Dyno Testing the 455 Jet Boat Engine

(NARRATOR)>> ONE'S A CHEVY, THE OTHER AN OLDS, AND TODAY ON ENGINE POWER THEY BOTH GET THEIR TIME TO SHINE. WE'LL RUN THE NUMBERS ON THE JET BOAT BIG BLOCK, AND HUNT DOWN MORE POWER FROM OUR OLDS 455.

(MIKE)>> WELCOME TO ENGINE POWER. TODAY'S SHOW IS DUBBED "BOATS AND OLDS". NOW THE TWO DON'T GO TOGETHER IN THIS CASE, BUT THERE IS SOME COMMON HISTORY BETWEEN THE TWO. OUR 1974 GLENCOE JET BOAT IS CURRENTLY POWERED BY A STOUT RUNNING 454 CUBIC INCH BIG BLOCK CHEVY, BUT BACK IN THE DAY IT WAS COMMON TO SEE THESE TYPES OF BOATS WITH A 455 CUBIC INCH OLDSMOBILE IN THE TRANSOM.

(PAT)>> NOW OUR VINTAGE LAKE MISSILE IS NOT GETTING AN OLDS BULLET AT THIS TIME, BUT WE DO HAVE ONE WE'RE GONNA PLAY WITH A LITTLE LATER. FIRST UP WE'RE GONNA JERK THE ENGINE OUT OF THE BOAT AND PUT IT ON THE DYNO. WHY, BECAUSE WE'RE CURIOUS ON HOW MUCH POWER THAT IT MAKES AFTER WE SPENT A FEW HOURS IN IT ON THE LAKE.

(MIKE)>> IT RAN AWESOME AND EVERYTHING FUNCTIONED LIKE THE PREVIOUS OWNER STATED. ONCE OUT OF THE IDLE ZONE WE OPENED UP AND RAISED THE TRIM TO GIVE OFF THAT AWESOME SIGNATURE JET BOAT ROOSTER TAIL. WELL HERE WE ARE, YOU READY?

(PAT)>> I AM READY BUT I LITERALLY KNOW NOTHING ABOUT JET BOATS. SO I DON'T KNOW EVEN HOW IT COMES APART.

(MIKE)>> I'VE SEEN SOME OF THE STUFF YOU'VE DONE. THIS IS REALLY, REALLY SIMPLE. YOU'VE GOT A PUMP AND YOU'VE GOT THE ENGINE.

(PAT)>> AND I DON'T HAVE TO LAY UNDER IT AND TAKE THE DRIVESHAFT OUT, OR THE EXHAUST OFF. SO EVERY JOB STARTS WITH JUST GETTING AFTER IT. SO I'VE GOT THE PERFECT TOOL FOR IT RIGHT HERE. THE SEAT'S GOT TO COME OUT.

(MIKE)>> LET'S DO IT.

(PAT)>> WE'LL GO FROM THERE.

(MIKE)>> WONDER HOW LONG THEY'RE GONNA BE?

(PAT)>> I DON'T KNOW. THERE'S ONLY FOUR OF THEM HOLDING IN THE WHOLE RIG. SO THE SCREW'S LIKE, THREE INCH, FOUR?

(MIKE)>> THAT'S THREE, I'M AT THREE RIGHT NOW.

(PAT)>> OH GOD! SHOULD HAVE GRABBED A DRILL. OH MAN!

(MIKE)>> I THINK THAT FOREARM BURN GOT'EM.

(PAT)>> BY THE TIME I HAVE ALL THIS OUT YOU'RE ALREADY DONE.

(MIKE)>> GOT A LITTLE PROTECTION ON.

(PAT)>> I'M GONNA NEED THAT. [ drill spinning ]

(PAT)>> LOOK AT THIS! [ drill spinning ]

(PAT)>> WORK SMARTER, NOT HARDER.

(MIKE)>> I STILL GOT DONE FASTER.

(PAT)>> YOU DON'T NEED TO LABEL THESE DO YOU?

(MIKE)>> I THINK WE KNOW WHERE THOSE GO.

(PAT)>> ALL RIGHT, THIS THING SHOULD COME SMOOTH OUT NOW RIGHT?

(MIKE)>> LET'S SEE HERE.

(PAT)>> THIS WHOLE THING'S ONE PIECE.

