Parts Used In This Episode
Magnaflow
Exhaust System, Hot Rod Kit, Header-Back, Stainless Steel, Natural, 3.00 inch Diameter, Universal, Kit
Aerospace Components
Disc Brake Kit, Heavy-Duty, 10.25 in. Diameter Rotors, 4-Piston Calipers, Front, GM, Kit
Aerospace Components
Disc Brakes, Pro Street, Rear, Rotors, 4-Piston Calipers, Polished, Ford 9 in., 5-Lug, Kit
Afco Racing Products
DYNATECH, V-Clamp, Stainless Steel, 3.5 in. Diameter Mild Steel Rings, Kit
Competition Engineering
Motor Plate, Front, Aluminum, 0.250 in. Thick, Chevy, Big Block, Each
Doug's Headers
Exhaust Cutouts, Electric, Bolt-On, Stainless Steel, Natural, 3 in. Diameter, Kit
Dupli-Color
Paint, Engine, Enamel with Ceramic Resin, Gloss, New Ford Gray, 12 oz., Aerosol, Each
Earl's Performance Plumbing
From hose & hose ends, adapters, brake lines, radiator & heater hoses to coolers, gaskets & more, Earls has your plumbing needs covered
Summit Racing
Battery Relocation Kit, Black Box, 1-Gauge Cables, Terminals, Hold-Down Hardware, Grommets, Cable Clamps, Kit
Summit Racing
Carburetor, Summit M2008, 600 cfm, Square Bore, 4-Barrel, Electric Choke, Vac Secondary, with DVD, Black, Each
Summit Racing
Intake Combo, Weiand Action Plus, Mopar, Small Block, Bolts, Gaskets, RTV Sealer, Carburetor Studs, Kit
TCI Automotive
Automatic Transmission, Reverse Shift Pattern, Manual Valve Body, Trans Brake, Chevy, TH400, Each
AutoZone
Pro Power Dual Terminal AGM Battery
Calvert Racing Products
CalTracs 2301 Low Profile 1 Hole
Calvert Racing Products
SP-1 Spacer Kit
Calvert Racing Products
Split Mono Leaf 2000
Currie Enterprises
Currie Fabricated 9 Housing with Torino ends, 9-Plus race case with big bearing pinion support and 1350 Yoke, 35-Spline Axles, 5x4.75, 4.56 gears, Detroit Locker
Stainless Works
Chevy Big Block Turbo Headers: Up and Forward
The Industrial Depot
The Industrial Depot - Fasteners, Hardware and Shop Supplies
Video Transcript
(ANNOUNCER)>> TODAY ON
ENGINE POWER, IT'S OUR TURN ON THE SHARED S-10
PROJECT, BUT THERE'S A LOT
TO DO BEFORE THE LIME DIME GETS SOME TRACK TIME.
(MIKE)>> WELCOME TO ENGINE POWER AND OUR BRAND NEW PROJECT. WE FINALLY GOT OUR HANDS BACK ON OUR '97 S-10. IT WAS OVER IN THE TRUCK TECH SHOP, WHERE RYAN INSTALLED A NEW CAGE, BRAKES, AND ADDED WHEELS AND TIRES TO MAKE IT A ROLLER. NOW IT'S GONNA BE A TRUCK THAT'S AROUND FOR QUITE A WHILE CAUSE WE'RE GONNA USE IT FOR DIFFERENT ENGINE COMBINATIONS AND TESTING IN THE FUTURE.
(PAT)>> SINCE THIS IS GONNA BE A TRUE STREET/STRIP VEHICLE, WE WANTED TO KEEP A LITTLE BIT OF LUXURY IN IT. SO ALL THE INTERIOR WENT BACK IN, FROM THE HEADLINER AND KICK PANELS TO THE DASH AND INSTRUMENT CLUSTER. A LEXAN WINDOW WAS RIVETED IN DUE TO THE DOWN BARS
FROM THE CAGE, AND THE ENGINE COMPARTMENT EVEN GOT A LITTLE CLEAN UP TOO.
(MIKE)>> THE PARTS WE CHOSE TO GET THIS TRUCK TOGETHER ARE FROM MANUFACTURERS THAT HAVE TESTED THEIR PRODUCT OUT ON THE TRACK TIME AND TIME AGAIN, LIKE CALVERT RACING SUSPENSION SYSTEMS FOR LEAF SPRING VEHICLES. THESE GUYS HOLD THE LAST SIX OF SEVEN WORLD CHAMPIONSHIPS IN STOCK ELIMINATOR COMPETITION. NOW DOWN THE LINE WE HAVE A SET OF AEROSPACE BRAKES
THAT ARE BUILT FOR THE STREET AND THE STRIP,
BEING DUBBED THEIR PRO STREET SYSTEM. NOW CURRIE ENTERPRISES SENT US A COMPLETE NINE INCH REAR END, AND ALL THESE PLATES AND BRACKETS WILL HELP US GET THE ENGINE AND TRANSMISSION MOUNTED FROM COMPETITION ENGINEERING. NOW THE FIRST THING WE NEED TO DO IS GET THE REAR END ASSEMBLED SO WE CAN GET THE TRUCK BACK TO ROLLER STATUS.
(PAT)>> SINCE WE'LL HAVE ENGINE COMBINATIONS IN THIS TRUCK THAT PRODUCE A LOT MORE POWER, A STRONG REAR END IS A MUST. CURRIE SENT US THIS FNINE FABRICATED HOUSING THAT
HAS A THREEEIGHTHS INCH THICK HIGH FORM 50 STEEL MOUNTING FLANGE FOR THE THIRD MEMBER, THREE INCH
BY .250 WALL AXLE TUBES WITH BIG BEARING FORD ENDS, AND WE ORDERED THE LEAF SPRING PADS IN A STOCK S-10
LOCATION SO IT WILL BE A DIRECT BOLT IN. THE THIRD MEMBER IS FILLED WITH A DETROIT LOCKER. IT ALLOWS 100 PERCENT TRACTION AT BOTH TIRES UNDER POWER, BUT IT ALLOWS THE AXLES TO TURN INDEPENDENTLY FOR CORNERING. TO MAKE THE CONNECTION FROM THE DIFF TO THE
DRIVESHAFT IS A SET OF 4.56 GEARS.
(MIKE)>> WITH SILICONE ON THE MOUNTING FACE, WE CAN DROP THE THIRD MEMBER ON, MAKING SURE IT GOES ON THE STUDS EVEN.
NOW THE 35 SPLINE AXLES CURRIE SUPPLIED WITH THE REAR END CAN SLIDE IN, AND THIS HAS US READY FOR THE REAR BRAKES. AEROSPACE DESIGNED THIS BRAKE SYSTEM FOR VEHICLES WEIGHING LESS THAT 4,000 POUNDS. NOW THE HEART OF THE SYSTEM IS THIS BILLET ALUMINUM FOUR PISTON CALIPER. NOW THE HAT IS PREDRILLED FOR MULTIPLE BOLT PATTERNS AND A HALF INCH STUD.
IT'S CONNECTED TO AN 11 AND THREE QUARTER INCH VENTED ROTOR, AND ALL THAT GETS STOPPED BY HAWK RACING PADS.
(PAT)>> FIRST THE BRACKET THAT RETAINS THE AXLE WILL GET INSTALLED AND TIGHTENED, FOLLOWED
BY THE CALIPER BRACKET.
