| 200-1090
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| 1/4" Main Girdle Setup |
| Our 100% USA MADE girdle setups are just the ticket to add the ultimate in strength to the bottom end of your high horsepower big block Mopar. Absolutely recommended for builds over 600 horsepower. During engine operation, the power and twisting force of the engine can cause the main studs and caps to distort under load. Normally, the block is doing the best it can to hold all these forces together, however stock blocks were originally designed in the 1950's for engines making 300-400 horsepower, topps. Today's stroker engines with long armed cranks can make 600-800 horsepower without much trouble at all. All those increased crank strokes act like a longer prybar during operation, greatly increasing the available leverage, which in turn multiplies the internal loads the engine has to deal with by several times. Under these heavier loads, the main studs can act a little like a "flagpole or antenna in the wind." With nothing to hold them steady, they can sway back and forth and side to side, causing the main caps to move or distort under stress, or even "jump" slightly off the block (known as capwalk.) All this can lead to possible main cap and/or bearing damage or failure. In a worst case scenario, this flexing can even lead to the block cracking down the center. These girdles act similar to the way in which the guide wires on a flagpole or antenna would work. They anchor the outer or lower end of the main studs, and keep them in place under serious loads. They also help to generally tie together and strengthen the bottom end. By directly connecting the block's deep oil pan "skirt" to the blocks main cap & stud assembly, (which, in turn, is connected directly to the center of the block or the "core" of the engine) they help all components of the engine's bottom end to be linked together into one solid, interconnected assembly. This is a HUGE improvement over the factory's arrangement, where all the components of the bottom end (main caps & studs, oil pan rails, etc are all separate non connected components which protrude from center core of the engine block.
We make these from super strong 1/4" solid steel plate, (not 3/16" aluminum like some of the others we've found on the market.) We've found 1/4" to be thick enough to do a great job, but not so thick that it causes interference hassles with the oil pan to k-member clearance, etc. This setup includes all the hardware needed to install, including oil pan studs and bolts, assorted thicknesses of custom shim packs, main studs, nuts, hardened washers, etc. All the main studs, nuts and washers are custom made 190,000 PSI pieces sourced directly from ARP, so you know the quality is top notch. The girdle is clamped and held in place with double nuts (both on TOP and underneath, so there is no distortion or movement.) If your block has already been machined with studs, those studs can be replaced with the studs included with our girdle without a problem. If your block currently has bolts, it will need to be re-line honed because replacing bolts with studs will cause the main housing bores to distort slightly. Detailed installation instructions are included with this kit. It technically "can" be installed with the engine still in the car, but sure is a heck of a lot easier to do it with the engine flipped over on a stand. A great value and some of the best insurance you can buy! While our girdle setup does work great with factory main caps, if you want the absolute ultimate in strength, (short of an aftermarket block) use this with our aftermarket billet main caps! |
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| 112-1008
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| 200-1093
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| Adjustable Oil Pressure Regulator |
| Our new adjustable oil pressure relief valve is a great accessory for your big block Mopar. This unit simply screws in and replaces the original plug which holds in the oil pressure relief plunger and spring. This plug is drilled and tapped in the center with an adjusting screw which can be screwed in or out as desired. The screw is surrounded by a special liquid tight o-ring seal to eliminate leaks, and held in place by a nylon lock nut & washer.
