Gnarly Nova and Universal LS Bullet

(MIKE)>> WELCOME TO ENGINE POWER. TODAY WE HAVE A MIX OF TECH YOU'RE GOING TO LOVE, FROM OUR CELESTIAL THEMED NOVA AND GALAXIE PROJECTS WE'VE BEEN WORKING ON, TO A MULTI PURPOSED LS BUILD THAT WILL POWER JUST ABOUT ANYTHING ON FOUR WHEELS.

(PAT)>> FIRST UP IS THE NOVA. WE'RE GONNA FILL IT WITH FLUIDS, DUMP SOME HIGH DOLLAR HIGH OCTANE FUEL IN THE CELL, AND LIGHT IT OFF. MECHANICALLY THE CAR IS COMPLETE. AESTHETICALLY, WELL IT STILL NEEDS SOME ASSEMBLY, BUT BEFORE WE DO THAT WE'RE GONNA CHECK THINGS OUT TO MAKE SURE WE HAVE NO FLUID LEAKS OR ANY OTHER ISSUES, AND THIS CAR IS LIGHTYEARS AHEAD OF WHERE IT WAS WHEN WE FIRST STARTED. TAKE A LOOK AT HOW WE GOT THERE.

(MIKE)>> FROM AN AFTERNOON DRIVE OUT IN THE COUNTRY WE RETURNED TO THE SHOP AND TORE IT APART. IT WAS AN OUT WITH THE OLD AND IN WITH THE NEW THEME RIGHT FROM THE START. THE 383 WAS PULLED ALONG WITH THE TURBO 350 TRANS. THEN WE REMOVED THE ENTIRE STOCK FRONT CLIP IN ONE PIECE, AND OUT CAME THE NARROWED 12 BOLT REAR END. A NEW CLIP FROM TOTAL COST INVOLVED WENT ON AND DEFINITELY GAVE US THE LOOK WE WERE GOING FOR. PAT MASTERMINDED A 588 CUBIC INCH BIG BLOCK CHEVY BUILD THAT CRANKED OUT SOME SERIOUS POWER NATURALLY ASPIRATED. IT WENT BETWEEN THE FRAME RAILS AND A REID CASED TURBO 400 WAS MATED TO IT. OUT BACK A FABRICATED NINE INCH WAS ATTACHED WITH A LADDER BAR SETUP AND COIL OVERS. GETTING TO WORK WE'RE GONNA TACKLE THE BRAKE SYSTEM FIRST. NOW THAT INCLUDES BENCH BLEEDING THE MASTER CYLINDER, WHICH WE'LL DO WITH IT ATTACHED TO THE CAR. THEN WE'LL SHOW YOU OUR PROCEDURE FOR BLEEDING THE REST OF THE SYSTEM AT THE CALIPERS. LET'S GET STARTED. THE FIRST STEP IS TO HAVE A COUPLE OF BLEEDER LINES AROUND LIKE THIS. THEY THREAD INTO THE MASTER CYLINDER OUTLETS. NOW WE CAN ADD FLUID TO BOTH THE FRONT AND REAR RESERVOIRS. WITH ONE OF US IN THE CAR, THE PEDAL IS CYCLED FULL TRAVEL IN BOTH DIRECTIONS. IT'S IMPORTANT THE FULL STROKE OF THE PLUNGER IS ACHIEVED. THAT ACTION FORCES THE FLUID THROUGH OUR BLEEDER TUBES AND CYCLES ANY AIR IN THE MASTER CYLINDER OUT. WITH THE MAIN BRAKE LINES REATTACHED TO THE MASTER CYLINDER UP FRONT, WE'RE GONNA START BLEEDING AT THE RIGHT REAR CORNER, WHICH IS THE FARTHEST AWAY FROM THE RESERVOIR. NOW PAT'S GONNA PUMP THE PEDAL THREE TO FOUR TIMES. THEN HE'S GONNA RELEASE IT. I'LL CRACK THE BLEEDER, AND PAT WILL PUSH THE PEDAL TO THE FLOOR. NOW THAT'S GONNA CAUSE THE VOLUME OF FLUID TO COME TO THE BACK. IT'S CALLED VOLUME BLEEDING, NOT PRESSURE BLEEDING. ALL RIGHT, GO AHEAD PAT.

