Where are scat crankshafts made

Where are scat crankshafts made DEFAULT

SCAT CRANKSHAFTS OFFERS A COMPLETE LINE-UP OF CRANKSHAFTS FROM STOCK REPLACEMENT TO CUSTOM BILLET, I-BEAM AND H-BEAM CONNECTING RODS AND COMPLETE ROTATING ASSEMBLIES FOR CHEVY, CHEVY LS, FORD, FORD MODULAR, FORD VINTAGE, CHRYSLER, MODERN HEMI, PONTIAC AND SPORT COMPACT.

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CONNECTING RODS

SCAT rods are made from a 2-piece chromoly steel forging to ensure maximum strength and durability. We offer a complete line of Small and Big-Block Chevy, Ford, Chrysler, Pontiac, Honda and many more in both I-Beam and H-Beam designs.

 

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CRANKSHAFTS

SCAT Crankshafts proudly produces some of the finest crankshafts in the world. With thousands of race proven wins, we are certain that you will receive the highest quality components on the market.

 

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ROTATING ASSEMBLIES

SCAT offers 1,+ rotating assembly combinations for Chevy, Chevy LS, Ford, Ford Modular, Ford Vintage, Chrysler, Modern Hemi, Pontiac & Sport Compact applications. We take the guess work out of building your next high performance engine.

 

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THE LEADER IN INNOVATION AND INGENUITY

SCAT has answers!

Ask our highly skilled SCAT Crankshafts sales staff anything you need to know about crankshafts, rods and pistons.

Drop us a line at: [email protected]
Phone: 
Fax: 
Hours:  to PT Monday &#; Friday

For custom orders please download the attached form, fill out the necessary fields and fax to

 

Download Form (PDF)

 

If you have questions about your custom crankshaft, click below.

 

Inquire

TAKE A SHOP TOUR

Sours: https://www.scatcrankshafts.com/

OUR ROOTS

Go back to , when owner and founder, Tom Lieb, planted the seeds for what SCAT has become today: one of the most respected and innovative manufacturing companies in the automotive aftermarket.

CUSTOMER SERVICE

Our customers are our most important resource and are a testament to our success. We pride ourselves in our ability to handle our customers&#; needs. At SCAT, the customer is KING! Our customers are our partners, and our goal is to constantly improve our level of service and quality to ensure mutual success. As a further testament to this success, SCAT is proud to be a trusted supplier to the most respected names in the automotive business, including General Motors and Ford.

TECHNICAL SUPPORT

SCAT has a wealth of hands-on experience in design, manufacturing and engine building for the street and the track. We pride ourselves in the ability to assist our customers to ensure they are buying the parts that make sense for their particular application.

INNOVATION

is at the forefront at SCAT, with our team of dedicated engineering professionals, in-house R & D, programming and state-of-the-art technology.

QUALITY

SCAT&#;s quality is the best in the business. We use state-of-the-art manufacturing equipment; we travel the world to purchase the finest castings, forgings and billet materials; we utilize only the most innovative and ­sophisticated heat treat processes; we have personnel dedicated to constant research and development to ensure we only use the latest technology to develop the highest quality and most reliable parts in the automotive aftermarket.

MANUFACTURING CAPABILITY

SCAT has a 42, square foot manufacturing and distribution facility in Redondo Beach, California, home to over 70 major pieces of equipment including CNC machines, rod honing machines, crankshaft grinding and polishing machines.

OUR DISTRIBUTION & WAREHOUSING CAPABILITY

SCAT has a dedicated team of warehouse personnel, who ensure that customer orders are processed timely and accurately. We are extremely proud of our fill rate.

Sours: https://www.scatcrankshafts.com/about/
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A Look Into Manufacturing in China

This topic comes up every day,” says Craig Schenasi of Scat. “Customers ask, ‘Are you made in the USA? Are you made in China? Why should I buy it if it’s not made in the USA?’”

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Truthfully, you’d be hard pressed to find many aftermarket engine components made entirely here in the States these days. It’s not a well-kept secret that our industry relies on many foreign countries to aid in manufacturing products. When you look at the parts coming out of China in particular, you can build a complete engine. Everything is coming out of China – camshafts, lifters, pushrods, rocker arms, cylinder heads, manifolds, carburetors, blocks, cranks, rods, pistons, oil pans, valve covers, timing covers, oil pumps – everything!

