More SuperMax (Duramax) Episodes

Truck Tech Builds

Parts Used In This Episode

ARP
Assembly Lubricant, for Engine Assembly and Fastener Installation, Ultra Torque, 1 Pint, Each ARP-100-9911
ARP
Chevy/GM 6.6L Duramax diesel flexplate bolt kit ARP-230-2901
ARP
Cylinder Head Stud, Chromoly, Pro Series, 12-Point Nuts, Chevy, 6.6L/400, Diesel, LB-7, LLY, Kit ARP-230-4201
Automotive Workwear
The Official Workwear of Truck Tech
KIENE DIESEL ACCESSORIES
The 900 mobile engine stand provides a secure and stable support for the tearing down and rebuilding diesel engines up to 5,000 lbs
Matco Tools
MLPJ35T - 3.5 TON LOW PROFILE JACK
MERCHANT AUTOMOTIVE
LB7 Master Engine Gasket Kit, Oil Pump, Water Pump, CP3 Fuel Injection Pump Install Gasket Kit, LB7 NEW Injector Line Set of 8, Main Crank Seal Driver, Front
Pacific Performance Engineering
High Capacity, Cast Aluminum Oil Pan - 01-10 GM 6.6L - Black
Pacific Performance Engineering
PPE Heavy Duty DEEP Aluminum Transmission Pan - Brushed
Pacific Performance Engineering
PPE Heavy Duty Rear Aluminum Differential Cover - Brushed
Pacific Performance Engineering
PPE OEM Length Replacement Up-Pipes - GM 6.6L Duramax
Pacific Performance Engineering
RACE High Flow Exhaust Manifolds with Up-Pipes for single turbo
Permatex
Permatex OPTIMUM BLACK Gasket Maker
Permatex
Permatex OPTIMUM GREY Gasket Maker
Permatex
Permatex Silicone Ceramic Extreme Brake Parts Lubricant
RKSport
03-06 Silverado Ram-Air Hood 29012000
Screamin Diesel
Custom, SDP S300 install kit with turbo LB7-LLY, Illusion Orange Powdercoat
Summit Racing
BD Diesel, Flexplate, Chevrolet, Duramax, 2001-2012 BDD-1041260
The Industrial Depot
INDUSTRIAL DEPOT - FASTENERS, HARDWARE, AND SHOP SUPPLIES

Episode Transcript

(NARRATOR)>> STAGE ONE IS DONE. NOW OUR "SUPERMAX" SILVERADO RETURNS FOR MORE DIESEL UPGRADES. WE'LL CRACK OPEN THE HEADS AND GO INSIDE THE SIX POINT SIX LITER DURAMAX AND INSTALL BIG POWER ADDERS, INCLUDING LT'S NEW LITTLE FRIEND. THAT AND MORE RIGHT NOW ON TRUCK TECH.

(LT)>> HEY GUYS, WELCOME TO THE SHOP. IF YOU'RE INTO DIESEL OR HIGH PERFORMANCE THAN TODAY YOU'RE GONNA WANT TO PAY ATTENTION CAUSE WE'VE GOT SOMETHING FOR YOU.

(JEREMY)>> YEAH YOU'LL RECOGNIZE OUR 2003 SILVERADO WE'VE NICKNAMED "PROJECT SUPERMAX", AND WE'VE MADE SOME GOOD PROGRESS ON IT THIS SEASON.

(LT)>> RECENTLY I'VE TAKEN THE TIME TO REMOVE THE ENGINE FROM THE TRUCK, AND I'VE COMPLETELY TORN IT DOWN TO A BARE SHORT BLOCK GETTING IT READY TO HAVE SOME NEW PARTS THROWN AT IT.

(JEREMY)>> NOW THE GOAL IS TO HAVE A HIGH PERFORMANCE STREET TRUCK THAT WE BUILD IN MULTIPLE STAGES JUST LIKE YOU GUYS WOULD DO AT HOME.

"SUPERMAX" STARTED OUT AS A SINGLE CAB LONG BED, WHICH WE TURNED INTO A SHORT BED BY CUTTING 14 INCHES OUT OF THE FRAME. WE ADDED SOME GO FAST GOODIES AND A GO MANGO PAINT JOB. NOW LAST TIME YOU SAW THE TRUCK WE JUST ABOUT GOT EVERYTHING REASSEMBLED, AND NOW WE CAN START ON STAGE TWO.

