Lime Dime: More Power

(ANNOUNCER)>> TODAY ON ENGINE POWER, IT'S THE FINAL ASSEMBLY ON OUR S-10 TRANSFORMATION WE LABELED LIME DIME, FROM PLUMBING TO FIRE UP.

(MIKE)>> WE'RE BACK IN THE SHOP AND TODAY IS THE DAY WE'LL HEAR LIME DIME MAKE SOME NOISE. NOW THE FINISHING TOUCH IS LIKE BRAKES LINES, FUEL LINES, COOLANT HOSES, AND THE SHIFTER, ARE WHAT USUALLY TAKE THE MOST TIME TO INSTALL BECAUSE OF THE

AMOUNT OF ATTENTION TO DETAIL WE HAVE TO PUT INTO IT. YOU CAN'T HAVE THIS STUFF AROUND ANY HEAT SOURCES OR ROTATING PARTS. SO WE WANT A NEAT AND CLEAN APPEARANCE JUST LIKE YOU WOULD. SO LET'S GET STARTED.

(PAT)>> OUR S-10 SPORTS A 669 HORSE NITROUS POWERED 427 FED BY DUAL FUEL CELLS. ONE FOR PUMP GAS FOR STREET USE, AND A SMALLER

ONE FOR RACE GAS FOR THE STRIP. PLUMBING THE FUEL SYSTEM ARE EARL'S

FITTINGS AND HOSE. THEY MAKE THE FIRST CONNECTION TO THE FILTERS THAT HAVE CHECK VALVES SO WE CAN CONTROL WHAT CELL IS SUPPLYING FUEL TO THE ENGINE. FROM THERE THE LINES MERGE INTO A YBLOCK AND MAKE A SHORT PATH TO THE HOLLEY HP 150 BILLET FUEL PUMP. IT FLOWS 150 GALLONS AN HOUR AND WILL SUPPORT 900 HORSEPOWER. THE FEED LINE FROM THE PUMP HEADS TOWARD A BILLET HOLLEY RETURN STYLE REGULATOR THAT IS ADJUSTABLE FROM FOUR AND A HALF TO NINE PSI. THE RETURN LINE RUNS FROM THE BOTTOM OF IT ALL THE WAY BACK TO HERE, WHERE A QUICK DISCONNECT JIFFY TITE FITTING WILL ALLOW US TO SWAP BACK AND FORTH FROM THE TWO CELLS. SUPPLYING FUEL TO THE CARB IS A HOLLEY SINGLE INLET FUEL LOG.

(MIKE)>> WITH THE RADIATOR BEING MOUNTED ALL THE WAY IN THE BED, WE HAVE A LONG WAY TO ROUTE OUR COOLANT HOSES. NOW FOR THOSE WE'RE USING EARL'S DASH 16 BRAIDED STAINLESS HOSE AND THEIR BLACK ANODIZED FITTINGS. NOW THE REASON WE CHOSE THE BRAIDED STAINLESS IS SO IT DOESN'T GET RUBBED THROUGH ON THE FRAME OR THE BOTTOM OF THE BODY. NOW WE'RE GONNA GO AHEAD AND START

AT THE WATER PUMP. THE FIRST HOSE ATTACHES TO THE PUMP USING A RUBBER COUPLER. WE'LL ROUTE IT ALONG THE SIDE OF THE BLOCK AND PASS IT INTO THE BED WHERE IT ATTACHES TO A DASH 16 BUNG WELDED TO THE RADIATOR. THE OTHER HOSE WILL ATTACH TO THE INLET OF THE

RADIATOR, AND UP FRONT TO THE THERMOSTAT HOUSING, WHICH COMPLETES THE SYSTEM.

