Stealth Crate 427: Heads or Tales?

(ANNOUNCER)>> TODAY ON ENGINE POWER, FROM A SWAP MEET ENGINE WE BEGIN THE BUILD OF A STEALTH 427 BIG BLOCK CHEVY.

(MIKE)>> LUCKILY YEAH, EVERY ONCE IN A WHILE.

(PAT)>> SOMETHING LIKE THIS, THESE ARE FEW AND FAR BETWEEN, ESPECIALLY IF SOMETHING'S NOT WRONG WITH IT.

(MIKE)>> I HOPE THIS ONE WORKS OUT.

(PAT)>> NO, THIS LOOKS TO BE GOOD. EVERYTHING ELSE IS GOOD TO THIS POINT, WHY WOULDN'T THIS ONE BE?

(MIKE)>> WE'RE BACK IN YOUR LIVING ROOM AGAIN, WELCOME TO ENGINE POWER.

(PAT)>> THERE'S NOTHING QUITE LIKE SEEING A BIG BLOCK FIRE UP ON THE DYNO. THIS ZZ- 427 FROM CHEVY PERFORMANCE IS ONE OF THOUSANDS PRODUCED THAT MAKES 480 HORSEPOWER. NOW WE PICKED THIS ONE UP USED AT A SWAP MEET FOR $3,500 BUCKS. NOW SO FAR IT CHECKS OUT OKAY BUT WE'RE NOT GONNA KNOW UNTIL WE FIRE IT UP.

(MIKE)>> NOW THEY CAME WITH A GREAT WARRANTY AND

AWESOME PERFORMANCE RIGHT OUT OF THE BOX, BUT THAT ALSO MEANS CONSERVATIVE STEPS WERE TAKEN ON THE ORIGINAL PART SELECTION. NOW WE WANT TO PULL EVERY BIT OF HORSEPOWER WE CAN OUT OF THIS ENGINE. SO SOME CHANGES NEED TO BE MADE, LIKE THE CAM SHAFT,

BUMPING UP THE COMPRESSION, AND CHANGING THE AIR FLOW CHARACTERISTICS OF THESE HEADS. NOW FOR THAT WE'RE GONNA SHOW YOU AN EASY WAY TO PORT THEM AT HOME. NOW IT'S EVENTUALLY GONNA FIND ITS WAY BETWEEN THE FRAME RAILS OF A WICKED LITTLE S-10 PROJECT WE HAVE PLANNED. FOR NOW WE NEED TO SEE HOW WELL WE SPENT OUR MONEY.

(PAT)>> WE'RE TESTING IT THE SAME AS THE BOW TIE BOYS DID WITH A 770 CFM CARB, PREMIUM FUEL, AND WITH THE HAT IN PLACE WE'LL LIGHT IT OFF. [ engine firing ]

(PAT)>> CRITICAL THINGS TO LOOK FOR ON INITIAL FIRE UP IS SUFFICIENT OIL PRESSURE, NO EXTERNAL LEAKS, AND OBVIOUSLY NO AUDIBLE WARNING SIGNS. THE TIMING IS SIMPLE. 10 DEGREES OF BASE TIMING AT IDLE. 26 DEGREES OF CENTRIFUGAL ADVANCE IS BUILT INTO THE DISTRIBUTOR, AND THAT WILL GIVE US A TOTAL OF 36 DEGREES, EXACTLY WHAT CHEVY SPECIFIES. SINCE EVERYTHING STILL LOOKS GOOD AT OPERATING TEMPERATURE, WE'VE GOT THE GREEN LIGHT TO FLOG THIS RAT.

(MIKE)>> ACTIVATED!

(PAT)>> ALRIGHT, LETS SEE WHAT OUR MONEY BOUGHT US HERE.

(MIKE)>> HERE WE GO.

(PAT)>> FROM 3,000 TO 6,000 RPM. [ engine revving ]

(MIKE)>> 468, 475.

