The Original BigFoot Engine Build Part 2

(ANNOUNCER)>> IT WAS BIG FOOT THAT GAVE BIRTH TO

THE MONSTER TRUCK CRAZE. TODAY MIKE AND PAT CONTINUE THE REBUILD OF ITS ORIGINAL BLOWN 640, FROM BATTLE SCARS TO THE MACHINE SHOP.

(MIKE)>> WE'RE BACK IN THE SHOP AND READY TO DIG A

LITTLE DEEPER INTO THE ORIGINAL BIG FOOT'S POWER PLANT. THAT'S BECAUSE WE GET TO REFRESH IT AND GIVE IT BACK TO BOB CHANDLER SO HE CAN TAKE THE ORIGINAL MONSTER TRUCK, BIG FOOT ONE, ON ITS FINAL TOUR BEFORE PLANS ON HEADING TO THE SMITHSONIAN.

(PAT)>> THIS TIME IT'S NOT DISASSEMBLY BUT MORE OF A CSI APPROACH, WHICH WE'LL CALL ESI, OR ENGINE SCENE INVESTIGATION. WE HAVE THE ORIGINAL BUILD SHEETS AND OUR GOAL IS TO SEE HOW MUCH THIS ENGINE HAS GONE THROUGH AND HOW MUCH IT'S CHANGED SINCE DAY ONE. TAKE A LOOK AT WHAT WE FOUND SO FAR.

(MIKE)>> LAST WEEK WE HAD THE HONOR TO START THE TEAR DOWN OF THE COMPLETE ALAN ROOT 640 CUBIC INCH BIG BLOCK FORD THAT STARTED THE MONSTER TRUCK CRAZE BACK IN THE 1980'S. NOW THIS ENGINE SAT FOR OVER 20 YEARS. SO WE STARTED BY REMOVING EACH COMPONENT AND INSPECTING THEM TO SEE WHAT WE HAD OUR HANDS ON. WE ALL LEARNED TOGETHER THAT TECHNOLOGY HAS CHANGED AND SOME OF THE ITEMS ARE NO LONGER AVAILABLE. NOW WE ENDED WITH A BARE ALAN ROOT ALUMINUM BLOCK. AFTER A ONE HOUR WASH CYCLE, THE ALUMINUM BLOCK IS DRIED OFF WITH COMPRESSED AIR AND READY TO GO ON THE STAND TO CONTINUE OUR FORENSIC INVESTIGATION.

(PAT)>> GIVING IT A GOOD CLEANING HELPS REVEAL DETAILS THAT WEREN'T OBVIOUS IN OUR ORIGINAL TEAR DOWN, AND WE FOUND A FEW THINGS WORTH NOTING. LIKE THE FIRST BEING A MAJOR REPAIR IN THE LIFTER VALLEY. A CATASTROPHIC ENGINE FAILURE CAUSED THIS SECTION OF THE BLOCK TO BE BLOWN OUT, REQUIRING MAJOR RECONSTRUCTION. COMPARED TO THE ARCHITECTURE NEXT TO IT, THE DIFFERENCE IS VERY OBVIOUS. A SOLID CHUNK OF ALUMINUM HAD TO BE WELDED IN AND MACHINED TO RECONSTRUCT THE LIFTER BORES AND THE

OIL GALLEY THAT FEEDS THEM. THAT SAME FAILURE CAUSED AN EXIT WOUND TO THE EXTERIOR THAT WAS ALSO REPAIRED BY BEING WELDED UP. THE REPAIRMAN EVEN LEFT HIS CALLING CARD WITH AN IMPRESSION OF HIS INITIALS AND A DATE ON THE BLOCK. THE DAMAGE WAS ALSO ON THE INSIDE. WE'RE GUESSING THE CARNAGE WAS CAUSED BY A BROKEN

