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Join the PowerNation Email NewsletterParts Used In This Episode
Edelbrock
Supercharger System, E-Force Street, Roots, Black Powdercoated, Intercooler, Chrysler, 6.1L, Kit
Goodson Shop Supplies
fixture to remove or install interference fit piston pins
Goodson Shop Supplies
Gas-Fired Rod Heater -- Propane,Ceramic lined, enclosed heating area, One knob control,Includes regulator and hose assembly
Goodson Shop Supplies
Piston Pin Installing Fixture, Adjustable stop prevents over-centering rods
Visual Impact Performance Systems
LS-TURBO TRAC serpentine drive system is designed to work with aluminum and steel engine blocks,available in plain, polished, and with or without power steering
WD-40
Aerosol, 12 oz., lubricant, water dispersant, penetrant, protectant
Episode Transcript
(JOE)>> THE NEW DODGE
CHALLENGER WITH ITS SIX POINT ONE HEMI IS A PROUD
WARRIOR IN THE NEW DETROIT MUSCLE CAR WARS. YEAH, JUST LIKE IN THE LATE
'60'S AND EARLY '70'S, THE BIG THREE ARE BATTLING OUT
FOR PONY CAR PROMINENCE. WELL TODAY FOR THE FIRST TIME
EVER ON TV, OUR STRATEGY IS TO ARM THIS PONY
CAR WITH AN INNOVATIVE POTENT SUPER CHARGER. YEAH THAT'S THE MAN
BEHIND IT, VIC EDELBROCK. AND BELIEVE ME, WHAT HE'S
BROUGHT IN TODAY RAISES THE BAR IN THE HISTORY
OF HEMI PERFORMANCE. THE BATTLE FIELD WAS QUITE
DIFFERENT DURING THE FIRST MUSCLE CAR WARS, AND THESE
PONY CARS, MUSTANG AND CAMARO, WERE THE FRONT LINE
FACTORY STREET FIGHTERS. THEN IN 1970 MOPAR JOINED THE
FRAY WITH THIS SLEEK, POWERFUL DODGE CHALLENGER R/T. IT HAD FOUR BIG BLOCK ENGINE
OPTIONS BUT ONLY 355 R/T'S WERE SOLD WITH HEMIS. FOR PURE NOSTALGIA YOU CAN'T
BEAT THE ORIGINALS, BUT WHEN IT COMES TO ACCELERATION,
BRAKING, CORNERING, COMFORT, EVEN FUEL ECONOMY, WELL
THEY'VE BEEN SEVERELY OUT GUNNED BY THEIR
NEW AGE SUCCESSORS. WELL HERE'S THAT TRICK
NEW SUPER CHARGER I WAS TELLING YOU ABOUT. IT'S THE EDELBROCK EFORCE FOR
2005 THROUGH 2010 SIX POINT ONE LITER HEMIS,
INCLUDING THE CHALLENGER. WE'LL TELL YOU MORE
ABOUT THAT IN A MINUTE. NOW IT'S A COMPLETE KIT WITH
EVERYTHING YOU'LL NEED TO BOLT IT UP UNDER YOUR HOOD THE
DAY IT COMES TO THE HOUSE. WELL I CAN TELL YOU MORE BUT
YOU WOULD PROBABLY RATHER HEAR THAT FROM THE MAN WHOSE NAME
IS ON IT, VIC EDELBROCK.
(VIC)>> THERE'S NOTHING LIKE THIS ON THE MARKET THE WAY THIS HAS BEEN DONE, AND I'M SUPER PROUD OF THAT AND THE FACT THAT EVERYTHING IS MADE IN THE USA. EATON HAS MADE US A SUPER CHARGER KIT HERE. IT'S THE SAME ONE THAT'S IN THE ZR ONE CALLED THE GEN SIX. IT'S GONNA MEAN MORE POWER, BE MORE EFFICIENT, BETTER MILEAGE, THE WHOLE NINE YARDS.
(JOE)>> HERE'S AN INSIDE LOOK AT THE EATON TVS FOUR LOBE ASSEMBLY DESIGN. IT HAS A FULL 160 DEGREES OF TWIST FOR MAXIMUM FLOW AND MINIMUM TEMPERATURE RISE. EDELBROCK'S INVERTED INTAKE MANIFOLD DESIGN KEEPS THE SUPER CHARGER QUIET AND ALLOWS FOR A LONG SMOOTH RUNNER PATH. THERE'S ALSO AN INTEGRATED BYPASS VALVE, WHICH IS ALL ABOUT BETTER MILEAGE. YOU SEE IT STAYS OPEN UNDER LIGHT THROTTLE TO KEEP THE FUEL USE THE SAME AS IT WOULD BE WITHOUT THE SUPER CHARGER.
(MIKE)>> EVEN THOUGH THERE ARE 147 STEPS IN THE INSTRUCTION MANUAL, IT'S REALLY NOT THAT MUCH WORK TO DO. IN FACT 14 OF THOSE STEPS INVOLVE GETTING THE FRONT FASCIA OFF. AND DON'T JUST LET IT SIT ON THE SHOP FLOOR. LAY IT DOWN ON SOMETHING LIKE A BLANKET TO PROTECT THE PAINT. WITH THE FOUR BOLTS REMOVED FROM THE A/C CONDENSER, WE CAN LET IT HANG. NOW YOU WANT TO REUSE THE COOLANT, SO PUT IN THE SPOTLESS DRAIN PAN AND SAVE IT. NOW WE CAN REMOVE THE RADIATOR HOSES AND THE FOUR BOLTS THAT SUPPORT THE RADIATOR SADDLE AND LOWER IT, THE RADIATOR, AND FAN ASSEMBLY FROM THE BOTTOM OF THE CAR. REMOVE THE FACTORY BELT, PUT IT ASIDE FOR LATER REUSE. THE DAMPER IS A PRESS FIT. THE EXTRA STRESS FROM THE BLOWER COULD MAKE IT SLIP. SO WE HAVE TO ADD A KEY WAY. USING THE SUPPLIED FIXTURE, MAKING SURE IT'S ROTATED SO YOU HAVE ACCESS TO THE PILOT HOLE. DRILL THROUGH THE GUIDE INTO THE CRANK UNTIL THE TAPE MARK HITS THE GUIDE. NOW WE CAN SPIN THE GUIDE AND USE THE SUPPLIED REAMER TO REAM THE HOLE. NEXT APPLY A DAB OF GREEN LOCTITE TO THE SUPPLIED CRANK PIN AND INSERT IT INTO THE HOLE IN THE CRANK. NOW WITH A LITTLE GREASE APPLIED TO THE NEW BALANCER, INSTALL IT AND TORQUE IT DOWN. FINALLY THE SUPER CHARGER PULLEY CAN BE BOLTED TO THE BALANCER AND TORQUED TO 18 FOOT POUNDS IN A STAR PATTERN. NEXT WE DISCONNECT THE INTAKE AIR TEMP SENSOR AND REMOVE THE AIR INLET TUBE ALONG WITH THE AIR BOX. REMOVE THE STUDS AND BOLTS AT THE TOP OF THE WATER PUMP. THEN THE IDLER PULLEY COMES OFF, BUT SAVE IT FOR LATER TOO. USE A REMOVAL TOOL TO DISCONNECT THE PASSENGER SIDE FUEL LINE. AFTER REMOVING ALL THE INTAKE BOLTS, THE INTAKE MANIFOLD CAN COME OFF. NOW CLEAN THE CYLINDER HEAD FLANGES AND TAPE THE PORTS TO KEEP ANY DEBRIS OUT. THE TEAR DOWN, IT WASN'T THAT BAD AT ALL. NOW THE ONLY SPECIAL TOOL WE NEEDED WAS THIS RIGHT HERE, AND IT WAS TO INSTALL A NEW DAMPER BECAUSE THE THREADS ARE SO DEEP IN THE CRANK SHAFT. NOW CHECK THIS OUT, WE'RE ALREADY AT STEP 54 OUT OF 147. SO NEEDLESS TO SAY, IF THE CAMERAS WEREN'T AROUND, WE WOULD HAVE HAD ALL THIS WORK DONE IN ABOUT TWO HOURS. NOW LETS SEE HOW THE REST OF THE COMPONENTS AND THAT BIG SUPER CHARGER FIT ON THIS SIXONE HEMI.