(PAT)>> YOU NEVER WANT TO RUN THE BATTERY CABLES WITH THE FUEL LINES. IF A CABLE GROUNDS OUT AGAINST THE FRAME, IT WILL BURN THROUGH THE HOSE AND BURN YOUR RIDE TO THE GROUND. SO WE'LL RUN IT FROM THE STARTER ALONG THE INNER FRAME RAIL ABOUT SIX INCHES FROM THE FUEL LINES. EARL'S CUSHION CLAMPS WILL SECURE IT. AT THE REAR OF THE TRUCK IS THE MANDATORY BATTERY DISCONNECT SWITCH. THIS IS A SUMMIT RACING PIECE RATED AT 250 AMPS.

(MIKE)>> NOW WE'RE GONNA BE BOUNCING FROM THE FRONT TO THE BACK OF LIME DIME FINISHING ALL THE SMALL STUFF. NOW TO MAKE THAT SPECIAL LINK BETWEEN THE DRIVER

AND THAT 427 IS THE THROTTLE SETUP. FOR THAT WE'RE USING A SUMMIT RACING BILLET ALUMINUM THROTTLE BRACKET. IT'S MADE FOR 4150 CARBS AND COMES WITH A RETURN BRACKET AND SPRINGS. NOW THE LOKAR THROTTLE CABLE ADJUSTOR CAN BE ATTACHED TO THE CARB BRACKET, AND THE CABLE HOUSING CAN BE MOUNTED TO THE FIREWALL TO THAT ADJUSTOR. THE INNER WIRE WILL COME INTO THE ENGINE BAY FROM INSIDE THE TRUCK. NOW ATTACH THE CARB END ASSEMBLY TO THE CARB LINKAGE AND CUT THE INNER CABLE TO LENGTH. FINALLY SECURE IT WITH A SET SCREW. WITH PAT INSIDE THE TRUCK, WE'LL CHECK FOR WIDE OPEN THROTTLE. I'M GONNA MAKE ONE MORE SMALL ADJUSTMENT. NOW YOU WANT TO MAKE SURE THE THROTTLE BLADES ARE OPENED ALL THE WAY AND THE PEDAL IS AT THE FLOOR. IF NOT, THE FORCE ON THE CABLE WHEN YOU SLAM THE PEDAL DOWN CAN BREAK OR TWEAK THE LINKAGE.

(PAT)>> TO COMPLIMENT OUR TCI TRANSMISSION, WE'RE GONNA BE USING ONE OF THEIR RACE PROVEN OUTLAW SHIFTERS. IT HAS TWO MOMENTARY ONS FOR A LINE LOCK, PURGE, OR WHATEVER ELSE YOU CHOOSE TO ACTIVATE. IT INSTALLS DIRECTLY TO THE FLOOR USING HARDWARE FROM THE KIT. NOW CONNECT THE SUPPLIED SHIFTER CABLE. UNDERNEATH THE SUPPLIED BRACKET CAN BOLT TO THE TRANS AND THE CABLE CAN BE ATTACHED.

(MIKE)>> WE'RE DRILLING FOUR HOLES IN THE BACK OF THE CAB TO MOUNT THE NITROUS BOTTLE BRACKETS. USING ONE OF PAT'S POCKET PROTECTOR GADGETS, THE GOOD OLE TELESCOPING MAGNET, WE'RE USING A LITTLE BIT OF SKILL TO PLACE THE BOLTS THROUGH THE CAB. NOW NHRA RULES ALLOW THE BOTTLE TO BE MOUNTED INSIDE THE VEHICLE AS LONG AS A RELIEF VALVE IS INSTALLED AND IT'S VENTED TO THE OUTSIDE. OUR NOS BOTTLE IS CONSTRUCTED OF ALUMINUM, HOLDS 10 POUNDS OF NITROUS, AND HERE'S A QUICK FYI. NITROUS IS AN OXIDIZER AND NOT FLAMMABLE. NOW THE LINE IS RAN OUT OF THE CAB FOR A JOURNEY TO THE SOLENOID.

(ANNOUNCER)>> NEXT, IT AIN'T OVER UNTIL THE CUTOUTS SING.

