More Triple Threat Camaro Episodes

Engine Power Builds

Parts Used In This Episode

ARP
The world leader in fastener technology
Design Engineering, Inc. (DEI)
Convoluted tubing, Wire Looms and Wire sleeves , Easy Loom Master Kit
Design Engineering, Inc. (DEI)
Vapor Block™ Fuel Line Sleeve
Eaton Corporation
Eaton Detroit Truetrac Differentials
Holley
Introducing Holley Sniper EFI 2300! It's perfect for any vehicle that came standard with a 2300 Holley Flange like some Fairlanes, F100s, Javelins, Mustangs, Thunderbirds, Cougars and more.
Race-Gas.com
Race Gas race fuel concentrate is designed to blend with pump gasoline—and transform it into high-octane, high-energy, track-grade racing fuel!
Strange Engineering
Strange S-Series 9″ Case Nodular Iron – 3.250″ Bore
Street Rod Garage
1973 Chevy Camaro chassis

Episode Transcript

(NARRATOR)>> WHEN YOU'RE BUILDING A RACE CAR YOU NEED A SOLID FOUNDATION. TODAY ON ENGINE POWER THE HIGH PERFORMANCE CHASSIS FOR THE TRIPLE THREAT CAMARO RECEIVES A DELUXE POWDER COAT FINISH, ALONG WITH FULLY ADJUSTABLE RACE SUSPENSION. PLUS SOMETIMES THE BEST ROAD MAP FOR YOUR PROJECT IS A GOOD RENDERING.

(PAT)>> WELCOME TO ENGINE POWER. TODAY IS ALL ABOUT OUR TRIPLE THREAT CAMARO PROJECT. FROM THE CHASSIS TO THE POWER PLANT, WE'RE GONNA MAKE SOME PROGRESS, BUT A WHILE BACK WE WENT DOWN TO GRANT, ALABAMA, TO SEE HOW THE PROCESS OF A CHASSIS BUILD TAKES PLACE.

(CHRIS)>> HEY PAT, NICE TO MEET YOU.

(PAT)>> NICE TO MEET YOU! AFTER SHOWING US AROUND, OWNER AND DESIGNER CHRIS SUTTON SHOWED US HOW OUR CHASSIS COMES TO LIFE, FROM COMPUTER DESIGN, TO CUTTING STEEL PLATE, TO BUILDING THE FRAME RAILS.

(MIKE)>> ENGINEERING AND BUILDING A CHASSIS IS NOT AN OVERNIGHT TASK. IT TAKES TIME AND REQUIRES A SPECIAL SKILL SET IN FABRICATION AND MATHEMATICS. A FEW DAYS AGO WE GOT A CALL FROM CHRIS AND IT'S THE CALL WE'VE BEEN WAITING ON, LETTING US KNOW THAT OUR CHASSIS WAS READY TO PICK UP. CHRIS THIS CHASSIS LOOKS KILLER. AWESOME CROSS MEMBERS, ADDITIONAL BRACING, AND THIS CONTRAPTION BACK HERE. THAT IS ONE GOOD LOOKING FOUR LINK.

(CHRIS)>> THANK YOU! IT'S A LOT OF DESIGN IN THAT TO GET IT ALL IN THE COMPACT AREA THERE WITH ADJUSTABILITY FOR THE TRIPLE THREAT CAR, AND ACTUALLY SOMETHING THAT'LL WORK.

(MIKE)>> DO YOU HAVE ANY GUYS THAT TAKE THESE CHASSIS' OUT TO THE DRAG STRIP?

(CHRIS)>> OH ABSOLUTELY, DRAG STRIP, AUTOCROSS, ROAD RACE, JUST STREET CARS YOU KNOW, BUT EVERYBODY NOW WANTS THEM TO PERFORM LIKE AN AUTOCROSS CAR OR DRAG CAR, EVEN ON THE STREET.

(PAT)>> SO YOU'RE INADVERTENTLY BUILDING TRIPLE THREAT CARS ALL THE TIME?

(CHRIS)>> PRETTY MUCH, YEAH. AS MANY OF THEM AS WE DO, TO SEE IT ON A COMPUTER SCREEN TO A FULL BUILT CHASSIS IS REALLY IMPRESSIVE TO US, AND WE WERE THE ONES DOING THE WORK. MANY, MANY HOURS THAT YOU PUT INTO IT, IT'S JUST GRATIFYING TO SEE IT WHEN IT'S READY TO GO OUT THE DOOR.

