Unleashing a Boosted 347 Small Block Ford

(ANNOUNCER)>> PAT AND MIKE SWAP LITTLE BLACK AND BLUE'S 347 INCH INTERNALS TO AN AFTERMARKET DART BLOCK IN THE QUEST FOR BOOSTED POWER.

(PAT)>> WE'RE BACK AGAIN AND TODAY WE'RE CONTINUING ON AN ENGINE PROJECT THAT HAS GAINED A TON OF POPULARITY WITH YOU VIEWERS. IT'S AN ENGINE COMBINATION THAT YIELDED BIG POWER NUMBERS FOR SUCH A SMALL COMBINATION AND 100 PERCENT OF THE PARTS WERE SOURCED STRAIGHT OUT OF THE SUMMIT RACING CATALOG.

(MIKE)>> OUR INITIAL GOAL WAS TO TAKE YOU THROUGH A TWO STAGE BUILD THAT REQUIRED NO SPECIALTY PARTS OR SPECIAL TRIPS TO THE MACHINE SHOP.

NOW THIS ENGINE'S PURPOSE WAS TO HAVE STREETABLE MANNERS BUT STILL BE ABLE TO GO DOWN THE DRAGSTRIP IN CONFIDENCE. HERE'S HOW WE ACCOMPLISH THOSE GOALS. WE ORDERED A FULLY MACHINED FIVE LITER FORD BLOCK FROM SUMMIT RACING. IT WAS ALREADY CLEARANCED FOR STROKER CRANKS. AN EAGLE COMPETITION ROTATING ASSEMBLY FILLED ITS VOIDS TO 347 CUBIC INCHES.

WE RAN A LUNATI HYDRAULIC ROLLER CAM SHAFT AND THE COMPRESSION RATIO WAS 10.4 TO ONE. AFR CNC RENEGADE HEADS TOPPED THEM OFF AND A VICTOR JUNIOR INTAKE TOPPED OFF WITH A 750 CFM QFT BLACK DIAMOND CARB TO MAKE 507 HORSEPOWER AT THE FLYWHEEL. THEN WE UPPED THE ANTE FOR STAGE TWO BY SWAPPING OUT TO A LUNATI SOLID ROLLER CAM, JESEL SHAFT ROCKERS, A SUPER VICTOR INTAKE, A 950 QFT BLACK DIAMOND

CARB, AND UPPED THE COMPRESSION EIGHTTENTHS OF A POINT TO 11.2 TO ONE, WHERE IT MADE 566 HORSEPOWER AND 455 POUND FEET OF TORQUE.

(PAT)>> THOSE KIND OF NUMBERS OUT OF 347 INCHES IS DOWN RIGHT IMPRESSIVE. SO WE DECIDED THAT WOULD WARRANT STAGE THREE AND THAT WOULD INCLUDE POURING SOME BOOST TO IT. AND THAT ALSO MEANS WE'RE GONNA HAVE TO CHANGE SOME PARTS, BUT THE MAJORITY OF THEM ARE GONNA STAY.

(MIKE)>> THAT'S RIGHT, WE'RE MOVING MOST OF THESE PARTS OVER TO A NEW AFTERMARKET BLOCK. THAT'S BECAUSE THE FACTORY 302 BLOCKS START TO DEVELOP ISSUES AROUND THE 600 HORSEPOWER MARK. THEY'LL DEVELOP CRACKS IN THE LIFTER VALLEY AND THAT'LL WORK ITS WAY ALL THE WAY DOWN TO THE MAINS. SO WITH THE ADDITION OF A TURBO WE KNEW THIS ONE WAS SHORT LIVED.

(PAT)>> REPLACING IT IS THIS DART IRON EAGLE SMALL BLOCK FORD.

IT IS THE STANDARD IF YOU WANT TO MAKE BIG POWER, ESPECIALLY BOOSTED POWER. IT HAS ADDED MATERIAL EVERYWHERE AND IT'S MADE

OUT OF PREMIUM HIGH STRENGTH CAST IRON. WE'LL SHOW YOU A FEW COMPARISONS IN A FEW. THE FIRST STEP OF ANY BUILD IS TO HAVE CLEAN PARTS. THE BLOCK IS GOING IN THE JET WASHER.

