Truck Tech Builds

Parts Used In This Episode

Brothers Truck Parts
63-72 "Ultimate" Suspension Kit
Hotwire Auto
Jeep JK Hemi Conversion Engine Harness w/ original reprogrammed ECM
Matco Tools
SE4125-Silver Eagle 4-1/2" Angle Grinder
Optima
Battery Charger, Digital 1200, 12 V, 12 Amps, Each
Royal Purple
Fuel System Additive, Max-Clean Fuel System Cleaner & Stabilizer, Unscented, Oxygen Sensor Safe, 20 oz., Each
The Industrial Depot
The Industrial Depot - Fasteners, Hardware and Shop Supplies

Episode Transcript

(ANNOUNCER)>> TODAY WE'RE STARTING A BRAND NEW PROJECT. WE'VE GOT A 2007 JK WRANGLER THAT WE'RE GONNA TURN INTO THE JEEP THAT SHOULD HAVE COME FROM THE FACTORY. WE'RE DUMPING THE UNDER POWERED 200 HORSE THREE

POINT EIGHT LITER VSIX AND WEDGING IN A 345 HORSE FIVE POINT SEVEN LITER VEIGHT HEMI. IT'S ALL TODAY HERE ON TRUCK TECH.

(KEVIN)>> HEY, WELCOME TO TRUCK TECH. WELL TODAY WE START ON A BRAND NEW PROJECT. NOW YOU'VE SEEN US WORK ON JEEPS BEFORE AND FOR VERY GOOD REASON. THESE VEHICLES MAKE A GREAT DUAL PURPOSE RIG. AND WITH SELECT MODIFICATIONS YOU CAN DRASTICALLY IMPROVE THE APPEARANCE AS WELL AS THE FUNCTION OF THE JEEP.

(RYAN)>> NOW THESE JK'S CAME OUT IN '07, AND THE OLDEST ONES ARE BECOMING QUITE AFFORDABLE. IN FACT WE PICKED UP THIS CLEAN '07 WITH 93,000 MILES

ON IT FOR JUST UNDER $15,000. AND SO FAR IT'S NICE, AND CLEAN, AND UNABUSED,

BUT WE NEED TO WORK ON MAKING IT BETTER. NOW UNDERNEATH THE HOOD IS A THREE POINT EIGHT LITER VSIX MAKING 202 HORSEPOWER BUT ONLY 237 POUNDS OF TORQUE. AND WHILE THAT MIGHT BE FINE FOR A STOCK JEEP ON STOCK SIZE TIRES, WELL ONCE YOU ADD A BUMPER AND A WINCH, LARGER TIRES, SOME BODY ARMOR, AND MAYBE A TIRE CARRIER, WELL IT QUICKLY BECOMES A BURDEN FOR THIS SOMEWHAT UNDER POWERED ENGINE. NOT TO MENTION PERFORMANCE AND FUEL ECONOMY REALLY SUFFER. BUT BEFORE WE CONDEMN THIS THING COMPLETELY, LETS TAKE IT FOR A QUICK ROAD TEST AND SEE HOW SHE DOES.

(KEVIN)>> THE ROAD TEST ACTUALLY WAS QUICK AS LONG AS WE WERE GOING DOWN HILL. ALL KIDDING ASIDE, THE THING DID WHAT IT WAS SUPPOSED TO DO ON THE HIGHWAY AND HANDLED OKAY IN THE CORNERS AND GOT ITSELF OUT OF ITS OWN WAY. SO WHILE IT WAS STILL COMPLETELY STOCK, WE THOUGHT WE'D GIVE IT A ZERO TO 60 TEST. NOW KEEP IN MIND THIS IS A CASUAL STOP WATCH NONSCIENTIFIC TEST, AND IT GOT US FROM ZERO TO 60 IN

ROUND ABOUT 10 SECONDS. THE 60 TO ZERO BRAKING TEST WAS ACTUALLY PRETTY IMPRESSIVE AND A LITTLE DRAMATIC WITH THE SHORT WHEEL BASE.

(RYAN)>> IT FEELS LIKE IT'S GONNA STAND

ON THE FRONT BUMPER.

(KEVIN)>> NOW WE DIDN'T EVEN BOTHER TO TAKE IT OFF ROAD WITH THE TINY ALL SEASON STREET TIRES ON IT. WE FIGURED THERE'S PLENTY OF TIME TO GET IT UNSTUCK WITH IT LIFTED AND A LITTLE MORE JUICY.

