Iron Animal 408: Wicked Turbo Power

(ANNOUNCER)>> THE IRON ANIMAL 408 IS BACK. YOU WATCHED IT GO FROM A CATALOG TO THE DYNO. WHAT'S NEXT, HOW ABOUT A TURBO, TODAY ON ENGINE POWER.

(MIKE)>> WELCOME TO ENGINE POWER. TODAY WE'RE GETTING BACK ON OUR IRON ANIMAL 408 INCH LS PROJECT WE BUILT OUT OF THE SUMMIT RACING CATALOG. NOW THIS ENGINE'S GONNA BE GIVEN AWAY, BUT THAT'S AFTER WE ADD A POTENT POWER ADDER.

NOW IF YOU'RE JUST JOINING US AND DON'T KNOW ANYTHING ABOUT THE BUILD, HERE'S A QUICK RECAP TO CATCH UP. 100 PERCENT OF THIS BUILD WAS ORDERED FROM THIS CATALOG. THE FOUNDATION WAS THEIR MACHINED SIXOLQFOUR IRON LS BLOCK THAT WAS FOUND IN GM PICK UP TRUCKS. NOW WE STRENGTHENED IT UP BY INSTALLING ARP MAIN STUDS TO MEET THEIR 1,400 HORSEPOWER RATING. INSIDE WAS A KONE ROTATING ASSEMBLY THAT STARTED WITH A FORGED 4340 NEUTRAL BALANCED CRANK

SHAFT, HBEAM RODS, AND FORGED PISTONS.

A HOLLEY RETRO FIT OIL PAN WITH A SUMP WAS INSTALLED TO CONTROL OIL, AND WE EVEN HAD MIKE DOWNS STOP IN TO SHOW US HOW WELL HIS TRICK FLOW 255 GENX CYLINDER HEAD PRODUCED IMPRESSIVE FLOW NUMBERS. CAPPED OFF WITH A FAST 102 MILLIMETER INTAKE MANIFOLD AND THROTTLE BODY, WE WERE READY TO HOOK UP THE FAST XFI FUEL INJECTION AND HEAR SOME NOISE. [ engine revving ]

(MIKE)>> IT WAS BUILT TO HANDLE PLENTY OF POWER FOR

ONE OF YOU LUCKY VIEWERS. NOW SUMMIT RACING RATES THE BLOCK AT 1,400 HORSEPOWER WHEN USING ARP MAIN STUDS. SO WITH THAT TYPE OF RATING WE HAD POWER ADDER ON OUR MIND RIGHT FROM THE START. FOR THAT WE PICKED UP THE PHONE AND MADE A CALL TO HELLION POWER SYSTEMS TO DESIGN A SINGLE TURBO SYSTEM THAT COMES WITH EVERYTHING WE NEED

TO RUN THE ENGINE. AND THE FIRST THING TO GO ON ARE THE HEADERS. HELLION BUILT THESE SHORTY HEADERS WITH INCH AND FIVEEIGHTHS PRIMARIES THAT EXIT INTO A VBAND COLLECTOR. NOW THE SEVENSIXTEENTHS FLANGE GIVES US THE ADDED STRENGTH TO SUPPORT THE WEIGHT OF WHAT'S TO COME.

ON A TURBO ENGINE YOU WANT THE EXHAUST VELOCITY TO BE HIGH ON THE HEADER SIDE OF THE TURBO. THE SMALLER DIAMETER OF THE PRIMARIES HELPS ACHIEVE THAT, WHICH RESULTS IN FASTER SPOOLING AND MORE TORQUE AT LOWER RPM'S. THEN NEXT ITEM IN THE LINE UP IS A MERGE PIPE THAT CONNECTS TO THE HEADER FLANGES.

THIS PIPE SENDS THE EXHAUST PRESSURE FROM THE

ENGINE TO THE EXHAUST SIDE OF THE TURBO. NOW IF YOU DON'T KNOW HOW A TURBO SYSTEM WORKS, CHECK OUT THIS ANIMATION. EXHAUST FLOW FROM THE HEADERS DRIVES THE BLADES OF A TURBINE WHEEL BEFORE IT DISCHARGES. ON THE OTHER SIDE AN IMPELLER WHEEL DRAWS IN AND COMPRESSES HIGH VOLUMES OF FRESH AIR. NOW THESE WHEELS RIDE ON A CLOSED TOLERANCE SHAFT THAT CAN SPIN OVER 100,000 RPM. SINCE THE TURBO IS DRIVEN OFF OF EXHAUST GASES, THE POWER INCREASE IS CONSIDERED FREE SINCE

NONE OF THE ENGINE'S POWER IS USED.

