Detroit Muscle Builds

Parts Used In This Episode

Accel
Spark Plug Wires, Extreme 9000 Ceramic, Spiral Core, 8mm, Black, 90 Degree Boots, Universal, V8, Set
Original Parts Group
Chevelle Ball Joint, Lower Premium
Original Parts Group
Chevelle Ball Joint, Upper Premium
Original Parts Group
Chevelle Brake Rotors, Performance 11"
Original Parts Group
Chevelle Coil Springs, Low Profile Front 1", SB
Original Parts Group
Chevelle Coil Springs, Low Profile Rear 1"
Original Parts Group
Chevelle Control Arm Bushing Set, Front Urethane Oval, by Prothane
Original Parts Group
Chevelle Brake Conversion Kits, Rear Disc Deluxe, High Performance, designed to improve performance
Original Parts Group
Chevelle Shock, Classic Series Front and Rear
Original Parts Group
Chevelle Tie Rod End Premium Outer and Inner, Chevelle Tie Rod Adjustment Sleeve (Reproduction) Premium, Chevelle Idler Arm Assembly Premium .550 Hole, w/7/8" Centerlink, Chevelle Center Link Premium
Original Parts Group
Chevelle Sway Bar, Front Complete Kit 1-1/8", Solid
Original Parts Group
Chevelle Sway Bar, Rear (Original Style) Complete Kit 1"
RockAuto.com
Remanufactured Cylinder Head, Gm, 4.8l, 5.3l
The Industrial Depot
Fasteners, Hardware, And Shop Supplies
WD-40
Aerosol, 12 oz., lubricant, water dispersant, penetrant, protectant
ZMAX
ZMAX Engine & Fuel Formulas, 12oz Fuel Formula, 12oz Engine Formula. Comes with a fuel funnel for capless fuel systems.

Episode Transcript

(ANNOUNCER)>> TODAY ON DETROIT MUSCLE WE'RE GONNA TAKE ONE OF THE MOST ICONIC MUSCLE CARS OF ALL

TIME AND SHOW YOU HOW TO VASTLY IMPROVE THE WAY THAT IT TURNS, STOPS, AND BEHAVES.

(JOE)>> WE PUT OUR PROJECT CARS ON HOLD TODAY TO LEND A HAND TO THIS. ONE OF THE MOST POPULAR MACHINES OF THE MUSCLE CAR ERA. IT BECAME AMERICA'S MOST POPULAR MUSCLE CAR. AFTER ITS DEBUT IN 1964, CHEVELLE HAD A FOUR GENERATION 11 YEAR RUN ON AMERICAN ASPHALT. THE SS WAS CHEVROLET'S CONTENDER IN THE MIDSIZE

MUSCLE CAR WARS, AND QUICKLY BECAME A REGULAR SERIES OF ITS OWN. SINCE GM SOLD SO MANY DURING THE PRODUCTION RUN, CHEVELLES ARE STILL PLENTIFUL AND RELATIVELY AFFORDABLE, FOR COMPETITION ON THE AUTO CROSS, THE ROAD COURSE, AND THE DRAG STRIP. OR JUST AS A FUN WEEKEND CRUISE MACHINE WITH GREAT MUSCLE CAR LOOKS THAT NEVER WENT OUT OF STYLE.

(TOMMY)>> NOW THE '72 CHEVELLE THAT WE'RE GONNA BE WORKING ON IS ACTUALLY A PRETTY DARN NICE CAR, WITH GOOD LOOKS TO GO WITH IT. IT'S POWERED BY A 406 STROKER THAT'S GOT PLENTY ENOUGH GIDDY UP TO PUSH IT DOWN THE ROAD. BUT THIS CAR ISN'T PERFECT EITHER.

YOU KNOW, AFTER DRIVING SOME MODERN VEHICLES, YOU GET KINDA COMFORTABLE WITH ALL THE CONVENIENCES. AND THIS ONE, WELL, THE RIDE, WELL IT'S KINDA LACKLUSTER IN A WAY.