(RYAN)>> NOW BACK IN THE SHOP WITH THE JEEP ON THE LIFT WE CAN TAKE A CLOSER LOOK AT THE UNDERSIDE.

NOW FOR A REAR AXLE, IT'S NO MORE DANA 35 WEAK REAR AXLE. THIS IS A DANA 44. IT'S GOT DISC BRAKES AND SOME DECENT AFTERMARKET SUPPORT.

NOW UP FRONT IS A DANA 30 AXLE WITH 3.73 GEARS, OBVIOUSLY, JUST LIKE THE REAR. NOW THIS IS AN OKAY AXLE AND IT'S GOT SOME AFTERMARKET SUPPORT, AND YOU CAN GET ONE OF THESE THINGS TO LIVE UNDERNEATH A LIGHTLY MODIFIED JEEP AS LONG AS YOU DON'T RUN TIRES THAT ARE TOO BIG OR EXPECT IT TO BE BULLETPROOF. NOW FOR A TRANSFER CASE WE'VE GOT AN NP 241 WITH A 2.72 TO ONE LOW RANGE RATIO. ONE OF THE GOOD THINGS ABOUT JEEPS, WELL THEY'RE MADE TO GO OFF ROAD. SKID PLATES PROTECT SOME OF THE HARD PARTS.

(KEVIN)>> NOW EVEN THOUGH WE DIDN'T WHEEL THIS JEEP, PERFORMANCE WAS, TO USE RYAN'S WORDS, IT WAS OKAY. AND THE BRAKING TEST ACTUALLY WORKED OUT PRETTY GOOD, BUT AT THE END OF THE DAY IT'S STILL A THREE POINT EIGHT VSIX WITH ABOUT 200 HORSEPOWER AND ABOUT 200 FOOT POUNDS TORQUE. NOT BAD FOR A STOCK VEHICLE, BUT ONCE YOU START LOADING IT UP WITH BUMPER WEIGHT, WINCHES, WHEELS AND TIRES, SUSPENSION COMPONENTS, THINGS LIKE THAT, IT STARTS TO ROB POWER BECAUSE IT'S JUST FLAT OUT HEAVIER. YOU CAN BUY SOME OF THAT BACK WITH GEARING, BUT IT'S STILL A STOCK OUTPUT. NOW THERE ARE FORCED INDUCTION KITS.

THERE'S TURBO CHARGERS, ROOT STYLE BLOWERS FOR THAT

THREEEIGHT, BUT AT THE END OF THE DAY THERE'S NO REPLACEMENT FOR DISPLACEMENT, AND THERE'S

NO BETTER WAY TO INCREASE DISPLACEMENT THAN A VEIGHT SWAP. THERE'S NO BETTER VEIGHT SWAP THAN A LATE MODEL HEMI. NOW THIS IS OBVIOUSLY A JUNKYARD SWAP OUT, AND IT COMES FROM A 2008 FULL SIZE 1,500 SERIES DODGE RAM PICK UP THAT'S A FOUR WHEEL DRIVE VERSION. THIS FIVESEVEN HEMI KICKS OUT 345 HORSE AND 400 FOOT POUNDS OF TORQUE FROM THE FACTORY. AND SINCE OUR JEEP'S AN '07, THIS ENGINE'S AN '08, WE'RE IN COMPLIANCE AS FAR AS EMISSIONS DEVICES GO. NOW THE '09 AND UP HEMIS, WELL THEY COME WITH ABOUT 390 HORSEPOWER, VARIABLE CAM TIMING, BUT THEY'RE A LITTLE MORE EXPENSIVE. SINCE WE WANTED TO GO WITH A BIT OF A BUDGET FRIENDLY APPROACH, WE DECIDED TO GO THIS ROUTE. AND WE PICKED UP THIS ENTIRE ENGINE UP FOR ABOUT $1,700 BUCKS AND ABOUT ANOTHER $400 FOR THE TRANSMISSION.

NOW THIS IS A FIVEFOURFIVE RFE AUTOMATIC OVERDRIVE TRANSMISSION. IT'S A FIVE SPEED WITH A PRETTY TALL OVERDRIVE, WHICH IS ONE OF THE REASONS LATE MODEL VEIGHTS GET SUCH GREAT GAS MILEAGE. NOW SINCE THIS ENGINE CAME WITH THIS TRANSMISSION IN THE TRUCK IT'S THE SAME COMPUTER THAT OPERATES BOTH OF THEM. SO WE DON'T NEED A STAND ALONE TRANSMISSION CONTROLLER. NO ELECTRONIC HOOPS TO JUMP THROUGH.

