Raging Bull Rock Bouncer

(ANNOUNCER)>> WHEN BUILDING A ROCK BOUNCER

YOU NEED MAXIMUM POWER AND MAXIMUM RELIABILITY. TODAY ON XTREME OFF ROAD PROJECT RAGING BULL GETS BOTH. A HIGHLY TUNABLE EFI SETUP BRINGS THE POWER, WHILE WATERLESS COOLANT, 40 SPLINE AXLES, AND LOCKING DIP STICKS KEEP US RUNNING ON THE TOUGHEST OF TRAILS. PLUS CRAWLER HAULER KEEPS COOL WITH A TURBO INTERCOOLER. AND FOR HIGH QUALITY STAINLESS STEEL WELDS, PURGE IS THE WORD.

(IAN)>> OUR CRAWLER HAULER PROJECT IS BACK IN THE SHOP. NOW THIS TRUCK HAS BEEN PUT TO THE SIDE FOR A WHILE WHILE WE FINISH A COUPLE OF OTHER RIGS. BUT WE NEED TO GET IT BACK IN HERE, JUMP BACK ON IT BECAUSE WE'RE GONNA NEED IT SHORTLY TO HAUL A VERY SPECIAL RIG OUT FOR ITS FIRST TRAIL RIDE. NOW THIS TRUCK HAS CHANGED A LOT SINCE WE FIRST BROUGHT IT INTO THE SHOP, AND IT ALL STARTED BY CONVERTING OVER TO FOUR WHEEL DRIVE. THE INSPIRATION FOR THIS TRUCK WAS THE TFIVE TSIX CAMIONS THAT RACE IN THE ICONIC DAKKAR RALLY. AND SINCE OUR ISUZU CAB OVER WAS JUST TWO WHEEL DRIVE, THE FRONT AXLE HAD TO GO. IT WAS REPLACED WITH A HIGH PINION DANA 60 UNIT OUT OF A 2003 FORD SUPER DUTY DUALLY. FACTORY SUSPENSION WAS REPLACED WITH CUSTOM BRACKETS AND A SET OF AFTERMARKET LEAF SPRINGS UP FRONT. OUT BACK I WANTED TO STRETCH THE WHEEL BASE AND REPLACE THE REAR AXLE WITH A MATCHING SUPER DUTY REAR.

SO A CUSTOM FOUR LINK SUSPENSION WITH AIR BAGS IN THE REAR HELPED RELOCATE THE AXLE AND

PROVIDED AN ADJUSTABLE SUSPENSION SYSTEM TO MAKE LOADING AND UNLOADING A LOT EASIER. THE POWER PLANT NEEDED TO BE SOMETHING PRETTY SPECIAL AND WE FOUND IT IN A BARN IN SOUTHWESTERN OHIO. A FULLY MECHANICAL FIVE POINT NINE CUMMINS 12 VALVE ENGINE. IT WAS MATED TO AN ALLISON 1,000 AUTOMATIC TRANSMISSION AND A CUSTOM FLAT BED WAS BUILT USING A WHOLE LOT OF RECTANGULAR STRUCTURAL STEEL. ADD IN SOME TUBE WORK, A WINCH, AND SOME CUSTOM LED LIGHTS AND OUR HAULER WAS STARTING TO LOOK LIKE A LONG DISTANCE DESERT RACER. TO FINISH OFF THE EXTERIOR THE FADED WORN OUT WHITE PAINT HAD TO GO. AND WHAT BETTER THAN SOME RATTLE CAN SILVER TO FRESHEN THIS TRUCK UP.

I'M MAKING ROOM UNDERNEATH THE CAB OF OUR TRUCK FOR A FEW KEY ITEMS.

