Chrysler/Mopar

Copyright 2002-2024 © All rights are reserved on our product designs.

Important questions that will affect recommended design options:

1)  Is this a dedicated race engine or mainly a street engine which might be occasionally raced?

2)  Please let us know if you are starting with a B or RB block.  Is it an aftermarket block?

3)  What brand crankshaft are you using?  OEM or aftermarket, for example.

4)  Have the outer surfaces of the counterweights been machined?  

5)  Have the rod journals been offset ground to reduce their diameter and increase the effective stroke?

6)  Are you using the stock oil pan?

7)  If you have an aftermarket oil pan, does it use remote oiling?

8)  Are you using aftermarket rods -- particularly aluminum rods?

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B: 350, 361, 383, 400   RB: 383, 413, 426, 440  Dual steel scraper -- numerous stroker versions and other variants available!  $94.95

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Dual layer windage tray for big block Mopar: B, RB

Interior directional screening is added to make a full length dual level tray.  The lower tray has louvers.  The flange is made from heavy gauge steel.  The tray is designed to work in harmony with our dual scrapers. There are versions available for pans with and without stock pickup tubes and for stock or stroked engines.

The deep tray is designed to fit the Moroso 20760 deep center sump pan but should fit many other pans.  Modifications might be required, however.  The standard stroke tray should fit B and RB pans.

 $354.95

The Moroso pan (not included):

An example of the deep windage tray designed to fit a 4.15" stroke Keith Black block:

A special crank scraper is needed to work with this modified tray $114.95 in steel or $244.95 for the Teflon bladed version. Variations will depend upon customer's block.

Here is a version of the above scraper using a Mopar stock steel tray with no screening:  $104.95 for the scraper and $104.95 for the modifications to the stock core (core not included)

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Mini rear windage tray for B, RB

During hard acceleration in the big block the oil rushes to the back of the motor where it can then easily splash up and hit the rotating assembly.  This robs your engine of valuable horsepower and can allow the rear bay rings to become overloaded with oil -- a prime cause of detonation.

The small tray we make is designed to work with most existing windage trays and complements the dual crank scraper we manufacture.  It closely hugs the rear most counterweight and helps to shield it from oil that reaches the back section of the pan.  It incorporates an adjustable scraper to quickly eject any oil that does enter. 

The ovoid drain hole matches up to a hole in the scraper pattern; a small extension shields that hole and directs the ejected oil to the side of the pan.  This extension can be trimmed to fit within existing windage trays:

Rear of stock pan

$84.95

Special version of the mini windage tray to work with the dual windage tray and scraper: $134.95

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Kevin, this is just a note to let you know about the results of
installing the crank scraper on my 440 Chrysler drag car. I won the
first time out with it on the car and the oil pressure has NEVER!! been
this stable while racing, or hard on the brakes. Plus, the car ran the
best E.T. ever in weather that was less than ideal. I can hardly wait to
give it a little tuning.

Thanks for working with me,
Marvin Brautigam
 

John Shaul runs an Ishihara-Johnson crank scraper in his 1963 Max Wedge Plymouth

Wilson Martin of Kingsville, Texas reported that he picked up a shade under 15 hp at 6275 rpm using our scraper on his stock stroke 440.  The dyno curves began diverging at 2800-2900 rpm.  He did a baseline pull with a CRE girdle and Milodon louvered windage tray in place.  He cannot recommend the CRE girdle highly enough, by the way.