CORR Pro II Race Truck Part 5

They're the beasts of off road racing and we've got our own under construction

today on Xtreme 4x4. Close up. How to on all the goodies of our pro two race track plus

a beats

West in a one off shootout for rock crawling national championship.

Hey, everybody. Welcome to Xtreme 4x4. Where as you can see, we have a whole pile of work to do on our core Pro two race track,

everything from body panels to mounts some headers, plumbing, wiring and everything that we do today is a key ingredient to turning this pilot tubing into a hardcore race truck and whatever project you have sitting in your garage. Hopefully you can take some of our ideas to help you get your project off the

stand and out into the field

and wait until you see the SG package that we came up with.

Now, the first thing we're going to take care of today is going to be the fiberglass body. Now, for this truck, we chose a Ford F 150 full fiberglass body package mainly because the motor that we put together for this thing is based on a Ford small block. But before we can add any more panels to this truck. We need to build some additional tube structure in order to support them.

This complete fiberglass body comes from bo

tech industries who's been making fiberglass bodies for off road race vehicles for years

and now they've come up with a new molding process that will make a difference out on the track. Now, normal hand laid fiberglass panels are very rough on the inside,

but bote

new injection molding process makes it just as smooth

on the inside as it is on the outside.

Now, making the inside of the fiberglass panel smooth actually makes a big difference on a race truck. The hand laid panel that's rough actually can cake up with mud and dirt when you go through the water and actually splash up off the tire and wheel. Now this will actually add weight to your race truck, which is what you don't want.

The smooth panel is more than likely going to shed all that extra weight. Therefore, the truck is faster. Now, obviously, I know that most of you guys aren't planning to spend the rest of this weekend hanging a core body on your tube chassis, race truck. But a lot of the tips that we're going to show you here apply to pretty much any fiberglass panel, whether it's going on your rock buggy or whether it's just a gutted out steel panel that you're going to put on your tough truck.

We'll start by adding some additional tubing to support all the body panels

for the bedsides, some bracing

out.

Ok.

Yeah,

sidebars

and a new rear bumper will be added to the chassis.

Then tabs are added and the panels can be bolted in place

on the front. A

nose assembly will not only help mount the hood grill and fenders will also become a bumper.

The door skins mount to nerve tubes on the bottom

and a small one inch tube with mounting plate will support the rear.

Then the roof panel will be mounted to the two doors.

So is this thing finally looking like a race truck or what

core racing is not really considered a form of endurance racing?

But to say that your body can take a beating inside. One of those race trucks is an understatement catching huge air wild corners and the occasional racing rub can leave your body feeling pretty banged up without the benefits of a good suspension seat.

We're going to be installing a Mastercraft three G suspension seat

and to understand what makes the suspension seat so great is to take a look inside. Now, it all starts with this three quarter inch man

B to frame that's wrapped with the nylon coated mesh which is very porous to allow moisture to flow through.

Now, that mesh is then double lap

and

with nylon parachute cord.

Now, once the polyurethane foam is glued and shaped, the entire C is wrapped with your choice of custom colors.

We opted for the new dirt sport cover with blue and black fabric and carbon fiber inserts. Installing the sea is very easy. The chassis from North American off road already had the mouse welded in.

Now, I'm sure a lot of you guys remember this Ford 434 cubic inch small block we built to power our core prow truck. Now, the rest of our drive train is just as unique. It starts with a cone racing torque converter that has a stall speed between 707,500 RPM. Now, it will deliver the engine power into this a two speed power glide transmission built by Hughes

performance specifically set up to handle the rigors of core racing.

Now, behind this, we're going to be installing a gear vendors overdrive unit and it all gets controlled with a winner shifter with a button on top to activate the overdrive feature. And I'm sure a lot of you guys are wondering why would you install a two speed power glide and an overdrive unit instead of just a simple three speed automatic. Well, the difference is by using the first

and then a slightly larger overdrive, we're going to be allowed to keep the engine in its peak RPM power band. As an example, if we were to go from first to second with this transmission, the engine might go from say 6500 RPM down to 4500 by just slipping it into overdrive. We'll go from 65 to 55 keeping peak power to the wheels at all times. And I'm sure a lot of you guys are wondering how are we going to bolt a Ford motor

up to a GM transmission? Well, it's done using this motor plate set up that we got from Summit racing. It's a half inch thick aluminum piece that's specifically designed for this application. It's drilled for the Ford small block and also drilled on tap to accept studs to mount the GM transmission. Now, the kit comes with a crank adapter as well as an SF I spec flex plate that allow the whole package to bolt into the truck and work great

up next. Houston, Texas and the We Rock Nationals. It's the young guns versus the veterans in this do or die finals. When Xtreme 4x4 continues

