Building The "Other" 350 Small Block Engine

(ANNOUNCER)>> TODAY HORSEPOWER TACKLES A PERFORMANCE BUDGET BUILD ON ONE OF GM'S OTHER 350 SMALL BLOCKS. THIS ONE CAME FROM A BIG OLE BUICK AND THEY WANT TO PUT THE '70'S FACTORY PERFORMANCE TO SHAME.

(JOE)>> SURE, THE CHEVY 350 INTRODUCED IN 1967 GOT ALL THE GLORY, BUT ONE YEAR LATER PONTIACS, OLDSMOBILES, AND BUICKS ALL HAD THEIR OWN 350 ENGINES. FROM 1968 TO '80, BUICK PUT THEM IN EVERYTHING FROM GRAND SPORTS TO CENTURIES. COMPARED TO CHEVY'S 350, BUICK'S WAS LIGHTER WITH MORE NICKEL IN THE BLOCK, HAD A SMALLER BORE AND A LONGER STROKE, AND OTHER DIFFERENCES. WE THOUGHT IT MIGHT BE TIME TO BUILD ONE OF OUR OWN. FIRST JUST BECAUSE IT'S NOT A CHEVY, BUT MAINLY WE WANT TO SEE HOW MUCH WE CAN IMPROVE THE MILD FACTORY PERFORMANCE WHILE KEEPING IT ORIGINAL LOOKING AND BUDGET FRIENDLY.

(JOHN)>> USED BUICK 350'S ARE PLENTIFUL AND AFFORDABLE, LIKE THE 1975 BE BOUGHT FROM B&R WRECKING.

NOW OFF WITH THE FACTORY FLEX PLATE AND ONTO AN ENGINE STAND FOR THE TEAR DOWN.

NO RUST, NORMAL CARBON BUILD UP. UNLIKE THE CHEVY, THE BUICK 350 LOCATES THE DISTRIBUTOR UP FRONT AT AN ANGLE. ALSO UNLIKE THE CHEVY, BUICK USED THE SHAFT MOUNTED ROCKER SETUP FOR ITS STAMPED STEEL ROCKER ARMS. IN ADDITION TO ITS EXTRA WIDTH, THE BUICK 350 INTAKE MANIFOLD HAS SOME SERIOUS WEIGHT TO IT, TIPPING THE SCALES AT 67 POUNDS. I THINK THIS THING'LL CLEAN UP AT 30 THOUSANDTHS EASY. AND A QUICK MEASUREMENT TELLS US THAT THE BLOCK HASN'T ALREADY BEEN BORED 30 OVER. HERE'S ANOTHER GOOD SIGN. THE ROTATING ASSEMBLY NOW TURNS OVER EASILY WITH VERY LITTLE FRICTION. UNLIKE OTHER GM 350'S, THIS ONE CAME WITH AN EXTERNAL OIL PUMP, AND IT'S INCORPORATED INTO THE ENGINE'S ALUMINUM TIMING COVER. FOR SOME REASON THE TIMING CHAIN DOESN'T WANT TO COOPERATE AND COME OFF, BUT THAT'S NOTHING A GOOD OLE CUT OFF WHEEL CAN'T CURE. AFTER PULLING THE OLD CAM SHAFT OUT OF ITS HOLE, NOW'S A GOOD TIME TO STAMP ALL THE CONNECTING RODS TO KEEP THEM ORGANIZED. AND WITH THAT DONE, THE REST OF THE ROTATING ASSEMBLY COMES OUT. THIS VALVE SPRING COMPRESSOR FROM GOODSON SURE SAVES A LOT OF TIME AND MAKES THE TEAR DOWN GO FASTER. THE CRANK SHAFT NEEDS SOME HELP FROM OUR SAFETY KLEEN SONIC CLEANER BEFORE IT'S READY FOR MACHINING. SAME GOES FOR ALL THE OTHER PARTS WE'RE GONNA REUSE, WHICH IS QUITE A LOT. WE ALSO GOT THIS PISTON PIN FIXER FROM GOODSON TO USE WITH OUR SHOP'S PRESS. IT'S THE SAFEST WAY TO REMOVE THE PRESS FIT PINS HOLDING OUR RODS ON THE PISTONS. NOW THE RODS CAN GET BLASTED, AND FINALLY IT'S BATH TIME FOR THE BLOCK. AFTER THAT WE'RE READY FOR A LITTLE ROAD TRIP.

