Mopar Magic

(MIKE)>> WELCOME TO ENGINE POWER AND PART TWO OF OUR BIG 512 CUBIC INCH MOPAR BUILD. TODAY WE'RE FINISHING IT OFF AND HEADING TO THE DYNO. NOW THE SHORT BLOCK WENT TOGETHER REALLY NICE. THAT WAS DUE TO AWESOME MACHINE WORK AND PARTS THAT WERE SCIENCE'D OUT TO WORK TOGETHER. NOW IN CASE YOU'RE JUST JUMPING ON THE WAGON, HERE'S A LOOK AT HOW IT ALL CAME TOGETHER. THE 440 BLOCK WAS PULLED AND SHIPPED TO US FROM STEPHENS PERFORMANCE, WHO SPECIALIZE IN MOPAR PARTS. WE SENT IT TO SHACKLETTS AUTO MACHINE WHERE IT GOT PREPPED FOR ASSEMBLY. HERE'S WHAT THEY DID.

(PAT)>> AFTER A FEW DAYS AT THE MACHINE SHOP OUR MOPAR'S FOUNDATION IS BACK IN OUR HANDS. WHILE AT SHACKLETTS AUTOMOTIVE OUR BLOCK WAS ALIGN HONED, WHICH GETS ALL THE MAIN BEARING BORES ALIGNED AND SIZED. WE SUPPLIED THESE ARP STUDS BECAUSE THEY HAD TO BE IN FOR THIS OPERATION. ANY TIME THAT YOU SWITCH FROM BOLTS TO STUDS IT WILL DISTORT THE MAIN CAP DIFFERENTLY DUE TO THE WAY THAT THE FASTENER ACTUALLY CLAMPS THE CAP. THEN THE DECKS WERE EQUALIZED, WHICH PUTS THE HEIGHT AND PLANE OF THE DECKS EQUAL DISTANCE TO THE CENTER LINE OF THE CRANK. AFTER THAT THE CYLINDERS WERE BORED AND THEN HONED USING A TORQUE PLATE, WHICH GETS TORQUED TO THE DECK TO SIMULATE A CYLINDER HEAD INSTALLED. THIS ALLOWS FOR THE CYLINDER TO HONED IN A CONTROLLED MANNER TO MAINTAIN PROPER BORE GEOMETRY. ALL THE MACHINING STEPS WERE DONE IN TOP NOTCH FASHION, WHICH GOES TO SHOW THAT SHACKLETTS IS A QUALITY MACHINE SHOP, BUT BEFORE WE CAN PUT IT IN THE CLEANER WE STILL HAVE A LITTLE BIT LEFT TO DO. AND SINCE THIS IS GONNA BE A 512 INCH RACY STREET BULLET, WE'RE GONNA TREAT IT ACCORDINGLY, BY DEBURRING THE ENTIRE BLOCK AND OPENING AND CLEANING THE OIL PASSAGES.

WE STARTED ASSEMBLY WITH A FORGED STEEL PLATINUM

SERIES CRANK SHAFT WITH A FOUR-250 STROKE FROM THE 440 SOURCE. A CUSTOM GROUND CAM SHAFT WENT IN ALONG WITH A MULTI KEYWAY TIMING SET. THEN DROPPED IN OUR FORGED HBEAM RODS AND PISTONS

TO COMPLETE THE ROTATING ASSEMBLY. THE OIL PICK UP SCREWED INTO THE BLOCK. THEN THE FACTORY TIMING COVER WENT ON, THE WINDAGE TRAY WAS POSITIONED, AND A SEVEN QUART LOW PROFILE OIL PAN SEALED UP THE BOTTOM END. AN SFI BALANCER WAS INSTALLED AND THE EXTERNAL

OIL PUMP WAS BOLTED ON.

(MIKE)>> PAT AND I PREDICT THIS ENGINE WILL MAKE NORTH OF 600 HORSEPOWER, AND DO SO ON PUMP GAS. NOW THE MEASURED COMPRESSION RATIO IS 10.8 TO ONE. THE CYLINDER HEADS ARE A HOT TOPIC FOR THIS BUILD. THAT'S BECAUSE TRICK FLOW SPECIALTIES SAW A HUGE GAP IN THE AVAILABILITY OF A HIGH FLOWING, DIRECT BOLT ON HEAD FOR BIG BLOCK MOPARS, BUT THEY CAME THROUGH WITH THESE BRAND NEW RELEASED POWER PORT 240'S. THEIR CNC'ED INTAKE PORTS MEASURE IN AT 240cc

AND THE EXHAUST MEASURES 74cc. THEY'RE ALSO CNC MACHINED. THE VALVE SIZES ARE TWO-190 ON THE INTAKE AND ONE-760 ON THE EXHAUST, AND THEY'RE BOTH HOUSED IN A 78cc COMBUSTION CHAMBER. NOW THESE HEADS ARE DESIGNED TO WORK WITH STOCK STYLE VALVETRAIN AND PISTONS FOR A TRUE BOLT ON APPLICATION.