(LT)>> OUR GOAL IS TO IMPROVE ON THE 370 WHEEL HORSEPOWER THAT WE LEFT OFF WITH FOR STAGE ONE, AND HOPEFULLY RAISE THAT FIGURE TO JUST A LITTLE BIT OVER 500. NOW YES, THE ENGINE DOES HAVE 200,000 MILES ON IT, BUT IT'S SPENT MOST OF ITS LIFE BEING BONE STOCK, AND ON TOP OF THAT THE STOCK BOTTOM ENDS ON THE LB SEVEN ARE ACTUALLY PRETTY STRONG. NOW WHEN I SAY BOTTOM END I'M TALKING ABOUT ALL THE ROTATING PARTS, THE PISTONS, THE CONNECTING RODS, AND THE CRANK SHAFT. DEPENDING ON WHO YOU ASK, AND MORE IMPORTANTLY WHO'S DOING THE TUNING, THE STOCK BOTTOM END WILL HOLD ROUGHLY 550 TO 600 HORSEPOWER BEFORE IT STARTS TO SCATTER ITSELF TO PIECES. NOW OUR GOAL IS TO PUSH THE PERFORMANCE ENVELOP OF THE LB SEVEN. WE WANT TO GET RIGHT UP TO THAT RAGGED EDGE BUT WE DON'T ACTUALLY WANT TO BREAK ANYTHING. SO TO GIVE THIS ENGINE A FIGHTING CHANCE WE'VE PULLED IT OUT OF THE TRUCK AND WE'VE PULLED THE HEADS OFF. WE'RE GONNA THROW IN SOME NEW GASKETS AND SECURE THE HEADS WITH SOME STUDS. NEXT WE'RE GONNA TAKE CARE OF SOME LEAKS ON THE BOTTOM END AND REPLACE SOME OF THOSE HIGHER MILE WEAR ITEMS. SO HOPEFULLY THIS ENGINE WILL LAST US ANOTHER 200,000 MILES.

WE HAVE SOME NEW EQUIPMENT IN THE SHOP, AND IT'S OUR KEEN 900 MOBILE ENGINE STAND. IT'S DESIGNED FOR HEAVY DIESEL ENGINES AND CAN HOLD UP TO 5,000 POUNDS. TO FLIP THE ENGINE THERE'S A THREE SPEED TRANSMISSION YOU CRANK AND RAISE THE ENGINE VERTICALLY. THEN THE ENGINE CAN BE SPUN AND LOWERED BACK DOWN. THIS STAND IS DEFINITELY GEARED TOWARD THE HEAVY DUTY SIDE OF REPAIR. ADAPTERS ARE AVAILABLE FROM ANYTHING FROM THE FIVE POINT NINE LITER CUMMINS ALL THE WAY UP TO THE BIG 15 LITER ENGINES YOU'LL SEE IN OVER THE ROAD TRUCKS. NOW WE ALSO DID PICK UP A UNIVERSAL REAR MOUNT ADAPTER PLATE THAT'LL HOLD UP TO 1,000 POUNDS. OUR LITTLE DURAMAX IS DEFINITELY NOT PUSHING THE LIMITS OF THE STAND, BUT IT GIVES US A NICE SUPER STABLE PLATFORM TO WORK FROM.

THE DURAMAX USES A TWO PIECE OIL PAN THAT'S HELD TO THE ENGINE WITH SEVERAL BOLTS AND A BEAD OF SILICONE. THE UPPER CAST ALUMINUM PAN HAS MANY SMALL ALLEN BOLTS AROUND THE OUTSIDE, AND THE FLEX PLATE HAS TO BE REMOVED FROM THE CRANK IN ORDER TO ACCESS THE TWO LARGER BOLTS THAT GO THROUGH THE BELL HOUSING AND INTO THE OIL PAN. WITH A QUICK PRY THE PAN SEPARATES. USING A 36 MILLIMETER 12 POINT SOCKET THE BALANCER CAN BE REMOVED. THE COOL THING ABOUT THIS IT'S A SLIP FIT. PULLS RIGHT OFF, FOLLOWED BY THE WATER PUMP AND THE FRONT TIMING COVER. NEXT I'LL REMOVE THE NUT FROM THE OIL PUMP DRIVE GEAR...