(MIKE)>> SOMETHING ELSE THAT'S PRETTY COOL, YOU THINK WITH ALL THE ADDITIONAL LOOK OF THE STEEL IN THAT WITH THE FULL CHASSIS THAT IT WOULD BE A LOT HEAVIER THAN THE FACTORY SUBFRAME AND THE REAR SUSPENSION, BUT THAT'S NOT THE CASE REALLY IS IT?

(CHRIS)>> OH, NO, NO! ACTUALLY WHEN YOU WEIGH THE FRONT SUBFRAME, THE FACTORY REAR SUSPENSION, AND THE WHAT WE DO WITH THE FRAME, AND THE DIFFERENT SUSPENSION, AND MAKING EVERYTHING SMALLER AND MORE COMPACT. WE ACTUALLY COME IN LIGHTER THAN THE FACTORY SUSPENSION.

(MIKE)>> FROM GRANT WE HEADED TO GOODLETTSVILLE, TENNESSEE, WHERE OUR CHASSIS WAS SCHEDULED TO GET SOME COLOR. MISTER SPEEDCOATINGS HAS DONE STELLAR WORK FOR US IN THE PAST. SO WE WANTED THEM TO CONTINUE THE TRADITION ON OUR PROJECTS.

(PAT)>> JAMES TERRY HAS BEEN POWDER COATING FOR OVER 40 YEARS. HE'S SEEN IT GROW INTO A WIDELY USED, RELIABLE FINISHING METHOD, OFFERING STRONG PROTECTION, A SLEEK FINISH, AND A MAJOR REDUCTION IN VOLATILE ORGANIC CHEMICAL EMISSIONS.

(JAMES)>> BECAUSE OF THE VOC'S IN LIQUID MATERIALS THE EPA IS COMING DOWN ON THESE LIQUID COATERS, AND POWDER'S ESSENTIALLY A GREEN COATING. SO YOU DON'T NEED VOC'S IN THE ATMOSPHERE, AND IT'S MUCH MORE DURABLE. POWDER COATING YOU CAN ACTUALLY GET PRETTY MUCH A POWDER COATING PRICED THE SAME AS A LIQUID PRICE, BUT IT'S A WHOLE LOT MORE DURABLE.

(MIKE)>> THE NAME MISTER SPEEDCOATINGS CAME FROM A NICKNAME GIVEN TO JAMES, AND YOU COULDN'T PICK A MORE APPROPRIATE MONIKER THAN MISTER SPEED. LIKE A SHARK, HE ALWAYS SEEMS TO BE IN MOTION FOR HOURS ON END. FROM THE BOOTH TO THE BAKING OVEN, JAMES CONSTANTLY JUGGLES MULTIPLE COATING PROJECTS AT A TIME.

(JAMES)>> I LOVE WHAT I'M DOING. I'VE PRAISED GOD FOR WHAT HE'S GAVE ME, AND I'M GLAD TO BE HERE EVERYDAY, AND WHEN I GO HOME I'M THINKING ABOUT WORK. WHAT I'M GONNA DO TOMORROW, AND I LOVE BEING AT WORK. I LOVE WORKING.

(PAT)>> MISTER SPEEDCOATINGS RECENTLY MOVED INTO A MUCH BIGGER BUILDING, RIGHT NEXT DOOR TO THEIR PREVIOUS LOCATION. ALTHOUGH SOME HAVE ENCOURAGED JAMES TO INSTALL AUTOMATED EQUIPMENT HE'S NOT SURE THAT HE WOULD EVER DO THAT. HE SIMPLY ENJOYS THE HANDS ON WORK OF POWDER COATING TOO MUCH.

(JAMES)>> I'M NOT IN IT TO BE RICH. I'M PASSIONATE ABOUT WHAT I DO. PEOPLE ASK ME ALL THE TIME, WHAT ABOUT YOUR COMPETITION? I DON'T CARE ABOUT THE COMPETITION. I WORRY ABOUT WHAT I DO. SOMEBODY ELSE WANTS TO DO SOMETHING DIFFERENT LET THEM DO SOMETHING DIFFERENT, BUT I'LL DO WHAT I DO AND EVERYBODY ELSE CAN DO WHAT THEY DO. I DON'T CARE.

