Silver Scion FRS

(MIKE) WELCOME TO THE ENGINE POWER SHOP. TODAY WE HAVE A FULL HOUSE. PAT AND I ARE SUPER STOKED ABOUT A COUPLE OF NEW PROJECT CARS WE JUST PICKED UP TO SHARE WITH ALL OF YOU, AND ONE THAT WE ALREADY DOVE INTO. NOW FIRST UP IS THIS 1962 CHEVY TWO NOVA. NOW IT'S A KILLER STREET/STRIP CRUISER THAT FALLS RIGHT INTO THE PRO STREET CATEGORY. NOW THE BODY WORK AND PAINT ARE SLICK, THE INTERIOR IS REALLY CLASSY, AND THE CONTENTS UNDERNEATH THIS HOOD REALLY MAKE A STATEMENT. TAKE A LOOK! THE BODY IS ALL STEEL EXCEPT THE FIBERGLASS COWL HOOD. THE REAR QUARTERS ARE THE ONLY THING REPLACED AS FAR AS SHEET METAL GOES. THIS CAR IS ROCK SOLID AND READY FOR WHAT WE HAVE PLANNED FOR IT. THE INTERIOR IS SUBTLE AND WELL EXECUTED. IT SPORTS A NICE SIX POINT ROLL CAGE, BUCKET RACING SEATS WITH FIVE POINT HARNESSES ALONG WITH A NICE GAUGE LAYOUT TO MONITOR ALL THE VITALS. THE SWITCH PANEL IS HIDDEN IN THE GLOVE BOX, AND ALL THE ENGINE ELECTRONICS ARE POSITIONED NEATLY UNDER THE DASH ON THE PASSENGER SIDE. UNDER THE TRUNK LID IS A STAINLESS FUEL CELL, NITROUS BOTTLE, AND THE BATTERY. THE REAR DOWN BARS FOR THE CAGE TIE INTO THE REAR SUBFRAME RAILS LIKE THEY SHOULD. SPLATTER PAINT WAS USED FOR A NICE FINISHING TOUCH. POWERING THIS MANLY MACHINE IS A 383 CUBIC INCH SMALL BLOCK CHEVY. IT HAS A FORGED BOTTOM END, ROLLER VALVETRAIN, AND DART 215cc ALUMINUM CYLINDER HEADS. HOOKER SUPER COMP FENDER WELL HEADERS DIRECT THE EXHAUST TO THE REAR OF THE CAR. (PAT) SINCE THIS CAR STILL RETAINS THE FACTORY FRONT CLIP WITH STRUT TOWERS WE'LL BE SWAPPING IT OUT FOR A TUBULAR DESIGN WITH BETTER SUSPENSION AND STEERING. ALSO A MUCH LARGER DISPLACEMENT ENGINE WILL GOING UNDER THE HOOD AND THE REAR SUSPENSION WILL BE UPGRADED TO A MORE MODERN ONE AS WELL, AND ALL THAT'S GONNA HAPPEN VERY SOON. (MIKE) NEXT UP IS THIS GORGEOUS 2007 ATOMIC ORANGE CSIX CORVETTE. NOW THIS WAS A ONE OWNER CAR THAT WAS GARAGE KEPT. IT ONLY HAS A HAIR OVER 50,000 MILES ON IT. THE INTERIOR WAS CUSTOMIZED WITH MATCHING