Dropping a 427 Stroker Into a '97 T-Bird

(ANNOUNCER)>> PROJECT DEEP SLEEP COMES TOGETHER ON HORSEPOWER TODAY AS THE 427 COMES TO REST INSIDE THE PLAIN JANE FORD FOLLOWED BY THE SIX SPEED TRANS AND MORE UPGRADES. THEN THE GUYS HAVE TO FAB THEIR WAY THROUGH FITMENT ALL IN UNCHARTED TBIRD TERRITORY.

(JOE)>> IN OUR QUEST TO BUILD A BAD SLEEPER BIRD, WE TOOK A 427 BOSS SHORT BLOCK, FILLED IT WITH A HEFTY HIGH PERFORMANCE PARTS COMBO, AND LOADED IT ON OUR DYNO FOR A 610 HORSEPOWER PAYOFF.

(MIKE)>> TODAY'S THE DAY TO DROP IT IN. AFTER TEARING DOWN THE ORIGINAL KMEMBER, REMOVING EVERYTHING BUT THE SPINDLES, CONTROL ARMS, AND STEERING RACK, WE'RE READY TO PRESSURE WASH IT CLEAN. THEN WITH A LITTLE HELP FROM OUR TRANS JACK, WE CAN RAISE IT UP AND BOLT IT INTO PLACE. WE NEED TO GO AHEAD AND LAY THE NEW ADCO FRONT SWAY BAR IN PLACE NOW WHILE IT CAN STILL CLEAR THE FACTORY KMEMBER. FOR MOTOR MOUNTS, WE FOUND A COMPANY ONLINE THAT SPECIALIZES IN NICHE APPLICATIONS CALLED TURBO CHUCK DOT COM. THEY'RE CONSTRUCTED WITH LASER CUT COLD ROLLED STEEL HAND WELDED AND POWDER COATED. BEST OF ALL, THEY FIT GREAT. WE KNOW SOME OIL PAN MODS ARE IN ORDER. AND AFTER A TEST FIT AND MARKING IT, I CAN TAKE THE TRUSTY CUT OFF WHEEL TO IT.

(JOHN)>> YOU GOOD?

(MIKE)>> UM HM, BOLT IT BACK IN PLACE AS IS TO SEE WHAT WE'VE GOT. THIS'LL KEEP THE MOUNTS STRAIGHT, FROM ROLLING IN.

(JOHN)>> THIS IS WHAT I'VE GOT A PROBLEM WITH OVER HERE.

(MIKE)>> CLOSE, VERY CLOSE! JOHN TAKES A SMALL CHUNK FROM THE KMEMBER AND I TAKE A FEW MORE OUT OF THE PAN AND CLOSE IT UP. AND FINALLY, SOME POST OP CLEANING TO FINISH IT UP, WELL ALMOST.

(JOHN)>> YOU'RE NOT DONE UNTIL YOU CHECK FOR LEAKS.

(MIKE)>> MY CONFIDENCE IS RUNNING HIGH, THE RESULTS?

(JOHN)>> ALRIGHT MIKE YOU'RE GOOD.

(MIKE)>> WELL YEAH!

(JOE)>> BEFORE IT BOLTS BACK IN PLACE THOUGH, A COAT OF PAINT MORE FOR RUST PROTECTION THAN COSMETIC.

(MIKE)>> ALRIGHT, THIS SHOULD BE THE HOME RUN WE WERE LOOKING FOR RIGHT HERE.

(JOHN)>> I HOPE SO. OKAY, DOWN.

(MIKE)>> LOOKING GOOD! LOOKING AT IT, IT'S GONNA GO RIGHT IN THERE.

(JOHN)>> MAN IT SURE IS ISN'T IT. WHERE ARE YOU AT, I'M ON.

(MIKE)>> I'M ON.

(JOHN)>> WE'RE GOOD RIGHT HERE. I CAN FIT MY HAND IN BETWEEN THERE. PLENTY OF CLEARANCE HERE.

(MIKE)>> THAT'S WHAT I LIKE TO SEE.

(JOHN)>> OH YEAH, THAT'S MONEY.

(MIKE)>> GOOD DEAL.

(JOHN)>> LIKE IT WAS MADE FOR IT.