(JOE)>> WELL HERE FOR EXAMPLE, 45 YEAR OLD SUSPENSION RIGHT.

(TOMMY)>> YEP, DEFINITELY HAS SOME BODY ROLL. YOU KNOW, YOU'RE GONNA MAKE ME PUT MY ARM AROUND YOU IF YOU DON'T STOP.

(JOE)>> SO WE KNOW WE WANT TO IMPROVE THE HANDLING ON THIS OLD GIRL. NOW LET'S CHECK THE STOPPING POWER. THOSE AREN'T THE FACES OF SOMEONE RIDING WITH GOOD BRAKES. IT STOPS KINDA LIKE A FREIGHT TRAIN.

(TOMMY)>> WELL AFTER MY ORDEAL WITH RIDING AROUND WITH JOE, WE KNEW THAT THIS CAR'S LACKLUSTER SUSPENSION AND BRAKES COULD USE A FEW UPGRADES.

SO THE FIRST THING THAT WE DID WAS GET IT BACK IN THE SHOP SO THAT WE COULD TURN THIS GOOD CAR INTO A GREAT ONE WITH JUST A LITTLE BIT OF EFFORT.

(TOMMY)>> LUCKY FOR TOM, ALL THOSE UPGRADES WERE

EASY TO COME BY.

WE WENT TO ORIGINAL PARTS GROUP FOR EVERYTHING WE NEED TO BRING THE BRAKING AND HANDLING OF THAT OLD CAR UP TO SNUFF. THAT IS AFTER WE TEAR DOWN EVERYTHING UP FRONT. FIRST UP IT'S GETTING THE OLD BRAKE CALIPERS OFF. THEN THE DUST CAP FOR THE SPINDLE NEEDS TO BE REMOVED SO THAT WE CAN GET TO THE CASTLE NUT THAT HOLDS THE ROTOR ON. THERE'S A LOT OF OLD GREASE IN HERE. WE'LL WIPE IT OFF FOR NOW SO IT DOESN'T GET ALL OVER THE PLACE. THEN THE SHOCK CAN BE UNBOLTED AND PULLED OUT FROM THE BOTTOM OF THE LOWER CONTROL ARM.

(TOMMY)>> THEN WE CAN BEGIN TAKING APART THE STEERING. AFTER THE TIE ROD IS DISCONNECTED FROM THE STEERING ARM, WE'LL DISCONNECT THE CENTER LINK FROM THE STEERING BOX.

THERE ARE A COUPLE OF BOLTS THAT HOLD THE IDLER ARM IN PLACE, WHICH WE'RE REPLACING AS WELL. SO IT GETS REMOVED. THEN THE WHOLE ASSEMBLY COMES OUT.

(JOE)>> THE SWAY BAR AND END LINKS NEED TO BE REMOVED ALONG WITH THE FRAME BRACKETS.

(TOMMY)>> COME ON BABY.

(JOE)>> THEN WE CAN LOOSEN UP THE SPINDLE, LEAVING THE CASTLE NUTS WITH A FEW THREADS SINCE THE SPRING IS UNDER TENSION.

WITH A JACK UNDER THE CONTROL ARM WE CAN REMOVE THOSE NUTS. THEN LET IT DOWN TO RELEASE THE SPRING.

(TOMMY)>> ALRIGHT GUYS, WITH THE SPRINGS OUT I'M GONNA GO AHEAD AND REMOVE THE UPPER AND LOWER CONTROL ARMS ON BOTH SIDES. AND WHILE I DO THAT, Y'ALL GO SEE JOE. HE'S GOT SOMETHING HE WANTS TO SHOW YOU.