ATOMIC ORANGE ACCENTS TO GO WITH THE TWO TONE LEATHER. IT REALLY ADDED A NICE TOUCH. THIS CAR ALSO HAS A SIX SPEED MANUAL TRANSMISSION. UNDER THE HOOD IS AN LS TWO VEIGHT THAT PUMPS OUT 400 HORSEPOWER. THESE CARS RAN THE QUARTER MILE IN 12.5 SECONDS AT 115 MILES PER HOUR. WE HAVE SOME COOL PLANS FOR THIS CORVETTE. NOW WE'RE GONNA HEAVILY UPGRADE THE PERFORMANCE AND SUSPENSION. NOW IN THE HORSEPOWER DEPARTMENT WE'RE GONNA HANDLE IT IN STAGES WORKING ALL THE WAY UP TO A BIG INCH STROKER. THEN WE'LL WORK OUR WAY TO THE SUSPENSION AND REST OF THE DRIVETRAIN. NOW ALL THIS ISN'T GONNA HAPPEN TODAY, BUT KEEP YOUR EYES OPEN CAUSE IT'S COMING. (PAT) OUR SCION FRS IS A SPORTY LITTLE PACKAGE THAT SHARES SOME OF THE SAME CHARACTERISTICS AS MODERN MUSCLE CARS. IT'S REAR WHEEL DRIVE, HAS A SIX SPEED MANUAL TRANSMISSION, BUT IS POWERED BY A FLAT FOUR BOXER ENGINE. IT WEIGHS IN AT JUST OVER 2,700 POUNDS AND WE'VE ALREADY HAD A LITTLE BIT OF FUN WITH IT. WE TOOK IT TO THE NATIONAL CORVETTE MUSEUM ROAD COURSE IN FACTORY FORM. THIS CAR STICKS SO WELL. [ tires screeching ] (PAT) RAN SOME HARD LAP TIMES ON THE SHORT COURSE, AND CAME TO THE CONCLUSION IT WAS WELL BALANCED AND VERY PREDICTABLE. A CAR THAT ANY GEARHEAD COULD JUMP IN AND HAVE A BLAST WITH, BUT WE COULDN'T LEAVE IT ALONE. WE INSTALLED AN EDELBROCK SUPERCHARGER AND HOOKER BLACKHEART EXHAUST SYSTEM, WHICH INCREASED THE HORSEPOWER FROM 171 TO 268 REAR WHEEL HORSEPOWER ON OUR DYNOJET. (MIKE) WHEN WE SAID THE AFTERMARKET SUPPORT FOR THIS PLATFORM WAS STRONG WE MEANT IT. NOW ALL THESE SUSPENSION COMPONENTS WERE ORDERED FROM THE FT 86 SPEED FACTORY. NOW THEY'RE AN EXCLUSIVE SOURCE FOR FRS, BRZ, AND TOYOTA 86 AFTERMARKET PERFORMANCE PARTS. NOW THEY SENT US THIS COMPLETE SETUP THAT WILL MAKE OUR FRS HANDLE LIKE IT'S ON A RAIL. IT'S MADE UP OF ENGINE AND TRANSMISSION MOUNTS, COIL OVERS, ALL TYPES OF ADJUSTABLE LINKS, CONTROL ARMS, STRUT BARS, AND SWAY BARS. WHEN WE COME BACK THE CAR WILL BE UP IN THE AIR AND THESE PARTS ARE GOING ON.

