Engine Power Builds

Parts Used In This Episode

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Episode Transcript

(NARRATOR)>> WE'RE IN THE WATER INSTEAD OF ON THE ASPHALT, BUT ONE THING REMAINS THE SAME, WE NEED HORSEPOWER. TODAY ON ENGINE POWER OUR LAKE MISSILE GETS A BIG BLOCK THAT PUMPS OUT SERIOUS PONIES. PLUS WE'LL MAKE A BASELINE DYNO RUN ON THE TRIPLE THREAT CAMARO, AND GIVE ITS NEW POWER PLANT SOME QUALITY TIME AT THE MACHINE SHOP.

(MIKE)>> HEY GEARHEAD GANG! TODAY ON ENGINE POWER WE'RE MESSING AROUND WITH A COUPLE OF BOW TIES. ONE BIG BLOCK RAT FOR A MARINE APPLICATION, AND ONE BIG CUBE SMALL BLOCK THAT HAS AN INTERESTING TWIST. NOW WE'RE GONNA RUN BOTH OF THEM BACK ON OUR SUPERFLOW ENGINE DYNO, AND THEY WILL MAKE SOME BIG POWER. THE FIRST THING WE'RE GONNA DO IS MESS AROUND WITH OUR BIG BLOCK. THEN WE'RE HEADING OUT ON THE ROAD TO OUR FRIEND'S MACHINE SHOP WHERE OUR SMALL BLOCK IS WAITING.

(PAT)>> AND WE'RE GETTING A LITTLE BREAK FROM BUILDING THIS ONE OURSELVES. RECENTLY WE WORK WITH BLUEPRINT ENGINES UP AT FACTORY FIVE WHEN WE BUILT THEIR VERY FIRST HOT ROD TRUCK. THEY SUPPLIED A SLICK 306 CUBIC INCH SMALL BLOCK FORD THAT MADE 390 HORSEPOWER. DURING THAT BUILD WE HAD A CONVERSATION WITH JOHNNY MCDEVITT OF BLUEPRINT ENGINES DISCUSSING OTHER APPLICATIONS THAT THEY OFFER, INCLUDING MARINE. WELL TO MAKE A LONG STORY SHORT WE HAVE A BOAT AND THEY OFFER A DURABLE MARINE BULLET. SO IT MAKES IT A PERFECT MATCHUP. ON THIS SHIPPING CRATE SITS THE NEW POWER PLANT FOR OUR 1974 GLENCOE JET BOAT. IT'S A 540 CUBIC INCH ALUMINUM HEADED BIG BLOCK THAT IS SPECIFICALLY BUILT FOR HIGH PERFORMANCE MARINE APPLICATIONS. WE'RE GONNA GET IT ON A DOCKING CAR FOR THE DYNO AND SHOW YOU A LOT MORE THAT IT HAS TO OFFER.

(MIKE)>> THAT WAS THE HAIR I NEEDED. MAN THAT WAS A GOOD BUMP.

(PAT)>> IT'S BEST DESCRIBED AS A HIGH PERFORMANCE CRATE ENGINE, WHICH BLUEPRINT HAS SPECIALIZED IN FOR OVER 20 YEARS, AND THEY HAVE A VARIETY OF APPLICATIONS THAT WILL CATER TO YOUR POWER LEVEL, WHATEVER IT MAY BE.

(MIKE)>> WHAT'S UNIQUE ABOUT THIS ENGINE IS IT USES ONE OF BLUEPRINT'S OWN ENGINE BLOCKS THAT ARE CAST RIGHT HERE IN THE USA. NOW THIS ONE HAS FOUR BOLT MAINS, A FOUR AND A HALF INCH BORE, AND IS A TALL DECK. THEY ALSO HAVE THEIR OWN LINE OF ALUMINUM CYLINDER HEADS. THESE HAVE 117cc COMBUSTION CHAMBER AND INCONEL EXHAUST VALVES.

(PAT)>> UNDERNEATH THE FABBED ALUMINUM VALVE COVER COMP ROCKER ARMS AND PUSH RODS ARE CONTROLLED BY A HYDRAULIC ROLLER CAM SHAFT.