THE FIRST IS AN INTERCOOLER. NOW WHENEVER YOU'RE DEALING WITH A TURBOCHARGED ENGINE IT'S ALWAYS A GOOD IDEA TO ADD AN INTERCOOLER TO THE SYSTEM BECAUSE AS THE TURBO BUILDS BOOST IT'S COMPRESSING THAT INTAKE AIR CHARGER. THAT COMPRESSED AIR CHARGE GETS HOT. IF YOU CAN PUSH THAT AIR CHARGE THROUGH AN INTERCOOLER OR CHARGE COOLER IT'LL HELP DISSIPATE SOME OF THAT HEAT BEFORE IT ENTERS THE ENGINE. IT MAKES THE ENGINE MORE EFFICIENT AND ABLE TO BUILD MORE POWER. NOW I PICKED THIS INTERCOOLER UP FROM THE SAME PLACE WE GOT OUR ENGINE. IT'S JUST A UNIVERSAL INDUSTRIAL INTERCOOLER. IT'LL WORK PERFECT FOR OUR TRUCK. I DO NEED TO BUILD ALL THE INTERCOOLER PIPING. AND TO HOOK UP TO THE TURBO AND THE INTERCOOLER I GOT THESE BOOTS FROM SUMMIT RACING. NOW THESE ARE ACTUAL TURBO INTERCOOLER BOOTS, AND THEY'RE EASY TO IDENTIFY BECAUSE THEY HAVE THIS EXTRA BRAIDING ALL THE WAY AROUND INSIDE. THAT MAKES THEM GOOD AND STRONG. IF I'D JUST PICKED UP SOME UNIVERSAL RUBBER BOOTS AT THE PARTS STORE OR FROM EVEN THE HARDWARE STORE, AS THE TURBO STARTED TO BUILD BOOST THOSE BOOTS WOULD ACTUALLY RIP OPEN AND FAIL. SO IF YOU'RE BUILDING A CUSTOM INTERCOOLER SYSTEM ON YOUR CAR, MAKE SURE YOU ACTUALLY PICK UP

TURBO INTERCOOLER COUPLING BOOTS. THE BOOT IS SLID ONTO THE TURBO COMPRESSOR OUTPUT AND THE ENGINE INTAKE. THE CAB IS THEN LOWERED TO CHECK FOR CLEARANCE OF THE BOOST TUBING.

THE INTERCOOLER IS TEST FIT AND THE TRUCK'S FRAME

IS CLEARANCED FOR THE COOLER TANGS.

MOUNTS ARE BUILT AND MOCKED INTO PLACE. [ grinder spinning ] [ welder crackling ]

(IAN)>> AND THE TURBO PIPES ARE BUILT USING SOME TWO AND A HALF INCH STEEL EXHAUST PIPE. WHILE WE'RE WORKING UP UNDERNEATH THE FRONT OF

THE CAB, THE NEXT ITEM WE WANT TO DEAL WITH IS THE STEERING. NOW FROM THE FACTORY THE ISUZU PICK UP TRUCKS USE WHAT'S CALLED A PUSHPULL TYPE OF STEERING BOX. THAT MEANS THAT THE STEERING BOX IS MOUNTED ON THE SIDE OF THE FRAME RAIL AND THE PITMAN ARM SWINGS FORWARD AND BACKWARD ALONG THAT FRAME RAIL. YOU NEED A VERY SPECIFIC FRONT AXLE TO WORK WITH A PUSHPULL STEERING SETUP. AND OUR SUPER DUTY FRONT IS NOT SET UP FOR THAT. IT'S SETUP FOR WHAT'S CALLED CROSS STEERING WHERE THE PITMAN ARM SWINGS ACROSS THE SIDE OF THE TRUCK. NOW WE'RE GONNA CONVERT THIS STEERING BY DITCHING THE FACTORY STEERING BOX AND REPLACING IT WITH THIS STOCK STEERING BOX OUT OF A 2002 FORD SUPER DUTY TRUCK. AND THAT WAY IT'S MATCHED UP PERFECT FOR OR AXLE. ALL I HAVE TO DO IS UNBOLT THE STOCK ONE AND BUILD

MOUNTS FOR OUR NEW ONE.

STEERING BOX SPACERS ARE CUT FROM A ONE INCH DOM TUBING. AND AFTER BEING TACKED ONTO THE FRAME THE MOUNTING HOLES ARE DRILLED, THE BOX IS BOLTED

UP, AND THE PITMAN ARM AND DRAG LINK ARE INSTALLED.

(ANNOUNCER)>> HOW MANY TIMES HAVE YOU SEEN THIS HAPPEN? WATERLESS COOLANT CAN PREVENT IT.

(ANNOUNCER)>> NOW SHOP TIPS FOR STRONGER, SAFER WELDS.