(JOE)>> LAST YEAR JUST AFTER THE EFORCE WAS INTRODUCED FOR CORVETTES, MUSTANGS, AND F-150 TRUCKS, WE PAID A VISIT TO EDELBROCK'S CALIFORNIA HEADQUARTERS. HEY TALK ABOUT QUALITY CONTROL, THEY'VE GOT THEIR OWN FOUNDRY FOR THE COMPLEX SUPER CHARGER MANIFOLD CASTING ALONG WITH THEIR OWN HEAT TREATING SYSTEM. AFTER THE MANIFOLD IS POWDER COATED, IT TAKES A MAQINO A-88 TWO AND A HALF HOURS WITH 47 TOOL CHANGES TO MACHINE IT. THEN AFTER A STRICT DETAILED QC DRILL IT'S ALL HAND ASSEMBLED INCLUDING THE EATON GEN SIX ROTORS. THEN IT'S PRESSURE TESTED BEFORE IT'S FITTED WITH A SELF CONTAINED OILING SYSTEM THAT WON'T NEED REFILLING FOR 100,000 MILES. THEN THAT BYPASS VALVE WE SHOWED YOU GETS INSTALLED. OF COURSE THEY CONSTANTLY TEST THEM ON THEIR DYNOS BUT THERE'S NOTHING LIKE THE ULTIMATE TEST OUT ON THE PAVEMENT.
(JOHN)>> WELL NOW THAT YOU KNOW HOW ITS MADE, LETS SEE HOW IT ALL GOES ON. NOW IT MAY LOOK LIKE THERE'S A LOT LEFT ON THE TABLE, BUT REALLY IT'S JUST SOME BIG PARTS LEFT AND THEY'RE GONNA DISAPPEAR FAST STARTING WITH SOME BRACKETS AND PULLEYS. WITH THE FACTORY SERPENTINE BELT LAID BACK IN THE STOCK LOCATION, WE NEED TO LOOSELY BOLT THE IDLER PULLEY BEHIND THE SUPPLIED TENSIONER BRACKET. THEN ADD TWO NEW IDLER PULLEYS AND A SUPPLIED SERPENTINE BELT TENSIONER, AND SECURE THE TOP OF THE BRACKET WHERE WE LOOSELY POSITIONED THE NOSE SUPPORT BLOCKS FOR THE SUPER CHARGER.
(MIKE)>> THE NEXT THING IS TO REMOVE THE FACTORY INTAKE MANIFOLD GASKETS. TO AVOID TEARING THE RUBBER INSERTS OUT OF THE GASKETS SPRAY ON A LITTLE WD 40 AND LAY THE GASKETS IN PLACE. NOW THIS IS DEFINITELY A TWO MAN JOB, CAREFULLY DROPPING THE SUPER CHARGER IN PLACE AND LINING IT UP. COME YOUR WAY JUST A HAIR.
(JOHN)>> PLEASE DO.
(MIKE)>> MAN THIS THING LOOKS KILLER IN HERE.
(JOHN)>> IT DOES, IT'S GOT JUST ENOUGH ROOM.
(MIKE)>> IT FITS PERFECT.
(VIC)>> NOT A LOT OF SPACER IN THERE AND EVERY CAR'S A LITTLE DIFFERENT. IT'S ALL GOT TO BE MADE FROM THE GROUND UP FOR THE PARTICULAR APPLICATION THAT IT IS.
(JOE)>> DO THE AESTHETICS HAVE ANYTHING TO DO WITH IT WITH YOU?
(VIC)>> WELL DEFINITELY, I THINK PEOPLE LIKE TO RAISE THEIR HOOD AND GO, OH MY GOD. AND THAT'S ONE THING THAT I DO QUITE OFTEN WHEN I DRIVE MY CARS AROUND. I LIFT THE HOOD UP AND PEOPLE LOOK IN THERE AND THEY JUST CAN'T BELIEVE WHAT THEY'RE SEEING. SO WE WANT TO MAKE IT LOOK GOOD AND WE WANT TO PUT THAT EXTRA TOUCH IN THERE SO THAT THE PERSON IS REALLY PROUD, AND ENJOY THE PERFORMANCE AND EVERYTHING ELSE THAT GOES WITH IT.
(MIKE)>> NOW WITH THE NEW INJECTORS INSTALLED IN THE FUEL RAILS, WE CAN APPLY LUBE TO THE ORINGS AND PUSH THEM INTO THE MANIFOLD. NEXT SECURE THEM TO THE SUPER CHARGER. NOW WE CAN ROUTE THE CROSS OVER HOSE FROM THE REAR PASSENGER SIDE RAIL FITTING TO THE REAR DRIVER'S SIDE RAIL FITTING, AND CONNECT THE FUEL SUPPLY LINE TO THE FRONT PASSENGER SIDE RAIL. HERE'S WHERE THESE NOSE SUPPORT BLOCKS COME INTO PLAY. WE PUSH AND TIGHTEN EACH AGAINST THE BLOWER SNOUT TO KEEP IT FROM BEING PULLED DOWN BY THE BELT TENSIONER. NEXT WE CONNECT THE EVAP HOSE TO THE AIR INLET AND INSTALL A NEW PCV VALVE. AT THIS POINT WE'LL GO AHEAD AND INSTALL THE SUPER CHARGER DRIVE BELT. WITH MORE PLASTIC OFF THE FRONT, THE WATER PUMP FOR THE INTERCOOLER GOES BEHIND THE BUMPER.
