HorsePower Builds

Parts Used In This Episode

ARP
Cylinder Head Bolts, Pro Series 12-Point, Oldsmobile, 350, 400, 403, 425, 455, Stock, Edelbrock RPM Heads, Kit
ARP
Main Studs, 2-Bolt Main, Oldsmobile, 350, Set
ARP
Rocker Arm Studs, Pro Series, 7/16-20 in. Thread, 1.90 in. Effective Stud Length
Canton Racing Products
Fuel Pump Block-Off Plate, Aluminum, Black, Cadillac, Oldsmobile, V8, Each
Comp Cams
Guideplates, Flat, 5/16 in. Pushrod Size, Oldsmobile, 350-455, Set of 8
Crane Cams
Camshaft, Hydraulic Roller Tappet, Advertised Duration 284/292, Lift .542/.563, Oldsmobile, V8, Each
Crane Cams
Lifters, Hydraulic Roller, Vertical Link Bar, Oldsmobile, Pontiac, Set of 16
Dupli-Color
Paint, Engine, Enamel with Ceramic Resin, Gloss, Gold, 12 oz., Aerosol, Each
Eagle Racing Engines
Connecting Rods, SIR 5140 I-Beam, Bushed, Chevy, Small Block, Set of 8
Edelbrock
Carburetor, Thunder AVS, 800 cfm, Square Bore, Manual Choke, 4-Barrel, Air Valve, Single Inlet, Silver, Each
Edelbrock
Cylinder Head, Performer RPM, Aluminum, Assembled, 77cc Chamber, 188cc Intake Runner, Oldsmobile, 350-455
Edelbrock
Head Gaskets, Oldsmobile V8, 400/425/455, Pair
Edelbrock
Intake Manifold Gasket; Port 1.44x2.44 in.; 0.060 in. Thickness
Edelbrock
Intake Manifold, Performer RPM, Dual Plane, Aluminum, Natural, Square/Spread Bore, Oldsmobile, 307/330/350/403
Edelbrock
Intake Manifold, Victor, Single Plane, Aluminum, Natural, Square Bore, Oldsmobile, 350/403, Each
Edelbrock
Timing Chain Set, Performer-Link True-Rolling, Timing Chain Only
Edelbrock
Valve Covers, Signature Series, Stock Height, Steel, Chrome, Edelbrock Logo, Oldsmobile, V8, Pair
Federal-Mogul Corporation
Fel-Pro Gaskets, Full Set, Oldsmobile, 330, 350, 400, 425, 455, Set
Hooker Headers
Headers, Competition, Full-Length, Steel, Black Ceramic Coated, Pontiac, with Oldsmobile 260-403, Pair
Hypertech
Computer Programmer, Max Energy, Ford, Lincoln, Mercury, Passenger Car, SUV, Truck, Each
King Engine Bearings
Main Bearings, AM-Series, Full Groove, .020 in. Undersize, Bi Metal, Oldsmobile, 260, 307, 330, 350, 403
Loctite
Sealant, RTV, Silicone, Clear, 80 ml, Each
Melling
Oil Pump, High-Volume, Oldsmobile, V8, Each
Milodon
Water Pump, Mechanical, High-Volume, Aluminum, Natural, Oldsmobile, 260-455, Each
Probe Industires
Pistons, Forged Flat, 4.087 in. Bore, Oldsmobile, Set of 8
Royal Purple
Motor Oil, Break-in, Mineral, 10W30, Quart, Each
Royal Purple
Oil Filter, Extended Life, Canister, 13/16 in.-16 Thread, Each
Stage 8 Locking Fasteners
Header Fasteners, Bolts, Locking, Double Hex Head, Stainless Steel, Natural, GM, Chrysler, AMC, V8, Set of 12
Summit Racing
Oil Pan, Steel, Gold Zinc, 5 qt., Oldsmobile, V8, Each
Crane Cams
Rocker Arms, 7/16 in. Stud Mount, 1.6 Ratio, Aluminum, Full Roller, Oldsmobile, 260-455, Set of 16
Huntsville Engine and Performance
Huntsville Engine and Performance Center has been building custom racing engines for nearly two decades, specializing in high horsepower drag racing applications since 1986
Pro-Race Performance Products
Pro Race Harmonic Balancer, Oldsmobile V8 350-403-455, External Balance, 6.61" Diameter
Unleashed Custom Machining
Oldsmbile Adjustable Timing Pointer (Clear)

