Engine Power Builds

Parts Used In This Episode

ARP
Assembly Lubricant, for Engine Assembly and Fastener Installation, Ultra Torque, 1 Pint, Each
Canton Racing Products
Carburetor Spacer, Phenolic, 1.00 in. Thick, 2-Hole, 2-Barrel, Kit
Comp Cams
3/8" DIA. Pushrods
Comp Cams
Cam Button Spacer, Steel, Roller, Chevy, Small Block, Each
Comp Cams
Oval Track Xtreme TK Roller Camshaft, Custom Grind
Comp Cams
Timing Chain and Gear Set, Ultimate Adjustable, Double Roller, Billet Steel Sprockets, Chevy, Small Block, Set
Comp Cams
Timing Cover, 3-Piece, Aluminum, Natural, Chevy, Small Block, Each
Crower Cams & Equipment Co., Inc.
SBC 230 Iron Eagle Stainless Steel Shaft Mount Rockers
Dart
Cylinder Head, Iron Eagle Platinum, Assembled, 49cc Chamber, 230cc Intake Runner, Chevy, 327, 350, 400, Each
Dart
Engine Block, Cast Iron, 4-Bolt Mains, 4.125 in. Diameter Bore, 2-Piece Rear Main Seal, Chevy,Small Block,Each
Driven Racing Oil
Motor Oil, Racing Break-In BR, Mineral, 5W30, 1 qt., Each
Dupli-Color
Paint, Engine, Enamel with Ceramic Resin, Flat Gray Primer, 12 oz., Aerosol, Each
Dupli-Color
Paint, Engine, Enamel with Ceramic Resin, Gloss, White, 12 oz., Aerosol, Each
Eagle Specialty Products
4340 Crank Sbc 50lb 2.00 Rod Pin, Esp Armor Finish
Eagle Specialty Products
4340 Rod 6.00" 2.00" LW
Edelbrock
Intake Manifold, Super Victor 23 degree, Single Plane, Aluminum, Natural, Square Bore, Chevy Small Block, Each
Goodson Shop Supplies
Professional Measuring & Inspection Stand
Loctite
Loctite 135511 Green 609 Medium Strength Retaining Compound, 10 mL
MAHLE Aftermarket
SBC Flat Top PowerPak Piston For 1mm, 1mm, 2mm Ring Set 4.165 Bore 3.750 Stroke 6.0 Rod 1.125 C/H 0.927 Pin -5cc Vol. 452g 11.7 C/R 4032
Moroso
Oil Pan Gasket, Rubber with Steel Core, Chevy, Small Block, Each
Moroso
Oil Pan Oval Track Clear Zinc Steel Stage I Pre-80 SBC 8 Qt.
Moroso
Oil Pump and Pickup Assembly, High-Volume, 3/4 in. Inlet, Chevy, Small Block,for 7.125 in. Deep Oval Track Pan
Quick Fuel Technology Inc.
Carburetor, Black Diamond Q-Series, 950 cfm, Mechanical Secondary, 4-Barrel, Square Bore, Drag Race, Each
Safety-Kleen
JRI - Front Load, Medium Duty Parts Washer
School of Automotive Machinists
School Of Automotive Machinists In Houston TX (SAM)
Summit Racing
Beyea, Dirt Late Model Tri-Y 23 degree Single Step..1 3/4 x 1 7/8 x 3
The Industrial Depot
Industrial Depot - Fasteners, Hardware, And Shop Supplies

Episode Transcript

(ANNOUNCER)>> TODAY ON ENGINE POWER WE'RE GETTING DOWN AND DIRTY WITH THE BUILD OF A CLASS LEGAL SMALL BLOCK FOR THE HOMETOWN HEROES OF THE DIRT TRACK.