(NARRATOR)>> UP NEXT, OUR TRIPLE THREAT CHASSIS GETS A TRIPLE LAYER FINISH, AND IT' LOOKS INCREDIBLE. THEN WE'LL LOAD IT UP WITH RACE READY COIL OVERS, A NINE INCH REAR END AND MORE.

(MIKE)>> WE'RE BACK ON ENGINE POWER MAKING OUR SECOND VISIT TO MISTER SPEEDCOATINGS. JAMES TERRY AND HIS SON DANIEL SPECIALIZE IN HIGH END COATINGS FOR AUTOMOTIVE AND COMMERCIAL PRODUCTS. A FEW DAYS AGO WE DROPPED OFF OUR TRIPLE THREAT CAMARO'S CHASSIS TO BE PREPPED FOR POWDER COATING AND WE'RE BACK TO SEE HOW IT'S PROGRESSING. JAMES IT LOOKS A LITTLE DIFFERENT THAN WHEN WE BROUGHT IT IN. IT WAS BARE STEEL. NOW YOU'VE GOT IT TO THE POINT OF BEING ACTUALLY PRIMERED. TELL US WHAT YOUR PREP IS.

(JAMES)>> SAND BLAST IT. AFTER WE SAND BLAST IT THEN WE CHEMICAL PREPPED IT, AND AFTER WE CHEMICAL PREPPED IT. THEN WE DRIED IT, BROUGHT IT BACK OUT, AND PUT A BLACK COAT OF PRIMER ON IT.

(MIKE)>> WHAT DOES THE CHEMICAL DO?

(JAMES)>> THE CHEMICAL, ACTUALLY IT'S IRON PHOSPHATE IN A CLEANER, AND IT ACTUALLY CLEANS THE PART AND PUTS A THIN LAYER OF IRON PHOSPHATE ON IT.

(MIKE)>> GOOD DEAL, NOW IS THIS A SELF ETCHING PRIMER?

(JAMES)>> YES.

(MIKE)>> OKAY, GOOD DEAL. FROM THIS POINT WHAT ARE WE DOING NEXT?

(JAMES)>> WE'RE FIXING TO PUT IT IN THE OVEN, AND PREHEAT IT, AND BRING IT BACK OUT, AND THEN PUT IN THE BOOTH AND SHOOT SOME POWDER TO IT.

(MIKE)>> GET SOME COLOR ON IT!

(PAT)>> POWDER COATING STICKS TO THE METAL'S SURFACE BASED ON ELECTROSTATIC ATTRACTION, AND CAN BE DONE WITH THE METAL AT ROOM TEMPERATURE. HOWEVER, ESPECIALLY ON PRIMERED METAL, JAMES FINDS HE GETS MORE CONSISTENT COATING BY SPRAYING THE COATING ONTO PREHEATED SURFACES. WE OPTED FOR A FINISH CALLED "GUN METAL". IT COMES OUT OF THE BOOTH WITH A FAIRLY DEEP COLOR, BUT LATER, AFTER CLEAR COATING, IT WILL DEVELOP A LIGHTER, MORE SILVERY HUE.

(MIKE)>> AFTER POWDER COATING THE ACCESSORIES JAMES BAKES THEM FOR A FEW MINUTES IN THE OVEN, UNTIL THEY ARE PARTIALLY CURED. AFTER LETTING THE PIECES COOL DOWN HE APPLIES THE CLEAR COAT. THE RESULT, PHENOMENAL! OH MAN, LOOK AT THAT! THAT LOOKS WET!

(PAT)>> THAT LOOKS INCREDIBLE. YOU HAVE PRIMER, A COLOR, AND A CLEAR COAT. SO IT'S LIKE EXTRA PROTECTED.

(JAMES)>> IT'LL BE HERE WHEN WERE GONE.

(PAT)>> NEXT THE CLEAR COATED PIECES FINISH CURING IN THE OVEN AND IT'S ON TO THE CHASSIS ITSELF. A HEAD LAMP HELPS JAMES MAKE SURE HE'S LAID DOWN A SOLID, EVEN COAT. AFTER PARTIALLY CURING IN THE OVEN AND COOLING OFF, THE CHASSIS RECEIVES CLEAR COAT. FINALLY IT'S CURED IN THE OVEN FOR ABOUT 15 MINUTES AT APPROXIMATELY 400 DEGREES FAHRENHEIT. THE END RESULT LOOKS GREAT. A GLOSSY, THICK FINISH WITH EXCELLENT PROTECTION FOR THE CHASSIS. AFTER COOLING TO ROOM TEMPERATURE THE CHASSIS IS READY TO BE LOADED UP AND TAKEN BACK TO THE SHOP.