(JOE)>> THE TRANSMISSION IS NEXT AND IT WAS MADE FOR IT, AND HERE'S WHY. WHEN YOU MODIFY YOUR REAR END WITH SHORTER 4.10 GEARS LIKE WE DID, THE TRADE OFF IS USUALLY HIGHER RPM'S AT CRUISING SPEED. NOT THIS TIME THOUGH. WE'RE STEPPING UP TO ONE OF TCI'S FOURL-80-E BASED SIX SPEED AUTOMATICS, THE FIRST MADE TO HANDLE UP TO 850 HORSEPOWER. IT'S A PRETTY COMPACT DESIGN ALL THINGS CONSIDERED. THEY DYNO TEST EACH ONE, AND THEY'RE GOOD FOR STREET ALL THE WAY UP TO FULL RACE APPLICATIONS. NOW WE'RE ALSO USING SOME OF THEIR OTHER TRANS RELATED COMPONENTS WE'LL TELL YOU ABOUT AS WE GO, BEGINNING WITH THE TORQUE CONVERTER. THAT THING IS HEAVY!

(MIKE)>> THIS TCI TORQUE CONVERTER IS A 10 INCH STREET FIGHTER WITH A BILLET FRONT COVER AND 3,000 RPM STALL SPEED. UNDERNEATH THE FLEX PLATE GOES ON TO THE CRANK SHAFT. THEN WE CAN RAISE THE TRANSMISSION INTO PLACE.

(JOHN)>> ALRIGHT, THIS ONE'S STARTED.

(MIKE)>> AND MAKE SURE IT STAYS THERE. NOW WE'RE READY TO MEASURE FOR OUR DRIVE SHAFT. NOW IF THIS IS YOUR FIRST TIME TACKLING THIS, THERE'S A LOT MORE THAN JUST ONE MEASUREMENT. NOW WE'RE GONNA HAVE DYNA TECH ENGINEERING BUILD OUR SHAFTS. SO WE WENT TO THEIR WEBSITE AND PRINTED OFF THEIR ORDER FORM. NOW IT'S GONNA HAVE A LIST OF ALL THE MEASUREMENTS WE NEED TO GET THE CORRECT LENGTH SHAFT. FIRST, THE DISTANCE FROM THE TRANS EXTENSION HOUSING TO THE PINION FLANGE.

(JOHN)>> 59 AND THREE QUARTER.

(MIKE)>> THEN THE DIAMETER OF THE PINION FLANGE PILOT, WHICH IS TWO INCHES. THE NUMBER OF BOLT HOLES IN THE FLANGE, WHICH IS EIGHT. THE BOLT HOLE CIRCLE DIAMETER, WHICH IS THREEFIVE-50. NEXT THE DISTANCE BETWEEN THE TRANS OUTPUT SHAFT AND THE EXTENSION HOUSING.

(JOHN)>> 672.

(MIKE)>> FINALLY COUNT THE NUMBER OF SPLINES ON THE SHAFT AND WE HAVE 32. NOW JUST FILL OUT THE FORM, FAX IT TO THEM, AND THEY'LL SEND YOU EXACTLY WHAT YOU NEED.

(JOE)>> WHILE MIKE FAXES IN THAT ORDER, JOHN AND I CAN GET BUSY ON THE FRONT SUSPENSION. AND DON'T YOU THINK THESE ARE DUE FOR AN UPGRADE? SWAPPING OUT THE UPPER CONTROL ARM, YEAH THAT'S MORE LIKE IT. STRUT AND SPRING ASSEMBLIES ARE NEXT, AND YEAH, I GUESS WE'RE SPOILED BUT THIS PROFESSIONAL COMPRESSOR FROM MATCO'S A LOT MORE EFFICIENT AND SAFER THAN THE OLD WAY. FIRST TO FREE UP THE STOCK STRUT FROM THE SPRING TO REMOVE THE STRUT MOUNT. THEN TO SQUEEZE THE NEW SPRING AND BOLT THE NEW STRUT TO THE MOUNT. NOW WE CAN STAB THE STRUT AND SPRING INTO PLACE, BOLT IT TO THE LOWER CONTROL ARM ON BOTTOM, AND SECURE IT ON TOP USING THIS NEW STRUT BRACE. NEXT CONNECT THE NEW LOWER CONTROL ARM TO THE SPINDLE, AND WITH NEW END LINKS CONNECT THE SWAY BAR TO THE SPINDLE. NOW THE FRONT BRAKES, AND WE'RE SLIDING ON MORE EBC SLOTTED ROTORS, MORE BLUE STUFF BRAKE PADS, AND THE CALIPERS. NOW WE'VE GOT WHAT WE NEED TO HANDLE AND HARNESS A 610 HORSEPOWER TBIRD.