(MIKE)>> THE OTHER PARTS THAT ARE BEING PHASED OUT START WITH THE ROD BOLTS. WE'RE GETTING RID OF ARP'S 8740'S FOR THEIR 2,000 BOLTS THAT ARE RATED FOR A HIGHER HORSEPOWER LEVEL. NOW ALSO GOING DOWN THE ROAD IS THE SOLID ROLLER

IN THE ENGINE NOW FOR THIS HYDRAULIC ROLLER THAT SPEC'ED SPECIFICALLY FOR OUR TURBO SETUP. AND THE MAHLE FLAT TOPS ARE ALSO GONE. THEY'RE BEING SWAPPED OUT FOR THESE PURPOSE BUILT TURBO PISTONS FROM DSS RACING. MORE ON THESE LATER. FINALLY NO MORE CARBURETOR. WE'RE SWAPPING OUT TO HOLLEY EFI, AND CHECK THIS OUT. THIS IS THE ORIGINAL SUPER VICTOR WE RAN WITH THE CARBURETOR. WE HAD IT CONVERTED OVER TO PORT FUEL INJECTION. AND CONTROLLING THE AMOUNT OF BOOSTED AIR INTO THE ENGINE IS A HOLLEY 1,000 CFM THROTTLE BODY. TO BE ABLE TO PUT THOSE NEW PARTS TO USE WE HAVE TO GET THE ONES WE'RE REUSING OFF AND OUT OF THE STOCK BLOCK.

(PAT)>> FOR THE NEW DART FOUNDATION. AND JUST SO YOU KNOW, OUR GOAL IS FOR IT TO HOLD IN OVER 1,100 HORSEPOWER. TAKE A LOOK AT THESE DRAMATIC DIFFERENCES

BETWEEN THE TWO BLOCKS. THE CYLINDER WALLS OF THE STOCK BLOCK ARE A THIN WALL CASTING.

THE DART'S ARE ALMOST 200 THOUSANDTHS THICKER. THE OTHER BIG DIFFERENCE IS THE AMOUNT OF MATERIAL IN THE MAIN WEBBING, AND THIS GOES FOR THE REST OF IT AS WELL. IT'S BEEFIER TO MAKE IT MORE STABLE AND RIGID TO HANDLE BIG POWER.

(MIKE)>> FIRST TO GO IN ARE THE DART CAM BEARINGS SPECIFIC TO THIS BLOCK. NOW THEY HAVE A CERTAIN JOURNAL LOCATION, DONE, SO MAKE SURE YOU FOLLOW THE INSTRUCTIONS. ONE MORE, GOOD! CLEVITE MAIN BEARINGS ARE NEXT, AND ASSEMBLY LUBE COVERS THEM. WITH ALL THE BEARING CLEARANCES CHECKED AND WHERE WE WANT THEM, WE CAN SLIDE THE TEFLON REAR MAIN SEAL ON THE BACK OF THE CRANK. NOW IT GOES IN FOR GOOD. IT'S FROM THEIR COMPETITION LINE AND CAME WITH THE ESP ARMOR FINISH. NOW THE BEARINGS GO IN THE CAPS, WHICH CAN BE GUIDED DOWN THE STUDS AND SEATED WITH A DEAD BLOW, FOLLOWED BY THE WASHERS AND NUTS. EVERYTHING IS FINAL TORQUED TO 80 POUND FEET ON THE STUDS, 65 ON THE OUTERS, AND 35 ON THE SMALL FRONT AND REAR ONES.

(PAT)>> NOW COMES THIS TRICK MAIN GIRDLE FROM DSS RACING. IT'S MADE FROM THREE QUARTER INCH BILLET 6061 TSIX ALUMINUM. IT ELIMINATES MAIN CAP WALK AND DAMPENS DAMAGING HARMONICS. IT'S A TWO PIECE DESIGN AND IT FITS ON HERE LIKE THIS. BUT WE CAN'T TIGHTEN IT DOWN SINCE WE NEED TO HAVE ACCESS TO THE ROD BOLTS, AND THAT'S COMING UP NEXT.

(ANNOUNCER)>> CONTINUING WITH ASSEMBLY A TURBO SPECIFIC BUMP STICK IS POSITIONED

IN THE CAM TUNNEL.