ALL RIGHTY!

(MIKE)>> ASSEMBLY OF THIS KILLER STREET ROD GARAGE CHASSIS STARTS WITH THE FRONT LOWER CONTROL ARMS. THEY'RE A TUBULAR DESIGN WITH HEIM JOINTS, AND HAVE A GUSSETING PLATE THAT DOUBLES AS AN ADJUSTABLE SHOCK MOUNT. THE UPPERS ARE ALSO TUBULAR AND HAVE SCREW IN BALL JOINTS JUST LIKE THE BOTTOM. ALL THIS HARDWARE CAME WITH THE CHASSIS. FOR MOCK UP THESE SPINDLES ARE BEING USED. WE HAVE A SET OF WILWOOD'S PRO SPINDLES ON THE WAY. WITH THE FRESH COATING THERE IS A LITTLE PREP WORK TO BE DONE ON SOME OF THE THROUGH BOLT HOLES. THE POWDER AND CLEAR COAT SLIGHTLY REDUCES THE SIZE OF THE HOLE. SO A LITTLE CLEAN UP WITH A CARTRIDGE ROLL IS NECESSARY.

(PAT)>> THE FOUR LINK SETUP GOES IN NEXT. THESE ARE THE HEIMS FOR THE UPPER FOUR LINK BARS. THEY USE SPACERS TO KEEP THEM CENTERED IN THE CHASSIS. FOR SMOOTH OPERATION AND INSURANCE AGAINST GALLING, ANTISEIZE IS USED ON ALL OF THE ENDS. NOW THE UPPER BARS ARE ATTACHED TO THE HEIMS, AND THE LOWER BARS HAVE THE SAME PROTOCOL. THERE IS A LEFT AND RIGHT HAND THREAD, WHICH ALLOWS FOR LENGTH ADJUSTABILITY WITHOUT REMOVING THE BARS. NOW THE FAB NINE HOUSING CAN BE POSITIONED UNDER THE CHASSIS. THIS PART, ALL CLEAR.

(MIKE)>> WATCH THE POWDER FREDDY.

(PAT)>> IT'LL BE ALL RIGHT.

(MIKE)>> JUST FOR RIGHT NOW LET'S SET IT IN MIDDLE BAR.

(PAT)>> MIGHT HAVE TO...

(MIKE)>> MIDDLE, MIDDLE? TOP, BOTTOM?

(PAT)>> YEP. THE BARS ATTACH TO THE HOUSING WITH MORE SPACERS AND HARDWARE FROM STREET ROD. IT'S JUST THAT EASY. IT'S LIKE A NEW GYM TECHNIQUE RIGHT HERE.

(MIKE)>> MOVING DOWN A LITTLE BIT, THERE YOU GO!

(PAT)>> THAT'S IT RIGHT THERE. THESE BEEFY AND WELL BUILT BRACKETS ARE FOR THE LOWER SHOCK MOUNTS. NEXT IS THE PAN HERD BAR, OR AS SOME CALL IT, THE TRACK BAR. ITS JOB IS TO PROVIDE LATERAL LOCATION FOR THE ENTIRE AXLE ASSEMBLY. BACK UP FRONT THE CUSTOM FABBED ENGINE MOUNTS ATTACH TO THE CHASSIS. THESE ARE FOR AN LS ENGINE AND ARE ADJUSTABLE. THE TRANS CROSS MEMBER IS ALSO FABBED. IT'S FULLY ADJUSTABLE, AND LIKE EVERYTHING ELSE, IT FITS ABSOLUTELY PERFECT.

(NARRATOR)>> COMING UP, MORE PERFORMANCE PIECES FOR THE CAMARO, AND WE'LL DRAW INSPIRATION FROM A GUY WHO REALLY KNOWS HOW TO DRAW.