Episode Transcript

(ANNOUNCER)>> TODAY HORSEPOWER DISCOVERS THE POWER SECRETS OF THE OTHER ENGINE FROM OLDSMOBILE. IT'S THE 350, A SMALL BLOCK ROCKET FOR A SMALL SIZE POCKET BOOK.

( commercial - music )>> COME AWAY WITH ME LUCILLE IN MY MERRY OLDSMOBILE.

(JOE)>> AN ORIGINAL MUSCLE CAR, WELL SOME PURIST SAY SO. IT WAS THE FIRST MID SIZE CAR TO GET A POWERFUL VEIGHT ENGINE FOR THE TIME, THE ROCKET 88.

FLASH FORWARD TO THE LATE '60'S WHEN THE ROCKET 350 WAS LAUNCHED, POWERING MUSCLE CARS OF THE DAY, WELL LIKE THE

CUTLASS, BACK WHEN THEY WERE RATED AT 325 HORSEPOWER.

THE GUYS IN MUSCLE CAR BOUGHT A '71 CUTLASS THAT HAD A 350, BUT IT WAS DESTINED FOR REPLACEMENT. ONE MAN'S TRASH IS ANOTHER MAN'S TREASURE. WE'VE NEVER BUILT AN OLDS 350 IN HERE BEFORE, AND A LOT OF THE EXPERTS TELL US THERE'S A LOT OF POTENTIAL FOR POWER IN THOSE LITTLE GUYS. EXPERTS LIKE THE LATE JOE MONDELLO, WHO HELPED US BUILD THIS 455 A FEW YEARS BACK. NOW WE PLAN TO USE SOME OF THE BIG BLOCK THEORY TO BUILD US A STOUT YET AFFORDABLE 350. AFTER TEAR DOWN WE TURNED THE 350 OVER TO HUNTSVILLE ENGINE

FOR BASIC BLOCK MACHINE WORK AS WELL AS SOME CUSTOM WORK TO THE ROTATING ASSEMBLY. OUR HOMEWORK REVEALS THIS IS A '72 TO '76 BLOCK, WHICH HAS BEEN PREVIOUSLY BORED AND HONED 30 OVER. BUT WITH A LITTLE RUN TIME ON IT IT'S A GOOD CANDIDATE. AND AS YOU'RE ABOUT TO SEE, A LOT OF PARTS ARE INTERCHANGEABLE, LIKE THE CAM SHAFT. WE'RE REPLACING THE ORIGINAL FLAT TAPPET WITH A NEW HYDRAULIC ROLLER FROM CRANE, WHICH ALSO FITS THE 455. INTAKE AT 50 THOUSANDTHS IS 222, EXHAUST IS 230. LIFT IS 542 INTAKE, 563 EXHAUST.

(JOHN)>> TALK ABOUT INTERCHANGEABLE, THIS REAR MAIN SEAL'S NOT FROM ANY GM PRODUCT. IT'S ORIGINALLY DESIGNED FOR A 292 YBLOCK FORD, A BIG IMPROVEMENT OVER THE ORIGINAL ROPE SEAL. OUR KING MAIN BEARINGS ARE A STOCK REPLACEMENT FOR OUR GROUND 20 UNDER NODULAR IRON CRANK SHAFT, AND THE ROD

JOURNALS WERE ALSO GROUND BEFORE FINAL BALANCING. WE'RE UPGRADING FROM THE FACTORY BOLTS TO A SET OF ARP STUDS.