Xtreme 4x4 tradition. We continue to showcase America's top off road trails and events this week, it doesn't get any bigger than the Grand Nationals. We rock season ender where the young guns get a chance to show up the season. Veterans

over the brief history of professional rock crawling. Jason Polly Shannon Campbell and Tracy Jordan have dominated, we've been doing this for 78 years and pretty proud of our record. They're what you call, you know, pioneers of the sport racking up hundreds of wins in a room full of championship trophies

that's where I wanna get to in the sport. Those guys are the best. They are, the sport's first superstars who inspired a whole new generation of competitors. Those are the guys I saw in the magazines and saw on TV. And

you know, the people I really looked up to now the kids with those magazines are out here kicking some butt.

The younger generation is pushing the envelope of the sport and the royalty of the rocks have taken notice all these young guys coming up make me feel old. These guys are good. I mean, they're, they're, they're no dummies leading this new crop. It's 2005 national champ. Jessi Hays. It's stressful, but sometimes I almost wish I wasn't doing as well so it could just be fun. And Matt Dees who bulldozed over his East Coast competition

to win his third title. That was great, man. I tell you, that's a good feeling of something that you strive for all year long and then

you get it just outside of Houston, Texas.

Both generations came to the one off. We rock Grand Nationals. It's a big deal. Yeah, this is huge. I mean, the best guys in the country are here. Every driver had a strategy.

Matt D's plan to keep it simple point and shoot is my style

joining the pro circuit in 2003. His style was far from perfected

in 2003. Man. I tell you after several, several breaks and rollovers, I was just,

I had enough, I was ready to

throw in the towel. Matt Des

is no quitter. This sport is definitely full of adversity, you know, and, and if you, if you don't keep striving and pushing to, to be the best then you never will be three titles later. He's considered a young gun. I stuck with it and, uh, you know, it's really paid off to get up there and fight your way to the top and turn around and go. Yeah, I did that at the national championships. He was ready to take on his idols. If you can go home and say,

man, I beat Tracy Jordan or Shannon Campbell. That's huge. You know, I mean, it's, it's definitely a great feeling. Definitely top notch driver. He's really tough. He'll be, he'll be tough to deal with out here. It's cool to be, uh, respected that way. It's a good feeling. Right. Uh I've been on the other end of the spectrum where

who's that guy

to qualify for the sixth driver? One obstacle shootout.

One mistake was one too many.

One point. It's a big deal. Campbell qualified first, followed by Haines and

Des

them boys are good. A lot of these new guys are definitely crazy. They'll definitely put it on the line in a shocker. Tracy Jordan missed the cut and had to watch from the sidelines.

I'm just mad right now. I'm just really mad,

really mad with Polly qualifying fifth. The shootout became a generational showdown of biblical proportions

four years ago. I mean, it would have been a dream going against these guys head to head in a shootout carrying over their qualifying scores. Polly put it on his lid and finished in fifth place with his third place finish, des

solidified his rising stars status. We got out here and we earned it and we did real well. So it's just, uh, it's on,

you know, that we finished in the top three when Haines could only pull within 24 points of Campbell. It looked like this event was going to the veterans. We're gonna just

get up there and take our time and try to clean it. There's a lot of pressure. Hopefully we can pull this off driving more like a rookie. He gave the lead over to Hays as the clock ticked down. Well, he's ahead of you by one point right now

with only 57 seconds remaining.

He needed one bonus line to win the title.

He nailed, it feels good. I just, I can't believe it

got down to that close. That,

that's not good.

The young guns came up short

this time

next year. I

guess we give it everything we had. It's a great feeling to, to know that, that I am competitive and I can beat, beat these guys. I tell you, man, it's, it definitely leaves you here with a good feeling.

Well, they finish nowhere near the top of the stock mob class, but we give a thumbs up to our good friends, Troy Slaughter and Rob Stapleton,

they drive the buggy that sponsored by Flowmaster and Echo Racing.

And the second last obstacle that some problems in the front diff the axle was ok, but they ended up trashing a spider gear that left them with only one wheel drive heading into a course. But instead of throwing in the towel, they put on one heck of a show for the spectator. It's more like a demonstration on how to wreck your rig.