(MIKE)>> WE'RE BACK AND FITTING UP THE FRONT SWAY BAR. THIS IS BUILT IN HOUSE AT STREET ROD AS WELL, AND IS HELD IN PLACE WITH URETHANE BUSHINGS. WE NEEDED SOME SPACERS MADE TO MOUNT THE REAR COIL OVERS. NO CALLS WERE MADE. JUST A QUICK CONVERSATION WITH PAT AND HE WAS MAKING THEM ON OUR MSC VECTRAX LATHE. HE'S CUTTING THEM OUT OF ALUMINUM BAR STOCK THAT WE GOT FROM METAL SUPERMARKET. THESE ARE THE FINISHED PRODUCT. THEY WILL SPACE THE TOP AND BOTTOM OF THE COIL OVERS EVENLY INSIDE THE BRACKETS. QAONE PROMO STAR DOUBLE ADJUSTABLE COIL OVERS ARE GOING ON. THESE HAVE INDEPENDENT REBOUND AND COMPRESSION ADJUSTMENTS. 18 ON EACH TO BE EXACT. EACH CLICK HAS BEEN CAREFULLY DEFINED TO PROVIDE THE IDEAL FORCE CURVE TO MAXIMIZE PERFORMANCE. CONSTRUCTED OF LIGHTWEIGHT ALUMINUM, THEY HAVE A THREE STEP SEALING SYSTEM AND ARE 100 PERCENT DYNO TESTED AND SERIALIZED.

(PAT)>> THE MOCK UP SPINDLES ARE REMOVED AND THE NEW WILWOOD PRO SPINDLES ARE INSTALLED. NOW THE FRONT COIL OVERS GO IN. THEY ARE THE SAME AS THE REAR, BUT USE A DIFFERENT SPRING RATE. THE REARS ARE 250 POUNDS, THE FRONTS ARE 550'S.

(MIKE)>> ARP STAINLESS HARDWARE WILL KEEP THEM ANCHORED. COMPOSITE PAPER GASKETS LIKE THIS ARE WELL KNOWN FOR WICKING FLUIDS FROM THE INSIDE OUT, DEVELOPING AN EXTERNAL LEAK. LUBE LOCKER DIFFERENTIAL GASKETS WILL ELIMINATE THAT THANKS TO THE ALUMINUM CORE AND THE OUTER SILICONE COATING. NOW THE SEALING SECRET ACTUALLY COMES FROM THE ELASTOMER BEADING THAT IS APPLIED TO THE GASKET FACE. THESE GASKETS INSTALL DRY. NO SILICONE IS REQUIRED. ANOTHER BENEFIT IS THEY ARE REUSABLE, AND NO CLEANING OF THE SURFACES WILL BE NEEDED.

(PAT)>> A TRIPLE THREAT CAR ARGUABLY TAKES MORE ABUSE THAN A DEDICATED DRAG OR CIRCLE TRACK CAR. NOT ONLY DOES IT HAVE TO TAKE THE HARD LAUNCHES ON A DRAG STRIP, BUT THE CONSTANT LOADING AND UNLOADING STRESSES OF A ROAD COURSE OR AUTOCROSS. NOW TO HANDLE ALL THAT POUNDING WE DECIDED TO GO WITH A STRANGE PRO SERIES NODULAR IRON NINE INCH FORD CASE. NOW THIS THING HAS A THREE-250 BORE THAT ACCEPTS 35 OR 40 SPLINE AXLES, HAS ADDITIONAL MASS FOR STRENGTH, CHROMOLY CAPS, AND IT'S MACHINED BY STRANGE RIGHT HERE IN THE USA. INSIDE IS AN EATON DETROIT LOCKER DIFFERENTIAL, AND TO STRIKE A BALANCE BETWEEN ACCELERATION OFF A CORNER OR DOWN A DRAG STRIP WE CHOSE A 4.11 GEAR RATIO.

A SERIOUSLY NICE UPGRADE FOR JUST ABOUT ANY VEHICLE WITH A TWO BARREL CARBURETOR IS HOLLEY'S NEW SNIPER EFI 2,300 SELF TUNING KIT. IT'S A BOLT ON REPLACEMENT AND SUPPORTS UP TO 350 HORSEPOWER WITH IT'S DUAL 100 POUND INJECTORS INSIDE. THE ECU IS MOUNTED DIRECTLY TO THE THROTTLE BODY, AND IT COMES WITH A THROTTLE POSITION SENSOR, IAC, AND INTERNAL FUEL PRESSURE REGULATOR, AND HOOK UP IS EASY WITH JUST FOUR WIRES. IT ALSO COMES WITH A COLOR TOUCH SCREEN FOR ADJUSTMENTS, A CLAMP ON OXYGEN SENSOR KIT, AND ALL THE NECESSARY HARDWARE AND WIRING TO COMPLETE THE JOB.