NOW THE VENTED ROTOR AND HAT CAN BE PUT INTO PLACE. FINALLY THE BILLET ALUMINUM CALIPER FILLED WITH HAWK PADS CAN WRAP AROUND THE ROTOR. OUR S-10 FACES THE SAME CHALLENGE AS ANY OTHER STREET RACE RIG WITH STOCK SUSPENSION, GETTING POWER TO THE TRACK. BUT JOHN CALVERT DESIGNED A SYSTEM IN HIS GARAGE ABOUT 20 YEARS AGO THAT FITS THE BILL. BUILDING UPON THAT SUCCESS, CALVERT RACING COMPANY WAS CREATED. THEY ARE NOW THE GO TO SOURCE FOR DRAG RACE SUSPENSION COMPONENTS SPECIALIZING IN MAKING LEAF SPRING CARS HOOK HARD AND LAUNCH STRAIGHT WITH BIG HP.
(MIKE)>> THE REAR END NEEDS TO BE SUPPORTED BY JACK STANDS FOR THE INSTALL. WITH IT IN POSITION, WE CAN ATTACH THE SPLIT
MONOLEAF TO THE FRAME. THE REAR EYE USES A URETHANE BUSHING AND THIS SPRING HAS A 200 POUND RATE. IT'S SUBSTANTIALLY LIGHTER THAN MULTILEAVES FOR BIG UNSPRUNG WEIGHT SAVINGS. THE FRONT EYE OF THE SPRING IS FILLED WITH AN ALUMINUM BUSHING. THIS IS ALL CAPTURED IN THE
CALTRACKS PIVOT ASSEMBLY. WITH THE ROLL PIN CONTACTING THE UPPER SURFACE OF THE SPRING, WE CAN APPLY GREASE TO THE STEEL INSERT AND PUSH IT THROUGH THE SPRING EYE. AND ATTACH THE ASSEMBLY TO THE FRONT HANGER. WITH THE NINESIXTEENTHS INCH LOWERING BLOCK PLACED ON THE SPRING'S LOCATOR DOWEL, THE TRUCK CAN BE RAISED SO THE REAR END RESTS ON THAT BLOCK. UP A LITTLE MORE, WHOA! USING TWO UBOLTS, THE REAR SHOCK PLATE CAN BE MOUNTED AND THE BOLTS TORQUED TO 75 FOOT POUNDS. THE REAR SHOCKS ARE CALVERT RACING CR SERIES. NOW THESE ARE A NINE WAY ADJUSTABLE CONSTRUCTED OUT OF A HEAVY DUTY STEEL TUBE. NOW THE LARGE ADJUSTMENT KNOB MAKES IT EASY TO MAKE CHANGES WHILE THEY'RE STILL BOLTED UP UNDER THE VEHICLE.
(PAT)>> WITH THE SHOCK ATTACHED TO THE FRAME IN THE STOCK LOCATION, THE BOTTOM CAN BE ATTACHED TO THE CALTRACKS SHOCK PLATE. WE'LL APPLY SOME ANTISEIZE TO THE ROD ENDS, AND THREAD THEM ALL THE WAY ONTO THE TRANSFER LINK BARS. AND ATTACH THE FRONT ROD END TO THE PIVOT ASSEMBLY.
HOLDING THE REAR ROD END, CAREFULLY ROTATE THE BAR SO THEY THREAD OUT EQUALLY UNTIL IT LINES UP WITH THE REAR MOUNTING POINT.
(MIKE)>> THE PRELOAD STILL NEEDS TO BE SET ON THE CALTRACKS SYSTEM, BUT WE CAN'T DO ANY OF THAT UNTIL THE ENGINE, TRANSMISSION, BED, EVEN THE DRIVER SITTING IN THE VEHICLE. SO WE'RE GONNA GO AHEAD AND SHIFT OUR FOCUS TO THE FRONT OF THE TRUCK, THE ENGINE BAY, AND GET THE ENGINE MOUNTS ALL BUILT AND PUT IN. BUT WE CAN'T DO THAT UNTIL AFTER THIS BREAK.
(ANNOUNCER)>> UP NEXT, WE TEST FIT THE 427 WE BUILT, ALL 509 HORSEPOWER OF IT.
(MIKE)>> WE'RE BACK AND READY TO GET OUR BIG BLOCK PUT IN THE S-10'S ENGINE BAY. SO WE'RE GONNA USE AN ALUMINUM FRONT PLATE, A POLY TRANSMISSION MOUNT, AND A FORE AND AFT LIMITER TO GET OUR 427 MOUNTED. NOW THAT HELPS US IN SEVERAL WAYS. THE FIRST, WE GET TO PUT THE ENGINE WHEREVER WE WANT IT, PREFERABLY AS CLOSE TO THE FIREWALL AS POSSIBLE. SECOND, WE ELIMINATE THE FACTORY ENGINE MOUNTS,
WHICH GAINS US TONS OF HEADER CLEARANCE. AND THIRD, WE CAN MOUNT RELAYS OR EVEN CATCH CANS TO THESE PLATES. SO THE FIRST THING WE'RE GONNA DO IS GET THE ENGINE LOWERED IN THE BAY AND JUST GET AN IDEA OF WHAT WE HAVE TO TAKE CARE OF. WE KNOW SOME SLIGHT FABRICATION IS GOING TO BE NEEDED TO GET THE ENGINE MOUNTED.
(PAT)>> A LITTLE BIT MORE.
(MIKE)>> NOW THE BIGGEST ONE IS TO THE CROSS MEMBER FOR OIL PAN CLEARANCE. BUT DON'T BE INTIMIDATED, IT'S WAY EASIER THAN YOU THINK.
(PAT)>> PLENTY OF ROOM BACK THERE. OKAY STOP, OKAY.
(MIKE)>> AND WE'RE GOING TO SHOW YOU WITH TOOLS YOU WOULD USE AT HOME. THE ENGINE NEEDS TO COME TO THE DRIVER'S SIDE ABOUT AN INCH AND A HALF.
(PAT)>> HOW'S THAT?
(MIKE)>> LOOKS GOOD, LOOKS GOOD!
(PAT)>> WE NEED TO REMOVE ABOUT TWO INCHES FROM THE CROSS MEMBER. MARKING IT ON BOTH SIDES WILL LET US KNOW WHERE TO MAKE THE CUT. NOW WE CAN PULL THE ENGINE OUT AND GET BUSY WITH THE CUTOFF WHEEL. NOW SEE, IF YOU WANT, WE CAN MAKE A LARGER CUT.
THE IDEA IS TO REMOVE ENOUGH MATERIAL FOR CLEARANCE BUT NOT GO TOO CRAZY AND SACRIFICE THE CROSS MEMBER'S STRENGTH. TAKE YOUR TIME HERE AND LET THE CUTTING WHEEL DO THE WORK. [ cutoff wheel spinning ]
(PAT)>> YOUR TURN! YOU SHOULD BE ABLE TO REMOVE ALL OF IT IN ONE PIECE. [ hammer banging ]
(PAT)>> NO PLASMA CUTTER, NO PROBLEM! DUE TO OUR OIL PAN'S DRAIN PORT LOCATION, WE DECIDED TO REMOVE A SECOND PIECE OF THE CROSSMEMBER SO WE CAN SERVICE THE ENGINE IN THE TRUCK.