(MIKE) WE'RE BACK AND REMOVING THE STOCK SUSPENSION COMPONENTS. WE'RE NOT GOING TO SHOW A STEP BY STEP TEARDOWN, JUST THE NEW STUFF GOING ON. (PAT) WE'RE STARTING OFF ASSEMBLY AT THE REAR OF THE VEHICLE WITH THESE VELOX LIGHT WEIGHT LOWER CONTROL ARMS. THEY'RE MADE OUT 70-75 TSIX ALUMINUM FOR SUPERIOR STRENGTH, AND THEY WEIGH IN AT JUST TWO POUNDS 10 OUNCES A PIECE, WHICH IS ALMOST A FULL POUND LIGHTER THAN THE OEM UNITS. THEY'RE ADJUSTOR IS PREHARDENED STAINLESS, AND THEY COME WITH HIGH STRENGTH ROD ENDS AND 10.9 GRADE HARDWARE. THE FIRST THING WE'LL DO IS MEASURE THE STOCK CONTROL ARM TO GET A CENTER TO CENTER LENGTH. THE NEXT STEP IS TO PUT SOME TYPE OF ANTISEIZE OR LUBE ON THE THREADS AND SCREW IN THE ROD END. NOW THE LENGTH SHOULD BE SET AS CLOSE TO OEM'S AS POSSIBLE. THIS WILL REDUCE TIRE WEAR UNTIL YOU GET IT TO THE ALIGNMENT SHOP. THE SAME GOES FOR THESE FT 86 SPEED FACTORY REAR TOE CONTROL LINKS MADE BY VELOX. THEY ALLOW YOU TO ADJUST THE REAR TOE QUICKLY TO RANGES OUTSIDE THE OEM'S CAPABILITIES. THEY'RE 60-61 TSIX ALUMINUM AND ARE 10 OUNCES LIGHTER THAN THE STOCK ONES. HARD ANODIZED BUSHINGS ARE PLACED IN THE ROD END. NOW IT'S ATTACHED TO THE CHASSIS MOUNT USING THE ORIGINAL BOLT. THE OTHER END ATTACHES TO THE SPINDLE WITH NEW HARDWARE. THE TOE CONTROL LINKS FOLLOW SUIT. ONE END GOES TO THE SPINDLE AND THE OTHER TO THE CHASSIS. (MIKE) FOR EXCELLENT RIDE QUALITY AND ADJUSTABILITY WITH AN AMAZING PRICE POINT WE'RE USING PRIME SUSPENSION COIL OVERS. NOW THESE HAVE 24 ADJUSTMENTS FOR RIDE DAMPENING AND ARE RIDE HEIGHT ADJUSTABLE INDEPENDENT OF PRELOAD. THE TOP IS ACCESSED THROUGH THE TRUNK, AND THE SUPPLIED HARDWARE IS TORQUED INTO PLACE. THE BOTTOM ATTACHES TO THE LOWER CONTROL ARM, ALSO WITH A NEW FASTENER. RIDE HEIGHT WILL BE SET AT A LATER TIME. (PAT) RACE COMP ENGINEERING SWAY BARS ARE DESIGNED FOR THE STREET, TRACK, AND AUTO CROSS ENTHUSIAST. THEY FEATURE INTEGRATED ANTI WALKING TABS TO ELIMINATE LATERAL MOVEMENT DURING CORNERING, AND THIS REAR IS A 19 MILLIMETER HOLLOW DESIGN WITH TWO DIFFERENT ADJUSTMENT POSITIONS. THEY COME WITH POLY URETHANE BUSHINGS AND WATERPROOF LUBE. THE OE CLAM SHELL AND HARDWARE IS USED TO INSTALL THEM. WE'RE FINISHING UP THE REAR SUSPENSION WITH ADJUSTABLE END LINKS FOR THE SWAY BAR. THE ADJUSTABILITY WILL ALLOW ANY UNWANTED PRELOAD ON THE BAR TO BE REMOVED. (MIKE) BRAKING IS ALWAYS A BIG PART OF THE PERFORMANCE EQUATION. NOW WE'LL BE PUTTING THE FRS THROUGH THE RINGER WHEN WE HEAD BACK OUT TO THE NATIONAL