(PAT)>> WE'RE USING HIGH TEMP COPPER RTV TO SEAL THE TURBO TO ITS TFIVE FLANGE.

(MIKE)>> PRECISION'S NEW STREET PT 8891 TURBOCHARGER WILL BOOST OUR 408. IT SUPPORTS UP TO 1,525 FLYWHEEL HORSEPOWER, AND HAS A TFIVE FLANGE. AN 88 MILLIMETER INDUCER CNC MACHINED COMPETITION FORGED ALUMINUM COMPRESSOR WHEEL PROVIDES GREATER EFFICIENCY, FASTER RESPONSE, AND VIRTUALLY NO TURBO LAG, RESULTING IN MASSIVE POWER GAINS. NOW THE COVER IS FITTED WITH A VBAND FOR A POSITIVE SEAL.

(PAT)>> THE INTERCOOLER STARTED OFF AS A 27 BY 12 BY FIVE CORE FROM PRECISION. THEN THE HELLION GUYS GOT A HOLD OF IT AND WELDED ON THE TANGS. IT'S AN AIR TO AIR UNIT THAT SUPPORTS UP TO 1,700 HORSEPOWER.

USING A CAST ALUMINUM ELBOW AND A VBAND CLAMP, THE FIRST PIPE FOR THIS HIGH END STREET RACE KIT GOES FROM THE TURBO TO THE INTERCOOLER.

IT USES REINFORCED SILICONE COUPLERS TO ATTACH IT. COMING OUT OF THE INTERCOOLER, ANOTHER PIPE WILL START THE JOURNEY TOWARDS THE THROTTLE BODY. NEXT TO IT IS THE FINAL PIECE OF PIPING FROM THE KIT THAT WILL DIRECT THE PRESSURIZED AIR INTO THE ENGINE.

(MIKE)>> WITH THE PIPING FROM THE TURBO TO THE ENGINE COMPLETE, THAT WRAPS UP THE COLD SIDE. NOW JUST LIKE US, HELLION WILL WORK WITH YOU TO CREATE ANY TURBO SYSTEM YOU CAN IMAGINE. NOW THIS SETUP IS CAPABLE IS OF PRODUCING POWER THAT WOULD PUT OUR IRON ANIMAL OUT OF COMMISSION. SO OUR GOAL IS AROUND 900 HORSEPOWER.

NOW THE SECOND PART OF THE BUILD IS ALL ABOUT CONTROLLING THE BOOST THE TURBO PRODUCES. SO WE STILL HAVE A WAYS TO GO.

(ANNOUNCER)>> COMING UP, WE BRING ON THE BOOST.

(MIKE)>> BACK ON OUR IRON ANIMAL ADVENTURE, WE'RE READY TO COMPLETE THE TURBO INSTALLATION. NOW TO CONTROL BOOST WE'RE GONNA USE A TURBO SMART RACE PORT BLOW OFF VALVE, A PRECISION PW 66 WASTE GATE, AND A FAST BOOST CONTROL SOLENOID. NOW WE STILL HAVE TO SUPPLY OIL TO THE TURBO, AND ALL THESE PARTS WILL MAKE THAT HAPPEN. BUT FIRST WE'RE GONNA INSTALL THE PRECISION WASTE GATE. IT'S CONSTRUCTED OF HIGH TEMP STAINLESS STEEL AND BILLET ALUMINUM COMPONENTS FOR STRENGTH. NOW THE 347 STAINLESS INVESTMENT CAST VALVE BODY PROVIDES CONSISTENT PERFORMANCE AND

