Adding a 427 Big Block to a Street Strip S10

(ANNOUNCER)>> TODAY WE FINISH OFF PROJECT LIME DIME WITH A SHAKEDOWN AT THE TRACK. AND CONVERT A POWERFUL MUSTANG TO WATERLESS COOLANT.

(PAT)>> WELCOME TO ENGINE POWER. I'M SURE YOU RECOGNIZE THIS PROJECT FROM LAST SEASON. WELL THE WEATHER GOT COLD AND ALL THE TRACKS CLOSED, SO WE SET IT TO THE SIDE. WE NAMED THE PROJECT LIME DIME. CLEVER HUH? WELL DESPITE ITS COLOR IT HAD A GOOD BODY AND A GOOD CHASSIS, AND THE PRICE WAS RIGHT. SO WE BOUGHT IT! DON'T LET ALL THIS SMOKE FOOL YOU.

IT ONLY PACKS A STOCK FOUR POINT THREE LITER VORTEC, REALLY GOOD FRONT BRAKES, AND BALD TIRES TO LET IT HAPPEN. BUT IT'S A GOOD, MILD STREET TRUCK. SO OUR GOAL WAS TO CREATE AN 11 SECOND STREET/STRIP TOY POWERED BY A NICELY MODIFIED 427 BIG BLOCK CHEVY. AND TO SPEED THINGS UP WE ACCEPTED A LITTLE HELP.

(MIKE)>> WE LET RYAN FROM TRUCK TECH HAVE A GO ON WITH US.

(RYAN)>> OH IT'S ALREADY GOT DUAL EXHAUST. SHOOT YOU GUYS ARE OFF TO A GREAT START.

(MIKE)>> A ROLL CAGE WAS HIS PLAN BUT NOT UNTIL WE STRIP IT DOWN.

(RYAN)>> YOU GUYS KEEPING THE STOCK AXLE RIGHT?

(MIKE)>> IT'S GONE, FUEL TANK'S GONE, CHARCOAL CANISTER, EXHAUST, DRIVESHAFT, EVERYTHING, INCLUDING THE ENGINE, STILL WARM

FROM THE BURNOUT. GM INTRODUCED THESE IN 1985 ALONG WITH THE PHRASE VORTEC TECHNOLOGY, BECAUSE A NEW HEAD DESIGN CREATED A VORTEC INSIDE THE COMBUSTION CHAMBER FOR IMPROVED AIR AND FUEL ATOMIZATION. NOW MODERN VORTEC ENGINES ARE NAMED FOR THEIR APPROXIMATE DISPLACEMENT IN CUBIC LITERS.

(RYAN)>> YOU THINK A BIG BLOCK'S GONNA FIT?

(PAT)>> I THINK IT'S GONNA FIT IT NICELY WITH SOME MINOR WORK.

(RYAN)>> NEW A/C BOX, NEW BOOSTER, MASTER CYLINDER, GET RID OF THE ABS.

(PAT)>> THERE'S PLENTY OF ROOM IN THERE.

(MIKE)>> RYAN WASTED NO TIME GETTING STARTED. HE'S ONE OF THOSE GUYS THAT SEES IT IN HIS HEAD FROM START TO FINISH. LIKE CREATING SAFE AND STREET FRIENDLY DOOR BARS. HE ALSO GOT US LIGHT WEIGHT AEROSPACE BRAKES FROM SUMMIT WITH FOUR PISTON CALIPERS FOR THE FRONT AND REAR.

(PAT)>> EVERYTHING LOOKS GOOD ON THIS.

(MIKE)>> ON THE OTHER SIDE OF THE TECH CENTER PAT AND I STARTED WITH A COMPLETE 427 GM CRATE ENGINE THAT WE FOUND AT A LOCAL SWAP MEET FOR $3,500 BUCKS. NOW IT LOOKED TO BE IN GREAT SHAPE AND THE MONEY WAS RIGHT. SO WE TOOK A CHANCE.

(PAT)>> LET'S SEE WHAT OUR MONEY BOUGHT US HERE.

(MIKE)>> WE RAN IT JUST LIKE GM DID WITH A 770 CFM CARB, HEI DISTRIBUTOR, PREMIUM FUEL, AND 36 DEGREES OF TOTAL TIMING. THE RPM SWEEP WAS FROM 3,000 TO 6,000 AND IT CRANKED OUT 469 HORSEPOWER AT 5,500 RPM AND 483 POUND FEET AT 4,000.

