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He's driving this Pontiac Grand AM into the pro stock record books and he's our special guest today.
Who is he? Stay where you are? You're about to find out
today on horsepower TV.
He's the winningest pro stock racer in N hr A history, Warren, the professor Johnson.
And he's our special guest in the shop. As we build a new 572 cube race engine, you can get in a crate
and the horsepower hauler heads home to North Carolina where the Mopar
mavens are showing them and racing them at this wild annual batch.
So hang on for horsepower TV.
Hi, welcome to a red hot edition of horse power TV. My partner Chuck still on vacation, but hey, wait till you see who's still in his big shoes today as we build up a new race engine
that you can actually buy in a box. Now, my special guest is a pro stock champion who's incredible drag racing career already spans three decades.
During his amazing career, Warren Johnson has qualified for every N hr A national event since the 1987 Gator nationals
in 1997. He became the first pro stalker to break that 200 mile an hour barrier.
He's earned six championships just in the past 10 years
and his national career of total wins adds up to more than anyone in the history of N hr A pro stock competition.
We're indeed happy to have Warren, the Professor Johnson here on the show. This
and Warren,
three decades of pro stock racing, I guess you've seen a lot of changes. Well, the one change that is probably first and foremost is, is these cars are getting so close together. You got 16 cars
and they're three and 4/100 of a second uh park
and everybody's got a good engine program. That's uh more and more competitive every second. Well, we've got the body style such as grand and that are getting slicker, the engine parts are getting a lot better and that result, these cars keep going quicker and faster every race but you keep winning.
Well, we keep trying to win. Ok.
Well, it's no secret to you that uh Warrens sponsors GM performance parts. That's not news, but here's something that is,
these are the components of their new 572 cubic inch high performance crate engine.
Now, we're talking nearly 700 horsepower right out of the box, 685 ft pounds of torque at 4500 RPM.
It's gonna be the most power ever put into a crate
and you're about to see how it all goes together.
Warren, what kind of racing application would this be good for? Well, this engine is actually ideally suited for a bracket racing super
super gas or actually any form of motor sport, uh requires consistent, reliable horsepower with a low maintenance level. Ok. Well, I guess
any good race motor starts with a good block.
This 572 starts with a gen six block that's got extra tall deck height, extra thick cylinder walls and a 4564. Now, these main caps with displayed in, they look pretty serious. Well, this is standard fair and pro stock. This is actually an excellent main cap.
Ok. Let's check out some more of the parts.
Ok. Professor, how about this rotating assembly here? Well, it all starts with this four and three a stroke forged 4340 steel crankshaft. Along with that, we use a 4340 steel forge and shot beamed
H beam style connecting rod with full floating wrist pins.
The pistons consist of a 12 to 1 forged aluminum piston and it's all sealed with this plasma moley ring package. Wow, a lot of forging there.
Good parts.
Now, there's a milder version of this 572 that uses a hard hydraulic cabin. Well, its compression is about 9.5 to 1. But for racing, we gotta have this more aggressive solid roller with over 700,000 slit.
And since you are the guest, uh you wanna do the honors
No, I think you need to practice.
Oh, yeah.
After looping up the cab shaft, we carefully slide it into place.
And after removing the main caps, we can install the main bearings
and loop them up as well.
Finally, should we lower this arm into place now? I think we're ready.
Ok.
Ok, Warren, you got the mains all torn down now,
looks like you're all set up to check the inlay. Is that something you have to do every time? Well, you have to do that on every engine you really build because what we're doing is locating the crank shaft in the block with this uh thrust flange bearing.
What we try to do is repeat the reading that we have with one half of the bearing shell
within two thousands with both bearing shells. That way we've got, we're utilizing all of the thrust flange uh surface. Ok. Got your gauge all set up. What you got here
looks like we got about eight thousands right now. Ok.
So our target is gonna be somewhere is between six and 8000. Ok. This goes back on right.