(JOE)>> THE SMALL TOWN OF PHILPOT, KENTUCKY, IS HOME TO A SMALL NICHE COMPANY CALLED AUTOMOTIVE MACHINE AND PERFORMANCE. MIKE PHILLIPS OPENED THE PLACE IN 1989 WHILE HE MACHINES AND BUILDS ALL KINDS OF COMPETITIVE ENGINES FOR RACERS, MIKE'S BECOME ONE OF THE COUNTRY'S FEW GO TO GUYS FOR THE CLASSIC BUICK 455 AND 350. (MIKE P.)>> CAUSE EVERYBODY AND THEIR DOG CAN DO A CHEVROLET OR A FORD, AND IT'S NICE TO HAVE SOMETHING A LITTLE BIT DIFFERENT.

(JOE)>> MIKE'S ALL ABOUT IMPROVING FACTORY PERFORMANCE, AND FOR OUR 350 HEADS THAT MEANS A COMPLETE VALVE JOB. AFTER HE'S SATISFIED THAT THE HEAD'S LEVEL, MIKE CHECKS THE EXHAUST GUIDE CLEARANCE, WHICH IS ABOUT THREE AND A HALF. TOO MUCH FOR HOT STREET DUTY, SO HE DRILLS OUT THE FACTORY GUIDES AND USES AN AIR HAMMER TO INSTALL NEW ONES. ON THE OTHER SIDE HE MILLS OR SPOT FACES EACH ONE SO THEY'RE EVEN AND FREE INTERFERENCE WITH THE VALVE RETAINERS. AFTER CHAMFERING AND REAMING, A FOLLOW UP CHECK REVEALS AN IMPROVED CLEARANCE OF JUST UNDER TWO THOUSANDTHS. TO BURN UNLEADED FUEL YOU NEED HARDENED EXHAUST SEATS. AND IN OUR CASE, SEATS THAT MATCH THE LARGER PA PERFORMANCE VALVES WE'LL USE. AND AFTER TAPPING IN THE NEW HARDENED SEATS, MIKE OPENS UP THE THROAT AREA BEFORE THE TRADITIONAL THREE ANGLE CUT. MINUS NEW SEATS HE PERFORMS THE SAME WORK ON THE INTAKE SIDE. THEN TAKES THE EXTRA STEP OF BACK CUTTING THE VALVES TO FURTHER IMPROVE FLOW. BOTH THE 350 AND 455 HAVE LESS THAN PERFECT OILING. HERE THE THREE MIDDLE OILING HOLES ARE GETTING ENLARGED JUST ENOUGH TO SAFELY IMPROVE FLOW. THE SAME GOES FOR THE OIL PICK UP PASSAGE THAT LEADS TO THE EXTERNAL OIL PUMP. AFTER CUTTING THE MAIN CAPS, THEY'RE LINE HONING OUR BLOCK, ESPECIALLY NECESSARY SINCE WE SWAPPED FROM FACTORY BOLTS TO ARP STUDS. AND AS PLANNED, THE BLOCK CYLINDERS ARE GETTING BORED 30 OVER. LOOK AT THESE CAM BEARINGS. A FACTORY REPLACEMENT NEXT TO TEFLON COATED DUAL GROOVE BEARINGS FROM TA PERFORMANCE. INSTALLING THE TA BEARINGS WILL FURTHER ENHANCE LUBRICATION FOR THE HIGH PERFORMANCE CAM WE PLAN TO USE. WE ARE OF COURSE REUSING THE FACTORY RODS. FIRST RECUTTING, AND AFTER ARP BOLTS, RESIZING TO MATCH THE STOCK CRANK MIKE GROUND BEFORE POLISHING AND BALANCING.