AND CHECK THIS OUT, THE REAR MAINS ARE HALF INCH DIAMETER AND THE REST ARE SEVENSIXTEENTHS. NOW ALL THE STOCK MAIN CAPS GO OVER THEM. THE TIMING SET'S A BASIC DOUBLE ROLLER INSTALLED STRAIGHT UP. NOW THE WEAKEST PART OF THESE OLDS 350'S IS

GONNA BE THE ROD. AND SINCE YOU CAN'T GET AN AFTERMARKET SET, WE'RE GONNA SHOW YOU HOW WE GOT AROUND THAT. BY GRINDING THE CRANK SHAFT 25 THOUSANDTHS UNDER, THE ROD JOURNALS BECOME THE SIZE OF A CHEVY 350. NOW THE FACTORY OLDS ROD IS SIX INCHES. CHEVY GUYS HAVE BEEN RUNNING THOSE SINCE THE BEGINNING OF TIME. KINDA LIKE THESE FORGED IBEAMS FROM EAGLE. NOW BY PUTTING AN OLDSMOBILE PIN BUSHING IN THEM WE WERE ABLE TO RUN AN OFF THE SHELF FORGED PISTON FROM PROBE TOPPED OFF WITH TOTAL SEAL MOLY RINGS. HERE'S AN OLDSMOBILE FACT FOR YOU. THEY ACTUALLY MADE A DIESEL VERSION OF THE 350, AND A LOT OF GUYS USE IT FOR SUPERIOR STRENGTH, WHICH IN SOME CASES CAN HANDLE UP TO 400 CUBIC INCHES AND MORE

THAN 600 HORSEPOWER. FOR OUR COMBO THOUGH WE'RE AT JUST ABOUT THE LIMITS OF OUR BUDGET AND PARTS STRENGTH. NOW BECAUSE OF RUNNING A ROLLER CAM WE NEED TO GO AHEAD AND SET OUR END PLAY.

WE'RE GONNA SHOW YOU GUYS HOW TO DO THAT WITHOUT A DIAL INDICATOR. PLACE SOME CLAY ON THE CAM RETAINING BOLT THAT DOUBLES AS A CAM BUTTON. THEN SOME OIL ON IT AND BOLT THE COVER WITH THE GASKET. REMOVE IT AND CHECK THE DEPTH OF THE CLAY. NOW THIS SHOWS US WE'RE AT ZERO END PLAY OR HAVE NO MOVEMENT. SO I REMOVE A COUPLE OF SHIMS AND REPEAT THE SAME PROCESS. NOW THIS LOOKS GOOD AND THIS FEELS GOOD. SO TO KNOW EXACTLY WHAT THE END PLAY IS SIMPLY MIKE THE SHIMS YOU REMOVED. LOOKS LIKE 15 THOUSANDTHS. NOW WITH SOME LOCTITE AND SILICONE EVERYTHING GOES ON FINALLY FOR KEEPS.

WE'LL KEEP WORKING, SO YOU KEEP WATCHING.

(JOHN)>> WELL WE'RE BACK AND IT'S TIME TO GET THE OILING SYSTEM TOGETHER ON THIS LITTLE 350 OLDS. NOW I KNOW WHAT YOU'RE SAYING. YOU GUYS ALREADY GOT THE OIL PAN ON AND THERE'S A REASON FOR IT. A LITTLE TRICK THAT I WANT SHOW YOU GUYS. FOR ANYBODY THAT'S EVER BUILT A COUPLE OF MOTORS WITH CORK GASKETS KNOWS THAT THEY GENERALLY COME OUT OF THE

BOX KINDA WRINKLED UP. WELL IF YOU'LL GO AHEAD AND GLUE THEM DOWN TO THE PAN RAIL SIDE ONLY, THEN PUT YOUR PAN BACK ON WITH A COUPLE OF BOLTS IN, YOU'LL GET IT TO LINE UP AND SEAL EVERY TIME. YOU'LL BE ABLE TO BRAG TO ALL YOUR BUDDIES HOW YOU'RE THE ONLY GUY THAT CAN GET A CORK GASKET TO SEAL. NEXT WE INSTALL THE NEW OIL PUMP DRIVESHAFT WITH THE HIGH VOLUME OIL PUMP, AND A BOLT ON STYLE PICK UP. IT'S THE STOCK DEPTH, WHICH OUR SUMMIT OIL PAN WAS MADE TO WORK WITH.