The state of manufacturing in general, and engine component production these days domestically, is forcing manufacturers overseas due to many factors. However, there seems to be a perception in the marketplace that only ‘Made in the USA’ products are legitimate. In fact, those products that are truly made entirely in the U.S. are unicorns among horses.

We decided to take a look behind the curtain to see how some of these components are really made, identify why they’re truly top-quality parts when done correctly, examine reasons why a poor perception exists, and discuss how engine builders and consumers alike can protect themselves against poor quality components.

The Chinese Frontier

The performance industry was founded by individuals who made creative and innovative aftermarket products that solved industry issues or pushed the envelope further than before. With their own creativity, they came up with an idea, figured out how to test it, how to make it, and how to market it. These people started out with virtually nothing and built their businesses, and today many are internationally known for their products. 

That type of creativity is constantly in danger of being ripped off by people looking to make a quick buck. Rather than doing it the right way, they simply copy it and look for the low-price manufacturer. The product gets out and it looks like what it’s supposed to be, so it must be identical, right? Well, that isn’t necessarily the case. 

“The no-name stuff gives the whole industry a black eye,” says Tom Lieb, founder and CEO of Scat.

Lieb first traveled to China in in search of manufacturing due to the scarcity of crankshaft forgings here in the States at the time.

“In the ’80s and early ’90s, all of the steel mills, casting houses, foundries and machine shops that were capable of this work went out of business,” Lieb says. “As those places went out of business, we lost all of our tooling. China realized the huge void and that the finished product could not be made unless you had this tooling. The reason China rose to the top was because the cost of a forging die there in the ’90s was $15,$20, compared to $90,$, here, and the cost of labor was cheap.” 

On Lieb’s China trip, he visited nine different factories. His challenge was to pick a factory that had the capacity and facility capable of manufacturing his parts. 

“Back in those days, I was after just a cast crankshaft,” he says. “That was my challenge. That’s why I went there – off of that crank, we could make a replacement crank, a standard replacement crankshaft and we could expand from there. If you could make a small block Chevy crank, then you could make a Ford or whatever also.”

Out of the nine factories Lieb visited, he selected just one. The first thing he had to do was get a handle on what the factory could do without messing it up. From there, he would finish the product in the U.S. It wasn’t a simple process.

“After three years, I couldn’t get any better than 70% reasonable parts,” he says. “We had a reject factor of roughly 30%. In , I took another look at the factory that was number two on my list. We sat down and we went over things and we started working with that factory instead. We had to start over, but I didn’t lose sight of the original business model. In fact, that business model is the same business model we do today. We buy product in various stages and we finished it here. That’s the only way we can control the quality.”

Manley Performance has a similar story behind its relationship with China, where it manufactures certain connecting rods and crankshafts. Manley first went to China 20 years ago as part of a program with Ford’s SVT Cobra Mustang.

“We were supplying Ford with the connecting rods for the and SVT Cobra Mustang,” says Manley’s Michael Tokarchik. “Concurrently, we were also supplying Ford with an H-beam connecting rod for the Ford GT from to ”

While China may be the current hot bed of manufacturing in our industry, many countries have supplied our industry over the years. Back in the ’60s, Europe was where you imported things from. Then Japan was added to the mix and then Taiwan, and then the rest of the world got involved – Korea, Brazil, South Africa, Canada and Mexico. As the world got smaller, cost drove everything. 

“The issue with China was the same issue that we had originally with Japan – the state of manufacturing had to mature,” Lieb says. “Originally, Japanese product was viewed as cheap, junk product. As time went on, manufacturing got better and better, and now of course, Japan is labeled as a developed manufacturing entity. China has started the same way.” 

The perception of Chinese product in some circles is that it’s low quality and the United States is automatically better. That may have been true in the beginning, but it’s not necessarily so today, say experts.

Seeing Behind the Curtain

In fact, because the United States has been manufacturing since the Industrial Revolution, much of the equipment here in the States isn’t up to date or is only partially up to date. China, like Japan when it started manufacturing, began in modern times. The equipment started out being more modern than what the U.S. had. 