(JOE)>> HORSEPOWER'S BACK AFTER DROPPING OUR 427 INTO THE '97 TBIRD, FINISHING THE SUSPENSION, AND BOLTING UP A TCI SIX SPEED AUTOMATIC TRANSMISSION. IT ALL FITS FINE NOW WITH ONE EXCEPTION, THE NEW TRANS IS WAY TOO LONG FOR THE STOCK CROSS MEMBER. SO WE'RE MAKING A NEW ONE USING A COUPLE OF PIECES OF STEEL PLATING. WELDING THEM IN PLACE FARTHER BACK, THEN ADDING TWO TABS TO A PIECE OF THREE INCH PIPE THE BOLT GOES THROUGH. THEN WE'LL WELD THAT TO OUR FLAT PLATES ON EACH SIDE. NEXT A HORIZONTAL BAR GETS WELDED UP TO THE PIPES, FOLLOWED BY ANOTHER PAIR OF BRACKETS TO SUPPORT A MOUNTING PLATE FOR THE TRANS MOUNT.

(MIKE)>> NOW OUR SIX SPEED AUTO HAS A SOLID PLACE TO MOUNT. THE ONLY PROBLEM IS OUR EXHAUST HAS TO RUN THROUGH RIGHT HERE. WE'LL GET TO THAT IN A MINUTE. RIGHT NOW THERE'S SOME FABRICATION THAT NEEDS TO BE DONE TO OUR 427'S HEADERS. THE DRIVER'S SIDE HEADER FITS PRETTY WELL WITH ONLY A LITTLE FABRICATION REQUIRED. THE PASSENGER SIDE TUBES, THAT'S ANOTHER STORY. THEY NEED EXTENSIVE CUTTING AND WELDING TO OVERCOME ALL KINDS OF INTERFERENCE ISSUES. WE EXPECTED THIS THOUGH SINCE THERE'S NO AFTERMARKET SET MADE FOR OUR UNIQUE ENGINE AND CAR COMBINATION. NOW THESE HOOKER HEADERS ARE MADE FOR A FOX BODY MUSTANG 351 SWAP, THE CLOSEST THING WE COULD FIND.

(JOE)>> WHILE MIKE FINISHES THAT, JOHN'S GETTING TO WORK ON THE FUEL DELIVERY SYSTEM WHICH NOW INCLUDES THIS JAZ ALUMINUM FUEL CELL WITH A SENDING UNIT. AND WOULD YOU BELIEVE IT, MORE MODIFICATIONS. THAT'S BECAUSE EARLIER IN THIS PROJECT WE REMOVED THE FACTORY FUEL TANK TO MAKE ROOM FOR OUR CUSTOM MADE SUBFRAME CONNECTORS ALONG WITH A HORIZONTAL BAR FOR REINFORCEMENT. TO MOUNT THE CELL IN THE TRUNK, JOHN FIRST WELDS IN A COUPLE OF SUPPORT PLATES INSIDE THE SPARE TIRE WELL. AND AFTER CUTTING A PIECE OF TUBING TO LENGTH, HE'LL SECURE IT TO THE TOP OF THE PLATES. THEN WELD A COUPLE OF SMALLER PLATES TO THE BAR. THE FUEL CELL'S MOUNTING TABS BOLT TO THEM. AND UP FRONT THE OTHER TAB SIMPLY BOLTS TO THE FLOOR OF THE TRUNK. INSIDE THE BIRD JOHN TAKES SOME MEASUREMENTS FOR A COUPLE OF PIECES OF SHEET METAL THAT SERVE AS A FIREWALL BETWEEN THE FUEL CELL AND THE CAR'S INTERIOR. AND THEY'RE HELD IN PLACE WITH POP RIVETS.