CONNECTING ROD BECAUSE THAT'S A TYPICAL DAMAGE PATH OF THAT TYPE OF FAILURE. DAMAGE LIKE THAT WOULD UNDOUBTEDLY DESTROY THE SLEEVE AS WELL. SO IT WAS REPLACED TOO. WE ALSO NOTICED A SMALL REPAIR TO THE DECK SURFACE. THIS DISCOLORATION YOU'RE SEEING IS ACTUALLY EPOXY THAT WAS USED AS A FILLER. EVEN MORE VISUAL THAN THAT IS THIS HEAVY GOUGING ON THE CHINA RAIL. IT'S MOST LIKELY CAUSED BY PRYING THE INTAKE MANIFOLD OFF DURING ITS YEARS OF SERVICE. DURING ONE OF THOSE PRYING SESSIONS, A FASTENER MUST HAVE BEEN LEFT IN THE REAR OF THE INTAKE AND THIS SCAR WAS THE RESULT. THIS KINDA STUFF HAPPENS WHEN YOU'RE THRASHING TO GET TO THE NEXT ROUND. KEEP IN MIND GUYS, BATTLE SCARS LIKE THESE ARE THE RESULT OF YEARS OF COMPETITION WITH THE SAME ENGINE. THESE ALAN ROOT RACE BLOCKS WERE MADE TO WITHSTAND BIG POWER AND LOTS OF PUNISHMENT. AND OUT BACK WE ALREADY SHOWED YOU THE FIRST DISCOVERY DURING DISASSEMBLY. TOO LONG OF A FLYWHEEL BOLTS WERE INSTALLED AT SOME POINT, AND THEY SELF CLEARANCED ON THE BACK OF THIS CAP AND BLOCK. THE FIX AFTER THESE BOLTS WERE REMOVED REQUIRED HELICOILS TO THE CRANK. THERE ARE SEVERAL STAMPINGS ON THE BLOCK AS WELL. THESE ARE THE TORQUE SPECS FOR THE MAIN CAPS, AND

ALSO THE ORIGINAL BIRTH DATE WHEN IT WAS CAST AT

THE FOUNDRY, ETWOZM. THE "E" STANDS FOR THE '80'S AND THE TWO IS FOR THE YEAR, SO 1982. THE "Z" DESIGNATES FORD AFTERMARKET PARTS, SO

DON'T EXPECT TO FIND THIS IN ANY PRODUCTION VEHICLE, AND THE "M" INDICATES PERFORMANCE.

(MIKE)>> EVEN THOUGH THIS BLOCK WAS DESIGNED FOR RACING USE, IT SHARES SOME COMMON DIMENSIONS WITH THE 385 SERIES BIG BLOCK FORD, WHICH WAS THE 429 AND 460,

LIKE THE OIL PAN RAIL. THE ONLY DIFFERENCE IN THIS ONE IS IT WAS SCALLOPED FOR EXTRA ROD CLEARANCE, ALLOWING THIS STOCK 429/460 GASKET TO STILL BE USED. THE STOCK MAIN JOURNAL HOUSING SIZE OF THREE POINT ONE NINE TWO TWO IS ALSO USED, AND THE SAME GOES FOR THE FACTORY REAR MAIN SEAL. IT ALSO HAS THE PROVISION TO RUN A STOCK OIL PUMP, BUT AN EXTERNAL LINE WOULD HAVE TO BE RAN FROM HERE TO THE REAR OF THE BLOCK, WHICH IS THE OIL INLET. NOW THAT'S BECAUSE THIS BLOCK WAS SET UP TO BE EITHER WET OR DRY SUMP APPLICATION.

THE CAM TUNNEL IS ALSO IN THE FACTORY LOCATION AND RETAINS THE STOCK DIAMETER. NOW UP HERE, EVEN THOUGH WE REMOVED THE MAGNETO, THE FACTORY DISTRIBUTOR HOLE IS PRESENT. SO ONE COULD BE USED. ALSO UP FRONT, IF A COUPLE OF HOLES WERE DRILLED IN THE TIMING COVER, A FACTORY STYLE WATER

PUMP COULD BE USED. WITH ALL THAT SAID, THIS BLOCK IS PRETTY VERSATILE AND COULD EASILY BE MADE TO RUN ON THE STREET. NOW NEXT WE'RE BREAKING OUT THE MEASURING TOOLS AND GETTING TECHNICAL. WITH THE USE OF SOME MICROMETERS AND A DIAL BORE GAUGE, THE ESI INVESTIGATION IS DIGGING DEEPER.