(MIKE)>> DESIGN ENGINEERING INC., OR DEI, IS THE LEADER IN AUTOMOTIVE HEAT PRODUCTS HANDS DOWN. THEY JUST SENT US SOME OF THEIR NEW RELEASED ITEMS TO FILL YOU IN ON. FIRST UP WE ALL KNOW THAT HEAT IS THE CULPRIT TO FAILED LS COIL PACKS. SO THEY DESIGNED THIS HEAT SHIELD THAT SITS ON TOP OF THE VALVE COVER TO PROTECT THE COIL PACKS FROM THE ENGINE HEAT. NEXT UP IS THE VAPOR BLOCK FUEL LINE SPLIT SLEEVE. THIS IS DESIGNED TO PREVENT VAPOR LOCK IN THE FUEL SYSTEM BY SIMPLY WRAPPING THIS AROUND THE LINES. FINALLY MY FAVORITE, EASY LOOM SPLIT LINE SLEEVE. THIS IS DESIGNED TO PROTECT ALL OF THE EXPOSED WIRES, HOSES, OR TUBES IN AN ENGINE BAY OR ANY OTHER PART OF THE VEHICLE. IT'S ABRASION RESISTANT AND HAS A MELTING POINT OF 500 DEGREES. TO FIND OUT MORE ON DEI'S PRODUCTS LOG ONTO DESIGN ENGINEERING DOT COM.

(PAT)>> WE'VE BEEN USING RACE GAS FUEL CONCENTRATE IN HERE FOR QUITE A WHILE. WHY, BECAUSE IT WORKS. FOR THOSE WHO AREN'T FAMILIAR, RACE GAS IS A FUEL CONCENTRATE THAT WHEN ADDED TO PUMP GAS RAISES THE OCTANE A FULL FOUR POINTS PER TWO OUNCES OF MIX. THAT MEANS YOU CAN TAKE 93 OCTANE PUMP GAS AND MIX IT UP TO 105, REPLACING THE NEED FOR DISTILLED RACE FUEL. A MIXING TABLE ON THE BACK LETS YOU TAILOR YOUR OCTANE TO WHAT YOU WANT, AND THE NICE THING IS YOU CAN MIX YOUR RACE GAS FOR YOUR BULLET ANYWHERE THAT THERE'S A GAS STATION. SO PICK UP SOME FOR YOUR RIDE TODAY.

(NARRATOR)>> UP NEXT, STRONG STOPPERS FOR OUR RACE CHASSIS.

(PAT)>> WHENEVER YOU'RE PLANNING A PROJECT, A RENDERING HELPS YOU GET A GOOD IDEA OF WHAT THE FINISHED VEHICLE IS GONNA LOOK LIKE. WHEN WE MENTIONED OUR SPLIT BUMPER CAMARO TO HIM, DANIEL MAFFET SKETCHED OUT A BRILLIANT DESIGN FOR OUR TRIPLE THREAT RACE CAR. RECENTLY HE STOPPED BY THE SHOP TO DISCUSS HIS CREATIVE PROCESS. SO DANIEL HOW DOES IT GET FROM A COUPLE OF GOOFBALLS GIVING YOU AN IDEA TO SOMETHING THAT COMES INTO EXACTLY WHAT WE HAD ACTUALLY PICTURED. YOU'RE KIND OF LIKE A FORENSIC ARTIST FOR CRIMES, ONLY YOU'RE DOING FOR SOMETHING BENEVOLENT LIKE A RENDERING FOR A CAR.