(PAT)>> OUR GOAL WAS TO EXTRACT EVERY BIT OF POWER WE COULD WITH MINIMAL PARTS CHANGE AND SOME DO IT YOURSELF RACING TRICKS THAT MAKE A DIFFERENCE. WE HANDLED THE CYLINDER HEADS BY FLOWING THEM ON OUR SUPER FLOW BENCH. THEN TUNED UP A SINGLE INTAKE RUNNER AND

COMBUSTION CHAMBER SO THE GUYS AT THE SCHOOL OF AUTOMOTIVE MACHINISTS COULD MATCH THE OTHER SEVEN AND GIVE THEM A NICE VALVE JOB. TO FREE UP MORE POWER WE SHOWED YOU THE DIFFERENCE IN RING TENSION AND WHAT IT WOULD BE WORTH BY FREEING UP FRICTION. MAKING PARTS SHINY IS NOT JUST FOR LOOKS. WE POLISHED THE PISTONS AND COMBUSTION CHAMBERS TO ISOLATE HEAT IN THE CHAMBER FOR A MORE EFFICIENT BURN.

(MIKE)>> THEN THE CRANK WAS REUNITED WITH THE BLOCK AND THE MAIN CAPS WERE TORQUED. LOW TENSION RINGS WERE PLACE ON THE PISTONS AND THEY FILLED UP THE BORES. A HYDRAULIC ROLLER CAM SHAFT WAS INSTALLED, FOLLOWED BY A BILLET TIMING SET. AND THEN PUT BACK ON THE DYNO. AFTER SEVERAL TIMING CHANGES AND SOME CARB TWEAKING, IT CRANKED OUT 509 HORSEPOWER, 502 POUND

FEET OF TORQUE. THAT'S A GAIN OF 40 HORSEPOWER AND 19 POUND FEET. THEN WE DROPPED ON AN NOS CHEATER KIT NITROUS SYSTEM AND A 150 SHOT YIELDED 669 HORSEPOWER, 784 ON THE TORQUE GAUGE.

(PAT)>> LIME DIME IS READY FOR ASSEMBLY AND WE HAVE OUR HANDS FULL. FIRST A CURRIE FNINE FABRICATED REAR END WAS ASSEMBLED AND INSTALLED USING CAL TRACK MONO LEAF SPRINGS AND TRACTION BARS. THEN IT WAS TIME TO GET THE ENGINE MOUNTED USING

FRONT PLATES, FOLLOWED BY THE TH 400 TRANSMISSION. AFTER THAT WE GRABBED A LITTLE HELP AND GOT THE BED MOUNTED, AND OUR DOWN BARS REINSTALLED. WEIGHT OVER THE AXLE IS IMPORTANT FOR TRACTION SO WE MOUNTED A PUMP GAS AND RACE GAS FUEL CELL, BATTERY BOX, AND THE RADIATOR IN THE BED. THE NECESSARILY COMPLICATED EXHAUST WAS NEXT. IT STARTED WITH MASSIVE UP AND FORWARD TURBO HEADERS. THREE INCH PIPE MADE ITS WAY UNDER THE TRUCK WHERE IT HAS MUFFLERS AND ELECTRIC CUT OUTS.

(MIKE)>> EVERYTHING WAS EASY FROM HERE, LIKE ALL THE PLUMBING FOR THE FUEL AND COOLING SYSTEMS, AND

THE FRONT SUSPENSION WAS UPGRADED WITH TUBULAR AARMS AND CALVERT RACING FRONT SHOCKS. THE WIRING WAS ALL WRAPPED UP AFTER HOURS, AND AN ALUMINUM DRIVESHAFT MADE THE LINK FROM THE TRANS TO THE DIFFERENTIAL. THEN THE DISTRIBUTOR WAS DROPPED IN FOR THIS. GOT FUEL?

(PAT)>> ALRIGHT, LET HER RIP.

(MIKE)>> IGNITION, YOU READY? [ engine starting and revving ]

(PAT)>> WHOO, IT LIVES!

(MIKE)>> THAT WAS A LOT OF WORK, THAT WAS A LOT OF WORK. EVEN AT THAT POINT THE WORK WASN'T DONE. WE STILL HAVE SOME SETUP WORK TO DO TO THE SUSPENSION, DIAL IN OUR ELECTRONICS, AND DO A LITTLE PARKING LOT SHAKEDOWN TO MAKE SURE THE TRUCK'S READY FOR THE TRACK. PLUS WE STILL HAVE TO LOAD THE RIG WITH ALL THE

NECESSITIES FOR THIS TRIP. ALL THAT RIGHT AFTER THIS BREAK.

