MAXPRO: REVOLUTIONARY, PATENTED, REVERSE BRAKE AND CLUTCH BLEEDER NEW FROM PHOENIX SYSTEMS

Written by Moore Good Ink Bicknell, UT: The Phoenix Systems’ MAXPROTM is a new, premium, one-person brake and clutch bleeding system designed for the auto racing market, the performance aftermarket, and the professional service market. Considered by many as the World’s best brake and clutch bleeding tool, the MaxPro features patented reverse brake bleeding technology, essential for bleeding modern ABS systems. Using one of the simpler laws of physics (air rises in fluid), simply inject the fluid at the lowest point in the brake or clutch system, at the wheel caliper or cylinder, and squeeze the handle. As the fluid is forced into the hydraulic system the air is forced up and out of the master cylinder reservoir. It’s that simple. Brake and clutch systems can be bled in minutes by one person-even ABS systems, or any system that is difficult to bleed. Endorsed by General Motors, the US Military, and Raybestos, the MAXPRO is designed for arduous, repeated use. With just one operator brake and clutch lines can be bled in half the time of traditional methods, and the makers declare the MAXPRO will expel trapped air that is not possible to expel by any other method. In addition to reverse bleeding, the MAXPRO can bleed hydraulic systems using three other techniques: by vacuum, pressure, or bench bleeding. During vacuum-bleeding negative pressure is exerted on the system from each bleeder valve. This negative pressure or vacuum draws the fluid from the reservoir, through the system and out the bleeder valves. Vacuum bleeding is the most practical method for evacuating old fluid from braking systems before replenishing with new...

JIFFY-TITE QUICK-CONNECT FLUID FITTINGS ADOPT NEW EPDM SEALS: PERFECT FOR CLUTCH SYSTEMS AND NITROMETHANE FUEL SYSTEMS

Written by Moore Good Ink Lancaster, NY: Jiffy-tite, an innovator of quick-connect self-sealing fluid fittings, has introduced EPDM seals to their range of acclaimed fittings. EPDM, a type of synthetic rubber, is compatible with brake fluid–making these new quick-connect fittings ideal for all hydraulic clutch systems, and especially useful for stock car racers. EPDM is also compatible with nitromethane, and these new connectors, all rated for 200 PSI, are now available in a variety of configurations for nitromethane fuel systems. Fuel systems with AN aluminum threaded fittings, particularly those on racecars that are constantly being threaded and unthreaded, often leak eventually. Jiffy-tite eliminates threaded fittings and replaces them with quick-connect self-sealing fittings. The result, they insist, is no cross-threading, no over-tightening, no forgetting to tighten, no leaks, no plumbing issues and no unsightly wrench marks or scratches on the fittings. And they are connected and disconnected in seconds. These unique connectors have a further advantage: they eliminate the number of excess fittings in most plumbing systems-the process is streamlined. Compared to conventional AN aluminum fittings, which extend to hundreds of part numbers for nipples and unions and reducers, Jiffy-tite’s solution is simple: one plug and one socket. Using this technique a -6 AN line, for example, can be reduced to a -3 AN line with just two fittings. An Original Equipment Manufacturer to GM, Chrysler, and other auto makers as well as the military, Jiffy-tite produces fittings with two other popular seals: Viton Fluorocarbon and Nitrile Buna-N seals. The Viton Fluorocarbon seals are suitable for water; gasoline, leaded and unleaded; racing fuels; diesel; bio-diesel; and most oils, including transmission...