(MIKE)>> WE'RE BACK AND READY TO FINISH OFF THE INTERIOR. NOW FOR ULTIMATE COMFORT AND BODY CONTAINMENT, WHETHER WE'RE DRIVING DOWN THE STREET OR MAKING PASSES AT THE TRACK, WE CHOSE SPARCO'S R-100 STREET SEATS FOR OLE LIME DIME. NOW THESE THINGS HAVE A STEEL FRAME AND THEY'RE RECLINABLE. YOU CAN GET THEM IN SEVERAL DIFFERENT COLOR COMBOS, AND JUST BECAUSE THEY WEAR THAT SPARCO NAME

DOESN'T MEAN THEY'RE GONNA BREAK THE BANK. THESE THINGS ARE ONLY $330 BUCKS A PIECE. WE USED THE BRACKETS FROM THE SEATS THE PREVIOUS OWNER HAD IN THE TRUCK. SO BOLTING THEM IN IS NOT GOING TO BE A PROBLEM. WHEN WE WERE PAINTING THE ENGINE BAY, WE MISSED THE UPPER CONTROL ARMS ON PURPOSE, BECAUSE WE'RE REPLACING THEM WITH SUMMIT RACING'S CNC BENT DOM TUBULAR CONTROL ARMS FOR GBODIES. NOW THEY COME WITH THE BALL JOINTS, BUMP STOPS, AND THE CROSS SHAFTS. NOT ONLY WILL WE SAVE A LITTLE WEIGHT OVER THE

STOCKERS, WE'LL GAIN CLEARANCE IN THIS AREA TOO. NOW THEY USE THE ORIGINAL ALIGNMENT SHIMS AND BOLT UP IN THE SAME LOCATION. COMPLETING THE CALTRAX SYSTEM IS A PAIR OF THEIR 90/10 FRONT SHOCKS. NOW THESE THINGS WILL HELP KEEP THE WEIGHT OF THE VEHICLE ON THE REAR TIRES DOWN THE STRIP. SINCE THEY HARDLY HAVE ANY RESISTANCE AS THEY EXTEND AND LOTS OF RESISTANCE WHEN THEY COME BACK TO THEIR NEUTRAL POSITION.

(PAT)>> WIRING IS EXTREMELY BORING TO WATCH, SO WE'LL SPARE YOU THE AGONY. BUT WE WIRED THE TRUCK RIGHT USING RELAYS AND SOLDERED EVERY POSITIVE CONNECTION. THERE ARE NO WIRE NUTS, THREAD TIES, OR ANY OTHER MAKESHIFT FASTENER TO CAUSE ANY ISSUES. THE DERALE DUAL FANS WERE WIRED USING A 30 AMP RELAY FOR EACH ONE. A GROUND IS ATTACHED TO THE ALUMINUM RADIATOR FRAME, AND THEY GET THEIR VOLTAGE DIRECTLY FROM THE BATTERY. THEY ARE TRIGGERED TO COME ON BY A SWITCHED 12 VOLT SOURCE, WHICH IS ONE OF THE TOGGLE SWITCHES ON THE PANEL. THE FUEL PUMP IS WIRED THE SAME WAY, BUT ONLY REQUIRES ONE RELAY. THE GROUND GOES DIRECTLY TO THE CHASSIS, AND THE PUMP IS TRIGGERED BY A DIFFERENT TOGGLE SWITCH ON THE PANEL. THE LINE LOCK IS WIRED TO ONE OF THE BUTTONS ON THE SHIFTER, WHICH IS HOW IT'S ACTIVATED. FROM THE MASTER CYLINDER, IT'S PLUMBED INTO THE

FRONT BRAKE LINES. IT KEEPS PRESSURE ON THEM WHEN ACTIVATED BY THAT BUTTON, ALLOWING THE REAR TIRES TO SPIN FREELY FOR BURNOUTS AT THE STRIP. OUR TRANS BRAKE IS AS SIMPLE AS IT GETS. ONE GROUND TO THE CHASSIS AND A TRIGGER WIRE FROM ONE OF THE RED BUTTONS ON THE STEERING WHEEL. THIS HYDRAULICALLY LOCKS THE TRANSMISSION IN LOW GEAR AND REVERSE AT THE SAME TIME WHEN APPLIED. AND UPON RELEASE, ALLOWS HARD LAUNCHES AND CONTRIBUTES TO GREAT REACTION AND 60 FOOT TIMES.

