More "Iron Animal" 408 Turbo Episodes

Engine Power Builds

Parts Used In This Episode

ARP
Assembly Lubricant, for Engine Assembly and Fastener Installation, Ultra Torque, 1 Pint, Each
ARP
Bolts, Hex Head, Chromoly Steel, Black Oxide, 8mm x 1.25 RH Thread, 30mm UHL, Set of 5
Chevrolet Performance
Head Gasket, MLS, 4.080 in. Bore, .051 in. Compressed Thickness, Chevy, Small Block, LS3/L92, Each
ENTER THE GIVEAWAY
PowerNation's Iron Animal 408 Turbo Giveaway Sweepstakes features an LS stroker engine that is capable of producing 850 horsepower and 900 ft. lbs. of torque! The foundation for this project was a fully-machined, 6-liter iron block with parts coming from Summit and Trick Flow, making this performance bad boy worth $20,000! Click the "ENTER THE GIVEAWAY" link for your chance to win the sweepstakes.
FAST
Engine Management System, FAST XFI Crate/Transplant, 58X Reluctor Wheel, Chevy, 6.0L LS, 7.0L LS, Kit for LS2/LS3/LS7 - 2006 & Newer Engines
FAST
Fuel Rails, Billet Aluminum, Red Anodized, Chevy, LS1/LS6 Engines, LSXR 102mm Intake, Kit
FAST
Intake Manifold, Fuel-Injected, Complete, Polymer, Black/Gray, Chevy, 6.2L, LS3, Each
FAST
Throttle Body, Aluminum, Clear, 102mm, Chevy, 6.2L, LSXr Manifolds, wo/TPS, Each
Goodson Shop Supplies
Powered Ring Filer with Integral De-burring Wheel
Holley
Holley Aluminum LS Valve Covers
Holley
Oil Pan, Engine Swap, Aluminum, Natural, 5 1/2 Quarts, Chevy, 4.8, 5.3, 6.0L, Each
JBA Performance Exhaust Co.
Headers, Competition Ready, Stainless Steel, Silver Ceramic Coated, Chevy, 6.2L, Pair
K1 Technologies
GM, LS, 408 Stroker Kit (24 Tooth Reluctor) (Pre-Balanced)
Melling
Oil Pump, High-Volume, Chevy, 4.8/5.3/5.7/6.0L, Each
MSD Ignition
Ignition Coil, MSC II Coil Pack, Epoxy, Square, Red, GM LS2/LS7, Set of 8
Royal Purple
Assembly Lube, Max-Tuff, Synthetic, 8 oz, Each
Summit Racing
Harmonic Balancer, Internal Balance, Steel, Clearcoated, Buick, Cadillac, Chevy, GMC, Hummer, 4.8, 5.3, 6.0L
Summit Racing
LS Lifters & Lifter Guide Kit
Summit Racing
Timing Cover, Cast Aluminum, 1-Piece, Chevy, LS1, LS6, Each
The Industrial Depot
The Industrial Depot - Fasteners, Hardware and Shop Supplies
Trick Flow Specialties
Cylinder Head, GenX 255, CNC Comp Port, Assembled, 69cc CNC Chamber, 448 Lb. Springs, Ti-Retainers, GM LS3, Each
Trick Flow Specialties
Timing Chain and Gear Set, Double Roller, Billet Steel Sprockets, Chevy, 4.8, 5.3, 6.0, 6.2L, 3-Bolt, Set
Trick Flow Specialties
Timing Chain Dampener, Plastic, LS2/LS3, Non-VVT Engines, Includes Adapter Bracket, Kit
Wiseco Performance Products
Piston, Pro Tru, Forged, Dome, 4.030 in. Bore, Chevy, Each

Episode Transcript

(ANNOUNCER)>> TODAY ON ENGINE POWER WE'RE FINISHING OUR LS 408 BUILT FROM A CATALOG. PLUS MIKE DOWNS OF TRICK FLOW SPECIALTIES LETS US PUT THEIR GENX HEAD TO THE TEST ON THE FLOW BENCH. AND CHRIS FROM ARP LENDS A HAND TO BUTTON IT UP. THEN IT'S DYNO TIME.