(MIKE)>> NOW WITH THE CAR BACK UP, IT'S TIME FOR THE MOMENT OF TUBULAR TRUTH, TO SEE IF THIS MASSIVELY MODIFIED HEADER FITS, AND IT DOES. NOW THE FEL PRO GASKET CAN GO IN BEFORE FINALLY BOLTING IT IN WITH ARP FASTENERS. TO KNOW HOW TIGHT WE CAN PACK THE EXHAUST, WE NEED TO SLIDE OUR NEW THREE AND A HALF INCH STEEL DYNA TECH DRIVE SHAFT INTO THE TRANSMISSION HOUSING AND SECURE IT TO THE REAR END. WE'LL USE LOTS OF BENT TUBING, UNIVERSAL CATS, CLAMPS, AND CHERRY BOMB MUFFLERS, NOT TO MENTION WORKOUTS WITH THE COLD SAW AND THE TIG WELDER. FIRST TO GET THE NEW CATALYTIC CONVERTERS INSTALLED. THEN TO MAKE THE TUBES ROUTE AROUND THE NEW TRANS MOUNT AND OVER THE HORIZONTAL SUPPORT BAR. NOW THESE EXTREMES GOT THE MUFFLER VOTE BECAUSE THEY'RE COMPACT AND EXTREMELY FREE FLOWING. FINALLY A PAIR OF TURN DOWN PIPES AND CLAMPS TO FINISH UP. IT TOOK A LOT OF TIME, TEST FITTING, TRIMMING, AND MELTING TIG RODS, BUT NOT A BAD SYSTEM FOR SELF MADE.

(JOE)>> AND THAT GETS US BACK TO THE FUEL SYSTEM AND DRILLING SOME HOLES IN THE TRUNK FLOOR TO FEED AND RETURN FUEL. WE'RE USING A COMBO KIT FROM WELDON THAT INCLUDES A 100 MICRON FILTER WITH DASH 10 FITTINGS FOR OUR SUPER STOCK LINES FROM EARL'S PROTECTED BY THESE SPECIAL DAYSTAR BOOTS. THE HEART OF THE WELDON KIT IS AN A-600 PUMP THAT CAN FLOW UP TO 85 GALLONS PER HOUR, ENOUGH TO FEED 800 HORSEPOWER. FROM THE REGULATOR WE INSTALL MORE SUPER STOCK LINES UP TO THE ENGINE. WELL THAT IS THE END OF THE LINE FOR TODAY AT LEAST. SEE WE'VE GOT TO WAIT FOR OUR LAST ROUND OF PARTS TO COME IN. THEN WE CAN BRING IT BACK FOR A FINALE AND FINALLY TAKE THIS SLEEPER OUT AND SEE IF WE CAN GIVE SOME MUSTANGS A REAL NIGHTMARE OR TWO.

(JOE)>> HORSEPOWER'S BACK WITH A QUESTION. HOW DO YOU MAKE YOUR DAILY DRIVER DOUBLE AS A WEEKEND DRAG RACE CAR? I MEAN WE ALL WANT THE BEST OF BOTH WORLDS WITH THE BEST BANG FOR THE GOOD OLE BUCK. SO WHERE DO YOU START? THAT'S A QUESTION I POSED TO ROB DOWNING, WHO'S CREW CHIEF FOR SUMMIT RACING'S PRO STOCK TEAM, MULTIYEAR NHRA CHAMPIONS. ROB'S A BELIEVER IN PLANTING THE POWER BEFORE ADDING POWER.

(ROB)>> THE FIRST THING THAT I WOULD DO IS CHANGE THE RING AND PINION. THAT'S GONNA GIVE US THE MOST ET FOR OUR DOLLAR. LETS JUST SAY FOR INSTANCE YOUR CAR CAME WITH A 355 REAR END GEAR FROM THE FACTORY. SO WHAT WE'D WANT TO DO IS GO TO SOMEWHERE IN THE 411 RANGE OR SOMEWHERE IN THE LOW FOURO RANGE, WHICH IS GOING TO GIVE THE ENGINE MORE ADVANTAGE ON THE TIRE, WHICH IS GONNA MAKE THE TIRE THINK YOUR ENGINE'S MAKING MORE POWER.

(JOE)>> ROB SAYS HIS SECOND STREET/STRIP INVESTMENT WOULD BE RUBBER, AND THAT RELATES TO YOUR CAR'S TRANNY.

