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| Welcome to Canton Racing Products
Tips and FAQ's page! |
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These tips come directly from our printed catalog. Their
purpose as stated inside the front cover:
"Our new catalog now has a Q&A or Tips section found in the gutter
of each page. These tips will help you with most common questions,
related parts, and hard to find technical information! So be sure
to keep an eye out for all the goodies we packed into this new
catalog."
The "table of contents" menus on the left of this web page
will point you to a detailed menu of tips for each product group.
The numbers in the brackets to the right of each menu shows you how many
tips we have listed for the corresponding group of products.
We'll try to incorporate our tips into each page on our website as well.
If you cannot find your answer here, feel free to contact us. |
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| Ordering information: (contact
information is below) |
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| Phone: |
Our business hours are from 9:00 AM to 5:00 PM Eastern Standard Time.
Monday through Friday except major holidays. |
| Fax: |
Fax orders can be faxed to us, 24 hours a day, 365 days a year,
please include your return fax or phone number and address. |
Billing: |
On non-established open accounts, we accept most major credit
cards. If an order is going out C.O.D. on non-established C.O.D.
Company Check accounts, we will ship the order out Certified Check
or Money Order. |
Shipping: |
Our normal method of shipping is through UPS and on larger orders
we can ship by common carrier. If a customer specifies a certain
method of shipping or if the shipment is leaving the country, Canton
Racing Products reserves the right to charge a handling fee. |
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Canton Racing Products
232 Branford rd.
N. Branford, CT
06471 |
Phone: 203.481.9460
Tech: 203.481.9943
Fax: 203.481.9641 |
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- Fabricated from 16 gauge .059 steel or .100
aluminum to eliminate stress cracking.
- 16 gauge steel or .100 aluminum baffles
and trap doors are welded into the pan for extra strength.
- Assembled and welded on heavy steel
fixtures so each pan is correct.
- Triple block fitted during
manufacturing to insure a proper fit.
- Double leak tested and chemically
cleaned to remove any scale.
- Plated with a Gold Iridite finish for
long lasting protection (steel pans).
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| Canton offers one piece S.B.C
gaskets equipped with bushings in every hole. Ideal for
racing the gaskets are available for both current and
pre-85 blocks. |
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| All Canton C.T. competition
oil pans except for 11-200 series come with a oil level
check fitting. The fitting plug can be removed to check
the oil level and provide a positive seal when replaced.
Our universal dipstick can also be used. |
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| System capacities refer to pan and
a 1 quart filter. Canton oil pans are designed so the
capacities listed will put the oil level just below the
windage tray. In most cases this is below the stock level
and will keep the oil further away from the rotating assembly.
We recommend the pan be filled only with the amount of oil
called out, and then the dip stick or oil level check be
marked accordingly. |
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| All Canton pans come with
a magnetic drain plug to collect any metallic particles. |
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| The heart of any circle track
oil pan is its baffling. The baffling systems in Canton’s
Competition oil pans are the result of extensive testing on all
types of tracks with different configurations of engines. Our
competition left turn baffling has six trap doors and three
directional runners. The trap doors and runners make the oil
flow to the right rear of the pan during left turns. On
acceleration out of the turn and down the straight oil is
directed to the right rear by these angled runners. The trap
doors close and keep the oil around the pickup during
braking. Our C.T. Competition baffling always directs oil
to where our pickup is positioned. The baffling, pickup
and sump shape are designed together to provide the best
performance in each application. |
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| Because of the rotation of the crank,
the oil being thrown off it goes to the right side of
the pan. At high R.P.M.’s this oil wants to bounce off
the side of the pan back into the crank. The oil being
thrown around in the crankcase creates a heavy atmosphere,
which the rotating assemble has to turn in. The
resistance of this atmosphere absorbs horsepower from
the engine. On our Pro-Style oil pans the right side
of the pan is moved out away from the crankshaft
creating an oil recovery pouch, where the oil coming
off the rotating assembly can collect and drain into
the sump. This design thins up the atmosphere in
the crankcase and frees up horsepower. |
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The main objective of a Pro-style oil
pan is to allow the oil coming off the rotating
assembly to get away from the crank. This is
accomplished by moving the side of the pan out,
giving the oil more room to escape. Since the
side of the pan is moved out from the inside of
the block mounting bolts to the outside, it becomes
necessary to bolt the pan to the block by going
through the pan. To accomplish this we install
access plugs in the bottom of our pans.
Some of our competitors use access tubes that run
through the pan and surround the mounting bolts.
While this may seem like a good idea, it defeats
the purpose of moving the side of the pan out.
The tubes interfere with the oil trying to escape
the rotating assembly and reduce the effectiveness of the pan. |
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| To help installation we recommend
the use of one of our pan stud kits with
washer faced nuts. (flange nuts).Install the pan with
the engine in the upright position using a 1/4" drive
ratchet set. The washer faced nuts will sit flush at
the top of the socket making it easier to start the nut.