...UNSCREW THE PICK UP TUBE, AND REMOVE THE OLD PUMP. IF YOU'RE USED TO WORKING ON GASOLINE ENGINES THINGS MIGHT LOOK JUST A LITTLE BIT DIFFERENT UNDERNEATH THE TIMING COVER OF A DIESEL LIKE OUR DURAMAX, AND THAT'S BECAUSE EVERYTHING IS DRIVEN BY GEARS. THE CRANKSHAFT TURNS THE CAMSHAFT, WHICH THEN WILL SPIN THE CPTHREE HIGH PRESSURE FUEL INJECTION PUMP. THE OIL PUMP AND THE WATER PUMP, THEY'RE ALL DRIVEN BY THE SAME GEAR SETUP, AND THAT'S PART OF THE REASON WHY DIESEL ENGINES WILL LAST SO LONG. THERE'S NO TIMING BELT OR CHAIN THAT COULD WEAR OUT OR BREAK.

(JEREMY)>> IT CAN BE DIFFICULT TO FIND ONE PLACE TO SHOP FOR DURAMAX PARTS, BUT MERCHANT AUTOMOTIVE HAS THE HOOK UP. WE WERE ABLE TO GRAB EVERYTHING NEEDED TO REFRESH AND REASSEMBLE OUR LB SEVEN WITH JUST A FEW PART NUMBERS. WE STARTED WITH A HIGH VOLUME OIL PUMP TO KEEP THE ENGINE OILED, AND A TIG WELDED WATER PUMP TO PREVENT THE DRIVE GEAR FROM SPINNING OFF, WHICH IS A COMMON PROBLEM ON HIGH PERFORMANCE ENGINES. WE ALSO GRABBED HEAD GASKETS AND A FUEL INJECTOR INSTALL KIT THAT COMES WITH BANJO SEALS AND ORINGS. WE ALSO GRABBED ALL THE SEALS NEEDED FOR A COMPLETE REBUILD, BUT MERCHANT AUTOMOTIVE ALSO SENT US REPLACEMENT INJECTOR LINES. LT!

(LT)>> YES SIR!

(JEREMY)>> CATCH THIS.

(LT)>> NO!

(JEREMY)>> WELL THAT WOULD HAVE BEEN BAD.

(LT)>> THANK YOU SIR!

(NARRATOR)>> NEXT SHE GOES BACK TOGETHER.

(LT)>> WE'RE BACK ON TRUCK TECH BEEFING UP OUR LB SEVEN DURAMAX TO HANDLE MORE POWER. WITH THE UPGRADED OIL PUMP INSTALLED, I'LL SLIDE ON THE GEAR AND USE SOME RED THREAD LOCKER TO MAKE SURE THE LEFT HAND THREADED NUT WON'T BACK OUT. THEN TIGHTEN IT TO 74 POUND FEET.

NEXT THE PICK UP TUBE CAN BE REINSTALLED. WE'RE USING PERMATEX OPTIMUM BLACK TO SEAL THE TIMING COVER TO THE FRONT OF THE BLOCK. THEN IT CAN GO BACK ONTO THE FRONT OF THE ENGINE. THE MERCHANT TIG WELDED WATER PUMP FINISHES OUT THE FRONT. THE UPPER OIL PAN ALSO NEEDS SILICONE TO FORM A LEAK PROOF SEAL, AND IT TOO GETS BOLTED ONTO THE BLOCK. ONE MAJOR DISADVANTAGE TO THE FACTORY STAMPED LOWER OIL PAN IS THIS HUMP THAT SITS IN THE BOTTOM. IT ACTUALLY HOLDS ABOUT A HALF A QUART OF OIL THAT'S NEVER GONNA DRAIN OUT BECAUSE IT'S LOWER THAN THE DRAIN PLUG. NOW THIS IS WHERE ALL THE SLUDGE AND NASTY STUFF IS GONNA COLLECT, AND THAT'S NOT SOMETHING YOU WANT SITTING RIGHT NEXT TO THE OIL PICK UP TUBE. SO TO HELP CLEAN THINGS UP WE GRABBED A PPE CAST ALUMINUM LOWER OIL PAN. NOW IT'S FLAT ON THE BOTTOM. SO ALL THE OIL WILL ALWAYS DRAIN OUT, AND IT'S MADE FROM ALUMINUM, WHICH WILL HELP DISSIPATE HEAT FROM THE OIL, AND THAT'LL LEAD TO BETTER LUBRICATION. NOW THE COOL THING IS YOU CAN ACTUALLY GRAB MATCHING HIGH CAPACITY PANS FOR THE ALLISON AUTOMATIC TRANSMISSION AND THE REAR DIFFERENTIAL.