(PAT)>> HERE WE GO.

(MIKE)>> ON A CALIPER WITH TWO UPPER BLEEDERS ALWAYS START ON THE OUTSIDE AND WORK YOUR WAY TO THE INNER ONE. TO THE FLOOR! MAKE SURE TO KEEP AN EYE ON ALL THE BRAKE LINE FITTINGS FOR ANY LEAKS. IF SOMETHING IS DRIPPING FIX IT NOW, DO NOT WAIT.

(PAT)>> ALL RIGHT MAN, THE PEDAL IS RIGHT THERE, RIGHT AT THE TOP, SOLID, NOT BLEEDING DOWN OR ANYTHING. IT FEELS REALLY GOOD!

(MIKE)>> GOOD DEAL, I JUST PUT THE TOP RESERVOIR ON. UNDERNEATH THE CAR THERE'S NO FLUID DROPS, EVERYTHING'S GOOD!

(PAT)>> COOL, WELL THE LAST THING WE'VE GOT TO DO IS BED THE BRAKES IN, BUT THAT COMES LATER. ROYAL PURPLE MAX GEAR 75-140 WITH CENTERLAC IS FILLING THIS CURRIE HOUSING. THIS GEAR OIL IS A SYNTHETIC, NONCORROSIVE, EXTREME PRESSURE LUBE. IT HAS CUSHIONING MOLECULES THAT ABSORB GEAR IMPACT TO PREVENT FATIGUE AND MINIMIZE WEAR. FOR ALL OF YOU RUNNING LIMITED SLIP DIFFERENTIALS IT CONTAINS A FRICTION MODIFIER ADDITIVE YOU NEED.

(MIKE)>> MORE ROYAL PURPLE IS GOING IN THE TRANSMISSION. THIS IS MAX ATF. IT'S A MULTI SPEC HIGH PERFORMANCE FLUID. IT EXCELS IN SEVERE CONDITIONS LIKE RACING AND TOWING. TESTS HAVE SHOWN IT TO REDUCE PARASITIC POWER LOSS, REDUCE TRANS TEMPERATURES, AND PROVIDE SMOOTH, CONSISTENT SHIFTING.

(PAT)>> I CAN HEAR IT, START TO DO SOMETHING.

(MIKE)>> STARTING TO PICK UP A LITTLE BIT? WE GOT THERMOSTAT IN IT TOO. SO IT'S...

(PAT)>> IT JUST STARTED TO PICK UP.

(MIKE)>> COOL!

(PAT)>> WHILE WE'RE FILLING IT UP WITH WATER I'M GONNA GO AHEAD AND ADD SOME ROYAL PURPLE "PURPLE ICE". NOW WHAT THIS DOES, IT KEEPS ELECTROLYSIS AND CORROSION AWAY FROM THE INTERNALS. PLUS IT CAN HELP OUR WHOLE CAR RUN UP TO 22 DEGREES COOLER. SINCE WE HAVE TO RUN STRAIGHT WATER FOR A DRAG STRIP THIS WILL HELP US KEEP THE ENGINE COOL. GO AHEAD AND TURN IT BACK OFF. IT'S LIKE LOOKING AT A BIDET. [ Mike laughing ] SEALED UP!

(MIKE)>> WE WENT AHEAD AND PUT THE FRONT CLIP ALL BACK TOGETHER, AND WITH A FEW TWISTS OF THE STRUT RODS IT LINED UP REALLY NICE. NOW IT'S TIME TO SEE WHAT 588 CUBIC INCHES OF BIG BLOCK CHEVY POWER SOUND LIKE IN THE CAR. NOW ANYTIME WE'VE FINISHED A PROJECT OR AN ENGINE BUILD WE GET AS EXCITED AS A WOODPECKER IN A LUMBER YARD TO HEAR IT FIRE. LET'S GO PAT!

