auto to manual tranny swap detailed
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PHR PROJECT CAR
CLUTCHED ANDDANGEROUS
Project Olds takes a bigstep toward completion,
as we drop in a 461big-block and a Tremec
five-speed stick.
Without even realizing it, wed built a domestic ricer.Replete with a sweet stance, big wheels, gooey meats,and a cutting-edge suspension, our 65 Cutlass proj-
ect car certainly looked the part of the quintessentialg-Machine, but fell three gears and 300 hp short of being thereal deal. With the help of the School of AutomotiveMachinists, we embarked upon addressing the power shortagelast month by putting the nishing touches on a 514hp big-block. Now its time to move on to the second act of ProjectOlds powertrain shu e by ripping out the miserable two-speed slush box for a complete ve-speed swap kit from HurstDriveline Conversions. is comprehensive setup includesevery last nut and bolt necessary to install a Tremec TKO transinto a GM A-body, and any monkey with a wrench should beable to knock out the install over a weekend.
Hurst Driveline Conversions specializes in turnkey ve- andsix-speed swap kits for a variety of GM and Mopar muscle cars.Enthusiasts can choose between either a Tremec TKO 500 or
600, or a T56. Since one overdrive ratio was plenty for ProjectOlds intended use, we ordered up Hursts Elite conversion kitwith a TKO 600. Designed for cars originally equipped with an
automatic transmission, the Elite kit includes a ve- or a six-speed trans, a driveshaft, a speedometer cable, a trans mount, apilot bearing, a bellhousing, a ywheel, a clutch, a tunnel patch,and a shifter and knob. For factory manual trans cars, Hurstoers its Deluxe kit, which scratches the bellhousing, ywheel,and clutch o the list. If that formula of top-to-bottom thor-oughness sounds familiar, its because Hurst DrivelineConversions has been around for a while, but has recently
By Stephen Kim Photography by Roberto Maggiano
In addition to everything Hurst includes in its comprehensive Elite kit, we
ordered the optional SFI bellhousing, billet steel flywheel, and heavy-duty clutch.
Hydraulic clutch linkages and pedal kits are available for some cars as well.
The Cutlass is coming along nicely.I cant wait to steal the keys fromRobert and pound on it on theautocross. Brent Jarvis
PART 1
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JULY 2010 POPULAR HOT RODDING 79
changed its name. e companys former handles includeClassic Motorsports Group and Classic Chevy 5 Speed.Regardless of the moniker under which it operates, youd behard-pressed to piece together a Tremec trans swap for lessmoney than it costs to order up a complete kit from Hurst. Forthose who already have a custom driveshaft and shift knob, oneof Hursts Basic conversion kits can be had starting at $2,195.
In what has become a monthly tradition during the steadyprogress of Project Olds, we once again turned to PerformanceRestorations (www.PerformanceRestorations.com) for assis-tance with the install. A hardened veteran builder of ProTouring cars, Brent Jarvis has installed tons of ve-speeds inhis day. At our shop, ve-speed conversions and big brakeswaps are the two most popular upgrades that we do. Installinga modern ve-speed trans is one of the best mods you can
make to modernize an older muscle car and make it muchmore fun to drive, he says. Since were also dropping in a fresh461ci big-block Olds along with the Tremec ve-speed, we hadto break this story down into two parts. Well tackle the enginetransplant and bolt the tranny into place this month, then n-ish buttoning up the clutch linkage, pedals, driveshaft, shifter,and interior next month. en Project Olds will be ready toturn some laps!
Well spare you with the details on how to pull a 330 small-block
and a two-speed trans out of a 65 Cutlass, but su ce it to say
that they both came out in one fell swoop, and we were glad to
see them go. Upon measuring the dimensions of the small-block
next to the big-block, Jarvis realized that both are very similar in
size, so he decided to use small-block motor mounts to bolt the
461 in position.