(MIKE)>> DURATION AT 50 THOUSANDTHS IS 248 ON THE INTAKE, 254 ON THE EXHAUST, AND IT HAS 112 DEGREE LOBE SEPARATION ANGLE. THIS ENGINE ALSO HAS A FOUR AND A QUARTER INCH STROKE, A FOUR AND A HALF INCH BORE, AND A 6.385 INCH ROD LENGTH. WE HAVE OUR 540 CUBIC INCH BLUEPRINT ENGINE DOCKED UP AND READY TO RUN ON THE DYNO. NOW THIS THING CAME WITH A HOLLEY 850 CFM MARINE CARB AND A BILLET READY TO RUN MSD DISTRIBUTOR. WE WENT AHEAD AND ADDED A MAZIERE ELECTRIC WATER PUMP, AND WE'RE RUNNING THE SAME HEADERS THAT WERE ON THE 454 IN THE BOAT. NOW THIS ENGINE HAS A 10 TO ONE COMPRESSION RATIO, MAKING IT A 93 OCTANE PUMP GAS FRIENDLY BULLET, BUT WHAT HAPPENS IF YOU'RE OUT ON THE LAKE IN A SITUATION WHERE YOU CAN'T FIND 93 OCTANE? WELL IT'S PRETTY SIMPLE. HERE'S THE EASIEST AND BEST WAY TO SOLVE THE PROBLEM.

(PAT)>> RACE GAS RACE FUEL CONCENTRATE IS AN ADDITIVE THAT WILL TURN REGULAR OLD PUMP GAS INTO HIGH OCTANE RACE FUEL. IT CAN BE MIXED UP TO 105 OCTANE WITH PUMP GAS. IT'S CATALYTIC CONVERTER SAFE AND IS THE MOST ECONOMICAL WAY TO ENSURE THAT YOUR ENGINE HAS THE PROPER OCTANE FOR ITS POWER LEVEL. WE'RE ADDING THREE OUNCES PER GALLON TO 87 OCTANE PUMP GAS, WHICH WILL BRING IT UP TO 93 OCTANE. NOW JUST SHAKE THE JUG TO MAKE SURE IT'S MIXED AND IT'S READY TO USE.

(MIKE)>> WE'RE DYNO'ING THIS BLUEPRINT ENGINE THE SAME EXACT WAY THEY DID AT THEIR FACILITY, WITH 93 OCTANE FUEL, 34 DEGREES OF TIMING, AND THE 850 CARBURETOR ATTACHED. THE ONLY THING DIFFERENT IS THE HEADERS. WE'VE GOT THE ONES OUT OF THE BOAT.

(PAT)>> WE'RE GONNA RUN IT TO 6,200 LIKE THEY DID. ARE YOU READY?

(MIKE)>> DRIVE IT AWAY! [ engine revving ]

(PAT)>> GOOD OIL PRESSURE! [ engine revving ]

(MIKE)>> MADE SOME GOOD SNOT.

(PAT)>> THAT'S NOT BAD RIGHT THERE.

(MIKE)>> ALL RIGHT, 675 HORSEPOWER, 657 POUND FEET OF TORQUE.

(PAT)>> THAT'S IN THE RANGE THEY SAID THEY HAVE IT ADVERTISED. SO THAT'S ACTUALLY REALLY, REALLY GOOD. OIL PRESSURE WAS SPECTACULAR. I MEAN IT MAKES PEAK POWER HIGH. 6,000 IS PEAK POWER. SO MAYBE WE CAN MAKE ANOTHER BANG ON IT, SEE HOW IT REPEATS. [ engine revving ]

(PAT)>> NICE ENGINE! THAT'S A NICE ENGINE.

(MIKE)>> VERY NICE, 668 ON POWER, 664 ON TORQUE. THIS THING COMING OUT OF THE HOLE AT 3,600 RPM, IT'S MAKING 584 POUND FEET.

(PAT)>> THIS THING DOESN'T DROP BELOW 600, 600 POUND FEET GOES FROM 3,800 TO 5,800 AND IT'S STILL MAKING 600 POUND FEET OF TORQUE. THAT IS STOUT!

(MIKE)>> YOU KNOW YOU'RE DRIVING THE BOAT THIS TIME?

(PAT)>> I KNOW I'VE NEVER DRIVEN ONE BEFORE, BUT I'M GONNA DRIVE THIS ONE. I DON'T THINK I'D ABLE TO RESIST SOMETHING THAT MAKES THIS KIND OF POWER.

(MIKE)>> WE KNOW WE'VE GOT A LITTLE BIT OF A VACUUM ON THE ROOM. LET'S GO AHEAD AND OPEN THE DOOR, MAKE A PULL.