(IAN)>> SO FAR THE MAJORITY OF OUR TIG WELDING TIPS HAVE FOCUSED ON BASIC TIG WELDING PROCESSES. THINGS LIKE TORCH SETUP, PROPER TORCH POSITION, DIFFERENT TYPES OF CURRENT FLOW, AS WELL AS DIFFERENT TYPES OF TUNGSTEN MATERIAL AND DIFFERENT TYPES OF FILLER MATERIAL. WELL TODAY WE'RE GONNA BEGIN TO LOOK AT SOME MORE ADVANCED TIG WELDING PROCESSES AS THEY RELATE TO THE WORLD OF OFF ROAD FABRICATION.

SINCE THERE IS NO ONE SIZE FITS ALL EXHAUST SYSTEM FOR MOST OFF ROAD RIGS, YOU WILL FIND THAT A CUSTOM EXHAUST WILL BE IN YOUR FUTURE FABRICATION PLANS. A POPULAR MATERIAL FOR THIS IS STAINLESS STEEL. IT'S READILY AVAILABLE IN THE AFTERMARKET IN BOTH LENGTHS AND BENDS. THE BENDS ARE NORMALLY MANDREL BENT TO IMPROVE FLOW. BUT TO PRODUCE A HIGH QUALITY WELD ON THIS TYPE OF MATERIAL WE NEED TO LOOK AT A PROCESS CALLED PURGING. WITH THE PIPE TACKED INTO POSITION, ONE END OF THE PIPE IS PLUGGED.

YOU CAN DO THIS WITH AN ACTUAL RUBBER PLUG OR EVEN MASKING OR DUCT TAPE WILL WORK. NEXT A SECOND BOTTLE OF PURE ARGON WITH A REGULATOR IS NEEDED.

AND THE LINE THAT NORMALLY ATTACHES TO THE BACK OF THE WELDER IS PLACED INSIDE OF THE PIPE, AND SEALED USING SOME MORE TAPE. THE PURGE TANK IS THEN OPENED AND THE REGULATOR IS SET TO A LOW CUBIC FEET PER MINUTE FLOW RATE. ONCE THE PURGE GAS IS FLOWING OUT OF THE JOINT THAT YOU PLAN TO WELD, AN ARC IS STRUCK AND WELDING BEGINS. TO WELD THIS PIECE OF STAINLESS PIPE I HAVE MY TIG WELDER SET AT 70 AMPS D/C, NO PULSE ENGAGED, AND A THREETHIRTY SECONDS TUNGSTEN SHARPENED TO 30 DEGREES WITH A GAS LENS AND A STUBBY BACK CAP INSTALLED IN A FLEX HEAD TORCH. FOR FILLER MATERIAL I'M USING 308 STAINLESS ROD, ALSO THREETHIRTY SECONDS OF AN INCH THICK.

I'M WELDING THE PIPE IN SHORT SECTIONS. THEN TURNING IT TO ENSURE PROPER TORCH POSITION. PURGE WELDING IS MOST COMMONLY FOUND ON PROFESSIONAL STAINLESS PIPE LINE APPLICATIONS. AND IF YOU WERE A PIPELINE WELDER, YOU'D PROBABLY HAVE WHAT'S CALLED A PURGE KIT. NOW THAT WOULD BE A BUNCH OF DIFFERENT SIZE PLUGS AS WELL AS A QUICK CONNECT HOSE COMING OFF THE ARGON

CYLINDER ON THE BACK OF YOUR WELDER. AND THAT WOULD JUST SPEED UP THE SETUP PROCESS OF YOUR PURGE WELD. BUT IF YOU'RE WORKING AT HOME, THE MASKING TAPE OBVIOUSLY WORKS FINE. YOU NEED TO REMEMBER THOUGH, IF YOU'VE PIECED TOGETHER A LONG PIECE OF EXHAUST PIPE WITH A BUNCH OF DIFFERENT JOINTS IN IT, YOU NEED TO TAPE UP THE SEAMS THAT YOU'RE NOT WELDING OR YOUR PURGE GAS WILL ESCAPE THROUGH THOSE JOINTS AND STARVE THE JOINT THAT YOU'RE ACTUALLY TRYING TO WELD TOGETHER. THE REASON WE NEED TO PURGE WELD STAINLESS STEEL HAS TO DO WITH THE CHEMICAL MAKEUP OF STAINLESS STEEL ITSELF.