(PAT)>> HERE WE GO! [ engine starts and revs ]

(MIKE)>> THAT IS INSANE!

(PAT)>> HOW'S THAT FOR A SUCCESS STORY.

(MIKE)>> THAT'S FIRST TIME WE HIT THE KEY ON THE ACTUAL ENGINE, WOW!

(PAT)>> THAT IS UNBELIEVABLE! IF THAT DON'T GET YOUR BLOOD PUMPING YOU DON'T LIKE CARS.

(MIKE)>> NA POWER BABY!

(PAT)>> NA, HEY, NOTHING WRONG WITH POWER ADDERS BUT WE LIKE DOING IT THE NATURAL WAY.

(MIKE)>> THAT IS SO AWESOME!

(PAT)>> NICE JOB!

(MIKE)>> NOW IT'S TIME TO CHANGE DIRECTIONS A LITTLE BIT AND SATISFY SOME MUCH NEEDED ENGINE TECH. THIS IS A FIVE POINT THREE LITER LS THAT WE'VE HAD STARING AT US FOR QUITE SOME TIME OUT IN THE HALLWAY. WE DON'T KNOW WHERE IT CAME FROM BUT WE KNOW IT'S A GOOD PIECE. NOW THIS IS GONNA BE A BUILD THAT WILL FIT IN JUST ABOUT ANYTHING WITH FOUR WHEELS. IT'LL ALSO RELATE TO YOU GUYS AT HOME WHETHER YOU'RE STARTING WITH A FRESH SHORT BLOCK OR A JUNKYARD PULLED ONE.

(PAT)>> AND HERE'S A LOOK AT WHAT WE'LL BE USING. A MIX OF PARTS FROM SUMMIT RACING, AND THEY INCLUDE SOME TRICK FLOW GENX 215cc CATHEDRAL PORT HEADS, MSD COILS AND BRACKETS, ARP HEAD BOLTS, A TRICK FLOW TIMING SET, HYDRAULIC ROLLER CAM SHAFT AND PUSH RODS, PLUS SOME HARLAN SHARP ROCKS, A DUAL PLANE INTAKE FROM HOLLEY, EDELBROCK MAX FIRE IGNITION WIRES, AND A FEW OTHER PARTS TO FINISH UP THE ENGINE.

(MIKE)>> WE HAVE TO GET THIS ENGINE TORN DOWN TO ITS STARTING POINT. I REMOVED THE CYLINDER HEADS WHEN PAT WAS TELLING YOU ABOUT THE PARTS. NOW WE CAN REMOVE THE OIL PAN, WHICH WILL BE REUSED LATER ON. NOW THE OIL PUMP PICK UP COMES OFF. THE TIMING COVER ALSO HAS TO COME OFF TO ACCESS THE FRONT OF THE ENGINE, AND BY REMOVING FOUR FASTENERS THE PUMP DOES AS WELL. THIS TIMING SET IS NOT BEING REUSED. SO IT CAN GO AWAY FOR GOOD. A THREE JAW PULLER MAKES EASY WORK OF GETTING THE TIMING SET'S CRANK SPROCKET REMOVED. NOW THE CAM PLATE COMES OFF AND THE STOCK CAM IS PULLED OUT OF THE ENGINE. WE CAN USE IT TO PROP THE DOOR OPEN OR MAKE A COOL LAMP OUT OF. IT WE WERE ASSEMBLING AN ENGINE WITH MILES ON IT WE WOULD GO AHEAD AND REPLACE THE LIFTERS AT THIS TIME, BUT SINCE THIS IS A FRESH SETUP WE'RE GONNA GO AHEAD AND REUSE THESE, AND THEY'LL WORK JUST FINE WITH THE NEW CAM SHAFT.