CORVETTE MUSEUM ROAD COURSE, AND WE DON'T WANT ANY TYPE OF BRAKE FADING OR OTHER BRAKE ISSUES. NOW THE FACTORY ONES WERE PRETTY IMPRESSIVE BUT WE'RE LOOKING FOR A LITTLE BIT MORE. NOW THIS IS BAER BRAKES' SS FOUR REAR BRAKE KIT FOR THE FRS, BRZ, AND TOYOTA 86. NOW IT CAN BE ORDERED WITH A COUPLE OF DIFFERENT ROTOR DIAMETERS. WE CHOSE THE 13 INCH TWO PIECE THAT ARE CROSS DRILLED, SLOTTED, AND ZINC PLATED. NOW THESE ARE TWO INCHES LARGER THAN THE FACTORY ONES. THE CALIPERS ARE A ONE PIECE DESIGN FORGED FROM A SOLID BLOCK OF ALUMINUM. NOW THEY HAVE FOUR STAINLESS STEEL PISTONS AND COME PRELOADED WITH CERAMIC BRAKE PADS, WHICH OFFER EXCELLENT HEAT DISBURSEMENT. NOW WE HAD OURS POWDER COATED SILVER TO MATCH THE CAR. STARTING THE INSTALL IS A BILLET ALUMINUM CALIPER BRACKET THAT ATTACHES TO THE SPINDLE. THE ROTOR HAT ALSO DOUBLES AS THE EMERGENCY BRAKE JUST LIKE THE OE. NOW THE CALIPER IS PLACED OVER THE ROTOR AND ATTACHES TO THE BILLET BRACKET. THE KIT ALSO COMES WITH BRAIDED STEEL BRAKE LINES. THEY ARE COATED AND USE A BANJO BOLT ON THE CALIPER SIDE. WE'RE NOT STOPPING HERE, THE FRONTS ARE NEXT.

(PAT) IT'S TIME FOR OUR FRS BUILD TO CONTINUE, AND WITH THE REAR WRAPPED UP WE'RE GONNA TACKLE THE FRONT AND WE HAVE A BUNCH OF PARTS TO DO IT WITH TOO, STARTING WITH THESE MEGAN RACING ADJUSTABLE LOWER CONTROL ARMS. NOW THESE WILL DETERMINE OUR TRACK WIDTH, OUR ROLL CENTER, AND OUR CAMBER CURVE, AND THEY COME WITH TENSION RODS ON THEM FOR COMPLETE ADJUSTABILITY. THEY HAVE PILLOW BALL BUSHINGS THAT REPLACE THE SOFT FACTORY BUSHINGS, AND THE SETUP ALLOWS FOR CASTOR AND CAMBER ADJUSTMENTS. (MIKE) THE FRONT COIL OVERS ARE ALSO FROM SUSPENSION AND SHARE A LOT OF THE SAME FEATURES AS THE REARS, LIKE 24 CLICK ADJUSTMENTS FOR DAMPENING, AND THE RIDE HEIGHT CAN BE SET INDEPENDENT OF PRELOAD. NOW THESE DO COME WITH TABS FOR THE FRONT SWAY BAR END LINKS AND FULLY ADJUSTABLE CAMBER PLATES. THE TOP IS MOUNTED TO THE STRUT TOWER FIRST, AND ACCESS TO THE ADJUSTOR IS WIDE OPEN. UP NEXT IS THE ORIGINAL SPINDLE. IT MOUNTS TO THE BALL JOINT ON THE LOWER CONTROL ARM, AND THE COIL OVER ATTACHES TO IT. NOW THE FRONT RACE COMP ENGINEERING SWAY BAR CAN GO IN. IT'S A HOLLOW DESIGN JUST LIKE THE REAR. IT'S DIAMETER IS 25 MILLIMETERS, WHICH IS EQUIVALENT TO A 22 MILLIMETER SOLID ONE. IT ALSO HAS TWO ADJUSTMENT LOCATIONS FOR THE END LINKS, WHICH ARE MEGAN RACING ADJUSTABLES. THEY UTILIZE BALL JOINT ENDS THAT ADJUST AND ROTATE TO ANY ANGULAR COMBINATION. (PAT) TO CORRECT BUMP STEER