AND IT'S NOT GONNA BE A HUGE DEAL TO MATE IT UP TO THE FACTORY TRANSFER CASE, MAKING THIS ENGINE AND TRANSMISSION PACKAGE PERFECT FOR OUR LITTLE JK.

(RYAN)>> NOW TEAR DOWN IS FAIRLY STRAIGHT FORWARD, THERE'S JUST A LOT OF IT. SO YOU MAY WANT TO SNAP OFF A FEW DIGITAL PICTURES SO YOU CAN REFERENCE THEM IN THE FUTURE. AFTER REMOVING THE BATTERY AND THE FUSE BLOCK AND DISCONNECTING A FEW ELECTRICAL CONNECTIONS, I WAS ABLE TO WRESTLE OUT THE BATTERY BOX. NOW BEFORE WE GOT STARTED DOING ANY OF THIS TEAR DOW

WE TOOK THE JEEP TO A SERVICE STATION THAT HAD AN

A/C EVACUATION MACHINE AND HAD THEM REMOVE ALL THE REFRIGERANT FROM THE AIR CONDITIONING SYSTEM. WHEN WE'RE DONE WITH THE CONVERSION, WE'LL TAKE IT BACK OVER THERE AND HAVE THEM CHARGE IT UP. NOW PRETTY MUCH EVERYTHING IN FRONT OF THE ENGINE HAS TO COME OUT SO IT CAN BE REMOVED, BUT WE'RE NOT REMOVING EVERYTHING. WE'LL TAKE THE POWER STEERING PUMP OFF AND JUST SET IT TO THE SIDE. STAY WITH THE BODY.

WITH THE JEEP UP IN THE AIR, WE WERE ABLE TO START REMOVING SKID PLATES AND DRIVE SHAFTS SO WE COULD ULTIMATELY REMOVE THE TRANSFER CASE AND PULL THE ENGINE AND TRANSMISSION AS A UNIT. AND AFTER SUPPORTING THE TRANSMISSION, WE WERE ABLE TO REMOVE THE CROSS MEMBER AND THE EXHAUST SYSTEM, AT LEAST THE CATALYTIC CONVERTERS ANYWAY. NOW MAKE SURE YOU KEEP TRACK OF ALL THIS HARDWARE BECAUSE A LOT OF IT GETS REUSED.

THE MUFFLER AND TAIL PIPE WAS IN PRETTY GOOD CONDITION AND I WAS ABLE TO REMOVE IT WITH A LITTLE BIT OF SPRAY LUBE.

WITH THE REAR DRIVE SHAFT OUT OF THE WAY I WAS ABLE TO REMOVE THE SIX NUTS RETAINING THE TRANSFER CASE AND WRESTLE IT TO THE GROUND. I ATE MY CHEERIOS THIS MORNING.

I'M GOING TO TEMPORARILY REINSTALL THE CROSS MEMBER. THAT WAY THE TRANSMISSION CAN REST ON THIS. GET THIS THING BACK DOWN AND RIP THAT ENGINE OUT.

(ANNOUNCER)>> UP NEXT WE'LL GET THE OLD VSIX OUT AND LATER WE'LL GET THE NEW VEIGHT IN, STICK AROUND!

(RYAN)>> HEY GUYS, WELCOME BACK TO TRUCK TECH. WELL WE'RE IN THE MIDDLE OF PULLING OUT A THREE POINT EIGHT LITER VSIX IN FAVOR OF A MUCH BETTER FIVE POINT SEVEN LITER VEIGHT.

NOW LUCKILY THIS WRANGLER'S PRETTY EASY TO WORK ON AND DISASSEMBLY IS FAIRLY STRAIGHT FORWARD. ONCE YOU GET THE RADIATOR AND A/C CONDENSER OUT OF THE WAY, THE REST OF THE GRILL COMES OUT. YOU'VE GOT ACCESS TO JUST ABOUT EVERYTHING. NOW WHEN PULLING AN ENGINE, ESPECIALLY A LATE MODEL

ENGINE, I ALWAYS SEEM TO FORGET ONE GROUND STRAP OR WIRING CONNECTION, OR SOMETHING LIKE THAT. SO IT PAYS TO BE EXTRA DILIGENT TO MAKE SURE EVERYTHING'S DISCONNECTED.