(JOE)>> AFTER REMOVING THE FAN ASSEMBLY FROM THE RADIATOR, JOHN'S ROTATING THE PASSENGER SIDE MOTOR HOUSING SO THE CONNECTOR FACES UPWARD. THEN HE TRIMS THE SHROUD ENOUGH TO CLEAR THE NEW HARNESS CONNECTOR LOCATION. OKAY, NOW THE FANS AND RADIATOR CAN BE INSTALLED IN THEIR ORIGINAL LOCATION AS FAR FORWARD AS POSSIBLE. THEN THE KITS LOW TIP HEAT EXCHANGER MOUNTS IN FRONT OF THE A/C CONDENSER AND A HOSE RUNS FROM THE BOTTOM OF IT TO THE INTERCOOLER. ANOTHER HOSE CONNECTS THE HEAT EXCHANGER TO THE PUMP. THE INTERCOOLER USES A RESERVOIR THAT MOUNTS ONTO THE TWO IN BOARD STRUT TOWER STUDS. THIS HOSE CONNECTS THE RESERVOIR TO THE PUMP. ANOTHER CONNECTS THE INTERCOOLER TO THE RESERVOIR COMPLETING THE LOOP. THEN WE'RE UNBOLTING THE STOCK THROTTLE BODY AND INSTALLING IT ONTO THE SUPER CHARGER.
(VIC)>> GREAT JOB YOU GUYS.
(JOE)>> AND FINALLY THE LAST PART OF THE KIT IS THIS LESS RESTRICTIVE HIGH FLOW COLD AIR INTAKE.
(VIC)>> AIR COMING THROUGH AND GOING INTO AN ENGINE LIKE THIS UNDER PRESSURE IS LIKE LIQUID AND YOU KEEP IT AS STABLE AS YOU CAN. THE MORE YOU KEEP IT STABLE, THE MORE YOU'RE GONNA GET IT IN THE ENGINE AND THE BETTER THE PERFORMANCE. WHAT EATON DID WITH THAT SUPER CHARGER WAS REALLY WORK ON THAT. THE THING ON THIS IS THE FACT THAT EVERYTHING GOES UNDER THE HOOD WITH NO SCOOP. IT'S A SLEEPER, YOU KNOW, AND NOBODY KNOWS YOU'VE GOT IT UNTIL YOU PRESS THE THROTTLE AND AWAY YOU GO.
(MIKE)>> LOOKS FACTORY, THAT'S FOR SURE!
(JOE)>> JUST HOW MUCH GO WE'RE ABOUT TO FIND OUT ON THE DYNO.
(JOE)>> WELL YOU SAW HOW THIS MODERN MUSCLE SUPER CHARGER WAS MADE. YOU GOT AN INSIDE LOOK AT SOME OF ITS DESIGN INNOVATIONS. WE SHOWED YOU HOW RELATIVELY SIMPLE IT INSTALLS. NOW LETS FINISH UP THE EFORCE AND SEE IF THE FORCE IS WITH US ON THE DYNO. WIRING FOR THE KIT'S PRETTY SIMPLE. BASICALLY THERE'S A POSITIVE CONNECTION, A NEGATIVE TO THE STRUT TOWER, AND THIS CLIP TO POWER THE PUMP. WE'RE ALSO GIVING THE CHALLENGER AN OIL CHANGE WITH EDELBROCK'S NEW FULL SYNTHETIC CAT SAFE FORMULA ESPECIALLY MADE FOR HIGH PERFORMANCE ENGINES. THEN WE CAN REPLACE THE COOLANT WE DRAINED EARLIER, ADD NEW 50/50 TO THE INTERCOOLER, AND DROP ON THE COOL LOOKING COIL COVERS. WELL IT'S TIME TO LET THIS PROGRAM MODULE DO ITS THING, AND THE BEAUTY OF THIS ONE IS IT COMES CALIBRATED FOR YOUR CAR. THERE'S NO SENDING OFF ECU'S FOR FLASHING AND SUCH. IT DOES HAVE OPTIONS FOR THINGS LIKE DIFFERENT TIRE SIZES AND GEAR RATIOS, BUT HEY WE'RE ALL STOCK. THIS'LL TAKE NO TIME. AND IT'S STOCK FOR A REASON. THIS IS A DAILY DRIVER FOR THE OWNER WHO BUYS GAS AT THE SAME PLACES WE DO.
(VIC)>> I RAN MY ZO SIX WITH A SUPER CHARGER ON IT IN THE POWER TOUR, 1,500 MILES, 26.3 MILES PER GALLON. SO THAT'S PRETTY GOOD, AND MAYBE THAT'S WHAT YOU'VE GOT STOCK, BUT IT'S THE FACT THAT YOU NOW HAVE ANOTHER 160-170 HORSEPOWER IN THERE AND YOU CAN RUN THE SAME MILEAGE THAT YOU RAN BEFORE.
(MIKE)>> LAST YEAR WE DID A STOCK BASE LINE RUN ON AN IDENTICAL SIX SPEED SIXONE HEMI CHALLENGER AND THE REAR WHEEL NUMBERS 365 HORSEPOWER AND 367 FOOT POUNDS OF TORQUE. WITH THE EFORCE?
(JOE)>> 470 HORSEPOWER!
(VIC)>> ALRIGHT!
(JOE)>> YOU HAPPY WITH THAT?
(VIC)>> DAMN RIGHT I AM.
(JOE)>> THAT'S ALMOST 100 MAN. BUT IT'S MORE THAN JUST HORSEPOWER, CHECK OUT THE GRAPH.
(MIKE)>> FROM OUR BASE LINE TO OUR SUPER CHARGED RUN WE MADE 102 FOOT POUNDS OF TORQUE AND IT CARRIED THAT ALL THE WAY THROUGH THE RPM RANGE.
(VIC)>> AND THAT'S THE REAL IMPORTANT PART, AND THAT'S WHY WE'VE GOT THAT RUNNER LENGTH IN THERE, TO CARRY THIS TORQUE OUT AND MAKE A FLAT CURVE LIKE THAT BECAUSE THAT'S WHAT YOU FEEL IN WHAT WE CALL SEAT OF THE PANTS PERFORMANCE. IT'S MOVING THAT CAR AND THIS IS WHAT DOES IT RIGHT THERE. VERY, VERY HAPPY WITH THAT!
(MIKE)>> KEEPS YOUR HEAD PLANTED ON THE HEAD REST.
(VIC)>> THERE YOU GO.
(MIKE)>> SO THIS CHALLENGER GETS THE SEAL OF APPROVAL.
(VIC)>> WE'RE EXTREMELY PROUD OF THIS PROJECT.