(MIKE)>> YEAH, WE HAVE ONE LITTLE SET OF WIRES FOR THOSE LITTLE LED'S THAT ARE IN THE BOTTOM UNDERNEATH THE SEATS. SO WE'LL JUST HAVE TO BE CAREFUL WITH THOSE, BUT YEAH.

(PAT)>> THIS PROBABLY WEIGHS A TON. WHICH WAY YOU GOING?

(MIKE)>> GO AHEAD AND DO THIS AND START PULLING IT FORWARD. YOUR HAND! THAT THING'S BEEN THERE SINCE WE BOUGHT THE BOAT. YOU OKAY?

(PAT)>> I DIDN'T SAY ANY CUSS WORDS. HOLD ON! THERE IT GOES! NOW THERE'S SOME WIRES HANGING RIGHT?

(MIKE)>> YEAH, THAT'S FOR THOSE LED'S.

(PAT)>> THERE WE GO.

(MIKE)>> IS THERE A QUICK DISCONNECT THERE?

(PAT)>> I THINK OUR QUICK DISCONNECT IS GONNA BE A PAIR OF SNIPS. THERE'S ONE QUICK DISCONNECT.

(MIKE)>> CUT IT LIKE HALF WAY UP SO WE KNOW THAT THE RED TO THE RED.

(PAT)>> NO TURNING BACK NOW.

(MIKE)>> NICE!

(PAT)>> OKAY, EASY, EASY, OKAY. OH MY GOODNESS!

(MIKE)>> ALL RIGHT, STOP. BACK WITH YOU.

STRAIGHT DOWN AND SET IT ON THE FLOOR.

(PAT)>> THE FRONT'S GOING REALLY FAST.

(MIKE)>> ALL RIGHT.

(PAT)>> DOING A LOT OF GRUNTING.

(MIKE)>> THAT'S ACTUALLY A REALLY NICE SETUP. WE'LL GET AFTER THE ENGINE REMOVAL BY DISCONNECTING THE HEADERS' WATER INJECTION LINES. THEY'RE A COMMON ADDITION TO THIS TYPE OF BOAT AND KEEP THE HEADERS COOL FROM IDLE TO WIDE OPEN THROTTLE. THE HEADERS GO NEXT. THIS GIVES US OUR FIRST LOOK AT THE EXHAUST PORTS.

(PAT)>> THIS THING IS ACTUALLY RUNNING GOOD. THE VALVES ARE CLEAN, THERE'S NO OIL THAT'S TRAILING OUT THE EXHAUST. LOOK AT THAT.

(MIKE)>> IT'S YOURS.

(PAT)>> GORGEOUS. IT'S A NICE HEADER, AND THEY'RE ALREADY PLUMBED AND ALL THAT. THERE'S NO REASON WHY WE COULDN'T DOLL THESE UP AND REUSE THEM. NOW THERE'S ONLY A COUPLE OF THINGS HOLDING THIS WHOLE RIG IN. IT'S THIS FRONT MOUNT CAJAVIS AND WHATEVER'S INSIDE THE BELL HOUSING.

(MIKE)>> THAT'S RIGHT.

(PAT)>> IT DOESN'T GET ANY SIMPLER THAN THAT.

(MIKE)>> THIS INSPECTION COVER LETS US SEE INSIDE THE BELL HOUSING AREA. WE NOTICED RIGHT OFF THE BAT THIS SETUP IS ALREADY A HEAVY DUTY UNIT, WITH 13-50 UJOINTS USED IN THE COUPLER. LOOK AT IT, THERE YOU GO!

(PAT)>> I CAN GET HER.

THIS PLATE SETS RIGHT ON A PIECE OF ANGLE. SO WHEN THESE COME OUT THIS ENGINE LITERALLY WILL SLIDE UP AND OUT.

(MIKE)>> YOU GOT IT.

WITH THE BELL HOUSING TO BLOCK FASTENERS REMOVED, THESE TWO BOLTS ARE LOOSENED, ALLOW THE BOTTOM STRAP OF THE BELL HOUSING TO COME OFF.

(PAT)>> BONANZA!

(MIKE)>> SHE'S OUT. LOOK AT, LOOK AT, GOT IT, GOTTA GIVE A LITTLE LOVIN'! YOU WANT THE BELL HOUSING?

MAN THIS IS SO COOL!

(PAT)>> NOW YOU KNOW WHAT THE NEXT PROBLEM IS? THE LIFTS NOT GONNA GO HIGH ENOUGH.

