<html xmlns:v="urn:schemas-microsoft-com:vml" xmlns:o="urn:schemas-microsoft-com:office:office" xmlns:w="urn:schemas-microsoft-com:office:word" xmlns:m="http://schemas.microsoft.com/office/2004/12/omml" xmlns="http://www.w3.org/TR/REC-html40"><head><meta http-equiv=Content-Type content="text/html; charset=us-ascii"><meta name=Generator content="Microsoft Word 14 (filtered medium)"><style><!--
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</o:shapelayout></xml><![endif]--></head><body lang=EN-US link=blue vlink=purple><div class=WordSection1><p class=MsoNormal><span style='font-size:14.0pt;font-family:"Arial","sans-serif"'>Well, I did some measuring today (by the way the new clutch and cylinder kits didn’t solve my problem) and thought I would pass on info for anybody that is interested.<o:p></o:p></span></p><p class=MsoNormal><span style='font-size:14.0pt;font-family:"Arial","sans-serif"'>The actual amount of movement of the slave cylinder with a full to the floor movement of the clutch peddle is .745”. The measure of the piston movement from the very back to when the piston comes to the very front of the cylinder (not protruding) is like I mentioned before is 1.35”, so that leaves approximately .605” more potential movement to apply to the clutch arm. I’m hoping the .700 Girling master cylinder I just ordered will take up just that amount. I can only hope. HA! If not I’ll pull the engine and tranny again and get a CF clutch. As for a annular TO bearing, my friend has a highly modified Mazda with a 331 Ford engine for road racing with a annular TO bearing and it works very well with the stock master cylinder. I would be very interested in why TH doesn’t like them anymore.<o:p></o:p></span></p><p class=MsoNormal><span style='font-size:14.0pt;font-family:"Arial","sans-serif"'>Jerry <o:p></o:p></span></p><p class=MsoNormal><span style='font-size:14.0pt;font-family:"Arial","sans-serif"'> <o:p></o:p></span></p></div></body></html>