SubUrban Gorilla Part 2

Ever wondered how high performance engines are designed and prototyped today. Plans for the urban guerrillas, twin turbos are drawn and mocked into place. Plus Ian and Jessi venture out of the shop to press the flesh, so to speak. Extreme starts now.

Welcome to Xtreme 4x4. You guys are gonna love what we have in store for you today. Yep. Our latest build is the ultimate tow rig

and recovery vehicle using a Hummer H One Alpha has inspiration. We are taking this rusted out 87 suburban off its frame

and by adding an all steel body from four by four bodies, we're building a suburban gorilla. Can you tell he's excited?

We've already got the body on the frame with a few firewall modifications so we could squeeze in our Duramax engine and our Hill Killer Allison transmission.

Today, we're going to be working with our dual transfer cases and working on our custom turbo set up

since the donor vehicle for this truck is an 87 suburban.

The first call we made when playing the four wheel drive system was to off road designs. They specialize in parts and information for GMK series, full size trucks or anyone who's running that type of running gear.

The product

ID is most well known for is their transfer case doubler kit.

This package allows you to put two transfer cases together to end up with an all helical gear, multiple range cast iron case.

It comes with a billet 6061 T six adapter housing

all the gaskets, all the hardware

and a fully heat treated chrome Molly shaft.

Before we start bolting everything together. Let's have a look at why the swap is so popular. This is the range box portion of a new process. 203 transfer case, it originally had a giant chain drive section on the back of it to connect the transmission to the axles in constant four wheel drive.

When you wanted for low,

you simply select the lever to engage this range box to give you that 2 to 1 gear ratio.

Now the chain drive portion of this transfer case is weak and essentially useless, so useless. In fact, when you start looking for a used one of these, you'll find most guys just strip off this range box portion and shift only this part to save on costs. And that's what we had done here.

This doubler will attach that range case to an MP 2051 of the strongest factory cases out there. This is a full cast iron unit with huge helical gears inside.

This one happens to be from a Ford truck

and when you start to source

to use parts, it's a good idea to give off road design a call first. They gave us great advice on what we needed for our application, including a two inch up rotation version of their doubler kit for better ground clearance. Can you help me please?

Thanks.

The

205 needs some cleaning. So into the blast cabinet, it goes

and it comes out looking almost new.

The first step of the 203 range box is to change the gear and shaft assembly

and then we'll install the bearing into the doubler housing

with the 205 cleaned off. I can screw the studs into the housing. A little lock tight. Here is a good idea.

The 203 range box will need a new fill plug. So I will change out the PTO cover.

Then I can bolt the doubler to the 203 range box.

Then the 205 bolt to the doubler just like it would bolt on to the back of a transmission.

Now, shifting this unit is going to take three levers inside the cab of the truck. But here are some of our options. We can have the range case in high for a 1 to 1 ratio in either two or four wheel drive or we can shift the range case in the low for a 2 to 1 ratio in two wheel drive. And that's where the cooler ranges come into gear when you got the range box in high and the two

five and the low, you're gonna have a 2 to 1 ratio for each axle, either front or rear independently. And then if you put them both in low, that's when you get your 4 to 1 ratios.

Now all in all this is one of the strongest set ups you can build using factory components, but it is heavy, so heavy. In fact that Ord suggests adding a second cross member to handle this kind of weight in the truck

ready.

Let's get the crane

during the break. Our dynamic duo will marry the two transfer cases to the Allison. But up next big time, horses and major body work, all part of Ohio's four wheel Jamboree when Xtreme 4x4 continues,

the Xtreme 4x4 event of the week is brought to you by Fram America's number one oil filter.

Welcome back to extreme all work and no play would make our job seem like jobs. So we jumped at the invitation to attend the 20th annual four Wheel Jamboree Nationals in Lime Ohio where beauty meets speed

with its nonstop racing action. The four wheel Jamboree has more sizzle than Ohio's staple cuisine.

If you can go a Jamboree and you sit in the stands, the day will go

so fast. There's so many activities out there. I like the little tough trucks out there. They're a lot of fun to watch, they crash

and the monster trucks are fun. So the whole show is a lot of fun. I don't watch it really.

With the top dollar show and shine and vendors of the Yin Yang, the Jamborees have something for everyone. There's some nice stuff out here, you know, it's good for little kids. Everybody, even us high dollar talent got a kick out of checking it out and be

the fans. We was walking down the midway

and I, I spotted Ian. I was like, man, that's awesome. That is awesome. I, I, he said he signed an autograph so we gotta come over and get some autographs. I watch them on TV. And then you come here and meet him in person and it's awesome.