It is recommended that teflon tape be used on N.P.T.
plugs to help seal and allow for easy removal. |
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| Too much oil in a wet sump oil pan causes
more problems than it ever solves. High oil levels
that put the oil above the windage tray allows oil
to be picked up by the rotating assembly. It then
becomes whipped up, foamed, and aerated. It also can be
thrown up onto the pistons where it will absorb heat. This
hot aerated oil will not hold pressure and as a result
cause pressure problems. The highs and lows of it are:
HIGH oil levels will result in HIGH oil temperatures
and LOW oil pressure. Aeration becomes most severe at
high r.p.m.s and the resulting drop in
oil pressure could give the impression that there is
not enough oil in the system, while there is too much. |
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| Our T styled sump oil pans are built to provide the oil
capacity needed by race engines in applications that
have cross-members or steering components located directly
under the engine. They tee out on both sides of the pan to
gain extra oil capacity and to provide ground clearance. The
L styled sump design was originally developed in the 80’s for
sprint cars back when they were using wet sump oil pans. The
narrow sump configuration offers superior oil control by keeping
the oil more concentrated around the pickup. If your chassis
set-up and engine allows for it, these pans will deliver the best
oil control in circle track racing. Our aluminum versions of these
pans are very popular for Dirt and Asphalt Modified’s and in limited
sprint classes. |
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| If you happen to have a Canton Custom Oil Pans catalog
from 1981, on the first page appears “Circle Track Wet Sump
Cosworth Style Pan.” The Cosworth oil recovery system featured
a large radius oil recovery pouch also known as a kickout.
We were the first to apply this technology which at the time
was used in drag racing, to circle track
wet sump oil pans. We have continuously updated our designs
to match the changes in race car technology and track conditions.
In 1991 we introduced the improved kickout design of the Pro-Power
line of circle track oil pans. In 2002 we release the pro plus
power pan design. We continue to lead the way not waiting for
the competition. We like being first. That’s where the winners are. |
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| The Pro-Plus line of oil pans represents the next generation
of our trend-setting Power pan series. By moving the windage tray
to the main caps and wrapping it around the oil pump, we are able to
completely separate the oil in the sump from the rotating assembly.
This design eliminates pick-up area turbulence and reduces overall
oil temperatures. With our track-proven baffling systems and
a horsepower saving kickout design, these pans are the best available. |
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| Our new main cap mounted louvered windage tray
has proven to deliver the best
result in both oil control and horsepower savings. By mounting
the windage tray on the main caps before the oil pump and pickup
are installed, the tray can shield the area around the pickup from
the crank windage. Closing off this area limits sloshing in the
rear of the pan which is a benefit to be felt under race
conditions. These trays are designed to follow the arc traveled
by the rotating assembly to direct the oil coming off the assembly
into the pro-style recovery pouch. Incorporated in the tray is a
solid section which holds oil in the sump away from the crank
during race conditions, and a louvered section which directs
oil away from the rotating assembly into the sump. |
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| Our main cap mounting stud kit contains 4 high
quality A.R.P. main cap standoff studs, 4 nuts, washes
and 8 washer face nut to hold the tray. The washer face nut
allow the height of the windage tray to be adjusted for
different stroke and rod combinations. |
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| Inexpensive foreign-made oil pans, have a place in racing.
They are often installed; on budget engines, in claimer classes.
Most of our customer base is made up of professional engine
builders. We share a mutual respect for quality. We both
use the best materials, put it together right, check it and
re check it, and fine-tune it for the best performance. We
both understand the importance of a “real” oiling system and
we both win. American-made products cost more for a reason.
You’re reading this now, and we hope that you didn’t learn the
hard way. By the way, how many Circle tracks or Dragway’s
are there in China? |
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| I’ve seen some oil pans (cheap imports) where
it is impossible to clean totally inside the sump. Who
knows what living in there? Not on my engine. |
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| In many cases what you see on a Dyno will be
similar to what you see on the track, but not so with oil pans.
With oil pan design your working with a fluid that is greatly
effected by the motion of its container. (put a pot of water
in your lap next time you go racing, you’ll see what happens
in a wet sump.) On a dyno you can not duplicate what happens
on the track, which varies greatly in different applications.
Pans that work best on a dyno don’t always work on the track, and
those that work best on the track don’t always show the best
results on a dyno. For the best results an oil pan’s design
needs to take into consideration the application it is going
to be used in. |
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| Any of our wet sump oil pans can be converted for
use with an external oil pump by installing an external
pickup assembly as well as any additional modifications
required or requested. On Ford applications we often remove
the front oil pump pouch for additional chassis clearance.
We can also fabricate full-length windage trays for any application. |
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| Racing wet sump oil pans are designed for a specific
application and for each application they need to keep the oil
covering the pickup for those conditions. Unfortunately race
cars don’t always act like they should. Sometimes they go
backward, sometimes left turn cars go right, that’s racing.