(ANNOUNCER)>> NEXT, SIZE DOES MATTER, ALL THE WAY TO THE THOUSANDTHS OF AN INCH.

(MIKE)>> CONTINUING ON, WE'RE TURNING THE PAGE TO THE TECHNICAL CHAPTER. NOW TOOLS LIKE THIS MICROMETER AND THIS DIAL BORE GAUGE ARE WHAT WE NEED TO MEASURE THE DIAMETER OF THE ENGINE'S COMPONENTS. NOW WHAT WE'RE LOOKING FOR IS TO SEE HOW MUCH THIS ENGINE HAS CHANGED FROM THE ORIGINAL BUILD SHEET. SO LET'S GET STARTED.

(PAT)>> MAKING A BUILD SHEET TAKES TIME BUT IT'S STANDARD PROCEDURE FOR ANY SERIOUS ENGINE BUILDER. IT'S A BLUE PRINT OF THE ENTIRE ENGINE, WHICH IS BASICALLY DOCUMENTATION. IT'S A SHEET THAT WE REFERENCE TIME AND TIME AGAIN OVER THE ENGINE'S SERVICE LIFE. THE ORIGINAL BUILDER ON THIS ENGINE, NORM GRIMES, DID AN EXCELLENT JOB ON THIS ONE.

THE ENTIRE ENGINE WAS WELL THOUGHT OUT AND WE HAVE EVIDENCE OF IT. HE NOTED ALL THE TOLERANCES AS WELL AS THE PARTS THAT WERE USED. HE EVEN NOTED THE ORIGINAL JOB NUMBERS FROM THE MANUFACTURERS OF THE PISTONS AND RODS. THE FIRST THING I'M GOING TO DO IS MEASURE THE BORE SIZE. IT'S AT THE TOP OF THE LIST, SO IT'S A GOOD STARTING POINT. ORIGINALLY IT WAS FOURSIX-25. LET'S SEE WHAT CHANGED. WE'LL HAVE TO SET THE DIAL BORE GAUGE UP TO THE ORIGINAL BORE SIZE. USING A FORTIFIED MIC, WE'LL AIR SET THE SIZE TO FOURSIX-25.

AIR SETTING MEANS YOU'RE SETTING THE SIZE OF THE MICROMETER WITHOUT THE USE OF A STANDARD.

INSTEAD OF RELYING ON THE TENSION OF A PART BETWEEN THE TWO POINTS OF A MIC, YOU HAVE TO KEEP TENSION ON IT TO GET AN ACCURATE READING. IT TAKES THE BACKLASH OUT OF THE THREADS INSIDE THE MIC TO MIMIC A PART BEING IN PLACE. NOW WE CAN SET THE SIZE IN THE DIAL BORE GAUGE, ZERO IT OUT, AND WE'RE READY TO MEASURE. I'M PLACING THE GAUGE IN THE CYLINDER ABOUT HALF WAY DOWN THE BORE. THEN SLOWLY ROCK IT BACK AND FORTH UNTIL THE NEEDLE ON THE GAUGES STOPS AT ITS BREAK OVER POINT, WHICH IS THE WIDEST POINT. AND THE READING IS, FOUR POINT SIXTHREEZEROTHREE.

