I like using a -16 to feed the engine and a -12 to return to the tank. It maybe over kill but it adds oil volume to the system and seem directionally correct.

Mark

Thank you Mark. So you are running the larger -16 line but your aren't modifying the tank and the LS7 pan... You are reducing from -16 down to -12 at the both connections of the feed line?

Hmmm...so I will be running a Tilton 7/8" mstr cyl and was planning on running a Tilton 6000 series TOB. Would this GT500 TOB be the way to go on a T56 Magnum?

I'm running the production Corvette ZR-1 CCM brakes with Bosch ABS ECBM. We ran CCMs on Jackass and they work great, just a bit challanging on the track to keep from locking a tire when they are hot. They go up in output as they get hotter.

Mark

We have a Peterson tank with a -16 output and the oil pan is stock LS7 so it does neck down at the pan.

Mark

The OE CSC (Concentric Slave Cylinders) self-adjust as the clutch wears. The "race" stuff needs to be set and as the clutch wears the pickup point moves. Well that is how it was explaned to me by one of the guys who designed this stuff.

So far the pedal efforts for my set up feels great. I bench bled my CSC and my master cylender before I installed them so it worked right are without a bleed.

Mark

Thank you Mark

Clutch Choice and coolant loop
 

Mark when you get a chance please post up the thought process behind the Centerforce clutch over the LS9 clutch you were planning earlier.
Also, any photos of the liquid coolant loop routing would be appreciated.

Thanks for all the useful information!!

The LS9 clutch works great up to about 825 ft*lbs TQ. I was on the edge of capacity of that clutch in Red Devil and Mayhem. If you slipped (Got real hot) the LS9 clutch its high RPM reserve (Not fully releasing) was reduced. You would notice this on WOT 2-3s and 3-4s. The Centerforce will hold 1300 ft*lbs. Per Will Baty at Centerforce it will work fine with the F-body CSC but it will have better life with the GT500 Mustang CSC. It took a bit of digging but I found the GT500 part has less effective piston area so for the same master displacement it should stroke farther at the trade off a bit more pedal effort. I made my own Swedgelok quick disconnects and bench bled the system before I installed it. I'll try to take some pictures tonight. The pedal efforts seem correct to me about 35 lbs. On the high side for an OE application but good for a 957 HP Hot Rod. Statically testing it the pickup point seems correct so far I'm happy with it. Randy Johnson and Chris Smith let me drive there cars and the low speed drivabilty of the DYAD seems good. The true test come at the track.

Mark

We made a lot of progress over the weekend. My buddy Ryan Kuhlenbeck was back in town to help with the wiring. Intergrating the new Bosch ABS was not trivial. We finished the whole front engine bay harness. I have started on all the soft lines and I'm about half done. Jeesh this car has a lot of wires and hoses.

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The rear axle and fuel tank are DONE!

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