WITH A LITTLE MORE SEALANT THE NEW PAN FINISHES UP THE BOTTOM OF THE ENGINE. THE STARTER RING CAN GO BACK ONTO THE CRANK, AND WE'RE INSTALLING A NEW SFI CERTIFIED FLEX PLATE THAT'S MUCH STRONGER THAN THE STOCK ONE. ARP FASTENERS WILL SECURE THE WHOLE ASSEMBLY. SO A LITTLE ULTRA TORQUE AND THREAD LOCKER ARE APPLIED TO THE BOLT. THEY GET TORQUED TO 250 POUND FEET IN A CIRCULAR PATTERN.

(JEREMY)>> OH GOODNESS! YOU'RE GONNA LIFT ME OFF THE GROUND.

(LT)>> WELL LET'S GET THIS FLIPPED AND GET THE DECK CLEANED UP.

(JEREMY)>> COOL, I'LL GO GRAB SOME SANDING STUFF.

(LT)>> OH YOU LEFT ME WITH THIS AGAIN.

GIVE ME THE HARD JOBS!

(JEREMY)>> WITH THE ENGINE RIGHT SIDE UP, SOME RAGS ARE STUFFED INTO THE BLOCK ABOVE THE LIFTERS TO KEEP ANY TRASH OUT OF THE ENGINE WHILE WE CLEAN THE DECK.

(LT)>> WHAT ARE YOU LAUGHING AT?

(JEREMY)>> YOU'LL SEE.

(LT)>> SO WHAT WE'RE DOING HERE IS REALLY TECHNICALLY NOT THE 100 PERCENT WAY TO DO THIS. YOU KNOW, THE BEST WAY WOULD BE TO STRIP THE BLOCK DOWN TO NOTHING, TAKE TO A MACHINE SHOP, AND HAVE THE SURFACE DECKED, BUT THAT'S AN AWFUL LOT OF EXPENSE AND TIME JUST FOR BASICALLY DOING A HEAD GASKETS.

(JEREMY)>> IT'S NOT ALWAYS AN OPTION EITHER.

(LT)>> EXACTLY, NOW MOST OF THE TIMES GUYS WILL BE DOING THIS ACTUALLY IN THE TRUCK. SO WHAT WE'RE GONNA DO, WE'RE JUST USING RAZOR BLADES. ALL WE'RE TRYING TO DO IS SCRAPE ALL THAT RESIDUAL GASKET MATERIAL. THEN WE'RE GONNA COME BACK IN WITH SOME SAND PAPER AND JUST KIND OF LEVEL IT OUT, AND THEN WE'RE REALLY NOT TRYING TO REMOVE MATERIAL FROM THE DECK SURFACE WITH THE SAND PAPER. WE'RE JUST TRYING TO BASICALLY CLEAN IT UP AND GIVE A GOOD SURFACE FOR THE GASKET TO STICK TO.

(JEREMY)>> ALL RIGHT WE'RE READY TO SET THE CYLINDER HEADS BACK DOWN ON OUR DURAMAX BLOCK. NOW ANY TIME YOU ADD A BUNCH OF HORSEPOWER TO A DIESEL YOU NEED TO UPGRADE TO HEAD STUDS. SO WE CHOSE ARP'S CUSTOM AGE 625 HEAD STUD KIT. NOW THESE WILL CLAMP THE HEADS DOWN AND PREVENT LIFTING DUE TO INCREASED CYLINDER PRESSURE. PLUS THEY'RE REUSABLE. HERE YOU GO.

(LT)>> THANK YOU SIR!