(MIKE)>> WELCOME TO ENGINE POWER AND PART TWO OF OUR LS 408 CUBIC INCH POWER PLANT. WE STARTED THIS PROJECT WITH A SIMPLE PLAN. EVERYTHING WAS TO COME FROM A MAIL ORDER CATALOG, EVEN THE FOUNDATION FOR THE BUILD, A SEASONED LQ FOUR SIX LITER IRON BLOCK. NOW WE SHOWED YOU THE STEPS IT TAKES TO PREP AN LS BLOCK BY PERFORMING OILING SYSTEM UPGRADES TO EXTEND ITS LONGEVITY. AND WE EVEN STRENGTHENED IT WITH SIMPLE TECHNIQUES THAT

YOU CAN DO IN YOUR GARAGE. NOW THE K-1 CRANKSHAFT WAS THE LAST THING TO GO IN, SO WE'LL PICK IT UP FROM THERE. IF WE'RE LUCKY, BY THE END OF TODAY WE'RE GONNA SEE HOW WELL THOSE 408 CUBIC INCHES PERFORMS BACK ON THE DYNO.

WE'RE ALSO GONNA SHOW YOU WHAT PARTS IT TAKES TO PUT ONE TOGETHER HASSLE FREE. OUR LQ FOUR BLOCK ONLY HAS ONE BOLT HOLE FOR THE TIMING CHAIN DAMPENER.

NOW THE ONE WE'RE USING IS AN LS TWO AND IT REQUIRES TWO BOLT HOLES. SO TO ATTACH IT TRICK FLOW OFFERS THIS ADAPTER BRACKET THAT ALLOWS THE USE OF THIS DAMPENER ON ANY LS ENGINE.

IT USES THE LOWER THREE CAM RETAINING PLATE BOLTS FOR ATTACHMENT. NOW SLIDE THE DAMPENER IN PLACE, FOLLOWED BY THE TIMING GEAR. THIS IS TO MAKE SURE THEY CLEAR ONE ANOTHER. WITH THE DAMPENER REMOVED, WE CAN PUT THE BRONZE BUSHING IN PLACE AND INSTALL THE CHAIN STRAIGHT UP.

(JOHN)>> NOW THE NEXT THING I WANT TO GO OVER WITH YOU IS THE PISTON CHOICE FOR THIS COMBO. ORIGINALLY THE SIX LITER CAME WITH A FULL DISH PISTON. THAT'S HOW THEY GOT THEIR NINE AND A HALF TO ONE COMPRESSION RATIO. NOW WE WANT TO RAISE OURS UP JUST A LITTLE BIT TO 10.5 TO ONE. WHAT THAT'S GONNA DO IS HELP US MAKE BIG NATURALLY ASPIRATED POWER BUT STILL GIVE US A LOW ENOUGH STATIC COMPRESSION THAT WE CAN ADD BIG BOOST LATER ON AND STAY ON PUMP GAS. NOW SINCE WE KNOW WE'RE GOING FOR 1,000 HORSEPOWER,

THIS IS WHAT WE CAME UP WITH. IT'S A WISECO LS SERIES REVERSE DOME PISTON WITH VALVE RELIEFS. NOW IT'S MADE OUT OF A HIGH STRENGTH 2618 ALLOY WITH STRENGTH IN MIND.

AND AT 466 GRAMS, IT'S ALSO KEEPING WEIGHT IN MIND. NOW THIS PISTON'S DESIGNED TO WORK WITH ANY KIND OF POWER ADDER FROM NITROUS TO TURBOS, AND WILL ABSOLUTELY HANDLE THE ABUSE OF HIGH HORSEPOWER ENGINES. NOW WE'RE HANGING THEM ON A KONE HBEAM ROD. NOW IT COMES WITH FLOATING PINS AND A TWO-100 JOURNAL. AND IT STARTS OFF WITH A LITTLE BIT OF ROYAL PURPLE ASSEMBLY LUBE. NOW I LIKE TO GO AHEAD AND HAVE ONE LOCK IN ONE SIDE,

SO THAT WAY IT SLIDES IN AND WHEN IT GETS IN POSITION IT STOPS. NOW THIS IS A SPIRAL LOCK SETUP. AND FOR ANYONE OF YOU THAT HAVE USED THESE BEFORE KNOW THEY CAN BE A PAIN TO GO IN. THE TRADE OFF FOR THAT IS THEY WON'T COME OUT. NOW THE RINGS FOR THIS PISTON ARE PRETTY TRICK. THE TOP RING IS A ONE POINT TWO MILLIMETER STAINLESS STEEL RING WITH A GAS NITRITE TREATMENT. NOW THE SECOND RING IS CAST STEEL WITH A NAPIER CUT AND HAS A PHOSPHATE COATING ON IT.