THAT RESULTS FROM MODIFIED CASTOR OR LOWER ARM GEOMETRY WE'RE USING SPL'S FRONT TIE ROD ENDS, WHICH RELOCATE THE TIE ROD END'S PIVOT. THEY'RE MADE FROM LIGHT WEIGHT ALUMINUM, TITANIUM, CHROMOLY, AND STAINLESS STEEL. NOW THOSE MATERIALS MAKE THEM SUPER STRONG AND CAN BE USED IN RACING OR DRIFTING APPLICATIONS. USING THE SUPPLIED JAMB NUTS TO HOLD THE SHANK, TORQUE THE NUT ON TOP OF THE KNUCKLE TO 40 POUND FEET. NOW THREAD A JAMB NUT ON THE RACK. THE TIE ROD ENDS THREAD ON NOW, AND INSTALL ONE MISALIGNMENT SPACER, SLIDE THE HEIM UP THE SHANK, AND THREAD THE LOCKING NUT ALL THE WAY TO THE HEIM. IT GETS TORQUED TO 30 POUND FEET AND THAT WRAPS IT UP. WHEN YOU'RE RUNNING DOWN THE ROAD OR THE RACE TRACK AND THE FRONT SUSPENSION MOVES ABRUPTLY, LIKE FROM HITTING A BUMP, AND THE CAR ACTUALLY STEERS ITSELF WITHOUT INPUT FROM THE STEERING WHEEL IT'S CALLED BUMP STEER, AND IT'S CAUSED BY IMPROPER ANGLES OR LINKS IN YOUR SUSPENSION OR STEERING COMPONENTS, AND ALL OF OUR NEW PARTS ARE GONNA HELP ELIMINATE THAT. (MIKE) MAMMOTH, COLOSSAL, AND MASSIVE ARE THE ONLY WAYS TO EXPLAIN THE FRONT BRAKES FOR THE FRS. PAIRING UP WITH THE BIG 13 INCH REAR SETUP IS BAER'S 14 INCH PRO PLUS FRONT KIT. NOW IT USES THEIR SIXP SIX PISTON CALIPERS THAT ARE A TWO PIECE DESIGN AND HELD TOGETHER WITH SIX FASTENERS FOR SUPERIOR STRENGTH. NOW THEY USE A STAGGERED SIZE PISTON DESIGN TO MINIMIZE PAD WEAR, AND THEY HAVE DUAL SEALS TO MEET DOT SPECIFICATIONS. CFIVE AND CSIX BRAKE PADS ARE USED FOR EASE OF REPLACEMENT, AND THEY'RE VERY COST EFFECTIVE. NOW THE KIT COMES WITH ALL THE HARDWARE, BRAKE LINES, AND A BILLET MOUNTING BRACKET. THE ROTOR IS A TWO PIECE DESIGN AND 14 INCHES IN DIAMETER. IT USES A BILLET ALUMINUM HAT AND HIGH GRADE STAINLESS STEEL FASTENERS WITH CAPTURED NUTS FASTEN IT TO THE CROSS DRILLED, SLOTTED, AND ZINC PLATED ROTOR. THIS BILLET CALIPER BRACKET IS THE SAME ONE USED ON THEIR CFIVE AND CSIX BRAKE KITS. THE ROTOR IS HUB CENTRIC TO ENSURE IT IS CENTERED WITH THE HUB FOR PROPER BALANCE. THE CALIPERS CAN BE ORDERED IN SEVERAL COLORS. THE BAER LOGO IS HAND PAINTED FOR AN ADDED TOUCH. (PAT) ONE OF THE CHEAPEST UPGRADES IN THE SUSPENSION DEPARTMENT IS A STRUT TOWER BRACE. NOW IT CONNECTS THE STRUT TOWERS TOGETHER, STIFFENING THEM, PREVENTING THE COIL OVERS FROM MOVING AROUND, CAUSING SLIGHT CHANGES IN SUSPENSION GEOMETRY. THE BENEFITS OF INSTALLING ONE CAN BE FELT IMMEDIATELY BY IMPROVING HANDLING AND OVERALL STABILITY WHEN DRIVING. AFTER THE BREAK WE'RE BACK UNDERNEATH.