I think we got it. I think we'll, we'll talk it on one more time
and check it and see where we're at. Ok.
7.5 1000 is right in our target zone.
Excellent, great. Well, in the unlikely event, the numbers didn't match what would be the problem. Well, there's a multitude of machining errors that can be incurred. There's some errors with bearings that I've seen.
So you'd have to establish exactly where the source of the problem is before you can correct it, then you can correct it. Ok. Well, you'll hang some rods. I think we're ready.
Ok, Warren, let's talk about lubrication for a minute.
I know it's really important with connecting rods. But does it matter that much? What kind you use?
Well, it's in, uh, been my experience that every fastener manufacturer has a specific lubrication lubrication requirement.
And in this case, the manufacturer recommended 30 weight, uh, motor oil as a lubricant instead of torquing these rod bolts. What we're gonna do
is use a stretch method
which
pre loads this shank of the bolt uniformly. So we have the same clamping load on all the fasteners.
This case, it was 5.2 to 5 point 6/1000 of stretch here. We've got zero on the gauge.
Now we'll tighten this
bolt
and see if we can achieve that.
There you go.
There we are 5.5 1000 right on the money, right on the money. Ok. Well, I guess now we can get that chain on
after you line up the dots on the sprockets, install the chain and torque the boats to 25 ft pounds,
then install the cover.
Ok. Well, the final phase of the bottom end build up on our 572 race engine is, well, the oil pan and of course, oil pump
which warns already got installed along with that screen that's gonna help out a lot, isn't it? Well, this is a particular engine is a wet sump oil system on it. So anything you can do to help separate the air and oil will help this particular screen
it screened here, lured over here. It's definite uh requirement.
The other thing I recommend is a little d
silicone and tim and cover rear main cap area
and don't forget the oil pump, dry shaft.
Oh, yeah. Right here. You've never put an engine together. Forgotten that. Have you?
Let's not talk about that.
Ok.
Well, we'll talk about the fact that we'll get on the top end right after the break. Stay with us.
There you go. You've never done that. Have you
the horsepower hauler heads home later in the show and for a duel of the duly
at
the Piedmont Low
Bar Festival.
All right, Professor. Are you ready to get back to work? Well, I might as well. Ok. Welcome back to the shop as my special guest, Warren Johnson. And I
continue putting together what you can now get in a crate. The new GM performance parts. 572 race engine. Oh, you better look busy. The boss is here.
What you meet somebody?
Hey,
Joe, hoping you could make it. I'm glad to be here. Hey, what do you think about my uh guest co-host, man? There's only one man. The professor, he knows how to build them and he knows how to win with them. Well, he's got a good sponsor here. Uh, you guys really seem to be stepping it up in your involvement in the high performance and racing, what's going on. Well, as, you know, we're pretty actively involved today in N hr A and I hr, a
sportsman pro stock
track and we're even looking to get into, uh,
the four cylinder subcompact market. Wow. So you're really stepping it up. Absolutely. More goodies down the line for the US enthusiast then.
Yes, I think you'll see our basket of offering coming down the road from GM performance parts to really be the kinds of things the enthusiasts are looking for. Hey, I can't wait now. I know you gotta go, but we'd love to put you to work here. No, no, no, I'll leave that to you and the professor. Ok. Come back any time.
Pleasure to be here, Joe, thanks.
Ok. Now that's out of the way. WJ, we get back to work. What do we have in the way of heads and valve training for this thing? Well, these aluminum heads feature large rectangular intake ports, dual valves brings 230 pounds of seat pressure, a two inch, 250 intake valve, a one inch 880 diameter exhaust valve. Along with that, we've got lightweight roller lifters,
a one piece, three, a push rod
and aluminum roller rod.
Ok. Nice pieces. You know, some guys might have a tendency to go out and maybe get another cam shaft more lift, whatever, even polish up the heads. But you don't have to, with the set up, do you?
No, this is a match Cyder head valve train combination.
