peters remarked that "this setup is the most
significant bolt-on change for oil and windage control that he has
witnessed since 1986."
In 1986, while at Chrysler, Ed performed joint research with Mobil
Oil on windage losses in the 2.2 Shelby Turbo engine. He developed
a performance oil pan that regained 9 hp at 6000 rpm when using Mobil 1
oil. Earlier in his career he was involved with the Dodge
Daytona / Plymouth Superbird that dominated NASCAR racing for a period
of time. It is important to note that a turbocharged version of the
2.4 engine would have higher windage losses and oil heating due to the
increased level of normal blow-by in the crankcase. Therefore even more
benefit would be found in the use of a proper windage control system. |
Dodge 2.4 NA P.T. Cruiser Engine -- balance shafts removed
|
Oil pan temperature in degrees F |
Engine coolant temperature in degrees F |
3000 rpm |
197 |
196 |
4000 rpm |
203 |
198 |
5000 rpm |
208 |
199 |
6000 rpm |
216 |
204 |
7000 rpm |
220 |
211 |
7500 rpm |
231 |
212 |
Dodge 2.4 NA P.T. Cruiser Engine -- balance shafts removed and
Ishihara-Johnson standard steel crank scraper and dual windage tray setup with
baffles and trap doors installed.
|
Oil pan temperature in degrees F |
Engine coolant temperature in degrees F |
HP |
TQ |
3000 rpm |
196 (-1) |
196 (unchanged) |
same |
same |
4000 rpm |
199 (-4) |
196 (-2) |
same |
+3 ftlb |
5000 rpm |
201 (-7) |
197 (-2) |
+2 hp |
+7 ftlb |
6000 rpm |
202 (-14) |
197 (-7) |
+3 hp |
+8 ftlb |
7000 rpm |
207 (-13) |
197 (-10) |
+5 hp |
+10 ftlb |
7500 rpm |
207 (-24) |
201 (-10) |
+7 hp |
+13 ftlb |
Below: Steve Lockett runs the 2.4
windage tray setup in his 9.7 sec 160 mph Neon
-----
Original Message -----
From:
William Stox
To:
Kevin_Johnson@crank-scrapers.com
Sent:
Friday, June 05, 2009 7:01 AM
Subject: Windage
System for SRT-4
I felt it appropriate to share my initial results after
installing your Windage System for the SRT-4.
Unfortunately, I am not a lab, and it was not the only change made. However, the
other changes should have had little difference on performance. I put in a new
set of plugs and wires, though there was no indication of a problem with spark,
and could not tell any noticeable difference in the car from doing so. I also
replaced the 3" Mandrel bent exhaust with a similar 3" Mandrel bent exhaust,
which removed the muffler. (This could have gained 5-7 hp). The only other real
change made, was to put your windage system into a car that already had the
balance shafts removed. We carried it to a 1/8 mile track. The previous trap
speeds on the car were 87.45 mph in the 1/8. The new trap speed was 92.95, or
about 40-45 hp of increase. Let's just say, I'd have been very happy with half
that improvement, especially for the money spent. I'd recommend that system for
anyone who wants to make power from their SRT-4!
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Daniel Scott, owner of a 1996 Dodge Stratus with 206,000
miles on it installed our dual scraper for the 2.4 designed to work with engines
with the balance shafts left in place. [Note: the system mentioned later on this
page that was dyno tested for the 2.4 is used when the balance shafts are
removed.] Daniel removed the pan and saw that an OEM gasket scraper from
Dodge was already in place. He removed this and installed our dual scraper
which has far more coverage and dual acceleration trap doors:
He wrote and said, "the crank scraper was the best mod for
the 2.4 engine. There is a major and noticeable difference in mid range and high
rpm. A must for any stratus owner looking to make a lot of power for a nice
price; easy installation and a great hand crafted piece."
Again, it is worth noting that this change alone showed a
major power difference on an engine with 206,000 miles on it.
Contact Information
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727 808 8602
- Postal address
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P.O. Box 2168, Land O' Lakes, FL 34639-2168 USA
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