WE'RE NOT AT THE JUNKYARD HERE, WE DON'T HAVE THE LUXURY OF BEING ABLE TO JUST RIP THE ENGINE OUT AND NOT WORRYING ABOUT IT. PLUS YOU NEVER KNOW IF YOU'RE GONNA NEED TO REUSE ALL OF THIS STUFF. SO TAKE YOUR TIME, GO LITTLE BY LITTLE, AND EVENTUALLY IT'LL COME OUT. FREE, READY? BY ATTACHING TWO CHAINS TO THE OUTLETS OF THE EXHAUST

MANIFOLDS, THE ENGINE AND TRANS COMBO BALANCED OUT PRETTY WELL AND WE WERE ABLE TO PULL THIS THING WITHOUT DAMAGE, WHICH IS A GOOD THING CAUSE YOU MIGHT BE ABLE TO FIND SOMEBODY THAT NEEDS TO REPLACE THEIR BLOWN THREEEIGHT AND YOU CAN MAKE A LITTLE BIT OF MONEY BACK.

USED ENGINE FOR SALE! WE ALSO PULLED THE ORIGINAL THREE POINT EIGHT LITER PCM SO IT CAN GO WITH THE ENGINE AND ENGINE HARNESS. THEN IT'S TIME FOR A LITTLE SURGERY BECAUSE YOU'VE GOT TO CUT OUT BOTH ENGINE MOUNTS FROM THE FRAME. YOU CAN DO THIS IN A NUMBER OF DIFFERENT WAYS. YOU CAN USE A GRINDER WITH A CUTOFF WHEEL ON IT, AN OXY ACETYLENE TORCH, OR OUR CHOSEN METHOD, A PLASMA CUTTER. NOW BY CUTTING IT IN HALF AND BASICALLY BENDING THE METAL BACK AND FORTH AND FATIGUING IT AT THE WELD,

IT'S GONNA LEAVE BEHIND AS LEAST AMOUNT OF METAL TO CLEAN UP AS POSSIBLE. ALRIGHT, VERY MINIMAL GRINDING TO DO. ON THE BOTTOM OF THE MOUNTS WE WERE ABLE TO GET AN ANGLE GRINDER IN AND ATTACK THE WELD DIRECTLY. THAT WAY WE COULD CUT THE WELD IN HALF, AND THEN WORK ON THE METAL, AND THEN BREAK IT FREE. NOW GRINDING IS NECESSARY BUT IT'S ONE OF MY LEAST FAVORITE THINGS TO DO. SO I JUST TRY TO MINIMIZE IT. NOW I'VE SEEN GUYS JUST LEAVE THE ROUGH, JAGGED PLASMA CUT EDGES BEHIND AND NOT WORRY ABOUT IT. IT'S A TRAIL RIG AFTER ALL. BUT IN OUR CASE, WELL WE WANT TO DO THE JOB RIGHT, AND THE NEW ENGINE MOUNTS ARE GONNA HAVE TO SIT ON THE FRAME WHERE THIS OLD ENGINE MOUNT WAS. SO WE NEED A FLAT SPOT TO WORK OFF OF. NOW MY EYE AND FACE PROTECTION MAY SEEM LIKE A LITTLE BIT OF OVERKILL, BUT I'VE GOTTEN A COUPLE OF METAL SLIVERS IN MY EYES AND IT'S NO FUN. SO A LITTLE BIT OF OVERKILL IS OKAY WITH ME. AND HERE YOU CAN SEE HOW LITTLE WELD IS LEFT TO GRIND DOWN, WHICH WE'RE MAKING QUICK WORK OF WITH OUR FOUR

AND A HALF INCH ANGLE GRINDER FROM MATCO AND AN INDUSTRIAL DEPOT FLAT WHEEL. [ grinder spinning ]