(PAT)>> WE PICKED OUT A RELATIVELY MILD GRIND CAM SHAFT SO IT WILL WORK WELL IN ANYTHING THAT THE ENGINE GETS STUCK IN. IT'S FROM TRICK FLOW AS WELL, AND THE SPECS ARE 228 DEGREES AT 50 THOUSANDTHS LIFT DURATION ON THE INTAKE, 230 ON THE EXHAUST WITH A 112 DEGREES OF LOBE SEPARATION. IT STILL IS A HYDRAULIC ROLLER WITH THE LIFT ON BOTH EXHAUST AND INTAKE BEING 585 THOUSANDTHS WITH A ONE POINT SEVEN ROCKER RATIO. BE SURE TO TAKE YOUR TIME PUTTING IN THE CAM SO YOU DON'T DAMAGE THE CAM BEARINGS. WE'RE USING ENGINE OIL AS A PRELUBE BECAUSE A ROLLER CAM DOES NOT REQUIRE A SPECIFIC BREAK IN LUBE. NOW THE CAM SHAFT RETAINING PLATE CAN GO BACK ON. JOINING IT IS A TRICK FLOW ADAPTER BRACKET, WHICH WILL ALLOW US TO RUN A CHAIN DAMPENER. WE CAN'T STRESS ENOUGH HOW IMPORTANT IT IS TO DEGREE YOUR CAM SHAFT. IT'S NOT WIZARDRY, IT'S A PROCESS TO VERIFY THE CAM IS INSTALLED WHERE YOU WANT IT, NOT WHEREVER IT FALLS. THIS ONE IS INSTALLED AT 108.5 DEGREES, THREE AND A HALF DEGREES ADVANCED SINCE IT'S A PUMP GAS STREET ENGINE. IN ORDER TO DEGREE THE CAM WE HAD TO INSTALL THIS TRICK FLOW DOUBLE ROW TRUE ROLLER TIMING SET. IT HAS NINE CRANK SHAFT SPROCKET KEYWAYS FOR TIMING ADJUSTMENTS. THE CRANK SPROCKET IS BLACK OXIDE COATED AND HEAT TREATED FOR UNRIVALED STRENGTH. THIS DAMPENER IS POSITION ON THE BRACKET WE INSTALLED WITH THE CAM PLATE. IT WILL KEEP A SMALL AMOUNT OF TENSION ON THE CHAIN TO PREVENT THE CHAIN FROM WHIPPING DURING GEAR CHANGES. DUE TO THE ENGINE BEING DEGREED ON THE LOAD SIDE, PUTTING THIS ON NOW WILL NOT ALTER THE SPECS.

(MIKE)>> THE OIL PUMP DRIVE SPROCKET IS SLID ON THE CRANK SNOUT NOW. IT HAS A KEYWAY WHICH KEEPS IT FROM SPINNING. NOW THE PUMP IS INSTALLED USING THE SPACERS THAT CAME WITH THE DOUBLE ROW TIMING SET. WE LIKE TO USE THREE 15-10 THOUSANDTHS SHIMS BETWEEN THE DRIVE SPROCKET AND THE PUMP'S GEAR TO SQUARE THE PUMP UP. THIS PROCESS HIGHLY REDUCES THE CHANCE OF PREMATURE WEAR ON THE PUMP. THE PICKUP REMAINS THE SAME. A SLIGHT TWIST TO THE REAR BRACKET MAY BE NEEDED SINCE THE PUMP'S LOCATION HAS BEEN MOVED FORWARD DUE TO THE SPACERS INSTALLED. THE FACTORY HARDWARE IS REUSED. SINCE THE CAM SWAP IS COMPLETE, WE CAN REINSTALL THE TIMING COVER NOW. ALL FOUR CORNERS OF THE BLOCK WILL GET A SMALL AMOUNT OF SILICONE. IT'S PLACED AT THE SMALL PARTITIONS WHERE THE FRONT AND REAR COVER MEET THE BLOCK. WITHOUT SILICONE OIL WILL CREEP OUT. NOW THE FACTORY PAN GOES BACK ON, AND ALL THE FASTENERS ARE STARTED BUT NOT TIGHTENED YET. USING A STRAIGHT EDGE TO ALIGN THE PAN IS A CRITICAL STEP... I DON'T THINK YOU COULD HAVE GOTTEN ANY BETTER.