Unlike the typical small- or
big-block Chevy, not all Olds
455 cranks were machinedfor a pilot bearing from the
factory, which was the case
with our 461. Its best to drill
out the crank before the
motor is assembled, but we
hadnt decided on whether
to run an automatic or a
five-speed at that time. The
solution was to enlarge the
back of the crank / inch
by hand, install a support
bushing, and then tap the
bearing into place.
Even though Project Oldswill spend most of its com-
petition time on the auto-
cross, we ordered up an
optional SFI-approved billet
steel flywheel should we
decide to mosey on over to
the dragstrip. In the unlikely
instance that something
does go wrong, theres a
block saver plate sand-
wiched between the block
and bellhousing.
Hurst includes
reproduction GM
621 bellhous-
ings with its kits,
but set us up
with an optional
Quick Time SFI
unit. Before
installing the
clutch, Jarvis
tightened thebellhousing to
spec and
attached a magnetic dial indicator to the crank to check for
runout. Hurst recommends a maximum of 0.005 inch of runout,
which ensures that the input shaft of the trans will align properly
in relation to the crankshaft. As it turned out, the bellhousing was
positioned too far toward the 8 oclock position, so it was moved
closer to the 2 oclock position using oset dowel pins. Jarvis
attributes the initial misalignment to poor manufacturing toleranc-
es when the Olds block was originally cast.
After aligning the bellhousing
to the block, Jarvis removed it
to bolt up the clutch. The
optional Hurst strip/comp
clutch features a dual-frictiondisc, a heavy-duty pressure
plate, and a throwout bearing.
Its rated at 650 hp, and Hurst
also oers a twin-disc upgrade
for more demanding applica-
tions. Jarvis recommends slid-
ing the clutch disc on the input
shaft of the trans to check for
binding, and cinching every-
thing down with red Loctite.
Before reattaching the
bellhousing, Hurst recom-
mends applying a light
coat of wheel bearing
grease to the arms of the
clutch fork and inner por-
tion of the throwout bear-
ing. Using too much
grease can cause it to
splash on the clutch and
destroy the lining materi-
al, so a light dab is all
thats necessary.
Isnt it strange how you dont haveto cut the floor on smaller GM carsfor a five-speed swap, but on thebigger cars you do? Brent Jarvis
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CLUTCHED AND DANGEROUS
With the clutch and bellhousing attached, the 461 big-block
dropped right in without much drama using stock replacement
small-block engine mounts. In order to maintain the position
of the flywheel in relation to the firewall as close to stock as
possible, Jarvis massaged the oil pan a tad to provide additional
clearance between it and the steering linkage.
Some people are scared of install-ing a patch panel on the transtunnel, but since its going to becovered by carpet anyways, itdoesnt matter if youre not the best
welder out there. Je Mortenson,Hurst Driveline Conversions
Jarvis says smaller cars like GM F- and Y-bodies have ample trans
tunnel clearance for a five-speed swap, but larger GM A-bodies
require welding in a patch panel. Even though its a chore, to
prevent sparks from starting a fire, removing the seats and
upholstery is a mandatory safety measure.