(PAT)>> COMPLIMENTING THE CAM SHAFT ARE COMP'S RETRO FIT HYDRAULIC ROLLER LIFTERS. ALWAYS INSTALL THEM AFTER A PRESOAK TO ENSURE THE NEEDLE BEARINGS ARE LUBRICATED AND NO AIR POCKETS ARE IN THE PLUNGERS. WE CALCULATED OUR COMPRESSION RATIO UTILIZING A 27 THOUSANDTHS COMPRESS HEAD GASKETS. THESE ARE MULTI LAYER STEEL DESIGN FROM COMEDIC. NOW THE HEAD CAN BE POSITIONED AND ARP HEAD STUDS CAN BE INSTALLED. DOING IT IN THIS ORDER WILL PREVENT ANY ALUMINUM FROM BEING TRANSFERRED TO THE STUD ON THE CYLINDER HEAD INSTALLATION. ARP ULTRA TORQUE LUBE WILL ENSURE THE STUDS ARE

TORQUED PROPERLY, ALL THE WAY TO 80 POUND FEET. THE NEXT STEP WE LIKE TO DO IS DETERMINE THE PUSH ROD LENGTH. FOR THAT WE HAVE TO USE OUR ROCKER ARM SETUP AND AN ADJUSTABLE PUSH ROD LENGTH CHECKER. AT ITS MINIMUM LENGTH SNAKE IT INTO POSITION AND RUN IT UP UNTIL IT SEATS ON THE ROCKER ADJUSTOR. THEN REMOVE THE ROCKER ASSEMBLY, CAREFULLY REMOVE

THE CHECKER, AND MEASURE ITS LENGTH WITH A CALIPER. WE'LL ORDER SOME NINE-300 PUSH RODS.

(ANNOUNCER)>> THE BUILD CONTINUES AFTER THE BREAK, STAY WITH US!

(PAT)>> WE'RE BACK. IT'S BEEN A DAY SINCE WE WORKED ON OUR 512 INCH BIG BLOCK MOPAR. THAT'S DUE TO HAVING TO ORDER A CUSTOM SET OF PUSH RODS FROM TRENT PERFORMANCE, WHO NEXT DAY AIRED THEM TO US. IT WAS A COMPANY THAT WAS STARTED BY BOB FOX, WHO ALONG WITH THE LATE RANDY DORTON CREATED THE SPINTRON MACHINE, WHICH IS THE BENCHMARK FOR VALVETRAIN EVALUATION AND TESTING. THESE HAVE A THREEEIGHTHS OF AN INCH BODY THAT HAS AN 80 THOUSANDTHS WALL THICKNESS. ON THE ROCKER SIDE IT HAS A FIVESIXTEENTHS CUP AND ON THE LIFTER SIDE IT HAS A FIVESIXTEENTHS BALL. LENGTH, NINE-300. FOR INSTALLATION MAKE SURE TO HAVE BOTH ENDS

LUBRICATED WITH A HIGH PRESSURE LUBE, LIKE THIS CMD WE GET FROM GOODSON. NOW POSITION THEM ON THE LIFTERS MAKING SURE THEY ARE SEATED IN THE PLUNGER. WHEN IT COMES TO AFFORDABILITY, DURABILITY, AND LONGEVITY, IT'S HARD TO BEAT A HARLAN SHARP SHAFT ROCKER SETUP. THIS IS THEIR HEAVY DUTY SET FOR "B" AND "RB" BIG BLOCKS AND SUMMIT RACING SELLS THEM FOR $786 BUCKS. THEY'RE SPECIFICALLY DESIGNED FOR HEAVY SPRING PRESSURES AND HIGH LIFT GEOMETRY OF MODIFIED ENGINES. A WIDE ROCKER BODY IS USED FOR INCREASED STRENGTH AND LONGEVITY.