Screwing the plug in will put more pressure on the relief spring and raise the oil pressure, while screwing the plug out will release the pressure on the spring, and cause the oil pressure to drop. You can use this to adjust your oil pressure where you like it (within a reasonable range), even while the engine is running! (Challenge your Chevy buddies to try that one!) Works great for offsetting pressure loss or gain from specific bearing clearances, certain oil viscosities, etc, etc. Works with ALL oil pumps including factory pumps, aftermarket Melling pumps and Racing style billet aluminum pumps. |
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| 101-1010
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| Oil Pickup Tube 3/8" - Curved - 4 -7/8" Depth |
| Shown here is our new USA MADE stock replacement type curved type oil pickup. Uses 3/8" NPT engine block thread size. Use these with most factory style passenger car oil pans that have internal baffles welded in them, as the curve in the tube is engineered to allow the pickup to avoid hitting the baffle. Once installed, these measure about 4 7/8" from the pan rail to the bottom of the pickup. The distance from the rear of the pickup to the rear of the engine block (also once installed) is about 10 1/2". These "factory type" pickups can be run directly touching the bottom of the oil pan, however we have also run them with 1/4-3/8 of clearance between the pan and pickup without any problems. Depending on the specific combination of oil pan (and windage tray, if applicable) you are using, some modifications to this pickup may sometimes be necessary. |
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| 101-1077
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| Water Pump Housing Pipe Plug Kit |
| We carry a convenient NPT pipe plug kit, which includes all the pipe plugs which could possibly be needed for a water pump housing. |
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| 144-1003
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| Intake Manifold Gaskets - .062" Thick - Set of 2 |
| Shown here is our .062" intake manifold gaskets. Made from .062" thick, somewhat rigid compressed fiber gasket material, these are sold in a set of 2. They are designed to work with our aftermarket sheet metal type valley pans |
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| 145-1223
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| Comp Cam Xtreme Energy .477/.480" |
| For those who are looking for just a step above stock, but want to retain the stock torque converter, stock cylinder heads, etc, this cam is the way to go. It's also a great choice for towing, RV use, etc. |
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| 145-1224
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| Comp Cam Xtreme Energy .488/.491" |
| For stock displacement engines which are mostly used in high performance street applications and don't see the racetrack too much, we recommend this Comp Extreme Energy .488/.491. This is a great replacement for the old "Mopar purple shaft .484" |
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| 145-1225
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| Comp Cam Xtreme Energy .507/.510" |
| For engines which are mostly used in high performance street applications and don't see the racetrack too much, we recommend this Comp Extreme Energy .507/.510. This is a great replacement for the old "Mopar purple shaft .509" |
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| 145-1227
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| Comp Cam Xtreme Energy Hi-Lift .525" |
| For a good stroker "in-between" cam, (for those who want more than just "slightly" warmed over), but still need all around good street performance AND are limited on their converter or rear end gears, etc. this is a great way to go. If the car is going to see the dragstrip more than once or twice a year, we'd probably go a step or two above this one. This cam requires 10 Degree locks/retainers and double springs. Use our 145-1002 locks (with 11/32" valves), our 145-1003 retainers and our 145-1013 springs. |
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| 145-1228
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| Comp Cam Xtreme Energy Hi-Lift .545" |
| For those who want something slightly more docile then our big .564", or who have a slightly smaller cubic inch engine (in the 440-470 range) the .545" lift Comp Extreme Energy Hi-Lift cam is a great choice. This cam requires 10 Degree locks/retainers and double springs. Use our 145-1002 locks (with 11/32" valves), our 145-1003 retainers and our 145-1013 springs. |
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| 145-1229
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| Comp Cam Xtreme Energy Hi-Lift .564" |
| Our favorite Comp grind, the .564" lift Xtreme Energy Hi-Lift Hydraulic cam, is the one we've used most in our 500 or 512 stroker motors, and it never ceases to amaze us how much power this thing makes, and still idles like a kitten at 800 RPM! This cam requires 10 Degree locks/retainers and double springs. Use our 145-1002 locks (with 11/32" valves), our 145-1003 retainers and our 145-1013 springs. |
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| 145-1000
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| Comp Cams High Energy Hydraulic Lifters - Set of 16 |
| Not all lifters are created equal. Comp's "High Energy" hydraulic lifters are their version of standard non "anti-pump up" style lifters. They are produced with a longer piston than conventional lifters, and also feature a lightweight check valve disc that allows for quicker response, and added oil control at all engine speeds and loads. Use these Comp High Energy Hydraulic lifters with stock, stamped steel type rocker arms, with cams .510" lift or less, in applications which the engine will see less than 5000 RPM. For applications above 5500 RPM (or for any type of racing applications,) cams above .510" lift (which generally will use dual valve springs,) we highly recommend their "Anti Pump up" style Pro Magnum Lifters, (Listed separately.) |