RATIOS GALORETrans First Second Third Fourth Fifth SixthTKO 500 ..............3.27:1 .......1.98:1 ...... 1.34:1 .......1.00:1 ...... 0.68:1 ......n/aTKO 600 ..............2.87:1 .......1.89:1 ...... 1.28:1 .......1.00:1 ...... 0.64:1 ......n/aTKO 600 ..............2.87:1 .......1.89:1 ...... 1.28:1 .......1.00:1 ...... 0.82:1 ......n/aT56 Magnum .......2.66:1 ......1.78:1 ....... 1.30:1.......1.00:1 ...... 0.80:1 ......0.63:1T56 Magnum .......2.97:1 .......2.10:1 ...... 1.46:1 .......1.00:1 ...... 0.74:1 ......0.50:1
WHERE THE MONEY WENTItem: Price:
Hurst five-speed swap kit .....................................................................$3,445SFI bellhousing .........................................................................................$250Hurst billet steel flywheel .........................................................................$150Hurst strip/comp clutch ............................................................................ $345Total:.................................................................................................... $4,190
THE COST SO FARItem: PHR Price:
65 Olds Cutlass ................................................ Jan. 2010 ...................$7,500DSE four-link suspension .................................. Jan. 2010 ...................$2,345DSE front suspension ........................................ Feb. 2010...................$3,982Baer front and rear brakes ............................... Mar. 2010 ..................$2,670DSE brake booster ............................................ Mar. 2010 ..................... $375DSE steering kit ................................................. Apr. 2010 ......................$399Strange S60 rearend.........................................May 2010 ...................$2,295SAM 461 big-block Olds .................................... June 2010 ..................$8,504Hurst five-speed trans ....................................... July 2010 ....................$4,190Total:................................................................................................. $32,260
FIVE SPEEDS OR SIX?In addition to the three dierent trim levels oered byHurst Driveline Conversions kitsBasic, Deluxe, andEliteHurst oers a choice of either a Tremec 500 or600 five-speed, or a T56. To help Pro Touring aficiona-dos decide between them, heres a quick breakdownof what each has to oer. The Tremec TKO 500 and600 are an evolution of the TR-3550. These extremelystout gearboxes are rated at 500 and 600 lb-ft oftorque, respectively. While the TR-3550 was designedto work in concert with meager stock V-8s, the TKOsfeature larger gears, tapered roller bearings, a beefed-up case, an internal three-rail shift system with cast-ironforks, 4615 alloy steel gears and shafts, a stronger sin-
gle-piece countershaft, and a short-throw billet shifter.Furthermore, the TKO has provisions for eight dierentshifter locations, three crossmember mounting loca-tions, and electronic and mechanical speedometerpickups. The TKO 500 has a deep 3.27:1 First gear,while the TKO 600 has a 2.87:1 First, which accountsfor the dierence in torque capacity. Theres also anoption to choose between a 0.64:1 and a 0.82:1 over-drive on the TKO 600, while the TKO 500 has a 0.68:1Fifth gear. We opted for the taller 0.64:1 overdrive ratiowith Project Olds, as we felt the 0.82:1 overdrive wasintended more for road race applications. Factoring inits strength, versatility, and aordability, the TKO is themost popular aftermarket Tremec overdrive by a largemargin.
For those who need two overdrive ratios, the T56
Magnum is the new king on the hot rod block. A newand improved version of the venerable T56, this is thesame transmission used in new fifth-gen Camaros andC6 Corvettes. Tweaks include larger input and outputshafts, larger and stronger gears, an improved heattreatment process, a stronger case, double- and triple-cone synchronizers, laser-welded dog teeth, strongershift forks, and shorter throws. The result is an astound-ing 700 lb-ft torque capacity, which is more thanenough to handle the healthiest of big-blocks. Foradded versatility, the Magnum has multiple shifter loca-tions, mechanical and electric speedometer pickups,and is compatible with both cable and hydraulicallyactuated clutches.
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The prospect of cutting a hole in the
trans tunnel might seem daunting, but
Hurst makes the process as painless as
possible. A template is included with the
kit and clearly outlines where to cut.
After tracing the template, a cuto wheel
made quick work of the area to be clear-
anced. The patch panel supplied by Hurst
can be tack welded and seam sealed, or
a xed with sheetmetal screws.
Before patching up the trans tunnel, the
transmission was test-fitted to check for
proper clearance. We were pleased to
find that the template was spot-on, and
the headers easily cleared the bellhousing
and trans.
Many five-speed conversions require a
custom tubular crossmember, but
thanks to the A-bodys full-frame
design, this isnt necessary. The stock
crossmember can be reused by simply
sliding it rearward about 1.75 inches
on the framerail. The rearward shift is
minor enough that two of the four fac-
tory boltholes can be reused, and only
two new holes have to be drilled. Stay
tuned for next months issue, when we
finish up the tunnel patch, and install
the shifter, pedals, clutch linkage, and
driveshaft.