(PAT)>> LET'S SEE IF WE CAN GET SOME MORE FRESH AIR IN THE ROOM. GO AHEAD AND OPEN THE DOOR, AND SEE WHAT HAPPENS HERE.

(MIKE)>> YOU GOT IT.

[ engine revving ]

(MIKE)>> I SAW SOME DECENT LITTLE NUMBERS.

(PAT)>> THAT MIGHT HAVE KICKED OUT A GOOD NUMBER RIGHT THERE. LOOK AT THAT!

(MIKE)>> 680, WITH 669 POUND FEET.

(PAT)>> THAT'S AWESOME!

(MIKE)>> YOU EVER WATER SKI?

(PAT)>> NO!

(MIKE)>> YOU WANT TO?

(PAT)>> NO! A MAN'S GOT TO KNOW HIS LIMITATIONS AND I KNOW MINE. YOU KNOW WHAT MY LIMITATIONS ARE? WORKING ON ENGINES!

(MIKE)>> HERE'S THE BIG DEAL ABOUT THIS WHOLE THING. BLUEPRINT MADE A 540 BIG BLOCK CHEVY FOR A BOAT. THEIR NUMBERS ARE SPOT ON, AND WINWIN SITUATION, AND WE'VE GOT A BAD BULLET FOR THE BOAT.

(PAT)>> ABSOLUTELY!

(NARRATOR)>> UP NEXT, THE GLENCOE GETS A PROPER PLUMBING JOB.

(MIKE)>> DURING THE BREAK WE REMOVED THE ENGINE FROM THE DYNO. NOW IT'S TIME TO SPEND A LITTLE TIME INSIDE THE BOAT. SINCE EVERYTHING IS SO WIDE OPEN AND EASY TO GET TO WE'RE GONNA REPLACE ALL OF THE COOLING LINES AND CLEAN UP A BUNCH OF THE WIRING. PLUS MSD OFFERS A MARINE SPECIFIC IGNITION BOX. SO THE OLD SIXAL IS COMING OUT AND MAKING WAY FOR IT.

(PAT)>> ALL OF THE CURRENT HOSES ON THE BOAT ARE RELATIVELY NEW BUT THEY'RE JUST REGULAR AUTOMOTIVE HEATER HOSES. SO NOW IS A PERFECT TIME TO UPGRADE TO SOME OF EARL'S PRO LIGHT 350 HOSE. NOW THIS IS THE HIGHEST PRESSURE LIGHT WEIGHT HOSE ON THE MARKET. IT'S EASY TO CUT AND WORK WITH SINCE THERE'S NO STEEL BRAIDING INSIDE, AND THE NYLON SHEATH IS HIGHLY ABRASION RESISTANT, AND IT REMAINS FLEXIBLE EVEN WHEN USED WITH HOT OILS OR EVEN IN HIGH VACUUM SITUATIONS, AND BEST OF ALL IT'S MADE RIGHT HERE IN THE USA. EVEN THOUGH THERE'S NOT THAT MANY OF THEM, WE WENT AHEAD AND MARKED THE LOCATION OF EACH HOSE SO WE CAN GET THE NEW ONES INSTALLED IN THE CORRECT LOCATION. UH OH, LEAKER! THEN ENGINE DOESN'T USE A CONVENTIONAL STYLE WATER PUMP. THIS OUTLET FROM THE JACUZI DRIVE SENDS PRESSURIZED WATER TO THE ENGINE AND THE COOLING TUBES FOR THE HEADERS, AND SINCE IT'S NOT A SELF CONTAINED SYSTEM THE WATER GETS PUMPED BACK IN THE LAKE THROUGH THIS HOSE OUT THE BACK.

(MIKE)>> ALL THE RUBBER HOSES WILL BE REMOVED, EVEN FROM THE BILGE PUMPS. THE LENGTHS WILL BE CUT THE SAME. IT ASSURES US ALL THE LINES WILL CLEAR EVERYTHING JUST LIKE BEFORE.

THE FIRST CUT HOSE ATTACHES TO ONE OF THE BILGE PUMPS AND THEN TO THE OUTLET ON THE TRANSOM.