SEE STAINLESS HAS A HIGH CHROMIUM CONTENT, AND CHROMIUM CAN REACT TO OXYGEN AND OPEN AIR FOR A LOT LONGER OF A PERIOD OF TIME THAN TRADITIONAL CARBON BASED STEELS WHEN IT'S BEING WELDED. NOW THAT MEANS THAT THE MOLTEN PUDDLE IS MORE SUSCEPTIBLE TO CONTAMINATION. AS WE'RE MOVING THE TORCH AWAY FROM THE MOLTEN PUDDLE TO STRIKE THE NEXT ARC, WE CAN ACTUALLY GET CONTAMINATION INTO THE INSIDE MOLTEN PUDDLE BECAUSE IT'S STARVED FROM SHIELDING GAS. THE PURGE STOPS THAT FROM HAPPENING CAUSE WE'RE FLOODING THE INSIDE OF THE CYLINDER. NOW HONESTLY IT IS OVERKILL FOR SOMETHING LIKE A PIECE OF EXHAUST PIPE. BUT IF YOU'VE THROUGH THE TROUBLE OF HOOKING UP YOUR TIG WELDER TO DO SOME WELDING, WHY NOT GO AHEAD AND GRAB SOME MASKING TAPE AND PRACTICE SOME PURGE WELDING. YOU'LL BE HAPPY WITH THE FINISHED PRODUCT.

(ANNOUNCER)>> UP NEXT, EVERYTHING WE NEED TO TUNE OUR BIG BLOCK TO PERFECTION.

(IAN)>> WE'RE CHECKING THINGS OFF OUR TO DO LIST TO GET OUR ITALIAN SPORTS CAR THEMED ROCK BOUNCER OUT OF THE SHOP AND ONTO THE TRAIL.

TODAY WE'RE GONNA BE FOCUSING SPECIFICALLY

ON OUR BIG BLOCK CHEVY ENGINE.

IT'LL ALL START BY FINISHING UP THE INSTALL OF OUR HOLLEY HP EFI SYSTEM. THAT MEANS PUTTING THE INJECTORS INTO OUR INTAKE.

BOLTING DOWN OUR THROTTLE BODY FOR GOOD, AND FINALLY

HOOKING UP ALL THE WIRING.

TO CONTROL OUR BIG BLOCK WE'RE USING A HOLLEY HP EFI COMPUTER. NOW THERE'S A LOT OF TECHNOLOGY PACKED INTO THIS SMALL ECU. WE CAN LOAD THIS COMPUTER WITH A CUSTOM TUNE TO RUN OUR BIG BLOCK AND LOCK INTO PLACE. IT COMES LOADED WITH A BUNCH OF BASE TUNES THAT WE CAN ALSO FIRE THE BIG BLOCK OFF WITH AND THEN GO IN AND TWEAK CERTAIN PARAMETERS TO GET OUR ENGINE RUNNING CORRECTLY. OR WE CAN EVEN USE WHAT'S CALLED THE SELF LEARNING FEATURE, WHERE WE FIRE THE ENGINE AND USE A WIDE BAND OTWO SENSOR IN THE EXHAUST TO MONITOR THE EXHAUST OF THE ENGINE.

AND IT WILL JUST SET ALL THE PARAMETERS FOR OPTIMAL PERFORMANCE. THE NICE THING ABOUT THE HP SYSTEM IS IT HAS A

BUNCH OF EXPANSION AVAILABLE FOR IT. WE'RE GONNA TAKE ADVANTAGE OF THAT WHEN IT COMES TO MONITORING OUR BIG BLOCK. INSTEAD OF ADDING A BUNCH OF GAUGES INTO THE DASH,