(MIKE)>> USING A PIECE OF CARDBOARD TO CUT A TEMPLATE, WE CAN TRACE THE AREAS OUT WE WANT TO FILL BACK IN. THEN MARK THEM OUT ON A PIECE OF THREESIXTEENTHS STEEL PLATE. THEN CUT THE PIECES TO BE USED. NOW THE MIDDLE ONE WILL BE THE FIRST TO GO IN. I'LL TACK IT IN MULTIPLE SPOTS TO MAKE
SURE IT STAYS PUT. NOW WE'LL FIT THE SIDE PIECES IN PLACE AND TACK THEM THE SAME WAY. FINALLY BURN EVERYTHING IN, ALTERNATING WHERE YOU WELD. THIS WILL HELP AVOID THE STEEL FROM WARPING DUE TO EXCESSIVE HEAT IN ONE AREA.
(PAT)>> SINCE WE WENT ONE INCH WIDER THAN THE OIL PAN ON BOTH SIDES OF THE CROSSMEMBER, WE'RE CONFIDENT IT'S GONNA DROP RIGHT IN.
(MIKE)>> GOOD?
(PAT)>> YEP, GO AHEAD, COME BACK. COME BACK SOME, ALRIGHT.
(MIKE)>> NOW WE'RE READY TO GET THE TRANSMISSION MATED TO THE ENGINE. NOW THAT'S GONNA ALLOW US TO GET IT INTO POSITION, SET OUR DRIVELINE ANGLE, AND EVEN GET THE TRANSMISSION CROSS MEMBER BUILT. NOW THE TRANSMISSION WE'RE USING IS A TH 400 FROM TCI. THEY BUILT IT FOR US WITH A TRANS BRAKE, A REVERSE SHIFT PATTERN, AND OUT BACK A FOUR INCH TAIL HOUSING THAT ACCEPTS ARE LARGE YOKE. UP FRONT IS A 300-M INPUT SHAFT AND INSIDE IS A BUNCH OF PERFORMANCE PARTS LIKE RED EAGLE CLUTCHES, A MODIFIED FRONT DRUM, AND THEY EVEN INCREASED THE LINE PRESSURE TO PREVENT CLUTCH SLIPPAGE. SO NEEDLESS TO SAY THIS TRANSMISSION IS GOING TO HANDLE ANY BIT OF POWER WE PUT TO IT FROM THAT 427. THIS IS FOR MOCK UP ONLY, SO WE'RE LEAVING THE CONVERTER OUT. ALRIGHT PAT, HERE WE COME. WE'LL BOLT THE TRANS TO THE BLOCK AND LEAVE THE JACK UNDER IT FOR NOW.
(PAT)>> WITH THE ASSEMBLY IN POSITION, WE CAN ATTACH FRAME TABS TO THE FRONT ENGINE PLATES WITH ARP BOLTS. THEN WELD THEM TO THE FRAME. BACK UNDERNEATH WE CAN ATTACH THE TRANS MOUNT TO THE TRANNY, AND BOLT THE COMPETITION ENGINEERING TRANSMISSION MOUNT BRACKET TO IT. WITH THE CROSS MEMBER CUT TO LENGTH, WE CAN TACK IT TO THE BRACKET. WITH THE TUNED SQUARE WELD ON THE FRAME RAILS TABS AND MARK THE CROSS MEMBER WHERE THE HOLE INTERSECTS THE TABS. NOW DRILL THE HOLE AND WELD THE SLEEVE IN. THE FINAL STEP IS TO BOLT IT IN AND FINISH
WELDING THE TABS.
(ANNOUNCER)>> NEXT THE BED IS REINSTALLED AND LOADED!
(MIKE)>> I CAN'T REALLY SEE.
(PAT)>> TRUST ME!
(MIKE)>> WE'RE BACK AND ON A MISSION TO GET THIS TRUCK FIRED UP BY THE END OF THE SHOW. NOW WE'RE READY TO PUT THE BED IN PLACE BUT NEED TO CUT THE PASS THROUGH HOLES FOR THE CAGE. FIRST I'M TAKING A MEASUREMENT FROM WHERE THE BED SAT ON THIS PAD TO THE CENTER OF THE PIPE, WHICH IS FIVE AND AN EIGHTH. NOW I'LL TRANSFER THAT MEASUREMENT TO THE BED AND MARK THE AREA WHERE THE HOLE NEEDS TO BE. WE'LL MAKE THE CUT WITH AN INCH AND THREE QUARTER SAW.
BECAUSE OF THE ANGLE, WE'LL HAVE TO OVAL
THEM OUT AS WELL. WITH BOTH OPENINGS IN PLACE, WE'LL REMOVE THE TIRES AND TEST FIT THE BED.
(PAT)>> THAT BACK HAS GOT TO COME UP.
(MIKE)>> OUR ENGINE HOIST WON'T LET IT TILT ENOUGH. SO WITH THE HELP OF CORN FED NUMBER ONE AND TWO, WE'LL TIP IT IN AND LAY IT DOWN.
(PAT)>> OH BOY!
(MIKE)>> BEAUTIMUS GUYS! THE HOLES NEED A LITTLE MORE REMOVED. NOW IT FITS LIKE IT SHOULD. LET'S GO BACK SOME. I'M LINED UP. I MEAN I COULD START EVERY BOLT RIGHT NOW, VERY, VERY COOL! WITH THE WHEELS AND TIRES BACK ON, WE CAN TIGHTEN THE BED TO THE FRAME. INSIDE THE BED THE DOWN BARS GO BACK IN. NOW THESE INTERLOCKING TUBE CLAMPS HAVE A MACHINED TOLERANCE FIT AND WILL INSURE THE TUBE STAYS TOGETHER. IT'S A TRUCK AGAIN, AND I MIGHT HAVE TO SAY, IT'S COMING ALONG BETTER THAN EXPECTED. BECAUSE THESE S-10'S ARE SO LIGHT IN THE BACK HALF, WE NEED TO ADD WEIGHT WHERE IT COUNTS. SO WE'RE GOING TO BE MOUNTING TWO FUEL CELLS IN THE BED, A 15 GALLON FOR PUMP GAS AND A FOUR GALLON FOR RACE GAS WHEN WE RUN THE NITROUS. NOW JOINING THEM WILL BE THE BATTERY AND THE RADIATOR BECAUSE WE'RE GONNA MOUNT THE COOLING SYSTEM IN THE BED TO GET ALL THAT WEIGHT OFF THE NOSE. SO BASICALLY IN LAYMEN'S TERMS, THIS THING'S GONNA HOOK LIKE A MULE WITH THE CALTRAX. BECAUSE THE PUMP GAS CELL IS THE LARGEST, IT'S
GETTING MOUNTED FIRST.
NOW IT'S GOING BEHIND THE AXLE CENTER LINE. THE SUMP HAS TO BE RECESSED IN THE BED, SO
IT'S BEING MARKED FIRST. NOW THE OPENING CAN BE CUT OUT USING A CUTOFF WHEEL. THE CELL CAN GO BACK IN POSITION, AND WE HAVE PLENTY OF CLEARANCE. NOW MAKE SURE YOU KNOW WHAT'S UNDERNEATH BEFORE YOU CUT.
(PAT)>> WITH OUR STRAPS MADE AND PAINTED, WE CAN SECURE THE SHELL TO THE BED. OUR SMALL CELL IS FROM SUMMIT RACING, AND IT'S BEING POSITIONED NEXT TO THE BIG ONE. DOING IT THIS WAY MAKES IT EASIER TO PLUMB THE LINES TO THE PUMP AND KEEPS THE WEIGHT BEHIND THE AXLE. FINALLY WE CAN MOUNT THE BATTERY BOX. THIS IS A SUMMIT RACING UNIVERSAL BOX THAT HOUSES SEVERAL BATTERY SIZES. IT COMES WITH EVERYTHING WE NEED TO INSTALL IT.