(MIKE)>> TO GET THE TRUCK READY FOR THE PARKING LOT, WE'RE GONNA GO AHEAD AND START BY SETTING ALL THE TIRE PRESSURES. THEN WE'RE GONNA GO UNDERNEATH AND ADJUST THE CAL TRACKS BARS FOR THE INITIAL SETTING. THEN WE'LL MAKE SURE THE TIMING IS WHERE WE WANT IT FOR THE NATURALLY ASPIRATED RUNS. WE GO AHEAD AND WEIGH THE TRUCK JUST SO WE KNOW. AND THEN FILL THE NITROUS BOTTLES. WE'RE GONNA RUN 12 POUNDS OF PRESSURE IN THE REAR ET STREETS AS A STARTING POINT. NOW THE MORE PRESSURE YOU RUN THE FASTER THE VEHICLE WILL GO, BUT THERE IS A POINT WHEN TOO MUCH PRESSURE WILL INDUCE WHEEL SPIN AT THE LAUNCH. UP FRONT WE'RE RUNNING 32 POUNDS. MUCH MORE THAN THIS WILL CAUSE MINIMAL TREAD CONTACT ON THE RACING SURFACE, WHICH IS FINE FOR SPEED BUT WILL GET YOU IN SERIOUS TROUBLE WHEN YOU APPLY THE BRAKES DOWN THE DEEP END.

NOW SETTING UP THE CAL TRACKS REQUIRES A DRIVER TO BE IN THE PILOT SEAT. THIS IS TO GET AN ACCURATE PRELOAD SETTING ON THE BAR. IT'S SIMPLE TO ADJUST. TURN THE FORCE TRANSFER LINK UNTIL THE SPRING STOP BOLT CONTACTS THE SPRING. THEN ADD A QUARTER TURN. LOCKING THE JAMB NUT FINISHES THE SETUP. REPEAT IT ON THE OTHER SIDE. NOW ONTO THE SHOCK ADJUSTMENT. SINCE WE'RE RUNNING A TRANSMISSION WITH A TRANS BRAKE, THE RECOMMENDED SETTING FROM CALVERT RACING ON THE REAR SHOCKS IS BETWEEN ONE AND THREE. UP FRONT THEY'RE NONADJUSTABLE 90/10'S DESIGNED FOR MAXIMUM WEIGHT TRANSFER. HERE WE GO PAT.

(PAT)>> LIGHT HER UP. NEXT WE CAN CHECK THE TIMING TO MAKE SURE

IT'S WHERE WE WANT. TOTAL FOR NATURALLY ASPIRATED RUNS WILL BE 36 DEGREES. NEXT UP WE'RE GONNA FIND OUT WHAT THE LIME DIME WEIGHS SO WE CAN GET A GUESTIMATE ON HOW FAST IT'S GONNA RUN. AND WE'RE GONNA BASE THAT OFF OF MY TRUSTY, DUSTY MOROSO POWER SPEED CALCULATOR. OUR SCALES ARE INTERCOMP'S QUICK WAY SW 650 SCALE SYSTEM. IT'S A WIRELESS SETUP AND SUPER EASY TO USE WITH TONS OF OPTIONS. WITH THE APPROPRIATE SCALE UNDER EACH TIRE WE'LL LOWER THE TRUCK ONTO THEM. LOOKING AT THE DIGITAL SCREEN WE CAN SEE TOTAL WEIGHT, FRONT TO REAR BIAS, AS WELL AS CORNER WEIGHTS. THE POWER SPEED CALCULATOR IS SIMPLE. LINE UP THE WEIGHT OF THE VEHICLE WITH THE KNOWN HORSEPOWER RATING AND LOOK AT THE RESULTS. OUR TRUCK SHOULD RUN IN THE HIGH 10 SECOND RANGE AT AROUND 120 MILES PER HOUR.