NOW THE THIRD RING IS JUST A STANDARD TENSION THREE MILLIMETER OIL SETUP. BUT LIKE ANY ENGINE BUILD, GAP IS CRITICAL. EVERY FILE FIT SET OF RINGS IS GONNA COME WITH A SHEET WITH SEVERAL DIFFERENT GAP OPTIONS FOR SEVERAL DIFFERENT BUILD OPTIONS. NOW OIL SCRAPERS USUALLY DON'T NEED TO BE CUT ON, EVEN ON FILE FIT SETS, BUT THIS IS A GOOD EXAMPLE OF WHY YOU ALWAYS CHECK THEM. THERE'S NO GAP AT ALL. SO WE'LL CUT A LITTLE ON OUR GOODSON RING FILER, AND AFTER SEVERAL ATTEMPTS WE'LL SET THEM AT 15 THOUSANDTHS. AND WITH THIS SPACER RING AND OIL EXPANDER IN PLACE, WE CAN INSTALL BOTH SCRAPERS. THEN OUR SECOND COMPRESSION RING, WHICH WE SET A GAP OF 26 THOUSANDTHS, AND THEN THE TOP RING WITH A GAP OF 24 THOUSANDTHS. NOW BEFORE I PUT THE PISTONS IN, I LIKE TO GO IN AND CLEAN THE CYLINDER WALLS OUT WITH SOME ACETONE FIRST. LOOKS PRETTY CLEAN RIGHT? NOW YOU'VE SEE ME USE ATF BEFORE TO GET A GOOD RING SEAT, AND IT DOES THAT BY REMOVING ANY LITTLE BIT OF STONE GRIT LEFT OVER FROM THE HONING PROCESS. DON'T BELIEVE ME, LOOK AT THIS.

NOW THAT WE'VE GOT EVERYTHING LUBED UP AND READY TO INSTALL, IT'S OUR LAST CHANCE TO GO AHEAD AND DOUBLE CHECK OUR ORIENTATION. NOW STARTING WITH THE ROD, WE WANT TO MAKE SURE THAT THE LARGE CHAMFER IS FACING FRONT ON THE NUMBER ONE CYLINDER. THEN CHECK OUR VALVE POCKETS TO MAKE SURE THEY'RE RIGHT, AND THAT DOT LINES US UP TO THE FRONT. AND DON'T FORGET TO MAKE SURE THAT THE LARGE CHAMFER ON THE CAP IS FACING THE CORRECT WAY TOO. THESE PISTONS ARE FORGED AND MACHINED, AND EVEN THE TOOLING IS MADE HERE IN THE UNITED STATES. AND THAT'S HOW THEY CONTROL THE QUALITY OF THEIR PRODUCT. NOW ON THE PASSENGER SIDE ORIENTATION IS THE SAME EXCEPT FOR THE LARGE CHAMFER ON THE RODS FACES TOWARDS THE BACK.

THE PISTON HOWEVER AND THE DOT STILL FACES TO THE FRONT.

(MIKE)>> SO WITH A STRONG BLOCK AND STRONG PARTS WE'RE OFF TO A GOOD START.

(ANNOUNCER)>> UP NEXT, BEFORE WE INSTALL THE HEADS WE'RE PUTTING THEM ON A FLOW BENCH. CAN THEY LIVE UP TO THEIR CLAIM.

(MIKE)>> WE'RE BACK AND THE SHORT BLOCK IS DONE. NOW IT'S TIME FOR THE CYLINDER HEADS. NOW WE NEED SOMETHING THAT'S SUITABLE FOR THAT ENGINE IN NATURAL ASPIRATED FORM AND WHEN WE ADD THE TURBO. SO WE CHOSE THESE OUT OF THE SUMMIT CATALOG, TRICK FLOW SPECIALTIES' GENX CYLINDER HEADS FOR GM LS ENGINES. IN FACT THEY'RE HERE. NOW WE CHOSE THEM DUE TO THEIR HIGH FLOW NUMBERS AND THEIR CNC COMPETITION PORTING. NOW THESE THINGS ALSO SPORT 69cc COMBUSTION CHAMBERS, TWO 165 INTAKE VALVES AND INCH-600 EXHAUST VALVES. NOW HERE'S A QUICK LOOK AT WHAT PUTS THE TRICK IN TRICK FLOW. IT WAS FOUNDED IN 1983 AND QUICKLY EARNED A REPUTATION FOR ITS PERFORMANCE BIG BLOCK FORGED CYLINDER HEADS. TODAY TRICK FLOW SPECIALTIES MEETS A WORLD WIDE DEMAND FOR THEIR PREMIUM BOLT ON PERFORMANCE PARTS, NOT JUST FOR FORDS, BUT ALSO SMALL AND BIG BLOCK CHEVYS. MANUFACTURING IS IN HOUSE USING CNC MACHINES TO