LINKING THAT BIG BLOCK POWER TO THE NINE INCH

REAR END IS THIS DYNO TECH DRIVESHAFT FOUR INCH DIAMETER UNIT MADE OUT 6061 TSIX ALUMINUM. IT'S ABOUT EIGHT POUNDS LIGHTER THAN A STEEL SHAFT OF THE SAME LENGTH, WHICH EQUATES TO

LOWER ROTATING MASS. PLUS IT'S HAND FIT, COMPUTER WELDED AND A

CLOSE TOLERANCE SPIN BALANCE TO BE VIBRATION FREE. IT'S FASTENED TO THE YOKE WITH STRAPS FROM PRECISION UNIVERSAL JOINT.

(MIKE)>> OUR GM 427 CAME WITH AN HEI DISTRIBUTOR, BUT THERE WASN'T ENOUGH FIREWALL CLEARANCE. SO WE SOLVED THAT ISSUE SWAPPING IN A PERTRONIX PERFORMANCE DISTRIBUTOR WITH A SMALLER DIAMETER CAP. A SET OF THEIR WIRES WILL MAKE THE LINK FROM

THE CAP TO THE PLUG. AND WITH A LITTLE 93 OCTANE.

(PAT)>> NO LEAKS!

(MIKE)>> GOT FUEL!

(PAT)>> ALRIGHT, LET HER RIP.

(MIKE)>> IGNITION, YOU READY?

(PAT)>> YEP! [ engine fires and revs ]

(PAT)>> WHOO, IT LIVES!

(MIKE)>> THAT WAS A LOT OF WORK, THAT WAS A LOT OF WORK!

(PAT)>> OH MY GOODNESS! BOY, I AM EXTREMELY HAPPY.

(MIKE)>> YOU KNOW WHAT THAT MEANS RIGHT?

(PAT)>> WHAT'S THAT?

(MIKE)>> WE NEED TO DO ANOTHER FIRE UP TO SEE WHAT IT SOUNDS LIKE WITH THE CUTOFFS OPEN.

(PAT)>> LET'S DO IT. [ engine fires and revs loudly ]

(MIKE)>> OH, MANLY, AWESOME, BY THE FLIP OF A SWITCH! WE'RE ON THE HOME STRETCH TO THE DRAG STRIP.

(PAT)>> IT'S GONNA BE ROAD READY.

(MIKE)>> I LOVE IT!

(ANNOUNCER)>> COMING UP PAT SHOWS YOU HOW TO MEASURE UP WITH THE BIG BOYS.

(ANNOUNCER)>> HOW IT WORKS, THEORIES, MYTHS, AND FACTS. TODAY, CARBURETORS!

(PAT)>> THE LAST NEW VEHICLE TO BE EQUIPPED WITH A CARB WAS THE ISUZU PICK UP BACK IN 1994. NOWADAYS ALL NEW VEHICLES ARE FUEL INJECTED, BUT THE

TRUSTY CARBURETOR IS STILL A POPULAR OPTION FOR EASY BOLT ON TUNING AND AFFORDABLE PERFORMANCE.