Any changes
would probably compromise the power output in the range that is designed to operate. You don't wanna do that. I'll tell you what, let's get back to work. I got the gaskets. You get the heads. Yeah, you get the light parts.
Yeah,
the head gaskets that come with this crate motor decided to use as is, but some engine builders like to add an extra bit of sealant
just for peace of mind. Right. Professor, everybody's got their own particular method
but this uh particular block features blind head bolt holes, which means we have no concern about coolant loss. Also
proper lubrication. Again, an IC in this particular case,
proper torque sequence
and torque required. All right, let's put one on here
when it comes to roller lifters. Here's an important tip, soak them in motor oil for approximately 15 minutes before installation. That way, all the internal bearings are lubricated on the initial start up.
Next, we'll install a push rod. But before we actually install them, we'll lubricate the tips.
Here's an important tip when installing the rocker arms,
make sure the flat of the fulcrum is up against the adjuster nut when you install the rocker on the stud. Good advice there, Warren.
Now, we all know that this uh crate engine is gonna come from the factory with the valves already lashed. But uh when's a good time to recheck them
in our particular case, we uh recheck valve lash after the initial run in of the engine on
dyno, approximately 15 minutes. Ok. Now, not saying you guys lash the valves out there in the pits and you always bump the motor over. This is probably a first time in a long time. You've done one on the stand. How are you doing this? We roll this particular cylinder that we're adjusting up to top dead center, make sure the cam is on the base circle,
adjust the valves,
so I'll just do it. Ok.
Ok. Valve train geometry. Now that's gotta be real critical in a race engine of any kind. What's your take on it? Professor? Well, basically for minimum valve train wear maximum performance,
the roller tip on the rocker arm should be in the center line of the valve stem at maximum valve lift and that can be adjusted through push rod length. Good deal
for induction. The race version of the 572 uses this aluminum tall deck, single plane manifold and got her gaskets in place so I can
bolt on all the development work was done with this 1100 CFM 4500 style carburetor.
Ok. Professor got any boats over there we're ready. To go. Let's do it.
I'll tell you what Warren, these aluminum Chevy orange valve covers look good on this thing.
One thing I highly recommend is priming the oil system before installing the distributor, you can use a commercially available drive like this
or just fabricate one out of an old distributor.
Yeah, it feels like we got a little oil pressure. I think we're fine.
That milder, more treatable version we keep referring to uses an HE I distributor. But for this race engine, well, it requires a high output ignition with an adjustable collar for that extra tall deck height.
All right. There it is all buttoned up and just about ready for some race fuel. Man. I can't thank you enough for coming by today.
Now, once you get one of these from your GM performance parts distributor, of course, it'll come in a crate already assembled. But, uh, hope you learn some good engine building tips today from the professor. In fact, I got a great idea. You teach Chuck how to drive one of these race cars and just join me every weekend.
That's not a great idea. I'd just rather be racing.
Well, ok, I don't blame you. Stay tuned. There's more horsepower ahead.
Eight mile race is really where it's at
the eight mile race and the driver has to be better and equipment has to be good because
the other end of the racetrack didnt see there's no room for mistake.
A two for some part eight mile madness would come back.
Hey, welcome back to the shop. You're just in time to join me as we hit the road in this Dodge Dooley here.
In fact,
you might call this the last hurrah for our horsepower hauler.
You see, it's time to take her back home.
We've had this deal on special loan for almost a year now and while we head to North Carolina,
well, here's a quick look at the modifications we made during this visit.
We started this project by adding a new power module.
Then we bolted up a rapid flow exhaust system
that followed by a bully dog propane injection kit. And the result from 100 96 to 428 horsepower at the rear wheels, that's a gain of 232.
Later, we gave it an adjustable altitude and attitude with an air ride suspension set up.
Finally, it was off to the PPG paint shop to make a graphic statement on the hauler that makes her stand out in any crowd.
Ok. End of the line.
Hey there, Ken.