THAT'S ALMOST FIVE AND A HALF THOUSANDTHS MORE THAN WHEN IT STARTED OUT, WHICH MEANS IT WAS HONED SEVERAL TIMES DURING ITS LIFE SPAN. WE'LL CHECK EVERY CYLINDER TO FIND THE LARGEST ONE BECAUSE THAT WILL HELP US DETERMINE WHAT OVER SIZE WE'LL TAKE IT TO ON OUR FRESHEN UP. AND HERE IS EXACTLY WHY WE DO THAT. ON THE OPPOSITE BANK WE FOUND A CYLINDER THAT WAS OVER NINE THOUSANDTHS BIGGER THAN THE STOCK BORE. IT'S NOT EXACTLY SURPRISING TO FIND IN AN OLD WAR HORSE LIKE THIS BECAUSE SOMETIMES YOU'VE GOT TO DO WHAT IT TAKES TO KEEP THINGS RUNNING. AND IN THIS CASE TURN THOSE 66 INCH TIRES. NOW THE PISTONS ARE MEASURED TO SEE HOW MUCH SKIRT CLEARANCE IT HAS RIGHT NOW.

THAT'S THE CLEARANCE BETWEEN THE PISTON'S SKIRT AND THE CYLINDER WALL. ACCORDING TO THE BUILD SHEET, THE PISTON SHOULD MEASURE FOURSIX-10. THEY ARE COMING OUT FOURSIX-095 BECAUSE OF A

SLIGHT AMOUNT OF WEAR. THIS IS WHAT THE CLEARANCE WAS WHEN THE ENGINE WAS FIRST BUILT BY NORM BASED OFF THE BUILD SHEET.

THEY HAVE 15 THOUSANDTHS CLEARANCE. ON THE RIGHT SIDE OF THE BOARD IS WHAT THE LARGEST BORE MEASURE NOW AS WELL AS WHAT THE PISTON CURRENTLY MEASURES. WE'LL SUBTRACT THE PISTON SIZE FROM THE BORE SIZE AND THAT GIVES US A CLEARANCE OF 25

THOUSANDTHS, WHICH IS THE WORST CASE SCENARIO, AND THAT IS EXCESSIVE.

(MIKE)>> RESTING ON OUR GOODSON MEASURING AND

INSPECTION STAND IS THE BACK BONE OF THE BIG FOOT ONE ENGINE, AND THERE'S NO MISTAKING IT. NOW IT'S GOT A FOURSEVEN-50 STROKE, AND WE NOTICED THAT THE ROD AND THE MAIN JOURNALS HAVE BEEN GROUND UNDERSIZE TO FIX PREVIOUS FAILURES. FOR CONVENIENCE WE'RE GONNA MEASURE ALL THE ROD JOURNALS FIRST BECAUSE WE'LL HAVE TO RELOCATE THE STANDS TO MEASURE ALL THE MAINS. NOW USING A TWO TO THREE INCH MICROMETER, WE'RE GONNA MEASURE THE AREA WHERE THE ROD BEARING RIDES ON THE JOURNAL IN TWO LOCATION. ONE AT VERTICAL AND ONE 90 DEGREES FROM THAT LOCATION. NOW THAT METHOD IS GONNA LET US KNOW IF THAT JOURNAL IS OUT OF ROUND.

(PAT)>> THE VERTICAL READING IS TWO POINT THREESIXTHREETHREE. 90 DEGREES FROM IT MEASURES TWO POINT THREESIXTHREE-0. WHICH MEANS IT'S OUT OF ROUND THREETEN THOUSANDTHS. THIS IS IMPORTANT TO FIND BECAUSE THE LARGEST PART

OF THE JOURNAL IS WHAT'S NEEDED TO SET MINIMUM OIL CLEARANCE. THE SAME PROCEDURE IS DONE ON THE MAINS AND IT'S DONE FOR THE SAME REASON.

THE FIRST JOURNAL MEASURES TWO POINT NINESEVENNINETHREE AT THE VERTICAL READING

AND TWO POINT NINESEVENNINEFIVE AT 90 DEGREES, MAKING IT TWO TEN THOUSANDTHS OUT OF ROUND. BE SURE TO MEASURE THEM ALL TO MAKE SURE THERE ISN'T ANYTHING CRAZY GOING ON. WE FOUND THE JOURNALS TO BE ALL SLIGHTLY OUT OF

ROUND BUT NOT BAD ENOUGH TO NEED REGRINDING. NOW IT'S TIME TO GO TO THE MACHINE SHOP FOR A GOOD POLISHING. OUR INVESTIGATION HAS UNCOVERED

SOME INTERESTING FACTS. NOW WE'LL GET IT BACK TO RACE ENGINE STATUS WITH THE HELP OF BIG BLOCK FORD GUY JOHN KAASE AT KAASE RACING ENGINES, BECAUSE THIS PIECE OF HISTORY DESERVES THE BEST.