FILLING IT IS THIS NEWLY RELEASED DURALAST PRO POWER AGM SERIES BATTERY. IT PROVIDES POWER TO VEHICLES WITH LOTS OF ACCESSORIES, PLUS IT HAS GREATER DURABILITY IN EXTREME CONDITIONS. IT ALSO RECHARGES FASTER THAN A STANDARD LEAD BATTERY.
THEY'RE AVAILABLE IN NINE SIZES AND HAVE A FULL THREE YEAR REPLACEMENT WARRANTY. TO MOUNT THE RADIATOR IN THE BED WE'RE USING A FRAME MADE OF ONE INCH SQUARE ALUMINUM. THREADED INSERTS ARE INSTALLED AND ARP BOLTS FASTEN THE TWO TOGETHER. THIS WHOLE SETUP WEIGHS 35 POUNDS WITHOUT ANY COOLANT.
GETTING THAT OFF THE NOSE OF THE TRUCK WILL ADD TO THE WEIGHT IN THE BED AND HELP US WITH TRACTION.
(MIKE)>> FEEL REAL STURDY?
(PAT)>> YEAH, YOU COULD PICK THE TRUCK UP WITH IT I'M SURE.
(MIKE)>> WITH THE CELLS, ALL THE ALUMINUM BACK THERE. THAT THING'S PERFECTLY IN LINE WITH THE BACK OF THE WINDOW, SO NOTHING'S OFF LEVEL.
(PAT)>> NICE, NICE, NICE!
(MIKE)>> TO KEEP OUR 427 FROM MOVING AROUND DURING HARD ACCELERATION OR HARD BRAKING, WE HAD TO INSTALL A LIMITER KIT FROM COMPETITION ENGINEERING.
NOW THIS IS GONNA KEEP THE FRONT PLATES FROM FLEXING AND EVENTUALLY CRACKING. THE BLOCK MOUNTING TUBE WILL GO ON FIRST. WITH THE CHASSIS TABS ATTACHED TO THE ROD END AND THE LIMITER TUBE, I CAN TACK IT IN PLACE. REMOVE IT FROM THE TRUCK, AND WELD ALL THE SEAMS. THAT WAS THE LAST THING WE WILL WELD TO THE FRAME RAILS UP FRONT, SO THE TRANSMISSION AND THE 427 ARE COMING OUT FOR THE FINAL CLEAN UP AND PAINTING OF THE ENGINE BAY. DUE TO SOME LEFT OVER MEDIA FROM THE BLASTING, THE LIME DIME IS GETTING ONE MORE BATH. AND LIKE THE FRAME RAILS OUT BACK, THE FRONTS ARE GETTING THE SAME TREATMENT, DUPLICOLOR
SELF ETCHING PRIMER COVERED UP BY THEIR ENGINE
ENAMEL IN GRAY, WHICH IS A GREAT BACK DROP TO SEE IF ANY LEAKS SHOW UP.
(ANNOUNCER)>> THE 427 GOES IN FOR GOOD WITH SOME UNIQUE HEADERS!
(PAT)>> WE'RE BACK AND READY FOR FINAL ASSEMBLY OF LIME DIME. WE'RE ON A TIGHT TIME TABLE AND THINGS ARE GOING TO TOGETHER QUICKLY, SO PAY CLOSE ATTENTION. OUR STEALTH 427 GOES BACK IN FOR THE FINAL TIME. THE FORE AND AFT LIMITER IS BOLTED UP AS WELL. BACK UNDERNEATH, THE NEW TCI MINI STARTER CAN BE INSTALLED FIRST DUE TO A TIGHT FIT.
NEXT UP IS THEIR 153 TOOTH FLEX PLATE. IT'S SFI APPROVED FOR LOTS OF ABUSE. TCI'S 10 INCH ULTIMATE STREET FIGHTER CONVERTER
WITH A 3,800 STALL SPEED WILL LINK THE ENGINE TO THE TRANS. WITH IT SEATED, THE TCI TH 400 WILL GO IN FOR GOOD.
(MIKE)>> AND ALL THE WEIGHT GETS SUPPORTED WITH
OUR FRESHLY PAINTED CROSS MEMBER. A SET OF STAINLESS WORKS TWO AND A QUARTER INCH UP
AND FORWARD TURBO HEADERS WITH A THREE AND A HALF INCH COLLECTOR WILL LET US AVOID HACKING UP THE FRAME TRYING TO GET A CONVENTIONAL SET TO FIT. PLUS THIS GETS US ONE STEP AHEAD FOR ANOTHER POWER ADDER WE'RE PLANNING ON DOWN THE ROAD. STARTING WITH A THREE AND A HALF INCH VBAND CLAMP FROM DYNATECH, PAT AND I BUILD THE EXHAUST USING
THREE INCH MAGNAFLOW PIPE. NOW WE CUT PREBENT PIECES AND KEPT SUSPENSION TRAVEL AND A TIGHT FIT IN MIND. NOW IT MAY SEEM LIKE OVERKILL, BUT IT WAS THE EASIEST ROUTE.
TRY FINDING A SET OF HEADERS THAT FIT A LOWERED BIG BLOCK IN A LATE MODEL S-10, GOOD LUCK! NOW A YPIPE GOES ON TO HOUSE A DOUG'S
STAINLESS EXHAUST CUTOUT. NOW THEY'RE ELECTRIC AND HAVE A MORE COMPACT DESIGN THAN THE EARLIER ONES. A ROTATING GATE GIVES A LEAK FREE SEAL, AND DON'T WELD ON THEM, IT VOIDS THE WARRANTY. TO GET THE TIRE SMOKE AWAY FROM THE TRUCK DURING BURNOUTS, A TURN DOWN TOWARDS THE REAR TIRE. WRAPPING UP THE EXHAUST IS A MAGNAFLOW RACE SERIES MUFFLER.
WE WENT AS FAST AS WE COULD, BUT TIME IS JUST SOMETHING WE CAN'T FABRICATE. NOW OL' LIME DIME ISN'T READY FOR THE ROAD OR THE TRACK YET, BUT IT WILL BE READY NEXT TIME.
(PAT)>> WHETHER WE'RE PLUMBING FUEL OR COOLING SYSTEMS, WE WANT QUALITY FITTINGS THAT WE CAN TRUST. EARL'S PERFORMANCE IS OUR GO TO SOURCE FOR AN STYLE
FITTINGS BECAUSE OF THEIR ENORMOUS SELECTION. THESE ARE THE TYPICAL ONES WE'LL USE FROM A DASH FOUR ALL THE WAY UP TO A DASH 16, AND THEY COME IN SEVERAL VARIATIONS FROM STRAIGHTS, 45'S, 90'S, EVEN 180'S. IF THEY'RE GOOD ENOUGH FOR JOHN FORCE TO PUT ON HIS FUNNY CAR, I GUESS THAT MEANS THEY'RE TOP NOTCH. THEY'RE AVAILABLE WHERE QUALITY PERFORMANCE PARTS ARE SOLD.
(MIKE)>> IF YOU'RE INTO CHRYSLER SMALL BLOCKS AND LIKE SAVING CASH, SUMMIT RACING HAS AN INTAKE COMBO PRO PACK FOR YOUR MOPAR. NOW A WEIAND ACTION PLUS INTAKE MANIFOLD WITH AN OPERATING RANGE FROM IDLE TO 6,000 RPM IS THE HEART OF THE SYSTEM. NOW THIS IS A DIRECT REPLACEMENT, AND IT EVEN ACCEPTS STOCK OR AFTERMARKET CARBURETORS. NOW THE REASON THEY CALL IT A COMBO IS IT COMES WITH FEL PRO GASKETS, CARB STUDS, AND INTAKE BOLTS FOR A QUICK INSTALL. THE PRICE, RIGHT AT $256 BUCKS.