(MIKE)>> BEFORE IT SEES THOSE SPEEDS WE'RE MAKING SURE EVERYTHING FUNCTIONS PROPERLY AT A LOW RPM, STARTING WITH THE LINE LOCK. BY PUMPING THE BRAKE PEDAL THREE TO FOUR TIMES AND

HOLDING IT FIRM, PRESS THE BUTTON ON THE SHIFTER. THIS ACTIVATES THE SOLENOID AND KEEPS THE PRESSURE ON THE FRONT BRAKES. WHEN YOU TAKE YOUR FOOT OFF THE PEDAL IT RELIEVES PRESSURE TO THE REAR SO YOU CAN DO A BURNOUT. WHEN THE BUTTON IS RELEASED IT LETS THE VEHICLE ROLL OUT. NOW THE TRANS BRAKE AND TWO STEP REV LIMITER, WHICH ARE TIED INTO THE SAME BUTTON ON THE STEERING WHEEL, WILL GET A TEST. WHEN IT'S ENGAGED YOU MASH THE GO PEDAL TO THE FLOOR. THE BRAKE LOCKS THE FORWARD AND REVERSE GEAR AT THE SAME TIME, SO THE TRUCK WON'T ROLL THROUGH THE BEAMS. AT THE SAME TIME THE IGNITION IS PUT IN THE LOW

RPM LOOP, WHICH IS THE SET RPM YOU LAUNCH AT. LISTEN TO IT AGAIN. ENOUGH OF THE PARKING LOT, IT'S TIME FOR THE TRACK.

WE'RE HERE AT BEECH BEND RACEWAY IN BOWLING GREEN, KENTUCKY, AND IT'S ACTUALLY HOME TO HOLLEY PERFORMANCE AND THEIR BIGGEST EVENT, THE LS FEST. NOW THE TRACK IS FRESHLY SCRAPPED, SO IT'S NOT READY FOR THE SEASON AND NEITHER ARE WE. WE'VE STILL GOT A COUPLE OF THINGS TO FINISH. A LOT OF HEAT COMES OFF THESE HEADERS AND WE DON'T WANT TO COOK THE FIBERGLASS HOOD. DEI'S UNDERHOOD THERMAL ACOUSTIC LINING WILL PROTECT IT. WITH THE SHAPE WE NEED MARKED OUT, WE CAN CUT IT. THEN REMOVE THE BACKING TO REVEAL THE SELF ADHESIVE STICKINESS AND APPLY IT. IN THE BED WE'RE ADDING 93 OCTANE PUMP GAS TO THE BIG CELL. THE LITTLE ONE IS FOR RACE GAS WE'RE NOT SURE IF WE CAN USE TODAY.

(PAT)>> EITHER WAY WE'RE STILL GONNA SLING SOME RUBBER. SO HERE'S A QUICK TIP. SPRAYING WD 40 BEHIND THE REAR TIRES WON'T LET

RUBBER STICK TO IT. IT'S EASY TO CLEAN AND IT WON'T HURT THE PAINT. THIS S-10 TRANSFORMATION HAS BEEN A LONG TIME IN THE MAKING. AND TODAY IT'S READY FOR ITS HIGH RPM SHAKEDOWN COMING UP.

(MIKE)>> NOW WE'RE DOWN ON THE RACING SURFACE AND

HERE'S WHAT I MEAN WHEN I MENTIONED THE TRACK WAS GREEN. THEY USUALLY SCRAPE THE RUBBER OFF THE RACING SURFACE FROM ABOUT THE BURNOUT BOX TO THE 60 FOOT MARK. THAT'S BECAUSE OVER THE WINTER THE RUBBER WILL ACTUALLY ABSORB MOISTURE AND IF THEY WERE TO RUN ON IT AGAIN IT WOULD CHUNK UP AND RUIN THE RACING SURFACE FOR THAT WEEKEND. NOW WHAT THAT MEANS IS THIS TRACK IS SUPER SLICK.

SO WE'RE NOT TRYING TO RUN THE QUARTER MILE OR BE HEROES.

WE'RE HERE TO SHAKE THE TRUCK DOWN AND MAKE SURE IT'S READY FOR WHEN WE TAKE IT TO AN EVENT. WE'LL BE THE ONLY ONES RUNNING THIS TRACK TODAY. SO TO ENSURE SAFETY WE'RE WALKING THE ENTIRE SURFACE TO MAKE SURE IT'S FREE OF DEBRIS, WATER, OR ANY OTHER FOREIGN MATTER THAT WOULD MAKE IT UNSAFE.

I THINK YOU'RE RIGHT. OUT PAST THE 60 CUT A HALF A TIRE WIDTH OVER TO THE RIGHT SIDE.