(JOE)>> YEP, AND HERE IT IS. WHAT IS IT? IT'S A TWIST IN SPRING SPACER. NOW THEY'RE USED TO CREATE HEIGHT, OR IN THE CASE OF OUR CHEVELLE PREVENT WORN OUT SPRINGS FROM COLLAPSING UNDER LOAD. IN FACT BECAUSE THIS ONE IS SO WEAK AND WORN, IT WILL PROBABLY HAVE THE SAME RIDE HEIGHT AS OUR ONE INCH DROP SPRING.

(TOMMY)>> WHEN INSPECTING CONTROL ARM BUSHINGS, IT'S

VERY COMMON TO FIND THEM WITH SOME FORM OF DRY ROT. BUT WHAT YOU DON'T WANT TO SEE IS THEM LIKE THIS. THIS ONE'S COMPLETELY WORN OUT. WHEN THEY GET THIS BAD WELL YOU'RE GONNA HAVE A KNOCK OR CRUNCH IN THE FRONT END. YOU'RE GONNA HAVE SOME SLOPPY DRIVING, AND PROBABLY YOUR TIRES ARE GONNA WEAR FUNNY.

(JOE)>> WE'LL USE AN ARBOR PRESS WITH A SLEEVE OVER THE BUSHING TO MASH IT OUT. AS WORN AS THEY ARE IT DOESN'T TAKE MUCH. THEN WE'LL USE ANOTHER SLEEVE TO KEEP THE CONTROL ARM FROM COLLAPSING ALONG WITH SOME WD 40 TO PRESS IN THE NEW BUSHINGS. WE'LL START WITH THE OUTER SLEEVE. THEN DO THE SAME TO THE INNER ONE.

(TOMMY)>> ON THE BALL JOINTS WE'LL PRESS THEM OUT NORMALLY. THEN FLIP THE CONTROL ARM OVER AND PRESS IN THE NEW ONES.

NOW THEY CAN BE REINSTALLED INTO OUR CHEVY.

THEN OUR NEW DROP SPRINGS CAN BE SEATED INTO PLACE. THEN COMPRESSED USING THE FLOOR JACK. THE SPINDLE GOES BACK IN TO HOLD EVERYTHING TOGETHER. THEN YOU CAN BACK OFF THE JACK. SWEET! NOW WE CAN START PUTTING OUR NEW STEERING COMPONENTS IN TAKING CARE TO TORQUE EVERYTHING TO SPEC AND PIN THE CASTLE NUTS.

THEN THE NEW BILSTEIN SHOCK GOES INTO ITS HOME.

AND THE SWAY BAR GETS BOLTED TO THE FRAME, AND THEN THE END LINKS.

(JOE)>> AND LAST COMPONENT TO GO IN UP FRONT, ALSO FROM ORIGINAL PARTS GROUP, NEW ROTORS THAT ARE DRILLED AND SLOTTED TO GET RID OF ALL THOSE NASTY GASES.

(ANNOUNCER)>> STILL AHEAD WE'LL UNDERTAKE A REAR DISC BRAKE CONVERSION ON OUR CLASSIC CHEVROLET.

(JOE)>> WELL WE'RE MOVING ON FOR MORE UPGRADES FOR THIS CHEVELLE. IN FACT NEXT UP REAR BRAKES.

(TOMMY)>> IN '72 YOU COULD GET TWO DIFFERENT OPTIONS. YOU COULD GET THE FOUR WHEEL DRUMS OR THE FRONT DISCS. NOW WE THINK AT THIS POINT IN TIME, WELL IT'S JUST AS GOOD AS ANY TO GO AHEAD AND UPGRADE THE REAR.

(JOE)>> ORIGINAL PARTS GROUP HAS JUST THE THING TO MAKE THAT UPGRADE HAPPEN. IT'S THIS COMPLETE DELUXE CONVERSION KIT WITH

EVERYTHING FROM BRACKETS TO BRAKE LINE, ALL THE HARDWARE YOU NEED, OF COURSE NEW ROTORS, AND NEW CALIPERS AND BRAKE PADS.

