SCAT Team

Tom Lieb talked with Corvette Online to lend his rotating assembly expertise for a stroker build, specifically a street-driven, 600 horsepower, gen-I-based 427ci small block.

Corvette Online first asked if this should be built with a stock or aftermarket block. Lieb responded with, “The horsepower should not be an issue, the biggest obstacle will be machining the block without hitting a water jacket. To avoid the issue with possibly hitting a water jacket, I would recommend a Dart SHP block at a minimum, and the best block would be the Dart Iron Eagle. It is clearanced for the 4-inch stroke.”

As far as the rotating assembly goes, Lieb said, “A SCAT Excalibur 4340-alloy lightweight 4-inch crankshaft will work for normally aspirated applications. The Excalibur features straight-shot oiling, lightening holes in all rod journals, and bull nose counterweights for improved windage. The Excalibur is rough balanced to 1800 grams plus or minus 2 percent. If power adders are used, a SCAT 4340 Pro Series crankshaft is recommended. The Pro series features knife-edge counterweights making it a perfect crank for increased RPM and power.”

Lieb added, “We recommend using SCAT stroker-clearanced, 6-inch Pro Series I-beam connecting rods with 7/16-inch ARP bolts. These rods feature polished beams with a reinforced big end for normally aspirated applications. For power adders, SCAT’s Pro Sport H-beam connecting rods are suggested. We recommend a 4302-alloy forged piston and plasma-moly rings. The compression will depend on the fuel and heads being used, but a naturally aspirated application with an aluminum head, 10.5:1, should be fine with premium fuel.”

To read the full article, click here.

The new SCAT Excalibur Lightweight Crankshaft, weighing in at just under 50 pounds, was recently featured on EngineLabs. Lightweight rotating assemblies are the key to a high-revving small block and allow vehicles to reach their ideal power band quicker.

Read more about the details of our new crankshaft:

Forged from 4340 steel, the cranks are precision-ground, heat-treated, and nitride-hardened for super wear resistance. They’re rough-balanced to 1,800 grams (within +/- 2 percent), and feature large journal radiuses. Their innovative oiling holes increase the amount of oil going from the mains to rod bearings, and eliminate burnt bearings.

This is available in multiple configurations:

• 3.480″ stroke, 5.700″ rod, 350 mains, internal balance
• 3.480″ stroke, 5.700″ rod, 350 mains, front internal/rear external balance
• 3.750″ stroke, 5.700″ rod, 350 mains, internal balance
• 3.750″ stroke, 5.700″ rod, 350 mains, front internal/rear external balance
• 3.750″ stroke, 6.000″ rod, 350 mains, internal balance
• 3.875″ stroke, 6.000″ rod, 350 mains, internal balance
• 4.000″ stroke, 6.000″ rod, 350 mains, internal balance
• 4.000″ stroke, 6.000″ rod, 400 mains, internal balance

To read the full EngineLabs article, click here, and to purchase the Excalibur Lightweight Crankshaft, click here.

Eddie’s 1964 Chevy Corvette Convertible with Procar by SCAT Rally XL seats was recently featured in Super Chevy Magazine!

Being that this Corvette is a convertible, the interior is practically as noticeable—and thus important—as the exterior of the vehicle. To start things off, Roberts installed Procar 1000 Series seats covered in Bloodhound Red leather from Relicate. The rest of the interior; including the center console, dash and door panels; were also covered in the same Bloodhound Red leather.

Read the full article here.

We were honored to sponsor the 2019 Dix Performance North Trade Show last month in San Pedro, CA! We had the opportunity to show Dix’s VIP customers around the SCAT Enterprises factory and talk shop with them.

Take a look at the recap video below:

Engine Builder Magazine featured a 408 cid Ford Windsor stroker engine as their Engine of the Week recently. This build is by Coast High Performance and is running a SCAT forged crankshaft and SCAT forged H-beam rods.

To start the build, the 351 Windsor roller block was cleaned in a hot tank and then bead blasted. The main girdle got put on and then it got align honed it to make sure the main caps were set up for the proper clearance and dimensions. After the mains were done, the next step was to put the block on the CNC machine to square deck it to make sure both sides were even. Then the shop bored the block to 4.030˝ and did a torque plate diamond hone.

Read the full article here.

Test out Procar by SCAT’s seats firsthand at the next Pomona Swap Meet in Pomona, California, on Sunday, March 3. From 5 am-2 pm, shop from vendors and view classic cars at the Pomona Fairplex, located at 1101 W. McKinley Avenue.

Nicholas shared this 1974 Super Beetle SCAT VW has had the pleasure of building an engine for. We can’t wait to see what it looks like on the road!

If you’re looking to rebuild your VW motor, SCAT Volkswagen has what you’re looking for. Contact them for recommendations and how to get started.

Procar by SCAT seats were used in 4-Wheel & Off-Road Magazine’s latest Week to Wheeling project: a 1997 Jeep Wrangler TJ.

Then, it was simply a matter of stripping the stock seats and floor brackets out of the Jeep to install the Procar by SCAT seating. The Procar seats feature supply vinyl that will last a long, long time in this vehicle despite our willingness to run a top and doors. And their firm side bolsters and supportive foam are a huge upgrade over the factory seating. With a TIG-welded steel frame and easy-to-adjust one-tough rclining, no matter which Four Wheeler Network staffer hops in this Jeep to cover events or to just have a fun day wheeling will have no problem getting comfortable.

Read the full article, here.

 

Another PRI has come and gone! We enjoyed talking shop with everyone at our SCAT Crankshafts, SCAT VW and Procar by SCAT booths, and are looking forward to next year’s show already. If you missed out on the show, watch the day 3 recap below:

Tom Lieb recently talked with EngineLabs about rod side clearance, and the belief that it determines the oil flow exiting the connecting rods and that excessive side clearance cannot be tolerated. As EngineLabs points out (and Tom reinforces), this is an engine building myth that people still believe.

We also thought it would be a good idea to get a perspective from a crankshaft and connecting rod manufacturer, so we spoke to Tom Lieb, owner of Scat Enterprises. Lieb knows quite a bit about the subject with over 50 years of experience. As soon as we broached the subject that connecting rod side clearance established oil flow, he laughed and replied – ‘Yeah, all those guys are off base. Side clearance means nothing (when it comes to oil flow).’ Instead, Lieb supported the position that the restriction to oil leakage through the mains and rods is the bearing clearance.

He also made a great point that journal circumference is another variable in this discussion. There is a huge difference in circumference when comparing a big-block 429/460 Ford rod journal at 2.50 inches versus the 1.850-inch journal used on many small-block race engines. The circumference for a 2.50-inch bearing is a massive 7.85 inches compared to the smaller journal’s 5.81-inch measurement. That’s a difference of 26-percent, with the larger circumference offering more area for the oil to escape.

Read the full article here.