(PAT)>> YEAH, IT'S NOT HORRIBLE!

IT'S ACTUALLY REALLY WELL COVERED, REALLY WELL STUCK DOWN.

(MIKE)>> WE'LL LAY SOME ON TOP OF IT AND SEE WHAT WE CAN DO.

(PAT)>> THAT'S WHAT YOU'RE SUPPOSED TO DO.

BEFORE WE START WE'RE TAKING ADVANTAGE OF THE LATEST SPARK TECHNOLOGY ENTERING THE HIGH PERFORMANCE MARKET. ETHREE NOW OFFERS RACING SPARK PLUGS. CHIEF DESIGNER DON WARD TELLS US WHY.

(DON)>> ETHREE HAS A COMPLETE LINE FOR RACING. WE WILL HAVE MOTORCYCLE PLUGS UP TO TOP FUEL. AS A MATTER OF FACT, LAST YEAR WE WERE TESTING OUR NEW TOP FUEL PLUG AND WE WON FIVE RACES LAST YEAR.

(PAT)>> ETHREE STARTED MAKING PLUGS FOR SMALL ENGINES BACK IN 2004 AND QUICKLY EXPANDED INTO THE AUTOMOTIVE MARKET WITH GREAT SUCCESS. AND WITH THEIR CONTINUED R&D THEY'RE CARVING THEIR OWN NICHE IN THE RACING INDUSTRY.

(DON)>> DIAMOND FIRE GROUND WIRE TECHNOLOGY. YOU HAVE A DIAMOND IN THE CENTER.

YOU HAVE MORE SHARP EDGES TO FIRE TO. IT TAKES LESS REQUIRED VOLTAGE. AND WHEN IT BURNS MORE FUEL IT MAKES MORE POWER.

(MIKE)>> I DON'T CARE IF IT'S SHAKEDOWNS, 60 FOOTS, OR JUST BURNOUTS, I'M GETTING SAFETY GEAR ON.

ALL OUR SAFETY GEAR CAME FROM SUMMIT RACING. NOW THIS IS AN AREA YOUR LIFE DEPENDS ON. SO DON'T SPARE ANY EXPENSE.

WITH WATER IN THE BOX, THE MAIDEN VOYAGE STARTS. USING THE LINE LOCK PAT'S GONNA DO A THREE GEAR BURNOUT. RELEASE THE BUTTON, AND GET SOME RUBBER LAID DOWN.

FLAWLESS, AND IT LOOKED GOOD AND SOUNDED GOOD. HOW DID IT FEEL?

(PAT)>> IT SOUNDED FINE. THE TRACK IS LIKE A PIECE OF ICE RIGHT NOW. SO WE'RE GONNA PUT A LITTLE BIT MORE DOWN.

(MIKE)>> AND WE DID WITH A LITTLE TO THE LEFT AND ANOTHER TO MIX IT UP. WELL WE KNOW ONE THING, THERE'S ENOUGH RUBBER DOWN IN THE GROOVE FOR US TO CONTINUE. NEXT UP, THE FIRST TRANS BRAKE LAUNCH AT THE TRACK. THE LAUNCH RPM IS SOFT RIGHT NOW AT 3,000. NOT BAD AT ALL. GOOD TIRE WRINKLE AND A LITTLE SUN LIGHT UNDER THE FRONT TIRES. I SEE POTENTIAL.

(PAT)>> WE'RE TOO LOW IN THE RPM RANGE FOR THE ENGINE.

(MIKE)>> THAT'S WHY THE TRUCK FELL ON ITS FACE THERE.

(PAT)>> YEP!

(MIKE)>> ALRIGHT, WE CHOOSE TO MAKE AN ADJUSTMENT RIGHT NOW. WE'RE GONNA RAISE THE LIMITER ON THE TWO STEP. THAT'S DONE ON THE MSD BOX, WHICH WE HAVE UNDER THE DASH AND IT'S HARD FOR YOU TO SEE.

(PAT)>> BURNOUTS RAISE TIRE TEMPERATURE AND TEMPERATURE EXPANDS AIR. SO WE NEED TO PURGE IT BACK DOWN TO 12 PSI.

ANOTHER BURNOUT GETS THE TIRE STICKY, AND THE SAME PROCESS WITH A LITTLE HIGHER LAUNCH RPM. THAT TIME A 177 60 FOOT, WHICH IS NOTHING TO WRITE HOME ABOUT.