WE'RE SETTING THEM UP AT HALF TURN PAST ZERO LASH. THESE HAVE A ONE POINT SIX RATIO, WHICH PUTS THE

TOTAL LIFT AT THE VALVE ON THE INTAKE SIDE AT 640 THOUSANDTHS AND 672 THOUSANDTHS ON THE EXHAUST.

TO SEAL UP THE VOID OF THE LIFTER VALLEY A FACTORY TYPE VALLEY TRAY IS USED. TAKE YOUR TIME PREPPING IT. A GOOD SEAL HERE IS MANDATORY.

(MIKE)>> TO COMPLIMENT TRICK FLOW'S NEW CYLINDER HEADS AND TO FINISH THE TOP END OFF ON THIS ENGINE IS THIS TRICK FLOW SINGLE PLANE TRACK HEAT INTAKE MANIFOLD. NOW THIS THING HAS EXTRA LONG RUNNERS AND A RAISED PLENUM FLOOR FOR ADDITIONAL HORSEPOWER AND TORQUE. IT HAS AN OPERATING RANGE FROM 3,000 TO 7,000 RPM, AND CHECK THIS OUT. THEY EVEN CAST BOSSES IN THE INTAKE RUNNERS FOR NITROUS NOZZLES.

(PAT)>> IT HAS PLENTY OF MATERIAL FOR PORT WORK,

BUT WE'RE RUNNING IT AS CAST TO SHOW YOU WHAT IT'S

CAPABLE OF OUT OF THE BOX. THESE SUMMIT RACING CAST VALVE COVERS WITH A POLISHED FINISH CAN COVER UP THE VALVETRAIN. THEY ARE A TALL DESIGN SO WE WON'T HAVE ANY INTERFERENCE ISSUES WITH THE ROCKER ARMS. TO REDUCE POWER ROBBING PARASITIC DRAG WE'RE RUNNING THIS MAZERE HIGH FLOW ELECTRIC WATER PUMP. IT FLOWS 55 GALLONS PER MINUTE AND IS BACKED BY THEIR TWO YEAR UNLIMITED MILEAGE WARRANTY.

(MIKE)>> SINCE PAT AND I DECIDED TO RUN EFI ON

THIS ENGINE, A FUEL PUMP BLOCK OFF PLATE

IS BEING INSTALLED. THE REST HAPPENS IN THE DYNO ROOM. IT'S DOCKED UP TO THE DYNO AND WE'RE PUMPED TO HEAR IT RUN, BUT A FEW THINGS ARE NEEDED TO DO SO. MOPAR 440'S DON'T HAVE A DISTRIBUTOR GEAR ON THE

DISTRIBUTOR SHAFT. SO WE GOT THIS SETUP FROM MOPAR PERFORMANCE THAT ALREADY HAS A BRONZE GEAR INSTALLED.

(PAT)>> IT'S HARD TO BEAT AN MSD PRO BILLET DISTRIBUTOR. THEY HAVE UNCOMPROMISING QUALITY AND THEY'RE VERY USER FRIENDLY TO MODIFY FOR YOUR NEEDS. CASE IN POINT, WE LOCKED OUT THE ADVANCE ON THIS

ONE AND WE SHOWED YOU HOW TO DO IT. LOCKING IT OUT ELIMINATES THE MECHANICAL ADVANCE

SO YOU HAVE TOTAL CONTROL OVER THE TIMING AT EVERY RPM. THIS IS COMMON PRACTICE ON HIGH PERFORMANCE STREET AND FULL RACE BULLETS.

(MIKE)>> LISTEN UP EVERYONE. THIS IS A NEW PRODUCT WE'RE SUPER EXCITED TO TRY OUT. IT'S A FITECH ELECTRONIC FUEL INJECTION SYSTEM

THAT'S PACKED FULL OF FEATURES ANYONE WITH A STREET CAR OR RACE CAR CAN USE. NOW THIS UNIT IS A DIRECTLY REPLACEMENT FOR ANYTHING WITH A FOUR BARREL CARBURETOR ON IT. IT'S ALSO A GREAT ADDITION TO LATE MODEL ENGINES LIKE HEMIS OR LS' THAT HAVE ALREADY BEEN SWAPPED OVER TO A CARBURETED TYPE INTAKE MANIFOLD. NOW THIS UNIT WILL SUPPORT 250 ALL THE WAY UP TO 1,200 HORSEPOWER. YOU HEARD ME RIGHT, 1,200. NOW THAT'S ALL THANKS TO EIGHT HIGH FLOW INJECTORS

THAT ARE MOUNTED INTO THE THROTTLE BODY. IT'S BOOST READY RIGHT OUT OF THE BOX TO SUPPORT UP

TO 25 POUNDS IN A BLOW THROUGH APPLICATION OR A ROOTS TYPE SUPERCHARGER SETUP.