(MIKE)>> AND THE OWNER HAD A SPECIAL REQUEST FROM VIC.
(VIC)>> ONE OF THE MOST EXCITING THINGS THAT'S HIT OUR COMPANY IN A VERY LONG TIME. SO WE'RE GONNA RIDE THAT WAVE AND GO A LONG WAY WITH IT.
(JOHN)>> WELCOME BACK TO HORSEPOWER. THE CONCEPT OF PISTON ENGINES HAS BEEN AROUND FOR OVER A CENTURY. IT USES ONE OR MORE RECIPROCATING PISTONS, CONVERTING PRESSURE INTO ROTATING MOTION TO MAKE HORSEPOWER. NOW WITH ALL THE DIFFERENT TYPES OF ENGINES WE HAVE RUNNING OUT THERE TODAY, WE HAVE SEVERAL DIFFERENT VARIATIONS OF PISTONS THAT WE NEED TO DISCUSS BEFORE WE DO OUR ENGINE BUILD. NOW TODAY WE'RE GONNA GO OVER THE MAJOR TYPES OF PISTONS AND SHOW YOU HOW TO REMOVE AND REPLACE A SET. NOW WHEN WORKING WITH AN EVERYDAY STREET ENGINE, A CAST PISTON'S GONNA BE YOUR BEST BET. NOW THEY'RE BUDGET FRIENDLY AND THEY ACCEPTABLE STRENGTH AND LONGEVITY, BUT THEY NEED LOOSE TOLERANCES IN THE CYLINDER BORE BECAUSE OF THE EXPANSION RATE THEY HAVE. NOW THESE TOLERANCES CAN CREATE A FEW ISSUES. ONE IS PISTON SLAP, ANOTHER ONE IS SCUFFING, AND MANUFACTURERS HAVE EVEN FOUND THAT ON A CAST PISTON WHEN IT'S COLD WILL ACTUALLY HAVE A LITTLE BIT OF FUEL LEFT IN THE RING LENS CAUSING ISSUES WITH EMISSIONS AND FUEL ECONOMY. NOW A BETTER CHOICE TO GO WITH WOULD BE MAYBE A HYPEREUTECTIC PISTON. NOW THERE'S A COUPLE OF REASONS. THEY'RE STRONGER THAN A CAST PISTON. THEY'RE GOOD FOR HOT STREET ENGINES UP TO MILD RACING. NOW THEY HAVE A UNIQUE FEATURE ABOUT THEM. THEY ACTUALLY ARE CAST WITH AN ALUMINUM ALLOY WITH A SILICONE CONTENT. NOW WHAT THAT DOES IS MAKE A LOWER THERMAL EXPANSION RATE AND ALLOWS ENGINE BUILDERS TO RUN TIGHTER TOLERANCES. NOW THIS HELPS REDUCE PISTON SLAP AND SCUFFING ON COLD START UPS, AS WELL AS BETTER FUEL ECONOMY AND EMISSIONS. NOW FORGED PISTONS ARE PREFERRED FOR MORE OF A FULL ON RACE TYPE ENGINE. BLOWERS, TURBOS, AND NITROUS ENGINES ALL CALL FOR A FORGED PISTON BECAUSE OF THE INTENSE CYLINDER PRESSURE THAT THEY CREATE. NOW THE DIFFERENCE BETWEEN CAST AND FORGED PISTONS IS SIMPLE. A CAST PISTON IS METAL THAT'S MELTED ALL THE WAY DOWN TO A LIQUID STATE, POURED INTO A MOLD, AND THAT'S HOW YOU GET THE CAST. NOW A FORGED PISTON IS A LITTLE DIFFERENT. IT'S NOT MELTED COMPLETELY ALL THE WAY DOWN. THEY HEAT IT UP TO A SEMISOLID STATE, PUT IT INTO A DYE WHERE A PRESS COMES IN AND PUTS IT UNDER EXTREME PRESSURE TO CREATE THE MOLD THAT THEY WANT. THE RESULT IS A LIGHTER, STRONGER PISTON THAT DEFINITELY COSTS MORE. NOW IF THIS IS THE FIRST TIME THAT YOU'RE REPLACING OR UPGRADING A SET OF PISTONS, THERE'S A FEW BASIC ENGINE BUILDING RULES THAT YOU MUST FOLLOW. FIRST MARK YOUR RODS SO EACH WILL GO BACK WHERE THEY CAME FROM. ALSO NOTE THE ORIENTATION OF THE PISTON TO THE ROD WHEN YOU REMOVE THEM FROM THE BLOCK. PISTONS AND RODS HAVE A DIRECTION THAT THEY FACE. NOW THESE ARE A PRESS FIT PISTON, AND WHILE YOU'LL PROBABLY HAVE A MACHINE SHOP HANDLE THIS, WE'RE USING OUR GOODSON TOOL TO PRESS OUT THE PINS THAT CONNECT THE RODS TO THE PISTONS. BY THE WAY, IF YOU'RE REUSING THE RODS, GIVE THEM A LITTLE LOVE IN THE BLAST CABINET AND THEY'LL COME OUT LOOKING BRAND NEW. GOODSON ALSO MAKES A ROD HEAT THAT USES PROPANE AND COMPRESSED AIR TO HEAT AND SWELL THE SMALL END OF THE ROD. WE'RE USING A GOODSON FIXTURE THAT HOLDS THE NEW PISTON IN PLACE WHILE WE INSTALL THE PIN WITH THE ROD. IN ADDITION IT HAS A STOP TO MAKE SURE THAT THE PIN LOCATES IN THE MIDDLE OF THE ROD. IF IT TOUCHES THIS CYLINDER WALL, IT WILL CAUSE DAMAGE. NOW THE HEATED SMALL ENDS OF THE ROD ALLOWED THE PIN TO SLIP THROUGH EASILY. AND AFTER COOLING, YOU'RE READY FOR REASSEMBLY. NOW WE'VE ALL HEARD THE HORROR STORIES OF RUNNING HYPEREUTECTIC PISTONS IN ENGINES. NOW HERE'S WHAT'S GOING ON. NOW BECAUSE OF TIGHTER CYLINDER BORE CLEARANCE, THE SAME SIZE RING ACTUALLY HAS LESS ROOM TO EXPAND. IF THOSE TWO RING GAPS TOUCH, IT'S GONNA CUT THE TOP OF THE PISTON RIGHT IN HALF. NOW I'M GONNA GO AHEAD AND SHOW YOU HOW TO CORRECT THAT WHILE YOU'RE ASSEMBLING THE MOTOR. NOW YOU HAVE SOME CHOICES WITH YOUR RINGS. YOU CAN GET FILE FIT OR PREFIT ONES. BUT EITHER WAY YOU NEED TO GO AHEAD AND ADD ABOUT AN EXTRA THOUSANDTHS CLEARANCE PER INCH OF BORE TO INSURE YOU HAVE ENOUGH END GAP DEPENDING ON YOUR PROJECT. SO BOTTOM LINE, IF YOU DON'T PLAN WELL, IT WON'T BUILD WELL. JUST LIKE MOMMA SAID, DO YOUR HOMEWORK.