SOURCES:
HURST DRIVELINE
CONVERSIONS760-598-2244www.Hurst-Drivelines.com
PERFORMANCE
RESTORATIONS
847-566-7469www.PerformanceRestorations.com
SCHOOL OF
AUTOMOTIVE MACHINISTS
713-683-3817www.SAMRacing.com
812-481-4756 ridetech.com
350 S. St . Charles St . Jasper, IN 47546
GET
HOOKED
d .cr I 47546
DRoad Gripping,
Wheel Standing,Traction, Handling& Drivable Comfort
in one package!
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Laying patch and banging gears rep-resents the most fundamental tra-dition of hot rodding, but its
awfully hard to practice without a clutchpedal or a shifter. Last month, our 65Olds project car dumped its wheezy 330small-block and two-speed automaticcombo for a Pro Touringcertied 461cibig-block Olds and a Tremec TKO 600ve-speed from Hurst DrivelineConversions. e entirety of the power-
train swap was too much to cover in onestory, so were picking up where we lefto. So far, the bulk of the conversionhas already been completed, with thenew motor ensconced between theshock towers and the Tremec transbolted behind it. All thats left to addressare the clutch linkage, pedals, driveshaft,shifter, and interior.
To recap, Hurst DrivelineConversions set us up with one of its
Elite kits, which includes a Tremec TKO
600 trans, a driveshaft, a speedometercable, a trans mount, a pilot bearing, abellhousing, a ywheel, a clutch, a tun-nel patch, and a shifter and knob. iscomprehensive setup eliminates all theguesswork out of swapping in a ve-speed, and enables ordering up all thepertinent hardware under one conve-nient part number. Hurst oers ve-and six-speed conversion kits for mostpopular GM, Ford, and Mopar musclecars, and youd be hard-pressed to piecetogether a similar setup for less money.Lending a hand once again with theinstall is Brent Jarvis and the crew at
PHR PROJECT CAR
CLUTCHED ANDDANGEROUS
PART 2
Picking up where we left o lastmonth, we finish up the Tremec
five-speed swap in Project Olds.By Stephen Kim Photography by Roberto Maggiano
From the bottom side of the car, Jarvis
marked and drilled the spot on the patch
panel where the shifter needed to poke
through. It was then enlarged with a
3-inch hole saw. The hole should be cut
as small as possible, as it will allow less
heat and road noise to enter the cabin.
With all the welding and cutting of the
patch panel complete, the area was
painted inside and outside the car to
prevent corrosion.
Picking up where we stopped last month,
Brent Jarvis laid down the final welds onthe patch panel, which is included in the
Hurst kit. It can also be secured with rivets
or sheetmetal screws, but we elected to
weld it up for a cleaner install.
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AUGUST 2010 POPULAR HOT RODDING 79
Performance Restorations (www.PerformanceRestorations.com). Withhundreds of ve-speed conversionsunder his belt, Jarvis was able to oerlots of insightful feedback on the nuanc-es of getting manually shifted.
Back underneath the car, it was time to
wire up the trans, which was pleasantly
simple. The Hurst kit includes a speedom-
eter cable that connects to the factory
gauge with plug-and-play simplicity. The
same goes for the reverse lights, but as
with most cars that have seen 40-plus
years on the road, the factory connectors
on Project Olds were severely thrashed,
so Jarvis hardwired them in instead. To
prevent bumping the starter with the trans
in gear, we hooked up a neutral safety
switch as well. The Hurst setup includes
fittings that screw into the starter termi-
nals, which are then spliced into the NSS.
Hurst oers both hydraulic and mechani-
cal clutch linkages for Chevelles. Granted,
the Cutlass shares the same A-body plat-
form as the Chevelle, but since there was
still the possibility that some variation
exists between the Olds and Chevy, we
ordered up a reproduction linkage assem-
bly from The Parts Place (PN MT4614T).
The kit includes a Z-bar and bracket,
brake and clutch pedals, a clutch pushrod,
a clutch fork, a clutch fork ball and push-
rod, return springs, and ball studs. The
Z-bar is an old-fashioned yet eective link-
age system whose center shaft mounts
between the driver side framerail, rightbehind the lower control arm, and the
engine block. Via actuator pushrods, one
lever connects to the clutch pedal, and
the other lever attaches to the clutch fork.