(PAT)>> ACTUALLY I'M VERY HAPPY.

(MIKE)>> PLUGS ARE CLEANED OFF NOW, LETS BACK THAT UP.

469, 483, SMOKING, SMOKING GOOD.

(PAT)>> THERE COULD BE BIRD'S NESTS, DIRT

DAUBERS, THERE COULD BE ANYTHING INSIDE THAT THING. WE HAVE NO IDEA WHAT'S IN THERE.

(MIKE)>> THERE'S ONLY ONE WAY TO FIND OUT AND THAT'S WHAT WE'RE GONNA DO.

(PAT)>> TO THE OPERATING ROOM.

(MIKE)>> ON THE WAY.

THIS TEAR DOWN IS NOT GOING TO BE A THRASH TO SEE HOW FAST WE CAN GET IT APART. NOW THIS ENGINE MADE AWESOME POWER BACK ON THE DYNO, WHICH TELLS US THERE WILL BE MINIMAL WEAR IF ANY. NOW WE'RE GONNA INSPECT SEVERAL COMPONENTS, TAKE MEASUREMENTS, AND EVEN LAY EVERYTHING OUT IN ORDER AS IT'S REMOVED. PLUS WE'LL SHOW YOU SIDE BY SIDE COMPARISONS OF THE PARTS COMING OUT VERSUS THE NEW PARTS WE'RE GONNA PUT IN IT JUST SO IT'S EASY FOR YOU TO FOLLOW ALONG. THE DISTRIBUTOR IS AN HEI, WHICH IS

A ONE WIRE HOOK UP. NOW THIS THING HAS A REALLY LARGE CAP BUT IT ELIMINATES THE NEED FOR AN IGNITION BOX OR EXTERNAL COIL. CHEVY EQUIPS THIS ENGINE WITH A DUAL PLANE ALUMINUM INTAKE MANIFOLD SET UP FOR A 4150 FLANGE. NOW THEY ALSO CAST A HALF INCH RELIEF HERE IN THE MANIFOLD'S DIVIDER, AND THAT ALLOWS THE CARBURETOR

TO SEE SIGNAL FROM ALL EIGHT CYLINDERS. THE VALVE COVERS HAVE A TALL PROFILE TO CLEAR ROLLER VALVETRAIN. AND THE FACTORY SCRIPT IS PROOF POSITIVE THIS IS OUR STEALTH 427 PROJECT. THE FACTORY ROCKER ARMS LOOK TO BE IN GOOD SHAPE, BUT WE'RE NOT TAKING ANY CHANCES. NOW HERE'S A QUICK TIP. WHEN REMOVING ROCKER ARMS, ALWAYS DO THEM IN PAIRS WHEN THERE IS NO SPRING PRESSURE ON THEM.

THIS WILL ELIMINATE THE CHANCE OF STRIPPING OR

GALLING ANY THREADS ON YOUR POLY LOCKS OR STUDS.

(PAT)>> LUNATI SUPPLIED US WITH THEIR BEEFIER VOODOO SERIES ROCK ARMS THAT HAVE A ONESEVEN RATIO AND A SINISTER BLACK ANODIZED FINISH. THIS AREA WAS DESIGNED WITH EXTRA CLEARANCE FOR HIGHER LIFT AND BIGGER SPRINGS.

PLUS THE PRECISION SORTED TRUNION NEEDLE BEARINGS WITHSTAND HIGHER PRESSURES FOR BETTER LONGEVITY.

(MIKE)>> BACK AT THE RAT THE PUSHRODS ARE THREEEIGHTHS OF AN INCH IN DIAMETER AND A ONE PIECE DESIGN. NOW THERE'S A SLIGHT CHANCE WE MAY BE ABLE TO REUSE THEM WHEN WE PUT THE ENGINE BACK TOGETHER, AND THAT'S DUE TO IT BEING A HYDRAULIC ROLLER SETUP. NOW BECAUSE OF OUR NEW CAM SHAFT HAVING SUCH AN AGGRESSIVE PROFILE, THAT IS GONNA BE THE DECIDING FACTOR. AT THIS TIME, NO BIRD EGGS OR ANY EVIDENCE OF WILD LIFE, BUT WE STILL HAVE A WAYS TO GO. WE'LL BE RIGHT BACK.