RAM’S FORCE 10.5: A NEW RANGE OF STRAP-DRIVEN CLUTCHES FOR FORD MODULAR AND GM LS-SERIES ENGINES

Written by Moore Good Ink Columbia, SC: Diaphragm type twin-disc clutch assemblies are vested with either “stands” or “straps” that secure the floater plate to the flywheel in relation to the sprung top clutch disc and the solid-hub bottom disc. The issue with the stand arrangement is noise. The floater has a millimeter or two to move about on its (six) stands as the car is at idle with the clutch pedal depressed or when it is released to move the vehicle. Though not a concern with a racing application, it becomes an itch that can’t be scratched in a street-driven LS1, 2, 3, 6 or 7 or a Ford Modular 4.6L or 5.4L. The RAM Force 10.5 incorporates an upper or “curved” strap that is the load-bearing strap for the pressure ring. The lower straight strap is the load-bearing strap for the floater (see accompanying close-up image). Both upper and lower straps are made of spring steel. This companion device totally eliminates the noise associated with stands. Force 10.5 units use Ram’s 300-series steel-backed friction discs that feature an eight-spring hub assembly with urethane encapsulated springs for added durability as well as a marcel spring (a thin, wavy device) that helps eliminate the “go-or-no-go” tendency that accompanies most dual-disc clutches. A billet aluminum flywheel rounds out a package that weighs an average of 45 pounds. All assemblies are 10.5-inch in diameter and are built to factory height dimensions. Original equipment hydraulic clutch systems are static and have no manual adjustment so the clutch and flywheel package must be the same height as the stock equipment. Installed heights are identical...

LUNATI’S GOT ‘EM: ELEVEN NEW LONG STROKE CRANKSHAFTS FOR LS-SERIES RACE BLOCKS PRODUCING 1,000 PLUS HORSEPOWER

Written by Moore Good Ink Olive Branch, MS: Though the LS-series engine has been around for more than a decade, it was traditionally hampered by displacement limit. Needless to say, with the exception of General Motors’ prohibitively expensive C5-R road race block, the normal “big-inch” LS engine was rarely larger than 400 cubic inches. The aftermarket (World Products, GM LSX, and RHS among them) has since responded with cylinder cases capable of yielding more than 500 cubic inches, at a relative fraction of the cost of the C5-R precursor. Lunati recognized the urgent need for off-the-shelf, long-stroke crankshaft forgings, and they were first to address the situation with a new series of forged stroker crankshafts and rotating assemblies. Using premium 4340 steel forgings that are capable of handling 1,000+horsepower, Lunati has integrated these new LS crankshafts into their existing Pro Series line. They are endowed with micro-polished and lightened connecting rod journals, gun-drilled mains to reduce rotating mass, special counterweight profiles that shed oil and reduce windage, and their exclusive finite detailing, profiling, and nitriding processes. Lunati is pioneering eleven different off-the-shelf crankshafts with stroke lengths including but not limited to 4.250, 4.325, 4.425, 4.500, 4.525, 4.600, and 4.625 inches. All dimensions are based on a 6.300-inch rod length, 2.559-inch main bearing journals, and 2.100-inch rod bearing journals. Long snout applications are ready for the 4.500- and 4.600-inch crankshafts. Custom strokes are also available and Lunati can supply stroker crankshafts with a pin size of 2.200-inch (big-block size) or the long LS7 snout. Lunati’s Long Stroke cranks are in stock and ready to ship. For printable catalog fact sheet click...

Wilson’s D-rails—providing fuel injected engines with fine fuel- metering to all cylinders, more flow, and more capacity

Written by Moore Good Ink Fine fuel-metering- Often, injectors and cylinders are robbed of fuel as it rushes past the injector ports in the fuel rails, and in some instances fuel is actually siphoned out of the injector ports.  Obviously Pro Mod cars and Bonneville cars and vehicles with twin turbos and twin injectors benefit amply from the D-rail’s fine fuel-metering but so, too, do all fuel injected race engines. More flow- The fuel requirements of Pro Mod cars making 3,500 horsepower with two injectors per cylinder (16 injectors) can be adequately supported by just two D-rails (one per side), each rail supporting 1700-1800 horsepower. More capacity- compared with OEM and other aftermarket fuel rails, Wilson’s D-rails have 50 percent greater capacity. Unequal Distribution- is overcome largely by employing radiused inlet ports (see cross-sectional view). Wilson carefully positions the injectors below the radiused inlets. This technique reduces the harmful effects of siphoning, especially at injector ports placed at the beginning of the fuel paths.  By increasing the capacity of the fuel rails, radiusing the injector inlet ports, and setting the injectors in their submerged locations, they reduce the adverse effects of pulsations and siphoning. In addition fuel distribution is improved and engine power is increased. Most recently, Wilson induction systems, including D-rails and throttle bodies, won first, second, and third places in the 2010 Rolex 24 hours of Daytona, and scored an outright victory in the GT class. Whether installed on GM, Pontiac, BMW, or Porsche engines, they all picked-up power with Wilson’s D-rails. For printable catalog fact sheet click here. For further information contact: Wilson Manifolds, 4700 NE...
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