“China started from scratch using the most modern forging presses from Europe – much of it is better than the stuff that we have here,” Lieb says. “The factories now are slowly, but surely, converting over to CNC machines. As far as an advantage is concerned, China, Japan, Korea and Taiwan, all started with modern manufacturing, whereas in the United States, it has been a conversion.”

Although many Chinese factories have advanced and done very well under tough circumstances, as the value of the parts goes up, manufacturers like Scat choose to maintain control over the quality of the parts by finishing them here in the U.S. For instance, Lieb says Scat will never buy a connecting rod from China that is % finished. 

“We do all the finishing here because that’s the only way we can control the sizing,” Lieb says. “They don’t have the proper equipment to do it. With a cast crank that was finished in China, we will inspect it and make sure it matches the spec. If it doesn’t, then we’ll rework it or we won’t ship it. That’s the key. We guarantee that a crank doesn’t leave here if it’s weird or out of shape.”

According to both Lieb and Tokarchik, Scat and Manley work with their Chinese manufacturing partners in similar ways. Both will have some portion of the part manufactured overseas, but will always finish the process here in the States at their respective facilities. Concern is with other parts suppliers, that, instead choose to cut those “quality control” corners. 

“Some of our competitors will have their overseas suppliers produce the part in its entirety, and so they’re simply taking it out of the box that they receive it in from China, putting it in their own box and shipping the part with no control over the process or the quality,” Tokarchik says. “We don’t take that methodology.” 

Rather, manufacturers like Manley and Scat strive to achieve the best quality components for their customers by ensuring the quality is there.

“With certain parts in our product line – like the cast cranks, forged cranks and connecting rods – we’re starting with the source of the raw material in China,” Lieb says. “We bring a lot of cranks in that are just a raw forging and they’re totally machined and heat treated here in the U.S. On the other end, we bring in cast cranks that are machined and heat treated completely in China and checked by us here in the States. 

“That’s the difference between a $2, crank and a $ crank. On the billet side of it, the steel that we use is manufactured by Timkin in Canton, Ohio. They make all the billet steel for us and the alloys. As far as the heat treating and the machining, that’s all done right here in downtown Redondo Beach, CA.”

The key to that level of quality using Chinese manufacturing is in the relationship with your Chinese partners.

“If you don’t travel to China and if you don’t interface with the actual principles of the factories and instead you deal with trading companies, then you could have problems,” Lieb says. “In our case, the factories that we deal with have all been certified by the Big 3 because we supply the Big 3. They use us because they know that we have the control based on our understanding of what they’re capable of. The key is not making them conform to us. The key is us conforming to them.

“Many have followed our model of maintaining the quality by matching or marrying the two countries together, each one doing what they do best to give the customer a good product.” 

False Perception

While a majority of the companies dealing with China for manufacturing are following the models of Scat and Manley, it’s those that don’t that fuel the fire of poor perception of products coming from China and other countries versus the U.S.

“If you back out of your United States shoes and take a broader look at manufacturing in general it’s clear – you have good people here and bad people here and you have the same in China,” Lieb says. “The problem is the perception of quality has been put in place by people here more so than China. People have gone over to China and handed them something to copy or they handed them a blueprint and they expected it to come back exactly the way they want it. In many cases, the people who do that have not done the basic homework of surveying the people they’re giving the job to. They’re not in a position over here to support the factory because they don’t have this history of manufacturing.” 

If you get an oil pan with bolt holes that don’t line up or a cylinder head that won’t allow the exhaust manifold bolts to fit or a crankshaft that is out of stroke, undersized or tapers – those problems are the fault of the people selling that product because they didn’t sit down with the factory and spend time with the factory to explain what they want and why, experts warn.

“You as the facilitator of Chinese manufacturing parts have to be in control,” Lieb says. “The people who have gone over there and have had trouble and are putting junk in the marketplace, I wouldn’t blame China as much as I blame those people.

“The message is that you as a customer, as Mr. Hot Rodder or racer buying a part, you should buy a part from a reputable manufacturer instead of a no-name product. With no-name products, you don’t know where it’s been. You don’t know what or who is behind it – you have no idea. They may not have the expertise to design the crank, inspect the crank, make sure it doesn’t have an issue, and they likely don’t have any system in place for fixing it. You as a customer become the guinea pig,” says Lieb. 