(ANNOUNCER)>> THE INVESTIGATION CONTINUES AND HOW TO DETERMINE COMPRESSION RATIOS.

(MIKE)>> THAT VALLEY LOOKS REALLY CLEAN.

(PAT)>> YEAH, THAT'S A GOOD INDICATION.

(MIKE)>> EVEN THE CAM LOBES LOOKS GOOD FROM HERE.

(PAT)>> YEP, YEP, SURE DOES.

(MIKE)>> BACK IN THE SHOP THE TEAR DOWN CONTINUES. NOW THE DEEPER WE GET THE MORE ANXIOUS WE ARE TO SEE THE FINAL OUTCOME. WE STILL HAVE A WAYS TO GO BEFORE THAT HAPPENS. TO GAIN ACCESS TO SEVERAL HEAD BOLTS THE SEVENSIXTEENTHS OF AN INCH ROCKER ARM STUDS NEED TO GO, FOLLOWED BY THE GUIDE PLATES.

NOW THEY'RE ON THE LIST FOR ITEMS WE'RE REUSING, SO ON THE TRAY IN ORDER THEY GO. SINCE THIS ENGINE HAS SOME RUN TIME ON IT, THERE'S A SIMPLE RULE OF THUMB FOR TAKING OUT THE HEAD BOLTS. IT'S IN THE REVERSE ORDER OF HOW THE HEAD WAS INSTALLED. THIS PRACTICE ENSURES NO HEAD WARPAGE WHETHER THE ENGINE IS HOT OR COLD. CRACKING THE EGG.

(PAT)>> OH, THAT WENT OFF NICE.

(MIKE)>> MAN THIS THING HARDLY HAS ANY RUN TIME ON IT. TOP OF THE PISTON'S CLEAN, CROSS HATCH IS STILL GOOD IN THE CYLINDER, LOOKS GOOD. LET'S SEE WHAT THE OTHER SIDE DOES. MAYBE CLEANER!

(PAT)>> IT LOOKS GREAT.

(MIKE)>> WHAT WE'RE HOPING TO SEE IS A GASKET THAT LOOKS UNIFORM AND FREE OF DARK SPOTS. IF THOSE ARE PRESENT, IT'S A SIGN OF COMPRESSION LEAKAGE AND A MAJOR CONTRIBUTOR TO POWER LOSS.

(PAT)>> SO SAVE OVER $500 BUCKS WHEN WE PUT IT BACK TOGETHER WE'RE GONNA REUSE THE TIE BAR LIFTERS SINCE

THE ENGINE WASN'T RAN THAT MUCH. THIS IS WHERE OUR FIRST MEASUREMENT COMES INTO PLAY. WE WANT TO KNOW THE EXACT THICKNESS OF THE GASKET

BECAUSE WE'LL BE USING THAT INFORMATION TO HELP DETERMINE OUR COMPRESSION RATIO, WHICH WE'LL SHOW YOU HOW TO DO LATER ON. FEL PRO ADVERTISED THIS ONE TO HAVE A 39 THOUSANDTHS COMPRESSED THICKNESS. USING A MICROMETER TO GET AN ACCURATE READING, IT

MEASURES RIGHT AT 39 THOUSANDTHS.

(MIKE)>> USING A BRIDGE AND DIAL INDICATOR ON THE DECK, WE WANT TO SEE IF THE PISTON IS PROTRUDING, EVEN, OR RECESSED IN THE CYLINDER. THIS MEASUREMENT MUST BE TAKEN SINCE IT'S AN IMPORTANT FACTOR IN THE COMPRESSION RATIO CALCULATION.