IT HAS A BUILT IN TWO AND A HALF BAR MAP SENSOR. THE FUEL PRESSURE REGULATOR IS BUILT IN AS WELL, SO YOU WON'T HAVE TO MOUNT A REMOTE ONE, AND

THE ECU IS MOUNTED HERE TO ELIMINATE SOMETHING

ELSE TO MOUNT AND BULKY HARNESSES TO HIDE. THIS SYSTEM ALSO FEATURES SEVERAL IMPORTANT CONTROL SYSTEMS, LIKE A BUILT IN EIGHT GIG DATA LOGGER

ALONG WITH BOOST AND NITROUS TIMING RETARD STRATEGIES AND AIR/FUEL TARGET OPTIONS. NOW IT CAN BE USED WITH AN MSD SIXAL OR ANY OTHER CDI IGNITION BOX BUT IT'S NOT NEEDED IF YOU'RE RUNNING A PLUG AND PLAY DISTRIBUTOR LIKE WE ARE. NOW IT ALSO HAS A BUILT IN VOLTAGE CONTROLLED FUEL PUMP CONTROLLER, AND ALL OF THAT STUFF I JUST TALKED ABOUT CAN BE CHANGED ON THE FLY ON THIS TOUCH SCREEN MONITOR. NOW THE COOLEST THING ABOUT THIS WHOLE SYSTEM IS IT'S SELF LEARNING. YOU DON'T' HAVE TO HAVE TUNING EXPERIENCE, AND IT HAS A VERY FAST LEARN RATE BASED OFF OF A FOUR POINT TWO BOSCH WIDE BAND OTWO SENSOR.

NOW WHEN WE COME BACK FROM THE BREAK YOU'LL SEE IT ALL HOOKED UP.

(MIKE)>> WE'RE BACK AND READY TO GET OUR FITECH EFI INSTALLED, STARTING WITH THE TEMPERATURE SENSOR. WE'RE PLACING IT IN THE WATER PUMP BECAUSE MAZERE SET THIS ONE UP FOR ONE. BIG CUBIC INCHES REQUIRE HEADERS WITH BIG PRIMARIES. THESE ARE HOOKER SUPER COMPS WITH TWO INCH PRIMARIES THAT MERGE INTO A THREE AND A HALF INCH COLLECTOR. THEY ARE CERAMIC COATED AND WORK GREAT AS DYNO HEADERS OR IN "B" AND "E" BODY MOPARS. NOW IT'S TIME TO DROP IN THE BOSCH WIDE BAND OTWO SENSOR. NOW FITECH SUPPLIES THIS OTWO BUNG THAT MAKES IT

EASY TO MOUNT THE SENSOR IF YOU DON'T HAVE A WELDER. FIRST DRILL A HOLE BIG ENOUGH FOR THE SENSOR TO REACH INSIDE THE PIPE. NOW POSITION THE SUPPLIED GASKET AND BUNG OVER YOUR HOLE, AND TIGHTEN IT DOWN WITH SUPPLIED CLAMPS. NOW WE CAN SCREW IN THE SENSOR, TIGHTEN IT DOWN,

AND MAKE ITS CONNECTION. NOW WE CAN CONNECT HARNESS "A" INTO HARNESS "B" ON THE FITECH UNIT. THIS HOUSES ALL THE LOOSE CONNECTIONS FOR THE POWER HOOK UPS AND IGNITION. FOR OUR ENGINE SETUP WE ONLY NEED THREE. THE WHITE WIRE GOES TO A SWITCHED 12

VOLT IGNITION SOURCE. THE BLACK TO THE NEGATIVE SIDE OF THE COIL SINCE WE'RE USING THE FITECH TIMING CONTROL, AND HEAVY RED DIRECTLY TO THE BATTERY. NOW PLUG THE FITECH TWO WIRE DISTRIBUTOR

CONNECTION RIGHT INTO THE MSD DISTRIBUTOR.