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| 145-1001
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| Comp Cams Pro Magnum Hydraulic Lifters - Set of 16 |
| Comp's Pro Magnum (Anti Pump Up Style) premium hydraulic lifters are the recommended choice for all the Comp Hydraulic cams we sell above. These are mandatory for any type of racing use, or in any application in which the engine will see over 5000-6000 RPM. At these higher RPM's Comp has done extensive testing. They have found not only were the Pro-Magnums good for about 10-15 more horsepower, but they also do not succumb to lifter "pump-up," a condition where the internal piston inside the lifter can fill up with oil and not have enough time to drain or "bleed down." This can result in the piston being in an improper position as it "pumps up," which can lead to holding valves open, which in turn can lead to greatly reduced power output, or in some cases (if that open valve happens to strike a piston top) there can be extreme engine failure. These must be used with an adjustable type of valve train, such as adjustable rocker arms (preferably roller rockers) along with the associated pushrods required. These lifters are considered essential to ensure that your cam has the longest possible life and is fully covered under Comp's warranty policy. And, since this is Comp we're talking about, you can be assured of two things: The product is 100% made in the USA, and the quality is second to none. |
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| 145-1002
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| Comp Cams "Super Lock" 11/32" 10deg. Valve Locks |
| Shown here is our Comp Cams 10 degree "Super Locks." These are a huge, extremely beefy valve lock which has a wider angle of interference than a standard 7 degree lock. These are fully machined (not stamped) from a super tough fatigue resistant alloy. Comp recommends these for any cams over .460" lift (basically anything other than bone stock) but we feel they're absolutely necessary above .510" lift. These fit 11/32 valve stems, which can be found on most aftermarket aluminum heads (such as our Stealth heads or Edelbrock RPM's,) and they work great with our Comp "Super Lock" retainers, part number 145-1003 or 145-1006, which can be found on our Valve Retainers page. We highly recommend upgrading to these for extra insurance, and it's required if you will be running a cam over .510" lift. These are supplied in a set of 32, enough to do one complete engine. Since they're Comp, you can be assured of two things: They're 100% made in the USA, and the quality is second to none. |
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| 145-1003
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| Comp Cams "Super Lock" Steel Retainers - Set of 16 |
| Shown here is our Comp Cams 10 degree "Super Lock" Steel Retainers. These are a huge, extremely beefy valve retainer which is designed to fit our Comp "Super Locks," which can be found on our Valve Locks page. This 10 degree lock & retainer system has a wider angle of interference than a standard 7 degree lock. These are fully machined from 4140 Chrome Moly and finished in black oxide. Comp recommends these for any cams over .460" lift (basically anything other than bone stock) but we feel they're absolutely necessary above .510" lift. We highly recommend upgrading to these for extra insurance, and it's required if you will be running a cam over .510" lift. These are supplied in a set of 16, enough to do one complete engine. Since they're Comp, you can be assured of two things: They're 100% made in the USA, and the quality is second to none. |
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| 145-1004
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| Comp Cams Engine Break In Oil Additive |
| Along with the purchase of any Comp cam and lifters, we also strongly recommend using Comp's engine break in oil additive. This is it essential to make sure your cam and lifters are fully covered under Comp's warranty. It's a well known fact that, due to EPA regulations and other reasons, over the last few years oil manufacturers have removed the Zinc and other additives from their motor oil. If you try to break in a brand new cam and just add regular "off the shelf" motor oil from your local parts store, it is VERY likely you will have a failure. You must add this additive to the oil to replenish the zinc which is no longer included by the oil manufacturers. This works with synthetics, blended, and standard petroleum oils. In our own engines, we usually get a couple extra bottles to keep on the shelf and add one at every oil change. It's cheap insurance. |
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| 200-1097
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| Adjustable Checking Pushrod "B" |
| Shown here is our checking pushrod tool. Use this for applications with adjustable rocker arms which use the ball on the bottom end, and the cup on the top end. This is basically a 3/8" pushrod which has been cut and threaded, so that it can be screwed in and out (or adjusted) once it is fit in the engine to determine the correct length pushrod you will need for that application. |
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| 146-1000
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| Edelbrock Performer RPM Intake Manifold - RB Engines |