THIS HOSE ATTACHES TO THE OUTLET ON THE PUMP. IT SUPPLIES THE PRESSURIZED WATER TO THE HEADERS AND THE ENGINE. ALONG WITH THE PRO LIGHT 350 HOSE ARE ALL EARL'S FITTINGS, EVEN THESE THREE WAY "T'S" MADE OUT OF STAINLESS. NOW TO CONTROL THE WATER GOING TO THE ENGINE AND THE HEADERS WE HAVE TO RUN A CHECK VALVE. SO WE GOT THOSE FROM OUR LOCAL HARDWARE STORE. THIS IS THE "T" THAT WILL DIRECT THE WATER TO EACH VALVE, WHICH GIVES US THE ABILITY TO CONTROL HOW MUCH WATER IS FLOWING TO THE SOURCES.

THE HOSES ATTACHING TO THIS "T" RUN UP TO THE COOLING TUBES ON THE HEADERS. TO MAKE THE FINAL CONNECTIONS FROM THE HOSE TO THE COOLING TUBES FOR THE HEADERS, PAT CHUCKED UP THIS DASH 12 PLUG IN THE LATHE AND TAPPED IT FOR HALF INCH PIPE. IT MADE A PRETTY SHORT UNION. NOW THAT'S THE ONLY THING THAT WE NEEDED TO GET WATER TO THE HEADERS. NOW THE NEXT TIME YOU SEE THE BOAT WE'RE GONNA BE DROPPING IN THE ENGINE AND FINISHING UP ALL THE FINAL TOUCHES, BUT FOR RIGHT NOW WE HAVE TO MOVE ON TO ANOTHER PROJECT.

(MIKE)>> TODAY'S POWERNATION EXTRA IS ALL ABOUT THE CHASSIS DYNO. WE'RE GONNA SHOW YOU HOW TO PROPERLY STRAP THE CAR DOWN, WHAT CONNECTIONS ARE NEEDED BETWEEN THE DYNO AND THE VEHICLE, AND HOW TO MAKE A PULL. NOW MARC FROM DETROIT MUSCLE IS ON HIS WAY DOWN HERE WITH THE CHEVELLE THEY JUST WRAPPED UP WITH, AND THE COOL THING IS PAT AND I BUILT THE ENGINE THAT'S BETWEEN THE FRAME RAILS. IT'S AN ENGINE WE CALLED "IN HOUSE POWER MOUSE", A 406 CUBIC INCH SMALL BLOCK CHEVY THAT HAD A BAD BOY ATTITUDE. A DART LITTLEM BLOCK WAS THE FOUNDATION. SECURED TO IT WERE AFR 220 ELIMINATOR HEADS AND AN EDELBROCK SUPER VICTOR INTAKE TOPPED IT OFF. WE DYNO'ED IT IN TWO FORMS. FIRST NATURALLY ASPIRATED.

(PAT)>> THEN WE ATTACHED INTERCOOLER PIPING, INSTALLED THE BELT, AND MADE SOME BOOSTED PULLS WITH AN FONEA PROCHARGER. THE RESULTS WERE IMPRESSIVE ON 15 POUNDS.

(MIKE)>> TO OPERATE THE DYNO IT'S BEST TO HAVE TWO PEOPLE SETTING IT UP. HAVING SOMEONE OUTSIDE THE VEHICLE TO GUIDE IT IN MAKES IT EASIER TO GET THE REAR WHEELS CENTERED CLEANLY ON THE ROLLER. BE CERTAIN YOU HAVE STRAPS RATED FOR THE JOB. WE GET OURS DIRECTLY FROM DYNOJET. SO THERE IS NO QUESTIONING THEIR CAPABILITIES.

(PAT)>> ONE OF THE IMPORTANT THINGS IS NOT ONLY TO HOOK TO SOMETHING THAT'S SOLID ON THE CAR, TO MAKE SURE THAT THE STRAPS ARE NOT NEAR ANYTHING HOT LIKE THE EXHAUST. YOU SURE DON'T WANT TO BURN THROUGH ONE IN THE MIDDLE OF A RUN.