IT'S TIME TO STOP AND COVER THE BLOCK WITH DUPLICOLOR PAINT. SEVERAL FACTORY COLORS WERE USED OVER THE YEARS, BUT GOLD WAS THE CHOICE BETWEEN 1968 AND 1974. SO WE'RE STAYING TRUE TO THIS PERIOD.

(JOE)>> FOR A HARMONIC BALANCER WE'RE TRYING SOMETHING NEW TO USE AT LEAST. IT'S A DAMPER THAT'S ALL STEEL FROM PRO RACE, AND HERE'S A CUT AWAY TO SHOW YOU THE IMPORTANT FEATURE. A SPLINED INERTIA RING PROMOTES BONDING BETWEEN THE ELASTOMER MATERIAL AND THE OUTER RING AND THE INNER HUB. THAT PREVENTS THE OUTER RING FROM SPINNING ON THE HUB, WHICH IS A FAIRLY COMMON PROBLEM WITH OEM'S. WE'RE WAITING FOR DELIVERY OF A NEW BILLET TIMING POINTER,

BUT WE DON'T HAVE TO WAIT TO FIND TOP DEAD CENTER THANKS TO A GOOD OLE PIECE OF COAT HANGER THAT'LL WORK FOR NOW. AND THIS WILL SHOW US WHERE TO INSTALL THE NEW ONE LATER ON. TO FINISH UP THE BOTTOM END WE'LL BOLT ON THIS BLOCK OFF PLATE FOR THE FUEL PUMP FOR DYNO PURPOSES, AND THE HOUSING ADAPTER FOR THE OIL FILTER. HERE'S ONE OF THE FACTORY CAST IRON HEADS THAT CAME OFF OUR 350. HERE'S WHAT'S TAKING ITS PLACE. EDELBROCK MAKES PERFORMER RPM HEADS FOR THE OLDS THAT HAVE A LOT OF IMPROVEMENTS, LIKE THESE HEART SHAPED COMBUSTION CHAMBERS FOR MORE EFFICIENT BURN. THE NEW VALVES ARE ALSO LARGER THAN STOCK. IN FACT THESE SPEC OUT AT 2072 INTAKE AND THEN 680 ON THE EXHAUST SIDE. RUNNER VOLUME, WELL IT'S ALSO IMPROVED AS WELL, 188 INTAKE, 106 EXHAUST. NOW THESE HEADS FIT UP TO BIG AND SMALL BLOCK OLDSMOBILES ALL THE WAY UP TO THE 455.

(JOHN)>> WE'RE GONNA BE DOING A SMALL MODIFICATION TO OUR CYLINDER HEADS TODAY JUST FOR THIS PARTICULAR APPLICATION. NOW WHEN THEY COME OUT OF THE BOX THEY'RE SET UP WITH SHIMS UNDERNEATH THE VALVE SPRINGS TO SET THE INSTALLED HEIGHT. NOW WITH A POWER BAND OF 6,500 RPM AND LESS YOU'RE NEVER GONNA HAVE A PROBLEM WITH THIS TYPE OF SETUP. WE'VE GOT A FEW TRICKS IN THE DYNO ROOM THAT MIGHT RUN US A LITTLE BIT PAST THAT. SO I'M GONNA SHOW YOU GUYS HOW TO GO AHEAD AND GET A FEW EXTRA HUNDRED RPM OUT OF YOUR VALVETRAIN WITHOUT SPENDING OVER $35 BUCKS. NOW WITHOUT THE SHIMS, THE SPRINGS SIT DOWN IN THE CUPS REAL NICE, AND THAT'S WHAT LOCATES THE SPRING IN THE CYLINDER HEAD. BUT NOW WHEN WE ADD THE SHIMS TO IT, IT'S GONNA WANT TO RAISE THE SPRING UP. IT MAKES IT A LITTLE LESS STABLE. IT'S GONNA WANT TO FLOAT AT HIGHER RPM. NOW WHAT WE'RE GONNA DO TO CORRECT THAT IS INSTALL A LOCATOR THAT REGISTERS OFF THE INSIDE OF THE SPRING.