(MIKE)>> WHATEVER THE PROBLEM, WE CAN SOLVE IT.

(NARRATOR)>> UP NEXT, PAT AND MIKE, ALONG WITH A COUPLE OF GUEST DYNO TECHS, GO FULL STEAM AHEAD WITH OUR BOAT ENGINE. PLUS WE SEARCH FOR MORE POWER FROM A CLASSIC MONDELLO OLDS 455.

(MIKE)>> WE MADE IT TO THE DYNO ROOM AND HAVE OUR BIG BLOCK CHEVY JET BOAT ENGINE DOCKED UP AND READY TO FIRE. NOW THAT'S THE EXACT SAME WAY THAT IT WAS IN THE BOAT EXCEPT FOR THE WATER PUMP. WE NEEDED SOMETHING TO CYCLE THE WATER.

(PAT)>> AND WE HAVEN'T CHANGED ANYTHING FROM HOW IT'S BEEN RAN, INCLUDING THE HEADERS, UNTOUCHED TIMING, UNTOUCHED FUEL DELIVER, AND WE EVEN DRAINED THE GAS OUT OF THE BOAT SO IT'S GONNA BE A GOOD TEST. SO LET'S SEE WHAT HAPPENS. ALL RIGHT, LIGHT UP SOME FUEL PRESSURE THERE.

(MIKE)>> HERE'S FUEL, FIVE POINT NINE POUNDS.

(PAT)>> PERFECT, IT'S NOT SPURTING OUT. HEY, LIGHT HER OFF.

(MIKE)>> WATER PUMP ON?

(PAT)>> WATER PUMP IS RUNNING. [ engine fires ]

(PAT)>> NICE! IT'S GOT MECHANICAL ADVANCE IN IT. WHAT I'M DOING BY REVVING THE ENGINE IS GETTING ALL THE MECHANICAL ADVANCE IN TO CHECK TOTAL TIMING. GOT 34 DEGREES IN IT TOTAL. THAT'S GOOD! NO OIL LEAKS, OIL PRESSURE'S GOOD?

(MIKE)>> OIL PRESSURE'S GREAT!

(PAT)>> WITH THAT WE HAVE THE GREEN LIGHT TO MAKE SOME PULLS.

(MIKE)>> HERE WE GO!

(PAT)>> THE FIRST ONE ON AN UNKNOWN ENGINE IS ALWAYS FUN. [ engine revving ]

(PAT)>> 275 HORSE, AND 417 POUND FEET OF TORQUE. IT'S A LOW COMPRESSION...

(MIKE)>> LITTLE TINY CAM SHAFT. PULL THE AIR CLEANER AND THE HAT OFF THAT THING, AND LET'S JUST SEE.

(PAT)>> PULL THAT SPARK ARRESTER WHATEVER HOOT 'N NANNY THAT THING IS.

(MIKE)>> WITH ALL THIS COMING OFF PAT FOUND AN OBVIOUS RESTRICTION.

(PAT)>> I THINK SHE'S GONNA RUN DRASTICALLY DIFFERENT. I PULLED THAT SPARK ARRESTER OFF GUESS WHAT? THIS THING'S GOT ELECTRIC CHOKE ON IT, IT WAS CLOSED!

(MIKE)>> OH YEAH.

(PAT)>> LOOK AT THAT STUFF RIGHT THERE! [ engine revving ]

(MIKE)>> A LITTLE DIFFERENT.

NOW THAT'S BETTER.

(PAT)>> OKAY, NOW WE'RE TALKING, 351 HORSE, 482 POUND FEET OF TORQUE. WHEN IT'S GOT A CORK ON TOP OF IT, THAT SURE DOES LIMIT POWER.

(MIKE)>> THE ORIGINAL 600 CFM CARB IS COMING OFF AND BEING REPLACED WITH OUR TRUSTY 950 CFM QUICK FUEL DYNO CARB. [ engine revving ]

(PAT)>> DEFINITELY MADE MORE POWER.

(MIKE)>> VERY NICE!

(PAT)>> HEY LOOK AT THAT, IT BROKE 500 POUND FEET OF TORQUE. 501 POUND FEET, 367 HORSE. YEP, NOW LET'S SEE. IT WENT FROM ONE POINT EIGHT IN THE MANIFOLD TO POINT NINE, UNDER ONE EIGHTH.