(DANIEL)>> SO WHEN SOMEONE BRINGS ME AN IDEA FOR A CAR, THEY BRING ME A BUNCH OF ELEMENTS AND I HAVE TO TAKE ALL THOSE PIECES OF THE PUZZLE AND PUT THEM TOGETHER IN A REALLY COHESIVE DESIGN. AND THEN YOU DO A LINE DRAWING, AND IF THE LINE DRAWING LOOKS GOOD THEN YOU MOVE THAT INTO BLOCK AND YOU DO COLORS, AND START ADDING SOME FEATURES IN THERE. IF YOU DON'T HAVE A COLOR SCHEME, YOU DO JUST A REAL SIMPLE LINE DRAWING, THROW A BUNCH OF COLOR SCHEMES DOWN AND COMPARE THEM. AND THEN ONCE YOU HAVE A DIRECTION THEN YOU MOVE INTO A FULL RENDER LIKE THIS WHERE IT'S A LITTLE MORE DETAILED.

(MIKE)>> WHAT'S THE USUAL TIME FRAME TO GET ONE ON PAPER LIKE THIS?

(DANIEL)>> SO ONCE YOU HAVE THE LINE DRAWING DONE AND ALL THE INS AND OUTS ARE PLANNED, IT TAKES ABOUT TWO, THREE HOURS TO DO A FULL RENDERING.

(PAT)>> NOW YOU WORK ON A FEW CARS YOURSELF. DO YOU HAVE ANYTHING IN PROCESS OF YOUR OWN?

(DANIEL)>> MY WIFE AND I HAVE A '66 CHEVELLE THAT WE'RE DOING FOR OURSELVES. IT'S AN INHERITED PIECE. IT WAS HER UNCLE'S. WE'RE REDOING AND WE'RE GONNA MAKE A NICE CRUISER OUT OF IT.

(PAT)>> WELL MAN YOU'VE DONE A GREAT JOB, AND NOW YOU'VE SET THE BAR EXTREMELY HIGH FOR US CAUSE NOW WE'RE GONNA TRY AND MAKE AS CLOSE AS WE CAN TO THIS RENDERING CAUSE WE LOVE IT SO MUCH. SO THANK YOU VERY MUCH, WE REALLY APPRECIATE IT.

(DANIEL)>> THANKS, I APPRECIATE THE OPPORTUNITY.

(MIKE)>> AND WITH DANIEL'S VISION TO INSPIRE US, WORK CONTINUES ON THE TRIPLE THREAT CAMARO'S CHASSIS. FIRST THE BACKING PLATES THAT HOUSE THE EMERGENCY BRAKES DROP ON TO THE REAR AXLE FLANGE, FOLLOWED BY THE AXLE SHAFTS. THESE ARE 35 SPLINED AND FITTED WITH A FORD BIG BEARING END.

(PAT)>> THERE WE GO.

(MIKE)>> THESE HIGH END TWO PIECE ROTORS CAME WITH THE FASTENERS ALREADY DRILLED TO RUN SAFETY WIRE. SO WE'RE TAKING ADVANTAGE OF THEM FOR AN EXTRA DEGREE OF SAFETY. ALTHOUGH A TIME CONSUMING OPERATION, THIS IS CHEAP INSURANCE AND PEACE OF MIND FOR A CAR OF THIS CALIBER. NOW A CENTERING RING GOES ON THE AXLE, AND THE 13 INCH ROTOR SLIDES ONTO IT. THE REAR CALIPER IS A FOUR PISTON DESIGN MADE OUT OF BILLET ALUMINUM. THE PADS GO IN NEXT AND ARE RETAINED WITH A SHAFT AND THROUGH BOLT ON THE TOP SIDE OF THE CALIPER.

(PAT)>> UP FRONT A BILLET CALIPER BRACKET ATTACHES TO THE PRO SPINDLE, AND THE FRONT ROTOR PACKED WITH BEARINGS CAN SLIDE ON. THE NEXT TIME YOU SEE THIS PROJECT WE'RE GETTING BACK ON THE ENGINE BUILD. MAKE SURE TO KEEP AN EYE OUT FOR IT. FOR MORE INFORMATION ON ANYTHING YOU'VE SEEN TODAY DROP BY POWERNATION TV DOT COM.