Hey Joe, how you doing? Good man. I'm gonna miss your
truck but uh she's all yours. Now, what do you think of it? It looks really good. Yeah, great job. Listen, be careful. Got a lot of horsepower here,
Joe. Hanging around this weekend. We're gonna have a good time with this truck with this truck. Yes, sir.
We can do that.
This just happens to be the weekend of the annual Piedmont Mopar
Fun Run
one of the year's top Mopar events here in the Southeast.
Once a year, the Dodges Plymouth and Even Neons get together to show off and face off and
believe me, if it's not a Mopar,
it better be no car.
45 television.
Ok. I'm gonna burn the mo part there.
Thank you. Thank you very much.
Yeah. Well, the real Elvis couldn't have put it better
with Mopar models from several decades competing for prizes and stock and modified classes.
And while competition was heavy in most of them, best of show went to this
Hemuda proudly owned by Mike Gavalla
of Georgia.
It's a 1970 black beauty that was entered in the E body modified class.
Meanwhile, just about every kind of
bear
powered racer was doing it out on the track
and some were all over the track.
Eight mile racing is really where it's at
the eight mile race and the driver has to be better and equipment has to be good because
the other end of the racetrack. See there's no room for mistakes. Steve and Sheila
Ban Love heads up eight mile outlaw racing
and they've got the perfect platform and their supercharged hemi
Kuda.
I like to come out here and
not know my competition
drive up to the line and then just
see what's gonna happen. Who gets there first,
Steve handles the wrenching while Sheila handles the wheel,
an arrangement that was worked out over eight years ago. So, are you the better driver?
I think so.
She's quicker off the tree. She does a better job actually handling the car down the track. She's a better driver tonight.
It takes a big man to admit that, doesn't it?
I don't know about that.
She's 100 and 20 pounds lighter too.
Well, Todd here who Sheila's match race opponent today has a ka
of his own. And this one's a small block 390 with one stage of ni
I plan on that runner. That's for sure. Yeah. What's it gonna take to beat her?
I would say five fifties.
Yeah. Yeah. Five fifties, five forties.
I would say
they got a lot of power over there. Oh, yeah.
Yeah, we got a little bit too.
Unfortunately, Sheila's Kuda broke while trying to launch.
In fact, this expression says it all
and Todd's small block blast its way to an easy win.
Finally, the event we were all waiting for the duel of the dueling
our dodge versus a Ford 350.
And as the bulb goes green, the hauler driven by Laura Jensen wins handily leaving that blue oval behind in just over 10 seconds.
Woman, baby.
Well, time to pack up the victorious warrior home for a job of what else hauling other
motors.
So long old buddy,
horsepower TV S hot parts is brought to you by Wyotech,
the nation's premier technical training school.
We hope all you car guys like hot parts
but too much heat. Well, that's the major cause of failure in your transmission, bad weather, towing, stop and go traffic. These are all major causes of tranny burnout.
This trans oil cooler though, from Hayden keeps your fluid up to 70 degrees cooler. So it does the job. It's intended to do, protect your transmission.
Now, it comes in a kit that includes these quick connect couplers and installs in about 30 minutes. So it could be a pretty cool way to help your tranny beat the heat
offer about 80 bucks in cold hard cash.
Now, if the transmission in your race car or street rides an automatic. Well, here's a way to rob the competition when it comes to your shifter,
it's B and M's hardcore street Bandit shifter and it starts with a seven pound block of building aluminum that's CNC machine and polished to a clear
anodized
finish. Now, it features a neutral safety switch back up, light switch and of course, all the hardware you need to install it. Speaking of which installs easily using this unique mounting system. Now, what's the hold up? Well, you can get one of these bandits from jags for under 350.
Shifting our attention now to next week's horsepower TV. Here's a look,
I just, I just think a good crowd and drag race. All I need.
His name is George Ray and he's a cult hero of American grassroots racing.