I'M GONNA USE THIS SMALL SEVEN INCH TOUCH

SCREEN DIGITAL DASH. NOW THIS WILL PLUG INTO THE HP ECU AND IT WILL

TELL US EVERYTHING THAT IS GOING ON WITH OUR ELECTRONIC FUEL INJECTION. WE CAN ALSO DATA LOG WITH THIS DEVICE AND VIEW THE LOGS RIGHT HERE ON THE SCREEN, ELIMINATING THE NEED FOR A LAPTOP. IT ALSO HAS THE ABILITY TO ADD VIRTUAL SWITCHES. SO I CAN ACTUALLY CONTROL PARTS OF THE BUGGY RIGHT HERE ON THE TOUCH SCREEN. AND I CAN OBVIOUSLY LOAD IT WITH A BUNCH OF PRESET GAUGES, AND MONITOR EVERYTHING FROM ENGINE RPM, COOLANT TEMPERATURE, OIL PRESSURE, EVEN FUEL PRESSURE. THE COOLEST THING ABOUT IT IS IF YOU'VE EVER SAT INSIDE A LAMBORGHINI AVENTADOR, THERE'S A SCREEN ABOUT THIS BIG RIGHT IN THE MIDDLE OF THE DASH.

THIS PLATE WILL NOT ONLY BE OUR DASHBOARD IN THIS BUGGY, IT WILL ALSO BE WHERE I MOUNT THE SHIFTER FOR OUR AUTOMATIC TRANSMISSION. THAT'S WHY I MADE IT OUT OF THIS THICKER ALUMINUM MATERIAL. THE SHIFTER FOR THIS BUGGY IS THIS STREET BANDIT SHIFTER THAT I GOT FROM SUMMIT RACING. NOW I LIKE IT CAUSE IT'S GOT THIS VERY HIGH END ALUMINUM HOUSING. VERY GOOD LOOK FOR OUR BUGGY, AND THE SHIFTER CABLE ACTUALLY EXITS OUT THE BACK OF THE SHIFTER BODY INSTEAD OF THE FRONT LIKE YOU'D SEE ON MOST CABLE SHIFTERS. JUST WILL REALLY CLEAN UP THE INSTALL ON THE INTERIOR OF OUR BOUNCER. AND IT'S GONNA MOUNT RIGHT ON THE PLATE. [ drill spinning ]

(IAN)>> BEFORE THIS BIG BLOCK CAN RUN IT NEEDS AN IGNITION SYSTEM. WHEN THE ENGINE WAS ASSEMBLED AND DYNOED, A CRANK TRIGGER SYSTEM WAS BOLTED ONTO THE FRONT OF THE ENGINE. THIS WILL WORK IN CONJUNCTION WITH AN MSD SIXAL IGNITION BOX TO DELIVER A MULTI SPARK DISCHARGE FROM THE MSD BLASTER COIL INTO THE BILLET BIG BLOCK DISTRIBUTOR. AND IT'S ALL MOUNTED ON TOP OF THE PASSENGER SIDE DASH FOR EASY ACCESS ON THE TRAIL.

(ANNOUNCER)>> COMING UP BEEFY OVER ENGINEERED PARTS MAKE OUR BUGGY BOMB PROOF!

(IAN)>> BEFORE YOU FIRE THE ENGINE IN YOUR PROJECT FOR THE FIRST TIME, ALWAYS MAKE SURE THAT YOUR

COOLING SYSTEM IS COMPLETELY PLUMBED. NOW FOR OUR BOUNCER THAT MEANS I STILL

HAVE SOME WORK TO DO. I NEED TO BUILD SOME TRANSFER TUBES TO GET THE COOLANT TO THE REAR MOUNTED RADIATOR. I'M GONNA USE THIS DASH 16 CLOTH BRAIDED HOSE AND

THESE AN FITTINGS THAT I GOT FROM SUMMIT RACING.

THEN I CAN GO AHEAD AND POUR SOME COOLANT INTO OUR RADIATOR. BUT INSTEAD OF USING A TRADITIONAL ANTIFREEZE AND WATER MIXTURE IN OUR BUGGY I'M GONNA UPGRADE OUR COOLANT USING THIS EVANS HIGH PERFORMANCE WATERLESS COOLANT. NOW THERE'S SOME DEFINITE BENEFITS TO USING A WATERLESS COOLANT IN AN OFF ROAD RIG THAT SEES