CARBS HAVE EVOLVED A LOT SINCE THEY WERE INVENTED BACK IN THE LATE 1800'S. WHETHER OLD OR NEW, THEY ALL OPERATE UNDER THE SAME BASIC PRINCIPLE. ON THE ENGINE'S INTAKE STROKE THE INTAKE VALVE OPENS AS THE PISTON TRAVELS DOWN THE BORE,

CREATING VACUUM THAT DRAWS AIR INTO THE CARB. AS THE THROTTLE OPENS A BUTTERFLY VALVE, THAT AIR IS DRAWN INTO THE CARB'S THROAT. AS AIR PASSES THROUGH THE NECK DOWN VENTURI AREA IT ACCELERATES. THIS FAST MOVING AIR PULLS FUEL FROM A MAIN JET IN THE FUEL BOWL AND ATOMIZES IT INTO AN EXPLOSIVE VAPOR COMPOSED OF ABOUT 14 PARTS AIR TO ONE PART FUEL. AS FUEL IS USED, A FLOAT IN THE FUEL BOWL LOWERS, OPENING A TAPERED VALVE THAT REPLENISHES THE BOWL WITH MORE FUEL FROM THE TANK.

WHEN LESS FUEL IS USED THE BOWL REFILLS, RAISING THE FLOAT, SHUTTING OFF FUEL COMING INTO THE BOWL. IT'S INEVITABLE THAT ALL THINGS MECHANICAL NEED TO BE FRESHENED UP AFTER A CERTAIN AMOUNT OF TIME, CARBS ARE NO EXCEPTION. THE GOOD NEWS IS THAT IT'S AN EASY AND KIND OF FUN

PROJECT THAT ANYONE CAN DO WITH A REBUILD KIT FOR THE CORRECT APPLICATION. IT'LL RESTORE PERFORMANCE TO AS GOOD AS NEW CONDITION AND ALL IT TAKES IS SOME CLEANING STUFF, A FEW SIMPLE HAND TOOLS, AND A LITTLE PATIENCE. THIS SUMMIT CARB HAS SEEN SOME SERIOUS STREET AND STRIP DUTY, AND IS IN NEED OF SOME ATTENTION. WE ARE GONNA DISASSEMBLE THIS CARB CAREFULLY AND

LAY EVERYTHING OUT SO IT GOES BACK TOGETHER EASILY.

OVER TIME GASKETS ARE HARDENED BY FUEL AND THE HEAT CYCLES OF RUNNING. ROAD GRIME WILL MIGRATE ALL OVER AND GASOLINE WILL VARNISH UP IN SPOTS, CAUSING ROUGH IDLE AND

THROTTLE HESITATION. NOW IT'S TIME TO GIVE IT A GOOD CLEANING WITH SOME

HIGH QUALITY CARB CLEANER. USING A BRUSH, I'LL SCRUB OUT THE VARNISH AND CARBON, THEN FLUSH IT OUT WITH MORE CARB CLEANER.

I'LL FINISH BY BLOWING IT OUT WITH COMPRESSED AIR.

REASSEMBLY IS STRAIGHT FORWARD AND EASY. INSPECTING AS WE GO, WE CAN REUSE ANY OF THE DIAPHRAGMS THAT STILL LOOK GOOD.

NEW GASKETS WILL BE USED THROUGHOUT TO GET RID OF ALL THE NASTY OLD ONES. KEEPING TRACK OF THE PARTS WHEN THEY WERE REMOVED WILL GREATLY SIMPLIFY THIS PROCESS.

THE SUMMIT KIT ALSO COMES WITH A HANDY MANUAL THAT HAS REBUILD INSTRUCTIONS AND ADJUSTMENT TIPS FOR WHEN YOU ARE FINISHED. IT WILL HELP PUT YOU BACK TO READY TO RUN STATUS VERY QUICKLY. SO FOR LESS THAN $50 BUCKS AND ABOUT AN HOUR'S WORTH OF WORK YOUR FRESHLY REBUILT CARB NOT ONLY LOOKS NEW, IT'S READY FOR ACTION. THE CORNERSTONE OF ALL MACHINING AND ANY TYPE OF ENGINE BUILDING IS ACCURATE MEASUREMENT. IT DOESN'T MATTER IF IT'S GRANDMA'S DAILY DRIVER OR A 500 CUBIC INCH NHRA PRO STOCKER, THE METHOD OF MEASUREMENT IS THE SAME. KNOWING EXACTLY WHAT THE TOLERANCES AND CLEARANCE