CONTOUR PORTS TO MAXIMIZE AIR FLOW, AND MACHINE COMBUSTION CHAMBERS ALL THE WAY DOWN TO THE VALVE SEAT AREA. THEY'RE ENGINEERS USE TOOLS LIKE THIS FLOW BENCH VISUALIZATION SOFTWARE TO INSURE QUALITY CONTROL. THEN THEY SPEND LOTS OF TIME ON THE DYNO TO TEST POWER AND DURABILITY.

THIS IS THE KIND OF DEDICATION AND TALENT YOU'VE GOTTA HAVE TO MAKE PRODUCTS THAT ARE WORTH THE MONEY. A PRODUCT YOU KNOW WILL LIVE UP TO THEIR CLAIMS. AND ALL THAT TECHNOLOGY IS GOING TO HELP US ACHIEVE OUR POWER GOAL WITH OUR IRON BLOCK 408. NO ONE KNOWS THEM BETTER THAN MIKE DOWNS, MANAGER OF

TRICK FLOW SPECIALTIES.

(JOHN)>> MIKE WHAT MAKES THE LS IN GENERAL

SO POPULAR NOW DAYS? (MIKE D.)>> WELL WITH THE RESURGENCE OF THE MUSCLE CAR WARS THAT'S REALLY TAKING PLACE IN THIS COUNTRY NOW, WE'RE SEEING THE ENGINE COMBINATIONS EVOLVE AND THE

FACTORIES ACTUALLY MAKING MORE POWER. THE LS THREE IS THE LATEST GENERATION OF HORSEPOWER FROM THE FACTORY. IT'S BECOME WILDLY POPULAR IN THE AFTERMARKET AS WELL AS THE LS SWAP WORLD. WE KNEW THAT WE HAD A DAUNTING TASK AHEAD OF US BECAUSE THE FACTORY HEAD BEING SO GOOD.

SO THE FIRST THING WE DID IS WE WENT TO A 12 DEGREE VALVE ANGLE FROM THE 15 FROM THE FACTORY.

(JOHN)>> NOW WHAT THAT VALVE ANGLE CHANGE MEANS IS THAT FROM THE FACTORY 15 DEGREE, BY CHANGING IT TO THE 12 DEGREES IT ACTUALLY KITS THE BOTTOM OF THE VALVE OUT A LITTLE AWAY FROM THE PISTON GIVING YOU MORE PISTON TO VALVE CLEARANCE. YOU CAN RUN THEIR HEAD NO MATTER WHOSE CAME YOU USE WITH UP TO 625 THOUSANDTHS LIFT AND NEVER HAVE TO WORRY ABOUT PISTON TO VALVE CLEARANCE. (MIKE D.)>> SOMETHING THAT'S IMPORTANT TO KNOW ABOUT THAT HEAD IS WE'RE REALLY LOOKING FOR CLEAN, NONTURBULENT AIR

TO COME OUT OF THAT. WE SPENT A LOT OF TIME TWEAKING THE PORT, FIND CHANGES HERE AND THERE TO GET THAT PERFECT COMBINATION TO GET THE NUMBERS THAT WE'RE LOOKING FOR.

(MIKE)>> MIKE'S NOT HERE TO JUST TALK THE TALK. HE'S HERE TO PROVE THE TRICK FLOW PROMISE. THEN WE'LL START BY SHOWING THE FACTORY LS THREE HEAD FLOW NUMBERS ON OUR SUPER FLOW FLOW BENCH.

(JOHN)>> AND HOW WE'RE GONNA DO THAT IS BY TAKING A STOCK

LS THREE HEAD AND FLOWING IT AT ABOUT FIVE DIFFERENT LIFT POINTS. THEN WE'RE TAKE IT OFF, PUT IT ON THAT TRICK FLOW, AND PROVE WHILE IT'S THE HEAD YOU NEED.