You'll discover how a visit to his wildcat drag strip in Arkansas is to launch back into time. It's like, it's like an icon. You know,
if you say that anywhere in the Dadgum country, you say at Memphis or Little Rock or, or Dyersburg or any of these other tracks.
Let's go to Georgia's this weekend. They know where you're talking about. You don't even have to say Georgia in
Pergo, Arkansas is, let's go to Georgia.
It's a wild, memorable afternoon at the last Heads Up Wildcat Strip in the country
for information about the products used in today's show and more. Check us out online at Horsepower tv.com
Horsepower TV is an RTM production.
Show Full Transcript
Who is he? Stay where you are? You're about to find out
today on horsepower TV.
He's the winningest pro stock racer in N hr A history, Warren, the professor Johnson.
And he's our special guest in the shop. As we build a new 572 cube race engine, you can get in a crate
and the horsepower hauler heads home to North Carolina where the Mopar
mavens are showing them and racing them at this wild annual batch.
So hang on for horsepower TV.
Hi, welcome to a red hot edition of horse power TV. My partner Chuck still on vacation, but hey, wait till you see who's still in his big shoes today as we build up a new race engine
that you can actually buy in a box. Now, my special guest is a pro stock champion who's incredible drag racing career already spans three decades.
During his amazing career, Warren Johnson has qualified for every N hr A national event since the 1987 Gator nationals
in 1997. He became the first pro stalker to break that 200 mile an hour barrier.
He's earned six championships just in the past 10 years
and his national career of total wins adds up to more than anyone in the history of N hr A pro stock competition.
We're indeed happy to have Warren, the Professor Johnson here on the show. This
and Warren,
three decades of pro stock racing, I guess you've seen a lot of changes. Well, the one change that is probably first and foremost is, is these cars are getting so close together. You got 16 cars
and they're three and 4/100 of a second uh park
and everybody's got a good engine program. That's uh more and more competitive every second. Well, we've got the body style such as grand and that are getting slicker, the engine parts are getting a lot better and that result, these cars keep going quicker and faster every race but you keep winning.
Well, we keep trying to win. Ok.
Well, it's no secret to you that uh Warrens sponsors GM performance parts. That's not news, but here's something that is,
these are the components of their new 572 cubic inch high performance crate engine.
Now, we're talking nearly 700 horsepower right out of the box, 685 ft pounds of torque at 4500 RPM.
It's gonna be the most power ever put into a crate
and you're about to see how it all goes together.
Warren, what kind of racing application would this be good for? Well, this engine is actually ideally suited for a bracket racing super
super gas or actually any form of motor sport, uh requires consistent, reliable horsepower with a low maintenance level. Ok. Well, I guess
any good race motor starts with a good block.
This 572 starts with a gen six block that's got extra tall deck height, extra thick cylinder walls and a 4564. Now, these main caps with displayed in, they look pretty serious. Well, this is standard fair and pro stock. This is actually an excellent main cap.
Ok. Let's check out some more of the parts.
Ok. Professor, how about this rotating assembly here? Well, it all starts with this four and three a stroke forged 4340 steel crankshaft. Along with that, we use a 4340 steel forge and shot beamed
H beam style connecting rod with full floating wrist pins.
The pistons consist of a 12 to 1 forged aluminum piston and it's all sealed with this plasma moley ring package. Wow, a lot of forging there.
Good parts.
Now, there's a milder version of this 572 that uses a hard hydraulic cabin. Well, its compression is about 9.5 to 1. But for racing, we gotta have this more aggressive solid roller with over 700,000 slit.
And since you are the guest, uh you wanna do the honors
No, I think you need to practice.
Oh, yeah.
After looping up the cab shaft, we carefully slide it into place.
And after removing the main caps, we can install the main bearings
and loop them up as well.
Finally, should we lower this arm into place now? I think we're ready.
Ok.