WHEN BUILDING ANY ENGINE ONE OF THE MOST IMPORTANT FACTORS TO CONSIDER IS COMPRESSION RATIO. NOW THE PARTS THAT YOU CHOSE FOR YOUR BUILD ARE DESIGNED TO ACHIEVE A SPECIFIC COMPRESSION RATIO BUT THAT IS TOTALLY DEPENDENT ON WHAT YOU'RE DOING. NOW SIMPLY PUT COMPRESSION RATIO IS THE MAXIMUM VOLUME OF THE CYLINDER DIVIDED BY THE MINIMUM VOLUME OF THE CYLINDER, OR ANOTHER WAY OF PUTTING IT, THE VOLUME OF THE CYLINDER AT BDC DIVIDED BY THE VOLUME OF THE CYLINDER AT TDC. AND WHAT MAKES COMPRESSION RATIO SO IMPORTANT? IT DIRECTLY EFFECTS THE POWER LEVEL AND OPERATING RANGE OF A GIVEN ENGINE APPLICATION. GENERALLY SPEAKING, THE HIGHER THE COMPRESSION RATIO OF THE ENGINE THE HIGHER THE POTENTIAL POWER OUTPUT. HIGHER OCTANE FUELS ARE REQUIRED FOR MOST HIGH COMPRESSION ENGINES TO ACHIEVE OPTIMUM POWER OUTPUT. STRICTLY SPEAKING STATIC COMPRESSION RATIO MEASURES VOLUME ONLY, NOT PRESSURE. THERE ARE HIGH COMPRESSION, LOW CYLINDER PRESSURE ENGINES THAT ARE DESIGNED PRIMARILY FOR FUEL EFFICIENCY AND NOT JUST OUT RIGHT POWER. IN OUR WORLD WE WANT TO GENERATE AS MUCH CYLINDER PRESSURE AS POSSIBLE TO INCREASE POWER. HIGHER STATIC COMPRESSION MAKES THIS EASIER TO ACHIEVE. ON THE OTHER END THERE ARE ACTUALLY LOW STATIC COMPRESSION BUT HIGH CYLINDER PRESSURE ENGINES THAT ALSO REQUIRE HIGH OCTANE FUEL, BUT THAT INVOLVES SOMETHING CALLED DYNAMIC COMPRESSION RATIO, AND THAT'S A TOPIC WE'LL GET INTO LATER ON IN DEPTH. THESE ENGINES ARE TYPICALLY PURPOSE BUILT RACE BULLETS THAT HAVE TO CONFORM TO A VERY SPECIFIC COMPRESSION RULES BUT STILL MAKE BIG POWER. THERE ARE FIVE VARIABLES THAT EFFECT COMPRESSION RATIO AND CHANGING ANY ONE OF THESE FACTORS WILL RAISE OR LOWER IT, AND WE'RE TALKING ABOUT VOLUME. THEY ARE, NUMBER ONE, THE SWEPT VOLUME OF THE CYLINDER. IF YOU CHANGE THE BORE OR STROKE OF A CYLINDER YOU WILL CHANGE THE VOLUME OF THAT CYLINDER, AND THEREFORE ITS COMPRESSION RATIO. NUMBER TWO, COMBUSTION CHAMBER SIZE. INCREASING IT WILL LOWER THE COMPRESSION RATIO AND DECREASING IT WILL RAISE THE COMPRESSION RATIO, ASSUMING THAT NO OTHER CHANGES HAVE BEEN MADE. NUMBER THREE, HEAD GASKET VOLUME, MEANING THE GASKET'S BORE SIZE AND THE GASKET'S THICKNESS. YOU MIGHT NOT REALIZE IT BUT THE VARIATIONS IN HEAD GASKET VOLUME CAN INCREASE OR DECREASE COMPRESSION RATIO BY OVER HALF A POINT. NUMBER FOUR, THE VOLUME OF THE CYLINDER AT TDC WITH NO OTHER COMPONENTS. IN MOST ENGINES THE PISTON STOPS JUST SHY OF BEING LEVEL WITH THE DECK OF THE ENGINE BLOCK. THIS SMALL VOLUME OF ADDITIONAL SPACE LOWERS THE STATIC COMPRESSION OF THE ENGINE SLIGHTLY. NUMBER FIVE, PISTON VOLUME. A DOME SHAPED PISTON TAKES AWAY VOLUME, INCREASING STATIC COMPRESSION. A DISH SHAPED PISTON ADDS VOLUME, THEREFORE DECREASING COMPRESSION. NOW THAT YOU'RE ARMED WITH ALL OF THIS INFORMATION, THE NEXT TIME YOU SEE US TALK ABOUT COMPRESSION WE'LL SHOW YOU HOW TO MEASURE FOR AND HOW TO COMPUTE IT.
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