MEASURE ON YOUR PROJECT IS ABSOLUTELY ESSENTIAL TO ITS LONGEVITY. CERTAIN TOOLS ARE FOR SPECIFIC OPERATIONS. THE THREE MOST COMMON WOULD BE A SET OF DIAL CALIPERS, A DIAL INDICATOR, AND A SET OF MICROMETERS. WE'LL START OFF WITH DIAL CALIPERS. STANDARD DIAL CALIPERS MEASURE UP TO SIX INCHES IN LENGTH ONE THOUSANDTHS INCREMENTS. ONE ROTATION OF THE DIAL IS 100 THOUSANDTHS. WHATEVER NUMBER IS ON THE BODY PLUS THE NUMBER ON THE DIAL IS THE SIZE. IN THIS CASE IT'S 192 THOUSANDTHS. DIGITAL CALIPERS TAKE THE GUESS WORK OUT OF ALL THAT BY DIRECTLY DISPLAYING THE NUMBER. ANYTHING YOU CAN GET AROUND OR INSIDE YOU CAN MEASURE WITH RELATIVE ACCURACY. IT'S NOT AS GOOD AS A MIC, BUT IT'S WAY BETTER THAN A WOODEN RULER. NEXT IS A DIAL INDICATOR. IT ALSO MEASURES IN ONE THOUSANDTHS INCREMENTS AND 100 THOUSANDTHS PER REVOLUTION, PLUS A SMALLER DIAL IN THE FACE THAT COUNTS THE NUMBER OF BIG NEEDLE REVOLUTIONS.

THERE ARE ALSO INDICATORS IN HALF THOUSANDTHS OR TEN THOUSANDTHS OF AN INCH DEPENDING ON YOUR NEEDS. FROM CRANK SHAFT END PLAY, CAM DEGREEING, FLOW BENCH TESTING, TO SETTING BEARING CLEARANCE, IT'S USED THROUGHOUT THE ENGINE BUILDING PROCESS. FINALLY THE ALL IMPORTANT MICROMETER. FOR MEASURING DIAMETERS DOWN TO THE TEN THOUSANDTH OF AN INCH, IT'S THE THING TO USE. IT MAY LOOK A LITTLE CONFUSING TO READ BUT IT'S ACTUALLY VERY EASY USING SOME SIMPLE MATH. EVERY MIC HAS A RANGE.

THE ONE WE'RE USING IS TWO TO THREE INCHES. THE BARREL IS DIVIDED IN INCREMENTS OF 25. THE THIMBLE IS IN ONE THOUSANDTHS INCREMENTS, AND TOTALS 25. WHATEVER IS SHOWING ON THE BARREL PLUS THE THIMBLE, ADDED TO THE RANGE OF THE MIC AND WHATEVER NUMBER LINES UP ON YOUR TENTHS SCALE IS THE MEASUREMENT. AND THE SUM OF THAT IS THE EXACT SIZE OF THE JOURNAL. HERE'S AN IMPORTANT TIP, MAKE SURE EVERYTHING IS AT AMBIENT TEMPERATURE WHEN MEASURING OR IT WILL BE INACCURATE. HEAT CAN CHANGE THE SIZE OF WHAT YOU'RE MEASURING

BY UP TO ONE TEN THOUSANDTH OF AN INCH PER DEGREE OF TEMPERATURE DIFFERENCE, WHETHER IT BE THE PART OR THE MIC THAT'S TOO WARM.

ALTHOUGH THE INITIAL INVESTMENT IS KINDA PAINFUL FOR QUALITY MEASUREMENT EQUIPMENT, IT WILL BE WELL WORTH IT BECAUSE IT WILL SAVE YOU MONEY BY DOING THE JOB RIGHT THE FIRST TIME. MANY CATASTROPHIC ENGINE FAILURES CAN BE ATTRIBUTED TO IMPROPER CLEARANCES.