(MIKE)>> ANYTIME YOU STRAP DOWN USING A RATCHET STRAP, ALWAYS HAVE PLENTY OF STRAP WRAPPED AROUND THE RATCHET SPOOL. THIS WILL ENSURE A GOOD CLAMP LOAD THAT DOES NOT LOOSEN DURING USE. NEXT, MARC CONNECTS THE TACH PICKUP DIRECTLY TO THE PLUG WIRE. THEN ATTACHES THE GROUND TO THE A/C COMPRESSOR'S BRACKET. ANOTHER GROUND IS ATTACHED TO THE CHASSIS OF THE CHEVELLE. THEN TO THE DYNO PLATFORM. SOMETHING ELSE THAT'S REALLY IMPORTANT WHEN YOU'RE DYNO'ING A VEHICLE IS MAKING SURE ALL OF THE VEHICLE'S INFORMATION IS IN THE DYNO COMPUTER CORRECTLY. NOW THIS INCLUDES ALL THE NOTES ABOUT THE CAR. THAT WAY IF YOU EVER GO BACK TO LOOK AT DATA YOU KNOW EXACTLY WHAT YOU'RE LOOKING AT. WHEN A CAR IS SITTING ON THE CHASSIS DYNO STATIONARY LIKE THIS THERE'S NO AIR MOVING INTO THE AIR DAM. SO HAVING A SQUIRREL FAN LIKE THIS IS A MUST. NOW THE MAIN GOAL ON A BOOSTED APPLICATION LIKE THIS IS TO KEEP THE IAT'S, OR INTAKE AIR TEMPERATURES, DOWN. THAT'S WHERE POWER IS MADE. TIRE PRESSURE IS IMPORTANT. WE LIKE TO RUN BETWEEN 34 AND 36 PSI. LOW PRESSURE WILL ROB POWER AND TOO MUCH WILL CAUSE THE TIRE TO FAIL. WITH THE CAR SQUARED UP ON THE ROLLER AND SOME HEAT IN THE DIFFERENTIAL, TRANS, AND ENGINE OIL, THIS CHEVELLE IS READY FOR A PULL. [ engine revving ]

(NARRATOR)>> WITH A TRIP TO THE LOCAL MACHINE SHOP OUR MOTOWN MOTOR IS DIALED IN FOR PEAK PERFORMANCE.

(MIKE)>> WE JUST WRAPPED UP THE SHORT DRIVE TO THE SOUTH SIDE OF NASHVILLE, TENNESSEE, TO OUR LOCATION, SHACKLETT AUTO MACHINE. THIS IS WHERE THE BLOCK TO OUR '73 SPLIT BUMPER CAMARO IS WAITING. NOW THIS IS UNIQUE HIGH END PIECE FROM WORLD PRODUCTS. IT'S UNIQUE IN THE WAY THAT IT'S A SMALL BLOCK CHEVY ON THE BOTTOM END AND IT ACCEPTS LS INDUCTION UP TOP.

(PAT)>> THE MACHINE SHOP IS ONE OF MY FAVORITE PLACES IN THE WORLD, AND IF YOU'VE NEVER SEEN THE INSIDE OF ONE WHEN YOU'VE DROPPED OFF YOUR PROJECT YOU'RE IN FOR A TREAT. WE'RE GONNA GO INSIDE AND SEE SOME ACTUAL MACHINING OPERATIONS, LIKE BORING, DECKING, AND SOME HONING. SO LET'S GO INSIDE AND CHECK IT OUT.

(MIKE)>> FOR ALMOST 20 YEARS AT THIS LOCATION SHACKLETT AUTO MACHINE HAS BEEN KEEPING THINGS RUNNING, FROM FARM TRACTORS TO RACE CARS, AND EVERYTHING IN BETWEEN. THE BUILDING IS FILLED TO THE BRIM WITH EQUIPMENT, BUT MORE IMPORTANTLY PLENTY OF ENGINE PARTS WAITING TO BE MACHINED.

(JOHN)>> I'VE BEEN A MACHINIST PRETTY MUCH ALL MY LIFE HELPING MY DAD. MY DAD TAUGHT ME, AND I HELPED HIM IN THE GARAGE, AND NOW HERE AT THE BUSINESS. WE DO A LITTLE BIT OF LIGHT DIESEL STUFF, IMPORTS, DOMESTIC, RACE STUFF, HIGH PERFORMANCE, MARINE, THAT KIND OF WORK.