(MIKE)>> IF YOU WANT YOUR ENGINE TO HAVE A VISUAL IMPACT THAT'S ALSO FUNCTIONAL, VISUAL IMPACT PERFORMANCE SYSTEMS HAS WHAT YOU NEED. THIS IS THEIR TURBO TRACK SERPENTINE SYSTEM FOR LS ENGINES. IT COMES WITH 105 AMP ALTERNATOR, A CRANK PULLEY, POWER STEERING PUMP, WATER PUMP, AND MINI SAND AND A/C COMPRESSOR. PLUS ALL THE BRACKETS, BOLTS, GASKETS, AND BELT YOU NEED TO INSTALL IT. NOW THEY USE ALL TOUGH STUFF ACCESSORIES THAT ARE POLISHED. SO YOU KNOW THIS STUFF'S GONNA LAST. AND IF YOU DON'T HAVE AN LS, NO WORRIES, THEY MAKE STUFF FOR CHEVY SMALL BLOCK AND BIG BLOCK, CHRYSLER, FORDS. BASICALLY IF YOU HAVE AN ACCESSORY YOU NEED TO TURN, THEY'VE GOT WHAT YOU NEED. NOW WE'VE GOT ANOTHER HORSEPOWER PROJECT READY BUT THAT'S GONNA HAVE TO WAIT UNTIL NEXT. WE'LL SEE YOU THEN!
Show Full Transcript
(VIC)>> THERE'S NOTHING LIKE THIS ON THE MARKET THE WAY THIS HAS BEEN DONE, AND I'M SUPER PROUD OF THAT AND THE FACT THAT EVERYTHING IS MADE IN THE USA. EATON HAS MADE US A SUPER CHARGER KIT HERE. IT'S THE SAME ONE THAT'S IN THE ZR ONE CALLED THE GEN SIX. IT'S GONNA MEAN MORE POWER, BE MORE EFFICIENT, BETTER MILEAGE, THE WHOLE NINE YARDS.
(JOE)>> HERE'S AN INSIDE LOOK AT THE EATON TVS FOUR LOBE ASSEMBLY DESIGN. IT HAS A FULL 160 DEGREES OF TWIST FOR MAXIMUM FLOW AND MINIMUM TEMPERATURE RISE. EDELBROCK'S INVERTED INTAKE MANIFOLD DESIGN KEEPS THE SUPER CHARGER QUIET AND ALLOWS FOR A LONG SMOOTH RUNNER PATH. THERE'S ALSO AN INTEGRATED BYPASS VALVE, WHICH IS ALL ABOUT BETTER MILEAGE. YOU SEE IT STAYS OPEN UNDER LIGHT THROTTLE TO KEEP THE FUEL USE THE SAME AS IT WOULD BE WITHOUT THE SUPER CHARGER.
(MIKE)>> EVEN THOUGH THERE ARE 147 STEPS IN THE INSTRUCTION MANUAL, IT'S REALLY NOT THAT MUCH WORK TO DO. IN FACT 14 OF THOSE STEPS INVOLVE GETTING THE FRONT FASCIA OFF. AND DON'T JUST LET IT SIT ON THE SHOP FLOOR. LAY IT DOWN ON SOMETHING LIKE A BLANKET TO PROTECT THE PAINT. WITH THE FOUR BOLTS REMOVED FROM THE A/C CONDENSER, WE CAN LET IT HANG. NOW YOU WANT TO REUSE THE COOLANT, SO PUT IN THE SPOTLESS DRAIN PAN AND SAVE IT. NOW WE CAN REMOVE THE RADIATOR HOSES AND THE FOUR BOLTS THAT SUPPORT THE RADIATOR SADDLE AND LOWER IT, THE RADIATOR, AND FAN ASSEMBLY FROM THE BOTTOM OF THE CAR. REMOVE THE FACTORY BELT, PUT IT ASIDE FOR LATER REUSE. THE DAMPER IS A PRESS FIT. THE EXTRA STRESS FROM THE BLOWER COULD MAKE IT SLIP. SO WE HAVE TO ADD A KEY WAY. USING THE SUPPLIED FIXTURE, MAKING SURE IT'S ROTATED SO YOU HAVE ACCESS TO THE PILOT HOLE. DRILL THROUGH THE GUIDE INTO THE CRANK UNTIL THE TAPE MARK HITS THE GUIDE. NOW WE CAN SPIN THE GUIDE AND USE THE SUPPLIED REAMER TO REAM THE HOLE. NEXT APPLY A DAB OF GREEN LOCTITE TO THE SUPPLIED CRANK PIN AND INSERT IT INTO THE HOLE IN THE CRANK. NOW WITH A LITTLE GREASE APPLIED TO THE NEW BALANCER, INSTALL IT AND TORQUE IT DOWN. FINALLY THE SUPER CHARGER PULLEY CAN BE BOLTED TO THE BALANCER AND TORQUED TO 18 FOOT POUNDS IN A STAR PATTERN. NEXT WE DISCONNECT THE INTAKE AIR TEMP SENSOR AND REMOVE THE AIR INLET TUBE ALONG WITH THE AIR BOX. REMOVE THE STUDS AND BOLTS AT THE TOP OF THE WATER PUMP. THEN THE IDLER PULLEY COMES OFF, BUT SAVE IT FOR LATER TOO. USE A REMOVAL TOOL TO DISCONNECT THE PASSENGER SIDE FUEL LINE. AFTER REMOVING ALL THE INTAKE BOLTS, THE INTAKE MANIFOLD CAN COME OFF. NOW CLEAN THE CYLINDER HEAD FLANGES AND TAPE THE PORTS TO KEEP ANY DEBRIS OUT. THE TEAR DOWN, IT WASN'T THAT BAD AT ALL. NOW THE ONLY SPECIAL TOOL WE NEEDED WAS THIS RIGHT HERE, AND IT WAS TO INSTALL A NEW DAMPER BECAUSE THE THREADS ARE SO DEEP IN THE CRANK SHAFT. NOW CHECK THIS OUT, WE'RE ALREADY AT STEP 54 OUT OF 147. SO NEEDLESS TO SAY, IF THE CAMERAS WEREN'T AROUND, WE WOULD HAVE HAD ALL THIS WORK DONE IN ABOUT TWO HOURS. NOW LETS SEE HOW THE REST OF THE COMPONENTS AND THAT BIG SUPER CHARGER FIT ON THIS SIXONE HEMI.