(JOE)>> YOU SAW THE TEAR DOWN OF OUR BUICK 350 AND HOURS OF MASSAGING AT MIKE PHILLIPS' MACHINE SHOP.

(MIKE)>> HE GAVE OUR STOCK HEADS A STAGE ONE PORT AND POLISH JOB ON THE INTAKE SIDE. NOW THIS IS EXTREMELY IMPORTANT TO BUICK HEADS THAT WERE CAST AFTER THE EARLY '70'S. THAT'S WHEN ALL THE EMISSION LAWS WERE GOING INTO EFFECT AND THEY WERE CHOKING EVERYTHING DOWN. OUR HEADS ARE FROM 1975. OUR GOAL IS THE SAME AS MOST OTHER GUYS WHO TAKE ON A PROJECT LIKE THIS. WE WANT TO IMPROVE ON THE FACTORY'S HANDY WORK, MAKE IT MORE RELIABLE, AND NATURALLY GIVE IT MORE HORSEPOWER. NOW WE ALSO WANTED TO KEEP THIS THING BUDGET ORIENTED. TO DO THAT WE WENT AHEAD AND HAD OUR CRANK SHAFT REGROUND AND BALANCED, WE'RE REUSING THE RODS THAT WE HAD RECONDITIONED, AND WE'RE USING A LOW COST CAST PISTON. SOME OF THE OTHER PARTS WE'RE REUSING, VALVE COVERS AND OIL PAN. SOME OF THE NEW PARTS THAT WE SHELLED OUT FOR ARE THIS PERFORMANCE CAM, LIFTER KIT, PUSH RODS, AND TIMING SET ALL FROM COMP CAMS, A NEW ATI BALANCER, AND FROM TA PERFORMANCE A NEW ALUMINUM INTAKE MANIFOLD, ROCKER ARMS, OIL PUMP PICK UP, AND NEW TIMING COVER AND OIL PUMP ASSEMBLY BLUE PRINTED AND ALREADY ASSEMBLED.

(JOHN)>> NOW A LOT OF GUYS WILL SAVE A FEW BUCKS BY REUSING THE ORIGINAL TIMING CHAIN COVER WITH A NEW OIL PUMP REBUILD KIT. NOW WE WENT WITH A NEW ONE BECAUSE WE'VE OBVIOUSLY HAD WATER PUMP ISSUES, OUR OIL PUMP IS IN ROUGH SHAPE, AND THIS ORIGINAL CAME WITH A ROPE SEAL. THE NEW ONE IS NEOPRENE. WE PAINTED THE BLOCK GM BLUE, WHICH IS PERIOD CORRECT FOR 1975. THE CAM IS UP FIRST. OUR PORTED HEADS WILL COMPLIMENT THIS THUMPER HYDRAULIC FLAT TAPPET, WHICH IS A FAIRLY RADICAL UPGRADE FROM STOCK.