(PAT)>> HERE'S A GREAT ADDITION TO THAT PRO PACK. SUMMIT RACING'S VERY OWN STREET/STRIP CARBURETOR. YEARS OF R&D AND TESTING HAVE PRODUCED THIS SLICK
PIECE THAT HAS GREAT THROTTLE RESPONSE AND
STREET DRIVABILITY. 100 PERCENT WET FLOW TESTED AND READY TO RUN, IT FEATURES AN ALL ALUMINUM BODY AND A ONE PIECE TOP WITH NO GASKET UNDER THE FUEL LEVEL FOR LEAK FREE PERFORMANCE. IT ALSO HAS AN EASY ADJUST ELECTRIC CHOKE, QUICK CHANGE VACUUM SECONDARY, AND EVEN COMES WITH GASKETS, HARDWARE, AND A DVD FOR SIMPLE HOOK UP AND TUNING. AND IT'LL ONLY SET YOU BACK ABOUT $330 BUCKS. WELL THAT'S IT FOR US, WE'LL SEE YOU NEXT TIME.
Show Full Transcript
TO DO BEFORE THE LIME DIME GETS SOME TRACK TIME.
(MIKE)>> WELCOME TO ENGINE POWER AND OUR BRAND NEW PROJECT. WE FINALLY GOT OUR HANDS BACK ON OUR '97 S-10. IT WAS OVER IN THE TRUCK TECH SHOP, WHERE RYAN INSTALLED A NEW CAGE, BRAKES, AND ADDED WHEELS AND TIRES TO MAKE IT A ROLLER. NOW IT'S GONNA BE A TRUCK THAT'S AROUND FOR QUITE A WHILE CAUSE WE'RE GONNA USE IT FOR DIFFERENT ENGINE COMBINATIONS AND TESTING IN THE FUTURE.
(PAT)>> SINCE THIS IS GONNA BE A TRUE STREET/STRIP VEHICLE, WE WANTED TO KEEP A LITTLE BIT OF LUXURY IN IT. SO ALL THE INTERIOR WENT BACK IN, FROM THE HEADLINER AND KICK PANELS TO THE DASH AND INSTRUMENT CLUSTER. A LEXAN WINDOW WAS RIVETED IN DUE TO THE DOWN BARS
FROM THE CAGE, AND THE ENGINE COMPARTMENT EVEN GOT A LITTLE CLEAN UP TOO.
(MIKE)>> THE PARTS WE CHOSE TO GET THIS TRUCK TOGETHER ARE FROM MANUFACTURERS THAT HAVE TESTED THEIR PRODUCT OUT ON THE TRACK TIME AND TIME AGAIN, LIKE CALVERT RACING SUSPENSION SYSTEMS FOR LEAF SPRING VEHICLES. THESE GUYS HOLD THE LAST SIX OF SEVEN WORLD CHAMPIONSHIPS IN STOCK ELIMINATOR COMPETITION. NOW DOWN THE LINE WE HAVE A SET OF AEROSPACE BRAKES
THAT ARE BUILT FOR THE STREET AND THE STRIP,
BEING DUBBED THEIR PRO STREET SYSTEM. NOW CURRIE ENTERPRISES SENT US A COMPLETE NINE INCH REAR END, AND ALL THESE PLATES AND BRACKETS WILL HELP US GET THE ENGINE AND TRANSMISSION MOUNTED FROM COMPETITION ENGINEERING. NOW THE FIRST THING WE NEED TO DO IS GET THE REAR END ASSEMBLED SO WE CAN GET THE TRUCK BACK TO ROLLER STATUS.
(PAT)>> SINCE WE'LL HAVE ENGINE COMBINATIONS IN THIS TRUCK THAT PRODUCE A LOT MORE POWER, A STRONG REAR END IS A MUST. CURRIE SENT US THIS FNINE FABRICATED HOUSING THAT
HAS A THREEEIGHTHS INCH THICK HIGH FORM 50 STEEL MOUNTING FLANGE FOR THE THIRD MEMBER, THREE INCH
BY .250 WALL AXLE TUBES WITH BIG BEARING FORD ENDS, AND WE ORDERED THE LEAF SPRING PADS IN A STOCK S-10
LOCATION SO IT WILL BE A DIRECT BOLT IN. THE THIRD MEMBER IS FILLED WITH A DETROIT LOCKER. IT ALLOWS 100 PERCENT TRACTION AT BOTH TIRES UNDER POWER, BUT IT ALLOWS THE AXLES TO TURN INDEPENDENTLY FOR CORNERING. TO MAKE THE CONNECTION FROM THE DIFF TO THE
DRIVESHAFT IS A SET OF 4.56 GEARS.
(MIKE)>> WITH SILICONE ON THE MOUNTING FACE, WE CAN DROP THE THIRD MEMBER ON, MAKING SURE IT GOES ON THE STUDS EVEN.
NOW THE 35 SPLINE AXLES CURRIE SUPPLIED WITH THE REAR END CAN SLIDE IN, AND THIS HAS US READY FOR THE REAR BRAKES. AEROSPACE DESIGNED THIS BRAKE SYSTEM FOR VEHICLES WEIGHING LESS THAT 4,000 POUNDS. NOW THE HEART OF THE SYSTEM IS THIS BILLET ALUMINUM FOUR PISTON CALIPER. NOW THE HAT IS PREDRILLED FOR MULTIPLE BOLT PATTERNS AND A HALF INCH STUD.
IT'S CONNECTED TO AN 11 AND THREE QUARTER INCH VENTED ROTOR, AND ALL THAT GETS STOPPED BY HAWK RACING PADS.
(PAT)>> FIRST THE BRACKET THAT RETAINS THE AXLE WILL GET INSTALLED AND TIGHTENED, FOLLOWED
BY THE CALIPER BRACKET.
NOW THE VENTED ROTOR AND HAT CAN BE PUT INTO PLACE. FINALLY THE BILLET ALUMINUM CALIPER FILLED WITH HAWK PADS CAN WRAP AROUND THE ROTOR. OUR S-10 FACES THE SAME CHALLENGE AS ANY OTHER STREET RACE RIG WITH STOCK SUSPENSION, GETTING POWER TO THE TRACK. BUT JOHN CALVERT DESIGNED A SYSTEM IN HIS GARAGE ABOUT 20 YEARS AGO THAT FITS THE BILL. BUILDING UPON THAT SUCCESS, CALVERT RACING COMPANY WAS CREATED. THEY ARE NOW THE GO TO SOURCE FOR DRAG RACE SUSPENSION COMPONENTS SPECIALIZING IN MAKING LEAF SPRING CARS HOOK HARD AND LAUNCH STRAIGHT WITH BIG HP.