(TOMMY)>> THE NEXT COUPLE OF STEPS TO INSTALLING THIS BRAKE UPGRADE IS WE'VE GOT TO GET THE BACKING PLATE OUT. WE'VE GOT TO GET THE AXLE OUT, AND TO DO ALL THAT WE'VE GOT TO TAKE THE COVER OFF AND DROP THEM LITTLE BITTY CCLIPS OUT THAT HOLD EVERYTHING IN PLACE. NO BIG DEAL, JUST REALLY MESSY.

(JOE)>> THE FIRST THING TO GO IS THE DIFF COVER, WHICH IS JUST A MATTER OF A FEW BOLTS, ALONG WITH A LOT OF GEAR OIL. THEN THERE'S THE BOLT THAT HOLDS THIS PIN IN PLACE THAT RETAINS THE CCLIPS ON THE AXLES. WITH IT OUT SPIN THE DIFF UNTIL YOU CAN ACCESS THE CLIPS, PUSH THE AXLES IN, AND USE A MAGNET TO CATCH THE CLIPS. NOW THE AXLES CAN SLIDE OUT NICE AND EASY.

(TOMMY)>> WHILE WE'RE AT IT WE CAN DISCONNECT AND REMOVE THE OLD BRAKE LINES SINCE THE DELUXE KIT WE GOT COMES WITH NEW ONES. THEN PULL OFF THE OLD BACKING PLATE WITH THE STOCK DRUM BRAKES. OUR UPGRADE KIT COMES WITH NEW STUDS, WHICH ARE LONGER TO ACCOMMODATE THE NEW SETUP. IF YOUR STUDS ARE ALREADY THE SAME LENGTH YOU CAN SKIP THIS STEP. OTHERWISE YOU'LL WANT TO PRESS IN THESE NEW ONES.

(JOE)>> OVER ON THE REAR END WE CAN BEGIN ASSEMBLING THE BRACKETRY FOR THE NEW BRAKES.

NOW BEFORE WE INSTALL ANYTHING ELSE, CONSIDER THIS. THIS AXLE SEAL HERE IS EASILY DISTURBED WHEN YOU REMOVE AXLES AND PUT THEM BACK IN. IT'S RUBBER AND NO TELLING WHEN IT'S BEEN REPLACED.

SO A FEW BUCKS FOR A NEW ONE IS PRETTY CHEAP INSURANCE. A PRY BAR MAKES SHORT WORK OF REMOVING THIS OLD ONE. THEN WE'LL BE SURE TO CLEAN OUT ANY GOOBERS FROM THE AXLE TUBE. AND THEN TAP IN THE NEW SEAL NICE AND EASY.

NOW IT'S TIME FOR THE AXLES TO GO BACK HOME. WITH THEM PUSHED ALL THE WAY IN, PUT THE CCLIPS BACK IN PLACE, PULL THE AXLES OUT TO KEEP THEM SEATED.

THEN REINSTALL THE PIN AND BOLT THAT HOLD EVERYTHING TOGETHER.

(TOMMY)>> NOW THE DIFF COVER CAN BE PUT BACK ON.

CAREFUL NOT TO OVERTIGHTEN IT AND KILL YOUR GASKET. THEN THOSE SHINNY NEW ROTORS CAN BE PLACED ONTO THE HUB ALONG WITH THE NEW CALIPERS AND PADS.

WE'LL HOOK UP THE EBRAKE CABLE ON THE BRAKE SIDE AS WELL. A LITTLE TIP FOR YOU BEFORE YOU GET TOO CARRIED AWAY HOOKING UP THE EMERGENCY BRAKE CABLE.

YOU NEED TO BACK OFF THE ADJUSTOR BECAUSE DEPENDING ON HOW ALL THIS WAS ADJUSTED BEFORE YOU TOOK IT APART, IT CAN MAKE PUTTING THIS THING ON A BEAR.