(RYAN)>> ALRIGHT, NOW THE VEIGHT CONVERSION WE'RE DOING MOVES THE LOCATION OF OUR TRANSFER CASE, CHANGING THE LENGTH REQUIREMENTS FOR BOTH THE FRONT AND REAR DRIVESHAFTS. BUT IF YOU WHEEL A JK WITH A LIFT KIT AND OVERSIZED TIRES AND WHEELS, WELL UPGRADING YOUR DRIVESHAFTS MAY BE SOMETHING YOU WANT TO DO ANYWAY. JK SHAFTS AREN'T EXACTLY KNOWN FOR BEING BULLETPROOF, AND HERE'S WHY. IT'S THIS C/V, OR CONSTANT VELOCITY JOINT, AT BOTH ENDS OF THE REAR DRIVESHAFT AND AT THE TRANSFER CASE

AND THE FRONT DRIVESHAFT. WHAT HAPPENS IS ON EXTREME ANGLES, THE BOOT TEARS, THE LUBRICATION AND GREASE COMES WHIPPING OUT, AND YOU HAVE JOINT FAILURE. SO WHAT WE WANTED TO DO WAS TAKE A SECOND, DISASSEMBLE ONE OF THESE THINGS, AND SEE WHAT'S GOING ON INSIDE THERE. AFTER REMOVING THE END CAPS AND CLEANING OUT SOME OF THE GREASE, YOU CAN GET A GOOD LOOK AT THE JOINT, AND ALSO LOCATE THE SUR CLIP THE HOLDS THE JOINT TO THE END OF THE SPLINE SHAFT. WITH THAT OUT OF THE WAY THE JOINT SLIPS RIGHT OFF.

ALRIGHT YOU CAN SEE THAT THE DRIVESHAFT IS SPLINED JUST LIKE AN AXLE SHAFT AND THIS IS THE WHOLE JOINT RIGHT HERE. IT BASICALLY JUST PIVOTS AROUND THE DRIVESHAFT.

YOU CAN SEE IT'S NOT MUCH MORE THAN GIANT BALL BEARINGS IN A CAGE THAT HELP DISTRIBUTE THE POWER EVENLY. BUT YOU CAN SEE WHY LUBRICATION WOULD BE SO CRITICAL IN A JOINT LIKE THIS. NOT TO MENTION THEY DON'T LIKE A TON OF HORSEPOWER BEING PUMPED THROUGH THEM, ESPECIALLY AT ANGLES. SO IF YOU'VE GOT A JK, YOU MAY WANT TO INVEST IN SOME DRIVESHAFTS.

(ANNOUNCER)>> AFTER THE BREAK WE'LL WIRE UP AND DROP IN OUR HEMI, STAY TUNED!

(RYAN)>> HEY GUYS, WELCOME BACK TO THE SHOP. NOW WE'RE JUST ABOUT READY TO INSTALL OUR NEW TO US HEMI, ONCE WE GET THE ENGINE MOUNTS WELDED IN PLACE. NOW WHEN WE PICKED UP OUR HEMI, IT DID HAVE AN ENGINE WIRING HARNESS ATTACHED TO IT. BUT IN TYPICAL JUNKYARD FASHION, THEY JUST HACKED THE HARNESS IN TWO JUST TO MAKE REMOVAL OF THE ENGINE THAT MUCH EASIER. NO BIG DEAL, WE'VE GOT A NEW AFTERMARKET ENGINE HARNESS THAT CAME WITH A SWAP KIT FROM HOT WIRE AUTO. AND IT LOOKS LIKE A LOT BUT IT'S REALLY NOT A BIG DEAL. IT PLUGS DIRECTLY INTO THE PCM, WE'VE GOT A FEW INDIVIDUAL WIRE CONNECTIONS TO MAKE, BUT THE REST OF IT IS PLUG AND PLAY FACTORY STYLE AND CLEARLY LABELED CONNECTORS. NOW WE COULD INSTALL THAT HARNESS AFTER WE INSTALL THE ENGINE. BUT THEN YOU JUST HAVE TO LEAN OVER THE FENDER AND THE FRONT END. SO WE'RE GONNA DO IT RIGHT NOW WHILE IT'S A LITTLE EASIER.