(MIKE)>> CUT IT IN HALF.

(PAT)>> YEP, DEFINITELY CUT HER IN HALF. SHE WAS A LITTLE BIT OF A CORK ON THE TOP END.

(MIKE)>> ANY TIME WE MAKE NOISE IN THE DYNO ROOM IT ALWAYS ATTRACTS ATTENTION. SO JEREMY AND ELIZA CAME BY TO CHECK IT OUT.

(JEREMY)>> THE BOAT MOTOR.

(PAT)>> TORQUE TIMES RPM DIVIDED BY 5,252 IS HORSEPOWER. SO THAT'S HOW IT READS HORSEPOWER. SO LET HER BUCK THERE.

(JEREMY)>> AND OBVIOUSLY YOU GUYS GET TO SEE EVERYTHING IT'S DOING RIGHT NOW?

(PAT)>> RIGHT, BASICALLY MIKE'S WATCHING OIL PRESSURE. [ engine revving ]

(JEREMY)>> SO NOW WHAT?

(MIKE)>> YOU NEVER BEEN AROUND AN ENGINE DYNO?

(JEREMY)>> UH AH!

(MIKE)>> YOU'RE GONNA DRIVE IT THEN.

(PAT)>> NOW YOU GOTTA DRIVE ONE.

(MIKE)>> SIT ON DOWN.

(PAT)>> DON'T BE SCARED.

(JEREMY)>> I'M NOT GONNA BE SCARED. I'M PUSHING BUTTONS.

(MIKE)>> AFTER SHOWING JEREMY THE INS AND OUTS, HE MAKES HIS FIRST PULL.

(JEREMY)>> AND 47 AND PULL IT OFF.

(PAT)>> ALL THE WAY BACK, THERE YOU GO!

(MIKE)>> YOU JUST MADE A DYNO PULL.

(JEREMY)>> THERE'S THE FIRST TIME. THAT'S KILLER, THAT IS ABSOLUTELY AWESOME.

(ELIZA)>> THAT IS SO COOL.

(JEREMY)>> YOU WANT TO PUSH BUTTONS, PULL THE TRIGGER.

(ELIZA)>> YES! I HOPE I DON'T BLOW IT UP. [ engine revving ]

(MIKE)>> ALL THE WAY BACK.

(PAT)>> THERE YOU GO.

(ELIZA)>> SO COOL!

(JEREMY)>> THAT'S SO AWESOME.

(PAT)>> NICE JOB EVERYONE.

(JEREMY)>> THANKS.

(ELIZA)>> THANK YOU.

(JEREMY)>> INVITE US DOWN ANY TIME AND WE'LL WALK DOWN THE HALLWAY.

(ELIZA)>> THANK YOU VERY MUCH.

(NARRATOR)>> UP NEXT, A TOP END REFRESH ON THE OLDS POWER PLANT LEADS TO SOME EXCITING DYNO RESULTS.

(MIKE)>> WE'RE BACK AND IT'S TIME TO START THE SECOND HALF OF OUR SHOW TITLE, "BOATS AND OLDS". NOW ANY TIME YOU HEAR THE WORD OLDSMOBILE THERE'S USUALLY THREE NUMBER THAT GO ALONG WITH IT REALLY WELL, AND THAT'S THE 455. NOW THIS IS AN ENGINE WE'VE HAD FOR QUITE SOME TIME. SO IT'S TIME TO REVISIT AND UPGRADE IT. NOW SOMETHING THAT'S REALLY SIGNIFICANT ABOUT THIS ENGINE, ONE OF THE LAST PEOPLE TO HAVE THEIR HANDS ON IT WAS DOCTOR OLDSMOBILE HIMSELF, JOE MONDELLO. WE TRAVELED TO MONDELLO'S TECH CENTER IN CROSSVILLE, TENNESSEE, WITH OUR JUNKYARD BLOCK. THERE IT GOT THE FULL TREATMENT OF MACHINE WORK ON SOME OF THE NICEST EQUIPMENT IN THE INDUSTRY. THE DECKS WERE EQUALIZED, THE CYLINDERS WERE BORED AND HONED, AND THE MAINS WERE ALIGN HONED. THEN MONDELLO HIMSELF WAS IN ON THE ASSEMBLY.