(JOE)>> THERE'S A JAMB NUT AND AN ADJUSTING NUT YOU'LL WANT TO LOOSEN TO FREE UP SOME ROOM TO WORK. THEN SLIP THE NEW EBRAKE CABLE THROUGH THE FRAME BRACKET, CLIP IT INTO PLACE, THEN HOOK

UP THE REST OF THE CABLE ASSEMBLY. NOW YOU CAN TIGHTEN THAT ADJUSTOR BACK UP NICE AND SNUG. OH BE SURE TO ADDRESS THAT JAMB NUT.

(TOMMY)>> THE NEW BRAKE LINE CAN NOW BE INSTALLED INTO THE FACTORY POSITION. THEN WE'LL GO UP FRONT AND REMOVE THE ORIGINAL PROPORTIONING VALVE. THE NEW ONE IN THE KIT IS CALIBRATED TO WORK WITH DISC BRAKES. THIS SWAP IS A MUST DO. WELL THAT PRETTY MUCH DOES IT FOR OUR REAR

CONVERSION, BUT WE STILL HAVE TO BLEED THE SYSTEM. AND THIS THING'S GONNA GIVE US A WHOLE LOT MORE STOPPING POWER THAN WHAT WE HAD BEFORE, BUT WE AIN'T QUITE DONE WITH THIS OLD GIRL YET.

(ANNOUNCER)>> UP NEXT LEARN ABOUT ANOTHER CHEVELLE THAT A LOT OF PEOPLE HAD NO IDEA EXISTED.

(JOE)>> 1965 WAS QUITE A YEAR. ( )>> A GOGO GIRL TO GO WITH MY GOGO CAR. ( )>> DETROIT TODAY STANDS AT THE THRESHOLD OF A BRIGHT NEW FUTURE.

(JOE)>> THE MOTOR CITY WAS ON THE VERGE OF A RESURGENCE OF PROSPERITY AND COMMERCE.

WITH THE POST WORLD WAR TWO CAR DESIGNS LONG GONE THE WAY OF THE DINOSAUR, PAVING THE WAY FOR A NEW ERA OF DINOSAURS TO RULE THE ROAD.

(TOMMY)>> AND GM WAS HELPING LEAD THE CHARGE. IT WAS THE FIRST FEW YEARS OF THE UPCOMING MUSCLE ERA AND BIG THINGS WERE HAPPENING. FOR ONE THING, CHEVY'S SPORTY MID SIZE CHEVELLE WAS ABOUT TO MAKE A DATE WITH DESTINY. THE CAR DEBUTED THE YEAR BEFORE, AND COULD BE ANYTHING FROM A FAMILY SEDAN TO A MALIBU SS WITH A SMALL BLOCK 327.

(JOE)>> BUT WAIT, WHAT'S THIS? IN THE OWNERS MANUAL THE ENGINE OPTIONS ARE LISTED AS A 230 SIX CYLINDER OR 327 VEIGHT.

(TOMMY)>> SO IS THE BADGE A DIRTY, DIRTY LIE? LET'S SEE WHAT'S UNDER THE HOOD. WELL THE AIR CLEANER SAYS IT'S A 396. [ engine revving ]

(TOMMY)>> AND IT SURE SOUNDS LIKE A BIG BLOCK.

(JOE)>> AND IT SURE LEAVES LIKE ONE.

WELL THIS WOULDN'T BE THE FIRST TIME SOMEONE TOOK A SMALL BLOCK CHEVELLE AND PLUGGED A BIG BLOCK

INTO IT, RIGHT? AND THAT'S EXACTLY WHAT HAPPENED TO THIS CAR, EXCEPT THE ONE WHO DID THE ENGINE INSTALL WAS CHEVROLET.