(PAT)>> WE'RE BACK AND STAGE THREE OF THIS BUILD CONTINUES. THIS LUNATI CAM SHAFT IS A SPECIAL GRIND DESIGNED FOR OUR TURBO APPLICATION. LIFT AT THE VALVE IS 613 ON THE INTAKE AND 608 ON THE EXHAUST.

DURATION AT 50 IS 235, 245 RESPECTIVELY. THE LOBE SEPARATION IS 118 DEGREES, HERE'S WHY. THE WIDER THE LOBE SEPARATION AND DEGREES, THE LES OVERLAP THE CAM HAS AND THAT KEEPS THE INTAKE CHARGE FROM BLOWING OUT THE EXHAUST, AND THAT'S IMPORTANT IN ANY BOOSTED APPLICATION.

THE ORIGINAL LUNATI TIMING SET GOES ON NEXT. BEFORE THE CAM IS DEGREED, WE'LL INSTALL THE PISTON AND ROD ASSEMBLIES. THE RODS ARE THE SAME EAGLE FORGED HBEAMS. THE PISTONS ARE DEFINITELY NEW.

(MIKE)>> WE ORDERED THIS SET TO OUR SPECS WITH A

NEGATIVE 22cc DISH AND TWO VALVE RELIEFS.

NOW ON THE SIDE OF THE SKIRTS IS AN ANTIFRICTION COATING AND UP TOP IS A CERAMIC THERMAL BARRIER, WHICH ISOLATES HEAT IN THE COMBUSTION CHAMBER AND PROTECTS THE TOP OF THE PISTON FROM EXTREME HEAT. NOW THE XGROOVE IS THEIR PATENTED TECHNOLOGY, HERE'S HOW IT WORKS. ON THE UP STROKE FUEL WASH AND NORMAL DEBRIS ARE SWEPT INTO THE XGROOVE AND FORCED DOWN INTO THE OIL PAN.

NOW THAT KEEPS THE PROTECTIVE OIL FILM INTACT ON THE CRITICAL AREAS BETWEEN THE SKIRT AND THE CYLINDER WALL.

ON THE DOWN STROKE EXCESS OIL AND DEBRIS ARE SWEPT INTO THE XGROOVE AND EXIT THE OIL DRAIN BACK HOLES, KEEPING THE CLEARANCE BETWEEN THE PISTON AND CYLINDER CLEANER, WHICH REDUCES THE OIL LOAD ON THE OIL RING.

(PAT)>> THE RING PACK IS FROM TOTAL SEAL AND IT'S PRETTY TRICK. IT'S GOT AN 043 GAPLESS TOP RING, A DUCTILE IRON NAPIER SECOND, AND A CONVENTIONAL CHROME RAIL THREE MILLIMETER OIL RING. THERE'S NOTHING SPECIAL ABOUT HOW THE ASSEMBLIES GO IN.

JUST MAKE SURE YOU HAVE A NICE RING COMPRESSOR, LIKE THIS ONE WE ORDERED FROM ARP. THESE RINGS ARE EXTREMELY FLIMSY, SO TAKE YOUR TIME. NOW THE ORIGINAL OIL PUMP AND PICK UP CAN GO ON, AND THE CENTER SUPPORT YOU SAW EARLIER ADDS MORE STRENGTH TO THE STUD GIRDLE. WITH THE DEGREED CAM SHAFT, THE TIMING COVER CAN GO ON.

(MIKE)>> SEALING UP THE BOTTOM END IS A ONE PIECE

PAN GASKET AND THE ORIGINAL MOROSO OIL PAN. ARP FASTENERS WILL SNUG IT DOWN. BACK UP TOP OUR NEW SHORT TRAVEL HYDRAULIC ROLLER LIFTERS CAN DROP IN. COMEDIC MLS HEAD GASKETS WITH A 40 THOUSANDTHS COMPRESSED THICKNESS WILL SEAL THE HEADS TO THE BLOCK.