(PAT)>> THAT'S ABOUT AS CLOSE AS I'VE EVER SEEN ONE.

(MIKE)>> ...ESPECIALLY IF RUNNING AN AUTOMATIC TRANSMISSION. YOU WANT THE BACK OF THE PAN EVEN WITH THE BELL HOUSING FLANGE ON THE BLOCK. VERY NICE!

(PAT)>> WE ARE BACK WITH OUR FIVE POINT THREE LS BUILD. WE ORDERED THE TRICK FLOW COMPONENTS AS A TOP END KIT. IT CAME WITH THESE HIGH QUALITY MULTI LAYER STEEL HEAD GASKETS. THEY ARE 51 THOUSANDTHS THICK. TRICK FLOW CYLINDER HEADS ARE HARD TO BEAT FOR OUT OF THE BOX PERFORMANCE. THESE ARE THEIR GENX 215cc CATHEDRAL PORT CYLINDER HEADS, AND THEY FEATURE A HEART SHAPED CNC'ED 64cc COMBUSTION CHAMBER WITH VALVES MEASURING IN AT TWOZERO-40 ON THE INTAKE, ONEFIVE-75 ON THE EXHAUST. THEY COME WITH DUAL SPRINGS WITH TITANIUM RETAINERS THAT ARE ALREADY SETUP FOR OUR HYDRAULIC ROLLER CAM. ANOTHER IMPRESSIVE FEATURE ABOUT THESE CYLINDER HEADS ARE THEIR FLOW NUMBERS. TAKE A LOOK AT THE FLOW NUMBERS FROM THEIR TEST. THE NUMBERS SPEAK FOR THEMSELVES. AT 600 THOUSANDTHS VALVE LIFT THE INTAKES FLOW A STELLAR 320 CFM, AND THE EXHAUST FLOW A WICKED 245 CFM. THIS IS ENOUGH AIR FLOW TO MAKE OVER 600 HORSEPOWER WITH RACY COMPONENTS. THE HEADS ARE PLACED ON THE DECKS, AND ARP HEAD BOLTS ARE GOING IN. THE LARGE BOLTS ARE TORQUED TO 75 POUND FEET WHILE THE SMALL TOP FASTENERS ARE TORQUED TO 25 POUND FEET.