NOW THIS'LL TIGHTEN UP A LOT OF THAT MOVEMENT. NOW YOU CAN'T JUST ADD THE LOCATOR TO YOUR COMBINATION.

YOU CAN TAKE UP ENOUGH OF YOUR INSTALL HEIGHT THAT AT FULL LIFT YOU CAN COLLAPSE A SPRING. WHAT WE NEED TO DO IS JUST SIMPLY SIZE THE LOCATOR, TAKE OUT A SHIM THE EXACT SAME SIZE. THAT WAY WHEN YOU PUT IT BACK TOGETHER EVERYTHING WILL BE

BACK AT THE EXACT SAME INSTALL HEIGHT THAT THEY CAME OUT OF THE BOX IN. NOW WHAT THAT MEANS IS I'LL BE REMOVING ONE 60 THOUSANDTHS SHIM UNDERNEATH EVERY SPRING. AFTER THAT IT'S TIME TO LAY DOWN A COUPLE OF FEL PRO HEAD GASKETS THAT CAME WITH OUR EDELBROCK TOP END GASKET KIT. THEN THESE ARP HEAD BOLTS GET TORQUED DOWN TO 65 FOOT POUNDS. OUR VALVETRAIN GETS AN UPGRADE FROM A FACTORY PEDESTAL MOUNT TYPE TO AN ARP SEVENSIXTEENTHS SCREW AND STUD AND GUIDE PLATE SET UP FOR THREEEIGHTHS INCH PUSH RODS. NOW THESE ARE BOTH GOOD FOR INCREASE VALVETRAIN STABILITY.

THE REST OF OUR CRANE ORDER INCLUDED THESE HYDRAULIC ROLLER LIFTERS WITH VERTICAL LINK BARS, IN ADDITION THE THREEEIGHTHS PUSH RODS WE CHOSE AFTER MEASURING. AND FINALLY GOLD RACE EXTRUDED ROCKER ARMS THAT ARE A ONESIX RATIO. OUR OLDS 350 IS NOW READY FOR AN INTAKE. WE'LL SHOW YOU WHICH OF THESE TWO GOES ON NEXT AND WHY.

(JOE)>> SO FAR WE'VE BUILT THIS OLDS 350 WITH RESPECTABLE

STREET PERFORMANCE IN MIND WHILE KEEPING THE PARTS BUDGET AS FRUGAL AS POSSIBLE. NOW THIS IS A GOOD CALL FOR INTAKE MANIFOLDS, AN EDELBROCK RPM PERFORMER DUAL PLANE HIGH RISE DESIGN.

IT'S DESIGNED ALSO TO GIVE STRONG THROTTLE RESPONSE AND GOOD POWER IN THE 1,500 TO 6,500 RPM RANGE.

SINCE OUR NEW HEADS WERE MILLED AT THE MACHINE SHOP WE ALSO HAD TO MILL THIS INTAKE 55 THOUSANDTHS TO INSURE A PROPER FIT. NOW AFTER WE RUN THE ENGINE WITH THAT PARTICULAR SETUP WE'LL SWAP FOR A VICTOR OLDS SINGLE PLANE AIR GAP WITH RUNNERS THAT ARE DESIGNED TO OPTIMIZE THE FLOW CHARACTERISTICS OF OUR HEADS. NOW THIS BABY SHINES IN THE 4,500 TO 7,500 RPM RANGE. WITH THE INTAKE CINCHED DOWN, WE CAN FILL THE OLDS WITH