(PAT)>> A HUGE CONTRIBUTOR TO SUCCESS ON THE TRACK IS BIG RELIABLE HORSEPOWER UNDER THE HOOD.

THAT'S WHY WE TRAVELED TO WINDER, GEORGIA, AND JOHN KAASE RACING ENGINES, TO ASSIST IN REVIVING BOB CHANDLER'S BIG BLOCK FORD. WE DID OUR OWN VERSION OF A FORENSIC TEAR DOWN AND THIS IS WHAT IT'S GONNA NEED. REPLACING OF THE SLEEVES, ALIGN HONING THE MAINS AND THE CAM TUNNEL, HONING THE BORE TO SIZE BY USING A TORQUE PLATE, AND ORING IN TOP OF THE SLEEVES TO ACCEPT NEW COPPER HEAD GASKETS.

AND THE NICE THING IS EVERYONE WE'VE CALLED HAS BEEN MORE THAN WILLING TO VOLUNTEER THEIR EXPERTISE TO HELP GET THIS ICONIC ENGINE BACK BETWEEN THE FRAME RAILS, INCLUDING THE MAN WITH THE SKILLS AND

REPUTATION FOR BUILDING THE BEST FORD

ENGINES ON THE PLANET.

(JOHN)>> I REALLY CAUGHT THE BUG ABOUT WHEN I WAS 13. LAWNMOWERS, MINI BIKES, MOTORCYCLES, AND THEN CARS.

(PAT)>> AND SINCE 1980, JOHN KAASE RACING ENGINES HAS SUPPLIED OUR NEED FOR SPEED WITH CUSTOM HEADS,

INTAKES, AND NOW TURN KEY ENGINES. HE'S A FORD GUY, JUST LIKE HIS FORMER BOSS, LATE PRO STOCK LEGEND DYNO DON NICHOLSON. TODAY JOHN AND HIS TEAM OF EXPERIENCED MACHINISTS

LEAD THE WAY IN BLUE OVAL PERFORMANCE ON THE TRACK AND ON THE STREET.

(CLIFF)>> JUST ABSOLUTE GENIUS. COMES UP WITH IDEAS IN THE MIDDLE OF THE NIGHT, THREE O'CLOCK IN THE MORNING. WAKES UP, STARTS TAKING NOTES. YOU COME IN THE NEXT DAY AND IT'S A WHOLE NEW PROJECT.

(PAT)>> LIKE BRINGING THE BOSS 429 BACK TO LIFE WITH AFFORDABLE REPLICA PACKAGES THAT DELIVER FROM 500 TO 1,000 RELIABLE HORSEPOWER.

(CLIFF)>> IT'S GONE FROM A TWO MAN SHOP TO A MULTIMILLION DOLLAR OPERATION. WE REALLY ENJOY WHAT WE'RE DOING. ALL OUR GUYS HERE, WE'VE GOT A REALLY GOOD BUNCH OF GUYS. EVERYBODY COMES INTO WORK PRETTY HAPPY, ENJOYS WHAT THEY DO, AND WE HAVE A BLAST.

(PAT)>> IT'S ALL ABOUT BETTERING TECHNOLOGY, WHICH IS WHY WE ENTRUSTED KAASE WITH THE BIG FOOT FIRST GEN ALAN ROOT BLOCK.