(MIKE)>> SUPPLIED WITH THE TOP END KIT ARE FIVESIXTEENTHS DIAMETER PUSH RODS THAT ARE SEVEN AND A HALF INCHES LONG AND HAVE AN 80 THOUSANDTHS WALL THICKNESS. ANOTHER BENEFIT OF THE TRICK FLOW KIT ARE THESE EXCELLENT QUALITY HARLAN SHARP ROCKER ARMS. THEY HAVE A ONESEVEN RATIO AND ARE ALUMINUM BODIED. THEY ARE AN EXCELLENT UPGRADE FROM A STOCK ROCKER, EVEN THE ONES WITH AFTERMARKET TRUNNIONS INSTALLED. THESE ORINGS ARE BEING PLACED IN THE RECEIVER GROOVE OF THE HOLLEY INTAKE MANIFOLD. A LITTLE WD 40 ON THE CYLINDER HEAD WHERE THE INTAKE'S ORINGS ARE ENSURES THEY SEAL PROPERLY. THE MANIFOLD IS A DUAL PLANE MID RISE WITH AN OPERATING RANGE FROM 1,500 TO 6,500 RPM. IT'LL MAKE GREAT LOW END TORQUE THANKS TO THE OPTIMIZED RUNNER LAYOUT AND CONSTANT CROSS SECTIONAL AREA. IT SHOULD GIVE US A BROAD TORQUE CURVE AS WELL. MSD COIL BRACKETS ARE INSTALLED ON THE STOCK VALVE COVERS. RESTING ON THE BRACKETS ARE MSD IGNITION COILS. A MAZIERE WATER PUMP WILL TAKE CARE OF COOLING WHEN WE GET TO THE DYNO. KEEPING THE HARMONICS IN CHECK IS A STOCK BALANCER. AFTER DOCKING THIS ENGINE TO THE DYNO WE WENT AHEAD AND TOPPED IT OFF WITH OUR TRUSTY 750 CFM QFT BLACK DIAMOND CARBURETOR. WE KNOW THIS THING RUNS ON ANYTHING. THEN ADDED A SET OF INCH AND SEVENEIGHTHS HOOKER MID LENGTH HEADERS. CONTROLLING THE TIMING IS AN MSD LS SERIES IGNITION CONTROLLER.

(PAT)>> THIS ENGINE HAS A STATIC COMPRESSION RATIO OF NINE POINT FOURNINEFIVE TO ONE, AND WILL BE RUNNING ON 87 OCTANE PUMP GAS. WHY, WELL WE DON'T KNOW WHAT THE ENGINE IS GOING TO GO IN AND WE WANT TO BE ABLE TO BUY GAS ANYWHERE, AND WHEN WE COME BACK WE'RE GONNA BE MAKING SOME DYNO PULLS, AND YOU DON'T WANT TO MISS IT.

(MIKE)>> WE'RE BACK AND JUST LOADED UP ALL THE PARAMETERS FOR OUR FIRST DYNO RUN ON THE FIVE POINT THREE. LET'S SEE WHAT SHE'S GOT. [ engine revving ]

(MIKE)>> LOADS UP NICE!

(PAT)>> 80 PSI!

(MIKE)>> MAKES THE SWEEP REALLY GOOD. WOW, TORQUE IS 406, POWER 386.

(PAT)>> OKAY, NOW THAT'S WITH OUR TIMING CURVE WITH THAT BOX, WE DID A CUSTOM TIMING CURVE. IT'S GOT LIKE 25 DEGREES OF TIMING IN IT.

(MIKE)>> THAT WAS ONLY TO 5,000 RPM.

(PAT)>> AND IT WAS ONLY TO 5,000 RPM.

(MIKE)>> AND IT'S SOLID. WE'RE TAKING IT TO 6,500 RPM. BEAUTIFUL!

(PAT)>> SILKY SMOOTH ACTUALLY!

(MIKE)>> 447 ON POWER, 408 ON TORQUE.

(PAT)>> BOY I THINK WE FOUND RIGHT AT PEAK POWER. THAT'S ACTUALLY GORGEOUS. THAT'S ACTUALLY A GORGEOUS LOOKING GRAPH.

(MIKE)>> YEAH, ABSOLUTELY, TRY DOING THAT WITH A SMALL BLOCK CHEVY. WHAT I'M DOING NOW IS ADDING A DEGREE AND A HALF OF TIMING THROUGH THE ENTIRE RPM RANGE. WE'RE GOING FROM 25 DEGREES TO 26.5, SHOULD PICK UP A LITTLE POWER.

(PAT)>> ALL RIGHT, START YOUR GRINNING AND DROP YOUR LINEN. [ engine revving ]

(PAT)>> WELL?

(MIKE)>> THAT THING IS A NICE LITTLE ENGINE. 456 ON POWER, 413 ON TORQUE.