SOME HIGH ENGINE TEMPERATURES. INSIDE AN ENGINE WITH A TRADITIONAL ANTIFREEZE AND WATER MIX, THE WATER CAN ACTUALLY BOIL AND THAT WILL CAUSE A SMALL STEAM POCKET. THAT CAN ACTUALLY INSULATE THE COOLANT FROM THE ENGINE BLOCK AND PREVENT HEAT TRANSFER INTO THE COOLANT, MAKING THE ENGINE LESS EFFICIENT. THAT DOESN'T HAPPEN WITH WATERLESS COOLANT. EVANS COOLANT WON'T BOIL UNTIL 375 DEGREES. THAT INSURES THAT THE COOLANT IS ALWAYS IN CONSTANT CONTACT WITH THE CYLINDER BLOCK AND THE HEADS, CARRYING THAT HEAT BACK TO THE RADIATOR TO BE DISSIPATED. IT ALSO OPERATES AT A LOT LOWER PRESSURE THAN WATER AND ANTIFREEZE. I'M SURE YOU'VE ALL SEEN THOSE VEHICLES OUT ON THE TRAIL. THEY'RE TRYING TO GET OVER THE LEDGE. THE ENGINE HEAT JUST KEEPS BUILDING AND BUILDING AND EVENTUALLY IT BLOWS OFF A RADIATOR HOSE OR PUSHES THE RADIATOR CAP OPEN. HUGE CLOUDS OF STEAM COME POURING OUT FROM THE BUGGY.

EVANS COOLANT DOESN'T BUILD THE PRESSURE BECAUSE THERE'S NO WATER. IT OPERATES AT SUCH A LOW PRESSURE YOU CAN ACTUALLY REMOVE THE RADIATOR CAP WHEN THE ENGINE IS RUNNING AT OPERATING TEMPERATURE. NO PRESSURE, NO STEAM, A LOT SAFER. TO ADAPT OUR BIG BLOCK TO THE DASH 16 AN LINES A NEW WATER NECK FROM SUMMIT RACING IS INSTALLED ONTO THE ENGINE'S INTAKE. JUST AS IMPORTANT AS THE FLUID IS THE ABILITY TO KEEP IT FROM SPILLING WHEN ON THE TRAIL. AND ROCK BOUNCERS SEE SOME EXCESSIVE ANGLES

DURING A HILL CLIMB. SO LOCKING DIP STICKS FOR THE ENGINE AND TRANSMISSION ARE REQUIRED. THESE STAINLESS BRAIDED UNITS FROM LOKAR INSTALL INTO THE FACTORY LOCATIONS BUT HAVE A POSITIVE LOCKING DIP STICK FEATURE TO ENSURE THAT NO FLUID SPILLS. THE FINAL PIECE OF OUR ROCK BOUNCER PUZZLE ARE

THE CUSTOM AXLE SHAFTS FROM RCV PERFORMANCE. CUSTOM MACHINED FROM 4340 STEEL AND BUILT SPECIFICALLY FOR OUR 40 SPLINE SPOOLS. THESE SHAFTS ARE BUILT TO HANDLE SOME SERIOUS OFF ROAD ABUSE. THE REAR SHAFTS ARE A FULL FLOAT UNIT WITH CUSTOM END CAPS THAT ATTACH TO THE REAR HUBS TO ENGAGE THE SHAFT. THIS PROVIDES AN INCREDIBLY STRONG CONNECTION BETWEEN THE AXLE SHAFT AND THE WHEEL HUB.

BUT THE FRONT AXLE IS WHERE THE REAL BEEF IS. OUR PENN AXLE KNUCKLES ARE DESIGNED TO USE A 47 SPLINE ROCKWELL TWO INCH OUTER STUB. THE RCV PERFORMANCE CONSTANT VELOCITY BELL IS

MADE FROM 4340 AND 300-M MATERIAL WITH ONE AND A EIGHTH INCH BALL BEARINGS. DESIGNED TO HANDLE TIRES LARGER THAN 50 INCHES. AND LIKE ALL RCV JOINTS IT IS FULLY REBUILDABLE. THE ORANGE BOOT THAT SEALS THE JOINT NOT ONLY RETAINS THE GREASE BUT IT ALSO PREVENTS ANY TYPE OF WATER INTRUSION INTO THE JOINT IF YOU GET YOUR FRONT AXLE WET. AND WITH THESE SHAFTS INSTALLED WE ARE READY FOR THE TRAIL.