(MIKE)>> IT'LL BE FUN. ENGINE POWER'S BACK AND READY TO BURY THE HATCHET ON ANOTHER HIGH PERFORMANCE PROJECT. THIS TIME WITH A STYLE OF RACING THAT DATES BACK TO PROHIBITION ERA MOON SHINING. NOW IT'S GAINED POPULARITY AND TONS OF SUPPORT SINCE THEN BY BECOMING AN AMERICAN PAST TIME. AND BIG NAMES LIKE FORD RACING AND CHEVY PERFORMANCE CATER TO IT BY HAVING SPECIFIC POWER PLANTS TO GET THE JOB DONE. WE'RE GOING CIRCLE TRACK RACING ON DIRT. DIRT TRACKS ARE THE STARTING POINT TO MANY PROFESSIONAL RACER'S CAREERS. FROM MINI STOCKS TO SPORTSMAN, AND ALL THE WAY UP TO THE BIG POWERED WICKED LOOKING LATE MODELS. IT'S AN AFFORDABLE FORM OF AUTO RACING WHETHER YOU'RE GOING AS A SPECTATOR OR COMPETITOR.

(PAT)>> TO SHOW OUR SUPPORT, HANG OUT AND LEARN HOW A PURPOSE BUILT CIRCLE TRACK ENGINE COMES TO LIFE AND GOES RACING. AND THE CLASS WE'RE DOING THIS FOR HAS RULES TO KEEP THE COSTS DOWN. WE HAVE TO USE A CAST IRON BLOCK AND CAST IRON CYLINDER HEAD, WHICH MUST MAINTAIN THE STOCK VALVE ANGLE, WHICH IN THIS CASE IS 23 DEGREES. THERE'S NO PORTING OR POLISHING THAT'S ALLOWED, AND A WET SUMP OILING SYSTEM IS MANDATORY.

AND THE BIG KICKER, IT MUST RUN A TECH APPROVED HOLLEY 4412 TWO BARREL CARBURETOR. THE CLASS IS TWO BARREL LATE MODEL.

(MIKE)>> GREG LOVE STARTED OUT IN MINI STOCKS AND WORKED HIS WAY UP TO THE LATE MODEL CLASS. NOW THESE CARS ARE WAY BIGGER THAN YOU THINK.

(GREG)>> DUE TO THE WIDTH OF THE CAR GOING IN THE TRAILER, THE TRAILER'S AS WIDE AS LEGALLY TO BE ON THE ROAD.

YOU HAVE TO USE AN EXTENDED STEERING SHAFT THAT CONNECTS ON IN THE DRIVER'S COMPARTMENT TO RUN BACK SO THAT WHEN YOU UNLOAD THE CAR, YOU STEER IT.

(MIKE)>> HE'S AN AGGRESSIVE DRIVER AND IS ALWAYS AT THE FRONT OF THE FIELD. UP UNTIL NOW THE CAR WAS POWERED BY A 358 CUBIC INCH SMALL BLOCK THAT HE ASSEMBLED. THE CAR SPORTS FRESH PANELS GREG HUNG HIMSELF

USING PIECES FROM AR BODIES IN GREENBRIER, TENNESSEE. NOW THE WHOLE PACKAGE ROLLS ON GROOVED HOOSIER

1,600 SPEC TIRES OUT BACK THAT ARE ON 15 BY 14 WELD WHEELS. NOW BEAD LOCKS ARE ON THE RIGHT SIDE DUE TO THE GFORCE WHEN ENTERING THE CORNER.

(PAT)>> UNDERNEATH IS A GRT CHASSIS SUPPORTED BY AFCO SHOCKS. CLINGING TO THEM IS A WINTER'S QUICK CHANGE REAR END. TRANSFERRING THE POWER TO THE REAR IS A BURT TWO SPEED TRANSMISSION WITH AN INTERNAL CLUTCH. WITH AN ENGINE OVER 362 CUBIC INCHES, THE CAR HAS TO WEIGH 2,400 POUNDS AFTER THE RACE WITH THE DRIVER IN THE SEAT. OKAY IT MAY LOOK LIKE I HUNG THE BODY ON THIS CAR AND I WAS BLIND FOLDED WHILE I DID IT BUT IT'S INTENTIONALLY CANTED FOR GOOD REASON. WHEN THIS CAR IS PITCHED INTO THE CORNER, THE SOFT SPRING RATE ON THE RIGHT FRONT ALLOWS THE TIRE TO BITE INTO THE TRACK SO THE CAR WILL STEER, AND IT CAUSE THIS FRONT END TO DIP VERY LOW, SOMETIMES EVEN TOUCHING THE TRACK. SO THE OFFSET IS NEEDED.