(MIKE)>> LIGHT ON THAT ONE WAS A DOUBLE ZERO SIX.

(PAT)>> OH, THAT'S BETTER.

(MIKE)>> THAT WAS VERY NICE.

(PAT)>> THE OLD MAN HASN'T LOST HIS TOUCH.

(MIKE)>> THE OLD MAN STILL HAS GOT THE TOUCH, ABSOLUTELY.

(PAT)>> IT FEELS GOOD, THE BRAKES FEEL GOOD, THE ENGINE FEELS GOOD. I OPENED UP THE EXHAUST ON THAT LAST ONE.

(MIKE)>> NOW I GET TO HAVE A LITTLE FUN IN THE LIME DIME. DOING BURNOUTS IN THIS THING ARE A BLAST. AND PAT WAS RIGHT, EVERYTHING FEELS GOOD AND TIGHT, WHICH ALSO MAKES US FEEL SAFE. SAFE ENOUGH TO RUN RACE GAS AND NITROUS, BUT NOT TODAY. WE'LL SHOW YOU HOW TO DIAL THAT IN AT THIS TRACK'S NEXT TEST AND TUNE EVENT, CAN'T WAIT.

(ANNOUNCER)>> UP NEXT A CONVERSION TO A WATERLESS COOLANT. THE END OF OVERHEATING!

(PAT)>> BELIEVE IT OR NOT, THE COOLING SYSTEM ON A HIGH PERFORMANCE APPLICATION IS JUST AS IMPORTANT AS ITS OILING SYSTEM. WHETHER YOU HAVE IRON OR ALUMINUM PARTS, BOTH ARE SUSCEPTIBLE TO ELECTROLYSIS AND CORROSION, AND THAT CAN WREAK HAVOC ON YOUR ENGINE'S COOLING CAPACITY. AND WHAT CAUSES THAT PROBLEM IS WATER PRESENT IN THE SYSTEM.

(MIKE)>> NEW TECHNOLOGY IS ALWAYS HELPING US GEARHEADS GO FASTER AND OUR PARTS LIVE LONGER.

WELL TODAY IT'S WITH A WATERLESS COOLANT THAT HAS SEVERAL BENEFITS OVER THE WATER BASED TYPES YOU'VE BEEN USING. NOW IT'S CALLED EVANS HIGH PERFORMANCE WATERLESS

ENGINE COOLANT, AND TODAY WE'RE GONNA SHOW YOU HOW AND WHY YOU SHOULD SWITCH TO IT. MIKE TOURVILLE AND MARK STONE FROM EVANS COOLING SYSTEMS KNOW THE INS AND OUTS OF THEIR PRODUCT.

(MARK)>> THE WATER BASED COOLANTS HAVE BEEN USED FOR OVER 100 YEARS. THEY TYPICALLY COMPRISE OF 50 PERCENT GLYCOL AND 50 PERCENT WATER. EVANS IS UNIQUE IN THAT WE'RE THE ONLY ENGINE COOLANT IN THE WORLD THAT HAS ZERO WATER IN IT.

SO IT HAS UNIQUE PROPERTIES THAT ARE DESIRABLE FOR RACING APPLICATIONS. (MIKE T.)>> YOU'RE NOT GOING TO BOIL EVANS COOLANT IN AN ENGINE, WHICH MEANS YOU DON'T FORM VAPOR, YOU DON'T HAVE A VAPOR BARRIER BETWEEN A LIQUID AND THE METAL. NOW THAT MEANS YOU ALWAYS MAINTAIN LIQUID TO METAL CONTACT, PROVIDING GOOD HEAT TRANSFER, KEEPING

METAL TEMPERATURES UNDER CONTROL, ESPECIALLY AT THE HIGHER TEMPERATURES WHERE IT MATTERS THE MOST.

(MARK)>> THE BEST WAY TO ILLUSTRATE THE BENEFITS OF

EVANS COOLING IN TERMS OF OUR HIGH BOILING POINT IS THIS LITTLE SCIENCE EXPERIMENT WE PUT TOGETHER HERE. SO OVER HERE WE HAVE A BEAKER OF 50/50 ANTIFREEZE. YOU CAN SEE IT'S BOILING AWAY AT 233 DEGREES FAHRENHEIT. AND OVER AT 297 DEGREES EVANS COOLANT IS COMPLETELY STABLE. WE STILL HAVE ANOTHER 75 DEGREES TO GO BEFORE THE FLUID WILL EVEN BOIL.

