Innovation for the automotive aftermarket industry
SCAT Enterprises will be at PRI 2019! Come out to the Indiana Convention Center in Indianapolis (500 S. Capitol Avenue) from December 12-14 for the epicenter of new racing technology.
You’ll have the chance to view our products and learn more about SCAT Enterprises. We will be able to answer any and all questions you may have.
SCAT Enterprises will be at booth #2125 (SCAT Crankshafts and SCAT VW), and Procar by SCAT will be at booth #2228.
SCAT Enterprises will be at SEMA 2019! Come out to the Las Vegas Convention Center (3150 Paradise Road) from November 5-8 for the premier automotive specialty products trade show.
You’ll have the chance to view products from each of our brands: SCAT Crankshafts, Procar by SCAT and SCAT VW. We will also be on hand to answer any and all questions you may have, and talk shop with you. SCAT Crankshafts and SCAT VW will be at booth #22537 while Procar by SCAT will be at booth #22536.
*Note: SEMA is a trade-only event and is not open to the general public.
A Golen Engine 383-cube Gen-II LT1 built for the street was featured on Chevy Hardcore! This build is running a SCAT Crankshafts 9000 series steel 3.750-inch-stroke crankshaft and a set of 6.000-inch forged 4340 I-beam rods, which were upgraded with ARP rod bolts.
Despite the popularity of the Gen 1 SBC, LS platform and the direct-injected LT1 platform, Golen Engine is still working hard on their classic Gen-II LT1 builds for their customers (and we don’t blame them). For quite some time, they’ve offered a ready-to-go 383-cube street-oriented budget LT1 package (that runs SCAT Crankshafts parts).
Take a look at this recent 383ci LT1 build on the dyno:
To read everything that goes into Golen Engine’s LT1 builds, read their full feature on Chevy Hardcore.
SCAT Enterprises will be at the upcoming AERA Tech & Skills Regional Conference at Liberty Engine Parts in Pennsauken, New Jersey, on Saturday, September 14! You don’t need to be an AERA member to attend this conference, and all shops are welcome to attend. All attendees will receive a free Failure Analysis Manual as well as door prizes from several vendors.
SCAT’s very own Tom Lieb will be leading one of the technical sessions. Tom will explore a little of SCAT’s history, SCAT’s role in the evolution of LS, Ford Modular and Modern Hemi cranks and rods for the aftermarket, and current trends in those markets. He will also be sharing, “the world according to Tom.”
Other speakers will include Ted “Bud” Keating of Dart Machinery, Chris Straub of Straub Technologies, Trey McFarland of Race Winning Brands, and Steve Fox of AERA.
To register, click here.
Tim Moreland of Graham, Texas, shared his ’66 Chevy C10 Pickup that has Procar by SCAT seats (and material) AND a SCAT Crankshafts crank!
From Tim:
“I sure love my Procar seats. I built my own console, and I called the guys at Procar and they sold me the material to match my seats and enough to do the door panels also. The price of the seats and material was very reasonable. Thank you, Procar!”
His Procar by SCAT seats are the Pro 90 Lowback seats, and the crank he’s running is a 9000 series.
Procar by SCAT Pro-90 Lowback seats were recently used in Four Wheeler’s Week to Wheelin Bronco build! This build was completely made from the ground up — nothing like this build was even in existence — and we were ecstatic to be a part of it.
Take a look at some photos of the seats before and after they were in the build, as well as the final product:
“The crankshafts are different in the variations of the LS engine and that will change a few of the items you’re going to use on the engine. There are three different noses and that’s in relation to the timing cover, oil pump, and the cam drive. Whatever block you have, it’s important to know the origin of it so you know which crank will fit. There are also two different reluctor wheels for different electronics: the early reluctor wheels have 24 teeth and the new ones have 58 teeth,” Lieb says.
After you’ve figured out what crankshaft you need, it’s time to look for the crankshaft itself.
“Most aftermarket cranks are made of 4340 chrome moly steel and that’s an upgrade going in. It then becomes a question of the block itself you’re going to combine it with. The popular aftermarket stroke for LS engines is four inches and what that ends up doing is giving you a lot of cubic inch options. You can get a good ring pack and compression, so that will give you a solid platform for whatever you are trying to do,” Lieb explains.
We have looked at a variety of forces that crankshafts deal with in a boosted environment and applied them to our products.
“The most important things for these crankshafts are the two things you can’t see: the quality of the material and the heat-treating process. The strongest part of the engine is the crankshaft so the material and heat treating are so important. We want to be sure the crankshaft can deal with all the pressure being put on it. We also have made sure the position of the counterweights between the throws and the main on the crank are optimized. That weight and that position affect the rigidity of the crank at high RPM, so their shape and weight keep it together,” Lieb continues.
Read the full article here.
If you have any questions about choosing a crankshaft for your LSX-based engine, be sure to contact SCAT Crankshafts.
Representatives from SCAT Enterprises will be there to showcase our variety of products and answer any questions. There will also be a variety of prize drawings, including a Procar by SCAT gift certificate to be used toward a Pro-90 seat.
This car show will be taking place at Original Parts Group’s Seal Beach, CA, location: 1770 Saturn Way.
‘We used a Dart block and did all of our normal machining to it – square checking, boring, a torque plate hone, and a line hone,’ Zach Smith, owner of ZSR Engines, says. ‘For the rotating assembly, we got custom, dome pistons from RaceTec. We used Molnar 6.250″ H-beam rods, a SCAT 4.100″ stroke crankshaft and a Bullet camshaft. We also used a ring set from MAHLE that has 1mm top and second rings and a 2mm oil ring. The engine also has Clevite-coated bearings.
This build made 2 horsepower per cubic inch on the dyno! It made 876 hp at 7,700 rpm and 640 ft.-lbs of torque at 6,800 rpm.
Read the full article here.