(MIKE)>> WE'RE BUILDING THIS ENGINE FOR A HARSH ENVIRONMENT, LOTS OF DIRT, AND NARROW HIGH RPM POWER BAND. PLUS THE CONCERNS FOR COOLING DUE TO THE TRACK SURFACE GETTING STUCK IN THE FRONT OF THE RADIATOR MEANS WE NEED PROVEN PARTS. THAT'S WHY WE CHOSE THIS DART SHP SMALL BLOCK AS THE FOUNDATION OF THIS BUILD.

NOW IT'S DESIGNED FOR HIGH PERFORMANCE USE IN ALL TYPES OF MOTOR SPORTS. IT HAS EXTRA THICK DECKS FOR IMPROVED HEAD GASKET SEALING, BLIND HEAD BOLT HOLES, AND PROVISIONS FOR FACTORY ROLLER VALVETRAIN.

ON THE BOTTOM SIDE 350 MAIN JOURNALS ACCEPT COMMONLY AVAILABLE CRANKS AND SPLAYED FOUR BOLT MAINS INSURE A STRONG BOTTOM END. PLUS A PRIORITY MAIN OILING SYSTEM DIRECTS OIL TO THE MAIN BEARINGS FIRST. THIS BLOCK CAME TO US UNFINISHED. SO WE SHIPPED IT OFF TO THE SCHOOL OF AUTOMOTIVE MACHINISTS WHERE CHRIS BENNETT AND TWO OF HIS BEST STUDENTS CUT THE DECKS AND SQUARED THEM UP TO NINE INCHES, CHECKED THE ALIGN HONE AND CAM TUNNEL FOR ACCURACY, AND FINALIZED THE BORE TO FOUR-165 USING A TORQUE PLATE. LAST BUT NOT LEAST THEY ENLARGED THE LIFTER BORES TO 875 THOUSANDTHS.

(PAT)>> HERE'S THE FORMULA FOR OUR VERSION OF A COMPETITIVE TWO BARREL RACE ENGINE. FOUR-165 BORE BY THREE-750 STROKE, 409 CUBIC INCHES. IT'LL HAVE 14.3 TO 14.5 COMPRESSION, SO THAT MEANS RACE GAS. THE TARGET BOB WEIGHT UNDER 1,700, AND THE REASON IS THE ENGINE IS AN INDIRECT PART OF THE CAR'S BRAKING SYSTEM IN A CIRCLE TRACK CAR. SO THE LOWER THE MASS THE EASIER IT IS TO SLOW DOWN. RPM RANGE, 5,000 TO 7,500 WITH AN 8,000 RPM CEILING. AND LAST BUT NOT LEAST, PREDICT THE HORSEPOWER. SINCE WE'RE RESTRICTED BY A TWO BARREL CARBURETOR

WE'RE GONNA PREDICT 470 TO 500 HP.

(MIKE)>> TO GET STARTEDWE NEED CLEAN PARTS FREE OF ANY MACHINING DEBRIS OR RUST PREVENTATIVE. SO WE'LL REMOVE THE VALVE SPRING ASSEMBLIES, SEALS, AND VALVES FROM THE CYLINDER HEADS, AND THE MAIN CAPS FROM THE BLOCK SO OUR SAFETY CLEAN WASHER CAN DO THE JOB IT DOES SO WELL. THE BUILD STARTS IN JUST A FEW.

(ANNOUNCER)>> NEXT, LEARN HOW RACES ARE WON BY A THOUSANDTH OF AN INCH AT A TIME.