ACCURATE BOOST CONTROL. THIS IS THE LARGEST AND HIGHEST FLOWING BLOW OFF VALVE IN TURBO SMART'S LINE UP. IT'S DESIGNED FOR LARGE CAPACITY TURBOCHARGERS AND HIGH HORSEPOWER ENGINES. IT'S COMPACT IN SIZE AND LIGHT WEIGHT. THIS FITTING FROM HELLION WILL ALLOW US TO SUPPLY THE TURBO WITH PRESSURIZED OIL DIRECTLY FROM THE ENGINE'S OIL GALLEY. NOW A BRAIDED STEEL LINE TO THE TOP OF THE TURBO WILL COMPLETE ITS JOURNEY. WE ALSO NEED TO RUN A LINE FROM THE BOTTOM OF THE TURBO HOUSING TO THE OIL PAN. THAT'S HOW THE SUPPLIED OIL GETS RETURNED BACK TO THE ENGINE AFTER IT LUBRICATES THE TUBRO'S INTERNALS. NOW THAT'S A GRAVITY FED RETURN, SO IT HAS TO RUN DOWN HILL. THAT MEANS A FITTING HAS TO GO IN THE PAN, SO THE

PAN HAS TO COME OFF. I WELDED THE DASH 12 FITTING TO THE PAN.

THE OIL THEN RUNS FROM THE TURBO DRAIN DOWN TO THE NEW FITTING WHERE IT RETURNS TO THE SUMP.

NOW WE CAN MOUNT THE 90 DEGREE EXHAUST PIPE TO THE HOUSING USING ANOTHER BAND CLAMP, AND SLIP ANOTHER 90 ONTO IT TO MAKE THE TURN TO THE BACK OF THE DYNO ROOM.

(PAT)>> SINCE WE'RE STEPPING UP THE POWER SIGNIFICANTLY, WE NEED TO PUT A DIFFERENT SET OF PLUGS IN WITH A COLDER HEAT RANGE. ANY TIME AN ENGINE HAS INCREASED CYLINDER PRESSURE, THAT ALSO MEANS IT HAS INCREASED TEMPS IN THE COMBUSTION CHAMBER, WHETHER IT BE FROM TURBOS, BLOWERS, NITROUS, OR EVEN NATURALLY ASPIRATED. THE COLDER RANGE KEEPS PLUGS FROM OVERHEATING AND CAUSING DAMAGE IN PREIGNITION. THIS IS THE ORIGINAL NGK TRSIX PLUG WE USED TO

MAKE 573 HORSEPOWER IN NATURALLY ASPIRATED TRIM. THE NEW PLUG IS AN R-57-24-NINE. THE NUMBER INDICATES THE HEAT RANGE, FROM A SIX TO A NINE, WE WENT THREE HEAT RANGES COLDER. THIS IS FOR NGK PLUGS ONLY. THIS IS OUR STOCK PLUG. NOTICE HOW DEEP THE PORCELAIN GOES IN? THE COLDER THE PLUG THE SHORTER THE CENTER PORCELAIN IS, WHICH MEANS MORE POTENTIAL TO PASS HEAT INTO THE HEAD AND ULTIMATELY THE COOLING SYSTEM. WE'RE GAPPING THEM TO 25 THOUSANDTHS FOR THIS POWER LEVEL BECAUSE TOO MUCH WOULD CAUSE A MISFIRE AND TOO LITTLE WOULD HURT POWER.

(MIKE)>> WE'RE ADDING BIGGER DIETCHWERKS 95 POUND INJECTORS THAT WE'LL PUSH 105 OCTANE RACE GAS THROUGH. ROYAL PURPLE FIVEW-20 XPR OIL WILL PROTECT THE VITALS.

AND JUST LIKE IN NATURALLY ASPIRATED FORM, OUR FAST XFI TWO POINT ZERO WILL CONTROL THE ENGINE.

(DAVID)>> YEAH, WHEN I PLUGGED IN.

(MIKE)>> DAVID PAGE CAME BY TO DROP OFF A FEW PIECES NEEDED TO RUN THE TURBO AND GET US STARTED.

(DAVID)>> WITH A TRUE SPEED DENSITY SYSTEM, THE ECU'S MEASURING THE AIR TEMPERATURE AND THE AIR

PRESSURE FOR THE PURPOSE OF UNDERSTANDING THE DENSITY OF THE AIR. IF WE KNOW THE CUBIC INCH OF THE ENGINE, THEN ALL WE HAVE TO DO IS INPUT THE EFFICIENCY OF THE ENGINE. HOW EFFICIENTLY ARE WE FILLING THE CYLINDERS AT DIFFERENT RPM POINTS? AND THAT ALLOW US TO BUILD AN AIR FLOW MODEL OF THE ENGINE. THEN IT'S JUST A MATTER OF MATH AND PHYSICS TO DETERMINE HOW MANY POUNDS OF FUEL ARE REQUIRED FOR THE ENGINE TO PRODUCE THE HORSEPOWER YOU'RE TRYING TO MAKE.