(MIKE)>> THAT'S WHY WE BROUGHT IN THIS 519 HORSEPOWER LIVERNOIS MOTORSPORTS ENGINE, MAKING IT THE PERFECT CANDIDATE FOR TODAY'S CONVERSION. YOU MUST PURGE ALL THE OLD WATER BASED COOLANT FROM THE SYSTEM FOR THE EVANS COOLANT TO WORK PROPERLY.

(PAT)>> WHEN IT'S EMPTY WE CAN MOVE ON TO THE BLOCK DRAINS. IF YOU'RE NOT SURE WHICH PIPE PLUGS ARE THE DRAINS

ON YOUR ENGINE, A QUICK GOOGLE SEARCH WILL HELP YOU OUT. WHEN COOLANT STOPS DRAINING WE CAN REPLACE THAT PLUG. INTRODUCING FORCED AIR INTO THE SYSTEM IS NEXT. A STANDARD SHOP VAC MAKES THIS A SIMPLE TASK. BY BLOWING AIR INTO THE RADIATOR OR EXPANSION TANK, COOLANT IS BEING FORCED OUT OF THE HEATER CORE AND THE AREAS THAT RETAIN THE FLUID. WITH ALL THE OLD COOLANT OUT, WE CAN SEAL THE SYSTEM BACK UP.

(MIKE)>> EVANS PREP FLUID IS BASICALLY USED AS A FLUSH TO REMOVE ANY LEFT OVER WATER BASED COOLANT IN THE SYSTEM. NOW YOU HAVE TO FILL IT TO CAPACITY BECAUSE THE

ENGINE WILL NEED TO BE STARTED, BROUGHT UP TO TEMP TO CIRCULATE THE FLUSH THROUGH THE ENTIRE SYSTEM.

NOW WE'LL FIRE THE COBRA UP AND THE PREP FLUID WILL DO ITS JOB, WORKING ITS WAY THROUGH ALL THE NOOKS AND CRANNIES, REMOVING AS MUCH WATER CONTENT AS POSSIBLE. WHEN THE TEMPERATURE STABILIZES WE CAN SHUT THE CAR DOWN AND LET IT COOL A BIT.

NOW OPEN PETCOCK AND DRAIN AS MUCH OF THE PREP FLUID FROM THE RADIATOR, AND THE BLOCK JUST LIKE WE DID BEFORE.

(PAT)>> THE FORCED AIR PROCEDURE ALSO NEEDS TO HAPPEN AGAIN AND YOU ALREADY KNOW WHY. NOW IT'S TIME FOR THE FINAL POUR. IT'S THE COOLANT THAT WILL LAST THE LIFE OF THE ENGINE. NO FLUSHING OR CHANGING, AND IF IT NEEDS TO BE DRAINED, SAVE IT AND REUSE IT. NEVER ADD WATER OR CONVENTIONAL COOLANT TO EVANS. IT WILL REDUCE ITS EFFECTIVENESS.

HERE'S AN EASY REMINDER THEY SUPPLIED WITH THE COOLANT.

(MIKE)>> THE CAR NEEDS TO BE STARTED AGAIN AND THE SYSTEM PURGED OF ANY AIR. LEAVE THE RADIATOR CAP OFF TO LET THE AIR POCKETS MOVE TO THE HIGHEST POINT, WHICH IS THIS TANK. ONCE THE ENGINE IS AT TEMPERATURE WE CAN SHUT IT

DOWN AND SEE IF WE PASSED THE TEST.

(PAT)>> BY SUBMERGING A LITMUS TEST STRIP IN FOR 15 SECONDS. THEN LET IT SIT FOR TWO MINUTES AND 20 SECONDS AND COMPARE IT TO THE EVANS PH SCALE. WE SHOULD BE BETWEEN ZERO AND THREE PERCENT. ANYTHING OVER FIVE PERCENT MEANS YOU HAVE TO REDO THE WHOLE PROCESS.

(MIKE)>> NOW THAT YOU'VE BEEN SCHOOLED ON EVANS COOLANT GO AHEAD AND MAKE THE CHANGE. YOUR CAR WILL THANK YOU FOR IT IN THE LONG RUN. YOU CAN PICK YOURS UP AT SUMMIT RACING DOT COM. WE'LL SEE YOU NEXT TIME.