(JEREMY)>> WITH THE DECK SURFACE PREPPED AND CLEAN, THE MERCHANT AUTOMOTIVE HEAD GASKETS CAN GO ON, AND THE ARP HEAD STUDS CAN BE THREADED IN THE BLOCK FINGER TIGHT. TORQUEING THEM COULD PUT UNWANTED SIDE LOAD TO THE FASTENERS. I'LL APPLY SOME ULTRA TORQUE LUBE TO THE THREADS. ALL RIGHT MAN I'VE GOT IT READY FOR YOU.

(LT)>> ALL RIGHT IT'S THE POINT OF NO RETURN.

(JEREMY)>> THEN CAREFULLY LOWER THE CYLINDER HEAD ONTO THE BLOCK. NEXT THE WASHERS ALSO GET SOME ULTRA TORQUE ON BOTH SIDES, AS WELL AS ON THE BACK SIDES OF THE NUTS. THE BOLTS ARE RUN DOWN. THEN TORQUED IN A CIRCULAR PATTERN FROM THE CENTER OUT. WE'RE MAKING THREE PASSES. FIRST AT 50, THEN AT 100, AND FINALLY AT 150 FOOT POUNDS PER THE ARP INSTRUCTIONS. THEN THE LONG BLOCK IS FINISHED UP BY TORQUEING THE FOUR MEIGHT BOLTS TO 25 FOOT POUNDS. YOU KNOW YOU BEING A DIESEL GUY, AND ALL I HEAR ALL DAY LONG IS DIESEL TALK, YOU'VE GOT TO BE EXCITED ABOUT BUILDING THIS THING.

(LT)>> YOU KNOW I'M PRETTY PUMPED BECAUSE THIS IS THE FIRST DIESEL ENGINE THAT WE'VE KIND OF TORE APART, AND WHAT WE HAVE COMING UP NEXT, MAN THAT GETS ME SO EXCITED.

(JEREMY)>> I CAN'T WAIT MAN.

(LT)>> IT'S GONNA SIT RIGHT HERE, IT'S GONNA BE BRIGHT ORANGE, AND IT'S GONNA MAKE SOME PRETTY COOL SOUNDS.

(JEREMY)>> LET'S GET SOME FUEL INJECTORS IN THIS THING.

(JEREMY)>> HEY LT!

(LT)>> WHAT'S UP?

(JEREMY)>> GRAB ME THAT SPARK PLUG WRENCH.

(LT)>> WHAT HAVE YOU GOT A SMALL LAWN MOWER THAT YOU'RE WORKING ON OR SOMETHING?

(JEREMY)>> HEY MAYBE SOME OF YOU GUYS OUT THERE HAVE BUILT GAS ENGINES AND NOT MESSED WITH MANY DIESEL. THAT'S OKAY, THEY HAVE THEIR SIMILARITIES. THERE'S A SERIES OF PISTONS, YOU HAVE A CRANK SHAFT, FUEL GOES IN, EXHAUST GOES OUT, AND YOU CAN CREATE SOME BIG POWER WITH THESE THINGS, BUT THERE'S ONE HUGE DIFFERENCE IN A DIESEL, NO SPARK PLUGS.

(LT)>> ALL MODERN DIESEL ENGINES USE DIRECT INJECTION, AND BASICALLY WHAT THAT MEANS IS THE TIP OF THE FUEL INJECTOR ACTUALLY SITS INSIDE THE COMBUSTION CHAMBER. NOW AS THE PISTON TRAVELS UP IT COMPRESSES AIR. COMPRESSION MAKES HEAT, AND THIS HEAT IS ACTUALLY WHAT IGNITES THE AIR/FUEL MIXTURE. SO THERE'S REALLY NO NEED TO HAVE ANY SPARK PLUGS.

(JEREMY)>> WHERE ON A GASOLINE ENGINE YOU NEED A SPARK PLUG SO IT IGNITES AT THE RIGHT TIME AND EVERYTHING RUNS AS IT SHOULD, AND YOU'LL ALSO NOTICE WITH A DIESEL THESE INJECTORS, THEY LOOK A LITTLE BIT DIFFERENT BUT STILL PRETTY MUCH WORK THE SAME AS A GAS ENGINE.