WHEN THE DIAL REACHES ITS STOPPING POINT, THE PISTON IS AT ITS HIGHEST POINT, WHICH IS TRUE TDC. NOW WE'LL ROCK THE PISTON IN THE BORE AND FIND THE SPLIT BETWEEN THOSE TWO NUMBERS

MEASURED AT THE EDGE. THIS IS WHERE THE PISTON FLATS ARE LEVEL, AND THIS WILL BE THE ADDITIONAL DATA NEEDED FOR OUR FORMULA, CALLED DECK HEIGHT. WITH THE PISTON AND ROD ASSEMBLY STILL IN THE BLOCK, WE NEED TO KNOW EXACTLY HOW MUCH VOLUME THE DOME OF THE PISTON TAKES UP IN THE CYLINDER. NOW SINCE WE'RE KEEPING THESE PISTONS IN SERVICE, FINDING THAT EFFECTIVE DOME VOLUME WILL GET US ONE STEP CLOSER TO THE EQUATION, AND LET US KNOW WHAT OTHER AREAS WE CAN ADJUST TO REACH OUR TARGETED COMPRESSION RATIO OF 10.75 TO ONE.

(PAT)>> RUNNING THE PISTON ABOUT HALF WAY DOWN THE BORE IS ENOUGH TO PUT SOME ASSEMBLY GREASE IN THE CYLINDER. THEN RUN THE PISTON BACK UP TO EXACTLY ONE INCH FROM THE DECK. THE GREASE'S JOB IS TO SEAL THE RINGS SO NO FLUID CAN BYPASS THEM, MAKING SURE TO REMOVE AS MUCH EXCESS AS POSSIBLE SO IT DOES NOT TAKE UP FLUID VOLUME. NOW APPLY A SMALL RING OF GREASE AROUND THE BORE TO SEAL IT TO THE CLEAR PLATE, AND POUR COLORED

ALCOHOL IN USING A BARRETTE TO PRECISELY MEASURE THE AMOUNT USED. FACTORING IN THAT TINY BUBBLE IS 197. BUT WE'RE NOT DONE YET. WE NEED MORE TO FIGURE THIS VOLUME. POINT SEVENEIGHTFIVEFOUR IS A DERIVATIVE OF PI, WHICH SHORTENS THE EQUATION. MULTIPLY IT BY THE BORE TIMES THE BORE AGAIN TIMES ONE, WHICH IS WHERE WE PUT THE PISTON IN THE HOLE, TIMES 16.39 WHICH CONVERTS CUBIC INCHES TO CC'S.

THAT EQUALS A VOLUME OF 232.51cc'S MINUS THE MEASURED VOLUME OF 197cc'S, GIVES US THE PISTON'S EFFECTIVE DOME VOLUME OF 35.51 POSITIVE CC'S. THAT'S ONE OF FIVE VOLUMES NEEDED TO FIGURE OUR COMPRESSION RATIO. VOLUME OF THE CYLINDER, COMBUSTION CHAMBER, HEAD GASKET, DECK HEIGHT MEANING PISTON IN OR OUT

OF THE HOLE, AND THE EFFECTIVE DOME VOLUME WE JUST FIGURED, 35.51 POSITIVE CC'S. SINCE WE KNOW THE BORE AND STROKE, WE'LL USE THAT INFORMATION AND THE SAME FORMULA AS VFIVE, WHICH GIVES US 875.64 CC'S. WE PHYSICALLY MEASURED THE COMBUSTION CHAMBER AT 113 CC'S. THE FEL PRO GASKET IS WORTH NINE POINT SEVEN CC'S. THE PISTON WAS 27 THOUSANDTHS IN THE HOLE, MEASURING IT WITH THE BRIDGE. USING OUR FORMULA IT COMES OUT AT SIX POINT TWOEIGHT CC'S. SINCE OUR EFFECTIVE DOME VOLUME WAS A POSITIVE NUMBER, IT NEEDS TO BE SUBTRACTED. IF IT WERE A DISH, IT WOULD ADD VOLUME. NOW SUBTRACT THE CYLINDER VOLUME. OUR COMPRESSION IS 10.37 TO ONE.