(PAT)>> OUR 440 CUBIC INCH MOTOWN LS BULLET IS NOT A BOLT TOGETHER OPERATION OUT OF THE BOX. LIKE ANY ENGINE DESIGNED FOR A SPECIFIC APPLICATION, TOLERANCES AND SIZES ARE DETERMINED BY THE ENGINE BUILDER, AND THAT'S WHERE A QUALITY MACHINE SHOP COMES IN. OUR WORLD PRODUCTS MOTOWN LS BLOCK COMES SEMI FINISHED IN A FEW RESPECTS. ONE IS THE BORE AND THE OTHER IS THE LIFTER BORES. NOW THEY COME AT FOUR-120, AND IF WE WANTED A FINISHED BORE SIZE OF FOUR-125 WELL WE COULD JUST PUT THE THING IN THE HONE AND BE DONE, BUT WE HAVE A BIG BORE SIZE, FOUR-185 BECAUSE WE'RE GOING TO A BIG CUBIC INCH. SO A FEW MACHINE OPERATIONS HAVE TO GET DONE FIRST. ONE, STICK IT IN THE BORING BAR AND TAKING OUT A BUNCH OF MATERIAL, AND THIS IS WHERE MOST OF THE MATERIAL IS REMOVED, ON THE BORING MACHINE. BECAUSE OF A LARGE AMOUNT OF MATERIAL TO BE REMOVED, JOHN IS DOING IT IN TWO PASSES PER CYLINDER. FIRST WITH A ROUGHING CUTTER, AND THEN A SECOND PASS WITH A FINISHED SIZE CUTTER. THIS WILL LEAVE FIVE THOUSANDTHS OF MATERIAL TO REMOVE LATER IN THE HONE.

(MIKE)>> AFTER BORING THE CYLINDERS, THE BLOCK IS READY FOR DECKING. AN ALIGNMENT BAR GOES THROUGH THE MAINS AND SITS IN VBLOCKS ON THE MACHINE. THIS ENSURES THAT THE DECK SURFACE BEING MACHINED IS PARALLEL WITH THE CENTER LINE OF THE CRANK SHAFT WHEN FINISHED.

(JOHN)>> WE SURFACE THE BLOCK USING THE CBN CUTTER, SQUARE DECKING THE BLOCK TO MAKE SURE OUR DECK HEIGHTS ARE THE SAME ON ALL FOUR CORNERS.

(MIKE)>> THERE'S ONLY ONE CUTTER USED IN THE MACHINE. IT'S A SMALL PUCK MADE OF CUBIC BORON NITRIDE, OR CBN. THIS MATERIAL IS SO HARD AND DURABLE IT WILL LAST FOR SIX MONTHS OF HEAVY CUTTING. ONLY ABOUT THREE THOUSANDTHS WAS REMOVED FROM EACH SIDE OF OUR BLOCK, LEAVING A SUPER NICE FINISH FOR THE HEAD GASKETS TO SEAL AGAINST.

(PAT)>> THE FINAL STEP IN MACHINING THE CYLINDERS IS HONING. A TORQUE PLATE IS BOLTED UP BEFORE FINAL HONING. THIS SIMULATES THE DISTORTION OF THE TOP OF THE BORE WHEN THE CYLINDER HEAD IS TORQUED DOWN. THE TORQUE PLATE ENSURES THE CYLINDER IS ROUND WHEN THE ENGINE IS ASSEMBLED. JUST LIKE HE DID WHEN BORING THE CYLINDERS, JOHN DECIDED TO DO IT IN TWO PASSES PER CYLINDER.

(JOHN)>> WE ROUGHED IN THE CYLINDERS WITH THE 625 STONE, WHICH IS A 280 GRIT. FINISHED THE BORES WITH A 400 GRIT. I JUST DECIDED TO DO THE TWO PASSES SO WE COULD TAKE OUT THE MAJORITY ON THE FIRST CUT AND HAVE A LITTLE BIT NICER, SMOOTHER FINISH ON THE SECOND CUT.

(PAT)>> AS HE WORKS, JOHN CHECKS THE DIAMETER OF EACH CYLINDER WITH A BORE GAUGE. DURING HONING THE CYLINDERS DEVELOP A DISTINCT CROSS HATCH PATTERN. OIL IS HELD INSIDE THE CROSS HATCH SECTIONS, WHICH HELPS LUBRICATE THE PISTON RINGS SUFFICIENTLY. WHEN PROFESSIONALLY DONE, CROSS HATCHING ALSO HELPS SEAT THE RINGS PROPERLY.

(MIKE)>> THE OTHER SEMI FINISHED PART OF THIS BLOCK IS THE BRONZE LIFTER BUSHINGS. THEY MUST BE SIZED WITH A HONE FOR FINAL FIT.

(JOHN)>> THAT'S ON A BRONZE BUSHING OF ROUGHLY EIGHTTENTHS TO ONE THOUSANDTHS OF LIFTER TO BUSHING CLEARANCE.