THESE AFR CYLINDER HEADS ARE THE SAME ONES WE RAN BEFORE TO MAKE BIG POWER ON SUCH A LITTLE ENGINE. NOW WE ATTRIBUTED MOST OF THE POWER TO THESE HEADS, BUT THERE WAS SOME CONFUSION ABOUT WHAT WE ORIGINALLY RECEIVED, CHECK THIS OUT. THESE HEADS DO HAVE THE TWOZERO-50 INTAKE AND THE ONE-600 EXHAUST VALVE, BUT HERE'S THE KICKER. THEY DON'T HAVE A 205cc INTAKE RUNNER. THIS IS A 195. THIS IS THEIR COMPETITION HEAD AND TO US IT SPEAKS FOR ITSELF. DUE TO THE ADDITIONAL CYLINDER PRESSURE THE BOOST IS GOING TO CREATE WE'RE USING ARP HEAD STUDS INSTEAD OF BOLTS THIS TIME AROUND. THE FINAL TORQUE IS 110 POUND FEET.

(PAT)>> THE NEW LIFTERS HAVE A TALLER BODY, SO A SHORTER PUSH ROD IS REQUIRED. GOOD OLE COMP CAMS SENT US THIS SET TO ACCOMMODATE THEM. EXTREME PRESSURE LUBE COATS THE BALL END TO PREVENT PREMATURE WEAR AT START UP. OUR JESEL SHAFT ROCKERS ARE GOING BACK ON, ONE POINT SEVEN RATIO ON THE INTAKE, ONE POINT SIX ON THE EXHAUST. DUE TO THE LIFTER DESIGN THE LASH IS SET AT ZERO, AND WE'LL DO THAT IN THE DYNO ROOM. WITH THE FEL PRO INTAKE GASKETS IN PLACE, WE'LL LAY DOWN A COUPLE OF BEADS OF LOCTITE READY GASKET ON THE CHINA RAILS. THE SUPER VICTOR INTAKE WE RAN WITH A CARBURETOR HAS A NEW LOOK, AND IS SEALING UP THE LIFTER VALLEY. 120 POUND PER HOUR HOLLEY INJECTORS WILL SUPPLY FUEL TO THIS SMALL BLOCK, AND HOLLEY'S UNIVERSAL FUEL RAILS WILL TOP THEM OFF. THE SCHOOL OF AUTOMOTIVE MACHINISTS DID THIS CONVERSION FOR US. TOPPING OFF THE INTAKE IS HOLLEY'S 1,000 CFM BILLET THROTTLE BODY THAT HOUSES THE TPS SENSOR AND IDLE AIR CONTROL MOTOR.

WITH FITTINGS WELDED IN THE VALVE COVERS, WE

REPAINTED THEM WITH VHT WRINKLE PLUS BLACK PAINT.

THE REST HAPPENS IN THE DYNO ROOM.

(ANNOUNCER)>> A SHORT RIDE TO THE DYNO ROOM FOR THE REST OF BLACK AND BLUE'S COMPONENTS.

(MIKE)>> GOT THE HOSE? AS ALWAYS OUR FAVORITE PART, THE DYNO. IT STARTS WITH DOCKING THE ENGINE AND CART TO THE DYNO'S CHASSIS. NOW OUR HELLION POWER SYSTEMS SHORTY HEADERS GO

ON AND ARP FASTENERS SECURE THE THICK FLANGE TO THE HEAD. AND IF YOU NOTICED, THEY DO FACE THE WRONG DIRECTION. NOW THE CROSSOVER PIPE IS INSTALLED, WHICH CONNECTS THE PASSENGER AND DRIVER HOT SIDE TOGETHER. DUE TO OUR POWER LEVEL WE'RE RUNNING TWO 46 MILLIMETER PRECISION WASTE GATES, WHICH GIVES US MORE SURFACE AREA TO VENT THE UNUSED EXHAUST THROUGH. OUR PRECISION TURBO IS A HEAVY HITTER. IT'S A 76 MILLIMETER THAT HAS A PORTED COVER AND