ACCURACY IS THE NAME OF THE GAME HERE AND YOU HAVE TOTAL CONTROL OF HOW IT GOES TOGETHER.

(PAT)>> THE SECRET TO INCREASING HORSEPOWER IS INCREASING CYLINDER PRESSURE. AND ONCE YOU'VE DONE THAT WITH CAMS, HIGH COMPRESSION PISTONS, OR EVEN A POWER ADDER LIKE BLOWERS, TURBO, OR NITROUS, YOU NEED ENOUGH SPARK ENERGY TO IGNITE THE MIXTURE UNDER CYLINDER PRESSURES AS HIGH AS 300 PSI. SINCE THE LATE '70'S, MSD HAS TAKEN A SYSTEMS APPROACH TO SOLVING THOSE PROBLEMS WITH MULTISPARK CONTROL BOXES, BILLET DISTRIBUTORS, BLASTER COILS, AND LOW OHM WIRE SETS. AND THEY JUST ROLLED OUT THE FINAL PART OF THEIR SYSTEM, A NEW LINE OF HIGH PERFORMANCE SPARK PLUGS. MSD PLUGS HAVE A HIGH DIELECTRIC STRENGTH CERAMIC BODY AND A COPPER CORE CENTER ELECTRODE WITH AN IRIDIUM TIP. THE MACHINED JWIRE GROUND ELECTRODE HAS A COPPER CORE AND IS MADE FROM YTTRIUM. THERE ARE A TOTAL OF 16 PART NUMBERS THAT INCLUDE DESIGNS THAT SOLVE COMMON PERFORMANCE PROBLEMS. LIKE SHORTY PLUGS FOR TIGHT HEADER AND BOOT CLEARANCE, AND THIS ONE PIECE DESIGN FOR FORD MOD MOTORS THAT CAN'T SEPARATE IN THE HEAD LIKE FACTORY PLUGS. HERE'S AN OLD SPEED SECRET THAT WILL GIVE YOU EVEN BETTER PERFORMANCE WITH YOUR PLUGS. IT'S CALLED INDEXING. IT'S CHEAP, IT'S EASY, AND IT WORKS. THERE ARE SEVERAL PHILOSOPHIES ON PLUG INDEXING AND THEY ARE ALL DEPENDENT ON APPLICATION. ENGINE BUILDERS WILL PLACE THE GROUND STRAP TO INTENTIONAL SHIELD THE SPARK FROM WET FLOW OF THE PORT. IN RACE ENGINES WITH BIG PISTON DOMES AND SMALL COMBUSTION CHAMBERS, INDEXING IS ABSOLUTELY NECESSARY FOR CLEARANCE. ON ENGINES WITHOUT THOSE ISSUES, THE PLUG GAP CAN BE PRECISELY PLACED TO YOUR LIKING FOR MAXIMUM EXPOSURE TO THE CHAMBER FOR THE MOST EFFICIENT IGNITION OF THE AIR/FUEL CHARGE. FOR WEEKEND WARRIORS WE ARE GOING TO PLACE THE GAP OF THE PLUG DIRECTLY FACING THE MIDDLE OF THE COMBUSTION CHAMBER. FIRST I'LL TEST FIT THE PLUG AND SEE WHERE THE GAP FALLS. THIS ONE IS 180 DEGREES FROM WHERE WE WANT IT. NOW IT CAN BE REMOVED AND AN INDEXING WASHER IS PUT ON. THERE ARE THREE DIFFERENT THICKNESSES AVAILABLE TO GET THE GAP RIGHT WHERE WE WANT IT. SINCE MOST ALL SPARK PLUGS HAVE A DIFFERENT SPOT, THEY WILL INDEX IN THE HEAD, YOU MIGHT HAVE TO