As the driver steps on the clutch pedal,
the Z-bar shaft rotates around the ball
studs, and transfers motion to the clutch
fork to disengage the pressure plate.
On most GM
muscle cars,
the Z-bar
mounting
bracket
attaches to
the outside
of the driver-
side fram-
erail. To
access theframerail,
Jarvis cut a
hole through
the driver-
side front
wheelwell. The Z-bar kit includes a tem-
plate to help position the mounting bracket
properly. Ideally, the Z-bar should be situ-
ated as parallel to the ground, and perpen-
dicular to the motor as possible to ensure
easy clutch disengagement.
One ball stud
attaches to
the bracket
thats welded
to the fram-erail, while
the other
screws into a
threaded
boss on the
block. The
ends of the
Z-bar shaft
slip onto the studs and rotate around
them. The threaded boss on the block is
very di cult to access inside the car, so it
was screwed in before the motor was
installed.
Most GM
muscle cars
equipped
with auto-
matic trans-
missions
from the fac-
tory also had
a hole in the
floorboard to
accommo-date the
clutch pedal
pushrod, but
it was cov-
ered by a
block-o plate. Removing it can be di -
cult since its hidden beneath the brake
booster, but it eliminates the need to drill
a hole yourself. The pedal kit includes a
rubber boot that bolts in place of the
block-o plate using the stock screws.
With the pedals in position, the clutch
actuator pushrod was attached from the
pedal to the Z-bar, and then the master
cylinder pushrod was connected to the
brake pedal. Next, the clutch fork pushrod
and springs were attached to the Z-barand clutch fork.
As the link-
age assem-
bly begins
pulling on
the clutch
fork, it piv-
ots on an
adjustable
ball stud,
which in
turn releas-
es the
throwout
bearing on
the pres-sure plate.
Exactly
how the
ball stud is
adjusted determines where in the pedals
range of travel the clutch engages. Many
drag racers prefer a clutch pedal that
engages right o the floor for quick
launches and reaction times. Road racers,
on the other hand, often prefer the pedal
to engage as high up the travel range as
possible for brisk shifts and reduced
clutch rattle. Since Project Olds certainly
isnt a drag car, Jarvis opted for the latter
option by lengthening the adjuster stud
until the clutch fork began contacting the
throwout bearing, then backed it o a fewturns. After the clutchs break-in period,
the linkage should be adjusted again to
take up any slack.
Accessing the pedal box area can be a
pain, as it requires dropping the steering
column. Fortunately, bolting up the pedals
is less challenging. The big automatic
brake pedal in our Cutlass was attached
with a tube that ran through the pivot
point, which was then locked down with a
pin. The manual trans clutch/brake pedal
assembly mounts in a similar fashion to
the stock location. The only dierence is
that the clutch pedal pivot slides inside
the pivot tube of the brake pedal.
An aluminum drive-shaft would probably
work fine, but A-bodieshave a long wheelbaseof about 115 inches, soI prefer using a steelunit. Brent Jarvis
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While test-fitting the driveshaft, its good
practice to check for su cient runout.
The sweet spot is roughly an inch, which
prevents both the slip yoke from smashing
into the trans as the suspension com-
presses, and ensures adequate spline
engagement.
With the pedals in place, the
steering column was re-installed.
Obviously, the granny column
shifter is of little use now, so it
was tossed in the trash.
TRANS BREAKINAs with most situations when dealing with fresh components, common sense
goes a long way when breaking in a brand-new transmission. With new gears,blocker rings, and synchronizers, a new transmission will feel a bit tight at first,but Je Mortenson of Hurst says this is completely normal, and the trans willloosen up after 50-60 miles. For thefirst 500 miles, you want to take iteasy. As tempting as it may be, hold oon dumping the clutch or power shift-ing, he says. The TKOs need to befilled with 2.65 quarts of a quality transfluid like GM Synchromesh before youput any street miles on them. The fluidis designed to last the life of the trans-mission, so you dont have to drain itafter the break-in period.