(MIKE)>> NOW WITH THE CHECKER SPRINGS INSTALLED, THE DIAL INDICATOR CAN BE POSITIONED ON THE TIP OF THE VALVE. THIS WILL GIVE US AN ACCURATE MEASUREMENT OF

THE VALVE'S POSITION AS WE RUN THE FLOW TEST.

WITH THE GAUGE SET AT ZERO, THE VALVE SEATED AND WITH THE RADIUS AIRFLOW INLET IN PLACE WE'RE READY. ROTATING THIS KNOB WILL OPEN THE VALVE TO OUR FIRST TEST POINT, WHICH WILL BE AT 400 THOUSANDTHS LIFT.

(JOHN)>> AND THAT GAVE US 257 CFM, AT 500, 296, AT 600, 303, AT 650, 290, AND AT 700, 296. (MIKE D.)>> AS GOOD AS THAT FACTORY HEAD IS, IT DOES FALL OFF AT THE HIGH LIFT NUMBERS WHERE YOUR REALLY WANT TO MAKE SOME POWER. AND WHAT YOU'LL FIND IS THAT THE TRICK FLOW HEAD WILL NOT DO THAT. ALL OF THE DYNO TESTING WE DO, WE DO IN A NATURALLY ASPIRATED COMBINATION. HOWEVER WE DO DESIGN THE BOOSTED APPLICATION INTO IT TO ACCEPT THAT.

(MIKE)>> AND WE'RE STARTING AGAIN AT 400 THOUSANDTHS, AND IT GAVE US 286 CFM. THAT'S 29 CFM BETTER THAN THE FACTORY HEAD. THEN AT 500 THOUSANDTHS, 332, A GAIN OF 36. THEN AT 600 THOUSANDTHS, 359 WHICH IS 56 TO THE BETTER. AT 650, 367, THAT'S 77 MORE CFM. AND AT 700 THOUSANDTHS LIFT 372 CFM, AND ASTOUNDING 79 CFM GAIN OVER STOCK.

(JOHN)>> SO MIKE YOU'RE DOWN HERE IN OUR NECK OF THE WOODS ON OUR FLOW BENCH WITH THE PRODUCTION HEAD. DO YOU HAVE ANY RESERVATION ABOUT THE NUMBERS WHEN WE

PUT IT ON THERE. (MIKE D.)>> OH ABSOLUTELY NOT. WE PROMISE TO DELIVER WHAT WE SAY WE'RE GONNA DELIVER

AND AS A RESULT YOU'LL SEE WE'VE GOT 70 CFM OVER THE STOCK HEAD, AND THAT HEAD NEVER FADED OVER THE HIGH LIFT.

(MIKE)>> THOSE AIR FLOW NUMBERS ARE THE MAIN REASON YOU WOULD BUY A GENX HEAD TO BEGIN WITH. NOW WE GET THE QUESTION A LOT, WHY NOT JUST HAVE YOUR FACTORY HEAD PORTED?

WELL NUMBER ONE, YOU'LL NEVER GET THE FLOW NUMBERS OUT OF FACTORY HEAD THAT YOU WILL OUT OF A GENX HEAD.

AND HERE'S SOMETHING ELSE. WHEN PORTING A FACTORY HEAD, SO MUCH MATERIAL IS REMOVED FROM THE CASTING THAT THE STRENGTH IS ACTUALLY SACRIFICED. NOW THIS CAN BE A BAD RECIPE WHEN MIXED WITH A BOOSTED APPLICATION CAUSE THE ADDED PRESSURE CAN ACTUALLY CRACK IT. THE TRICK FLOW HEAD IS A THICKER CASTING TO BEGIN WITH. SO IT RETAINS ALL OF ITS STRENGTH, EVEN AFTER ALL THAT SERIOUS PORT WORK. WHEN WE COME BACK, THE HEADS ARE COMING OFF OF THE FLOW

BENCH AND GOING ON THE ENGINE.

(ANNOUNCER)>> POWERFUL PARTS WON'T WIN RACES UNLESS YOU CAN HOLD THEM TOGETHER.