ROYAL PURPLE BREAK IN OIL. THEN PRIME THE SYSTEM UNTIL OIL REACHES ALL THE VALVETRAIN COMPONENTS. WE CAN BUTTON UP THE TOP END WITH THESE EDELBROCK TRIPLE CHROME PLATED VALVE COVERS AND BOLT UP A MECHANICAL WATER PUMP PAINTED GOLD TO MATCH THE BLOCK. NOW THE OLDS GETS ITS FIRST SET OF WHEELS FOR A SHORT RIDE TO THE DYNO CELL FOR SOME PULLS. FOR SPARK WE CHOSE AN AFFORDABLE YET VERY RELIABLE PETRONIX FLAME THROWER DISTRIBUTOR. AND TO FEED THE 350 THIS TIME WE'LL RELY ON AN EDELBROCK

AVS CARB THAT FLOWS 800 CFM. FROM THE DISTRIBUTOR WE'RE ROUTING A SET OF FLAME THROWER EIGHT MILLIMETER PLUG WIRES. THE OLDS EXHAUST WILL ESCAPE THROUGH A PAIR OF HOOKER HEADERS HELD SNUGLY IN PLACE WITH A SET OF STAGE EIGHT LOCKING HEADER BOLTS. FOR FUEL WE'RE USING 93 OCTANE PUMP GAS.

SO ARE WE READY?

(JOHN)>> I HATE THE DYNO ROOM, I HATE THE FIRST FIRE UP, I HATE EVERYTHING ABOUT THIS EXCEPT FOR BUILDING THEM. I JUST WANT TO PUT THEM ON A STAND, PUT THEM IN MUSEUMS, AND LEAVE THEM CLEAN. I HATE THIS!

(MIKE)>> IT'S MAKING 50 POUNDS JUST TURNING OVER. ALRIGHT, SHE'S GONNA LIGHT, YOU READY?

(JOE)>> NO TELLING HOW LONG IT'S BEEN SINCE THIS OLDS WAS FIRED UP.

(MIKE)>> GOOD OIL PRESSURE, TEMPERATURE'S COMING UP GOOD,

AIR/FUELS ARE RIGHT WHERE THEY NEED TO BE.

(JOHN)>> SHE'S GOT A GOOD LITTLE RUMBLE TO IT.

(MIKE)>> VERY NICE, THERE'S 750, 800 AT IDLE.

(JOHN)>> SMOOTH, THAT'S NICE.

(MIKE)>> THAT'S NICE!

(JOE)>> AND AFTER THE NORMAL BREAK IN PROCEDURE TO SET THE RINGS, WE'LL START AT 32 PLUS DEGREES.

(MIKE)>> YOU WANT TO PULL IT TO FIVE?

(JOHN)>> YEAH, LET'S MAKE A COUPLE TO FIVE JUST TO MAKE

SURE IT'S GOING THE RIGHT WAY.

(MIKE)>> SEE HOW SHE LOADS UP. [ engine revving ]

(JOE)>> IT'S A GOOD START, 328 ON POWER, 375 ON TORQUE. AND THE BACK UP RUN CONFIRMS IT.

(MIKE)>> SMOOTH!

(JOHN)>> 333, 373, RINGS ARE GOING THE RIGHT WAY.

(MIKE)>> THIS THING IS REALLY GOING TO LIKE TIMING.

(JOE)>> WE'LL TRY 34 DEGREES AND RUN IT TO 6,000.

(MIKE)>> 353 AT 391.

(JOHN)>> SO THAT PROBABLY NEEDS A LITTLE BIT MORE TIMING WOULDN'T YOU SAY?

(MIKE)>> YEP!

(JOE)>> BY NOW JOHN'S ON A MISSION, 400 FOOT POUNDS OR BUST.

(MIKE)>> 359, 393! [ engine revving ]

(JOHN)>> 366, 399!

(MIKE)>> 399.7! YOU WANT ONE MORE TO TRY TO BREAK THAT 400 ON TORQUE?

(JOHN)>> ABSOLUTELY, YEAH, WHY NOT.

(JOE)>> LAST ATTEMPT, TWO MORE DEGREES, AN AIR/FUEL ADJUSTMENT, AND SWAP THE BREAK IN OIL WITH SYNTHETIC.