ONE OF THE MOST INTIMIDATING THINGS ABOUT DOING A LATE MODEL ENGINE SWAP IS THE ELECTRONICS. BUT WHEN SOMEBODY ELSE HAS ALREADY DONE THE ENGINEERING AND ALL THE FIGURING FOR YOU, IT MAKES IT PLUG AND PLAY. WELL IT MAKES SWAPS FOR GUYS LIKE YOU AND ME POSSIBLE. NOW THERE'S A LOT OF CONNECTIONS TO MAKE. YOU'VE GOT EIGHT COIL PACKS AND EIGHT INJECTORS, AND A BUNCH OF OTHER STUFF TO HOOK UP, BUT THE HARNESS LAYS OUT

NICELY, IT'S EASY TO FIGURE OUT WHERE THINGS GO, AND KINDA HARD TO SCREW UP. NOW ON THE FRONT OF THE ENGINE DON'T FORGET THE KINDA HARD TO REACH CAM SENSOR AND THE OIL PRESSURE AND TEMP SENSORS.

NOW TO INSTALL OUR NEW ENGINE WE'RE GONNA BE USING A HEMI SWAP KIT FROM JEEP SPEED SHOP. THEY'VE DONE THEIR FAIR SHARE OF CONVERSIONS AND THEIR SWAP KIT IS PRETTY REASONABLY PRICED. SOME OF THE STUFF IT INCLUDES ARE FUSE AND BATTERY BOX, NEW ENGINE ISOLATORS, A TRANSMISSION MOUNT ADAPTER, THINGS LIKE A SHIFT CABLE ADAPTER, POWER STEERING BRACKET, NEW OIL FILTER ADAPTER, AND A POWER STEERING LINE TO GO FROM OUR NEW PUMP TO THE JK STEERING BOX. WE'VE GOT A PIECE FOR THE AIR BOX, AND WE'VE GOT NEW

ENGINE MOUNTS THAT WELD ONTO THE FRAME. THESE THINGS ARE GOOD FOR BOTH HEMI STYLE ENGINES AND LS STYLE GM ENGINES. SO IF YOU WANT TO GO WITH AN LS, WELL THEY'LL WORK FOR THAT TOO. WE ALSO PICKED UP A NEW PCM THAT'LL PLUG RIGHT IN AND IT'S ALREADY BEEN PROGRAMMED FOR OUR VEHICLE'S VIN NUMBER AND THE CORRECT MILEAGE. WE ALSO WENT WITH AN OPTIONAL ALUMINUM RADIATOR

AND SHROUD COMBO TO HELP COOL OUR NEW VEIGHT OFF. ALRIGHT, NOW LIKE WE MENTIONED, THESE FRAME MOUNTS WORK WITH BOTH HEMI STYLE ENGINES AND LS ENGINES. THE HEMI SLOT IS THE REAR, THE LS IS THE FRONT, AND THEY BOTH LINE UP OFF THIS INDEX HOLE IN THE FRAME.

[ welder crackling ]

(RYAN)>> THAT'LL BE GOOD FOR TEST FIT THE ENGINE, MAKE SURE WE'RE IN GOOD SHAPE BEFORE WE FULLY WELD IT IN. NOW I COULD HAVE GONE STRAIGHT TO BURNING THE ENGINE MOUNTS IN COMPLETELY, BUT IT DOESN'T TAKE THAT LONG OR THAT MUCH EFFORT TO GIVE IT A QUICK TEST FIT AND MAKE SURE EVERYTHING IS WHERE IT NEEDS TO BE. OUR OVERHEAD CRANE IS DOING A GREAT JOB OF SUPPORTING THE ENGINE FROM THE TOP SIDE, BUT I'M ALSO USING A FLOOR JACK UNDERNEATH THE TRANSMISSION PAN TO HELP LEVEL THINGS OUT AND GUIDE THE TRANSMISSION INTO PLACE. IT NEEDS TO CLEAR THAT REAR CROSS MEMBER.

(RYAN)>> HEY GUYS, WELCOME BACK TO THE SHOP WHERE WE'RE

IN THE MIDDLE OF OUR JK DRIVETRAIN UPGRADE TEST FIT. OKAY, CROSS MEMBER'S LOCATED, AND WE'RE DONE WITH THIS.

ALRIGHT, I CAN WRESTLE THOSE MOUNTS IN THERE SOMEHOW,

WE'LL BE IN GOOD SHAPE, ACTUALLY GOT PLENTY OF ROOM.