(MIKE)>> MEASURING IT YOURSELF IS THE MOST ACCURATE WAY TO KNOW WHAT YOU'VE GOT. NOW ADVERTISED NUMBERS ARE EXACTLY THAT. WE CAME UP WITH SLIGHTLY MORE COMPRESSION, BUT THAT'S OKAY WITH US. NOW IF ALL THOSE NUMBERS, OR MATH IN GENERAL, INTIMIDATE YOU, SUMMIT RACING HAS AN ONLINE COMPRESSION CALCULATOR THAT'S EASY TO USE.

JUST GO TO THE MAIN SITE, CLICK ON THE EXPERT ADVICE AND NEWS TAB. THEN SCROLL DOWN TO TOOLS AND CALCULATORS. IT WORKS, WE'VE USED IT, WE'LL SEE YOU IN A FEW MINUTES.

(PAT)>> WE ARE BACK, AND WE'VE JUST FINISHED UP OUR COMPRESSION RATIO CALCULATION. NOW IT'S TIME TO GET DIRTY DISASSEMBLING THE

REST OF THE ENGINE. NOW TO THIS POINT IT'S IMPRESSED US WITH ITS CONDITION, ESPECIALLY BECAUSE OF THE $3,500 PRICE TAG, WHICH IS UNDER HALF THE COST OF A BRAND NEW ONE.

THE STOCK PAN IS A SIX QUART PIECE THAT HAS NO

BAFFLING, AND THIS IS THE LAST TIME YOU'LL SEE IT SINCE A NEW PAN IS IN ORDER FOR THE S-10 CHASSIS. COMING OFF NEXT IS THE MELING HIGH VOLUME OIL PUMP. WE'LL REUSE IT BUT GIVE IT A LITTLE MASSAGING BEFORE IT GOES BACK ON. WITH ACCESS WE CAN REMOVE THE ROD AND PISTON ASSEMBLIES. THE RODS ARE A HEAVY DUTY FORGED IBEAM DESIGN THAT MEASURE IN AT SIX POINT FIVETHIRTY FIVE INCHES.

THEY'RE BEING REUSED AND SUFFICIENT FOR THE POWER

AND RPM WE PLAN ON RUNNING.

THIS IS THE GRAND FINALE.

(MIKE)>> GOT HER, MAN EVERYTHING LOOKS SO GOOD ON THIS MOTOR. THE FORGED ALUMINUM PISTONS SPORT A SIXTEENTHSIXTEENTHTHREE- SIXTEENTHS RING PACK THAT WE'LL IMPROVE ON LATER ON. PLUS THESE THINGS ARE GONNA BE GOOD FOR A LITTLE POWER ADDER WE HAVE PLANNED. STANDARD SIZE CLEVITE BEARINGS THAT ARE UNCOATED CAME IN THIS ENGINE. NOW THERE'S MINIMAL WEAR, WHICH STAYS TRUE TO THE LITTLE RUN TIME THE TOP END SHOWED. NOW WHEN IT GOES BACK TOGETHER, CLEVITE TRIARMOR BEARINGS THAT HAVE A FRICTION REDUCING COATING WILL GIVE US ADDITIONAL PROTECTION ON DRY START UPS AND THE ADDED STRESSES THE ENGINE WILL SEE DUE TO ITS HIGHER OUTPUT. TO GO ALONG WITH THE HEAVY DUTY RODS, A FORGED STEEL 4340 INTERNALLY BALANCED CRANK SHAFT IS THE BACK BONE OF THIS 427.