(JOE)>> LAST YEAR JUST AFTER THE EFORCE WAS INTRODUCED FOR CORVETTES, MUSTANGS, AND F-150 TRUCKS, WE PAID A VISIT TO EDELBROCK'S CALIFORNIA HEADQUARTERS. HEY TALK ABOUT QUALITY CONTROL, THEY'VE GOT THEIR OWN FOUNDRY FOR THE COMPLEX SUPER CHARGER MANIFOLD CASTING ALONG WITH THEIR OWN HEAT TREATING SYSTEM. AFTER THE MANIFOLD IS POWDER COATED, IT TAKES A MAQINO A-88 TWO AND A HALF HOURS WITH 47 TOOL CHANGES TO MACHINE IT. THEN AFTER A STRICT DETAILED QC DRILL IT'S ALL HAND ASSEMBLED INCLUDING THE EATON GEN SIX ROTORS. THEN IT'S PRESSURE TESTED BEFORE IT'S FITTED WITH A SELF CONTAINED OILING SYSTEM THAT WON'T NEED REFILLING FOR 100,000 MILES. THEN THAT BYPASS VALVE WE SHOWED YOU GETS INSTALLED. OF COURSE THEY CONSTANTLY TEST THEM ON THEIR DYNOS BUT THERE'S NOTHING LIKE THE ULTIMATE TEST OUT ON THE PAVEMENT.
(JOHN)>> WELL NOW THAT YOU KNOW HOW ITS MADE, LETS SEE HOW IT ALL GOES ON. NOW IT MAY LOOK LIKE THERE'S A LOT LEFT ON THE TABLE, BUT REALLY IT'S JUST SOME BIG PARTS LEFT AND THEY'RE GONNA DISAPPEAR FAST STARTING WITH SOME BRACKETS AND PULLEYS. WITH THE FACTORY SERPENTINE BELT LAID BACK IN THE STOCK LOCATION, WE NEED TO LOOSELY BOLT THE IDLER PULLEY BEHIND THE SUPPLIED TENSIONER BRACKET. THEN ADD TWO NEW IDLER PULLEYS AND A SUPPLIED SERPENTINE BELT TENSIONER, AND SECURE THE TOP OF THE BRACKET WHERE WE LOOSELY POSITIONED THE NOSE SUPPORT BLOCKS FOR THE SUPER CHARGER.
(MIKE)>> THE NEXT THING IS TO REMOVE THE FACTORY INTAKE MANIFOLD GASKETS. TO AVOID TEARING THE RUBBER INSERTS OUT OF THE GASKETS SPRAY ON A LITTLE WD 40 AND LAY THE GASKETS IN PLACE. NOW THIS IS DEFINITELY A TWO MAN JOB, CAREFULLY DROPPING THE SUPER CHARGER IN PLACE AND LINING IT UP. COME YOUR WAY JUST A HAIR.
(JOHN)>> PLEASE DO.
(MIKE)>> MAN THIS THING LOOKS KILLER IN HERE.
(JOHN)>> IT DOES, IT'S GOT JUST ENOUGH ROOM.
(MIKE)>> IT FITS PERFECT.
(VIC)>> NOT A LOT OF SPACER IN THERE AND EVERY CAR'S A LITTLE DIFFERENT. IT'S ALL GOT TO BE MADE FROM THE GROUND UP FOR THE PARTICULAR APPLICATION THAT IT IS.
(JOE)>> DO THE AESTHETICS HAVE ANYTHING TO DO WITH IT WITH YOU?
(VIC)>> WELL DEFINITELY, I THINK PEOPLE LIKE TO RAISE THEIR HOOD AND GO, OH MY GOD. AND THAT'S ONE THING THAT I DO QUITE OFTEN WHEN I DRIVE MY CARS AROUND. I LIFT THE HOOD UP AND PEOPLE LOOK IN THERE AND THEY JUST CAN'T BELIEVE WHAT THEY'RE SEEING. SO WE WANT TO MAKE IT LOOK GOOD AND WE WANT TO PUT THAT EXTRA TOUCH IN THERE SO THAT THE PERSON IS REALLY PROUD, AND ENJOY THE PERFORMANCE AND EVERYTHING ELSE THAT GOES WITH IT.
(MIKE)>> NOW WITH THE NEW INJECTORS INSTALLED IN THE FUEL RAILS, WE CAN APPLY LUBE TO THE ORINGS AND PUSH THEM INTO THE MANIFOLD. NEXT SECURE THEM TO THE SUPER CHARGER. NOW WE CAN ROUTE THE CROSS OVER HOSE FROM THE REAR PASSENGER SIDE RAIL FITTING TO THE REAR DRIVER'S SIDE RAIL FITTING, AND CONNECT THE FUEL SUPPLY LINE TO THE FRONT PASSENGER SIDE RAIL. HERE'S WHERE THESE NOSE SUPPORT BLOCKS COME INTO PLAY. WE PUSH AND TIGHTEN EACH AGAINST THE BLOWER SNOUT TO KEEP IT FROM BEING PULLED DOWN BY THE BELT TENSIONER. NEXT WE CONNECT THE EVAP HOSE TO THE AIR INLET AND INSTALL A NEW PCV VALVE. AT THIS POINT WE'LL GO AHEAD AND INSTALL THE SUPER CHARGER DRIVE BELT. WITH MORE PLASTIC OFF THE FRONT, THE WATER PUMP FOR THE INTERCOOLER GOES BEHIND THE BUMPER.
(JOE)>> AFTER REMOVING THE FAN ASSEMBLY FROM THE RADIATOR, JOHN'S ROTATING THE PASSENGER SIDE MOTOR HOUSING SO THE CONNECTOR FACES UPWARD. THEN HE TRIMS THE SHROUD ENOUGH TO CLEAR THE NEW HARNESS CONNECTOR LOCATION. OKAY, NOW THE FANS AND RADIATOR CAN BE INSTALLED IN THEIR ORIGINAL LOCATION AS FAR FORWARD AS POSSIBLE. THEN THE KITS LOW TIP HEAT EXCHANGER MOUNTS IN FRONT OF THE A/C CONDENSER AND A HOSE RUNS FROM THE BOTTOM OF IT TO THE INTERCOOLER. ANOTHER HOSE CONNECTS THE HEAT EXCHANGER TO THE PUMP. THE INTERCOOLER USES A RESERVOIR THAT MOUNTS ONTO THE TWO IN BOARD STRUT TOWER STUDS. THIS HOSE CONNECTS THE RESERVOIR TO THE PUMP. ANOTHER CONNECTS THE INTERCOOLER TO THE RESERVOIR COMPLETING THE LOOP. THEN WE'RE UNBOLTING THE STOCK THROTTLE BODY AND INSTALLING IT ONTO THE SUPER CHARGER.
(VIC)>> GREAT JOB YOU GUYS.
(JOE)>> AND FINALLY THE LAST PART OF THE KIT IS THIS LESS RESTRICTIVE HIGH FLOW COLD AIR INTAKE.