(JOHN)>> THOSE BLOCKS WERE A LITTLE BIT ON THE FLIMSY SIDE, YOU KNOW. THE BORES WERE REALLY BIG FOR THE SLEEVES. THEY TEND TO MOVE AROUND A LOT. THE BORES WOULDN'T STAY ROUND. WE TOOK ALL THE SLEEVES OUT, CLEANED EVERYTHING UP. THEN WE HAD SPECIAL SLEEVES MADE THAT WE PUT IN. BUT THE SLEEVES THEMSELVES ARE REAL THICK WALLED. AND WHILE THAT MEANS THE BORE IS SMALLER. BUT WHEN YOU'RE WORKING ON A SUPERCHARGED ENGINE. THE LAST LITTLE BIT OF CUBIC INCH THAT YOU GOT FROM THE BORE SIZE, I DON'T KNOW IF IT'S REALLY THAT IMPORTANT ANYWAY BECAUSE YOU ALMOST NEED MORE BLOWER TO FILL IT UP. AND I THINK THAT PROBABLY A ROUNDER BORE AND A FEW LESS INCHES WOULD BE WAY BETTER THAN MORE CUBIC INCHES AND ALL THE AIR GOING BY THE RINGS.

(PAT)>> WITH THE BLOCK BACK TO AMBIENT TEMP, CHRIS THOMAS CAN PROCEED WITH THE ALIGN HONE PROCESS. THIS WILL INSURE ALL THE MAIN BORES ARE THE SAME SIZE AND IN PERFECT ALIGNMENT. FIRST CHRIS WILL SET UP HIS DIAL BORE GAUGE TO THREE POINT ONENINETHREEZERO. WITH THE MAINS TORQUED TO 85 FOOT POUNDS, HE'LL MEASURE TO SEE HOW MUCH HAS TO BE HONED OUT TO GET TO THE CORRECT SIZE. NOW THE APPROPRIATE MANDREL IS PUT IN AND WITH THE TENSION SET, HE CAN BEGIN. MATERIAL COMES OUT FAST WITH ALUMINUM. SO IT DOESN'T TAKE LONG BEFORE THE JOB IS COMPLETE. SWITCHING TO A SMALLER MANDREL, HE'LL DO THE SAME OPERATION TO THE CAM TUNNEL, FINISHING THEM AT TWOTWO-50.

(JOHN)>> THAT BLOCK'S HAD MORE THAN ONE ACCIDENT IN ITS LIFE. WE CAN SEE SOME WELDING IN THE VALLEY ANDS STUFF, AND ON THE OUTSIDE, AND WE DON'T KNOW EXACTLY WHERE IT'S BEEN OR WHAT IT'S DONE. SO WE'RE GONNA CHECK A LOT OF THAT STUFF.

(ANNOUNCER)>> THE MACHINING CONTINUES ALONG WITH MESSAGING THE HEADS.

(PAT)>> TODAY WE'RE IN WINDER, GEORGIA, AT JOHN

KAASE RACING ENGINES. A WORLD RENOWN HIGH PERFORMANCE ENGINE SHOP

SPECIALIZING IN BIG FORD POWER.

(CLIFF)>> EVERYBODY THAT WE'VE GOT HERE ESSENTIALLY CAN DO ALL THE JOBS. EVERYBODY HAS ABILITY TO DO THE MACHINE WORK, TO THE ASSEMBLY, DYNO WORK, AND REALLY DO A REALLY GOOD QUALITY JOB WHATEVER WE DO.

(PAT)>> BEFORE GETTING STARTED, THE HONE'S GUIDE SHOES AND STONES HAVE TO BE SETUP FOR THE ENGINE'S BORE SIZE. USING A CYLINDER GAUGE AND SHIMS, IT'S AN EASY TASK. NOW CHRIS WILL INSTALL A TORQUE PLATE AND TIGHTEN IT DOWN TO SPEC BEFORE HONING STARTS. THE PLATE SIMULATES THE STRESS OF A CYLINDER HEAD BEING ON THE ENGINE, WHICH CAN DISTORT THE CYLINDERS OUT OF ROUND. THAT EFFECTS RING SEAL, AND ULTIMATELY POWER. SO HONING WITH A TORQUE PLATE ATTACHED INSURES THE BORES STAY STRAIGHT AND ROUND, MAXIMIZING HORSEPOWER POTENTIAL. WHEN ALL IS SAID AND DONE, THE FINAL BORE SIZE ON THIS BEAST IS FOURTHREE-77. WHILE THE BLOCK GETS A QUICK BATH, VETERAN MACHINIST RON BAKER CHECKED THE CRANK FOR CRACKS.