(MIKE)>> THAT WATER PUMP TURN ON?

(PAT)>> YEAH!

(MIKE)>> HERE WE GO.

(PAT)>> ALRIGHT, THERE'S NO DRIPS, NO ERRORS.

(MIKE)>> HERE WE GO. [ engine fires up ]

(MIKE)>> WITH EVERYTHING SOLID AND UP TO TEMP, IT'S TIME! [ engine revving ]

(MIKE)>> OUR FIRST PULLS ARE FOR BASIC TUNING, LIKE AIR FUEL RATIOS.

(DAVID)>> THE DATA FROM THE SHORT LITTLE PULL WE JUST MADE SHOWED THAT THE ENGINE WAS GOING SLIGHTLY LEAN FROM 4,900 RPM TO 6,000 RPM. SO I'M GONNA GO IN AND ADD SOME FUEL JUST IN THAT AREA BEFORE WE GET READY TO MAKE THE NEXT PULL. [ engine revving ]

(DAVID)>> AIR/FUEL'S A LOT BETTER THOUGH.

(MIKE)>> OH YEAH, MUCH BETTER.

(DAVID)>> NOW WE'RE READY FOR SPRINGS.

(MIKE)>> YEAH, THAT SPRING WAS WAY TOO SOFT. AFTER A FEW PULLS AND NOT SEEING ANY BOOST, WE MADE A SPRING CHANGE TO INCREASE IT. [ engine revving ]

(DAVID)>> IT SOUNDED PRETTY GOOD THAT TIME.

(MIKE)>> 684, 739.

(DAVID)>> WHY DON'T WE MAKE A TIMING CHANGE AND I'M INITIALLY THINKING PULLING SOME OUT JUST TO SEE WHAT HAPPENS.

(MIKE)>> AND THAT'S WHAT HE DID, ONLY PULLING IT OUT WHERE THE ENGINE IS MAKING BOOST.

[ engine revving ]

(MIKE)>> 667.

(DAVID)>> DIDN'T LIKE IT?

(MIKE)>> NOPE, NOT AT ALL.

(DAVID)>> SO YOU WANT TO TRY AND GO BACK THE OTHER

WAY AND MAKE ONE, QUICK CHANGE?

(MIKE)>> SO WE'LL RESET THE TIMING TWO DEGREES PAST THE ORIGINAL LOCATION. [ engine revving ]

(MIKE)>> CAN YOU SEE THE EXCITEMENT, NOT REALLY. WE'RE UNABLE TO KEEP THE BOOST NUMBERS UP PAST 4,500 RPM. SO WE GOT THIS LITTLE BOOST "T" FROM TURBO SMART TO MANUALLY CONTROL THE WASTE GATE. IT WILL ALLOW MORE BOOST AND IMPROVE THE TURBO'S RESPONSE. WE'LL RUN IT WITH THE NINE POUND SPRING, FOUR TURNS

IN, AND THE BOOST "T" ZEROED OUT. WITH THE VALVE THE WAY IT'S AT, WE SHOULD SEE ABOUT 20, 21 POUNDS.

(PAT)>> ONLY ONE WAY TO FIND OUT.

(MIKE)>> HERE WE GO.

[ engine revving ]

(MIKE)>> 913 ON TORQUE, 865 ON POWER, THAT'S GOOD. MAN THAT TORQUE IS WHAT WILL GET THAT DUDE ROLLING.

(PAT)>> THAT IS AMAZING ACTUALLY, WOW!

NOW WHAT?

(MIKE)>> WELL FUEL LOOKS GOOD. LET'S TURN A POUND AND A HALF, TWO IN IT FOR FINAL, AND GET A NUMBER, AND DECLARE VICTORY. I'M REAL HAPPY WITH IT. WE'LL DO THAT WITH THREE CLICKS ON THE BOOST "T", WHICH HOLDS THE WASTE GATE CLOSED, ALLOWING MORE BOOST TO REACH THE INTAKE MANIFOLD. [ engine revving ]

(PAT)>> MORE PRESSURE, BOOST WAS GOOD.