(MIKE)>> THE REAR END NEEDS TO BE SUPPORTED BY JACK STANDS FOR THE INSTALL. WITH IT IN POSITION, WE CAN ATTACH THE SPLIT
MONOLEAF TO THE FRAME. THE REAR EYE USES A URETHANE BUSHING AND THIS SPRING HAS A 200 POUND RATE. IT'S SUBSTANTIALLY LIGHTER THAN MULTILEAVES FOR BIG UNSPRUNG WEIGHT SAVINGS. THE FRONT EYE OF THE SPRING IS FILLED WITH AN ALUMINUM BUSHING. THIS IS ALL CAPTURED IN THE
CALTRACKS PIVOT ASSEMBLY. WITH THE ROLL PIN CONTACTING THE UPPER SURFACE OF THE SPRING, WE CAN APPLY GREASE TO THE STEEL INSERT AND PUSH IT THROUGH THE SPRING EYE. AND ATTACH THE ASSEMBLY TO THE FRONT HANGER. WITH THE NINESIXTEENTHS INCH LOWERING BLOCK PLACED ON THE SPRING'S LOCATOR DOWEL, THE TRUCK CAN BE RAISED SO THE REAR END RESTS ON THAT BLOCK. UP A LITTLE MORE, WHOA! USING TWO UBOLTS, THE REAR SHOCK PLATE CAN BE MOUNTED AND THE BOLTS TORQUED TO 75 FOOT POUNDS. THE REAR SHOCKS ARE CALVERT RACING CR SERIES. NOW THESE ARE A NINE WAY ADJUSTABLE CONSTRUCTED OUT OF A HEAVY DUTY STEEL TUBE. NOW THE LARGE ADJUSTMENT KNOB MAKES IT EASY TO MAKE CHANGES WHILE THEY'RE STILL BOLTED UP UNDER THE VEHICLE.
(PAT)>> WITH THE SHOCK ATTACHED TO THE FRAME IN THE STOCK LOCATION, THE BOTTOM CAN BE ATTACHED TO THE CALTRACKS SHOCK PLATE. WE'LL APPLY SOME ANTISEIZE TO THE ROD ENDS, AND THREAD THEM ALL THE WAY ONTO THE TRANSFER LINK BARS. AND ATTACH THE FRONT ROD END TO THE PIVOT ASSEMBLY.
HOLDING THE REAR ROD END, CAREFULLY ROTATE THE BAR SO THEY THREAD OUT EQUALLY UNTIL IT LINES UP WITH THE REAR MOUNTING POINT.
(MIKE)>> THE PRELOAD STILL NEEDS TO BE SET ON THE CALTRACKS SYSTEM, BUT WE CAN'T DO ANY OF THAT UNTIL THE ENGINE, TRANSMISSION, BED, EVEN THE DRIVER SITTING IN THE VEHICLE. SO WE'RE GONNA GO AHEAD AND SHIFT OUR FOCUS TO THE FRONT OF THE TRUCK, THE ENGINE BAY, AND GET THE ENGINE MOUNTS ALL BUILT AND PUT IN. BUT WE CAN'T DO THAT UNTIL AFTER THIS BREAK.
(ANNOUNCER)>> UP NEXT, WE TEST FIT THE 427 WE BUILT, ALL 509 HORSEPOWER OF IT.
(MIKE)>> WE'RE BACK AND READY TO GET OUR BIG BLOCK PUT IN THE S-10'S ENGINE BAY. SO WE'RE GONNA USE AN ALUMINUM FRONT PLATE, A POLY TRANSMISSION MOUNT, AND A FORE AND AFT LIMITER TO GET OUR 427 MOUNTED. NOW THAT HELPS US IN SEVERAL WAYS. THE FIRST, WE GET TO PUT THE ENGINE WHEREVER WE WANT IT, PREFERABLY AS CLOSE TO THE FIREWALL AS POSSIBLE. SECOND, WE ELIMINATE THE FACTORY ENGINE MOUNTS,
WHICH GAINS US TONS OF HEADER CLEARANCE. AND THIRD, WE CAN MOUNT RELAYS OR EVEN CATCH CANS TO THESE PLATES. SO THE FIRST THING WE'RE GONNA DO IS GET THE ENGINE LOWERED IN THE BAY AND JUST GET AN IDEA OF WHAT WE HAVE TO TAKE CARE OF. WE KNOW SOME SLIGHT FABRICATION IS GOING TO BE NEEDED TO GET THE ENGINE MOUNTED.
(PAT)>> A LITTLE BIT MORE.
(MIKE)>> NOW THE BIGGEST ONE IS TO THE CROSS MEMBER FOR OIL PAN CLEARANCE. BUT DON'T BE INTIMIDATED, IT'S WAY EASIER THAN YOU THINK.
(PAT)>> PLENTY OF ROOM BACK THERE. OKAY STOP, OKAY.
(MIKE)>> AND WE'RE GOING TO SHOW YOU WITH TOOLS YOU WOULD USE AT HOME. THE ENGINE NEEDS TO COME TO THE DRIVER'S SIDE ABOUT AN INCH AND A HALF.
(PAT)>> HOW'S THAT?
(MIKE)>> LOOKS GOOD, LOOKS GOOD!
(PAT)>> WE NEED TO REMOVE ABOUT TWO INCHES FROM THE CROSS MEMBER. MARKING IT ON BOTH SIDES WILL LET US KNOW WHERE TO MAKE THE CUT. NOW WE CAN PULL THE ENGINE OUT AND GET BUSY WITH THE CUTOFF WHEEL. NOW SEE, IF YOU WANT, WE CAN MAKE A LARGER CUT.
THE IDEA IS TO REMOVE ENOUGH MATERIAL FOR CLEARANCE BUT NOT GO TOO CRAZY AND SACRIFICE THE CROSS MEMBER'S STRENGTH. TAKE YOUR TIME HERE AND LET THE CUTTING WHEEL DO THE WORK. [ cutoff wheel spinning ]
(PAT)>> YOUR TURN! YOU SHOULD BE ABLE TO REMOVE ALL OF IT IN ONE PIECE. [ hammer banging ]
(PAT)>> NO PLASMA CUTTER, NO PROBLEM! DUE TO OUR OIL PAN'S DRAIN PORT LOCATION, WE DECIDED TO REMOVE A SECOND PIECE OF THE CROSSMEMBER SO WE CAN SERVICE THE ENGINE IN THE TRUCK.
(MIKE)>> USING A PIECE OF CARDBOARD TO CUT A TEMPLATE, WE CAN TRACE THE AREAS OUT WE WANT TO FILL BACK IN. THEN MARK THEM OUT ON A PIECE OF THREESIXTEENTHS STEEL PLATE. THEN CUT THE PIECES TO BE USED. NOW THE MIDDLE ONE WILL BE THE FIRST TO GO IN. I'LL TACK IT IN MULTIPLE SPOTS TO MAKE
SURE IT STAYS PUT. NOW WE'LL FIT THE SIDE PIECES IN PLACE AND TACK THEM THE SAME WAY. FINALLY BURN EVERYTHING IN, ALTERNATING WHERE YOU WELD. THIS WILL HELP AVOID THE STEEL FROM WARPING DUE TO EXCESSIVE HEAT IN ONE AREA.
(PAT)>> SINCE WE WENT ONE INCH WIDER THAN THE OIL PAN ON BOTH SIDES OF THE CROSSMEMBER, WE'RE CONFIDENT IT'S GONNA DROP RIGHT IN.
(MIKE)>> GOOD?
(PAT)>> YEP, GO AHEAD, COME BACK. COME BACK SOME, ALRIGHT.