(MIKE)>> WE'RE BACK AND IT'S TIME TO DRESS OUT OUR FINISHED SHORT BLOCK WITH MORE PARTS FROM THE CATALOG, STARTING WITH THE MELING HIGH VOLUME OIL PUMP WE PORTED EARLIER. SECURING IT TO THE BLOCK, OUR ARP FASTENERS. THE TIMING COVER CAN GO INTO PLACE NOW, FOLLOWED BY THE BALANCER. NOW IT'S PRESSED ON AND IT WILL CENTER UP THE TIMING COVER. OUR LIFTERS CAME IN A KIT THAT INCLUDES THE GUIDES AND FASTENERS. THE GUIDES KEEP THE LIFTERS INLINE WITH THE CAM'S LOBES AND WILL ALSO CAPTURE THE LIFTER DURING CAM SWAPS SO THE HEAD DOES NOT HAVE TO BE REMOVED. NOW THE CHEVY PERFORMANCE MLS HEAD GASKET CAN GO

IN PLACE, FOLLOWED BY OUR TRICK FLOW GENX 255 CYLINDER HEAD.

THERE ARE SEVERAL DIFFERENT WAYS TO SECURE THE CYLINDER HEAD TO THE BLOCK, BUT THEY AREN'T ALL EQUAL. NOW THEY INCLUDE TORQUE TO YIELD FASTENERS, OR THE BETTER ROUTE, ARP BOLTS OR STUDS. NOW CHRIS RASHKE IS HERE FROM ARP TO HELP US OUT

WITH SOME OF HIS KNOWLEDGE. BUT FIRST WE NEED TO UNDERSTAND WHAT TORQUE TO YIELD MEANS. ALL METALS HAVE SOME ELASTIC PROPERTIES, WHICH MEANS THEY

CAN BE COMPRESSED OR MORE IMPORTANTLY STRETCHED. WHEN A BOLT OR STUD IS STRETCHED, IT HAS A NATURAL TENDENCY TO RETURN TO ITS ORIGINAL LENGTH. THAT'S WHY WHEN YOU TORQUE ONE DOWN YOU'RE TRYING TO STRETCH IT JUST ENOUGH TO ADD A CLAMPING FORCE THAT'LL KEEP IT IN PLACE. THIS IS ALSO KNOWN AS PRELOAD. WHILE STOCK BOLTS ARE FINE FOR STOCK ENGINES, HIGH PERFORMANCE ENGINES CAN EXCEED THEIR LIMITS. AND ONCE STRETCHED THEY CAN'T BE REUSED. HERE'S WHY WE HAVE ALWAYS RELIED ON ARP TO HOLD OUR PROJECTS TOGETHER.

(CHRIS)>> WE START OUT WITH THE FINEST MATERIAL. WE HEAT TREAT IT, WE SHOT PEEN IT, WE GRIND IT, AND THEN WE ROLL THE THREADS OUT FOR HEAT TREAT. THE GOAL IS TO MAKE A FASTENER THAT IS STRONGER THAN THE FACTORY FASTENER FOR INITIAL CLAMP

LOAD AND BE REUSABLE.

(MIKE)>> EARLIER WE SWAPPED OUT THE FACTORY MAIN BOLTS ON THE BOTTOM END FOR MUCH STRONGER STUDS, WHICH IS A MUST FOR THE POWER WE'LL MAKE WITH BOOST. AND WE'RE DOING THE SAME THING WITH THE HEADS. WITH THE HEAD RESTING ON THE ENGINE'S DECK, A STUD CAN BE INSTALLED FINGER TIGHT, FOLLOWED BY A WASHER WITH

LUBE ON THE TOP OF IT AND THE STUD'S THREADS, THE NUT CAN BE INSTALLED. AS THE NUT IS TORQUED IT PROVIDES CLAMPING FORCE, RATHER THAN THE TORQUE OF THE FASTENER, AVOIDING ROTATIONAL FORCE ENTIRELY. SINCE THE STUD IS TORQUED FROM A RELAXED STATE, THE PRESSURE FROM THE NUT WILL MAKE IT STRETCH ONLY ALONG THE VERTICAL AXIS WITHOUT A TWISTING LOAD. THEN END RESULT IS A MORE EVENLY DISTRIBUTED AND ACCURATE TORQUE LOAD COMPARED TO THAT OF A HEAD BOLT.

(CHRIS)>> THE BENEFITS OF HAVING A STUD OVER THE BOLT IS IT MOVES THE TORSIONAL STRESS UP TO THE TOP OF THE FASTENER. ON A STUD WE HAVE A SEVENSIXTEENTHS FINE THREAD AT THE TOP AND AN 11 MILLIMETER TWO POINT ZERO VERY COURSE THREAD IN THE BOTTOM. SO THIS IS GONNA TAKE THAT STRESS OFF OF THE BLOCK AND THE FACTORY THREADS.