TRY SEVERAL PLUGS WITH DIFFERENT WASHERS IN THE SAME HOLE TO GET IT JUST RIGHT. THIS CAN ALSO BE DONE WITH THE ENGINE ASSEMBLED. MARK THE LOCATION OF THE GROUND STRAP WITH A MARKER, AND FOLLOW THE SAME PROCEDURE. WITH THE PLUG TIGHTENED DOWN, THE MARK IS PAST OUR TARGET. SO WITH THE CORRECT WASHER INSTALLED, IT BRINGS THE MARK STRAIGHT UP RIGHT WHERE WE PLANNED TO BE. WASHERS ARE CHEAP AND EASY TO USE, AND THEY'RE AVAILABLE FOR BOTH FLAT AND TAPERED SEAT PLUGS. TUNING YOUR SPARK PLUGS BY INDEXING THEM MAY TAKE A LITTLE BIT OF TIME, BUT IT'S WELL WORTH IT TO INSURE YOU GET THE MOST OUT OF THEM.

PROFESSIONAL RACE TEAMS WOULDN'T BOTHER WITH IT IF IT DIDN'T MAKE A DIFFERENCE.

(MIKE)>> WHETHER YOU'RE A FORD FAN OR NOT, WE ALL KNOW THE POTENTIAL THE COYOTE ENGINE HAS. AND IF YOU'RE PLANNING A COYOTE SWAP INTO ONE OF YOUR VEHICLES, POWER BY THE HOUR HAS A STRAIGHT FORWARD SOLUTION FOR THE ACCESSORY DRIVE ISSUE. THEY USE BILLET ALUMINUM BRACKETS THAT ARE ANODIZED BLACK TO MOUNT '96 THROUGH 2010 MUSTANG ACCESSORIES, WHICH ARE CHEAP AND EASY TO FIND.

NOW THIS KIT KEEPS EVERYTHING TUCKED REALLY TIGHT TO THE BLOCK AND IT COMES WITH ALL THE NECESSARY TENSIONERS, HARDWARE, BRACKETS, AND BELTS FOR A STRAIGHT FORWARD INSTALLATION. NOW IF YOU WANT TO ADD THIS TO YOUR PROJECT LIST, CHECK OUT PBH PERFORMANCE DOT COM

AND PICK ONE UP FOR $599 BUCKS.

(PAT)>> IF YOU TAKE PRIDE IN YOUR RIDE, THEN PROTECTING IT IS HIGH ON YOUR LIST. AND COVERCRAFT WILL HELP YOU WITH THAT WITH THEIR NEW LINE OF UVS 100 CUSTOM SUN SCREENS. THE SILVER FABRIC ON THE OUTSIDE PROTECTS FROM DAMAGING U/V RAYS AND KEEPS YOUR INTERIOR COOLER. ON THE BACK SIDE, SOFT FELT IS BONDED TO A FOAM CORE BOARD AND ACTS AS AN INSULATOR. THEY ARE CUSTOM FIT AND AVAILABLE FOR MOST CARS AND TRUCKS. PLUS THEIR ACCORDION FOLDS ALLOW FOR EASY STORAGE.

(MIKE)>> HP TUNER'S MPVI PRO IS KNOWN AS ONE OF THE BEST TUNING TOOLS ON THE MARKET. FROM GAS TO DIESEL BURNERS, GM'S TO MOPARS, THIS ONE INTERFACE ALLOWS YOU TO CUSTOM TUNE YOUR RIDE FOR A MORE EFFICIENT VEHICLE. NOW IT WORKS ON MULTIPLE CARS BY JUST PURCHASING DIRECTLY FROM HP TUNERS. NOW YOU'VE SEEN US USE IT ON THE ENGINE DYNO AND ON COMPLETED CARS ON THE CHASSIS DYNO TO EXTRACT BIG HORSEPOWER NUMBERS WITHOUT ADDING EXTRA PARTS. NOW IF YOU WANT TO GET MORE FAMILIAR WITH IT, CHECK OUT HP TUNERS DOT COM AND TRY OUT THEIR FREE DEMO. WELL THAT'S IT FOR NOW. NEXT TIME YOU SEE OLD LIME DIME WE'RE HEADING TO THE TRACK, SEE YOU THEN.