(VIC)>> AIR COMING THROUGH AND GOING INTO AN ENGINE LIKE THIS UNDER PRESSURE IS LIKE LIQUID AND YOU KEEP IT AS STABLE AS YOU CAN. THE MORE YOU KEEP IT STABLE, THE MORE YOU'RE GONNA GET IT IN THE ENGINE AND THE BETTER THE PERFORMANCE. WHAT EATON DID WITH THAT SUPER CHARGER WAS REALLY WORK ON THAT. THE THING ON THIS IS THE FACT THAT EVERYTHING GOES UNDER THE HOOD WITH NO SCOOP. IT'S A SLEEPER, YOU KNOW, AND NOBODY KNOWS YOU'VE GOT IT UNTIL YOU PRESS THE THROTTLE AND AWAY YOU GO.
(MIKE)>> LOOKS FACTORY, THAT'S FOR SURE!
(JOE)>> JUST HOW MUCH GO WE'RE ABOUT TO FIND OUT ON THE DYNO.
(JOE)>> WELL YOU SAW HOW THIS MODERN MUSCLE SUPER CHARGER WAS MADE. YOU GOT AN INSIDE LOOK AT SOME OF ITS DESIGN INNOVATIONS. WE SHOWED YOU HOW RELATIVELY SIMPLE IT INSTALLS. NOW LETS FINISH UP THE EFORCE AND SEE IF THE FORCE IS WITH US ON THE DYNO. WIRING FOR THE KIT'S PRETTY SIMPLE. BASICALLY THERE'S A POSITIVE CONNECTION, A NEGATIVE TO THE STRUT TOWER, AND THIS CLIP TO POWER THE PUMP. WE'RE ALSO GIVING THE CHALLENGER AN OIL CHANGE WITH EDELBROCK'S NEW FULL SYNTHETIC CAT SAFE FORMULA ESPECIALLY MADE FOR HIGH PERFORMANCE ENGINES. THEN WE CAN REPLACE THE COOLANT WE DRAINED EARLIER, ADD NEW 50/50 TO THE INTERCOOLER, AND DROP ON THE COOL LOOKING COIL COVERS. WELL IT'S TIME TO LET THIS PROGRAM MODULE DO ITS THING, AND THE BEAUTY OF THIS ONE IS IT COMES CALIBRATED FOR YOUR CAR. THERE'S NO SENDING OFF ECU'S FOR FLASHING AND SUCH. IT DOES HAVE OPTIONS FOR THINGS LIKE DIFFERENT TIRE SIZES AND GEAR RATIOS, BUT HEY WE'RE ALL STOCK. THIS'LL TAKE NO TIME. AND IT'S STOCK FOR A REASON. THIS IS A DAILY DRIVER FOR THE OWNER WHO BUYS GAS AT THE SAME PLACES WE DO.
(VIC)>> I RAN MY ZO SIX WITH A SUPER CHARGER ON IT IN THE POWER TOUR, 1,500 MILES, 26.3 MILES PER GALLON. SO THAT'S PRETTY GOOD, AND MAYBE THAT'S WHAT YOU'VE GOT STOCK, BUT IT'S THE FACT THAT YOU NOW HAVE ANOTHER 160-170 HORSEPOWER IN THERE AND YOU CAN RUN THE SAME MILEAGE THAT YOU RAN BEFORE.
(MIKE)>> LAST YEAR WE DID A STOCK BASE LINE RUN ON AN IDENTICAL SIX SPEED SIXONE HEMI CHALLENGER AND THE REAR WHEEL NUMBERS 365 HORSEPOWER AND 367 FOOT POUNDS OF TORQUE. WITH THE EFORCE?
(JOE)>> 470 HORSEPOWER!
(VIC)>> ALRIGHT!
(JOE)>> YOU HAPPY WITH THAT?
(VIC)>> DAMN RIGHT I AM.
(JOE)>> THAT'S ALMOST 100 MAN. BUT IT'S MORE THAN JUST HORSEPOWER, CHECK OUT THE GRAPH.
(MIKE)>> FROM OUR BASE LINE TO OUR SUPER CHARGED RUN WE MADE 102 FOOT POUNDS OF TORQUE AND IT CARRIED THAT ALL THE WAY THROUGH THE RPM RANGE.
(VIC)>> AND THAT'S THE REAL IMPORTANT PART, AND THAT'S WHY WE'VE GOT THAT RUNNER LENGTH IN THERE, TO CARRY THIS TORQUE OUT AND MAKE A FLAT CURVE LIKE THAT BECAUSE THAT'S WHAT YOU FEEL IN WHAT WE CALL SEAT OF THE PANTS PERFORMANCE. IT'S MOVING THAT CAR AND THIS IS WHAT DOES IT RIGHT THERE. VERY, VERY HAPPY WITH THAT!
(MIKE)>> KEEPS YOUR HEAD PLANTED ON THE HEAD REST.
(VIC)>> THERE YOU GO.
(MIKE)>> SO THIS CHALLENGER GETS THE SEAL OF APPROVAL.
(VIC)>> WE'RE EXTREMELY PROUD OF THIS PROJECT.
(MIKE)>> AND THE OWNER HAD A SPECIAL REQUEST FROM VIC.
(VIC)>> ONE OF THE MOST EXCITING THINGS THAT'S HIT OUR COMPANY IN A VERY LONG TIME. SO WE'RE GONNA RIDE THAT WAVE AND GO A LONG WAY WITH IT.