(PAT)>> OUR DIRT DEVIL CIRCLE TRACK ENGINE BUILD CONTINUES WITH A CLEAN SET OF CYLINDER HEADS AND BLOCK. NOW THE BLOCK REQUIRES A SPECIFIC FINISHING KIT WITH SPECIAL CAM BEARINGS AND FREEZE PLUGS. THE CAM BEARING HAS AN ANTILIST, WHICH IS A FANCY TERM FOR GROOVE, ON THE OUTSIDE OF THE BEARING BECAUSE THERE'S NOT ONE IN THE BLOCK TO GET OIL TO THE CAM JOURNALS. INSTALLING THESE IS THE FIRST STEP OF OUR ASSEMBLY. HERE'S A QUICK TIP. ALWAYS INSTALL THE CAM BEARINGS FIRST BECAUSE A SMALL AMOUNT OF BEARING MATERIAL CAN BE SCRAPED OFF IN THE OIL GALLERY DURING INSTALLATION. HAVING ALL THE GALLERY PLUGS REMOVED ALLOWS AIR TO BE BLOWN IN THE PASSAGES AND FORCE MATERIAL OUT SO IT DOESN'T CONTAMINATE THE OIL AND RUIN BEARINGS. NEXT THE HEAVY DUTY FREEZE PLUGS CAN BE DRESSED WITH LOCTITE 609 RETAINING COMPOUND AND ATTENTION TO DETAIL STARTS HERE. LINE THEM UP AND THEN KNOCK THEM IN EASIER.

(MIKE)>> LIKE ANY ENGINE BUILD YOU'LL SEE HERE,

PRECISE MEASURING IS DONE THROUGHOUT THE ENTIRE BUILD. NOW BEFORE THE CRANK GOES IN, WE HAVE TO CHECK FOR PROPER BEARING CLEARANCE. NOW WHAT WE'RE LOOKING FOR IS ONE THOUSANDTHS INCH OF CLEARANCE PER INCH OF JOURNAL DIAMETER. SO THE UPPER CLEVITE HSERIES CODED BEARINGS CAN BE PLACED IN THE SADDLES AND LOWERS IN THE CAPS. NOW THEY'RE INSTALLED AND THE CENTER BOLTS ARE TORQUED TO 65 FOOT POUNDS, THE OUTERS TO 35. PROPER TORQUE IS REQUIRED EVEN WHEN CHECKING TO INSURE PROPER BEARING CRUSH.

(PAT)>> WE'LL USE OUR NEW GOODSON INSPECTION STAND, WHICH HAS DURALON RESTING PADS TO HOLD OUR CRANK SHAFT DURING MEASURING. AN OUTSIDE TWO TO THREE INCH MICROMETER IS THE

TOOL FOR THE JOB. WE'LL MEASURE EACH JOURNAL AND RECORD IT ON OUR ENGINE BUILD SHEET, WHICH IS ALSO AVAILABLE TO YOU ON THE POWERNATION WEBSITE. THE CORRECT WAY TO MEASURE A JOURNAL IS IN TWO SPOTS. TAKE YOUR FIRST MEASUREMENT, THEN TAKE ANOTHER ONE 90 DEGREES FROM THE FIRST ONE.

THE DIFFERENCE IS HOW MUCH THE JOURNAL IS OUT OF ROUND. THIS ONE IS WITHIN ONE TEN THOUSANDTHS, WHICH SHOWS THE ACCURACY OF EAGLE'S GRINDING. WHEN BUILDING A TIGHT TOLERANCE RACING ENGINE, THESE PRECISE MEASUREMENTS ARE CRITICAL FOR MAXIMIZING ENGINE PERFORMANCE AND LONGEVITY. WITH THE DIAL BORE GAUGE SET, WE'LL MEASURE THE BEARING'S INNER DIAMETER. NUMBER ONE IS TWO POINT SEVENFIVEONETHREE. SUBTRACT THE JOURNAL DIAMETER OF THE CRANK AND THAT'S OUR CLEARANCE. THIS ONE HAS 28 TEN THOUSANDTHS.

I'LL MEASURE THE REST, RECORDING THEM ON OUR SHEET AS WELL. OUR CLEARANCES FOR THESE RANGE FROM 28 TO 31 10 THOUSANDTHS. SO THE GREEN LIGHT IS ONE TO DROP THE CRANK IN.

(MIKE)>> WHICH MEANS WE NEED TO INSTALL ONE HALF OF THE REAR MAIN SEAL AND LUBE THE BEARINGS.