(PAT)>> TODAY WE'RE GONNA IMPROVE SOME OF THE VALVETRAIN AND INDUCTION COMPONENTS BECAUSE WE THINK THERE'S A LITTLE MORE POTENTIAL LEFT IN THIS ENGINE IF WE USE SOME MORE MODERN PARTS, AND THE FIRST THING THAT WE'LL DO IS TAKE THE ENTIRE TOP END OFF THE ENGINE AND CHECK IT OUT CLOSELY AS IT COMES APART.

(MIKE)>> WHILE PAT'S TAKING THE VALVE COVERS OFF, I'LL REMOVE THE DISTRIBUTOR AND CARBURETOR. BOTH OF THESE ITEMS WILL BE REPLACED. NEXT TO COME OFF IS THE MANIFOLD. THIS IS AN EDELBROCK PERFORMER THAT WAS DESIGNED FOR MILD STREET, OFF ROAD, TOWING, AND MARINE USES. IT HAS AN OPERATING RANGE FROM IDLE TO 5,500 RPM. IT'S ALSO GETTING REPLACED.

(PAT)>> CLEAN!

(MIKE)>> ON THE FRONT OF THE ENGINE THE PULLEY IS REMOVED ALONG WITH THE WATER PUMP. THE TIMING COVER IS LOOSENED. THE BALANCER COMES OFF USING OUR MATCO PULLER, AND THE COVER FOLLOWS SUIT. THE CAM BUTTON AND ECCENTRIC FOR A MECHANICAL FUEL PUMP ARE REMOVED. WITH A LITTLE PERSUASION THE CAM SPROCKET AND TIMING CHAIN COME OUT. FINALLY THE CAM IS CAREFULLY PULLED FROM THE CAM TUNNEL. THIS CAM SHAFT IS A HYDRAULIC ROLLER. DURATION AT 50 THOUSANDTHS IS 248 ON THE INTAKE, 254 ON THE EXHAUST FOR A SIX DEGREE SPLIT. IT HAS 110 DEGREE LOBE SEPARATION ANGLE, AND GROSS VALVE LIFT WITH A ONESIX RATIO ROCKER ARM IS 600 THOUSANDTHS ON THE INTAKE SIDE, AND 619 THOUSANDTHS ON THE EXHAUST. THIS IS A CUSTOM PAT TOPOLINSKI PROFILE WE ORDERED THROUGH SUMMIT RACING. DEGREEING THE CAM IS A MUST. THIS ONE CAME IN AT 106.5 DEGREES, WHICH IS THREE AND A HALF DEGREES ADVANCED.

(PAT)>> HYDRAULIC ROLLERS REQUIRE MORE SPRING PRESSURE THAN A FLAT TAPPET. SO WE'RE PUTTING NEW EDELBROCK SURE SEAT VALVE SPRINGS IN. RETRO FIT HYDRAULIC ROLLER LIFTERS SIT ON THE CAM LOBES. NEW PUSH RODS WITH A NINE-650 LENGTH AND 80 THOUSANDTHS WALL THICKNESS ARE SLID IN, AND TO WRAP UP THE VALVETRAIN HARLAN SHARP ONE POINT SIX RATIO ROLLER ROCKERS WILL MOUNT ON THE SEVENSIXTEENTHS STUDS. CLOSING UP THE LIFTER VALLEY IS AN EDELBROCK PERFORMER RPM AIR GAP MANIFOLD. THIS ONE HAS 1,000 RPM HIGHER POWER BAND THAN THE PERFORMER WE PULLED OFF. THE PLENUM IS ALSO 590 THOUSANDTHS TALLER, AND THE AIR GAP HELPS ISOLATE HEAT SOAK.

(MIKE)>> AN MSD PRO BILLET DISTRIBUTOR IS DROPPING IN. THIS ONE IS LOCKED OUT AND HAD A BRONZE GEAR INSTALLED. ETHREE SPARK PLUGS WITH DIAMOND FIRE TECHNOLOGY WILL IGNITE THE AIR/FUEL MIXTURE, AND MSD EIGHT AND A HALF MILLIMETER PLUG WIRES MAKE THE CONNECTION.

(NARRATOR)>> UP NEXT, OUR UPDATED OLDS GETS PUT TO THE TEST.