THEN USED THE GOODSON POLISHING MACHINE.

(RON)>> YOU HAVE TO BE A LITTLE CAREFUL.

(PAT)>> TO CLEAN UP THE JOURNALS. THEN ON TO THE BORING BAR TO GET ORING GROOVES CUT FOR THE USE OF COPPER HEAD GASKETS. A FOUR-600 DIAMETER GROOVE IS CUT TO 27 THOUSANDTHS

DEEP TO ACCEPT A 39 THOUSANDTHS STAINLESS WIRE. THIS SEALS IN THE COMBUSTION OF THE BIG BLOWN FORD. PERFORMANCE MACHINING IS AS MUCH AN ART AS IT IS A SCIENCE. WE MADE A QUICK TRIP DOWN THE STREET TO JOHN KAASE'S TRUSTED CYLINDER HEAD GUY, CHRIS HOWE OF HOWE RACING HEADS.

(CHRIS)>> A VALVE JOB, THE SEATING AREA IS ONE ANGLE. IN A COMPETITION VALVE JOB WE'D RUN MULTIPLE ANGLES. AND THERE YOU'RE TRYING TO INCREASE THE AIR FLOW. IF WE INCREASE THE AIR FLOW, YOU INCREASE YOUR HORSEPOWER. YOU CAN'T HAVE ANY RUNOUT. YOU HAVE TO HAVE A VALVE JOB THAT SEALS.

YOU DON'T WANT LEAK DOWN OR LEAKING VALVE SEATS. SO EVERYTHING'S GOT TO BE PRECISE.

(PAT)>> BEFORE STARTING CHRIS HAD ALREADY PUT NEW LINERS IN THE INTAKE GUIDES AND SET UP THE PROPER CLEARANCE. ANY COMPETITION VALVE JOB HAS VERY SPECIFIC ANGLES PER THE APPLICATION. IN MULTIPLE STAGES USING DIFFERENT CUTTERS THE

ANGLES ARE AS SUCH. A 35 DEGREE TOP CUT, A 45 DEGREE SEAT ANGLE, A 65 DEGREE BOTTOM CUT, AND A 75 DEGREE BOWL CUT. THIS WILL GIVE A GOOD BALANCE OF POWER AND LONGEVITY TO BIG FOOT'S AR HEMI HEADS. ONTO THE EXHAUST SIDE FOR THE SAME OPERATION. THE DIFFERENCE BEING THE TOP CUT IS CHANGED TO 32 DEGREES AND THE RADIUS CUT IS UNDER THE 45 DEGREE SEAT CUT.

(CHRIS)>> ALRIGHT!

(PAT)>> AFTER ALL THE MACHINING IS FINISHED, CHRIS WILL CHECK THE SEAT CONTACT BY LAPPING THE CUSTOM MANLEY VALVES TO THE SEATS USING FINE LAPPING COMPOUND.

(CHRIS)>> THERE YOU GO, THAT'S A BEAUTY.

(PAT)>> THAT WRAPS UP THE HEADS. NOW BACK TO KAASE'S TO PICK UP THE BLOCK AND CRANK AND HIT THE ROAD.

(JOHN)>> WE'RE TRYING TO RESTORE IT BACK TO ORIGINAL RUNNING CONDITION. AND I DON'T THINK THE LAST BIT OF POWER IN THIS ENGINE IS GONNA BE REALLY NEEDED ANYWAY. I THINK IT WANTS TO RUN GOOD AND BE DEPENDABLE,

AND NOT LEAK. NOT LEAK WATER INTO THE OIL, NOT LEAK COMBUSTION INTO THE CRANK CASE, STUFF LIKE THAT.