THIS ENGINE'S NOT GOING TO SIT AROUND. IT'S GOING FROM THE STAND TO THE DYNO WHERE WE WILL PRIME IT. SO JOE GIBBS BR 30 OIL WILL BE OUR CHOICE OF LUBE. USING CARE AND CAUTION, GENTLY LOWER THE CRANK

INTO THE BLOCK. NOW HERE'S A TIP. DO NOT SPIN IT AT THIS TIME BECAUSE THE BEARINGS ARE NOT ROUND UNTIL THE CAP IS TORQUED.

NOW THE CAPS CAN BE POSITIONED AND TAPPED WITH A DEAD BLOW, SEATED IN THE REGISTER, AND SNUGGED UP. USING A LARGE DEAD BLOW, SMACK THE FRONT OF THE CRANK TO THE REAR AND THE REAR TO THE FRONT. THIS SQUARES UP THE THRUST BEARING BEFORE IT'S TORQUED. THE SAME VALUES APPLY WITH THE CRANK INSTALLED, 65 ON THE INNERS, 35 ON THE OUTERS. USING OIL WAS AN ADVANTAGE IN THIS CASE. IT LETS THE CRANK SPIN EASIER THAN WITH ASSEMBLY LUBE, SO YOU FEEL HOW FREE IT TURNS OVER. THERE SHOULD ABSOLUTELY NO BIND. THRUST IS A GO AS WELL AT SEVEN THOUSANDTHS. NOW THE OIL GALLERY PLUGS CAN GO IN. WE'LL USE HIGH PRESSURE LUBE ON THEM TO AVOID GALLING. NOW SEALANT HERE SINCE THEY'RE INSIDE THE TIMING COVER. MOVING FORWARD TAKES US TO THE EAGLE RODS AND MAHLE PISTONS. NOW THE RODS ARE THEIR FORGED HBEAM LIGHT WEIGHT DESIGN. THEY HAVE A SIX INCH CENTER TO CENTER LENGTH. NOW THE SMALL END ACCEPTS A 927 THOUSANDTHS WRIST PIN AND THE BIG END SHARES THE SAME BEARING DIAMETER AS A SMALL BLOCK 283 CHEVY, WHICH IS TWO INCHES.

HOLDING THE CAP ON ARE ARP 2,000 ROD BOLTS. THE PISTONS ARE MAHLE'S FORGED FLAT TOP DESIGN WITH NEGATIVE FIVE CC VALVE RELIEFS. THEY HAVE A ONE MILLIMETER, ONE MILLIMETER, TWO MILLIMETER RING LAND FOR REDUCED FRICTION AND AN ANTIWEAR COATING TO PROTECT THE PISTON DURING COLD STARTS. NOW SOMETHING WE LIKE ABOUT THEM, INSTEAD OF SPIRAL LOCKS, THEY USE WIRE LOCKS TO INSTALL THE WRIST PIN FOR EASIER INSTALLATION. ASSEMBLY IS EASY, A LITTLE BIT OF OIL IN THE BUSHING. MAKE SURE THE ORIENTATION OF THE ROD AND THE PISTON ARE CORRECT, AND SLIDE THE WRIST PIN BETWEEN THE TWO. AND HERE'S THE EASIEST WAY TO INSTALL THESE WIRE LOCKS. WE HAVE SEVEN MORE TO GO. SO WHILE YOU TAKE A BREAK WE'LL FILE FIT THE RINGS.

(ANNOUNCER)>> FROM BARE BLOCK TO DYNO READY COMING UP NEXT.

(PAT)>> GLAD YOU'RE BACK WITH US FOR THE ASSEMBLY OF OUR DIRT LATE MODEL ENGINE. WE GAPPED THE TOP RING TO 21 THOUSANDTHS AND THE SECOND TO 25 THOUSANDTHS. THAT'S DUE TO THE HEAT AND ABUSE THIS ENGINE WILL SEE UNDER THE EXTREME CONDITIONS OF CIRCLE TRACK DIRT RACING. NOW THE ASSEMBLIES ARE READY TO DROP IN THE BORES. WITH OIL FOR LUBE ON THE RINGS AND SKIRTS, THE ASSEMBLY WILL GO INTO THIS TAPER RING COMPRESSOR. IT'S PLACED ON THE DECK AND A PISTON KNOCKER IS USED TO DRIVE IT HOME, MAKING SURE NOT TO NICK THE JOURNALS DOWN LOW. ONCE SEATED, THE CAP IS INSTALLED AND THE ROD BOLTS ARE SNUGGED UP FOR NOW.