(LT)>> BASICALLY THERE'S A SMALL SOLENOID THAT SITS ON TOP OF THE INJECTOR, AND AS AN ELECTRICAL CURRENT IS APPLIED THE SOLENOID OPENS A VALVE AND FUEL IS ALLOWED TO ENTER INTO THE ENGINE. NOW THESE THINGS ACTUALLY ASSEMBLE PRETTY EASILY. FIRST SLIDE A SMALL ORING OVER THE FUEL RAIL INLET FITTING. THESE THINGS CAN BE A LITTLE BIT TRICKY. NEXT SLIDE A LARGER ORING OVER THE TIP OF THE INJECTOR AND UP THE SHAFT. THE PURPOSE OF THIS ORING IS TO KEEP OIL OUT OF THE INJECTOR CUP. FINALLY A COPPER WASHER SEALS THE COMBUSTION PRESSURE FROM THE INJECTOR.

(JEREMY)>> THE INJECTOR SLIDES INTO THE HEAD, AND WITH A LITTLE WIGGLING IT'LL SLIP DOWN INTO PLACE AND THE HOLD DOWN BOLT CAN BE TIGHTENED.

NEXT UP THE FUEL RETURN LINE ATTACHES TO EACH INJECTOR WITH NEW HARDWARE AND SEALS FROM MERCHANT AUTOMOTIVE.

THE PUSH RODS GET LUBED AND SET IN, THE VALVE BRIDGES GO ON, AND THE ROCKER ASSEMBLY GETS BOLTED INTO PLACE.

(LT)>> ONE UNIQUE THING ABOUT THE FRONT SEAL ON A DURAMAX IS THERE ARE TWO SURFACES YOU HAVE TO DRIVE INTO PLACE. THE INNER SURFACE RIDES ON THE CRANK SHAFT, AND THE OUTER SURFACE SITS IN THE TIMING COVER. NOW YOU CAN DAMAGE THIS SEAL IF YOU DON'T HAVE THE PROPER TOOLS TO INSTALL IT. LUCKILY MERCHANT AUTOMOTIVE HAD THIS FRONT DRIVER THAT SITS PERFECTLY ON THE CRANK SHAFT, ENGAGES WITH THE SEAL, AND IT MAKES IT SO YOU CAN'T POUND IT IN TOO FAR. [ mallet tapping metal ]

(LT)>> WHEN THE SOUND CHANGES, THAT'S HOW YOU KNOW YOU'RE HOME. THE HARMONIC BALANCER SLIDES INTO PLACE, AND IT WILL BE SECURED BY AN ARP BOLT TORQUED TO 255 POUND FEET. BACK ON THE CYLINDER HEAD, THE VALVES NEED TO GET ADJUSTED TO 12 THOUSANDTHS OF LASH USING A FEELER GAUGE UNTIL SLIGHT DRAG IS FELT. THEN THE ADJUSTOR NUT GETS TIGHTENED.

I'LL ROTATE THE ENGINE UNTIL THE NEXT PAIR ARE ON BASE CIRCLE, MAKE THE ADJUSTMENTS, TIGHTEN THEM UP, AND I'LL FINISH THE OTHER SIX CYLINDERS.

(NARRATOR)>> NEXT, MORE FLOW OUT AND MORE FLOW IN!