“A seasoned manufacturer that has a reputation to protect will instead be concerned about those details. In our case, we don’t want to send a product to a customer that we know has the potential of being goofy for some reason or another,” he says. “The perception of Chinese products, or really anywhere else in the world, comes down to the globalization of business, which include  both the procurement and the sales of product globally. Global business has grown and so has global sourcing.” 

It doesn’t matter what country or what part of the world a part is coming from, Tokarchik says. “It really depends on how you work with the supplier for them to maintain the level of quality and the level of product that you expect to receive. If your methodology is such that you can train a supplier and you could put controls in place – quality systems, manufacturing controls, process controls – the globalization is really not a concern. 

“A ‘Made in China’ sticker doesn’t necessarily mean it’s inferior,” Tokarchik concludes. “It could be, but really that’s the responsibility of the organization procuring it from China to make sure that the producer of those products is meeting the goals in terms of process, process control and quality. If that’s the case, then geographically, it doesn’t matter where it’s made.”

Sours: https://www.enginebuildermag.com//06/a-look-into-manufacturing-in-china/
How It’s Made Crankshafts \u0026 Camshafts

PitStopUSA.com» Scat Enterprises

Scat Enterprises

For over 45 years Scat Crankshafts has been leading and innovating the crankshaft and rod market.


Pit Stop USA is The Online Motorsports Superstore! For over 45 years Scat Crankshafts has been leading and innovating the crankshaft market. 45 years ago Scat started selling VW products to local Southern California enthusiasts. Scat has led the way, with quality, innovation, and performance. Scat utilizes state-of-the-art manufacturing equipment and travels the world, purchasing the finest castings, forgings and billet materials to ensure that it meets the aftermarket needs of its customers. The combination of Scatas complete, balanced rotating assemblies and worldas high quality, affordable cast-iron blocks generate Chevy and Ford engine power that is unsurpassed! Scat has used its 45 years of innovation and creativity to develop a broad line of connecting rods that are superior in strength, quality and reliability. All Scat connecting rods are made from 2-piece forging for increased strength and are finished and balanced into complete sets at Scat's state-of-the-art facility. All Scat connecting rods are made from aircraft quality material, and fully profiled for stroker engines. Scat connecting rods are shipped with ARP bolts or Scat bolts on some models and precision sized to tightest specifications. Scat connecting rods are balanced to A1 gram at Scat. Scat crankshafts offer many benefits. Scat cranks are available in billet, forged or cast designs for Small Block Chevy, Big Block Chevy, Small Block Ford and more. In addition to these popular models, All Scat cranks are made with quality at the forefront, starting with only the best materials. Highly trained and skilled craftsmen use Scatas innovation, creativity and dedication to produce the best parts possible. We feature Scat Series Cast Steel Pro Comp Crankshafts, Scat Forged Steel Crankshafts, Scat Forged I-Beam Connecting Rods, Scat Forged Pro Stock I-Beam Connecting Rods, Scat Forged H-Beam Connecting Rods and Scat SFI-Approved Flexplates at low everyday prices.

Sours: https://pitstopusa.com/bscat-enterprises.html

Are crankshafts made scat where


Model T Ford Forum: Forum Toured SCAT crank factory
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Monday I stopped by Scat and picked up a stroked T crank. Boy, they make nice cranks, the best I have seen. I had a couple questions about building a special crank for an engine with a dry clutch Fronty crankcase. So They took me in to look at the raw forgings and processes to get an idea what I wanted. Turns out they can do anything you want and my request was no problem. In a more extreme case, I was impressed with a job I saw they had taken on. On the floor there was a billet of steel over 5 feet long and at least 12 inches in diameter. I asked what it was for and the man said "look behind it". On the floor there was a long crankshaft with 6 rod throws, fairly long stroke. It was a WWI airplane V12 crank. I'm pretty sure a Liberty V Once they cut that billet down to size, I bet over 90 percent of it will be chips, a thousand pounds or more. The big machines we saw there looked more than up to the job. And I thought I had problems getting T cranks made. The money I spent on my cranks wouldn't even buy that billet. Anyway, we were impressed with their shop and even more so with their products.
Erik


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Erik,

Thanks for the report, that is good information to know that they can build anything you want. :-)
Did you get an idea what a standard T replacement crank would cost?