(PAT)>> WHETHER YOU HAVE A TOP FUEL DRAGSTER OR A CLUNKY LITTLE LAWNMOWER, ETHREE MAKES A SPARK PLUG FOR IT. WE'VE HAD GREAT RESULTS USING THEM. SO THEY'LL LIGHT THE AIR/FUEL MIX IN OUR BIG BLOCK MOPAR AS WELL. MSD EIGHT POINT FIVE MILLIMETER SPIRAL CORE WIRES WILL CHANNEL THE VOLTAGE DOWN TO THE SPARK BOLTS. NOW THE HAND HELD MONITOR IS PLUGGED IN AND THE

SYSTEM IS POWERED UP. MAKE THE SELECTIONS AND SET THE PARAMETERS FOR YOUR SETUP AND WE ARE READY TO LIGHT IT OFF.

(MIKE)>> AND THAT'S EXACTLY WHAT WE'VE ALL BEEN WAITING ON. NOW WE'RE GONNA RUN THIS ENGINE ON 93 OCTANE PUMP GAS. IT'S GOT A 10.8 TO ONE COMPRESSION RATIO AND WE'RE STARTING THE TIMING OUT AT 30 DEGREES. NOW AS WE PROGRESS THROUGH THE RUNS WE'LL BUMP UP THE TIMING AS WELL AS THE RPM. NOW BACK IN THE DAY THIS 440 MADE 380 HORSEPOWER. SO LET'S SEE WHAT THE FITECH EFI AND 512 INCHES OF MOPAR MADNESS CAN CRANK OUT. WE RAN IT FOR SEVERAL MINUTES TO GET IT UP TO OPERATING TEMP SO THE INJECTION COULD DO ITS THING.

(PAT)>> YOU'VE GOTTA START SOMEWHERE, SO LET'S START HERE.

(MIKE)>> ALL THE VITALS ARE GOOD, HERE WE GO! THIS INITIAL PULL IS FROM 3,000 TO 5,500 RPM TO MAKE SURE EVERYTHING IS IN CHECK.

(PAT)>> I SAW SOME EXCELLENT TORQUE RIGHT THERE.

(MIKE)>> I FELT IT!

(PAT)>> NICE, LOOK AT THAT.

(MIKE)>> 621 ON TORQUE, 599 ON POWER.

(PAT)>> ALMOST CRACKED 600 THE FIRST SHOT ON THAT SELF LEARNING FITECH.

(MIKE)>> YEAH, THAT'S IMPRESSIVE.

(PAT)>> STEP UP THE RPM TO, LET'S GO 3,500 TO 6,000 AND WE'LL START MAKING SOME REAL POWER PULLS.

(MIKE)>> NOW YOU CAN SEE THE EXCELLENT FUEL DELIVERY PATTERN OF THE FITECH EFI.

WATCH WHAT HAPPENS AT WIDE OPEN THROTTLE. [ engine revving ]

(MIKE)>> MAN THIS THING FEELS AWESOME. 604 ON POWER, 626 POUND FEET.

(PAT)>> EXCELLENT START.

(MIKE)>> LET'S START MAKING SOME SNOT.

(PAT)>> TIMING! SO WE'LL TAKE THE TIMING FROM 30 TO 32 DEGREES AND WE'RE CONFIDENT WE'RE GONNA SEE A CHANGE, BUT YOU'LL SEE THAT AFTER THE BREAK.

(ANNOUNCER)>> HEY IF YOU HAD A DYNO YOU'D PLAY WITH IT TOO, STAY WITH US!

(PAT)>> WE'RE BACK AND READY TO PULL MORE OUT OF

OUR BIG INCH BIG BLOCK MOPAR, LET'S ROLL! WE BUMPED THE TIMING TWO MORE DEGREES TO 32.

[ engine revving ]

(PAT)>> MIGHT HAVE SNUCK A LITTLE MORE IN HER.

(MIKE)>> 609 ON POWER, 634 ON TORQUE.

(PAT)>> ALRIGHT, VERY NICE.

(MIKE)>> I MEAN THIS THING COMES IN HARD TOO. IT'S MAKING 600 FOOT POUNDS AT THE START AT 3,500. I SAY LET'S FIND THE MAX TIMING AND THEN SEE WHAT WE CAN DO WITH A SPACER.

(PAT)>> THAT'S HOW YOU TUNE. WITH TWO MORE DEGREES WE'RE AT A TOTAL OF 34.

(MIKE)>> 35 TO SIX, KEEP IT THE SAME.