(MIKE)>> NICE, CLEAN AIR/FUEL RATIOS, 924 FOOT POUNDS, 865 HORSEPOWER. NOW IT'S MAKING SOME JUICE.

(PAT)>> TURBOS ARE PRETTY AMAZING ACTUALLY.

(MIKE)>> WELL THAT DOES IT FOR THE IRON ANIMAL ON OUR END. NOW IT'S TIME TO PACK IT UP AND WAIT TO SEE WHICH ONE OF YOU ARE THE LUCKY WINNER. NOW THIS THING MADE 573 HORSEPOWER NATURALLY ASPIRATED FORM, WHICH IS PLENTY BETWEEN THE FRAME RAILS OF ANY CAR OUT ON THE STREET. BUT IF YOU WANT MORE, YOU'LL HAVE THAT OPTION TOO. THIS TURBO IS CAPABLE OF A LOT MORE BOOST, ENOUGH TO PRODUCE 1,525 HORSEPOWER ON THIS COMBINATION, AND THAT'LL GIVE YOU BRAGGING RIGHTS AT ANY CRUISE IN. SO THE ONLY THING LEFT TO DO IS LOG ON TO POWERNATION TV DOT COM AND ENTER TO WIN.

(ANNOUNCER)>> NEXT WE'RE PUTTING THE HEAT TO A SPRAY ON CERAMIC HEADER COATING, STAY WITH US.

(MIKE)>> ONE OF THE EASIEST AND BEST WAYS TO ADD PERFORMANCE IS TO BOLT ON A SET OF TUBULAR EXHAUST HEADERS. NOW YOU CAN GET A SET OF PAINTED STEEL HEADERS LIKE THIS FOR A SMALL BLOCK CHEVY FOR RIGHT AT A COUPLE HUNDRED BUCKS. BUT IF YOU'RE LOOKING FOR MORE PERFORMANCE AND A HEADER THAT'S GONNA LAST A LOT LONGER, GETTING THIS SET CERAMIC COATED WILL COST YOU ABOUT $175 DOLLARS MORE.

(PAT)>> THAT DIFFERENCE BUYS YOU INCREASED RUST RESISTANCE AND GREAT LOOKS UNDER THE HOOD. CERAMIC COATING ALSO STAYS ON DURING REPEATED HEAT CYCLES OF WEEKEND DRAG STRIP PASSES AND IDLING AROUND AT CAR SHOWS AND CRUISE NIGHTS.

(MIKE)>> IN TODAY'S ECONOMY IT'S ALL

ABOUT SAVING CASH. SO TODAY WE'RE GONNA TEST A DO IT YOURSELF CERAMIC HEADER COATING FROM VHT. NOW THEY CLAIM THIS 2,000 DEGREE SPRAY ON COATING WILL GIVE YOU CERAMIC BENEFITS FOR A LOT LESS COST.

(PAT)>> WE LIKE THE IDEA OF INVESTING A LITTLE SHOP TIME TO SAVE SOME BUCKS. HERE'S WHAT WE FOUND.

(MIKE)>> THE PAINT ON A SET OF AFFORDABLE HEADERS IS THERE FOR ONE REASON, TO PROTECT THE STEEL DURING SHELF LIFE. WE BROUGHT IT UP TO TEMPERATURE AND SPED THE VIDEO UP TO SHOW YOU THAT WITHIN MINUTES IT STARTED

TO BURN OFF AND WAS COMPLETELY GONE BY THE TIME THE ENGINE WAS AT OPERATING TEMPERATURE. THAT BARE STEEL IS WHAT YOU DON'T WANT. RUST AND CORROSION WILL START EATING AWAY AT THE HEADER FROM THE OUTSIDE, DRASTICALLY

SHORTENING THEIR LIFE.

(PAT)>> NOW WE'LL SEE WHAT THE VHT CAN DO. BECAUSE WE ARE USING AN NEW UNPAINTED HEADER, IT'S

VERY IMPORTANT TO FOLLOW THE APPLICATION PROCESS TO THE LETTER. IT INCLUDES A QUICK PREP USING DUPLICOLOR'S PREP SPRAY. MAKE SURE TO USE SOME TYPE OF SHOP TOWEL TO WIPE IT ALL DOWN. NOW WE CAN APPLY VHT'S FLAT GRAY FLAME PROOF PRIMER.