SO WE'RE TRYING TO MAKE IT A NICE DRIVE AROUND ENGINE FOR THE BIG FOOT PEOPLE.

(PAT)>> PERFECT! GUYS, A PLEASURE, THANK YOU VERY MUCH. YOU'VE HELPED US IMMENSELY.

YOU'VE HELPED WITH A PIECE OF HISTORY, AND I THINK

IT'S GONNA RUN GREAT AND I WAS VERY HAPPY TO HAVE YOU GUYS PART OF IT.

(JOHN)>> WE'RE GLAD TO BE PART OF IT, IT'S A FUN JOB.

(PAT)>> THANK YOU VERY MUCH. HOPEFULLY YOU'LL BE ABLE TO HEAR IT RUN. I'LL KEEP YOU POSTED ON THE PROGRESS.

(JOHN)>> ALRIGHT, WELL IF YOU GET BORED, BRING IT BACK AND WE'LL RUN IT.

(PAT)>> ALRIGHT, I APPRECIATE IT, THANKS. INCREASED HORSEPOWER REQUIRES INCREASED FUEL SUPPLY, AND ACCEL'S 500 THRUSTER SERIES IN TANK PUMPS FOR EFI DELIVER THE GOODS BY SUPPORTING UP TO 900 HORSEPOWER WHILE STILL USING THE STOCK FUEL LINES. IT'S TURBINE DESIGN IS E-85 COMPATIBLE AND IT'S A DIRECT FIT IN MOST APPLICATIONS, AND IT ALSO COMES WITH A HANDY INSTALLATION KIT. IT'S ALSO GREAT FOR EFI CONVERSIONS AND HAS A FLOW RATE OF 500 POUNDS PER HOUR AT 43.5 PSI. BEST OF ALL IT'S AVAILABLE AT YOUR LOCAL PERFORMANCE CENTER FOR UNDER $200 BUCKS.

(MIKE)>> IF YOU'RE BUILDING A STOUT LS ENGINE WITH A FOUR INCH OR LARGER BORE DIAMETER, THEN

YOU'VE GOT TO GET YOUR HANDS ON A SET OF TRICK FLOW'S NEW GENX 255 CYLINDER HEADS. NOW THESE THINGS ARE DESIGNED USING KEY FEATURES FROM GM'S LS THREE AND LS SEVEN HEAD, BUT THE ENGINEERS AT TRICK FLOW PUT THEIR OWN TWIST TO DESIGN THE ULTIMATE SQUARE PORT HEAD. NOW BACK HERE THEY HAVE A 69cc COMBUSTION CHAMBER AND THE VALVE ANGLE HAS BEEN CHANGED FROM 15 TO 12 DEGREES TO ALLOW FOR MORE PISTON TO VALVE CLEARANCE, WHICH ALSO LETS YOU RUN A LARGER CAM SHAFT. NOW IF YOU WANT TO GET YOUR HANDS ON A SET, PLAN ON SPENDING $1,300 BUCKS A PIECE OVER AT SUMMIT RACING.

(PAT)>> DO YOU WANT THE BIGGEST BORE THROTTLE BODY WITH THE MOST FEATURES FOR YOUR MODIFIED LS? WELL THIS HOLLEY 105 MILLIMETER UNIT IS SET UP FOR CABLE DRIVE AND HAS A TAPERED BORE FOR INCREASED LOW SPEED DRIVABILITY. PLUS IT'S PACKED WITH OTHER FEATURES LIKE AN IDLE BLEED ADJUSTMENT SCREW AND AN INNOVATIVE TPS CLOCKER ADJUSTMENT THAT ALLOWS THE TPS TO BE ROTATED BACK INTO THE ECU'S IDLE VOLTAGE RANGE. PLUS IT'S EVEN SETUP FOR CRUISE CONTROL. THE PRICE OF ALL OF THIS HIGH TECHERY,

ABOUT $450 BUCKS. WELL THAT'S IT FOR US HERE AT ENGINE POWER, WE'LL SEE YOU NEXT TIME.