(MIKE)>> WE'RE BACK AND OUR MONDELLO MASTERPIECE IS DOCKED UP TO THE DYNO AND READY TO RUN. NOW WE ALREADY FIRED IT UP AND CHECKED FOR LEAKS, AND SET THE TIMING AT 30 DEGREES. WE'RE GONNA MAKE OUR PULLS FROM 3,000 TO 6,000 RPM TO SEE WHAT WE GET FOR MAX POWER AND TORQUE. [ engine starts ]

(PAT)>> PUMP GASORAMA!

(MIKE)>> THAT'S IT! [ engine revving ]

(PAT)>> WOO, THAT IS A NICE ENGINE!

(MIKE)>> I SAW SOME DECENT NUMBERS THERE.

(PAT)>> LOOK AT THAT. ALL RIGHT, FIRST HIT OUT OF THE BOX, 495.7 HORSEPOWER, 533 POUND FEET OF TORQUE, AND OUR PEAKS? GOD, THAT'S SMOOTH, SMOOTH, SMOOTH!

(MIKE)>> LOOK AT THE TORQUE CURVE.

(PAT)>> YOU MEAN THE TORQUE PLATEAU IS WHAT YOU'RE REFERRING TO?

(MIKE)>> YEAH, THAT IS A STUMP PULLING ENGINE RIGHT THERE.

(PAT)>> LET'S DO OUR STANDARD. LET'S SNEAK A COUPLE DEGREES OF TIMING IN IT.

(MIKE)>> LET'S GO, I'LL FIRE HER UP. KEEPING IT COOL DURING THE PULLS IS A MAZIERE ELECTRIC WATER PUMP FROM SUMMIT RACING. LETTING IT BREATHE FREELY IS A SET OF HOOKER SUPER COMP HEADERS.

(PAT)>> COME ON, CRACK 500, COME ON OLDSMOBILE. IT'S CLOSE.

(MIKE)>> SO CLOSE!

(PAT)>> 499.3, 531 POUND FEET, OKAY!

(MIKE)>> THAT WAS KNOCKING ON THE DOOR.

(PAT)>> THIS IS A BEAUTIFULLY RUNNING STREET ENGINE. I'M GONNA PUT TWO DEGREES IN IT. IT MIGHT CRATER OFF BUT WE'VE GOT TO FIND IT.

(MIKE)>> NICE JOB!

[ engine revving ]

(PAT)>> I THINK IT DID IT, I THINK IT DID IT.

YES, 506.3, 539 POUND FEET OF TORQUE, NICE!

(MIKE)>> THAT'S BEAUTIFUL.

(PAT)>> THAT IS PRETTY SPORTY.

(MIKE)>> EDELBROCK TOP END, GOOD CARBURETOR, MAN THIS STUFF WORKS.

(PAT)>> I'M EXTREMELY EXCITED TO GET IT IN SOMETHING. THIS IS ONE OF THOSE THINGS WHERE WE NEED TO FIND SOMETHING FOR THIS NOW. SO I THINK WE NEED TO THINK ABOUT THAT FOR A LITTLE BIT.

(MIKE)>> THE BIGGEST THING, JOE MONDELLO WOULD BE PROUD OF THIS ONE.

(PAT)>> I GUARANTEE YOU HE'D BE PROUD OF IT. NICE JOB MAN, NICE JOB!

(MIKE)>> SAME TO YOU.

(PAT)>> WELL OUR OLD 455 WE HAULED OUT OF THE ARCHIVES WAS A LOT OF FUN TO WORK, NOT TO MENTION DOWN RIGHT IMPRESSIVE. IT JUST GOES TO SHOW YOU DON'T NEED A SMALL BLOCK CHEVY, BIG BLOCK FORD, OR EVEN AN LS TO MAKE POWER. THESE VINTAGE BULLETS WILL MAKE SOME STEAM BECAUSE THERE'S A LOT OF NICE PARTS STILL AVAILABLE FOR THEM. SO DON'T PUT THEM ON THE BACK BURNER. GET THEM OUT AND WORK ON THEM.

ON TODAY'S POWERNATION EXTRA WE'RE GONNA GIVE YOU A LITTLE BEHIND THE SCENES ON EVERY ENGINE THAT WE DO HERE. PARTS VERIFICATION IS A MUST, WHETHER YOU'RE BUILDING SOMETHING MILD OR WILD. WE VERIFY THAT PARTS ARE CORRECT AND FIT PROPERLY BEFOREHAND ON EVERYTHING THAT WE DO HERE.