(PAT)>> YEP, SNEAKING UP ON IT. WE ALWAYS CREEP UP ON THE TIMING BECAUSE EVERY ENGINE IS DIFFERENT WHERE THE POWER AND TORQUE LEVEL OFF.

(MIKE)>> 610 ON POWER, 631 ON TORQUE.

(PAT)>> WE FOUND OUR TIMING THRESHOLD, AND THAT'S A GOOD INDICATION OF AN EFFICIENT COMBUSTION CHAMBER. LIKE A LOT OF ENGINES HERE ON THE DYNO, WE'RE GONNA TRY A SPACER TO SEE IF WE CAN PICK UP SOME POWER. THIS IS A SPACER THAT WE GOT FROM KEITH WILSON AT WILSON MANIFOLDS. NOW WILSON IS THE ORIGINATOR OF THE TAPERED SPACER WAY BACK IN THE '80'S. THIS IS THE MOST KNOCKED OFF PART IN THE HIGH PERFORMANCE INDUSTRY. WHAT IT DOES, IT ADDS SOME PLENUM VOLUME AND HELPS STRAIGHTEN THE AIR MAKING A GENTLER TURN INTO THE RUNNER. SO WE'RE GONNA SEE IF WE CAN PICK UP SOME POWER.

(MIKE)>> ALRIGHT, SPACER ADDED, SAME

RPM, SAME TIMING.

(PAT)>> THIS WILL BE A GOOD TEST.

(MIKE)>> YOU HANGING ON?

(PAT)>> I'M READY! [ engine revving ]

(MIKE)>> IT LIKED IT ON THE POWER SIDE. PICKED UP SEVEN NUMBERS.

(PAT)>> WELL THAT'S WHAT A SPACER REALLY DOES. IT'LL HELP IT ON THE TOP SIDE. SEVEN NUMBERS, THAT'S NICE.

(MIKE)>> AND THE TORQUE INTERESTINGLY DIDN'T DROP OR GAIN AT ALL, 630.

(PAT)>> BEAUTIFUL, BEAUTIFUL, THAT'S A NICE BEAST. WOULD YOU WANT TO KNOW WHAT IT DOES AGAINST A CARBURETOR? LET'S GIVE HER A TRY.

(MIKE)>> THE FITECH BLOWS ANY CARB AWAY WHEN IT COMES TO OPTIONS, STREETABILITY, FUEL ECONOMY, AND COLD STARTING. PLUS ITS SELF LEARNING FEATURE IS SECOND TO NONE.

COMPARING IT TO A FULLY TUNED RACE CARB IS NOT APPLES TO APPLES BUT WE HAD TO SEE WHAT IT WILL MAKE. SAME RUN, THE ONLY THING DIFFERENT IS THE CARBURETOR.

(PAT)>> MAN IT'S GONNA BE AN INTERESTING ONE. [ engine revving ]

(PAT)>> LOOK AT THAT.

(MIKE)>> 631 ON POWER, 643 ON TORQUE. THAT THING PICKED UP A BUNCH.

(PAT)>> YEAH IT PICKED UP A TON.

(MIKE)>> MAN WHAT GOOD TORQUE ALL THE WAY THROUGH.

(PAT)>> SPECTACULAR, IT HOLDS GREAT POWER. YEP, OIL PRESSURE LOOKS GOOD, MANIFOLD VACUUM LOOKS GOOD, CARRIES TORQUE WELL, EXCELLENT, NICE JOB.

(MIKE)>> ANOTHER GOOD ONE.

(PAT)>> ANY LEVEL OF ENGINE BUILD, FROM A WARMED OVER STOCK POWER PLANT TO A FULL TILT RACE BULLET, CAN BENEFIT FROM AN UPGRADED ROCKER ARM SYSTEM.