(PAT) WE'RE ON THE FINAL STRETCH OF OUR 2013 SCION FRS BUILD. NOW WE'VE ADDED 97 HORSEPOWER TO THE REAR WHEELS, WHICH RAISES A CONCERN THAT WE HAVE GONE BEYOND THE CAPABILITIES OF THE STOCK CLUTCH SETUP. (MIKE) EXEDY IS THE OEM SUPPLIER FOR THE FLYWHEEL, PRESSURE PLATE, AND CLUTCH DISC ON THE BRZ, FRS, AND TOYOTA 86, AND THAT'S A PRETTY BIG DEAL AND GOES TO SHOW THE QUALITY OF THEIR PARTS ARE EXCELLENT. SO WE GAVE THEM A CALL FOR AN UPGRADED CLUTCH KIT TO HANDLE THE INCREASED POWER AND TORQUE FROM THE SUPERCHARGER. NOW THEY SENT US THEIR STAGE TWO SYSTEM THAT IS RATED TO HANDLE 250 POUND FEET OF TORQUE AT THE FLYWHEEL. NOW THE PRESSURE PLATE HAS A 33 PERCENT INCREASE IN CLAMP LOAD, AND THE DUCTILE IRON CONSTRUCTION PROVIDES HIGH STRENGTH ANTI BURST PROTECTION IN ALL TEMPERATURE RANGES. THE DISC IS A THREE PUCK CERAMMETALLIC DESIGN. NOW IT'S DEVELOPED AND MANUFACTURED BY EXEDY USING ADVANCED FRICTION COMPOSITIONS. NOW IT HANDLES WAY MORE HEAT THAN THE OE WITHOUT SLIP OR FADE. IT'S LIGHTER AS WELL FOR QUICKER SHIFTS AND LESS WEAR AND TEAR ON THE SYNCHROS. THE CLUTCH KIT WILL WORK WITH OEM FLYWHEEL BUT WHY NOT UPGRADE IT AT THE SAME TIME. WE'RE STEPPING UP TO EXEDY'S LIGHT WEIGHT RACING FLYWHEEL DESIGNED FOR COMPETITION AS WELL AS STREET USE. NOW THIS THING IS ALMOST NINE LIGHTER THAN THE STOCK ONE AND IT'S A ONE PIECE FORGED CHROMOLY DESIGN. IT'S ALSO SFI APPROVED. (PAT) UNLIKE ALUMINUM FLYWHEELS, THE FRICTION SURFACE CANNOT WARP AND THE RING GEAR CANNOT SEPARATE THANKS TO ITS ONE PIECE DESIGN. EXEDY TESTS THEM TO 20,000 RPM AND HAVE NOT HAD A FAILURE. AN ALIGNMENT TOOL IS SUPPLIED, ALLOWING FOR EASY INSTALLATION. THE FACTORY HARDWARE IS REUSED. A NEW THROW OUT BEARING IS ALSO SUPPLIED. BEFORE WE STUFF THE TRANS BACK IN THE CAR WE'RE GONNA TAKE ADVANTAGE OF THE EXTRA ROOM AND INSTALL THESE REINFORCED ENGINE MOUNTS FROM MEGAN RACING. THESE ARE A HARD RUBBER POLYURETHANE HYBRID DESIGN THAT ALLOW MORE ENERGY TO BE TRANSFERRED TO THE REAR WHEELS INSTEAD OF INTO THE SOFT STOCK ONES. (MIKE) A CHORE TO INSTALL BUT WELL WORTH THE OUTCOME. MATCHING THE ENGINE MOUNTS IS A TRANSMISSION MOUNT WITH THE SAME BENEFITS. IT'S A DIRECT BOLT ON AND EASY TO INSTALL. NOW WE'RE WAITING ON TIRES TO WRAP THIS PROJECT UP, BUT NO BIG DEAL. WE'VE GOT PLENTY OF WORK DONE TODAY AND GET TO BRING IT BACK TO FINISH IT UP AND RETURN TO THE ROAD COURSE WITH MORE POWER, BETTER HANDLING, AND SOME CRAZY BIG BRAKES.