BILLET CNC COMPRESSOR WHEEL. IT'S EQUIPPED WITH BALL BEARINGS AND WILL SUPPORT CLOSE TO 1,200 HORSEPOWER ON THIS 347. HELLION'S HEAT KIT FOR A FOX BODY MUSTANG IS WHAT WE'RE USING. IT INCLUDES THESE PIPES TO DIRECT THE EXHAUST TOWARDS THE REAR OF THE CAR, OR IN OUR CASE THE DYNO ROOM. THE OIL FEED LINE FROM THE ENGINE'S OIL GALLERY TO THE TURBO IS INSTALLED NOW. THE WATER NECK IS NECESSARY, AND WE'RE USING A SIMPLE SPECTRE FOUR INCH CAST ALUMINUM PLENUM AS THE INLET FOR THE THROTTLE BODY. FOR THIS DYNO SESSION WE'RE GONNA RUN A FRONT ACCESSORY DRIVE SO WE KNOW THE EXHAUST OUTPUT OF THE ENGINE WHEN IT GOES IN THE CAR. NOW THIS IS A JONES RACING PRODUCTS FRONT DRIVE THAT INCLUDES A POWER STEERING PUMP, A VACUUM PUMP, WATER PUMP, AND ALTERNATOR. NOW ALL THE ACCESSORIES ARE DRIVEN OFF OF A MANDREL ON THE FRONT OF THE CRANK AND ARE TURNED BY THEIR COG OR RIB TIGHT BELT. NOW THIS SYSTEM IS REALLY COOL BECAUSE IT'S LIGHT WEIGHT, IT REDUCES HARMONICS, AND MOST IMPORTANTLY IT'S AVAILABLE IN ANY DRIVE RATIO.

SO YOU CAN CUSTOM TUNE THE APPLICATION TO YOUR ENGINE WHETHER IT'S A RACE CAR OR A STREET CAR. AND I'VE GOT TO SAY THIS IS SOME OF THE NICEST STUFF WE'VE EVER SEEN.

(PAT)>> THE MANDREL BOLTS DIRECTLY TO OUR ATI BALANCER. AN EDELBROCK WATER PUMP IS SUPPLIED IN THIS KIT. IT'S POWDER COATED BLACK TO MATCH THE REST OF THE DRIVE. JONES' VACUUM PUMP IS A TWO STAGE BILLET ALUMINUM GEAR STYLE. WE'RE DRIVING IT AT 65 PERCENT OF THE ENGINE SPEED. IT HAS TWO SUCTIONS AND ONE EXHAUST PORT. IT'S EASY TO MOUNT TO THE BLOCK OR AN

ENGINE PLATE AS WELL.

THEIR 120 AMP HIGH OUTPUT ALTERNATOR IS NEXT.

IT ONLY WEIGHS 12 POUNDS AND FEATURES INTERNAL FANS AND A ONE WIRE HOOK UP. A LIGHT WEIGHT ALUMINUM POWER STEERING PUMP WITH A BUILT IN RESERVOIR WRAPS UP THE ACCESSORIES FOR THIS ENGINE. IT'S AVAILABLE FOR RACK AND PINION OR STEERING BOXES, AND THE RESERVOIR HOLDS A GENEROUS 18 OUNCES OF FLUID. MANDREL PULLEYS ARE NEXT. THEY ARE KEYED, SO MAKE SURE YOU USE THEM IN ALL THE RIGHT PLACES. NEXT TO GO ON ARE THE BELTS. THIS KIT IS SUPER EASY TO PUT ON AND IT'S AS TOUGH AS IT LOOKS. ONE HOSE RUNS FROM EACH VALVE COVER TO THE SUCTION PORT ON THE VACUUM PUMP.

(MIKE)>> THIS LINE RUNS FROM THE EXHAUST PORT TO A CATCH TANK. THEN FROM THE CATCH TANK TO THE REGULATOR LOCATED

IN THE VALVE COVER.

BEFORE WE PRIME IT WE HAVE TO FILL IT WITH MOTOR OIL. A MOTOR OIL HAS TO DO MORE THAN JUST LUBRICATE. IT ACTS AS A HYDRAULIC FLUID AND ALSO FUNCTIONS

AS A COOLING AGENT FOR THE PISTONS. WE'RE USING A NEW PENNZOIL SUPER SYNTHETIC CALLED PLATINUM PLUS. IT'S MADE WITH A TECHNOLOGY THAT CONVERTS

NATURAL GAS INTO A LIQUID BASE OIL. UNLIKE REFINING FROM CRUDE OIL, THIS PROCESS IS 99.5 PERCENT PURE.