(MIKE)>> 5,600, 384 HORSEPOWER, 410 FOOT POUNDS AT 4,200.

(JOHN)>> GOT THE FOUR.

(MIKE)>> THAT'S A WRAP, LETS DO AN INTAKE SWAP.

(JOHN)>> ALRIGHT!

(JOE)>> OFF WITH THE RPM PERFORMER DUAL PLANE AND ON WITH THE VICTOR OLDS SINGLE PLANE. IT'S DESIGNED TO MAKE MORE HORSEPOWER IN THE HIGHER RPM RANGE. [ engine revving ]

(JOE)>> AFTER OUR USUAL REGIMENT AND A COUPLE OF GALLONS OF FUEL, HERE'S HOW WE FIXED.

(MIKE)>> THAT'S THE BEST RUN WITH THE DUAL PLANE VERSUS THE SINGLE PLANE, 376, 380.

(JOHN)>> THE DUAL PLANE SMOKED IT.

(MIKE)>> YEAH! ALRIGHT, WITH ALL THE ARGUMENTS ABOUT SINGLE PLANE VERSUS DUAL PLANE ON STREET ENGINES, WE JUST CONFIRMED WHAT WE ORIGINALLY THOUGHT ABOUT THE ENGINE AND THIS COMBINATION.

HERE'S OUR RUN WITH OUR DUAL PLANE INTAKE MANIFOLD. NOTICE HOW SMOOTH AND FLAT THE POWER IS ALL THE WAY THROUGH THE RPM RANGE. HERE'S OUR TORQUE, IT GOES UP, HAS A NICE PEAK AT ABOUT 4,200 AND GRADUALLY FALLS OFF. NOW THIS IS THE RUN WITH OUR SINGLE PLANE INTAKE MANIFOLD. LESS HORSEPOWER ALL THE WAY THROUGH THE RANGE BUT WE CARRIED THE SAME PLANE. SAME WITH THE TORQUE, A LOT LESS BUT IT FOLLOWED THE SAME LINE AS WELL. NOW THIS GOES TO SHOW THAT THE SINGLE PLANE HAD A NEGATIVE EFFECT ON THIS COMBINATION.

(JOHN)>> AND WE WERE ABLE TO SHOW YOU GUYS HOW TO THINK OUTSIDE THE BOX A LITTLE BIT WHEN IT COMES TO GETTING PARTS

FOR THESE OLD MOTORS WHERE THEY NEVER MADE ANY. THOSE SAME OFF THE SHELF PARTS HELPED US DOUBLE THE HORSEPOWER RATING. AND HEY, WHEN YOU GO TO THE CAR SHOW, YOU'LL HAVE SOMETHING TO TALK ABOUT WHEN YOU TELL ALL THE GUYS HOW YOU BUILT YOUR MOTOR OLDS TOUGH WITH CHEVY STUFF. NOW THIS THING DIDN'T DRIP A LICK OF OIL ANYWHERE ON THE GROUND AND I'M PRETTY PROUD OF THAT FACT. I STILL HATE THE DYNO!

(JOE)>> IF YOU'VE GOT A LATE MODEL MOPAR WITH THE FACTORY AUTO STICK FEATURE, HURST CAN IMPROVE THE PERFORMANCE WITH THIS PADDLE SHIFTER KIT.

THIS THING'S A BREEZE TO INSTALL. YOU DON'T HAVE TO REMOVE THE AIR BAGS OR STEERING WHEEL

TO GET IT IN, AND THERE'S VIRTUALLY NOW WIRING. YOU GET THE KIT AND ALL THE HARDWARE FOR JUST UNDER $525. THE OLD MOPAR MUSCLE CARS CAME FROM THE FACTORY WITH THEM, AND NOW HURST HAS A MODERN VERSION OF THE CLASSIC PISTOL GRIP SHIFTER. THE HARD DRIVE, COMP STICKS, AND ERGONOMIC DESIGN MANUFACTURED FROM BILLET ALUMINUM AND POLISHED TO A MIRROR SHINE.