(JOHN)>> WELCOME BACK TO HORSEPOWER. THE CONCEPT OF PISTON ENGINES HAS BEEN AROUND FOR OVER A CENTURY. IT USES ONE OR MORE RECIPROCATING PISTONS, CONVERTING PRESSURE INTO ROTATING MOTION TO MAKE HORSEPOWER. NOW WITH ALL THE DIFFERENT TYPES OF ENGINES WE HAVE RUNNING OUT THERE TODAY, WE HAVE SEVERAL DIFFERENT VARIATIONS OF PISTONS THAT WE NEED TO DISCUSS BEFORE WE DO OUR ENGINE BUILD. NOW TODAY WE'RE GONNA GO OVER THE MAJOR TYPES OF PISTONS AND SHOW YOU HOW TO REMOVE AND REPLACE A SET. NOW WHEN WORKING WITH AN EVERYDAY STREET ENGINE, A CAST PISTON'S GONNA BE YOUR BEST BET. NOW THEY'RE BUDGET FRIENDLY AND THEY ACCEPTABLE STRENGTH AND LONGEVITY, BUT THEY NEED LOOSE TOLERANCES IN THE CYLINDER BORE BECAUSE OF THE EXPANSION RATE THEY HAVE. NOW THESE TOLERANCES CAN CREATE A FEW ISSUES. ONE IS PISTON SLAP, ANOTHER ONE IS SCUFFING, AND MANUFACTURERS HAVE EVEN FOUND THAT ON A CAST PISTON WHEN IT'S COLD WILL ACTUALLY HAVE A LITTLE BIT OF FUEL LEFT IN THE RING LENS CAUSING ISSUES WITH EMISSIONS AND FUEL ECONOMY. NOW A BETTER CHOICE TO GO WITH WOULD BE MAYBE A HYPEREUTECTIC PISTON. NOW THERE'S A COUPLE OF REASONS. THEY'RE STRONGER THAN A CAST PISTON. THEY'RE GOOD FOR HOT STREET ENGINES UP TO MILD RACING. NOW THEY HAVE A UNIQUE FEATURE ABOUT THEM. THEY ACTUALLY ARE CAST WITH AN ALUMINUM ALLOY WITH A SILICONE CONTENT. NOW WHAT THAT DOES IS MAKE A LOWER THERMAL EXPANSION RATE AND ALLOWS ENGINE BUILDERS TO RUN TIGHTER TOLERANCES. NOW THIS HELPS REDUCE PISTON SLAP AND SCUFFING ON COLD START UPS, AS WELL AS BETTER FUEL ECONOMY AND EMISSIONS. NOW FORGED PISTONS ARE PREFERRED FOR MORE OF A FULL ON RACE TYPE ENGINE. BLOWERS, TURBOS, AND NITROUS ENGINES ALL CALL FOR A FORGED PISTON BECAUSE OF THE INTENSE CYLINDER PRESSURE THAT THEY CREATE. NOW THE DIFFERENCE BETWEEN CAST AND FORGED PISTONS IS SIMPLE. A CAST PISTON IS METAL THAT'S MELTED ALL THE WAY DOWN TO A LIQUID STATE, POURED INTO A MOLD, AND THAT'S HOW YOU GET THE CAST. NOW A FORGED PISTON IS A LITTLE DIFFERENT. IT'S NOT MELTED COMPLETELY ALL THE WAY DOWN. THEY HEAT IT UP TO A SEMISOLID STATE, PUT IT INTO A DYE WHERE A PRESS COMES IN AND PUTS IT UNDER EXTREME PRESSURE TO CREATE THE MOLD THAT THEY WANT. THE RESULT IS A LIGHTER, STRONGER PISTON THAT DEFINITELY COSTS MORE. NOW IF THIS IS THE FIRST TIME THAT YOU'RE REPLACING OR UPGRADING A SET OF PISTONS, THERE'S A FEW BASIC ENGINE BUILDING RULES THAT YOU MUST FOLLOW. FIRST MARK YOUR RODS SO EACH WILL GO BACK WHERE THEY CAME FROM. ALSO NOTE THE ORIENTATION OF THE PISTON TO THE ROD WHEN YOU REMOVE THEM FROM THE BLOCK. PISTONS AND RODS HAVE A DIRECTION THAT THEY FACE. NOW THESE ARE A PRESS FIT PISTON, AND WHILE YOU'LL PROBABLY HAVE A MACHINE SHOP HANDLE THIS, WE'RE USING OUR GOODSON TOOL TO PRESS OUT THE PINS THAT CONNECT THE RODS TO THE PISTONS. BY THE WAY, IF YOU'RE REUSING THE RODS, GIVE THEM A LITTLE LOVE IN THE BLAST CABINET AND THEY'LL COME OUT LOOKING BRAND NEW. GOODSON ALSO MAKES A ROD HEAT THAT USES PROPANE AND COMPRESSED AIR TO HEAT AND SWELL THE SMALL END OF THE ROD. WE'RE USING A GOODSON FIXTURE THAT HOLDS THE NEW PISTON IN PLACE WHILE WE INSTALL THE PIN WITH THE ROD. IN ADDITION IT HAS A STOP TO MAKE SURE THAT THE PIN LOCATES IN THE MIDDLE OF THE ROD. IF IT TOUCHES THIS CYLINDER WALL, IT WILL CAUSE DAMAGE. NOW THE HEATED SMALL ENDS OF THE ROD ALLOWED THE PIN TO SLIP THROUGH EASILY. AND AFTER COOLING, YOU'RE READY FOR REASSEMBLY. NOW WE'VE ALL HEARD THE HORROR STORIES OF RUNNING HYPEREUTECTIC PISTONS IN ENGINES. NOW HERE'S WHAT'S GOING ON. NOW BECAUSE OF TIGHTER CYLINDER BORE CLEARANCE, THE SAME SIZE RING ACTUALLY HAS LESS ROOM TO EXPAND. IF THOSE TWO RING GAPS TOUCH, IT'S GONNA CUT THE TOP OF THE PISTON RIGHT IN HALF. NOW I'M GONNA GO AHEAD AND SHOW YOU HOW TO CORRECT THAT WHILE YOU'RE ASSEMBLING THE MOTOR. NOW YOU HAVE SOME CHOICES WITH YOUR RINGS. YOU CAN GET FILE FIT OR PREFIT ONES. BUT EITHER WAY YOU NEED TO GO AHEAD AND ADD ABOUT AN EXTRA THOUSANDTHS CLEARANCE PER INCH OF BORE TO INSURE YOU HAVE ENOUGH END GAP DEPENDING ON YOUR PROJECT. SO BOTTOM LINE, IF YOU DON'T PLAN WELL, IT WON'T BUILD WELL. JUST LIKE MOMMA SAID, DO YOUR HOMEWORK.
(MIKE)>> IF YOU WANT YOUR ENGINE TO HAVE A VISUAL IMPACT THAT'S ALSO FUNCTIONAL, VISUAL IMPACT PERFORMANCE SYSTEMS HAS WHAT YOU NEED. THIS IS THEIR TURBO TRACK SERPENTINE SYSTEM FOR LS ENGINES. IT COMES WITH 105 AMP ALTERNATOR, A CRANK PULLEY, POWER STEERING PUMP, WATER PUMP, AND MINI SAND AND A/C COMPRESSOR. PLUS ALL THE BRACKETS, BOLTS, GASKETS, AND BELT YOU NEED TO INSTALL IT. NOW THEY USE ALL TOUGH STUFF ACCESSORIES THAT ARE POLISHED. SO YOU KNOW THIS STUFF'S GONNA LAST. AND IF YOU DON'T HAVE AN LS, NO WORRIES, THEY MAKE STUFF FOR CHEVY SMALL BLOCK AND BIG BLOCK, CHRYSLER, FORDS. BASICALLY IF YOU HAVE AN ACCESSORY YOU NEED TO TURN, THEY'VE GOT WHAT YOU NEED. NOW WE'VE GOT ANOTHER HORSEPOWER PROJECT READY BUT THAT'S GONNA HAVE TO WAIT UNTIL NEXT. WE'LL SEE YOU THEN!