NOW IT USES A THREE POINT SEVENSIXSIX INCH STROKE AND OUT BACK A ONE PIECE REAR MAIN SEAL. NOW IT'S ALL HELD IN WITH FOUR BOLT MAINS. NOW I'M GONNA GO AHEAD AND GET THE REST OF THE SHORT

BLOCK TORE DOWN WHILE PAT SHOWS YOU SOME HOME BREW MAGIC ON THE CYLINDER HEADS AND HAS A LITTLE FUN ON THE FLOW BENCH.

(PAT)>> SINCE WE'RE ADDING ONE HUNDRED THOUSANDTHS LIFT TO OUR CAM, A NEW SPRING PACKAGE IS ON THE LIST.

WE'RE KEEPING THE VALVES IN ORDER SO THEY CAN GO BACK IN THE SAME LOCATION SINCE THE GUIDES ARE IN GREAT CONDITION. THEY HAVE TWOTWO-50 INTAKE AND A ONEEIGHT-80 EXHAUST. THESE HEADS ARE ADVERTISED TO HAVE A 290cc INTAKE RUNNER. AND OVER HERE ON THE EXHAUST SIDE

THEY MEASURE 110cc. AND REMEMBER, THE COMBUSTION CHAMBER MEASURED AT 113. WE'RE GONNA SURFACE THE DECK TO SHALLOW UP THE

COMBUSTION CHAMBERS SO WE CAN HELP RAISE OUR COMPRESSION. AND I'LL SHOW YOU SOME EASY PORT WORK THAT'LL INCREASE SOME AIR FLOW, WHICH TRANSLATES TO MORE HORSEPOWER.

(MIKE)>> WE MOUNTED THE HEAD TO THE FLOW BENCH. NOW WE'LL FLOW ONE INTAKE RUNNER TO GET A BASE LINE AT SIX DIFFERENT LIFT POINTS. ALL THE WAY TO SEVEN HUNDRED THOUSANDTHS. AT TWO HUNDRED THOUSANDTHS WE GOT 138 CFM. BUMPING IT UP TO THREE HUNDRED THOUSANDTHS, 203 CFM. THE NEXT THREE LIFT POINTS ARE RIGHT IN LINE WITH THE FACTORY SPECS. FINALLY WE'LL OPEN THE VALVE TO

SEVEN HUNDRED THOUSANDTHS.

NOW CHECKING IT HERE IS IMPORTANT SINCE OUR NEW CAM HAS 626 THOUSANDTHS OF LIFT. SO JUST FLOWING IT TO 600 WOULDN'T BE ENOUGH.

(PAT)>> TO DO THE PORT WORK YOU'LL NEED SOME SORT OF DIE GRINDER AND A PORTING KIT LIKE THIS AVAILABLE FROM SUMMIT RACING. NOW IT CONTAINS ALL THE CARTRIDGE ROLLS, STONES, CROSS BUFFS, AND SHANKS YOU'LL NEED TO GET THE JOB DONE RIGHT. AND LAST BUT NOT LEAST, A GOOD PAIR OF SAFETY GLASSES. I'LL START BY USING A STONE INSIDE THE POCKET AREA REMOVING CASTING FLASH. WE'RE NOT TRYING TO RESHAPE ANYTHING, JUST GIVING IT A GOOD CLEAN UP BECAUSE IN THIS SCENARIO BIGGER WON'T BE BETTER. IT'S IMPORTANT TO LET THE STONE DO THE WORK. USE LIGHT PRESSURE AND KEEP IT MOVING. OTHERWISE IT'S EASY TO DIG TOO DEEP AND DO MORE HARM THAN GOOD.

HERE'S A TIP, TAKE YOUR TIME, AND DON'T NICK THE VALVE SEAT. THAT WILL JUST COMPLICATE THINGS LATER WHEN A VALVE JOB HAS TO BE DONE. USING LIGHT PRESSURE ALLOWED ME TO REMOVE THE CASTING FLASH, KEEPING THINGS THE SAME SIZE AND CREATING A BETTER FINISH. I'LL START BLENDING THE REST OF THE RUNNER UP TO THE FACTORY CNC WORK. THAT'S AN AREA WE DON'T WANT TO MESS WITH. WITH ABOUT 20 MINUTES WORTH OF WORK BEHIND US, THE PORT PROFILE WE'RE LOOKING FOR IS FINISHED. NOTICE HOW THE CASTING LINE IS STILL THERE? WELL IT'S MUCH SMOOTHER, WHICH IS

EXACTLY WHAT WE WANTED.