(MARK)>> SO WE'VE BEEN WORKING ON THIS PROCESS SINCE THE '70'S WHERE WE CAN TAKE NATURAL GAS AND

CONVERT IT FROM A GAS INTO A LIQUID. WE RUN IT THROUGH THIS SPECIAL CHEMICAL PROCESS WITH A CATALYST. WE CAN TAKE VERY CONSISTENT MOLECULES IN NATURAL GAS AND PURPOSE BUILD THE TYPE OF MOLECULE WE WANT TO MAKE, IN THIS CASE A LUBRICATING OIL, OR IN OTHER CASES WE CAN MAKE FUEL. THE NICE THING AS WELL ABOUT THE PURE PLUS TECHNOLOGY IS ITS ABILITY TO WITHSTAND

REALLY HOT TEMPERATURES. SO THE OIL HAS TO BE ABLE TO WITHSTAND THOSE HOT SPOTS WITHIN THE ENGINE, ESPECIALLY LIKE AROUND THE PISTON RINGS. YOU DON'T WANT THOSE PISTON RINGS TO START TO BUILD UP DEPOSITS BECAUSE REAL QUICK YOU'RE GONNA END UP LOOSING POWER, YOU'RE GONNA END UP SCORING THE CYLINDER WALL. THINGS GO SOUTH QUICKLY.

(PAT)>> AND KEEPING THE COMPRESSED AIR COOL GOING INTO THIS ENGINE IS A LARGE VERTICAL FLOW DUAL INLET INTERCOOLER FROM HELLION. THE COLD SIDE PIPING RUNS FROM THE TURBO DOWN TO THE INTERCOOLER, AND FROM THE INTERCOOLER TO THE INTAKE PLENUM. NOW THE ENGINE IS COMPLETELY PLUMBED. THIS TURBO EXCESS BLOW OFF VALVE RELEASES COMPRESSOR PRESSURE SURGE CAUSED BY THE CHANGING GEARS OR LETTING OFF THE THROTTLE. TIME FOR PRIMING. REVERSE ROTATION ON THE DRILL WILL FORCE OIL THROUGH THE ENGINE AND TURBO JUST LIKE IF THE ENGINE WAS RUNNING.

(ANNOUNCER)>> A FAMILIAR FACE IS IN THE HOUSE TO TUNE THE TURBO SMALL BLOCK.

(MIKE)>> WE PROGRESSED LITTLE BLACK AND BLUE TO THE STATE IT IS IN NOW, AND IT LOOKS DOWN RIGHT IMPRESSIVE. CHRIS BENNETT IS HERE FROM THE SCHOOL OF AUTOMOTIVE MACHINISTS. HE AND HIS TEAM ALREADY HAD THEIR HANDS ON IT.

(CHRIS)>> DART SENT US THE BLOCK. WITH MY DIRECTION AND THE OTHER INSTRUCTORS, STUDENTS CHECK THE BLOCK, LINE HONED IT, BORED HONE

WITH TORQUE PLATES, CHECKED THE DECK, WE DEBURRED IT, AND THAT WAS IT FOR THE BLOCK. THE CYLINDER HEAD CLASS WAS RESPONSIBLE FOR CONVERTING THE INTAKE MANIFOLD TO EFI. SO THEY WELDED THE BUNGS IN, FIT THE FUEL RAILS, AND WE'RE READY TO GO.

(MIKE)>> FINISHING THE ENGINE OFF IS AN MSD DUAL SYNC DISTRIBUTOR CONTROLLED BY A HOLLEY HP EFI FUEL INJECTION SYSTEM. AND CHRIS IS REALLY FAMILIAR WITH IT. HE'S DOING THE TUNING FOR US. NOW HE'S STARTING WITH THE HOLLEY TUNE IN THE GLOBAL FOLDER. THIS IS A SHORT CUT TO SPEED THE PROCESS UP.

(PAT)>> WE KNOW THAT THIS SETUP IS CAPABLE OF MAKING REALLY BIG POWER BUT TODAY IS ABOUT GETTING A NICE, SAFE TUNE UP. AND THEN I'M LUCKY ENOUGH TO BE HAVING THIS ENGINE GOING BETWEEN THE FRAME RAILS OF MY OWN 1963 GALAXY, AND THAT'S WHEN WE'RE GONNA REALLY LEAN ON THIS ROWDY 347 WITH THE GOAL OF MAKING 1,000

HORSEPOWER AT THE TIRE ON THE CHASSIS DYNO.

