440ci Motown Engine Powers a 1973 Split Bumper Camaro Racecar

(NARRATOR)>> ONE IS A PURPOSE BUILT RACE ENGINE. THE OTHER IS A PEPPED UP STREET BULLET. BOTH HAVE WHAT IT TAKES TO GET THE JOB DONE. TODAY ONE ENGINE POWER, THE POWER PLANT FOR THE TRIPLE THREAT CAMARO RECEIVES SOME SERIOUS COMPONENTS. PLUS THE LQFOUR TAKEOUT ENGINE UNDERGOES THREE ROUNDS OF UPGRADES, GETTING A MAJOR HORSEPOWER BOOST.

(MIKE)>> ENGINE POWER IS ALL ABOUT ITS NAME TODAY. WE'RE GONNA START BY ASSEMBLING OUR 440 INCH MOTOWN LS FOR OUR TRIPLE THREAT CAMARO PROJECT. NOW THIS IS WORLD PRODUCTS' ENGINE BLOCK THAT UTILIZES SMALL BLOCK CHEVY PARTS FROM THE DECK DOWN AND LS INDUCTION UPSTAIRS. THIS ENGINE WILL GIVE US THE BEST OF BOTH WORLDS. STRENGTH DOWN LOW AND AIR FLOW UP TOP.

(PAT)>> THEN WE'RE GETTING BACK ON THIS LQFOUR SIX LITER FOR SOME STEP BY STEP INSTALLATION OF MORE GO FAST PARTS. WE WANT TO SHOW YOU HOW THIS ENGINE RESPONDS TO UPGRADES THAT AN AVERAGE GEARHEAD WILL DO.

(MIKE)>> THE LAST TIME YOU SAW THIS BLOCK PAT WAS PREPPING IT FOR ASSEMBLY. THAT INCLUDED DEBURRING ALL OF ITS EDGES WITH A DIE GRINDER AND CARBIDE BURR. HE ALSO BLENDED THE AREAS WHERE THE OIL FILTER RIDES. ALL THAT GRINDING MEANS THE BLOCK HAS TO BE THOROUGHLY CLEANED. LUCKILY WE HAVE A COMMERCIAL TYPE BLOCK CLEANER. IF YOU DON'T, SOAPY WATER AND THE WATER HOSE WILL GET THE JOB DONE. THE BLOCK WILL STAY IN FOR ABOUT 40 MINUTES. ONCE OUT AND DRIED OFF WITH COMPRESSED AIR, THE ENGINE GOES BACK ON THE STAND AND GALLERY BRUSHES ARE USED TO CLEAN ALL THE OIL GALLERIES. THIS ONE LOOKS GREAT. A FINAL WASH CYCLE WILL HAVE IT READY FOR ASSEMBLY.

(PAT)>> THE NEXT OPERATION IS INSTALLING THE CAM BEARINGS. NOW YOU'VE SEEN US DO THIS WITH OUR INSTALLATION TOOL AND A HAMMER, BUT NOW WITH THESE. THESE HAVE MORE PRESS FIT FOR THIS TYPE OF ENGINE, AND I HAVE A SOLUTION TO PUT THEM IN. BECAUSE OF THE HIGH AMOUNT OF PRESS FIT, TRYING TO POUND THESE BEARINGS IN WITH A HAMMER WOULD ABSOLUTELY DAMAGE THEM. SO I'M FABBING UP SOME BEARING INSTALLATION PUCKS ON THE LATHE. THAT WAY I CAN PULL THE BEARINGS IN EVENLY WITHOUT DAMAGING THEM. WITH LESS THAT $20 DOLLARS WORTH OF THREADED ROD, NUTS, AND WASHERS FROM THE HARDWARE STORE, WE HAVE AN EFFECTIVE TOOL TO GET THE JOB DONE. TWO PUCKS ON EITHER END OF THE ENGINE HOLD THE THREADED ROD IN ALIGNMENT WITH THE CAM BORE. A PUCK GOES IN THE BEARING AND A NUT HOLDS IT IN POSITION. AS I TIGHTEN THE NUT ON THE FRONT OF THE ENGINE THE BEARING IS GENTLY AND ACCURATELY PULLED INTO POSITION. ONCE THE BEARINGS ARE OILED WE'LL DROP IN THE EAGLE CRANK SHAFT TO DO A LITTLE MOCK UP. EVEN THOUGH THE BLOCK HAS BEEN CLEARANCED FROM THE FACTORY WE'LL DOUBLE CHECK TO MAKE SURE EVERYTHING IS GOOD. THIS CRANK HAS A FOUR INCH STROKE, BUT THE ROD BOLTS CLEAR THE BOTTOMS OF THE CYLINDERS BY A MILE. MAHLE MOTORSPORTS IS THE OFFICIAL PISTON, PISTON RING, AND ENGINE BEARING PROVIDER FOR US HERE AT ENGINE POWER AND FOR GOOD REASON. THEY MAKE SOME OF THE BEST PARTS IN THE INDUSTRY, STARTING WITH THEIR PISTONS. INTERESTINGLY THIS IS A SHELF STOCKING PART NUMBER, WHICH SHOWS HOW POPULAR THIS BUILD IS. THESE ARE MADE FROM 40-32 LOW EXPANSION ALLOY, HAVE A FOUR-185 BORE, AND THE VALVE RELIEFS FIT OUR PARTICULAR LS HEAD. THEY'RE A SLIPPER SKIRT DESIGN, AND THE FINISH OPERATIONS ON THESE PISTONS ARE DONE ON PISTON SPECIFIC MACHINES THAT ARE DESIGNED BY MAHLE. THEY HAVE AN ADVANCED SKIRT PROFILE, WHICH INCREASES STRENGTH AND REDUCES DRAG. THE PROFILED PIN BORES INCREASE STRENGTH, ALLOW FOR LIGHTER DESIGNS, AND ELIMINATE THE NEED FOR FINAL HONING. THEY ARE COATED WITH A PHOSPHATE DRY FILM AND MAHLE'S GRAFEL SKIRT COATING THAT REDUCES DRAG, WEAR, AND NOISE. THE RING GROOVES ARE ONE MILLIMETER, ONE MILLIMETER, TWO MILLIMETER, AND THE TOP RING IS HARD ANODIZED TO PREVENT MICRO WELDING. THE HIGH PERFORMANCE RING PACK IS INCLUDED WITH THE PISTON KIT ALONG WITH HEAVY DUTY WRIST PINS. THE RING'S THICKNESSES MATCH THE PISTON RING LANDS AT ONE MILLIMETER, ONE MILLIMETER, TWO MILLIMETERS THICK. THE TOP RING IS CONSTRUCTED OF STEEL AND HAS MAHLE'S PATENTED HV-385 COATING ON THE FACE. THE SECOND RING IS ALSO MADE OUT OF STEEL BUT HAS A NAPIER FACE FOR BETTER OIL CONTROL, AND THE CP-20 OIL RING SET IS DESIGNED FOR LOW DRAG. WE'RE ALSO USING A CLEVITE "H" SERIES MAIN AND ROD BEARINGS IN THIS RIG. NOW THESE WERE ORIGINALLY DESIGNED TO WORK IN NASCAR ENGINES TO HANDLE THE STRESSES OF HIGH RPM AND HIGH HORSEPOWER. OURS ARE NARROWED FROM THE FACTORY TO WORK WITH OUR CRANK, WHICH IS A LARGER RADIUS IN THE SIDE OF THE JOURNAL, AND THEY ARE ALSO COATED TO REDUCE FRICTION AND DAMAGE FROM COLD START UP.