I'M ALSO GOING TO POLISH THE CHAMBER. DOING THIS REFLECTS MORE HEAT, WHICH RESULTS IN A MUCH MORE EFFICIENT BURN. I'M USING ALUMINUM WHEEL POLISH AND SMALL PIECE OF PIG MAT TO GET THE MIRROR FINISH. BEFORE PEOPLE STARTED USING THERMAL BARRIER COATINGS, THIS WAS NORMAL PRACTICE IN HIGH END RACE ENGINES. SINCE WE NOW HAVE A COMPLETED COMBUSTION CHAMBER AND A PORT AS AN EXAMPLE, WE'LL SHIP THESE

HEADS OFF TO THE SCHOOL OF AUTOMOTIVE MACHINISTS SO THEY CAN COMPLETE THE PORTING. PLUS THEY'LL DO SOME THINGS THAT WE CAN'T DO HERE, LIKE A PRECISION MULTIANGLE VALVE JOB AND MILLING OF THE DECK SURFACE TO REDUCE OUR

CHAMBER SIZE TO 109cc. NOW I'M GOING TO GET THESE HEADS BOXED UP, WE'LL SEE YOU IN A FEW MINUTES.

(ANNOUNCER)>> UP NEXT SEE HOW MUCH TENSION STOCK OIL RINGS HAVE OVER LOW TENSION ONES WITH A FISH SCALE.

(MIKE)>> WE'RE BACK AND CONTINUING ON OUR STEALTH

427 BIG BLOCK CHEVY BUILD. NOW SINCE THE HEADS ARE HEADED WEST, WE'RE GONNA GO AHEAD AND MOVE ON. NOW EVERY ENGINE HAS FREE POWER LOCKED INSIDE. THE GOOD NEWS IS YOU CAN FREE SOME OF IT UP BY REDUCING THE PARASITIC DRAG. DON'T BELIEVE US, WELL WE'RE GONNA SHOW YOU HOW MUCH TENSION A SET OF STANDARD OIL RINGS HAS VERSUS A LOW TENSION SET. FIRST WE'LL SLIDE THE PISTON AND ROD ASSEMBLY INTO THE BORE UPSIDE DOWN WITH THE ORIGINAL RINGS INTACT. NOW WE CAN ATTACH A FISH SCALE TO THE BIG END OF THE ROD. KEEPING THE PISTON SQUARE AND PULLING IT STRAIGHT UP THE BORE. WE CAN GET A READING ON THE SCALE. NOW THE STANDARD RINGS REPORT 27 POUNDS, WHICH IS THE AMOUNT OF DRAG THE OIL RING TENSION IS CREATING. SWAPPING OUT FOR A SET OF TOTAL SEAL LOW TENSION RINGS WILL FREE UP POWER BY REDUCING PARASITIC DRAG. WHAT'S IT WORTH? THE SCALE SHOWS 17 POUNDS. THAT'S A 10 POUND REDUCTION AT EACH CYLINDER. NOW ANY TIME YOU CAN FREE UP PARASITIC DRAG LIKE THIS, YOU'RE NOT MAKING HORSEPOWER, YOU'RE JUST FREEING UP WHAT'S ALREADY THERE. NOW WE'RE NOT DONE YET. WE STILL HAVE A COOL LITTLE TIP TO SHOW YOU BEFORE THIS THING GOES BACK TOGETHER, AND IT

INVOLVES THE TOP OF THE PISTONS.