(CHRIS)>> ALRIGHT MIKE, LET'S SEE IF IT'LL RUN.

(MIKE)>> ALRIGHT HERE WE GO. ( engine starts )

(MIKE)>> NICE, SMOOTH FIRE UP.

(CHRIS)>> IDLES CLEAN, I'M HAPPY WITH THAT.

(MIKE)>> OIL PRESSURE'S REALLY GOOD. PAT IS VERIFYING THE TIMING ON THE BALANCER MATCHES WHAT THE HOLLEY SYSTEM IS SHOWING.

(CHRIS)>> WHAT'D YOU SAY THAT COMPRESSION WAS MIKE?

(MIKE)>> EIGHT POINT EIGHT TO ONE. SO IF WE RAN THIS THING IN NA IT'D PROBABLY MAKE BETWEEN 350, 375?

(CHRIS)>> I'D AGREE WITH THAT.

(MIKE)>>IT'S GONNA TAKE QUITE A BIT OF BOOST TO GET IT TO THE POWER LEVEL WE WANT TO SEE IT, BUT THE ENGINE'S BUILT FOR IT.

(CHRIS)>> THAT'S WHY YOU BUILD FOR.

(MIKE)>> FIRST WE'LL TAKE IT FROM 3,500 TO 4,500 RPM TO GIVE CHRIS A DATA LOG. LOADS UP NICE, GOOD OIL PRESSURE.

(CHRIS)>> ABOUT 10 POUNDS OF BOOST.

(MIKE)>> 10 POUNDS?

(CHRIS)>> 10 POUNDS.

(MIKE)>> 570, 474, YOU WANT ME TO GO AHEAD AND

MAKE A 5,500, 6,000, BEFORE WE MAKE ANY ADJUSTMENTS?

(CHRIS)>> SURE, LET'S TURN IT TO 6,000.

(MIKE)>> THIS ENGINE HAS GREAT MANNERS RIGHT OUT OF THE GATE. THE DYNO IS FLAWLESS AND THE SOUND OF THE TURBO SPOOLING CAN GET A TORTOISE EXCITED. BEAUTIFUL, NICE AND SMOOTH, 629, 582.

(CHRIS)>> WE'RE ALMOST DOUBLING THE NA ESTIMATES AT 10 POUNDS.

(MIKE)>> IT'S RIGHT WHERE IT SHOULD BE. IT'S STILL CLIMBING PRETTY GOOD TOO. IT CAN DO MORE. A COUPLE OF TURNS ON THE REGULATOR MEANS BIGGER BOOST NUMBERS. [ engine revving ]

(MIKE)>> 746 ON POWER, 713 ON TORQUE. NOW A SPRING CHANGE IS IN ORDER, GOING FROM A 10 TO A 16 POUNDER ON BOTH SIDES. 782 HORSEPOWER, 766 POUND FEET OF TORQUE, THAT SENT US IN THE RIGHT DIRECTION. ONE MORE SPRING CHANGE AND A FINAL RUN. ALRIGHT, WATCH THE BOOST.

(CHRIS)>> WATCHING THE BOOST!

(MIKE)>> IT'S AMAZING HOW EFFICIENT TURBOS ARE THESE DAYS. LAG IS A THING OF THE PAST AND THEY PUT OFF A SOUND YOU'LL NEVER GET SICK OF.

THEY MEAN BUSINESS. NOW WE'RE TALKING, 806 HORSEPOWER, 782 ON THE TORQUE GAUGE. WELL IT'S ALL QUIET BACK IN THE DYNO ROOM, WHICH MEANS WE'RE DONE FOR THE DAY.

NOW A BIG THANKS GOES OUT TO CHRIS BENNETT AND THE SCHOOL OF AUTOMOTIVE MACHINISTS. THE NEXT TIME YOU SEE THAT BEAST IT'LL BE BETWEEN THE FRAME RAILS OF PAT'S '63 GALAXY. WE'LL SEE YOU NEXT TIME.