| The Edelbrock Performer RPM manifold is definitely one of THE best performing street/strip manifolds out there. They designed the Performer RPM as a cross between a single plain and a dual plane intake. While it is technically a dual plane (which is needed in order to keep the low end response and driveability required in a street driven car,) they also raised the carb height quite a bit, and straightened out and enlarged the runners as much as possible. The result is a great "hybrid" manifold for those who still want neck-snapping response without giving up too much top end. Edelbrock rates this manifold as 1500-6500 RPM. In our 500-512 cubic inch stroker engines, it'll move the powerband down slightly to about 1000-6000. These are a great manifold to use with either Edelbrock Performer RPM heads, or our Stealth aluminum cylinder heads, on cars which will see some street use. This version fits "RB" (413/426/440) engines. We have another version for "B" engines listed below. And, since this is Edelbrock we're talking about, you can be assured of two things: The product is 100% made in the USA, and the quality is second to none. |
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| 146-1002
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| Edelbrock Performer RPM Intake Manifold - B Engines |
| The Edelbrock Performer RPM manifold is definitely one of THE best performing street/strip manifolds out there. They designed the Performer RPM as a cross between a single plain and a dual plane intake. While it is technically a dual plane (which is needed in order to keep the low end response and driveability required in a street driven car,) they also raised the carb height quite a bit, and straightened out and enlarged the runners as much as possible. The result is a great "hybrid" manifold for those who still want neck-snapping response without giving up too much top end. Edelbrock rates this manifold as 1500-6500 RPM. In our 500-512 cubic inch stroker engines, it'll move the powerband down slightly to about 1000-6000. These are a great manifold to use with either Edelbrock Performer RPM heads, or our Stealth aluminum cylinder heads, on cars which will see some street use. This version fits "B" (361/383/400) engines. And, since this is Edelbrock we're talking about, you can be assured of two things: The product is 100% made in the USA, and the quality is second to none. |
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| CR6490-65
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| Total Seal Moly File Fit Rings - 4.380" |
| Total Seal's 40+ years of ring manufacturing experience has led to the development of the "CR Series" Moly rings. Made in the USA, these are a brand new design of ring made from premium ductile iron. |
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| CR9190-130
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| Total Seal Moly File Fit Rings - 4.375" |
| Total Seal's 40+ years of ring manufacturing experience has led to the development of the "CR Series" Moly rings. Made in the USA, these are a brand new design of ring made from premium ductile iron. |
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| CR9190-35
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| CR9190-65
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| Total Seal Moly File Fit Rings - 4.310" |
| Total Seal's 40+ years of ring manufacturing experience has led to the development of the "CR Series" Moly rings. Made in the USA, these are a brand new design of ring made from premium ductile iron. |
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| CB-527HND
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| Chrysler H Series Rod Bearings STD |
| Size: STD / Series: H / Material: TM-77 / Journal Size: 2.375" (Chrysler) / Oversized Fillet Clearance: YES / Originally developed for Nascar racing, H series are made of TM-77 material, however they are not flash plated with the lead/tin apparently in an effort to help them seat better. They also have enlarged champhers to help them clear bigger crankshaft fillets. They also have a medium level of eccentricity. A good overall performance bearing. |
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| CB-743HN
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| Chevy Size H Series Rod Bearings STD |
| Size: STD / Series: H / Material: TM-77 / Journal Size: 2.200" (Chevy) / Oversized Fillet Clearance: YES / Originally developed for Nascar racing, H series are made of TM-77 material, however they are not flash plated with the lead/tin apparently in an effort to help them seat better. They also have enlarged champhers to help them clear bigger crankshaft fillets. They also have a medium level of eccentricity. A good overall performance bearing. |
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| MS-876P
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| P Series Main Bearings STD - "B" Engine |
| "B" (361/383/400) Main Bearings / Size: STD / Series: P / Material: TM-77 / Oversized Fillet Champher: NO / Oil Groove: Full .100" / Clevite's P series are the original staple bearing. They start with a hardened steel back for strength and support. Over that is a cast copper lead lining to provide the durability and support to withstand the loads of engine operation. Then a nickel plating is applied to prevent interaction between the copper lead and the final layer, a strong, extra thin (.001" or less) electroplated overlay of babbitt. |
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| 138-1015
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| Water Temp Sending Unit - W/ Gauge - Disc Type |
