LS 1       LS2       LS6       C5R

  Bearings. Other Brands available.

   RINGS, Other Brands available. $150-$300

Harmonic Balancer Options

872012 $160

Pioneer Performance Street Balancers are manufactured with a unique process which heat bonds the dampening rubber between the center hub and inertia ring. This process has proven to prevent slippage and separation of the bonded rubber and metal material which is the common cause of harmonic balancer failure.

Street Balancers are manufactured from high strength nodular iron and are balanced
to factory O.E.M. Specifications and feature permanently etched timing marks in 2 degreee
increments and additional 90 degree increments.

Balanced:Internal Pulley Pattern:3-Bolt
Dia:7.50" Overall Thickness:3.73" Ring Thickness:1.371" Nose Dia:2.13" Crank Bore:1.48"

872042
 $220

Pioneer Performance Street Balancers are manufactured with a unique process which heat bonds the dampening rubber between the center hub and inertia ring. This process has proven to prevent slippage and separation of the bonded rubber and metal material which is the common cause of harmonic balancer failure.
Race Balancers are manufactured from precision CNC Machined 1045 Steel and are balanced
to factory O.E.M. Specification 18.1.

Race Balancers feature permanently etched timing marks in 2 degreee
increments and additional 90 degree increments.

Balanced:Internal Pulley Pattern:3-Bolt
Dia:6.75" Overall Thickness:3.73" Ring Thickness:1.37" Nose Dia:2.13" Crank Bore:1.48"

872047
 $230

Balanced:Internal Pulley Pattern:3-Bolt Dia:7.50" Overall Thickness:2.90" Ring Thickness:2.40" Nose Dia:2.13" Crank Bore:1.48"

872050  $230

Balanced:Internal Pulley Pattern:3-Bolt Dia:6.75" Overall Thickness:2.90" Ring Thickness:2.40" Nose Dia:2.13" Crank Bore:1.48"

  FLUID DAMPNR $390

FLU720102 -Fluidampr Lightweight Signature Series 350 LS1 Camaro, Firebird F-Body [ 10% Underdrive] 7 1/4" O.D. 7.28 Lbs net weight 5.02 lbs. rotational weight

FLU720112- Fluidampr Lightweight Signature Series 350 LS1 & LS6 Corvette Y Body [10% Underdrive] 7 1/4" O.D. 6.87 Lbs Net Weight 4.74 Lbs Rotational Weight

FLU740102 -Fluidampr Signature Series Lightweight 350 LS1 Camaro, Firebird F-Body [Standard] 7 1/2" O.D. 7.65 Lbs net weight 5.27 Lbs. Rotational weight

FLU740112 -Fluidampr Signature series Lightweight 350 LS1 & LS6 Corvette Y Body [Standard] 7 1/2' O.D. 7.39 Lbs. net weight 5.09 Lbs rotational weight

ATI Super Dampers

The ATI Torsional Super Damper – the unconventional, unbonded elastomer Super Damper that is actually 2 dampers in 1 diameter.  ATI’s new Serpentine Super Dampers are available in OEM 7-1/2” diameters or 6-3/4” diameters for 10 % underdrive on accessories.  The dampers are available in steel or lightweight hard-coated aluminum and come with laser engraved 360° timing marks.  Exceeds SFI 18:1 specs.

ATI917242 7” Steel OEM Diameter LS1 with A/C F-Body Super Damper

ATI917246 7” Steel OEM Diameter LS1 with A/C Y-Body Super Damper $535
ATI917276 6" Aluminum 10% Underdrive LS1 with A/C F-Body Super Damper $510

ATI917278 6" Aluminum 10% Underdrive LS1 with A/C Y-Body Super Damper $520

The Serpentine Series Super Dampers fit all ATI GM-front crank bus and can be adapted to many engine combinations providing maximum flexibility. This one comes with 6 outer grooves for standard OEM drive systems and can be orders with 8 or 10 grooves for superchargers or turbo applications. The crank hubs are also available with 6 grooves serpentine pulley to o drive external oil pumps or accessories at 60% of crank speed.

Underdrive Pulley worth 7bhp Click Here

Flexplate Options

TCI

 Balancing $150 - $250(with heavy metal)

WET SUMPS

 

Complete Dry Sump Kit $3400 as used in La Mans and V8 Star Racing THE DRY SUMP SYSTEM The dry sump lubrication system is the ultimate oiling system for internal combustion engines.  The simple fact that all Formula One, Indy cars, Le Mans and Sports Racing cars as well as Super Speedway Stock Cars use dry sumps, proves this point.  In order to have a good understanding of the dry sump system, let’s first examine the wet sump system.  Wet sump oiling systems are used on 99% of all street cars.  They utilize a conventional oil pan with dipstick, where the oil is stored and supplied to the oil pump.  The pans capacity can range from 3 quarts to 20 quarts or more, depending on the engine.  The oil is sucked up a pickup tube into the stock oil pump, where it is filtered and supplied to the engine under pressure.  While this system is very adequate for highway use, it presents problems under racing conditions.  Aside from the size of the pan, and necessity of a deep sump, the oil is subjected to extreme cornering forces in racing, and the oil simply “crawls” up the sides of the pan and away from the pick-up.  Although there are many good designs, with trap doors, etc., racing cars generate lateral and acceleration/deceleration forces that overcome the best wet sump designs.  Aside from the obvious pressure loss, this also results in a reduction in horsepower as well as oil aeration.  These are the reasons dry sumps were developed.  I will discuss other advantages later. The main purpose of the dry sump system is to contain all the stored oil in a separate tank, or reservoir.  This reservoir is usually tall and round or narrow and specially designed with internal baffles, and an oil outlet (supply) at the very bottom for uninhibited oil supply.   The dry sump oil pump is a minimum of 2 stages, with as many as 5 or 6.  One stage is for pressure and is supplied the oil from the bottom of the reservoir, and along with an adjustable pressure regulator, supplies the oil under pressure through the filter and into the engine.  The remaining stages “scavenge” the oil out of the dry sump pan and return the oil (and air) to the top of the tank or reservoir.  If an oil cooler is used usually it is mounted inline between the scavenge outlets and the tank.  The Dry Sump Pump is usually driven by a Gilmer or HTD timing belt and pulleys, off the front of the crankshaft, at approximately one half crank speed.  The dry sump pump is designed with multiple stages, to insure that all the oil is scavenged from the pan.  This also results in removing excess air from the crankcase, and is the reason they are called “dry sump” meaning the oil pan is essentially dry. Increased engine reliability from the consistent oil pressure provided by the dry sump System is the reason dry sumps were invented.  The many other benefits I mentioned earlier are, shallower oil pan allowing engine to be lowered in chassis, horsepower increase due to less viscous drag (oil resistance due to sloshing into rotating assembly) and cooler oil. We have also increased these advantages further through advanced designs of windage trays, and scavenge pickup designs and locations, as well as our utilization of precision machined alloy castings, which add stiffness to the block and afford better sealing. All in all, the dry sump system came out of necessity to maintain oil pressure, and evolved into a very sophisticated system which increases reliability as well as horsepower while allowing the engines to be mounted with the lowest center of gravity. Gary Armstrong, S.A.E