(PAT) IN TODAY'S TECH TIP WE'RE GONNA GIVE YOU A GUIDELINE FOR SELECTING SOME PERFORMANCE PARTS THAT WILL RESULT IN SOME VERY NOTICEABLE SEAT OF THE PAINTS GAINS WITHOUT HAVING TO CRACK THE ENGINE OPEN, AND THESE WILL BE FROM THE ABSOLUTE NOVICE LEVEL ALL THE WAY UP TO PAYING A SHOP TO PROFESSIONALLY INSTALL THEM. (MIKE) WHEN WE SAY NOVICE LEVEL WE'RE TALKING ABOUT BEING ABLE READ A SET OF INSTRUCTIONS AND PERFORM TASKS WITH BASIC HAND TOOLS. NOW THE BASIC HAND TOOLS ARE SIMPLE TO USE AND EASY TO OBTAIN. A FEW SCREW DRIVERS, A COMBINATION WRENCH SET, ADJUSTABLE PLIERS, A STANDARD AND METRIC SOCKET SET, RATCHET, AND THE ALL IMPORTANT JACK AND JACK STANDS WILL GET YOU A LONG WAY IN THE NOVICE CATEGORY. (PAT) ONE OF THE MOST POPULAR AND EASIEST PERFORMANCE PARTS TO INSTALL IS A COLD AIR INTAKE SYSTEM. NOW SEVERAL DIFFERENT MANUFACTURERS OFFER THEM AND THEY ALL PUT THEIR OWN SPECIAL TWIST ON THEM FOR MAKING POWER. THEY WORK BY REMOVING FACTORY RESTRICTIONS AND SOUND DAMPENING, SMOOTH THE AIRFLOW PATH INTO THE INTAKE MANIFOLD. THEY ALL ARE TYPICALLY LARGER IN DIAMETER AND COME WITH A HIGH QUALITY FILTER THAT IS SERVICEABLE, AND THESE CAN NET GAINS OF 25 HORSEPOWER OR MORE. (MIKE) A CAT BACK EXHAUST SYSTEM IS ANOTHER NOVICE FRIENDLY PERFORMANCE PART. NOW ONLY DO THEY INCREASE POWER, BUT DEPENDENT ON BRAND, THEY'LL GIVE YOU THE EXHAUST TONE YOU'RE LOOKING FOR. NOW THE CAT BACK IS THE SECTION OF EXHAUST FROM THE CATALYTIC CONVERTERS ALL THE WAY TO THE EXHAUST TIPS. NOW THE SYSTEMS USUALLY INCLUDE ALL THE HARDWARE, MUFFLERS, ALL THE PIPE YOU NEED, AND TIPS IN MOST CASES. NOW THE TUBE DIAMETER IS USUALLY LARGER THAN THE FACTORY, AND THE BENDS ARE MANDREL BENT TO REDUCE BACK PRESSURE. NOW WHEN INSTALLING A SYSTEM, MAKE SURE TO LEAVE ALL THE CLAMPS LOOSE, GET EVERYTHING HUNG, THEN SUPPORT IT AS YOU TIGHTEN IT MAKING SURE IT'S ALL ALIGNED. THERE'S NOTHING WORSE THAN A LOW HANGING EXHAUST DUE TO A BAD INSTALL. (PAT) HANDS DOWN THE BEST SEAT OF THE PANTS IMPROVEMENT FOR YOUR MONEY IS A SET OF REAR GEARS. WHEN YOU CHANGE THE RATIO TO A NUMERICALLY HIGHER NUMBER YOU ARE INCREASING THE TORQUE MULTIPLICATION OF THE ENGINE. INCREASED GEAR RATIOS ALLOW FOR BETTER ACCELERATION THROUGH THE ENTIRE OPERATING RANGE