| We offer water temp sending units for factory and most aftermarket electrical gauges. These fit in the small 1/8" pipe threads on the top drivers side of our aluminum water pump housings, and work with cars which included factory temp gauges. There are two different versions of this sending unit. This one uses a small disc on the top, which a spade connector slips over and locks onto. The other style (listed separately) has a threaded stud which uses an eyelet on the end of the wire, and his held on by a nut. Order the type you need depending on which connector you have on the end of your wiring harness. Another often overlooked part which can be hard to find at times. Don't let these little items hold up your build. These are a premium part, still made in the good old US of A. |
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| 138-1016
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| Water Temp Sending Unit - W/ Light |
| We offer water temp sending units for cars which had "idiot" lights from the factory (not gauges). These fit in the 1/2" pipe threads on the top passenger side of our aluminum water pump housings. Another often overlooked part which can be hard to find at times. Don't let these little items hold up your build. These are a premium part, still made in the good old US of A. |
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| 127-1030
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| Windage Tray - Stock Stroke |
| Shown above is our brand new "stock stroke" windage tray. Use for all big blocks, with factory stroke crankshafts. Will not clear stroker crankshafts. Comes plated in gold iridite finish. Another great 100% USA MADE part available exclusively through 440 Source at below wholesale pricing! |
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| 112-1013
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| "Black" Type Rear Seal |
| We also carry the factory O.E. style "black" rear seals. These are a factory Chrysler part number 4227926. Sold as a pair (two halves which will equal one complete seal.) These are similar to the rear seals that come in our complete gasket sets. We now offer them separately for convenience. |
| Special Pricing Available |
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| 138-1017
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| Oil Pressure Sending Unit - W/Gauge |
| We offer oil pressure sending units. There were two different types used. This one is for cars which came from the factory with oil pressure gauges (not lights.) Use the other type (listed below) for cars which came with idiot lights. |
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| 138-1018
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| Oil Pressure Switch - W/ Light |
| We offer oil pressure sending units. There were two different types used. This one is for cars which came from the factory with oil pressure "Idiot lights" (not gauges.) Use the other type (listed separately) for cars which came with factory gauges. |
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| 5085
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| Platinum Series Pistons - 4.360 -24 Dished |
| These pistons are a 4.360" (.040 over) bore -24cc DISHED piston which will work in a 440 block with our 4.15" stroke and 6.76" rod "500CI" stroker combination. Click on the part to see our table with detailed compression ratios. All our platinum pistons use 1/16, 1/16, 3/16 ring pack for less frictional loss, and weight saving, full floating .990 pin size. |
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| 5090
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| Platinum Series Pistons - 4.375 -24 Dished |
| These pistons are a 4.375" (.055 over) bore -24cc DISHED piston which will work in a 440 block with our 4.15" stroke and 6.76" rod "500CI" stroker combination. Click on the part to see our table with detailed compression ratios. All our platinum pistons use 1/16, 1/16, 3/16 ring pack for less frictional loss, and weight saving, full floating .990 pin size. |
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| 5080
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| Platinum Series Pistons - 4.350 -24 Dished |
| These pistons are a 4.350" (.030 over) bore -24cc DISHED piston which will work in a 440 block with our 4.15" stroke and 6.76" rod "500CI" stroker combination. Click on the part to see our table with detailed compression ratios. All our platinum pistons use 1/16, 1/16, 3/16 ring pack for less frictional loss, and weight saving, full floating .990 pin size. |
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| 4000
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| Platinum Series Pistons - 4.350 -4 FT |
| These pistons are a 4.350" (.030 over) bore flat top piston which will work in a 440 block with a stock 3.75" stroke and factory length 6.76" rod. Click on the part to see our table with detailed compression ratios. All our platinum pistons use 1/16, 1/16, 3/16 ring pack for less frictional loss, and weight saving, full floating .990 pin size. |
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| 4010
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| Platinum Series Pistons - 4.360 -4 FT |
| These pistons are a 4.360" (.040 over) bore flat top piston which will work in a 440 block with a stock 3.75" stroke and factory length 6.76" rod. Click on the part to see our table with detailed compression ratios. All our platinum pistons use 1/16, 1/16, 3/16 ring pack for less frictional loss, and weight saving, full floating .990 pin size. |
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| 4020
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| Platinum Series Pistons - 4.375 -4 FT |
| These pistons are a 4.375" (.055 over) bore flat top piston which will work in a 440 block with a stock 3.75" stroke and factory length 6.76" rod. Click on the part to see our table with detailed compression ratios. All our platinum pistons use 1/16, 1/16, 3/16 ring pack for less frictional loss, and weight saving, full floating .990 pin size. |