AND WITH THE REST IN WE CAN TORQUE THE ROD BOLTS TO 43 FOOT POUNDS USING ARP ULTRA TORQUE LUBE.

(MIKE)>> SINCE THIS IS A PURPOSE BUILT RACING ENGINE, IT REQUIRES A CAM SHAFT WITH SPECIFIC SPECS AND FEATURES THAT AREN'T FOUND IN STREET GRINDS LIKE THIS. ONE OF THOSE FEATURES IS HOW SMALL THE CAM'S BAY CIRCLE IS COMPARED TO THE STREET GRIND. NOW THIS ONE IS 900 THOUSANDTHS AND WE NEED THAT EXTRA CLEARANCE SO THE CAM'S LOBES WILL CLEAR THE ROD DUE TO THE LARGER STROKE. WE HAD A CUSTOM CAM GROUND SPECIFICALLY FOR OUR TWO BARREL APPLICATION. NOW IT'S A COMP CAMS TK SERIES SOLID ROLLER, WHICH HAS THE MOST AGGRESSIVE LOBE DESIGN FOR A STANDARD

ROCKER ARM RATIO. DURATION AT 50 THOUSANDTHS ON THE INTAKE IS 251 DEGREES, THE EXHAUST IS 255. LIFT AT THE VALVE WITH A ONEFIVE RATIO ROCKER IS 645 ON THE INTAKE, 645 ON THE EXHAUST. LOBE SEPARATION ANGLE IS 107. COMP'S ULTIMATE ADJUSTABLE TIMING SET WILL MAKE THE BIG LINK. ON THE BACK IS A TORRINGTON BEARING, WHICH REDUCES FRICTION. NOW THIS SETUP IS ADJUSTABLE, SIX DEGREES ADVANCE OR RETARD IN TWO DEGREE INCREMENTS. A COMP ROLLER CAM BUTTON WILL ALSO GO IN AND GETS RETAINED WITH THE CAM BOLTS. WE'RE GOING TO INSTALL IT AT 102.5 DEGREES, WHICH IS

FOUR AND A HALF DEGREES ADVANCED SINCE THE LOBE

SEPARATION WAS 107. NOW THAT WILL THE CLOSEST THE INTAKE VALVE WILL BE TO THE PISTON WHEN WE CHECK CLEARANCE IN A BIT.

(PAT)>> THE TIMING COVER IS A UNIQUE THREE PIECE DESIGN FROM COMP CAMS. IT STARTS WITH THE BLOCK SPACER. THE FRONT COVER CAN GO ON NOW WITHOUT SEALANT USING SUPPLIED FASTENERS. CHECKING THE CAM'S END PLAY IS SIMPLE. PLACE A DIAL INDICATOR MOUNTED TO A MAGNETIC BASE ON THE BLOCK AND LINE UP THE POINTER WITH THE TIMING GEAR INSIDE THE HOLE. USING A SCREW DRIVER PUSH THE CAM TO THE REAR OF THE BLOCK. ZERO OUT THE INDICATOR AND MOVE THE CAM TO THE FRONT. WE HAVE 36 THOUSANDTHS AND THE RECOMMENDED END PLAY IS ONE TO FIVE THOUSANDTHS. SO SUPPLIED SHIMS NEEDS TO BE PLACED BETWEEN THE BUTTON AND THE CAM. WITH EVERYTHING BACK TOGETHER OUR CLEARANCE IS IN THE RANGE AT THREE THOUSANDTHS.