Ok, Warren, you got the mains all torn down now,
looks like you're all set up to check the inlay. Is that something you have to do every time? Well, you have to do that on every engine you really build because what we're doing is locating the crank shaft in the block with this uh thrust flange bearing.
What we try to do is repeat the reading that we have with one half of the bearing shell
within two thousands with both bearing shells. That way we've got, we're utilizing all of the thrust flange uh surface. Ok. Got your gauge all set up. What you got here
looks like we got about eight thousands right now. Ok.
So our target is gonna be somewhere is between six and 8000. Ok. This goes back on right.
I think we got it. I think we'll, we'll talk it on one more time
and check it and see where we're at. Ok.
7.5 1000 is right in our target zone.
Excellent, great. Well, in the unlikely event, the numbers didn't match what would be the problem. Well, there's a multitude of machining errors that can be incurred. There's some errors with bearings that I've seen.
So you'd have to establish exactly where the source of the problem is before you can correct it, then you can correct it. Ok. Well, you'll hang some rods. I think we're ready.
Ok, Warren, let's talk about lubrication for a minute.
I know it's really important with connecting rods. But does it matter that much? What kind you use?
Well, it's in, uh, been my experience that every fastener manufacturer has a specific lubrication lubrication requirement.
And in this case, the manufacturer recommended 30 weight, uh, motor oil as a lubricant instead of torquing these rod bolts. What we're gonna do
is use a stretch method
which
pre loads this shank of the bolt uniformly. So we have the same clamping load on all the fasteners.
This case, it was 5.2 to 5 point 6/1000 of stretch here. We've got zero on the gauge.
Now we'll tighten this
bolt
and see if we can achieve that.
There you go.
There we are 5.5 1000 right on the money, right on the money. Ok. Well, I guess now we can get that chain on
after you line up the dots on the sprockets, install the chain and torque the boats to 25 ft pounds,
then install the cover.
Ok. Well, the final phase of the bottom end build up on our 572 race engine is, well, the oil pan and of course, oil pump
which warns already got installed along with that screen that's gonna help out a lot, isn't it? Well, this is a particular engine is a wet sump oil system on it. So anything you can do to help separate the air and oil will help this particular screen
it screened here, lured over here. It's definite uh requirement.
The other thing I recommend is a little d
silicone and tim and cover rear main cap area
and don't forget the oil pump, dry shaft.
Oh, yeah. Right here. You've never put an engine together. Forgotten that. Have you?
Let's not talk about that.
Ok.
Well, we'll talk about the fact that we'll get on the top end right after the break. Stay with us.
There you go. You've never done that. Have you
the horsepower hauler heads home later in the show and for a duel of the duly
at
the Piedmont Low
Bar Festival.
All right, Professor. Are you ready to get back to work? Well, I might as well. Ok. Welcome back to the shop as my special guest, Warren Johnson. And I
continue putting together what you can now get in a crate. The new GM performance parts. 572 race engine. Oh, you better look busy. The boss is here.
What you meet somebody?
Hey,
Joe, hoping you could make it. I'm glad to be here. Hey, what do you think about my uh guest co-host, man? There's only one man. The professor, he knows how to build them and he knows how to win with them. Well, he's got a good sponsor here. Uh, you guys really seem to be stepping it up in your involvement in the high performance and racing, what's going on. Well, as, you know, we're pretty actively involved today in N hr A and I hr, a
sportsman pro stock
track and we're even looking to get into, uh,
the four cylinder subcompact market. Wow. So you're really stepping it up. Absolutely. More goodies down the line for the US enthusiast then.
Yes, I think you'll see our basket of offering coming down the road from GM performance parts to really be the kinds of things the enthusiasts are looking for. Hey, I can't wait now. I know you gotta go, but we'd love to put you to work here. No, no, no, I'll leave that to you and the professor. Ok. Come back any time.
Pleasure to be here, Joe, thanks.