(MIKE)>> NOW WE'RE READY TO GET THE TRANSMISSION MATED TO THE ENGINE. NOW THAT'S GONNA ALLOW US TO GET IT INTO POSITION, SET OUR DRIVELINE ANGLE, AND EVEN GET THE TRANSMISSION CROSS MEMBER BUILT. NOW THE TRANSMISSION WE'RE USING IS A TH 400 FROM TCI. THEY BUILT IT FOR US WITH A TRANS BRAKE, A REVERSE SHIFT PATTERN, AND OUT BACK A FOUR INCH TAIL HOUSING THAT ACCEPTS ARE LARGE YOKE. UP FRONT IS A 300-M INPUT SHAFT AND INSIDE IS A BUNCH OF PERFORMANCE PARTS LIKE RED EAGLE CLUTCHES, A MODIFIED FRONT DRUM, AND THEY EVEN INCREASED THE LINE PRESSURE TO PREVENT CLUTCH SLIPPAGE. SO NEEDLESS TO SAY THIS TRANSMISSION IS GOING TO HANDLE ANY BIT OF POWER WE PUT TO IT FROM THAT 427. THIS IS FOR MOCK UP ONLY, SO WE'RE LEAVING THE CONVERTER OUT. ALRIGHT PAT, HERE WE COME. WE'LL BOLT THE TRANS TO THE BLOCK AND LEAVE THE JACK UNDER IT FOR NOW.
(PAT)>> WITH THE ASSEMBLY IN POSITION, WE CAN ATTACH FRAME TABS TO THE FRONT ENGINE PLATES WITH ARP BOLTS. THEN WELD THEM TO THE FRAME. BACK UNDERNEATH WE CAN ATTACH THE TRANS MOUNT TO THE TRANNY, AND BOLT THE COMPETITION ENGINEERING TRANSMISSION MOUNT BRACKET TO IT. WITH THE CROSS MEMBER CUT TO LENGTH, WE CAN TACK IT TO THE BRACKET. WITH THE TUNED SQUARE WELD ON THE FRAME RAILS TABS AND MARK THE CROSS MEMBER WHERE THE HOLE INTERSECTS THE TABS. NOW DRILL THE HOLE AND WELD THE SLEEVE IN. THE FINAL STEP IS TO BOLT IT IN AND FINISH
WELDING THE TABS.
(ANNOUNCER)>> NEXT THE BED IS REINSTALLED AND LOADED!
(MIKE)>> I CAN'T REALLY SEE.
(PAT)>> TRUST ME!
(MIKE)>> WE'RE BACK AND ON A MISSION TO GET THIS TRUCK FIRED UP BY THE END OF THE SHOW. NOW WE'RE READY TO PUT THE BED IN PLACE BUT NEED TO CUT THE PASS THROUGH HOLES FOR THE CAGE. FIRST I'M TAKING A MEASUREMENT FROM WHERE THE BED SAT ON THIS PAD TO THE CENTER OF THE PIPE, WHICH IS FIVE AND AN EIGHTH. NOW I'LL TRANSFER THAT MEASUREMENT TO THE BED AND MARK THE AREA WHERE THE HOLE NEEDS TO BE. WE'LL MAKE THE CUT WITH AN INCH AND THREE QUARTER SAW.
BECAUSE OF THE ANGLE, WE'LL HAVE TO OVAL
THEM OUT AS WELL. WITH BOTH OPENINGS IN PLACE, WE'LL REMOVE THE TIRES AND TEST FIT THE BED.
(PAT)>> THAT BACK HAS GOT TO COME UP.
(MIKE)>> OUR ENGINE HOIST WON'T LET IT TILT ENOUGH. SO WITH THE HELP OF CORN FED NUMBER ONE AND TWO, WE'LL TIP IT IN AND LAY IT DOWN.
(PAT)>> OH BOY!
(MIKE)>> BEAUTIMUS GUYS! THE HOLES NEED A LITTLE MORE REMOVED. NOW IT FITS LIKE IT SHOULD. LET'S GO BACK SOME. I'M LINED UP. I MEAN I COULD START EVERY BOLT RIGHT NOW, VERY, VERY COOL! WITH THE WHEELS AND TIRES BACK ON, WE CAN TIGHTEN THE BED TO THE FRAME. INSIDE THE BED THE DOWN BARS GO BACK IN. NOW THESE INTERLOCKING TUBE CLAMPS HAVE A MACHINED TOLERANCE FIT AND WILL INSURE THE TUBE STAYS TOGETHER. IT'S A TRUCK AGAIN, AND I MIGHT HAVE TO SAY, IT'S COMING ALONG BETTER THAN EXPECTED. BECAUSE THESE S-10'S ARE SO LIGHT IN THE BACK HALF, WE NEED TO ADD WEIGHT WHERE IT COUNTS. SO WE'RE GOING TO BE MOUNTING TWO FUEL CELLS IN THE BED, A 15 GALLON FOR PUMP GAS AND A FOUR GALLON FOR RACE GAS WHEN WE RUN THE NITROUS. NOW JOINING THEM WILL BE THE BATTERY AND THE RADIATOR BECAUSE WE'RE GONNA MOUNT THE COOLING SYSTEM IN THE BED TO GET ALL THAT WEIGHT OFF THE NOSE. SO BASICALLY IN LAYMEN'S TERMS, THIS THING'S GONNA HOOK LIKE A MULE WITH THE CALTRAX. BECAUSE THE PUMP GAS CELL IS THE LARGEST, IT'S
GETTING MOUNTED FIRST.
NOW IT'S GOING BEHIND THE AXLE CENTER LINE. THE SUMP HAS TO BE RECESSED IN THE BED, SO
IT'S BEING MARKED FIRST. NOW THE OPENING CAN BE CUT OUT USING A CUTOFF WHEEL. THE CELL CAN GO BACK IN POSITION, AND WE HAVE PLENTY OF CLEARANCE. NOW MAKE SURE YOU KNOW WHAT'S UNDERNEATH BEFORE YOU CUT.
(PAT)>> WITH OUR STRAPS MADE AND PAINTED, WE CAN SECURE THE SHELL TO THE BED. OUR SMALL CELL IS FROM SUMMIT RACING, AND IT'S BEING POSITIONED NEXT TO THE BIG ONE. DOING IT THIS WAY MAKES IT EASIER TO PLUMB THE LINES TO THE PUMP AND KEEPS THE WEIGHT BEHIND THE AXLE. FINALLY WE CAN MOUNT THE BATTERY BOX. THIS IS A SUMMIT RACING UNIVERSAL BOX THAT HOUSES SEVERAL BATTERY SIZES. IT COMES WITH EVERYTHING WE NEED TO INSTALL IT.
FILLING IT IS THIS NEWLY RELEASED DURALAST PRO POWER AGM SERIES BATTERY. IT PROVIDES POWER TO VEHICLES WITH LOTS OF ACCESSORIES, PLUS IT HAS GREATER DURABILITY IN EXTREME CONDITIONS. IT ALSO RECHARGES FASTER THAN A STANDARD LEAD BATTERY.
THEY'RE AVAILABLE IN NINE SIZES AND HAVE A FULL THREE YEAR REPLACEMENT WARRANTY. TO MOUNT THE RADIATOR IN THE BED WE'RE USING A FRAME MADE OF ONE INCH SQUARE ALUMINUM. THREADED INSERTS ARE INSTALLED AND ARP BOLTS FASTEN THE TWO TOGETHER. THIS WHOLE SETUP WEIGHS 35 POUNDS WITHOUT ANY COOLANT.
GETTING THAT OFF THE NOSE OF THE TRUCK WILL ADD TO THE WEIGHT IN THE BED AND HELP US WITH TRACTION.
(MIKE)>> FEEL REAL STURDY?
(PAT)>> YEAH, YOU COULD PICK THE TRUCK UP WITH IT I'M SURE.
(MIKE)>> WITH THE CELLS, ALL THE ALUMINUM BACK THERE. THAT THING'S PERFECTLY IN LINE WITH THE BACK OF THE WINDOW, SO NOTHING'S OFF LEVEL.