There weren't only Ian fans at Lima Jessey, the girl. Yeah, definitely.

That's my favorite. Look what she wrote

on mine.

I get real dirty.

Ok,

I'm all free man.

Since he is a married man. Yours truly was named honorary judge of the Miss four Wheel contest.

It was such an important title at stake. I took my job very seriously. You're interrupting me.

Concentrate

here.

But as in racing, there can only be one winner

and the queen. It is contestant number eight Joetta.

For me, the hottest action was found at the mud drag.

We're the fast guys. We go out and we don't hold anything back,

pulling almost 4.5 Gs. These machines hammer down the 200 ft track in under three seconds. That's a rush. You launch it, it's like shooting a gun

when you step on a paddle, you're just

along for the ride, it slams in the seat and you just see the scenery go

and it's over

like a modern day buck Rogers. They hurtle across the mud with close to 3000 horses beneath them. You nail it and it's just a rush. You know, the sound,

the G forces and everything just kind of builds up comes on strong hits hard and sometimes it hits really hard.

This right here's a lot of action.

It's very strange. The problem is it either goes really right or really wrong

and there is like no in the middle for 18 years, Chuck Cordy has gone wheels first into danger and has blown right through it. The sound of a blown alcohol motor is probably the main reason why I do this. I really like the sport and I like the

design, the horsepower,

the little tin can muffler cars haven't really made it in my book yet with three championships. His Mud missile machine doesn't run a Tin Can motor.

It's an aluminum block, big block Chevy 540 cubic inch about the biggest roots type blower you can buy on it with about the biggest injection you can get, we just force as much air and fuel in it as we can. The Mud missile is best

but don't look for it. On the asphalt. We can get away with things that our drag racing buddies can't because we only run for a couple of seconds.

If we would run my engine with my tune up in a quarter mile, it'd just be a melted blob at the end of the track.

We put 70 pounds of boost in this motor drag racing. Guys usually put about 40. It's making about all of the power you're gonna make out of

a

automotive pipe.

Even though Chuck nailed the fastest reaction time at Lima. He was D Qed for running it out of bounds. A rough showing though isn't enough to dampen his love of the mud. We really like the sport like the people. Everybody helps everybody out. I've just had such a good time doing it. I'm not looking to quit any time soon.

Even though it was all rainy and nasty. It was still nice to get out of the shop and go and look at all those guys in huge trucks and watching all those mud drags gave me a chance to perfect my mud drags their imitation

good race, man.

It's all good

for more information on anything you've seen today. Check us out online, Xtreme 4x4, tv.com.

Welcome back to Xtreme 4x4 in our suburban Gorilla project. We got our drive train in and now it's time for us to start planning our turbo set up.

Now, we could have left the stock 350 small block turbo 400 transfer case in this truck. And it would have made this job a lot easier. But we're gonna be asking a lot of this thing. It's gonna be in a tow, serious loads to the trail. And then if something happens to one of our trail trucks, when we're there, this thing's got to go in and get it out and this is where we had to start calling in some

favors.

RGM

Duramax diesel was designed with the turbo charging system from the factory,

but we're going to push it to the next level by building our own custom twin turbo set. That's something we've never done before. This is a little bit more in depth than just upgrading a factory turbo or installing a turbo kit. We're actually gonna have to design and build this whole thing from scratch. So just like you guys would do at home, we called up a friend to give us a hand.

Now, don't hate us because we have Gail Bank's cell phone number on our speed dial. But this is the man with the plan. He brought some goodies for us. Right. Yes, I did what you got. Well, first of all, I've got Bob Robe with me. He's our chief of design. He'll be helping us mock up the system.

And then I've got a pair of twins here, Bank Sidewinder Turbos, a pair of big head waist gates, a

pair of exhaust manifold castings, some tubing flan

an extra large

banks, techni cooler intercooler and some really trick prototype big host intake manifolds.

Now, we've got the engine sitting pretty much where we think it's going to land in between the frame rails. So, what do you think? G

well, I think this thing is big and I think it's going to be bad

and with the

Duramax in here now we can lay out the twin turbo system and make sure that everything fits underneath the hood.

Well, let's build some turbos.

Since the intakes are going to be the tallest part of this engine, we'll set them in place

and then bring in the one piece front end.

Yeah. No, it's perfect.

Yeah. Fat city. We got a lot of room

and we get lots of space up here for the intercooler and, and for the red,

I like C rad G.

Oh, that's good.

So with the engine mounted, this is a good point for us to begin our twin turbo set up and it all begins with our exhaust manifolds because the basic principle when it comes to Turbos is the exhaust gas that exits out of the engine spins, the turbine will to provide the boost.