Ok. Now that's out of the way. WJ, we get back to work. What do we have in the way of heads and valve training for this thing? Well, these aluminum heads feature large rectangular intake ports, dual valves brings 230 pounds of seat pressure, a two inch, 250 intake valve, a one inch 880 diameter exhaust valve. Along with that, we've got lightweight roller lifters,
a one piece, three, a push rod
and aluminum roller rod.
Ok. Nice pieces. You know, some guys might have a tendency to go out and maybe get another cam shaft more lift, whatever, even polish up the heads. But you don't have to, with the set up, do you?
No, this is a match Cyder head valve train combination.
Any changes
would probably compromise the power output in the range that is designed to operate. You don't wanna do that. I'll tell you what, let's get back to work. I got the gaskets. You get the heads. Yeah, you get the light parts.
Yeah,
the head gaskets that come with this crate motor decided to use as is, but some engine builders like to add an extra bit of sealant
just for peace of mind. Right. Professor, everybody's got their own particular method
but this uh particular block features blind head bolt holes, which means we have no concern about coolant loss. Also
proper lubrication. Again, an IC in this particular case,
proper torque sequence
and torque required. All right, let's put one on here
when it comes to roller lifters. Here's an important tip, soak them in motor oil for approximately 15 minutes before installation. That way, all the internal bearings are lubricated on the initial start up.
Next, we'll install a push rod. But before we actually install them, we'll lubricate the tips.
Here's an important tip when installing the rocker arms,
make sure the flat of the fulcrum is up against the adjuster nut when you install the rocker on the stud. Good advice there, Warren.
Now, we all know that this uh crate engine is gonna come from the factory with the valves already lashed. But uh when's a good time to recheck them
in our particular case, we uh recheck valve lash after the initial run in of the engine on
dyno, approximately 15 minutes. Ok. Now, not saying you guys lash the valves out there in the pits and you always bump the motor over. This is probably a first time in a long time. You've done one on the stand. How are you doing this? We roll this particular cylinder that we're adjusting up to top dead center, make sure the cam is on the base circle,
adjust the valves,
so I'll just do it. Ok.
Ok. Valve train geometry. Now that's gotta be real critical in a race engine of any kind. What's your take on it? Professor? Well, basically for minimum valve train wear maximum performance,
the roller tip on the rocker arm should be in the center line of the valve stem at maximum valve lift and that can be adjusted through push rod length. Good deal
for induction. The race version of the 572 uses this aluminum tall deck, single plane manifold and got her gaskets in place so I can
bolt on all the development work was done with this 1100 CFM 4500 style carburetor.
Ok. Professor got any boats over there we're ready. To go. Let's do it.
I'll tell you what Warren, these aluminum Chevy orange valve covers look good on this thing.
One thing I highly recommend is priming the oil system before installing the distributor, you can use a commercially available drive like this
or just fabricate one out of an old distributor.
Yeah, it feels like we got a little oil pressure. I think we're fine.
That milder, more treatable version we keep referring to uses an HE I distributor. But for this race engine, well, it requires a high output ignition with an adjustable collar for that extra tall deck height.
All right. There it is all buttoned up and just about ready for some race fuel. Man. I can't thank you enough for coming by today.
Now, once you get one of these from your GM performance parts distributor, of course, it'll come in a crate already assembled. But, uh, hope you learn some good engine building tips today from the professor. In fact, I got a great idea. You teach Chuck how to drive one of these race cars and just join me every weekend.
That's not a great idea. I'd just rather be racing.
Well, ok, I don't blame you. Stay tuned. There's more horsepower ahead.
Eight mile race is really where it's at
the eight mile race and the driver has to be better and equipment has to be good because
the other end of the racetrack didnt see there's no room for mistake.
A two for some part eight mile madness would come back.
Hey, welcome back to the shop. You're just in time to join me as we hit the road in this Dodge Dooley here.
In fact,
you might call this the last hurrah for our horsepower hauler.
You see, it's time to take her back home.
We've had this deal on special loan for almost a year now and while we head to North Carolina,
well, here's a quick look at the modifications we made during this visit.