(MIKE)>> FOR PEAK PERFORMANCE FROM ANY PURPOSE BUILT CUSTOM ENGINE PRECISE, ACCURATE MACHINE WORK IS A MUST. WE ARE FORTUNATE TO HAVE A GREAT MACHINE SHOP JUST DOWN THE ROAD.

(JOHN)>> IN THE END YOU'RE TRYING TO ACHIEVE EVERYTHING, THE RIGHT CLEARANCE AND GEOMETRY FOR EVERYTHING TO WORK THE WAY IT SHOULD, CLEARANCES AND THAT KIND OF STUFF.

(MIKE)>> NOW ONTO THE NEXT ORDER OF BUSINESS, WHICH IS OUR '73 CAMARO. PAT HAD TO STEP OUT FOR A LITTLE BIT. SO JEREMY AND I WILL BE HANDLING THIS DYNO SESSION. NOW THIS CAR IS AS ORIGINAL AS IT GETS FOR BEING 45 YEARS OLD. BACK IN '73 GM DROPPED THE SS MODEL AND REPLACED IT WITH THE LT, OR LUXURY MODEL, LIKE WE HAVE. NOW IT CAME WITH A WOOD GRAIN DASH, BETTER INSULATION, AND ADDITIONAL LIGHTING.

(JEREMY)>> NOW THE FIFTH DIGIT OF THIS CAR'S VIN IS A "K", WHICH MEANS IT HAS THE L-48 ENGINE AND HAS A FOUR BARREL. IT MADE 175 HORSEPOWER AND 280 POUND FEET OF TORQUE. SO LET'S SEE WHAT IT PUTS DOWN ON THE ROLLERS TODAY.

(MIKE)>> EVERYTHING GOOD ON YOUR END.

(JEREMY)>> EVERYTHING'S GOOD MAN, YOU'RE GOOD TO GO. [ engine revving ]

(JEREMY)>> WOO, SHE WAS SCREAMING THAT TIME.

SO WE'RE AT ABOUT 126 ON POWER, 195 TORQUE.

(MIKE)>> STAYING PRETTY CONSISTENT.

(JEREMY)>> YEAH, IT'S STAYING RIGHT IN THERE. I'D SAY, YOU KNOW, FOR THAT, THAT'S NOT BAD.

(MIKE)>> 45 YEAR OLD WORE OUT 350.

(JEREMY)>> ABSOLUTELY MAN, YEAH, I'D SAY YOU PROBABLY CAN'T COMPLAIN TOO MUCH ABOUT THAT, BUT WHAT'S THE GAME PLAN NOW? WHAT'S THE GOAL?

(MIKE)>> THE REASON WE DID THIS IS TO GET A BASELINE BECAUSE THE ENGINE WE HAVE PLANNED FOR THIS CAR, IT'S GONNA BE 440 CUBIC INCHES AND IT'S A HYBRID. SO SMALL BLOCK CHEVY BOTTOM END ACCEPTS LS INDUCTION UP TOP, BUT ON PAPER THE ENGINE'S GONNA MAKE 680-700 HORSEPOWER. SO WE'RE KNOCKING ON THE DOOR AT SEVEN TIMES THE POWER OF WHAT IT MAKES NOW.

(JEREMY)>> YEAH, MAN, THAT'S GONNA MAKE IT FUN CAR THEN, THERE'S NO DOUBT ABOUT THAT! HAVE FUN ON THE STREET. THAT'S DEFINITELY IMPROVED THERE FOR SURE.

(MIKE)>> YEAH, AND THE CHASSIS' GONNA BE ABLE TO HANDLE IT. WE'RE PUTTING A ONE PIECE CHASSIS UNDERNEATH IT, A 400 TRANS. SO IT'S GONNA BE A REALLY GOOD COMBINATION.

(JEREMY)>> WELL LOOK, WHEN YOU GET ALL THAT DONE I'M GOING FOR A RIDE. SO YOU COME GET ME.

(MIKE)>> A NIGHT IN DOWNTOWN NASHVILLE BUDDY.

(JEREMY)>> THERE YOU GO.

(MIKE)>> THANKS FOR THE HELP.

(JEREMY)>> YEAH MAN, YOU BET.

(MIKE)>> FOR MORE INFORMATION ABOUT THE PARTS AND EQUIPMENT USED IN TODAY'S EPISODE VISIT POWERNATION TV DOT COM.
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