Yeah. And since uh

bill is our goal on this project,

we're gonna stay with the factory cast manifolds instead of race style headers,

we're gonna face the outlets forward

so that they'll feed directly into the Turbos and then

we're gonna go inside and extrude home and port these babies to kick up the flow.

The next step for us is to install the turbos themselves.

Thanks Jessi.

Now we're using the turbo from the 7.3 Ford Banks sidewinder system. But of course, instead of using just one on this engine, we're using two,

you got it.

Now we built these turbo charges originally for good low speed response, which would be great for this gorilla

by using two of them. We're gonna have awesome top end power as well.

Now, Bob has removed the snap ring on a compressor cover

so we can aim it

and point it where we need to. How are we going to get the air back to the engine? Well, I'm thinking we'll point the compressor outlet down

route into the bottom of the inter cooler flow to the top and then on into the intake manifold.

All we got to do now is mock these twin turbos into place with some lange and some tubing.

Now that we got our turbo positions knocked out, stay with us while we add some more goodies to our turbo set up

for more information on anything you've seen today. Check us out online Xtreme 4x4, tv.com.

Welcome back to Xtreme 4x4. We're honored to have Gail Banks here to help us build the first ever twin turbo

Duramax. Well, you guys build some radical vehicles on this program

and we're pumped

to be part of it. Banks and

Duramax,

I think we're more stoked to have you here because what you guys don't know is that as soon as we're done doing the R and D on this set up, Gail Banks is gonna put it into production. Absolutely.

So, is that what's next there?

Yeah, this is a big head waste gate.

Our

turbos come with waist gates built into them, but we need a larger one for this high boost, high output. Set up.

What a waste gate does is it

bypasses a little exhaust past the turbine and con controls the boost output of the turbocharger.

This one using the bigger head

keeps a valve on the seat so it doesn't blow off prematurely,

which kind of limits torque

so good advantage there. Now, it looks like we're gonna

probably mount them under here and do a weld M

out of stainless to mount the turbocharger and flange the waist gate right off of it

with the stock bumper removed and the factory frame horns exposed. We'll cover them up with the bumper cap that came in the urban gorilla kit.

And now we can talk about a massive banks techni

cooler

to build serious power. You need serious air density

and a large inter cooler is just the ticket.

You've seen these guys driving down the road, they get in the throttle, big smoke, they think they're cool.

Well, they're not cool. Smoke is power. You can see,

but you can't use if you want to make the power in the engine, you got to cool the air, you got to compress the air, so this gets us there. But this is not the intercooler that we're using. This is one of my big dodge inter coolers. What we'll end up with is a pair of intercooler. As if you split this down the center

one for

turbocharger.

This is obviously sitting too high too. Right. Yeah, I think a good way to go here would be to section a hole into the top of this bumper, drop it through and then open up the front of the bumper to allow airflow into the inner cooler, carry off all the heat we're going to produce.

Bank's chief designer, Bob Robe turns concepts into working prototypes.

He starts with the layout in this case, a 6.6 L

Duramax then adds banks components by freehand sketching.

Next exact measurements are taken which are later turned into layout or three DC ad drawings depending on the component. Eventually, prototypes are cast which will be finished products for production tooling

with all our measurements done. We know that the air is gonna leave the turbo through the tubing into the bottom of the inter cooler up at the top and right back into these intake manifolds.

And speaking of manifolds, here's the stock set up,

it's ok for the stock engine, but a bit torturous and we've nev never ever get the air through this that we want to make big power.

So we're changing the intake manifolds to a tuned banks, big horses set up.

And here we've got

eight individual intake ports, all port matched to the cylinder head. So the air flows nicely into the heads

as compared to this cavity

that just flows it in randomly.

I can't wait to see all these pieces that we mopped up today in the final form

and these intake manifolds to come back as aluminum instead of plastic.

Yeah, that'll be cool. But there's more, we're going inside this engine. We're going to the center line of the crank shaft and

we're gonna start out from there. We're gonna knife edge it, we're gonna polish it.

We're gonna upgrade the rods, the pistons pins, cam roller lifters, push tubes,

rockers, springs, retainers will all be upgraded.

The heads will be CNC ported and the exhaust valves enlarged

and the whole thing will be blueprinted and balanced.

After that, it's on to the engine,

dyno.

Well, we'll calibrate it then into the Gorilla for a final tune using the Bosch E DC 16

engine controller and full fuel injection system. We are going to punish those 38 s.

What kind of numbers can we expect on this thing? I'm looking for 750 horsepower and 1000 pound feet of torque. 1000

1000

tho