(MIKE)>> THE PROCEDURE WE'RE GONNA SHOW YOU TODAY HAS TO DO WITH INSTALLING A NEW CAM SHAFT IN AN OLD PROJECT. NOW THE FIRST THING THAT WE DO IS VERIFY THAT THE CAM SHAFT'S SPECS ARE WHAT THE CAM CARD SAYS THEY ARE. NOW WE DO THAT BY MEASURING IT OURSELVES. NOW WITH THE DEGREE WHEEL ON AND TRUE TDC SET, HERE'S A LOOK AT HOW TO TAKE A COUPLE OF MEASUREMENTS. FIRST UP WE WILL SEE WHERE THE INTAKE CENTER LINE FALLS. THAT IS DONE BY DEGREEING THE CAM. WE'LL TAKE THE NUMBERS 50 THOUSANDTHS BEFORE AND 50 THOUSANDTHS AFTER PEAK LOBE LIFT ON THE INTAKE SIDE. THEN ADD THOSE TWO NUMBERS TOGETHER AND DIVIDE THEM BY TWO. THE INTAKE CENTER LINE FOR THIS ENGINE IS 106.5, WHICH IS THREE AND A HALF DEGREES ADVANCED. NOW THAT THE CAM IS DEGREED WE'RE GOING TO COMPARE ACTUAL LOBE LIFT TO WHAT THE CAM CARD SAYS. THIS CAN VARY A FEW THOUSANDTHS FROM THE CARD, BUT IT'S NOT A BIG CONCERN.

(PAT)>> THIS IS CHECKED BY SIMPLY PUTTING A DIAL INDICATOR ON THE PUSH ROD AND MEASURING THE AMOUNT OF TRAVEL FROM THE LOBE'S BASE CIRCLE TO ITS PEAK LIFT. THE CARD STATED 375 THOUSANDTHS, AND WE'RE MEASURING 375 THOUSANDTHS. SO THE CAR IS ACCURATE.

(MIKE)>> NOW ON TO THE NEXT MEASUREMENT, WHICH IS LIFT AT THE VALVE. THIS IS DONE BY INSTALLING THE NEW ROCKER ARMS FOR MOCK UP. THE INDICATOR IS MOVED TO THE RETAINER, AND THE ENGINE IS TURNED OVER UNTIL PEAK LIFT IS REACHED. LOBE LIFT MULTIPLIED BY THE ROCKER RATIO IS THE AMOUNT OF LIFT AT THE VALVE.

(PAT)>> CHANGING ROCKER RATIOS WILL INCREASE LIFT, BUT BE AWARE THIS COULD ALSO CAUSE INTERFERENCE ISSUES DEPENDING ON YOUR COMPONENTS. CHECK IT CAREFULLY. FOR EXAMPLE, HERE'S THE DIFFERENCE BETWEEN A ONE POINT SEVEN AND A ONE POINT SIX ROCKER. IT'S 37 THOUSANDTHS.

(MIKE)>> THIS CAM SHAFT'S LOBE SEPARATION ANGLE IS 110 DEGREES. WE HAVE IT INSTALLED AT 106.5 LIKE WE MENTIONED EARLIER. THAT MAKES IT THREE AND A HALF DEGREES ADVANCED. HERE'S A QUICK LOOK AT WHAT RETARDING OR ADVANCING THE CAM SHAFT IN YOUR ENGINE WILL ACTUALLY DO. RETARDING THE CAM LET'S VALVE EVENTS HAPPEN LATER IN REGARDS TO THE CRANKSHAFT POSITION. THIS ALLOWS THE ENGINE TO MAKE MAXIMUM POWER HIGHER IN THE RPM RANGE WHILE SACRIFICING A SMALL AMOUNT OF LOWER RPM POWER AND TORQUE. ADVANCING THE CAM ALLOWS THE VALVE EVENTS TO HAPPEN SOONER IN REGARDS TO CRANKSHAFT POSITION, TRAPPING AIR SOONER IN THE CYLINDER, ALLOWING MAXIMUM POWER AT LOWER ENGINE SPEEDS.

(PAT)>> NOW OBVIOUSLY THERE ARE MORE THINGS TO GET CHECKED AND MEASURED, BUT THIS GIVES YOU A LITTLE INCITE ON WHAT HAS TO HAPPEN BEFORE WE BUILD AN ENGINE.