(JOE)>> THE MAIN BEARINGS ARE GOING IN NEXT, AND THEY CAME FROM A MASTER REBUILD KIT WE GOT FROM RPM MACHINE DOT COM. NOW THIS KIT ALSO CAME WITH AN ORIGINAL ROPE STYLE REAR MAIN SEAL, WHICH IS A PAIN TO PREP AND ALMOST GUARANTEED TO LEAK. BUT GOOD OLE JOHN DID SOME HOMEWORK AND DISCOVERED THIS FORD 460 BIG BLOCK REAR MAIN SEAL WORKS JUST FINE, AND WE'RE GONNA INSTALL IT OFFSET. AS YOU SAW AT THE MACHINE SHOP, THEY GROUND AND POLISHED THE STOCK CRANK, AND NOW WITH IT IN PLACE WE'RE INSTALLING A SET OF ARP STUDS, DROPPING ON THE MIDDLE AND TWO END MAIN CAPS, ADDING SOME ULTRA TORQUE LUBE. AND AFTER TORQUING THEM DOWN WE CAN USE A GAUGE TO CHECK FOR THRUST END PLAY. AT ABOUT NINE THOUSANDTHS, WE'RE GOOD TO GO. NOW WITH THE CAPS BACK OFF WE CAN ADD SILICONE AROUND THE PARTING OF THE MAIN CAP. THEN WITH SIDE SEALS INSTALLED IN THE BLOCK, THE CAPS GO ON AND WE'RE FINISHED WITH THIS PART OF THE ROTATING ASSEMBLY. THESE RINGS CAME PREFIT. DEBURRING IS ALWAYS A GOOD IDEA, AND GOODSON MAKES THAT EASY. NOTHING REALLY UNIQUE ABOUT THIS PART OF THE BUILD. THE SAME OLE RULES APPLY. BE GENEROUS WITH THE LUBE, TAKE YOUR TIME, AND BE CAREFUL NOT TO DAMAGE THE JOURNALS OR CYLINDER WALLS.

(JOHN)>> NOW ONE OF THE UPGRADES WE DECIDED TO GO WITH ON THIS MOTOR WAS HIGHER COMPRESSION. NOW ORIGINALLY THIS CAME WITH THE DEEP DISH EIGHT TO ONE COMPRESSION WHERE WE SWAPPED OVER FOR A SHALLOW DISH THAT SHOULD PUT US RIGHT AT 10 TO ONE. NOW HERE'S A TIP WHEN TORQUING ROD CAPS THAT'S CRUCIAL TO THIS PARTICULAR MOTOR. MOST CAPS HAVE A DIAL THAT LOCATE THE CAP WITH THE ROD. THESE HOWEVER ARE FLAT AND DON'T HAVE ONE. NOW OUR SIDE CLEARANCE IS GOOD, BUT THAT DOESN'T MEAN WE'RE READY TO GO JUST YET. NOW WITH OUT THE DIAL TO LOCATE THE CAP WITH THE ROD WE CAN ACTUALLY GET THEM OFF CENTER, WHICH IS GONNA CAUSE THEM TOUCH, CREATE HEAT, AND HONESTLY ROB US OF HORSEPOWER. SO I'M GONNA SHOW YOU A FREE WAY TO FIX IT. FIRST YOU NEED TO SEE HOW MUCH TORQUE IT TAKES TO TURN THE ASSEMBLY. 510 INCH POUNDS EQUALS 42 FOOT POUNDS OF TORQUE. NOW WE NEED TO LOOSEN ALL THE CAPS CAUSE WE'RE STARTING OVER. WITH STANDARD FEELER GAUGE, FIND THE BIGGEST ONE THAT'LL FIT IN BETWEEN THE CAPS. LOOKS LIKE 24 THOUSANDTHS. NOW PUT THE SAME SIZE GAUGE ON THE OTHER SIDE AND RETORQUE THE CAPS. DO THE SAME TO THE REST OF THEM. LETS SEE WHAT OUR TORQUE WRENCH SAYS. 365 INCH POUNDS, WELL THAT ACTUALLY EQUALS OUT TO ABOUT 11 AND A HALF FOOT POUNDS OF TORQUE WE TOOK OFF OF OUR ROTATING ASSEMBLY, AND THAT IS FREE HORSEPOWER.

(JOE)>> AND THAT GETS US CLOSER TO THE TOP END AND A DYNO RUN.