(LT)>> DURING THE BREAK WE HAD SOME TIME TO INSTALL THE VALVE COVERS AND THE FUEL INJECTOR HARNESSES THAT RUN UNDERNEATH. THAT MEANS OUR LONG BLOCK IS DONE AND IT'S TIME TO MOVE ONTO THE FUN STUFF. NOW BACK DURING STAGE ONE WE UPGRADED THE EXHAUST THAT GOES FROM THE TURBO ALL THE WAY TO THE TAIL PIPE, BUT WE HAVEN'T TOUCHED THE PIECE THAT GO IN BETWEEN THE ENGINE AND THE TURBO CHARGER. THESE ARE HIGH FLOW EXHAUST MANIFOLDS AND UP PIPES FROM PACIFIC PERFORMANCE ENGINEERING. NOW THESE MANIFOLDS WILL FLOW 53 PERCENT MORE AIR THAN THE STOCK PARTS, AND THE BEST THING IS THIS WHOLE PACKAGE IS CARB LEGAL, WHICH MEANS YOU CAN PASS EMISSIONS IN ALL 50 STATES. THE MANIFOLDS ARE CONSTRUCTED USING IRON WITH HIGHER LEVELS OF SILICONE AND MOLYBDENUM, WHICH GIVES THEM GREATER STRENGTH IN HIGH TEMPERATURE APPLICATIONS, AND THE DESIGN WILL GIVE A SIGNIFICANT REDUCTION IN EXHAUST BACK PRESSURE. THE UP PIPES ARE MADE FROM 120 WALL STAINLESS, AND THE BELLOWS ARE 37 PERCENT LARGER THAN STOCK. NOW YOU MIGHT THINK IT'S A LITTLE BIT EXTREME TO PULL THE ENGINE OUT OF OUR TRUCK JUST TO BASICALLY CHANGE THE HEAD GASKETS, ADD SOME STUDS, AND PUT IN AN OIL PUMP, BUT THINK ABOUT THIS. GM LISTS THE BOOK TIME FOR REPLACING A PAIR OF HEAD GASKETS ON A DURAMAX AS ABOUT A 30 HOUR JOB, WHERE IT ONLY TOOK ME ABOUT SEVEN HOURS TO REMOVE THE ENTIRE ENGINE, TRANSMISSION, AND DRIVETRAIN FROM THE TRUCK. NOT ONLY THAT, WE DON'T HAVE TO WORRY ABOUT SCRATCHING THE PAINT AND WE HAVE A TON OF ROOM TO WORK. DON'T FORGET, IF YOU WANT TO CHANGE AN OIL PUMP IN THE TRUCK YOU'VE GOT TO PULL THE FRONT DIFFERENTIAL OUT. ALL THE WORK WE'VE DONE TODAY HAS BEEN LEADING UP TO THIS, A BORG WERNER S-300 TURBO KIT THAT WE PICKED UP FROM SCREAMIN' DIESEL PERFORMANCE. NOW THIS CHARGER IS GONNA HAVE THE AIR FLOW THAT WE NEED TO SUPPORT OUR HORSEPOWER GOALS, AND EVEN MORE WHEN WE FINALLY BUILD THE BOTTOM END OF THIS DURAMAX.

