Even though the drive hub system will be clamped to the crank snout with the 6-inch long center bolt to prevent the possibility of independent hub rotation, two roll pins are installed to the hub. The countersunk inside face of the ATI Super Damper was then drilled to accept these roll pins.
Plumbing the vacuum pump is very straightforward. The two -12 vacuum inlet ports (seen here) are plumbed to the valve covers. A single -12 exhaust port (located on the opposite side of the pump body) is plumbed to a remote breather.
The vacuum pump pulley is mounted to a shaft that registers on a long keyway groove, allowing you to adjust the fore/aft pulley position for perfect alignment to the drive pulley. Three set screws lock the pump pulley in place, and Jones Racing provides access holes in the pulley for these set screws.
Since we're using a vacuum pump, the engine must be sealed (so I couldn't install a breather on a valve cover). In order to provide an oil-fill port, we welded a bung to the roof of the left side valve cover. A Jones Racing threaded cap (O-ring sealed) plugs the hole.
Although function was more of a concern than appearance, the blue (hose end, valve cover knobs, oil fill plug and plug wire boot sleeves) helped to provide a bit of contrast against the aluminum background.
The 65-amp race alternator from Jones Racing is light and the mounting brackets were superb. Note the heim-joint adjuster. Jones told us that this is an intelligent alternator that won't rob horsepower. Jones Racing also builds this alternator in-house.
The alternator bracket assembly fit perfectly, with no massaging required.