THEY'VE GOT THEM IN DIFFERENT DESIGNS TO MATCH YOUR INTERIOR AND SUMMIT WILL SELL YOU ONE FOR $176 BUCKS. HERE ON HORSEPOWER WE'RE ALL ABOUT HIGH PERFORMANCE CARS. AND WHETHER THEY RACE ON THE STRIP, MANEUVER THE TWIST AND TURNS OF THE ROAD COURSE, OR JUST COME TO SHOW OFF, MOST ALL OF THEM NEED A RELIABLE TRUCK TO TOW THEM TO AND FROM THE EVENT. THIS CSIX CORVETTE WAS SPECIALLY BUILT FOR ROAD COURSE DUTY BY A COMPANY CALLED TRACK ONE. AND LIKE ANY OFF ROAD, NONSTREET LEGAL RACE CAR, YOU NEED SOMETHING WITH PLENTY OF HAULING MUSCLE, LIKE THIS FORD F-250 DIESEL TRUCK. IT'S POWERED BY A TWIN TURBO SIX POINT SEVEN LITER POWERSTROKE BACKED BY A SIX SPEED AUTOMATIC TRANS. PLENTY OF PULLING POWER OUT OF THE BOX BUT WE'RE GONNA BEAT THAT. THIS IS HYPERTECH'S MAX ENERGY POWER PROGRAMMER ENGINEERED

FOR THE POWERSTROKE, AND IT GIVES YOU THREE STAGES OF OPTIONS. NOW YOU MAY THINK ALL TUNERS ARE ALIKE BUT GET THIS, OTHER TUNERS REPLACE THE FACTORY TUNE WITH ONE THAT'S STORED INTERNALLY. THE MAX ENERGY ON THE OTHER HAND READS AND TUNES ACCORDING TO THE CALIBRATION INSTALLED IN THE VEHICLE, WHICH THE MANUFACTURER MAY HAVE CHANGED. MORE ABOUT THIS LATER, RIGHT NOW TIME FOR A BASELINE.

(MIKE)>> THE PROTOCOL ON ALL THE RUNS TODAY IS GONNA BE IN FOURTH GEAR IN THE MANUAL MODE SELECTION OF THE TRANSMISSION. NOW WE'RE GONNA START THE RUNS AT 25 MILES AN HOUR AND CARRY THAT ALL THE WAY THROUGH THE SPEED LIMITER. WHY START AT 25? WELL THAT'S GONNA AVOID A DOWN SHIFT INTO THIRD GEAR.

(JOE)>> LOOKS LIKE 332 HORSEPOWER, 667 FOOT POUNDS.

(MIKE)>> WE'RE GOING WITH THE STAGE THREE TUNING, WHICH WILL PROVIDE US AS MUCH OR MORE POWER AS THE COMPETITION. BUT HYPERTECH'S IS THE ONLY TUNER THAT LETS YOU USE ALL THAT POWER FOR TOWING. OTHER TUNERS REQUIRE YOU TO BACK DOWN TO LOWER POWER LEVELS IF YOU TOW AT THE VEHICLE'S CAPACITY. [ engine revving ]

(JOE)>> WE'RE UP TO 414 HORSEPOWER, 845 FOOT POUNDS. LOOKS GREAT, BUT LETS SEE HOW MUCH GREAT THAN OUR BASELINE NUMBERS. WE GOT AN INCREASE OF 82 HORSEPOWER, BUT CHECK OUT THE TORQUE. THAT'S AN INCREASE OF 178. THAT OUGHT TO BE ENOUGH POWER AND TORQUE TO GET YOU, YOUR TRUCK, AND YOUR TRAILER DOWN THE ROAD, AND UP ALL THE HILLS, AND TO THE TRACK WITH TIME TO SPARE. NOW THE MAX ENERGY ONLY COSTS $379 BUCKS AND INSTALLS IN ABOUT THREE MINUTES WITH NO DIRTY HANDS. WELL WE'VE GOT TO GO, WE'LL SEE YOU NEXT TIME.
Show Full Transcript

Comments