(JEREMY)>> THERE ARE LOTS OF WAYS TO MAKE YOUR CAR OR TRUCK STAND OUT IN THE CROWD. IT CAN BE AS SIMPLE AS A NEW SET OF WHEELS, SUSPENSION UPGRADES, OR BODY MODS, BUT ONE THING THAT STANDS OUT MORE THAN ANYTHING IS CUSTOM PAINT. I KNOW, THERE'S THAT WORD AGAIN, PAINT. NOW MOST SHY AWAY FROM DIY WHEN IT COMES TO PAINT, BUT SERIOUSLY THERE IS NOTHING TO BE AFRAID OF. SO TODAY I'M GOING TO SHOW YOU HOW A SIMPLE PAINT ACCENT CAN GIVE YOUR RIDE THAT COOL FACTOR IT DESERVES. NOT TOO LONG AGO WE GOT "PROJECT SUPERMAX" SPRAYED IN A VERY BRIGHT GO MANGO ORANGE. WE ACTUALLY DID THE ENTIRE TRUCK TOP TO BOTTOM BUT LEFT THE HOOD FOR LATER. WELL LAST NIGHT I GAVE IT A COUPLE OF COATS OF ORANGE AND GOT IT READY TO ADD SOME OF THAT COOL FACTOR I'M TALKING ABOUT. WE PICKED THIS HOOD UP FROM RK SPORT. IT HAS DUAL SCOOPS AND IT'S A FUNCTIONAL HOOD. NOW WE'VE TAKEN A LITTLE BIT OF TIME TO TEST FIT IT ONTO TO THE TRUCK AND IT FIT PERFECTLY RIGHT OUT OF THE BOX. SO NOW WE'RE GOING TO UTILIZE THE SHAPE OF THIS HOOD AND ADD STRIPES ON TOP OF EACH SCOOP. HERE'S OUR "SUPERMAX" SILVERADO WITH ALL OF THE PANELS ON, AND WHEN PICKING AN ACCENT COLOR THINK ABOUT THE THEME YOU ALREADY HAVE. THE BIGGEST FOCAL POINT TO ME IS THE CHARCOAL WHEELS, BUT ONCE THE TRUCK STARTS TO GET ASSEMBLED WE'LL HAVE SOME BLACK TRIM THROUGHOUT. SO IT KIND OF GIVES YOU TWO OPTIONS FOR WHAT YOU COULD DO, BUT I THINK IF WE WENT BLACK IT WOULD CLASH A LITTLE TOO MUCH WITH THE WHEELS. SO WE'RE GONNA GO WITH THE CHARCOAL AND KIND OF TIE IT ALL TOGETHER. JUST THINK ABOUT WHEN YOU GET DRESSED IN THE MORNING. YOU WANT TO MATCH, RIGHT? WELL JUST THINK ABOUT YOUR TRUCK THE SAME WAY. NOW ONTO THE FUN PART, LAYING DOWN THE TAPE FOR THE GRAPHICS. NOW IF YOU USE REGULAR THREE QUARTER INCH MASKING TAPE LIKE THIS THERE'S A GOOD CHANCE YOU WON'T GET A NICE, SHARP, CLEAN EDGE. WE WANT TO MAKE SURE WE USE A FINE LINE TAPE, AND FOR THIS I'LL BE USING A QUARTER INCH. THE QUARTER INCH IS EASY TO WORK WITH TO GET A STRAIGHT LINE, AND THE THINNER TAPES WORK GREAT FOR CURVES. I'LL LAY DOWN SOME MASKING PAPER TO PROTECT THE PAINT. NOW I CAN LAY DOWN THREE COATS OF CHARCOAL FOR OUR ACCENT COLOR. AFTER ABOUT A 15 MINUTE FLASH TIME THE HOOD CAN BE UNMASKED. ALL RIGHT, HERE'S A TIP WHEN YOU GO TO PULL OFF YOUR FINE LINE TAPE. PULL DOWN AND AWAY FROM THE PAINT YOU JUST SPRAYED. THE EDGE OF THE TAPE IS SO SHARP YOU CAN UTILIZE THAT TO MAKE SURE YOU GET A NICE, CLEAN, CRISP EDGE. WELL THERE YOU GO. PICKING THE RIGHT COLOR THAT COMPLIMENTS YOUR RIDE AND A SIMPLE PAINT ACCENT CAN MAKE ALL THE DIFFERENCE IN THE WORLD. WELL I'VE STILL GOT A LITTLE CLEAR COAT TO LAY DOWN.

(LT)>> A KEY COMPANION TO ANY GARAGE OR SHOP IS A GOOD QUALITY FLOOR JACK. NEW FROM MATCO TOOLS IS THIS THREE AND A HALF TON LOW PROFILE. NOW IT HAS AN EXTRA LONG FRAME FOR EASY ACCESS TO THOSE HARD TO GET TO LIFT POINTS. IT'LL GO AS LOW AS THREE AND THREE QUARTER INCHES, AND AS HIGH AS 21 AND THREE QUARTERS. THIS JACK WILL WORK GREAT ON LOW CLEARANCE CARS AS WELL AS BIG TRUCKS AND SUV'S. NOW IT'S MADE WITH PREMIUM COMPONENTS AND QUALITY SEALS. IT'S $400 BUCKS, AND IT'S AVAILABLE AT MATCO TOOLS DOT COM.

(JEREMY)>> NOTHING IS MORE IRRITATING THAN DOING A BRAKE JOB ON YOUR RIDE THAN HEARING THAT ANNOYING BRAKE SQUEAL OR CHATTER. WELL PERMATEX HAS THE FIX WITH THEIR SILICONE CERAMIC EXTREME BRAKE PARTS LUBRICANT. THE 100 PERCENT SYNTHETIC FORMULA WORKS TO SILENCE BRAKE NOISE. YOU APPLY IT TO SLEEVES, THE BACKS OF BRAKE PADS, CALIPERS, BACKING PLATES, ANYWHERE WHERE THERE'S METAL TO METAL CONTACT. IT'S RESISTANT TO CORROSION AND CONTAMINANTS, AND WILL NOT WASH OUT. PERMATEX SILICONE CERAMIC BRAKE LUBE IS AVAILABLE AT YOUR FAVORITE AUTOMOTIVE RETAILER. THANKS FOR WATCHING TRUCK TECH, WE'LL SEE YOU NEXT TIME!
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