(TOMMY)>> THEY HAD NO CHOICE. THE FORD BOYS HAD BEGUN WEDGING MORE AND MORE POWER INTO THEIR NEW MUSTANG PLATFORM IN AN EFFORT TO DOMINATE THE CONSUMER PERFORMANCE MARKET. AND PONTIAC HAD SET THE WORLD ON FIRE WITH THEIR NEW GTO. ALONG WITH BUICK, OLDS, AND THE MOPAR GUYS, STARTING TO SHOVE BIG BLOCKS INTO EVERYTHING WITH WHEELS.

(JOE)>> SO MID WAY THROUGH '65 CHEVY WENT ALL IN WITH A MASSIVE NEW 396 BIG BLOCK AND A MUSCLE CAR LEGEND WAS BORN.

(TOMMY)>> CAPABLE OF POUNDING OUT 375 HORSEPOWER, IT COULD SLAP A GOAT UP SIDE ITS HEAD. KNOWN AS THE Z-16 OPTION, IT ADDED A WHOOPING $1,500 BUCKS TO THE PRICE TAG, AND PRODUCTION WAS LIMITED TO JUST 201. YOU SEE CHEVY WAS REALLY USING IT TO TEASE WHAT IT HAD IN STORE FOR '66. THE BEST WAY TO TELL IF YOU'RE LOOKING AT ONE OF THE 201 Z-16 CARS THAT CHEVY PRODUCED IS THIS "M" ON THE TRIM TAG.

NO "M" MEANS NO BIG BLOCK FOR YOU.

(JOE)>> SO NEXT TIME YOU SEE A GUY WITH A '65 CHEVELLE HE SAYS IS A FACTORY 396 CAR, WELL YOU JUST MIGHT BE LOOKING AT ONE INCREDIBLY RARE BOW TIE.

(TOMMY)>> BACK IN '72, THIS CHEVELLE SUSPENSION TECHNOLOGY, WELL IT WAS PRETTY BASIC TO SAY THE LEAST. AND AFTER 40 PLUS YEARS OF BEING ON THE ROAD, WELL THE PERFORMANCE AND HANDLING OF THIS THING, WELL IT AIN'T WHAT IT USED TO BE.

(JOE)>> SO WE'RE GONNA FINISH OUR SUSPENSION UPGRADES WITH SOMETHING THAT'LL COMPLIMENT

WHAT WE DID UP FRONT. ORIGINAL PARTS GROUP ALSO SENT US THESE BILSTEIN PERFORMANCE SHOCKS THAT ARE SELF ADJUSTING FOR

BETTER BODY CONTROL, AND THEY HAVE THAT MONOTUBE DESIGN THAT MEANS THEY'RE STRONGER AND LONG LASTING. NOW WE COULD GO WITH ONE OR TWO INCH DROP SPRINGS BUT SINCE WE'RE NOT TRYING TO PUT THE CAR DOWN IN THE WEEDS WE'RE GONNA GO WITH THE ONE INCH SPRINGS. NOW IT WON'T CHANGE THE RIDE HEIGHT MUCH BUT IT WILL MAKE A DIFFERENCE IN HANDLING. FIRST THING TO GO, THOSE OLD SHOCKS. SOMEBODY PUT AIR SHOCKS IN HERE AT SOME POINT, BUT WE'LL JUST RIP THAT STUFF RIGHT OUT. THEN WE'LL LOWER THE REAR END DOWN WITH A SCREW JACK TO ALLOW ACCESS TO THE SPRING.

THE NEW ONES GO RIGHT UP INTO PLACE. THEN WE CAN CRANK THE REAR END BACK UP. NOW WE CAN PUT THE NEW SHOCKS IN SANS THE AIR LINES OF COURSE.

(TOMMY)>> SINCE THIS WASN'T A FACTORY SS CAR, IT DIDN'T COME WITH THE REAR SWAY BAR. INSTALLING THIS ONE THAT WE GOT FROM ORIGINAL PARTS GROUP WILL MAKE A HUGE DIFFERENCE IN THE BODY ROLL ON THIS OLD CHEVY. WE'LL DRILL OUT THE REAR SUSPENSION ARMS, PUT THE PROVIDED SLEEVES IN THE CHANNELS, AND THEN BOLT IT ALL TOGETHER.