(JOE)>> WE'RE WELL ON OUR WAY TO BUILDING HORSEPOWER'S FIRST CLASSIC BUICK 350. WELL NOW WE'RE READY FOR THIS, OUR STOCK IRON HEADS PORTED OF COURSE, BUT LOADED WITH STAINLESS STEEL VALVES THAT MEASURE AN INCHNINE-20 ON THE INTAKE, LARGER THAN STOCK, AN INCHFIVE-50 ON THE EXHAUST SIDE, HELD IN PLACE WITH A NEW SET OF COMP VALVE SPRINGS. USING STUDS INSTEAD OF HEAD BOLTS MIGHT BE OVERKILL BUT THIS WAY WE KNOW WE WON'T HAVE A PROBLEM LATER ON. AFTER TORQUING THEM DOWN, THE HYDRAULIC FLAT TAPPET LIFTERS CAN GO IN. THEN PUSH RODS AND STOCK REPLACEMENT ROCKER ARMS. NOW HOW'S THIS FOR A VAST IMPROVEMENT? WE PAINTED OUR NEW ALUMINUM INTAKE MANIFOLD GM BLUE FOR AN ORIGINAL LOOK BUT IT'S GONNA HAVE A LOT BETTER THAN THIS ORIGINAL PERFORMANCE THANKS TO AN IMPROVED RUNNER DESIGN, CNC MACHINED PORT MATCHING, AND IT'S A FULL 57 POUNDS LIGHTER. ALL THE EXTRA FLOW SHOULD BE GOOD FOR MORE HORSEPOWER AND EVEN BETTER FUEL ECONOMY.

(MIKE)>> SINCE THE OILING HOLES WERE OPENED UP, WE'RE GONNA USE A LARGER DIAMETER PICK UP TUBE. THE STOCK ONE WAS A HALF INCH, THIS ONE IS FIVEEIGHTHS. ANY TIME YOU REUSE THE STOCK PAN WITH A DIFFERENT PICK UP, IT'S IMPORTANT TO CHECK THE CLEARANCE BETWEEN THE PICK UP AND THE PAN. YOU'LL NEED A STRAIGHT EDGE OF SOME SORT AND A TAPE MEASURE. CLEARANCE IS BETWEEN A QUARTER AND THREEEIGHTHS OF AN INCH. THIS 36 YEAR OLD PIECE OF HISTORY IS ABOUT TO SPIN AGAIN, AND STRONGER THAN BEFORE. WITH BREAK IN OIL FOR THE FLAT TAPPETS AND SOME METAL WORK AND PAINT FOR THE OLD COVERS, IT'S READY FOR THE ORIGINAL QUADRAJET CARB LOOKING NEW AGAIN THANKS TO A STAGE THREE BUILD FROM THE CARB SHOP. IT'S BEEN COMPLETELY REFURBISHED, DYNO TESTED, RECOLORED, AND THE LINKAGE AND HARDWARE REPLATED. WE UPGRADED A STOCK DISTRIBUTOR WITH A NEW IGNITION CONTROL MODULE, PLUGS, AND WIRES FROM ACCEL. AND BEING OUR FIRST BUICK IN HERE, NEW CERAMIC EQUAL LENGTH LONG TUBE HEADERS FROM DOUG'S. AND WITH THE BREAK IN CYCLE COMPLETE, IT'S TIME. FIRST PULL OF THE DAY, 289 HORSE.

(JOHN)>> 334!

(MIKE)>> THAT'S SOME GOOD TORQUE! THAT'S CLOSE TO DOUBLE THE 155 IT MADE IN A SKYLARK.

(JOHN)>> I THINK WE CAN GET ANOTHER 11 OUT OF IT.

(MIKE)>> 291, 339, GO PUT TWO DEGREES IN IT, PUMP IT UP. 36 DEGREES BROUGHT US UP TO 299. HOW ABOUT 37 AND A HALF? AT 3,000 THAT THING REALLY STARTS WORKING. ( engine revving )

(JOHN)>> THERE YOU GO, 303, 351.