ONE LIGHT COAT FOLLOWED BY TWO HEAVIER COATS. SEVERAL COLORS OF THE FINAL CERAMIC COAT ARE AVAILABLE.

WE'RE USING FLAT GRAY TO GIVE US A SUBTLE LOOK. IT'S APPLIED IN SEVERAL EVEN LAYERS ALLOWING TIME IN BETWEEN FOR IT TO SET UP. FINALLY IT'S TIME TO KICK BACK, AND LET IT DRY.

(MIKE)>> ALTHOUGH IT HAS A VERY HIGH TEMPERATURE RESISTANCE, THAT DOESN'T MEAN IT'S SCRATCH RESISTANT.

SO TAKE YOUR TIME BOLTING THEM UP AND MAKE SURE TO WEAR CLEAN GLOVES SO THE OILS FROM YOUR HANDS DON'T GET ON THE COATING AND BURN PERMANENT MARKS IN THEM. WE'RE GOING TO START THE ENGINE AND LET IT IDLE FOR ABOUT 10 MINUTES. THEN SHUT IT OFF AND LET IT COOL DOWN TO CURE THE COATING. THIS WILL ENSURE MAXIMUM ADHESION AND EXTEND ITS LIFE. THIS TIME AROUND WE'RE POURING THE COALS TO THE COATING BY MAKING SEVERAL DYNO PULLS TO 5,500 RPM. AT 724 DEGREES NOTHING BURNT OFF OR CHANGED COLORS. AFTER ANOTHER RUN THE TUBE REACHED 872 DEGREES. AFTER 20 MINUTES AND SEVERAL MORE PULLS, 898. THEN WE EVEN RETARDED THE TIMING FOUR DEGREES TO PUT EVEN MORE HEAT IN THE HEADER TUBE. [ engine revving ]

(MIKE)>> THIS TIME 976 DEGREES WITHOUT BURN OFF. VHT SAYS IT WILL HANDLE A LOT MORE HEAT, UP TO THAT 2,000 DEGREE MARK. BUT YOU'LL NEVER GET YOUR TUBES THAT HOT. BUT IT'S A GOOD THING TO KNOW WE STILL 1,000 DEGREES TO GO. SO IT'S SAFE TO SAY THIS IS AN EXCELLENT WAY TO UPGRADE A BARE STEEL SET OF HEADERS TO A CERAMIC COATING OUT OF A CAN.

(MIKE)>> THANKS TO COMPANIES LIKE BOTSCH AND BENDIX, BACK IN THE 1950'S FUEL INJECTION BECAME AN AUTOMOTIVE REALITY. NOW ONE OF THE FIRST AMERICAN CAR COMPANIES TO EXPERIMENT WITH EFI BACK IN 1957 WAS AMC. IT WAS A $395 DOLLAR OPTION FOR THEIR 327 IN THE RAMBLER REBEL.

(PAT)>> TODAY ALL PRODUCTION VEHICLES USE COMPUTERIZED EFI WITH INJECTORS THAT DELIVER PRECISELY METERED FUEL INTO THE INTAKES, AND LATELY DIRECTLY INTO THE COMBUSTION CHAMBER.

(MIKE)>> THE PROBLEM IS AFTER TIME, HEAT CAUSE

VARNISH BUILD UP AT THE INJECTOR TIP, BLOCKING THE SPRAY ANGLE, CAUSING ROUGH IDLE, REDUCED POWER, HIGHER FUEL USE AND EMISSIONS. IN HIGH MILEAGE SITUATIONS INJECTORS CAN WEAR OUT, REQUIRING REPLACEMENT. BUT REPLACING EIGHT INJECTORS AT THE DEALERSHIP CAN BE PRICEY. IT CAN COST YOU $600 OR $700 BUCKS IN PARTS AND LABOR.