(ROB)>> IF YOU'VE GOT A STICK SHIFT CAR FOR INSTANCE, WE'RE PROBABLY GONNA GO RIGHT TO A DRAG SLICK. YOU'VE GOT AN AUTOMATIC CAR, WE COULD KINDA CHEAT A LITTLE BIT AND PUT A DRAG RADIAL ON THAT THING.

AND BE ABLE TO DRIVE THAT ON THE STREET A LITTLE BIT. DRIVE IT TO AND FROM THE TRACK SO TO SPEAK. THE NEXT THING YOU'RE GONNA NEED IS SOME SORT OF GOOD DRAG SHOCK TO TAKE CARE OF CAUSE WE'RE PROBABLY GONNA START HAVING SOME WHEEL HOP. OVERALL THE REAR SHOCKS IS GONNA GIVE MORE CONTROL OVER THE TIRE. SO YES, THE DAMPENING IS GONNA BE HIGHER. IT'S GONNA DEPEND ON YOUR TYPE OF CAR, WHETHER IT'S AN INDEPENDENT REAR SUSPENSION OR SOLID AXLE. HOW THAT SUSPENSION IS SET UP. WHETHER IT'S GONNA BE MORE BIAS TO THE REBOUND OR TO THE COMPRESSION. THAT'S SOMETHING THAT YOU'RE JUST GONNA HAVE TO PLAY WITH ONCE YOU GET TO THE TRACK.

(JOE)>> OKAY, GOOD START, BUT HOW MUCH CASH DO WE START SHELLING OUT?

(ROB)>> I THINK WE COULD DO THIS WHOLE PACKAGE FOR SOMEWHERE IN THE $1,500, $1,600, $1,700 DOLLAR RANGE JUST DEPENDING ON WHAT TYPE OF WHEELS YOU'RE GONNA GO WITH, AND AGAIN WHAT TYPE OF VEHICLE IT IS GONNA DETERMINE. FOR INSTANCE, IF YOU'RE GONNA DO DRAG STRUTS OR JUST A MORE INEXPENSIVE FRONT DRAG SHOCK.

(JOE)>> OF COURSE THE SPENDING WON'T STOP THERE, BUT HEY, NEITHER WILL THE FUN WILL IT?

(ANNOUNCER)>> COMING UP, ROYAL PURPLE CHALLENGES HORSEPOWER TO PUT A ITS HIGH PERFORMANCE COOLANT TO THE ULTIMATE TEST. IT'S A THROW DOWN SHOWDOWN ON THE CHASSIS DYNO WHERE THE MOST COOL RULES!

(JOE)>> IF YOU'RE INTO THE NOSTALGIC DEEP TONE OF THE GOOD OLE GLASS PACK, WELL THIS MAGNAFLOW OUGHT TO BRING BACK SOME COOL SOUNDING MEMORIES. NOW THEIRS IS MADE WITH AN ALUMINIZED STEEL BODY, A STRAIGHT THROUGH PERFORATED INNER CORE WITH ACOUSTIC MATERIAL BETWEEN THEM. NOW IT'S CNC WELDED, MADE IN THE USA, AND MADE FOR YOUR BUDGET WITH A PRICE OF ABOUT $33 BUCKS. DO YOU HATE ENGINE CLUTTER, ESPECIALLY ON YOUR HEI DISTRIBUTOR? WELL CHECK OUT THIS ACCEL CORRECTED DISTRIBUTOR CAP THAT GETS RID OF THOSE UGLY CROSSED UP WIRES BY PUTTING ODD NUMBERS ON THE DRIVER'S SIDE, AND EVEN ONES ON THE PASSENGER SIDE FOR A CLEAN, NEAT APPEARANCE. IT'S ALSO GOT BRASS TERMINALS FOR BETTER ENERGY CONDUCTION AND SPECIAL RIBS AND TALL TOWERS TO ELIMINATE CROSS FIRE. IT'S A DIRECT FIT FOR GM HEI VEIGHTS AND CARRIES A PRICE TAG OF $50 DOLLARS.