But I think that's what everyone was there to watch anyway, based on the number of people taking pictures and in the end it was all worth it.

The crowd loved it and we loved it too.

There's even a fire.

Good job guys. Good job. Totally.

Welcome back to Xtreme 4x4. You know, there's a lot of race engineered parts inside of that 434 Stroker motor for the core race truck

and we dish out all the good is on that a little bit, but right now it's time to bolt in the drive train,

wiggle wiggle.

Now, the heads on our Stroker motor are D

PRO one CN CS

and the exhaust port measures 1.42 inches by 1.42 inches. So to make room for that monster port, dart actually moves the header bolts further out than the stock design. Now because of that, finding a flange to fit can be difficult, but we were able to get one from Headman Hustler.

You may have guessed by now that there's no such thing as a free

header for a pro to race truck, which means that we're going to need to build your own custom headers, which in turn means that we're going to need some

tubing

in

three quarter in

our case. And some collectors

now building your own headers isn't really all that difficult, but you can use it on any project that you're doing. Whether you're doing just a simple engine swap or you're building your own custom to buggy,

it's best to start at the end and work your way up to the engine for this truck. We're using a Flowmaster race series muffler fed by

a pipe.

The white pipe will help with low RPM scavenging, helping build Torp

and will use Ditech the band clamps to make the system removable.

Then all that's left is to connect each cylinder to the collector.

Now, patience is definitely a virtue here. Take your time and everything will go really smooth

and if not start over.

Now, the number one rule when building a set of custom headers is to try to keep your primary tubes all the same length. That's why a header often looks like a big pretzel, the outlet that's as close to the collector as possible, usually runs away from it and then swoops back in while the further away outlets, we usually have a fairly straight shot into the collector and out by keeping those tubes the same length, it means the engine will work more efficiently and therefore more power.

Another tip is to make sure that you're not compromising your bends. Which means that if you need an angle in your tubing is to not cut the angle in the tubing like this, see how that bend just isn't quite right. What you're gonna wanna do is get either a larger or a smaller radius and start at a lower point in the tubing. Now to keep all those bends right.

It's a really good idea to use these alignment rings in the tubing to keep everything together

like so

now to weld up the joints on the headers, I'm using a silicon bronze filler weld. Now, this has a lower melting point than the steel that the header tubes are made out of. Therefore, we can take the heat out of the tube, not worry about burn back on the edge piece and yet still have a filled in joint.

So far, the core to truck is getting closer to being out on the track. But before we can even get the engine started, we have to install all of this stuff. I just like the headers. There's no such thing as an accessory bracket for things like the alternator and the dash and the orbital valve in the oil pump in the

pedals and the shift.

You know what I talking about.

The only real issue when it comes to installing parts like these into a race truck

is that everything has to fit perfectly. Why you ask?

Obviously, every inch of the court chassis must be able to with stand the punishment of a race

on a track that can be unforgiving.

Now. Great care. Went into our custom North American off road chassis. We're not cutting any corners on the rest of this bill.

Simple tabs and tubes will not do

dimple died. Plates are the norm on these types of trucks. So it will need a lot of them

and with everything finally being monitored to the chassis for good, we can start to work on the wiring harness for this truck. Now to control it, we're gonna be using a painless performance universal off-road force switch switch box with waterproof circuit breakers. Now that will control a bank of six relays that will control everything from our Mazier water pump, our Edelbrock fuel pump, basically the ignition as well as the fans for the transmission, as well as the radiators. And then of course, the best button on this box will be the one to start it.

No, no, no, that's how it's gonna sound,

you know it.

Now the gauges for this truck are pretty special. This is the race pack ultra dash 250 Ds. This is a fully digital display that will allow the driver to read the engines vital signs all in one spot, everything from the RPM to the water temperature to the oil pressure and up to 32 other channels of data.

And you can go ahead and record 10 minutes of data. So you can go ahead and test in tune when you're out on the track.

The next step is to take care of all this vehicle's plumbing.

Now for the fuel system, we're using Russell's new carburetor install kit

that includes everything we need from the filter to the pump regulator lines and fittings.

Now for the dry sump oil system, it's all Russell dash 12 line and stainless fittings.

Well, that's all we have for you guys today and the next time you see this truck it should be running around the shop under its own power. Oh, yeah.

It's good news.

You

guns.