(PAT)>> A BETTER OPTION IS TO HAVE THE INJECTORS REMOVED AND CLEANED AT A SHOP WITH AN INJECTOR CLEANER LIKE THIS. INJECTORS WITH FUEL VARNISH AND CARBON DELIVER

A REDUCED SPRAY THAT KILLS PERFORMANCE. PRESSURIZE SOLVENTS CLEAN THE INJECTORS FROM THE INSIDE, STRIPPING OUT RESIDUES. RESTORING THE ORIGINAL CONE SPRAY POWER WITH SPECIAL CLEANING EQUIPMENT IS WAY BETTER THAN REPLACING INJECTORS, BUT IT'LL SET YOU BACK ABOUT $100 BUCKS.

(MIKE)>>OR THANKS TO A NEW GENERATION OF SYNTHETIC

CLEANERS YOU CAN CLEAN FOWLED INJECTORS AND THE REST OF YOUR FUEL SYSTEM BY TREATING THE FUEL YOU

BURN AS YOU DRIVE. POURING IN SIX OUNCES OF MAX CLEAN SYNTHETIC FUEL SYSTEM CLEANER AND STABILIZER FROM ROYAL PURPLE REMOVES BUILD UP AND DEPOSITS IN THE ENTIRE FUEL SYSTEM FOR UP TO 3,000 MILES.

(PAT)>> AND IT'LL ALSO WORK WITH DIESEL, BIOFUELS, EVEN TWO STROKE MIX. PLUS IT WILL STABILIZE THOSE FUELS, KEEPING THEM FRESHER LONGER.

(MIKE)>> AND AT ABOUT EIGHT BUCKS A CAN, WHEN IT COMES TO CLEANING FUEL INJECTORS LIKE A PRO BUT WITHOUT THE HIGH COST, THIS IS PROBABLY THE BEST PLACE TO START.

(PAT)>> IN THE WORLD OF DIAGNOSTICS, MATCO TOOLS CONTINUES TO BE THE FIRST TO MARKET WITH SHOP TECH INNOVATIONS, LIKE THEIR NEW MAX GO WIRELESS TABLET. IT FEATURES AN EIGHT INCH HIGH RESOLUTION TOUCH SCREEN, FRONT AND REAR FACING CAMERAS, AND PLENTY OF STORAGE FOR PHOTS AND VIDEOS. YOU CAN ALSO INSTALL THIRD PARTY APPS WITH ITS ANDROID OPERATING SYSTEM. PLUS YOU CAN CONNECT VIA BLUE TOOTH, HARDWIRE, OR WIFI FOR ONE CLICK UPDATES AND OE ACCESS

TO ALL FOREIGN AND DOMESTIC APPLICATIONS. IT'S WATER PROOF, DUST PROOF, AND COMES WITH A TWO YEAR WARRANTY.

(MIKE)>> IF YOU'RE INTO SAVING TIME AND MONEY WHEN WORKING ON YOUR VEHICLE, YOU'LL BE A HUGE FAN OF THIS READY MOUNT STRUT ASSEMBLY FROM GABRIEL. NOW IT COMES PREASSEMBLED, SAVING YOU TIME CAUSE YOU WON'T HAVE TO PUT IT TOGETHER YOURSELF. NOW THE GFORCE TECHNOLOGY WILL GIVE YOU A MORE COMFORTABLE RIDE AND BETTER HANDLING OUT ON THE ROAD. IT COMES WITH ALL BRAND NEW COMPONENTS AND A LIMITED LIFETIME WARRANTY. NOW YOU CAN PICK YOURS UP AT YOUR LOCAL AUTOZONE WITH PRICES STARTING AT $104.99.

(PAT)>> IT'S PRETTY CLEAR THAT THIS IS A COOL NEW PRODUCT AVAILABLE FROM CLASSIC INDUSTRIES. THESE VALVE COVERS FIT A SMALL BLOCK CHEVY AND THEY'VE BEEN EXTENSIVELY TESTED TO HAVE NO YELLOWING, WARPING, HAZING, OR ANY OTHER HEAT RELATED PROBLEMS THANKS TO THEIR PROPRIETARY MATERIAL AND MANUFACTURING. THEY'RE PATENT PENDING, MADE IN THE USA, AND BEST OF ALL, THEY'RE NHRA APPROVED. SO YOU CAN CLEARLY BE THE COOLEST IN THE PITS FOR AROUND $290 BUCKS. WELL THAT'S IT FOR TODAY, WE'LL SEE YOU NEXT TIME.