(PAT)>> THE DEGREE AND A HALF MADE A LITTLE MORE TORQUE, MADE A LITTLE BIT MORE POWER, AND POWER LOOKS GREAT, AND YOU KNOW THAT'S ABOUT AS FAR AS WE SHOULD PUSH THIS THING ON PUMP GAS. AGAIN 87 OCTANE, RUNS AWESOME!

(MIKE)>> I LIKE IT, ANOTHER GOOD ONE!

(PAT)>> NICE JOB!

OIL FILTER INSPECTION IS A ROUTINE PART OF THE RACING WORLD, AND WE HERE AT ENGINE POWER CUT EVERY FILTER APART ON EVERY ENGINE THAT'S RUN ON THE DYNO. WHY, BECAUSE IT'S A GREAT INDICATOR IF ANY DAMAGE IS OCCURRING. RACERS AND ENGINE BUILDERS ALIKE KEEP A CLOSE EYE ON THE CONDITION OF THEIR ENGINES BY CUTTING THE FILTERS APART. IT WILL TELL YOU IF YOUR BULLET IS HAPPY OR IS IN SERIOUS TROUBLE. CUTTING A FILTER APART ISN'T HARD TO DO. SEVERAL COMPANIES MAKE SLICK FILTER CUTTING DEVICES TO MAKE THE JOB A SNAP. THEY WORK BY PLACING THE TOOL ON TOP OF THE FILTER AND THEN TIGHTENING DOWN THE CUTTER TO ADJUST IT. THIS WILL SCORE THE OUTSIDE OF THE SKIN. IT WORKS SIMILAR TO THE CUTTER FOR STEEL BRAKE LINES. ROTATING AND INCREASING THE PRESSURE OF THE CUTTER EVENTUALLY SLICES THE CAN CLEANLY, AND ALL THE GUTS CAN BE REMOVED. IF YOU WANT TO CUT A FILTER OPEN BUT DON'T HAVE ONE OF THESE FANCY CUTTING RIGS YET, YOU CAN EASILY MAKE ONE FROM THINGS YOU PROBABLY HAVE LAYING AROUND YOUR GARAGE. SOME SCRAP TWO BY FOURS, A UTILITY KNIFE BLADE, AND A FEW SCREWS ARE ALL THAT'S NEEDED TO WHIP UP A MACGYVERESQUE CUTTING TOOL LIKE THIS ONE. IT MAY TAKE A LITTLE MORE TIME AND PATIENCE, BUT IT WILL GET THE JOB DONE IN A PINCH. IT REALLY DOESN'T MATTER HOW YOU DO IT. THE IMPORTANT PART IS TO GET THE FILTER OPEN TO SEE WHAT'S UP. IF YOU WANT TO MAKE YOUR INSPECTIONS A LOT EASIER YOU CAN PICK UP A RACING CLEANABLE FILTER LIKE THIS ONE. IT UNSCREWS AND HAS A MESH FILTER THAT IS CLEANABLE AND REUSABLE, MAKING REGULAR INSPECTIONS HASSLE FREE. SO WHAT CAN YOU EXPECT TO FIND IN A FILTER ELEMENT? WELL IF THE ENGINE RAN FINE WITH GOOD OIL PRESSURE YOU'RE NOT GONNA FIND MUCH OF ANYTHING, BUT THERE ARE SMALL AMOUNTS OF TRACE DEBRIS IN EVERY ENGINE. SMALL THINGS LIKE PAPER TOWEL LINT, SILICONE GASKET MATERIAL, OR SMALL CARBON SPECS CAN BE FOUND. ENGINES THAT HAVE HAD PROBLEMS WILL HAVE A TOTAL DIFFERENT LOOK ALTOGETHER. SMALL FLECKS OF BRONZE OR SILVER MATERIAL IN THE ELEMENT MIGHT INDICATE YOU'RE HAVING BEARING PROBLEMS. ACTUALLY ANY AMOUNT OF NOTICEABLE DEBRIS IN THE ELEMENT IS A BAD THING, AND IT MIGHT TELL YOU THAT YOUR ENGINE IS IN SERIOUS TROUBLE BEFORE YOU HAVE A CATASTROPHIC ENGINE FAILURE. ONCE YOU'VE DETERMINED EVERYTHING LOOKS GOOD, INSTALL YOUR NEW FILTER AND YOU'RE GOOD TO GO. NOW THIS PROCEDURE ISN'T LIMITED TO JUST YOUR HOT ROD OR YOUR RACE CAR. VIRTUALLY ANYTHING THAT YOU HAVE THAT HAS AN OIL FILTER ON IT CAN BE LOOKED AT, AND THIS INCLUDES MOTORCYCLES, BOATS, OR EVEN THE DREADED LAWN EQUIPMENT. LIKE MAKING OUR SPECIAL HOME SPUN FILTER CUTTER, THERE ARE A BUNCH OF GARAGE HACKS THAT CAN GET YOU OUT OF A JAM QUICKLY AND CHEAPLY, AND I'LL SHOW YOU MORE OF THEM IN THE FUTURE.