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I thought I heard that Scat's forgings for Model T crankshafts were made in China. Did you get any such information?


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Scott,

Is this the thread where you heard that?

http://www.mtfca.com/discus/messages//html?


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It's true they are forged in China! :-( The CEO of Scat says so in the thread I posted.


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I believe in the case of SCAT Model T cranks they are cast from crankshaft grade nodular iron, not forged. SCAT does offer forged cranks for some engines, just not for the Model T.

In any case, all SCAT products start their lives being manufactured in China. The finish machining is done in So Cal.


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I hope that doesn't mean you think it's the end of the world, John.


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Seth,

No, I would just prefer that they would be made here! There still a great crank!

Royce,

I stand corrected on the forged cranks for Model Ts. They are cast from crankshaft grade nodular iron.


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In that thread, Tom Lieb, CEO of SCAT, says the cranks are forged in China of (chrome-molybdenum) steel.

Has something changed since he said that?


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Seth,

Thats what I thought I read, but I figured Royce wouldn't be wrong? Right? He couldn't be? Could he? Naa It must be me? Right? :-) No offence Royce, just in fun


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The crankshaft made by Bill Dubats is cast nodular iron (ductile iron) as is the one made by Bumac in New Zealand which is no longer available, I believe.

I'm not about to say what is better (forged from SCAT or otherwise) - y'all can buy them and plop them in your flexy crankcase little Ts and find out for yourselves. :-)


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At Chickasha, I seen a SCAT crank and was told that the SCAT model T cranks are forged from a billet of in China. They are not cast nodular iron! Art Wilson also toured the SCAT facility and bought a crank for his T. He varified what I was told at Chickasha. Art would not buy a cast nodular iron crank. He is a machinical engineer and very knowledgeable on materials.


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Forged

http://www.scatcrankshafts.com/news/model_a-t.html


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The Scat cranks are steel forgings. I looked them over while we were talking to the guys at Scat. They use the same raw forging for either the A or T crank. To my knowledge, Scat does not use any castings. You can see their lineup and prices on their website. Google Scat crankshafts to find them.
Erik


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Neat to see they are forged. Glad I am wrong, a forging is infinitely better than a casting for this application.

$ sounds like a lot but I had to buy several T cranks before finding a good one. Probably spent $ total to get one good used E-E crank that would clean up at " undersize and pass magnuflux. I would probably buy a $ "stroker" SCAT crank next time given the alternatives. The SCAT guys have a proven track record of quality products.


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WOW, Royce are you feeling ok? :-) I hope so I would sure miss you! :-) All kidding aside, we all make mistakes, for sure I do and it feels good to be able to admit it. We are all human! :-)


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John,

I am the first to admit it if I make a mistake.

SCAT sells some wonderful products. I definitely want one of those stroker cranks. Might have to buy one as a hedge against inflation. $ might not be enough to buy a Starbucks double latte a couple years from now.


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John,

SCAT solution is the best of both worlds today.

The problem with "forged in the USA" is that no one today wants to forge 'a few' off at a time, want 's or want to be able to handle an entire 'heat' from the crucible which is either 5 ton or 10 ton at a time. Further, the American way still seems stuck in the old first heat in one crucible, followed by a second heat in a secondary crucible for the actual pour itself. So goes the efficiency of your typical American operations today and the MBA approach to being in business.

Chinese on the other hand are willing to take an entire 'heat' crucible of say 5 ton or 10 ton, pour it off into ingot, and then remelt on demand in smaller induction crucibles.

Chinese 1st tier companies use a bottom door single crucible with flux mixer attached and todays American engineers cry 'foul' and 'not pure enough'. Funny paradoxthere was an American outfit that some years ago questioned why there needed to be 2 different 'heat' melts to make an alloy and went to modified single melt crucibles and proved to the world it could be done. That manufacturer? Ford Motor Company!