To protect the engine during these times an Accusump can
save the day. After a spin or off track excursion when the
driver puts his foot into it, oil pressure is needed. When
the car does something that the pan wasn’t designed for, an
Accusump can keep the engine from being damaged. |
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| We build a ton of custom 2300 oil pans for circle track, road
racing, drag racing, marine and even dune buggies in wet and
dry sump configurations. These stout little four-bangers are used
in all sorts of racing applications. Make sure your next project
has a Canton Pan on it! Call our customs department. |
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| CANTON builds Dry Sump oil pans to perform in various
applications. Each of them is designed to provide maximum
scavenging efficiency, while helping to eliminate horsepower
loss due to windage. The main factors when choosing the
right oil pan design for your application are chassis restrictions,
(if any), maximum depth, and fitting locations. Other contributing
factors to consider are your starter/flywheel combination and stroke
clearance. These oil pan designs have proven themselves in Circle
Track, Road Race and Drag Racing. If you have any questions about
which oil pan will perform the best for your application, contact
our Tech. line. |
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| In a nutshell, the difference between a wet sump system
and a dry sump system is where the oil is stored. In a wet sump
system the oil is stored in the oil pan itself. The oil is pumped
to your engine using an engine mounted oil pump usually mounted
inside the pan. A dry sump system stores the oil in a remotely
mounted tank. The oil is scavenged or sucked out of the oil pan
and also sometimes from the lifter valley. This oil goes through
a multistage dry sump pump and is then sent to the storage tank.
It is then pulled back through the pump and pumped back into the
engine. Along the way it passes through a series of filters, oil
coolers, yards of stainless braided hose and occasionally has a
short lay over in Pittsburgh waiting for a connecting flight.
(Still awake?) Dry sump systems are more complicated and costly
than wet sumps. Used in higher levels of racing. The average dry
sump set-up has the ability to scavenge 2 to 4 times the volume
that it pumps into the engine. This causes negative crankcase
pressure, which gives you horsepower. Dry sump systems also
offer a more stable supply of oil in all conditions since there
isn’t a rapidly spinning crankshaft located right above the oil.
In a nut shell a dry sump cost more but works better. Big nutshell. |
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| We build several custom dry sump oil pans. Many are based on our standard designs but are for engine applications not listed. We don’t stock dry sump pans for foreign engines, domestic
4 and 6 cyl. engines or for less common V-8’s such as AMC’s and Pontiacs but we build
them on a regular basis, and
have accumulated considerable experience in doing so. If you’re looking for a pan that we don’t stock, feel free to call our Custom Department for a quote and design recommendations. |
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| Most of our dry sump pan designs have a similar internal pickup layout. They scavenge from the right side of the pan, because the force created by the rotating assembly blows the oil to that side. This force is more powerful than the movement of the race car. In circle track and road racing applications, oil is picked up at the front and rear of the pan. This design is the most efficient because it will scavenge under both acceleration and deceleration. In our deeper pans we add a series of runners to the pan bottom to insure all the oil is directed to the pickups. |
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| The most common modification we make to our dry sumps is
the addition of a third pickup. So even though our dry sump pans are stocked with only two pickups we can install more pickups upon request. |
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Because of the rotation of the crank, the oil being thrown off it goes to the right side of the pan. At high R.P.M. this oil wants
to bounce off the side of the
pan back into the crank. The oil being thrown around in the crankcase creates a heavy atmosphere, which the rotating assemble has to turn in. The resistance of the atmosphere absorbs horsepower from the engine.
On our Pro-Style oil pans the right side of the pan is moved
out away from the crankshaft creating an oil recovery pouch where the oil coming off the rotating assembly can collect and drain into the sump. This design thins up the atmosphere in the crankcase and frees up horsepower. |
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The main objective of a Pro-style oil pan is to allow the oil coming off the rotating assembly to get away from the crank. This is accomplished by moving the side of the pan out, giving the oil more room to escape. Since the side of the pan is moved out from the inside of the block mounting bolts to the outside, it becomes necessary to bolt the pan to the block by going through the pan. To accomplish this we install access plugs in the bottom of our pans.
Some of our competitors use access tubes that run through the pan and surround the mounting bolts. While this may seem like a good idea, it defeats the purpose of moving the side of the pan out. The tubes interfere with the oil trying to escape the rotating assembly and reduce the effectiveness of the pan. |
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| Test have shown that by increasing the size of the sump on an oil pan which increases the volume, some power gains can be made. By moving both sides out creating what look like a box the volume is increased. |
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| When running there is always oil draining from the upper end of the engine into the oil pan. The amount oil in an engine at any time will vary with the type of engine, if there is any type of restriction to the oil going to the upper end, and how the drain backs from the upper end are set up. In most cases we see the oil level drop around 1 quart when the engine is started. When a large amount oil gets caught in the upper end of an engine, the returns should be looked at. In a dry sump system when a large amount of oil is caught in the engine most of the time the upper end oil returns, the pump scavenge lines or the pump itself is at fault. |
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