(PAT)>> NICE, NICE, NICE!
(MIKE)>> TO KEEP OUR 427 FROM MOVING AROUND DURING HARD ACCELERATION OR HARD BRAKING, WE HAD TO INSTALL A LIMITER KIT FROM COMPETITION ENGINEERING.
NOW THIS IS GONNA KEEP THE FRONT PLATES FROM FLEXING AND EVENTUALLY CRACKING. THE BLOCK MOUNTING TUBE WILL GO ON FIRST. WITH THE CHASSIS TABS ATTACHED TO THE ROD END AND THE LIMITER TUBE, I CAN TACK IT IN PLACE. REMOVE IT FROM THE TRUCK, AND WELD ALL THE SEAMS. THAT WAS THE LAST THING WE WILL WELD TO THE FRAME RAILS UP FRONT, SO THE TRANSMISSION AND THE 427 ARE COMING OUT FOR THE FINAL CLEAN UP AND PAINTING OF THE ENGINE BAY. DUE TO SOME LEFT OVER MEDIA FROM THE BLASTING, THE LIME DIME IS GETTING ONE MORE BATH. AND LIKE THE FRAME RAILS OUT BACK, THE FRONTS ARE GETTING THE SAME TREATMENT, DUPLICOLOR
SELF ETCHING PRIMER COVERED UP BY THEIR ENGINE
ENAMEL IN GRAY, WHICH IS A GREAT BACK DROP TO SEE IF ANY LEAKS SHOW UP.
(ANNOUNCER)>> THE 427 GOES IN FOR GOOD WITH SOME UNIQUE HEADERS!
(PAT)>> WE'RE BACK AND READY FOR FINAL ASSEMBLY OF LIME DIME. WE'RE ON A TIGHT TIME TABLE AND THINGS ARE GOING TO TOGETHER QUICKLY, SO PAY CLOSE ATTENTION. OUR STEALTH 427 GOES BACK IN FOR THE FINAL TIME. THE FORE AND AFT LIMITER IS BOLTED UP AS WELL. BACK UNDERNEATH, THE NEW TCI MINI STARTER CAN BE INSTALLED FIRST DUE TO A TIGHT FIT.
NEXT UP IS THEIR 153 TOOTH FLEX PLATE. IT'S SFI APPROVED FOR LOTS OF ABUSE. TCI'S 10 INCH ULTIMATE STREET FIGHTER CONVERTER
WITH A 3,800 STALL SPEED WILL LINK THE ENGINE TO THE TRANS. WITH IT SEATED, THE TCI TH 400 WILL GO IN FOR GOOD.
(MIKE)>> AND ALL THE WEIGHT GETS SUPPORTED WITH
OUR FRESHLY PAINTED CROSS MEMBER. A SET OF STAINLESS WORKS TWO AND A QUARTER INCH UP
AND FORWARD TURBO HEADERS WITH A THREE AND A HALF INCH COLLECTOR WILL LET US AVOID HACKING UP THE FRAME TRYING TO GET A CONVENTIONAL SET TO FIT. PLUS THIS GETS US ONE STEP AHEAD FOR ANOTHER POWER ADDER WE'RE PLANNING ON DOWN THE ROAD. STARTING WITH A THREE AND A HALF INCH VBAND CLAMP FROM DYNATECH, PAT AND I BUILD THE EXHAUST USING
THREE INCH MAGNAFLOW PIPE. NOW WE CUT PREBENT PIECES AND KEPT SUSPENSION TRAVEL AND A TIGHT FIT IN MIND. NOW IT MAY SEEM LIKE OVERKILL, BUT IT WAS THE EASIEST ROUTE.
TRY FINDING A SET OF HEADERS THAT FIT A LOWERED BIG BLOCK IN A LATE MODEL S-10, GOOD LUCK! NOW A YPIPE GOES ON TO HOUSE A DOUG'S
STAINLESS EXHAUST CUTOUT. NOW THEY'RE ELECTRIC AND HAVE A MORE COMPACT DESIGN THAN THE EARLIER ONES. A ROTATING GATE GIVES A LEAK FREE SEAL, AND DON'T WELD ON THEM, IT VOIDS THE WARRANTY. TO GET THE TIRE SMOKE AWAY FROM THE TRUCK DURING BURNOUTS, A TURN DOWN TOWARDS THE REAR TIRE. WRAPPING UP THE EXHAUST IS A MAGNAFLOW RACE SERIES MUFFLER.
WE WENT AS FAST AS WE COULD, BUT TIME IS JUST SOMETHING WE CAN'T FABRICATE. NOW OL' LIME DIME ISN'T READY FOR THE ROAD OR THE TRACK YET, BUT IT WILL BE READY NEXT TIME.
(PAT)>> WHETHER WE'RE PLUMBING FUEL OR COOLING SYSTEMS, WE WANT QUALITY FITTINGS THAT WE CAN TRUST. EARL'S PERFORMANCE IS OUR GO TO SOURCE FOR AN STYLE
FITTINGS BECAUSE OF THEIR ENORMOUS SELECTION. THESE ARE THE TYPICAL ONES WE'LL USE FROM A DASH FOUR ALL THE WAY UP TO A DASH 16, AND THEY COME IN SEVERAL VARIATIONS FROM STRAIGHTS, 45'S, 90'S, EVEN 180'S. IF THEY'RE GOOD ENOUGH FOR JOHN FORCE TO PUT ON HIS FUNNY CAR, I GUESS THAT MEANS THEY'RE TOP NOTCH. THEY'RE AVAILABLE WHERE QUALITY PERFORMANCE PARTS ARE SOLD.
(MIKE)>> IF YOU'RE INTO CHRYSLER SMALL BLOCKS AND LIKE SAVING CASH, SUMMIT RACING HAS AN INTAKE COMBO PRO PACK FOR YOUR MOPAR. NOW A WEIAND ACTION PLUS INTAKE MANIFOLD WITH AN OPERATING RANGE FROM IDLE TO 6,000 RPM IS THE HEART OF THE SYSTEM. NOW THIS IS A DIRECT REPLACEMENT, AND IT EVEN ACCEPTS STOCK OR AFTERMARKET CARBURETORS. NOW THE REASON THEY CALL IT A COMBO IS IT COMES WITH FEL PRO GASKETS, CARB STUDS, AND INTAKE BOLTS FOR A QUICK INSTALL. THE PRICE, RIGHT AT $256 BUCKS.
(PAT)>> HERE'S A GREAT ADDITION TO THAT PRO PACK. SUMMIT RACING'S VERY OWN STREET/STRIP CARBURETOR. YEARS OF R&D AND TESTING HAVE PRODUCED THIS SLICK
PIECE THAT HAS GREAT THROTTLE RESPONSE AND
STREET DRIVABILITY. 100 PERCENT WET FLOW TESTED AND READY TO RUN, IT FEATURES AN ALL ALUMINUM BODY AND A ONE PIECE TOP WITH NO GASKET UNDER THE FUEL LEVEL FOR LEAK FREE PERFORMANCE. IT ALSO HAS AN EASY ADJUST ELECTRIC CHOKE, QUICK CHANGE VACUUM SECONDARY, AND EVEN COMES WITH GASKETS, HARDWARE, AND A DVD FOR SIMPLE HOOK UP AND TUNING. AND IT'LL ONLY SET YOU BACK ABOUT $330 BUCKS. WELL THAT'S IT FOR US, WE'LL SEE YOU NEXT TIME.