IN TODAY'S TECH TIP WE'RE GONNA EDUCATE YOU ON DIFFERENT ROCKER OPTIONS, PLUS A LITTLE KNOWN SETUP THAT PRO ENGINE BUILDERS USE YOU PROBABLY HAVEN'T HEARD OF. WE'LL START BY LOOKING AT STOCK REPLACEMENTS. THESE ARE A COMMON TYPE USED SUCCESSFULLY IN OEM APPLICATIONS UP UNTIL THE LATE 1990'S. THEY'RE A SLED FULCRUM STYLE, MEANING THE ROCKER PIVOTS ON A BALL OR A ROUNDED RETAINER. THEY WORK WELL IN LOW RPM, LOW LIFT, MILD PERFORMANCE APPLICATIONS DUE TO THEIR DESIGN, BUT THEY ARE LIMITED IN THE PERFORMANCE DEPARTMENT BECAUSE THEY DO NOT ALLOW FOR HIGH LIFT CAMS OR HEAVY SPRING PRESSURES. THIS IS BECAUSE THEY HAVE METAL TO METAL CONTACT SURFACES AND INSUFFICIENT TRAVEL FOR THE INCREASED PIVOTING ON BIGGER CAM PROFILES. AN UPGRADE TO THAT OLD TECHNOLOGY IS A ROLLER TRUNION ROCKER ARM. TO DECREASE FRICTION AND IMPROVE VALVETRAIN GEOMETRY THE ROCKER BODY HAS A SHAFT IN IT THAT RIDES ON SOME NEEDLE BEARINGS. OEM'S HAVE IMPLEMENTED THEM IN MANY APPLICATIONS, SEEING THE VALUE OF INCREASED DURABILITY AND VALVETRAIN ACCURACY. THE AFTERMARKET HAS TAKEN THEM ONE STEP FURTHER BY INCORPORATING A NEEDLE BEARING ROLLER THAT RIDES

ON THE VALVE TIP AS WELL, DECREASING FRICTION EVEN MORE. ROCKER BODIES CAN BE MADE FROM EXTRUDED ALUMINUM, CAST OR BILLET STEEL, OR ANY NUMBER OF EXOTIC MATERIALS. PLUS THEY EVEN HAVE DIFFERENT ROCKER RATIOS AVAILABLE FOR MOST APPLICATIONS. SO YOU CAN GET MORE LIFT AND DURATION WITHOUT CHANGING YOUR CAM.

THIS STYLE OF ROCKER ARM IS GREAT FOR STREET AND STRIP, BRACKET RACE, AND STOCK STYLE CIRCLE TRACK APPLICATIONS, BUT AGAIN DUE TO ITS DESIGN IT DOES

HAVE LIMITATIONS ON ITS USAGE.

YOU MUST USE A GUIDE PLATE TO KEEP THE PUSH ROD LOCATED BECAUSE THEY ARE STILL STUD OR BOLT DOWN MOUNTED LIKE A STOCK ROCKER. THEY CAN HANDLE UP TO ABOUT 800 THOUSANDTHS LIFT AND OPEN SPRING PRESSURES OF AROUND 750 POUNDS DEPENDING ON THEIR CONSTRUCTION. FOR A NO HOLDS BARRED HIGH RPM, HIGH HORSEPOWER TRUE RACE BULLET YOU NEED SOMETHING WITH MAXIMUM STRENGTH, DURABILITY, AND ACCURACY, LIKE THESE SHAFT MOUNTS FROM JESEL. THEY CONVERT YOUR HEAD FROM A STUD MOUNT TO A SHAFT MOUNTED ROCKER BY USING A BILLET STEEL STAND THAT BOLTS IN PLACE AND THE ROCKERS MOUNT TO THE STAND PROVIDING A ROCK SOLID FOUNDATION. HERE'S A LITTLE PRO ENGINE BUILDING SECRET. FLAT TAPPET RACING ENGINES THAT REQUIRE CAM BREAK IN ARE RUNNING WITH A BREAK IN ROCKER, LIKE THIS ONE WITH A LOWER RATIO OF ONE POINT THREE. THAT KEEPS THE SPRING PRESSURE LOWER ON THE CAM LOBES, HELPING THE CAM ESTABLISH A WEAR

PATTERN MORE GENTLY. THEN THEY'RE SWITCHED OUT FOR THE REAR ROCKERS AND THAT'S WHEN THE FUN BEGINS.

(MIKE)>> WE HOPE YOU MOPAR FANS ENJOYED THIS BUILD AS MUCH AS WE DID. NOW IF YOU'RE INTERESTED IN THE FITECH EFI FOR ANY ENGINE CONTACT PACE PERFORMANCE AND THEY CAN HOOK YOU UP WITH THE SYSTEM YOU NEED. NOW TO EVERYBODY ELSE INVOLVED IN THIS BUILD, AS WELL AS EVERYBODY WATCHING AT HOME, THANK YOU FOR

HELPING US KEEP THIS PERFORMANCE INDUSTRY ALIVE.