WHERE THE MONEY WENTItem: PN: Price:
Clutch pedal and linkage kit ........... MT4614T .............. $289Total:............................................................................ $289
THE COST SO FARItem: PHR Price:
65 Olds Cutlass .......................January 2010 ...........$7,500DSE four-link suspension ......... January 2010 ........... $2,345DSE front suspension ............... February 2010 .........$3,982Baer front and rear brakes ......March 2010 .............. $2,670DSE brake booster ................... March 2010 ..................$375DSE steering kit ........................ April 2010 ................... $399Strange S60 rearend................May 2010 .................$2,295SAM 461 big-block....................June 2010 ................ $8,504Hurst five-speed trans .............. July 2010 ..................$4,190Clutch pedal/linkage ................August 2010 ............... $289Total:...................................................................... $32,549
CLUTCHED AND DANGEROUS
Included in the Hurst swap kit is a custom
driveshaft from Inland Empire Driveline.
After sending in the necessary measure-ments, it sent us a 3-inch steel driveshaft
to mate up with our TKO 600 and
1350-series rearend yoke. Although an
aluminum shaft would probably work just
fine, Jarvis prefers steel units in A-bodies
since their wheelbase is so long.
With a mechani-cal clutch link-age, make sureto grease all thelinkage compo-nents and joints toprevent squeaks.Brent Jarvis
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SOURCES:
HURST DRIVELINECONVERSIONS760-598-2244www.Hurst-Drivelines.com
PERFORMANCERESTORATIONS847-566-7469www.PerformanceRestorations.com
SCHOOL OF AUTOMOTIVEMACHINISTS713-683-3817www.SAMRacing.com
THE PARTS PLACE630-365-1800www.ThePartsPlaceInc.com
After installing the clutch linkage and patch
panel, the final step was buttoning up the
interior. The only modification necessary
was cutting a small hole in the carpet for
the shifter. If retaining the bench seats,
one caveat is that the shifter needs to
be positioned as far forward as possible.
Fortunately, the TKO 600 has multiple
shifter mounting locations. Furthermore,
for those who have bucket seats and a
factory center console, Hurst also oers
an oset shifter to position it perfectly in
the stock hole.
Project Olds is
just about fin-ished, and by
the time you
read this, the
fuel system,
exhaust, and
cooling system
will already be
completed. One
of the last items
to be bolted up
before firing up
the 461 was an MSD 6AL2 ignition box,
which we mounted underdash for quick
and easy rev-limit adjustments.
Adjusting the clutchlinkage for quick shiftsnot only makes a carbetter on the roadcourse, it also makesit more streetable byreducing slack andnoise from the clutchassembly. Brent Jarvis
ATI Performance Products, Inc 6747 Whitestone Road Gwynn Oak, Maryland 21207
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GT500 07 & Super Cobra Jet918045 7.5 - 10 groove918046 8.3 - 10 groove (15% OD)
5.4L Ford GT Supercar918043 7.5 - 10 groove
Hemi Dampers918432 6.1L / 392 6-rib 6.7918437 6.1L / 392 6-rib 7 (17% OD)918438 6.1L / 392 6-rib 5.5 (13% UD)918435 5.7L 6-rib, Car 6.7918436 5.7L 6-rib, Car 7 (10% OD)918433 5.7L 8-rib, Truck 6.7 (5% UD)918434 5.7L 8-rib, Truck 7 (4% OD)918439 5.7L 8-rib, Truck 5.5 (15% UD)
09+ Charger, Challenger, 300C & Jeep918445 2009+ 5.7L 6-rib 7918446 2009+ 5.7L 6-rib 7.5 (15% OD)918447 2009+ 5.7L 6-rib 5.5 (15% UD)
NEW!
NEW!
NEW!
NEW!
PHRP 100800 OLDS 078 81 indd 81 5/13/10 11:16:11 AM