(PAT)>> THAT TRICK INVOLVES POLISHING THE PISTONS JUST LIKE THE COMBUSTION CHAMBERS. FIRST WE NEED TO TAPE UP THE AREA

WE DON'T WANT POLISHED. USING OUR THREE QUARTER HORSEPOWER BUFFER AND A FINE POLISHING WHEEL, WE CAN APPLY WHITE ROUGE, WHICH WILL GIVE THEM A HIGH LUSTER MIRROR LIKE FINISH. THE SMOOTHER AND FINER THAT FINISH IS, THE MORE IT RESISTS HEAT SYNC. PLUS IT ELIMINATES ANY POTENTIAL HOT SPOTS, WHICH ARE A BIG CAUSE OF PREIGNITION. FINALLY USE SOME MORE MAG POLISH, ANOTHER PIECE OF PIG MAT, AND A SCOTT BLUE SHOP TOWEL, A QUICK CLEAN UP WILL EXPOSE THE MIRROR LIKE FINISH WE'RE LOOKING FOR.

(MIKE)>> ROYAL PURPLE'S NEW ZERO W-40 API

LICENSED HIGH PERFORMANCE MOTOR OIL COMBINES PREMIUM BASE OILS WITH PROPRIETARY ADDITIVE TECHNOLOGIES, WHICH CREATES A BLEND THAT MAXIMIZES HORSEPOWER AND MEETS THEIR 12,000 MILE PLEDGE. NOW THAT MEANS YOU CAN GO 12,000 MILES BEFORE YOUR NEXT OIL CHANGE. COMPARE THAT TO A CONVENTIONAL MOTOR OIL AND YOU WOULD HAVE TO DO IT FOUR TIMES. SO THE ROYAL PURPLE NOT ONLY GIVES YOU ADDED PROTECTION, BUT IT ALSO SAVES YOU MONEY IN THE LONG RUN. SO IF YOU'RE LOOKING FOR MORE POWER, BETTER PROTECTION, JUST GO DOWN TO YOUR LOCAL AUTO PART STORE WHERE YOU CAN FIND SEVERAL

ROYAL PURPLE PRODUCTS.

(PAT)>> TO SAY ARP HAS YOU COVERED IN THE BOLT

DEPARTMENT IS AN UNDERSTATEMENT. THE WORLD LEADER IN FASTENER TECHNOLOGY MAKES

IT EASY FOR YOU TO COMPLETE YOUR PROJECT

WITH THEIR ENGINE AND ACCESSORY FASTENER KITS.

NOW THESE ARE AVAILABLE IN SEVERAL DIFFERENT FINISHES AND CONTAIN ALL THE NUTS, BOLTS, AND WASHERS NEEDED TO ATTACH YOUR CHOSEN COMPONENTS CORRECTLY. PLUS WHAT THAT MEANS, NO MORE GOING TO THE HARDWARE STORE TO PIECE TOGETHER A BAG FULL OF STUFF, WHICH SAVES YOU VALUABLE SHOP TIME.

(MIKE)>> DEMON HAS SET A NEW STANDARD FOR CRISP OUT OF THE BOX PERFORMANCE WITH THEIR NEW STREET

DEMON SERIES CARBS.

NOW INNOVATIONS ARE EVERYWHERE IN THIS PIECE

THAT'LL BOLT DIRECTLY IN PLACE OF ANY STOCK OR AFTERMARKET FOUR BARREL. NOW THE AEROSPACE COMPOSITE FUEL BOWL AND MAIN BODY HELPS ELIMINATE LEAK PASS AND KEEPS FUEL UP TO 20 DEGREES COOLER. NOW IT'S AVAILABLE IN A 625 AND 750 CFM VERSION FROM SUMMIT RACING. NOW ON THE NEXT EPISODE WE'LL HAVE OUR MASSAGED CYLINDER HEADS BACK FROM SAM AND WE'LL BE

ASSEMBLING OUR STEALTH 427 AND STRAPPING IT ON THE DYNO. AND WE CAN'T WAIT TO SEE THE RESULTS, WE'LL SEE YOU THEN.