(MIKE)>> THREE BACK TO BACK RUNS AT 303, WITHIN A HALF A HORSEPOWER.

(JOHN)>> I'LL TAKE IT ALL DAY.

(MIKE)>> 351 FOOT POUNDS, THIS IS GONNA MOVE AN OLD BUICK.

(JOHN)>> YES IT IS!

(MIKE)>> VERY COOL!

(JOHN)>> SOME OLD LADY'S GONNA BLOW HER HAIR BACK.

(MIKE)>> LETS LOOK AT THE GRAPH. LOOK HOW SMOOTH THE GRAPH IS.

(JOHN)>> YEAH, THAT CLEANED IT UP TOO.

(MIKE)>> GOOD JOB MAN.

(JOHN)>> NICE, SWEET.

(JOE)>> SO HERE'S ONE FOR YOU BUICK FANS, AN ORIGINAL LOOKING SMALL BLOCK WITH MORE POWER THAN A STOCK 455 MADE IN THE SAME YEAR. SLEEP ON THAT BOWTIE BOYS.

(JOE)>> NO MATTER WHAT BRAND YOU USE, SPARK PLUGS ALL DO THE SAME JOB. THEY FORCE AN ELECTRICAL ARC, CREATE COMBUSTION, AND WELL THAT'S IT. BUT CAN ONE PLUG MAKE MORE HORSEPOWER, IMPROVE EMISSIONS, AND FUEL ECONOMY? WE ANSWERED THE FIRST QUESTION LAST YEAR WHEN WE TESTED SEVERAL PREMIUM PLUGS IN OUR SHOP. IN FACT WE MATCHED UP ETHREE SPARK PLUGS WITH A LEADING COMPETITOR IN OUR DYNO USING A 383 SMALL BLOCK FOR A POWER PLANT. AFTER THREE RUNS WITH EACH SET WE GOT MORE HORSEPOWER WITH ETHREE'S, FIVE AND A HALF, BUT AT THE SAME TIME SAW LESS BRAKE SPECIFIC FUEL CONSUMPTION. THIS TIME ETHREE'S BETTING THE FARM THAT THEIR DIAMOND FIRE PLUGS PRODUCE LESS HARMFUL EMISSIONS THAN THE OTHER BRANDS. SO WE BROUGHT IN THESE GUYS FROM SENSORS INC., FOR SOME HIGH TECH HELP.

(LOUIE)>> WE STICK THIS ON THE SIDE OF THE VEHICLE THAT WE'RE TESTING SO THAT WE CAN GET RELATIVE HUMIDITY AND TEMPERATURE. YOUR MAX NUMBERS WILL CHANGE ACCORDING TO HOW MUCH RH IS BEING PULLED INTO THE INTAKE. ( )>> THIS IS AN EXHAUST FLOW METER, AND WHAT THIS ENABLES US TO DO IS ACTUALLY MEASURE THE AMOUNT OF EXHAUST FLOW.

(JOE)>> THE TEST ENGINE WE'RE USING THIS TIME IS OUR FUEL INJECTED LS MULE MOTOR. EMISSIONS AND FUEL ECONOMY GO HAND IN HAND. SO IF ETHREE'S PRODUCE CLEANER EXHAUST THAN THE COMPETITOR, THAT COULD BE A MAJOR MILESTONE.

(STEVE)>> WE HAVE A LOT OF CONFIDENCE IN WHAT OUR PRODUCT CAN DO AND THE COMBUSTION EFFICIENCIES THAT IT PRODUCES. AND WITH THE SEMTEC SYSTEM THAT IS NOW AVAILABLE, WE FEEL LIKE IT'S ONE MORE EFFORT TO GO IMPROVE THE TECHNOLOGY AND TO SHOW THE RESULTS AND THAT BETTER COMBUSTION.

