B&M RELEASES SFI-APPROVED FLEXPLATES FOR MODERN MUSCLE

About the only thing late-model Mustang, Camaro and Challenger owners will agree on is the modern engines under their hoods are a heck of a lot easier to make horsepower with than the V-8s of the ‘60s and ‘70s. All the power in the world doesn’t do much good if the car won’t pass tech though, which is why B&M has come out with a line of SFI-approved flexplates for the new generation of Modern Muscle. 

For GM applications, B&M provides coverage of its SFI-Approved Flexplate for first through fourth generation LSx engines including the newer 2010+ Camaro equipped with the L99 transmission. Mopar applications include 5.7L and 6.1L Hemi engines like automatic Challengers, Chargers, Magnums and 300Cs with Ford 4.6L owners having the option of a six-bolt flexplate or eight-bolt flexplate depending on the crankshaft. 

Regardless of which of the three makes they are being bolted to, all of the B&M SFI-Approved Flexplates meet SFI 29.1 standards making them complaint with NHRA and IHRA safety requirements for cars running quicker than 9.99 seconds in the quarter-mile. B&M also developed its SFI Flexplates to withstand the type of abuse seen when the needle on the tachometer sweeps past 6,000 rpm. For high-horsepower street-driven cars that will never see a track, the B&M SFI-Approved Flexplates still have a place as anybody that’s had a flexplate unexpectedly cut through the floor pan will stress the relationship between flexplate strength and safety.  

For more information on the B&M SFI Flexplates for modern muscle cars as well as the full line of B&M Racing products, visit www.bmracing.com or call (818) 882-6422.

Corvette C4 clutch from Ram

Since factory replacement clutches for1989-’96 C4 Corvettes no longer exist, Ram is introducing a new direct replacement dual-disc clutch-flywheel assembly. The kit includes a hydraulic release bearing with all the fittings and hardware to complete the conversion. It connects directly to the factory master cylinder.

For those accustomed to the normal push-style clutch assembly, the unorthodox pull-style mechanism used in the C4 Corvette must have seemed most irregular. In the pull-style arrangement the release bearing was responsible for pulling the fingers back to disengage the clutch—the opposite effect of conventional clutches. This and further concerns over the original lightweight alloy rimmed cover assembly caused Ram to opt for the more pragmatic push-system approach. Thus a new Ram Force 9.5 and Force 10.5 range of clutches has been created. The smaller diameter model impels the engine to rev faster; the larger model transmits larger torque loadings. The Force 9.5 dual-disc clutch and flywheel assembly for the C4 transmits up to 800ft lbs of torque. In addition to doubling torque capacity, it transmits power quietly and operates with surprisingly light pedal effort.

Alternatively the firm’s Force 10.5 clutch-flywheel assembly transmits over 950 ft-lbs of torque. For smooth engagement, these units use Ram’s 300-series steel-backed friction discs and a marcel spring. For clutch strength and stability, the friction discs feature an eight-spring hub assembly with urethane encapsulated springs. And for lightness, a billet aluminum flywheel is employed with a ¼-inch thick steel insert to dissipate the heat.

All assemblies are built to OEM height dimensions for easy installation–no modifications necessary. Both systems are strap-driven for quiet operation.

Lastly, Ram also manufacturers a single-disc system for the C4. This, too, is a push-style unit that uses a purpose-built flywheel and is supplied with hydraulic bearing kit and all the necessary fittings and hardware. 

For further information contact RAM Automotive Company, 201 Business Park Blvd., Columbia, SC 29203.