OF THE ENGINE AND THEY ALSO WILL IMPROVE 60 FOOT TIMES. NOW KEEP IN MIND, MORE GEAR WILL RESULT IN SOME LOWER TOP SPEEDS, SOME DECREASED FUEL MILEAGE DUE TO THE ENGINE OPERATING IN A HIGHER RPM RANGE, AND THIS REALLY ISN'T A JOB FOR A NOVICE. CONTACT A PROFESSIONAL FOR THE INSTALL. NO MATTER THE TYPE OF VEHICLE THAT YOU HAVE, THESE TYPE OF MODS ARE TYPICALLY AVAILABLE TO YOU. THE IMPORTANT THING IS GETTING OUT AND FAMILIARIZING YOURSELF WITH YOUR RIDE. GETTING YOUR HANDS DIRTY WILL INCREASE YOUR KNOWLEDGE AND MOVE YOU UP IN THE GEARHEAD WORLD. PLUS BEING ABLE TO DO THESE TYPE OF THINGS YOURSELF WILL SAVE YOU MONEY SO YOU CAN BUY MORE GO FAST PARTS. (MIKE) RUST AND CORROSION ACT AS AN INSULATOR THAT WILL CAUSE ENGINES TO RUN HOT AND EVENTUALLY OVERHEAT. NOW EVAPORUST THERMO CURE REMOVES RUST AND SCALE FROM THE ENGINE BLOCK, WATER PUMP, RADIATOR, CYLINDER HEADS, AND WATER JACKETS. SO BASICALLY IT RESTORES THE ENGINE'S ABILITY TO TRANSFER HEAT TO THE COOLANT, ALLOWING THE ENGINE TO RUN COOLER AND ULTIMATELY LAST LONGER. NOW IT COMES IN A 32 OUNCE CONCENTRATE, IS SUPER EASY TO USE, AND GIVES EXCELLENT RESULTS. NOW YOU CAN PICK YOURS UP AT SUMMIT RACING FOR JUST UNDER 20 BUCKS. (PAT) WD 40 SPECIALIST HAS COME OUT WITH AN ALL NEW LINE OF GREASE TO COVER EVERY ASPECT OF THE EQUIPMENT YOU USE ON A DAILY BASIS. THESE ARE LITHIUM BASED, COLOR CODED, AND FALL INTO THREE DIFFERENT CATEGORIES. FIRST UP IS THEIR EXTREME PRESSURE GREASE. IT'S DESIGNED TO GIVE OUTSTANDING PROTECTION AND SERVICE LUBRICATION IN APPLICATIONS THAT HAVE HIGH LOADS SUCH AS AUTOMOTIVE, INDUSTRIAL, AGRICULTURAL, AND FLEET APPLICATIONS. NEXT IS THEIR HIGH TEMPERATURE GREASE. IT HANDLES HIGH MECHANICAL LOADS AS WELL, AND HAS THE BENEFIT OF BEING RESISTANT TO TEMPERATURES AS HIGH AS 625 DEGREES. IT'S EXCELLENT FOR CONSTRUCTION EQUIPMENT AND HEAVY DUTY TRUCK APPLICATIONS. FINALLY IS THE MARINE GRADE WATER RESISTANT GREASE. IT HAS SUPERIOR LUBRICATION AND WASH OUT PERFORMANCE THAT ALLOWS THE GREASE TO STAY PUT IN THE PRESENCE OF WATER WHILE PROVIDING RUST AND CORROSION PROTECTION FOR THINGS LIKE TRAILER WHEEL BEARINGS, WATER PUMPS, ANCHOR REEL CHAINS, AND OUTBOARD MOTORS. WELL THAT'S ALL THE TIME WE HAVE FOR TODAY. WE'LL SEE YOU NEXT TIME.