(JOE)>> THIS COULD HAVE FAR REACHING BENEFITS WHEN OTHER EMISSIONS MINDED MANUFACTURERS WANT TO BACK UP THEIR PRODUCT'S CLAIMS.

(JIM)>> THE OEM HAS BEEN USING IT, THE EPA'S BEEN USING IT FOR THEIR OWN TEST ON THE ROAD, AND I THINK IT BEHOOVES THE MANUFACTURERS OF SPECIALTY PARTS TO BE LOOKING INTO THIS TECHNOLOGY AS WAYS OF EVALUATING THEIR PRODUCTS FOR EMISSIONS AND FUEL ECONOMY BECAUSE AS YOU SAY, THEY DO GO HAND IN HAND.

(JOE)>> WE'LL GET DATA FROM THE COMPETITOR'S PLUGS FIRST. SINCE THIS TEST IS ALL ABOUT REAL WORLD DRIVING CONDITIONS, WE'LL RUN THE ENGINE AT 2,000 RPM FOR TWO MINUTES. THEN 2,500 FOR ANOTHER TWO MINUTES, AND FINALLY 3,000 FOR TWO MINUTES. NOT AS EXCITING AS POWER PULLS, BUT AGAIN OUR MISSION IS ALL ABOUT EMISSIONS. NOW WE INSTALL THE ETHREE'S TO DUPLICATE THE FIRST RUN. WATER TEMPERATURE, OIL PRESSURE, EVERYTHING'S GOT TO BE EXACTLY THE SAME.

(LOUIE)>> WE'RE LOOKING AT THE CO TWO FROM THE FIRST SET OF PLUGS, AND YOU CAN SEE THAT WE'RE A LITTLE OVER SEVEN PERCENT ON THE CO TWO, WHICH IS BASICALLY AN EQUATION OF FUEL ECONOMY. AND WHEN WE LOOK OVER AT THE ETHREE PLUGS WE'RE AT SIXEIGHT PRETTY CONSISTENTLY ACROSS ALL THE RUNS. ABOUT TWO OR THREE PERCENT. THE CO IS WHAT WE'RE GONNA LOOK AT NEXT. VERY SIMILAR READINGS, THERE'S NOT MUCH CHANGE FROM THE ONE CO TO THE NEXT. NOW WE'RE GONNA GO TO ONE OF THE MAIN CONCLUDANTS, NOX, AND WE CAN ACTUALLY SEE A PRETTY SIGNIFICANT CHANGE. 750 ON THE STANDARD PLUGS WHERE THE ETHREES ARE RUNNING 650 PPM.

(JOE)>> I'D SAY OVERALL THE ETHREES CAME OUT PRETTY WELL.

(LOUIE)>> OH YEAH, YEAH, VERY GOOD.

(JOE)>> MORE HORSEPOWER, FUEL ECONOMY.

(LOUIE)>> THAT'S A WINNER.

(JOE)>> THAT'S A WINNER. EVEN IN THE PURSUIT OF HORSEPOWER GUYS ARE LOOKING FOR ANY WAY TO SAVE MONEY THESE DAYS, EVEN IN SHOP STAPLES LIKE THREAD LOCKER. THAT'S WHY THE GUYS AT GORILLA TOOLS ARE EXCITED ABOUT THEIR NEW THREAD LOCKER CALLED MONKEY SPIT. EACH ORDER COMES WITH THREE DIFFERENT BOTTLES. 100 IS FOR EASY DISASSEMBLY, 200 IS FOR REGULAR BONDING AND LOCKING, AND 300 IS FOR PERMANENT STAY PUT LOCKING. EACH BOTTLE CONTAINS AN OUNCE AND SEVENTENTHS OF THREAD LOCKER AND THE BEST PART, YOU GET ALL THREE FOR $10 BUCKS. I'LL BE A MONKEY'S UNCLE, AND WE'LL SEE YOU NEXT TIME.