We started this project by adding a new power module.
Then we bolted up a rapid flow exhaust system
that followed by a bully dog propane injection kit. And the result from 100 96 to 428 horsepower at the rear wheels, that's a gain of 232.
Later, we gave it an adjustable altitude and attitude with an air ride suspension set up.
Finally, it was off to the PPG paint shop to make a graphic statement on the hauler that makes her stand out in any crowd.
Ok. End of the line.
Hey there, Ken.
Hey Joe, how you doing? Good man. I'm gonna miss your
truck but uh she's all yours. Now, what do you think of it? It looks really good. Yeah, great job. Listen, be careful. Got a lot of horsepower here,
Joe. Hanging around this weekend. We're gonna have a good time with this truck with this truck. Yes, sir.
We can do that.
This just happens to be the weekend of the annual Piedmont Mopar
Fun Run
one of the year's top Mopar events here in the Southeast.
Once a year, the Dodges Plymouth and Even Neons get together to show off and face off and
believe me, if it's not a Mopar,
it better be no car.
45 television.
Ok. I'm gonna burn the mo part there.
Thank you. Thank you very much.
Yeah. Well, the real Elvis couldn't have put it better
with Mopar models from several decades competing for prizes and stock and modified classes.
And while competition was heavy in most of them, best of show went to this
Hemuda proudly owned by Mike Gavalla
of Georgia.
It's a 1970 black beauty that was entered in the E body modified class.
Meanwhile, just about every kind of
bear
powered racer was doing it out on the track
and some were all over the track.
Eight mile racing is really where it's at
the eight mile race and the driver has to be better and equipment has to be good because
the other end of the racetrack. See there's no room for mistakes. Steve and Sheila
Ban Love heads up eight mile outlaw racing
and they've got the perfect platform and their supercharged hemi
Kuda.
I like to come out here and
not know my competition
drive up to the line and then just
see what's gonna happen. Who gets there first,
Steve handles the wrenching while Sheila handles the wheel,
an arrangement that was worked out over eight years ago. So, are you the better driver?
I think so.
She's quicker off the tree. She does a better job actually handling the car down the track. She's a better driver tonight.
It takes a big man to admit that, doesn't it?
I don't know about that.
She's 100 and 20 pounds lighter too.
Well, Todd here who Sheila's match race opponent today has a ka
of his own. And this one's a small block 390 with one stage of ni
I plan on that runner. That's for sure. Yeah. What's it gonna take to beat her?
I would say five fifties.
Yeah. Yeah. Five fifties, five forties.
I would say
they got a lot of power over there. Oh, yeah.
Yeah, we got a little bit too.
Unfortunately, Sheila's Kuda broke while trying to launch.
In fact, this expression says it all
and Todd's small block blast its way to an easy win.
Finally, the event we were all waiting for the duel of the dueling
our dodge versus a Ford 350.
And as the bulb goes green, the hauler driven by Laura Jensen wins handily leaving that blue oval behind in just over 10 seconds.
Woman, baby.
Well, time to pack up the victorious warrior home for a job of what else hauling other
motors.
So long old buddy,
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Shifting our attention now to next week's horsepower TV. Here's a look,
I just, I just think a good crowd and drag race. All I need.
His name is George Ray and he's a cult hero of American grassroots racing.
You'll discover how a visit to his wildcat drag strip in Arkansas is to launch back into time. It's like, it's like an icon. You know,
if you say that anywhere in the Dadgum country, you say at Memphis or Little Rock or, or Dyersburg or any of these other tracks.
Let's go to Georgia's this weekend. They know where you're talking about. You don't even have to say Georgia in
Pergo, Arkansas is, let's go to Georgia.
It's a wild, memorable afternoon at the last Heads Up Wildcat Strip in the country
for information about the products used in today's show and more. Check us out online at Horsepower tv.com
Horsepower TV is an RTM production.