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What a crank-scraper is and other technical info... Some comments on our products...
 
Alfa-Romeo, AMC, BMC, BMW, Buick, Buick-Rover, Cadillac, Chevrolet, Chrysler/Mopar, Datsun-Nissan, Fiat-Lancia, Ford, GM, Honda/Acura, IHC, Jaguar, Lotus, Mazda, Mercedes, MGA/MGB, Mitsubishi, Oldsmobile, Opel, Pontiac, Porsche, Renault, Studebaker, Suzuki-Geo, Toyota, Triumph, VW, Volvo

Please remember that we make these products to order.  Some of the most popular designs are kept in stock by our distributors.  There are hundreds of different engines listed with thousands of variants. 

We can  do custom stroker or knife-edge crank designs.  We can provide plastic templates for initial fitting and adjustment. Plastic 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.

Porsche

 

To our knowledge safely running this sustained rpm level in the wetsump engine is unprecedented in the history of this engine. ...

In the mid 1990s,Porsche helped Max Moritz Racing compete as a semi-works team with the 928 GTR.  Near the end of the season the hand selected engine provided by Porsche suffered the dreaded bearing failure.

See also the Kibort Effect for long term survival of the stock engines at lower sustained racing rpms.

During the development of the 928 engine there were strength problems with the original bedplate design.  This bedplate design did have better windage control characteristics.  These elements were largely sacrificed in favor of strength.  It can be seen that Porsche was dealing with crankcase flow issues that later entangled Ford in the Modular V8 for many years.  The oil pump was progressively driven faster and faster to compensate for aeration issues in this early development time and even a deaerater design element was incorporated into the large sickel pump.  Unfortunately, the original oil sump design was also subsequently altered in the production engine after previously undergoing all this development, including a 3000 hour durability dyno test at full load and multiple 600 hour runs.  See the chronicle entitled "Project 928."

Copyright 2002-2017 © All rights are reserved on our product designs -- a great deal of hard work goes into each one.

Teflon® is a registered trade mark of E.I. du Pont de Nemours and Company. Only DuPont makes Teflon® resin sourced by Ishihara-Johnson Crank Scrapers from authorized DuPont licensees.

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Jean-Claude 1919-2003
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