(MIKE)>> EVERY TOOL BOX NEEDS THIS MATCO INTERNAL AND EXTERNAL THREAD RESTORING KIT IN IT. NOW IT WORKS ON STANDARD OR METRIC, COURSE OR FINE, AND RIGHT OR LEFT HAND THREADS WITHOUT THE NEED FOR MEASURING. THESE FLOATING CUTTERS ARE SELF ADAPTING TO ANY THREAD PITCH AND SIZE WITHIN THE RANGE OF THE TOOL. NOW THAT ALLOWS IT TO AUTOMATICALLY CHASE GOOD THREAD SECTIONS TO REPAIR THE DAMAGED ONES. IT'S GREAT TO HAVE IN THE FIELD OR IN THE SHOP.

(PAT)>> DUPLICOLOR CUSTOM WRAP WITH EASY PEEL TECHNOLOGY HAS BEEN OUT FOR QUITE A WHILE, BUT WHAT HASN'T BEEN OUT ARE THE NEW NEON AND GLOW IN THE DARK VERSIONS. THEY'RE BOTH FORMULATED NOT TO HARM AUTOMOTIVE FINISHES, AND THE GLOW IN THE DARK COME IN GREEN AND BLUE, AND THEY CHARGE UP IN ABOUT FIVE MINUTES, BUT THE GLOW LASTS UP TO 16 HOURS. ALSO AVAILABLE ARE THE NEW NEON FLAVORS WITH CRAZY NAMES LIKE "OUTRAGEOUS ORANGE", "ELECTRIC LIME", AND "BRILLIANT BLUE", AND YOU CAN PICK SOME UP WHEREVER DUPLICOLOR PRODUCTS ARE SOLD.

(MIKE)>> A GREAT UPGRADE TO YOUR TRUCK OR SUV'S STOPPING POWER IS THIS STAGE THREE BRAKE KIT FROM EBC BRAKES. GEOMET COATED SLOTTED ROTORS COUPLED WITH THEIR EXCELLENT GREEN STUFF PADS THAT ARE COATED WITH THEIR PATENTED BREAK IN COATING WILL IMPROVE BRAKING PERFORMANCE OVER OEM COMPONENTS. THEY'RE A DIRECT FIT AND WORK WELL ON MODIFIED VEHICLES EVEN IN LIGHT TOWING APPLICATIONS. TO FIND THE KIT THAT FITS YOUR RIDE JUST LOG ON TO EBC BRAKES DOT COM.

(PAT)>> UNFORTUNATELY THE GALAXIE TOOK THE BULLET THIS WEEK AND WE DIDN'T GET A CHANCE TO WORK ON IT, AND WE STILL HAVE A FEW PARTS TO PUT ON, AND IT'S GETTING FINISHED UP. SO LOOK FOR IT OUT IN THE WILD VERY SOON.