THAT FINISHES UP OUR BIG BAD SUSPENSION UPGRADES.

(JOE)>> SPEAKING OF BODY ROLL, YOU MIGHT REMEMBER HOW BAD IT WAS WHEN WE FIRST TESTED OUT THIS CHEVELLE. WELL LET'S SEE WHAT THAT SUSPENSION WORK DID.

(TOMMY)>> THERE'S A HUGE DIFFERENCE BETWEEN THE OLD COMPONENTS AND THE NEW ONES. THE BODY ROLL IS GONE, AND THE RESPONSIVENESS HAS IMPROVED A GREAT DEAL.

THE NEW SPRINGS, SHOCKS, AND SWAY BARS ARE DOING A GREAT JOB.

(JOE)>> AS WELL AS THE BRAKES, GIVING US WAY MORE STOPPING POWER. NOW IF YOU COME OVER IN MY LAP IT'S BECAUSE YOU WANT TO.

(TOMMY)>> THAT AIN'T TRUE, THAT AIN'T TRUE, STOP JOE, LET ME OUT!

(JOE)>> IF YOU'RE PLANNING AN ENGINE SWAP WITH AN LS THAT'S GOT SOME MILES ON IT AND YOU'RE CONCERNED ABOUT THE CONDITION OF THE HEADS, WELL HERE'S A SOLUTION FROM ROCK AUTO DOT COM. A REMANUFACTURED SET THAT'S AS GOOD AS NEW OR BETTER. NOW WE'RE TALKING ABOUT MEDIA BLASTING, MAGNA FLUXING, PRESSURE TESTING, AND REPLACEMENT OF SPRINGS AND VALVES IF NEEDED. PLUS THE VALVE SEATS HAVE BEEN PRECISION ANGLE CUT, AND THE DECK SURFACES MICRO FINISHED. PLUS NO WAITING FOR THE MACHINE SHOP. YOU JUST ORDER THEM, INSTALL THEM, AND SAVE A BUNDLE OF BUCKS COMPARED TO A NEW SET.

(TOMMY)>> IF IT'S PLUG WIRES YOU'RE REPLACING, WHY NOT MAKE IT A PERFORMANCE UPGRADE AS WELL. YOU CAN WITH A SET OF ACCEL'S EXTREME 9,000 ULTRA HIGH TEMP WIRES. THE HIGH TEMP BOOT IS CERAMIC COATED, DOUBLE SILICONE CONSTRUCTED WITH A FIBERGLASS BRAID. THEIR HIGH TECH CORE COMPOSITION RESULTS IN A 500 OHM PER FOOT RESISTANCE FOR GREAT SPARK ENERGY. SO YOU GET MORE HEAT PROTECTION WITH PERFORMANCE TO BOOT.

(JOE)>> SOMETIMES GOOD THINGS COME IN PAIRS AND HERE'S A PAIR OF PRODUCTS FROM ZMAX, ONE FOR YOUR ENGINE AND ONE FOR YOUR FUEL SYSTEM. THEIR ENGINE MICRO LUBRICANT PENETRATES METAL FOR A CLEAN, COOL, WELL LUBRICATED SURFACE AND THEIR FUEL MICRO LUBRICANT WORKS WITH GAS AND DIESEL SYSTEMS, AND REVERSES THE EFFECTS OF ETHANOL GAS. TOGETHER THEY CAN EXTEND ENGINE LIFE, RESTORE POWER, AND REDUCE EMISSIONS. WELL TOMMY AND I WILL BE BACK TOGETHER AGAIN FOR ANOTHER DETROIT MUSCLE, AND WE'LL SEE YOU THEN.
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