THE ENGINE ISOLATORS CAME IN OUR JEEP SPEED SWAP KIT, AND THEY'VE GOT TO BE INSTALLED AFTER THE ENGINE IS KINDA FLOATING IN ITS APPROXIMATE POSITION. THEY BOLT RIGHT TO THE SIDE OF THE BLOCK AND REST ON THE FRAME MOUNTS WITH A THROUGH BOLT. NOW WE TRIED TO INSTALL IT WITH THE ENGINE MOUNTS ALREADY IN PLACE, AND IT JUST WASN'T GONNA HAPPEN. NOW ULTIMATELY WE'RE GONNA END UP USING THE BOTTOM HOLE FOR THE THROUGH BOLT, WE'RE JUST USING THE TOP HOLE FOR NOW.

WELL THERE IT IS. ALRIGHT, NOW OUR NEW ENGINE AND TRANS COMBO IS SITTING DOWN IN BETWEEN THE FRAME RAILS AND IT LOOKS LIKE IT FITS LIKE A GLOVE, LIKE IT SHOULD BE THERE FROM THE FACTORY. BUT OBVIOUSLY WE STILL HAVE A LOT OF WORK TO DO. I'VE GOT TO BURN IN THE ENGINE MOUNTS, MAKE A BUNCH OF WIRING CONNECTIONS, AND SPEND SOME TIME DOING THINGS LIKE HOOKING UP AIR CONDITIONING AND POWER STEERING, ALONG WITH A HANDFUL OF OTHER THINGS. BUT SO FAR WE'RE OFF TO A GREAT START REPLACING OUR 202 HORSEPOWER VSIX WITH A 345 HORSEPOWER VEIGHT. NOW IF YOU'VE GOT A '63 TO '72 CHEVY C-10 THAT YOU'RE LOOKING TO LOWER AND ADD SOME SWAY BARS TO, WELL BROTHERS TRUCK PARTS HAS A KIT FOR YOU. THE KIT INCLUDES THREE INCH DROP SPRINGS IN THE FRONT,

FOUR INCH LOWERING SPRINGS FOR THE REAR, SHOCKS THAT ARE SIZED AND VALVED TO MATCH, ALONG WITH AN INCH AND ONE EIGHTH SWAY BAR FOR THE FRONT AND A SEVENEIGHTHS OF AN INCH SWAY BAR FOR THE REAR, ALONG WITH ALL THE POLY URETHANE BUSHINGS, BRACKETRY, END LINKS, AND HARDWARE YOU'RE GONNA NEED TO INSTALL IT. SO YOU CAN IMPROVE THE HANDLING OF YOUR TRUCK ALL WITH ONE PART NUMBER. ROYAL PURPLE'S NEW MAX CLEAN FUEL SYSTEM TREATMENT AND STABILIZER IS EPA AND CARB COMPLIANT, AND IT'S GOOD FOR BOTH TWO STROKE AND FOUR STROKE GAS AND DIESEL ENGINES, INCLUDING ENGINES THAT RUN ON ETHANOL BLENDS AND BIOFUELS. ROYAL PURPLE CLAIMS MAX CLEAN WILL IMPROVE FUEL ECONOMY BY ABOUT THREE PERCENT ON AVERAGE ALONG WITH BUMPING UP HORSEPOWER BY AN AVERAGE OF TWO AND A HALF PERCENT. IT REDUCES ROUGH IDLE, HESITATION AND STALLING, AND REDUCES EMISSIONS. MAX CLEAN IS ALSO A FUEL SYSTEM STABILIZER FOR OFF SEASON STORAGE. AND A SIX OUNCE CAN CAN TREAT UP TO 20 GALLONS. NOW I'M SURE YOU GUYS ARE FAMILIAR WITH THE BENEFITS OF RED TOP STARTING BATTERIES. AND I KNOW A LOT OF YOU GUYS RUN THEM, BUT NOW OPTIMA BATTERIES HAVE THEIR OWN OPTIMA CHARGER.

THIS MICROPROCESSOR CONTROLLED CHARGER OBVIOUSLY WORKS ON OPTIMAS, BUT IT ALSO WORKS ON OTHER AGM BATTERIES AS WELL. IT'LL RECOVER DEEPLY DISCHARGED BATTERIES AND EXTEND BATTERY LIFE. IT'S ALSO GOT AN LCD CHARGING GAUGE AND QUICK SET SELECTIONS FOR EASY OPERATION. SO IF YOU WANT TO HELP PROTECT THE INVESTMENT YOU MADE IN AN OPTIMA BATTERY, WELL PICK UP AN OPTIMA CHARGER. GUYS THANKS FOR WATCHING TRUCK TECH, SEE YOU NEXT TIME.
Show Full Transcript

Comments