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| 5093
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| Platinum Series Pistons - 4.350 -4 FT |
| These pistons are a 4.350" (.030 over) bore flat top piston which will work in a 440 block with our 4.15" stroke and 6.76" rod "500CI" stroker combination. Click on the part to see our table with detailed compression ratios. All our platinum pistons use 1/16, 1/16, 3/16 ring pack for less frictional loss, and weight saving, full floating .990 pin size. |
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| 5094
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| Platinum Series Pistons - 4.360 -4 FT |
| These pistons are a 4.360" (.040 over) bore flat top piston which will work in a 440 block with our 4.15" stroke and 6.76" rod "500CI" stroker combination. Click on the part to see our table with detailed compression ratios. All our platinum pistons use 1/16, 1/16, 3/16 ring pack for less frictional loss, and weight saving, full floating .990 pin size. |
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| 5095
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| Platinum Series Pistons - 4.375 -4 FT |
| These pistons are a 4.375" (.055 over) bore flat top piston which will work in a 440 block with our 4.15" stroke and 6.76" rod "500CI" stroker combination. Click on the part to see our table with detailed compression ratios. All our platinum pistons use 1/16, 1/16, 3/16 ring pack for less frictional loss, and weight saving, full floating .990 pin size. |
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| 5096
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| Platinum Series Pistons - 4.380 -4 FT |
| These pistons are a 4.380" (.060 over) bore flat top piston which will work in a 440 block with our 4.15" stroke and 6.76" rod "500CI" stroker combination. Click on the part to see our table with detailed compression ratios. All our platinum pistons use 1/16, 1/16, 3/16 ring pack for less frictional loss, and weight saving, full floating .990 pin size. |
| In Stock |
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| 5033
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| Platinum Series Pistons - 4.350 -4 FT |
| These pistons are a 4.350" (.030 over) bore flat top piston which will work in a 440 block with our 4.375" stroke and 7.100" rod "528CI" stroker combination. Click on the part to see our table with detailed compression ratios. All our platinum pistons use 1/16, 1/16, 3/16 ring pack for less frictional loss, and weight saving, full floating .990 pin size. |
| In Stock |
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| 5034
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| Platinum Series Pistons - 4.360 -4 FT |
| These pistons are a 4.360" (.040 over) bore flat top piston which will work in a 440 block with our 4.375" stroke and 7.100" rod "528CI" stroker combination. Click on the part to see our table with detailed compression ratios. All our platinum pistons use 1/16, 1/16, 3/16 ring pack for less frictional loss, and weight saving, full floating .990 pin size. |
| In Stock |
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| 5035
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| Platinum Series Pistons - 4.375 -4 FT |
| These pistons are a 4.375" (.055 over) bore flat top piston which will work in a 440 block with our 4.375" stroke and 7.100" rod "528CI" stroker combination. Click on the part to see our table with detailed compression ratios. All our platinum pistons use 1/16, 1/16, 3/16 ring pack for less frictional loss, and weight saving, full floating .990 pin size. |
| In Stock |
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| 5036
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| Platinum Series Pistons - 4.350 -30 Dished |
| These pistons are a 4.350" (.030 over) bore -30CC DISHED piston which will work in a 440 block with our 4.375" stroke and 7.100" rod "528CI" stroker combination. Click on the part to see our table with detailed compression ratios. All our platinum pistons use 1/16, 1/16, 3/16 ring pack for less frictional loss, and weight saving, full floating .990 pin size. |
| In Stock |
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| 5037
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| Platinum Series Pistons - 4.360 -30 Dished |
| These pistons are a 4.360" (.040 over) bore -30cc DISHED piston which will work in a 440 block with our 4.375" stroke and 7.100" rod "528CI" stroker combination. Click on the part to see our table with detailed compression ratios. All our platinum pistons use 1/16, 1/16, 3/16 ring pack for less frictional loss, and weight saving, full floating .990 pin size. |
| In Stock |
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| 5038
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| Platinum Series Pistons - 4.375 -30 Dished |
| These pistons are a 4.375" (.055 over) bore -30cc DISHED piston which will work in a 440 block with our 4.375" stroke and 7.100" rod "528CI" stroker combination. Click on the part to see our table with detailed compression ratios. All our platinum pistons use 1/16, 1/16, 3/16 ring pack for less frictional loss, and weight saving, full floating .990 pin size. |
| In Stock |
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| 6010
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| Platinum Series Pistons - 4.375 -4 FT |
| These pistons are a 4.375" (.035 over) bore flat top piston which will work in a 400 block with our 4.15" stroke and 6.76" rod "500CI" stroker combination. Click on the part to see our table with detailed compression ratios. All our platinum pistons use 1/16, 1/16, 3/16 ring pack for less frictional loss, and weight saving, full floating .990 pin size. |
| In Stock |
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