(MIKE)>> ROLLING THE ENGINE OVER ON OUR MODIFIED STAND WILL ALLOW US TO DROP IN OUR ARP OIL PUMP DRIVESHAFT AND INSTALL THIS MOROSO

MODIFIED HIGH VOLUME OIL PUMP. WE ORDERED IT WITH THE MATCHING PICK UP FOR OUR PAN ALREADY WELDED TO IT. A CIRCLE TRACK SEVEN QUART KICKED OUT SUMP OIL PAN FROM MOROSO WILL SEAL UP THE BOTTOM END. NOW INSIDE IT FEATURES A LOUVERED WINDAGE TRAY AND TRAP DOORS IN THE SUMP TO HELP CONTROL SLOSH IN THE CORNERS.

IT RESTS ON THEIR ONE PIECE OIL PAN GASKET. AS THE ARP FASTENERS ARE CINCHED DOWN, COMPRESSION STOPS KEEP THE GASKET FROM BEING FORCED

OUT OF THE RAILS. THE CLASS RULES REQUIRE IRON CYLINDER HEADS AND NO PORTING OR POLISHING IS ALLOWED. NOW WE NEEDED A HEAD THAT WOULD FLOW IN EXCESS OF 300 CFM TO MAKE GOOD POWER WITH THIS ENGINE, AND THESE DART IRON EAGLE 230cc HEADS DO JUST THAT RIGHT OUT OF THE BOX.

NOW THESE HAVE THE SMALL 49cc COMBUSTION CHAMBER THAT HOUSES A TWOZERO-80 INTAKE AND A ONE-600 EXHAUST VALVE. NOW THESE DO FLOW 309 CFM AT 700 INCH LIFT. ENDUREX SOLID ROLLERS DROP IN AND THE HEADS ARE LAID ON AND TORQUED TO 70 FOOT POUNDS. NOW SOME PRIMER AND WHITE PAINT, WHICH LETS US SEE ANY LEAKS OR PROBLEMS AT THE TRACK. EIGHTZERO-50 THREEEIGHTHS PUSH RODS ARE NEXT, FOLLOWED BY THESE CROWER STAINLESS STEEL SHAFT ROCKERS DESIGNED FOR THE IRON EAGLE 230 HEADS. THE ROCKER BAR GOES ON FIRST AND IS TORQUED TO 65 FOOT POUNDS. THIS DESIGN USES A FIVEEIGHTHS INCH SHAFT

FOR DURABILITY AND STABILITY.

NOW THE INTAKE ROCKER HAS A ONESIX RATIO WHILE THE EXHAUST SPORTS A ONE POINT FIVE. THEY WERE ALSO UPGRADED TO ROLLER BEARING TIPS FOR REDUCED FRICTION AND LESS HEAT. AN EDELBROCK SUPER VICTOR INTAKE MANIFOLD WILL SEAL THE VALLEY. EVERYTHING ELSE GETS ASSEMBLED IN THE DYNO, AND THAT'S NEXT.

(ANNOUNCER)>> THE DIRT DEVIL GETS EVIL.

(PAT)>> WE'RE BACK AND RIGHT WHERE WE SAID WE'D BE, IN THE DYNO CELL. AND FROM THE SOUND OF IT, THIS AIN'T NO WHITE ELEPHANT. FEEDING OUR 409 CUBIC INCH DIRT DEVIL IS A RACE PREPPED, TRACK PROVEN 4412 TWO BARREL SITTING ON CANTON ADAPTER THAT WE GOT FROM SUMMIT RACING. THESE CRAZY LOOKING HEADERS THAT FIT GREG'S LATE MODEL ARE BAYES TRIY'S THAT STEP FROM ONE AND THREE QUARTER TO ONE AND SEVENEIGHTHS, THEN MERGE INTO A THREE INCH COLLECTOR. WITH 31 DEGREES OF TIMING THE SESSION BEGINS.

(MIKE)>> GET A COUPLE MORE DEGREES IN HER.

(PAT)>> GREG LOVE COULDN'T STAY AWAY.

(GREG)>> LET'S SEE WHAT IT'LL DO.

