DISCOVER A NEW KIND OF CLUTCH RELEASE BEARING

Written by Moore Good Ink Columbia, SC: The greatest threat to a clutch release bearing is not failure in service but failure before it. The two greatest obstacles rodders and racers face when installing a competition-style hydraulic release bearing are determining the correct amount of bearing movement on the piston sleeve and second, determining the exact proximity of a fully retracted release bearing to the diaphragm clutch fingers. An easy solution to the first is to adopt Ram’s new heavy-duty universal release bearing (PN 78180HD) combined with their new HSA clutch adjuster. The bearing features bigger O-rings on the piston sleeve and housing and has additional sealing provided by Teflon backing rings. The clutch adjuster controls bearing movement and completely removes the risk of it crashing into the double spiral circlip at the end of the piston sleeve, should it mistakenly travel too far. Additionally it allows for adjustments to be made to the bearing travel before the parts are installed in the bell housing. The HSA clutch adjuster can also be used to correct pedal height troubles. As a solution to the second problem, Ram provides the installer with sufficient shims and spacers and also supplies measuring information to determine the exact position of the fully retracted release bearing in relationship to the diaphragm fingers. This data reveals three vital measurements that ensure perfect clutch operation. They can be found on Ram’s technical webpage at the following link: click here » This new universal bearing, which is supplied with fittings, a bleed line, and bleed screw, suits a diverse range of applications, including late-model performance vehicles (Camaro, Mustang, Corvette);...

HOW TO IMPROVE YOUR LS AT A SINGLE STROKE: NEW LUNATI STROKER CRANKS FOR LS7

Written by Moore Good Ink Olive Branch, MS: In February, 2010 Lunati unveiled six new Pro Series stroker crankshafts for the LS7 with stroke lengths of 4.325in to 4.625in. This year they have concluded the range by adding a further four. American-made the stroke lengths of these new crankshafts are as follows: 4.000in (P/N: JO711ER); 4.125in (P/N: JU711ER); 4.185in (P/N: JL711ER); and 4.250in (P/N: JP711ER). Earlier, Lunati introduced ten stroker cranks for LS1 engines. Both series of cranks (LS1 and LS7) encompass stroke lengths of 4.000in to 4.625in and feature conventional 2.559in main bearing journals and 2.100in rod bearing journals. OEM rod lengths of 6.125in are recommended on strokes from 4.000in to 4.185in., but on the remaining longer strokes, from 4.250in to 4.625in., Lunati recommends 6.300in connecting rods for a better stroke-to-rod ratio. All of these cranks are now shelf-stock items. In addition, Lunati offers custom grinds to any dimension within this stroke range. Furthermore, custom grinds can be obtained with either standard crank pins (2.100in) or with larger big-block-style pins (2.200in), which adds durability to engines with power adders. Using American-made premium 4340 steel forgings these cranks are capable of handling 1,500-plus horsepower. They are endowed with micro-polished and lightened connecting rod journals to reduce rotating mass, micro-polished and gun-drilled main journals to reduce overall mass, special counterweight profiles to direct oil to the bearings and reduce windage, and Lunati’s exclusive finite detailing, profiling, and pulse-plasma nitriding processes. The latter provides consistent journal surface finish without affecting core hardness.   Derek Scott, head of this reputable old firm, originally founded in 1969, maintains a focus on two pragmatic objectives: cutting edge...