(MIKE)>> KEEP IN MIND ARP OFFERS TWO TYPES OF STUDS, WITH OR WITHOUT A BOTTOM NOSE.

(CHRIS)>> IT'S IMPORTANT TO KNOW THAT IF YOU HAVE A STUD WITHOUT A BOTTOM NOSE, WHEN YOU INSTALL IT, YOU DON'T WANT TO TIGHTEN IT UP INTO THE BLOCK CAUSE THAT'LL APPLY PRESSURE ON THE RUN OUT THREAD, WHICH WILL MOVE THE STUD OVER TO THE SIDE. THEN WE YOU TORQUE THE NUT ON IT'LL MOVE IT BACK OVER, APPLY AN EVEN GREAT LOAD ONTO THE STUD, WHICH COULD CAUSE FAILURE.

(MIKE)>> BUT OUR LS USES A STUD WITH A BOTTOM NOSE. AND WITH A LITTLE OIL APPLIED TO THE COURSE THREADS WE CAN DROP IT IN.

(CHRIS)>> WHEN YOU CAN APPLY IT WITH A BOTTOM NOSE, YOU CAN ACTUALLY TORQUE THE STUD UP 10, 15 POUNDS. HOLDS THE STUD IN PLACE IF YOU'RE DOING A HEAD SWAP OR

A GASKET CHANGE, THE STUD DOESN'T CONTINUE TO COME IN AND OUT.

(MIKE)>> AND WITH SOME ARP ULTRA TORQUE WE'LL TORQUE THEM DOWN.

(CHRIS)>> YOU KNOW IT'S IMPORTANT THAT WHEN YOU'RE TORQUING THE HEAD, IF SOMETHING DOESN'T FEEL RIGHT YOU SHOULD JUST STOP AND TAKE IT APART, INSPECT THE FASTENER, INSPECT EVERYTHING, MAKE SURE EVERYTHING'S STILL IN GOOD SHAPE, AND THEN RETORQUE THE FASTENER. THAT'LL GUARANTEE THAT YOU GET A GOOD CLAMP LOAD.

(MIKE)>> SOMETHING SIMPLE, EVERYBODY CAN DO IT IF THEY

JUST TAKE THEIR TIME AND USE COMMON SENSE.

(CHRIS)>> IT'S NOT ROCKET SCIENCE.

(MIKE)>> AND NOW YOU KNOW, WE'LL BE RIGHT BACK.

(MIKE)>> WE'RE BACK AND WE HAVE JUST ENOUGH TIME TO RUN THIS LS ON THE DYNO. NOW WE ALREADY INSTALLED THE FACTORY WINDAGE TRAY AND AN OIL PUMP PICK UP. NOW IT'S TIME TO CHECK THE CLEARANCE BETWEEN IT AND THE PAN. I'LL PLACE A SMALL PIECE OF CLAY ON THE PICK UP. NOW I CAN DROP THE HOLLEY RETRO FIT PAN INTO PLACE.

NOW IT'S GOT AN INTERNAL BAFFLE, SO BE CAREFUL NOT TO CATCH THE CLAY ON IT. WE NEED BETWEEN A QUARTER AND THREEEIGHTHS OF AN INCH OF CLEARANCE. IF IT'S TOO CLOSE FLOW WILL BE RESTRICTED. IF IT'S TOO HIGH, IT MAY NOT BE ABLE TO PICK UP SUFFICIENT OIL. OUR CLAY MEASURE 237 THOUSANDTHS OF AN INCH, UNDER A QUARTER. ADD THE THICKNESS OF THE GASKET, WHICH IS RIGHT AT 100 THOUSANDTHS, AND WE'RE IN OUR WINDOW. WITH THE BOTTOM END DONE, PUSH RODS IN PLACE, AND NEW TRUNIONS IN OUR FACTORY ROCKERS, THE HOLLEY COVERS CAN DROP ON AND WE'RE DYNO BOUND. WE BUILT THIS 408 TO HANDLE WHATEVER WE THROW AT IT. NOW IT'S ALL ABOUT THE FOUNDATION AND

WE HAVE A SOLID ONE. FOR INDUCTION WE CHOSE A FAST 102 MILLIMETER LSXR COMPOSITE MULTIPORT INTAKE MANIFOLD. IT'S A GREAT ADDITION FOR THIS ENGINE IN NATURAL ASPIRATED FORM AND WHEN WE ADD THE TURBO. IT ACCEPTS YOUR STOCK OR 102 MILLIMETER BIG MOUTH THROTTLE BODY LIKE THIS. 39 POUND AN HOUR INJECTORS ARE SUPPLIED FUEL BY A SET OF FAST BILLET FUEL RAILS. NOW IT'S TIME FOR THE FAST ELECTRONICS.