(PAT)>> LET HER EAT. AFTER ALL THIS ENGINE IS GOING IN HIS RACE CAR. TO START A SWEEP FROM 4,000 TO 6,000. [ engine revving ]

(MIKE)>> 445, 471 ON TORQUE, 31 DEGREES OF TIMING AT 6,000.

(PAT)>> THAT'S ENCOURAGING RIGHT THERE.

(MIKE)>> TWO BARREL BABY.

(GREG)>> REALLY GOOD NUMBERS FOR A LITTLE CARB.

(MIKE)>> GREG BROUGHT ONE OF HIS TRICK PIECES HE THINKS WILL HELP OUT.

(GREG)>> DUE TO THE TEMPERATURE OF THE AIR AND HUMIDITY IN THE ROOM WE'RE GONNA ADD THE AIR CLEANER

ON TOP AND SEE IF WE CAN GET BETTER NUMBERS OUT OF. SINCE THE CARBURETOR HAS A CHOKE HORN, THE AIR CLEANER BASE FITS AROUND ITSELF, HELPS THE AIR FLOW INTO THE ENGINE, MAKES MORE TORQUE, MORE HORSEPOWER TOO.

(MIKE)>> OBVIOUSLY THIS IS THE ONE HE RUNS ON THE CAR. IT'S ALSO GETTING TWO MORE DEGREES.

TOTAL IS 33.

(PAT)>> I LIKE IT WITH THE AIR CLEANER ON IT BECAUSE ITS.

(GREG)>> COVERS UP THAT DIRTY CARBURETOR.

(PAT)>> IT COVERS UP THAT DIRTY CARBURETOR.

(MIKE)>> WE'RE ALSO TAKING IT TO 7,000 RPM. NICE MAN, 463, 488 FOOT POUNDS. LOOK AT THAT TORQUE. WHAT'S ALL THAT MEAN ON THE DIRT?

(GREG)>> THAT'S FAST, THAT'LL GET YOU OFF THE CORNER. THAT'S WHAT WE'RE LOOKING FOR.

(MIKE)>> THE POWER KEEPS INCREASING WITH THE TIMING CHANGES. SO WE'LL PUT ANOTHER TWO DEGREES IN IT FOR A TOTAL OF 35 AND SEE WHAT WE GET. WE'RE RUNNING THE FUEL GREG RACES WITH. SO IT WILL BE A GOOD TEST TO SEE WHAT THE ENGINE LIKES. WOW, 475 HORSEPOWER AT 6,000, 490 POUND FEET AT 4,000.

(PAT)>> THIS THING'S KINDA EVIL, I LIKE IT.

(MIKE)>> PERFECT COMBINATION.

(PAT)>> GREG CAN ALSO RUN A FOUR BARREL CLASS WITH THIS DIRT ROCKET. SO WE'LL THROW ON OUR QUICK FUEL BLACK DIAMOND 950 TO SEE HOW MUCH DIFFERENCE THE ADDITIONAL AIR FLOW WILL MAKE. ALTHOUGH DESIGNED AROUND A TWO BARREL CARB FOR INDUCTION, SCREWING A FOUR BARREL TO THIS COMBINATION CRANKED UP THE HP TO 557 AT 6,600 AND 534 POUNDS OF TORQUE AT 4,700 FOR A GAIN OF 81 HORSEPOWER AND 46 FOOT POUNDS OF TORQUE. AND THAT'S WITHOUT OPTIMIZING THE TUNE.

(MIKE)>> NO TIME TO CELEBRATE OUR HORSEPOWER VICTORY THOUGH. WE HAVE TO GET THIS BULLET SET BACK INSIDE THE FRAME RAILS OF GREG'S CAR SO HE CAN PUT IT TO GOOD USE OUT ON THE TRACK.

NOW IT'S A SNAP TO DO WITH HOW OPEN THE FRONT OF THE CAR IS. GREG IS AN OLD PRO AT DOING THE REST. SO NEXT TIME YOU SEE HIM HE'LL BE MAKING LAPS ON THE DIRT TRACK AND HOPEFULLY RUNNING UP FRONT WITH OUR DIRT DEVIL MILL UNDER THE HOOD. AND WE'RE TAKING YOU WITH US, SEE YOU THEN.
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