We argue cheap labor etc., is causing the imbalancesin some areas that is true, but in other areas the truth is that in some ways they just do things more flexible and better as a response to market conditions. Chinese view today is that a 10 ton pour uses 'x' manhours of labor and they can eventually sell the entire output. American MBA approach is 'we don't care how many manhours really, we want the entire 'heat' sold before we even commit to making a pour!"

I hate to be so brutal about it, the reality of it, but until 'the suits' understand the actual dynamics of what is really going on here in USA, some of these industry sectors are just doomed to go bye-bye. 2nd paradox? China's latest million pound per year foundry and forging operation actually helped the USA economy! All of the crucible furnaces, remelt furnaces, and automatic molders were NOT purchased in Shanghaithey were all placed on central USA and east coast USA manufacturers to the tune of months of actual American production labor making the machinery for the orders! You don't read THAT in the paper!


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Just so you'll know - the CID Fords that ran at Le Mans back in the sixties did so with nodular iron cranks. In fact most automotive production crankshafts are made from nodular/ductile iron and have been for over 40 years.


Also works great as ring gears in drive axles.


John Oder


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I posted a lot of information and also pictures about SCAT and Tom Lieb owner of SCAT, last summer. They make all their T cranks from a common forging that will also support A,B, and C cranks in any stroke and journal size configuration. T cranks are $ for splash and $ for full pressure. Tom Lieb says you have to get things done in China because our environmentalist have closed down all of the foundries in the U. S.

There are simply no more foundries for castings or forgings in the states and Washington D.C. is both happy and proud about it. Tom specifies the materials to be used for the alloy and they comply. Not all Chinese products are junk.


Tom Lieb runs a 42, square foot building with 75 employees where they machine 25, cast cranks, forged cranks, and billet cranks annually. All Model T, A B, and C cranks are forged.

They also make about , connecting rods a year in cast and several forged types. They make forged rods in one piece and remove the cap by striking it with a sharp blow. The resulting jagged edge makes for a better fit. Their higher quality forged rods are made where the grain runs the long way, they split the fork and from the top of the journal, then make the cap with the grain running laterally for added strength. The result is a rod than can last hundreds of hours at 10, rpm.

Don't get angry with Royce, he is highly opinionated but usually well informed and also a gentleman so I have found . . .




SCAT


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Learned something from Frank. I didn't see any castings there, but there was a lot of factory I didn't see. I stand corrected on my earlier statement.
Erik


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If I wanted to obtain a inch main bearing, stroked crank for a T from SCAT, would I also need a set of their rods to match, then have them babbited elsewhere. I'd need to find someone to line bore and babbit the block and fit the system. I'm just thinking for the future. If I build a "hot" engine, I'd like it to last for my grandkids.


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I don't understand the fascination with increased stroke. It makes for higher piston speed, which wears out rings and cylinders sooner. It also requires lots of compromises like clearing the side of the block and cam, and creates challenges for rod length and compromised piston design.

Sure, bigger journals are better.

rdr


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Thanks, Ralph. I'm just dreaming. I wonder if they could make a 2 up 2 down crank like Stan just found. Maybe with larger main journals. It shouldn't take any more work than the stock one they make.


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You don't need Scat rods with their crank. As it has the "A" stroke you can use model A rods and Egge pistons with the high pin bore. You can use any rod that will fit a model A, including Scat's new ones, if you want. Scat rods use insert bearings right out of the box.
Increasing the stroke raises both displacement and compression ratio, both of which mean more torque/horsepower. All of these things come at a compromise. The larger crank will handle the extra load that results and counterbalancing will extend the life of the engine at higher rpm ranges. There is a concern with the high pin location for the A crank pistons, mostly having to do with oil consumption. Oil is cheap enough for me to put up with it. Cylinder wear? How many of us with drive any of our T's 10, miles in a decade or more? I have and I am sure RD has far surpassed that number. I think that with modern oil and proper care these engines will outlast us.
Fordially, Erik
Erik


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When my E-E crank eventually breaks, I will have one of these as a replacement

Sours: http://www.mtfca.com/discus/messages//html?
Hot VWs Magazine: Scat Volkswagen Factory Tour 2

Then she went to bed. Irina remembered her husband, Olga, Oles. How are they there. They will be without her for a week.

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Big, thick and juicy. I want it after you finish. I'm so glad Daddy that you invited Mr. Benson to our house.



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