NOW THE NEW XFI TWO POINT ZERO IS LOADED WITH NEW FEATURES, LIKE A SELF TUNING OPTION.

NOW THIS VERSION HERE ACTUALLY HAS AN INTERNAL DATA LOGGER, FIVE BAR MAP SENSING, AND CONTROLS FOR YOUR POWER ADDER OR TORQUE CONVERTER. NOW THE COOL THING ABOUT THIS IS THERE'S SEVERAL

DIFFERENT VERSIONS TO CONTROL EVERYTHING FROM DAILY DRIVERS TO PRO MODS. IT BEGINS WITH THE HARNESSES. THE FIRST ONE IS FOR THE INJECTORS. NOW IT'S FOOL PROOF SINCE EACH CONNECTION IS NUMBERED. THE MAIN HARNESS HOUSES SEVERAL CONNECTORS AND BARE WIRES THAT NEED TO BE HOOKED UP. NOW WE'LL START WITH MAKING THE CONNECTIONS TO THE BULK INJECTOR CONNECTOR. THEN PAY ATTENTION TO THE LABELS AND MAKE THE

REST OF YOUR CONNECTIONS. FOR SPARK EIGHT MSD COIL PACKS. WE NEEDED A HEADER THAT WILL LET THOSE BIG HEADS BREATHE. JBA CERAMIC COATED LONG TUBES WILL DO THE JOB. ON THIS SETUP WE WON'T BE ABLE TO SHOW YOU ALL THE THINGS THESE ECU'S CAN DO. WE JUST DON'T HAVE THE TIME.

NOW WE'LL GET IN DEPTH WHEN WE PUT THE TURBO ON DOWN THE ROAD. FOR NOW LETS SEE WHAT THIS 408 WILL DO NATURALLY ASPIRATED. AFTER THE BREAK IN AND UP TO TEMP WE'LL TAKE IT TO 6,000 RPM. IT'S RUNNING SMOOTH, SOUNDS AWESOME, BEST OF ALL NO LEAKS. 562 HORSEPOWER, 538 POUND FEET OF TORQUE, THAT'S A GREAT START. LETS SEE WHAT 6,500 RPM WILL DO. 563 HORSEPOWER, 541 POUND FEET OF TORQUE, STILL SOLID. LETS ADD ONE DEGREE OF TIMING, SEE WHERE IT GOES. WHEN WE RUN AN ENGINE ON A DYNO THERE'S A LOT OF NUMBERS MOVING AROUND ON THIS SCREEN. NOW WE'RE ONLY LOOKING AT TWO, WHICH ARE THE MOST IMPORTANT VITALS, OIL PRESSURE AND AIR/FUEL RATIO. NOW THE BIG THING IS WE WANT TO SEE 10 POUNDS OF OIL PRESSURE FOR EVERY 1,000 RPM. SO AT ABOUT 6,500 TO 6,800 RPM WHERE WE'RE RUNNING THIS ENGINE, WE WANT BETWEEN 65 AND 70 PSI

OF OIL PRESSURE. NOW ON THE AIR/FUEL RATIO, IF WE SEE THAT GOING LEAN DURING A RUN WE STOP AND ADD FUEL. IF YOU DON'T TAKE CARE OF THAT YOU'RE GONNA KILL AN ENGINE. NOW SPEAKING OF 6,800, LETS MAKE A PULL. [ engine revving ]

(MIKE)>> 573 HORSEPOWER WITH 550 POUND FEET OF TORQUE. REMEMBER, WE BUILT THIS ENTIRE ENGINE OUT OF A CATALOG, AND SUMMIT RACING WILL HAVE A LIST AVAILABLE

IF YOU PLAN ON BUILDING A PRETTY STOUT LQ FOUR. NOW THE NEXT TIME YOU SEE THIS THING WE'RE ADDING BOOST AND GOING FOR OVER 1,000 HORSEPOWER TO GET IT READY FOR ONE OF YOU. THAT'S RIGHT CAUSE WE'RE GIVING THIS THING AWAY.
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