(MIKE)>> HERE'S A WAY TO GET THE BENEFITS OF LARGER REAR BRAKES INSIDE YOUR SMALL DIAMETER WHEELS. IT'S BAER'S SS FOUR SYSTEM THAT USES A COMPACT FOUR PISTON CALIPER, A 12 BY ONE INCH ROTOR THAT'S CROSS DRILLED, SLOTTED, AND VENTED, AND A SELF CONTAINED EMERGENCY BRAKE THAT'S BUILT ONTO THE BACKING PLATE. NOW THE TWO PIECE BILLET CALIPER USES A BRAKE PAD THAT'S SHARED WITH MANY AFTERMARKET BRAKE COMPANIES. SO FINDING THEM IS PRETTY EASY. NOW THE KIT'S DESIGNED TO FIT INSIDE MOST 15 INCH WHEELS. NOW ALL THE COMPONENTS MEET DOT SPECIFICATIONS AND ARE LEGAL IN ALL 50 STATES. IF YOU LIKE IT, PUT ON THE BRAKES, PICK UP YOUR WALLET, AND GET IN TOUCH WITH SUMMIT RACING DOT COM. ( engine revving )

(JOE)>> NEXT, IF YOU'RE A WEEKEND RACER, YOU ALREADY KNOW THAT IN ADDITION TO YOUR OPPONENTS, YOU HAVE TO CONSTANTLY BATTLE HEAT. MOST STRIPS PROHIBIT THE USE OF COOLANT BECAUSE SPILLS CAN CAUSE DANGEROUS TRACK CONDITIONS. BUT THERE IS A TRACK COMPLIANT TRICK THAT YOU CAN TRY, AND IT'S DESIGNED TO HELP YOU BEAT THE HEAT. IT'S ROYAL PURPLE'S REFORMULATED SYNTHETIC CALLED PURPLE ICE. WE'RE GONNA PUT IT TO THE TEST USING OUR BUDDY'S 1972 FORD LARIAT. IT'S NOT JUST A COOL OLD TRUCK, IT'S GOT A POTENT COBRAJET UNDER THE HOOD WITH THREE TWO BARREL CARBS. IT'S ALSO GOT A BIG FAT NEW RADIATOR WE'RE FIRST GONNA DRAIN, AND THEN FILL WITH STRAIGHT WATER JUST LIKE AT THE TRACK. NEXT WE'LL MOUNT OUR SHOP'S INFRARED THERMOMETER IN FRONT OF THE ENGINE FOR CONSTANT TEMPERATURE MONITORING. THE RED LASER DOT SHOWS IT'S AIMED RIGHT AT THE ENGINE BLOCK. NOW MIKE LETS THE ENGINE IDLE UNTIL IT REACHES A STABLE OPERATING TEMPERATURE, IN THIS CASE 121 DEGREES. THEN JOHN USES OUR DYNOJET COMPUTER TO PUT A LOAD ON THE DRIVETRAIN SIMULATING AN UP HILL CLIMB. AFTER TWO MINUTES WE STOP THE RUN AND THE THERMOMETER READS 145 DEGREES. OKAY, AFTER A LITTLE COOL DOWN, WE ADD TWO BOTTLES OF PURPLE ICE, THE RECOMMENDED AMOUNT FOR STRAIGHT WATER. THEN WE AGAIN BRING THE ENGINE TO OPERATING TEMPERATURE. THIS TIME IT STABILIZES AT A COOLER 111 DEGREES. NOW ANOTHER TWO MINUTES WITH THE VERY SAME UPHILL LOAD. AND AT THE END OF THE RUN, THE SURFACE ENGINE TEMPERATURE IS 133 DEGREES. SO COMPARED TO STRAIGHT WATER, THE ENGINE HAD A 10 DEGREE COOLER OPERATING TEMPERATURE WITH PURPLE ICE AND WATER. MORE IMPORTANT PERHAPS, A 12 DEGREE COOLER TEMPERATURE AFTER THE TWO MINUTE SIMULATED LOAD. PURPLE ICE HAS ALSO BEEN PROVEN TO RESIST RUST, CORROSION, AND SCALING IN ADDITION TO LUBRICATING WATER PUMP SEALS. NOW OUR LITTLE TEST TODAY WAS FAR FROM SCIENTIFIC. BUT HEY, IF YOU'RE LOOKING FOR A WINNING EDGE, IT JUST MIGHT ICE THE DEAL FOR YOU. OKAY, THAT'S IT, WE QUIT FOR NOW AT LEAST. WE'LL SEE YOU NEXT TIME.