(NARRATOR)>> UP NEXT, IT ALL COMES TOGETHER FOR OUR MOTOWN POWER PLANT. PLUS WITH A FEW NEW PIECES THE LQFOUR TRULY COMES ALIVE! [ engine revving ]

(MIKE)>> WELCOME BACK! EAGLE SPECIALTY PRODUCTS HAS BEEN OFFERING COMPLETE ROTATING ASSEMBLIES AND INDIVIDUAL COMPONENTS FOR ENGINES WITH ALL TYPES OF POWER LEVELS SINCE 1992. THIS IS ONE OF THEIR 43-40 FORGED SMALL BLOCK CHEVY CRANK SHAFTS WITH A FOUR INCH STROKE. IT'S BEEN ESP ARMOR TREATED, WHICH IS A PROCESS THAT PROMOTES OIL SHEDDING AND STRENGTH. 125 THOUSANDTHS RADIUS IS PUT ON THE MAIN AND ROD JOURNALS, AND IT HAS CROSS DRILLED AND CHAMFERED OIL HOLES FOR BETTER OILING, AND EACH CRANK SHAFT UNDERGOES EXTENSIVE TESTING AT EAGLE TO VERIFY THAT YOU GET A QUALITY PRODUCT. COMPLIMENTING THE CRANK SHAFT ARE EAGLE'S FORGED 43-40 HBEAM RODS. THESE HAVE A SIX-125 CENTER TO CENTER LENGTH AND ACCEPT A 927 THOUSANDTHS DIAMETER PIN, WHICH RIDES ON A BRONZE BUSHING. ARP 2,000 ROD BOLTS ARE INSTALLED, WHICH HAVE A HIGHER TENSILE STRENGTH THAN A STANDARD 87-40, MAKING THEM MUCH STRONGER.

(PAT)>> WE'VE ALREADY CHECKED ALL OF OUR BEARING CLEARANCES, AND HERE'S QUICK LOOK AT THE NUMBERS. YOU CAN DOWNLOAD ONE OF THESE SHEETS FOR YOUR OWN ENGINE BUILD ON OUR WEBSITE. WITH OUR CLEVITE BEARINGS LUBED UP WITH ROYAL PURPLE MAX TOUGH, THE FORGED EAGLE CRANK SHAFT CAN BE LAID IN, FOLLOWED BY THE BILLET MAIN CAPS. THEY LOCATE ON DOWELS AND WILL BE SECURED WITH ARP HARDWARE, AND LUBED WITH ARP'S ULTRA TORQUE FOR CONSISTENT TORQUE VALUES. FINAL TORQUE IS 70 POUND FEET. NEXT OUR THRUST CLEARANCE IS CHECKED. IT COMES IN AT AN OUTSTANDING FIVE THOUSANDTHS. NOW THE PISTONS ARE READY FOR ASSEMBLY. BOTH THE ROD AND PISTON ARE THOROUGHLY LUBED WITH MORE MAX TOUGH.

THE PINS ARE RETAINED WITH WIRE LOCKS. THEY CAN BE A BIT DIFFICULT TO PUT IN, BUT AFTER A FEW YOU'LL GET THE HANG OF IT. OUR ONE MILLIMETER, ONE MILLIMETER, TWO MILLIMETER RING PACK GETS PUT ON EACH PISTON. BE SURE TO STAGGER YOUR RING GAPS DURING INSTALLATION. THE RINGS ROTATE SLIGHTLY DURING ENGINE OPERATION, TYPICALLY AT THE SAME RATE. HAVING THE GAPS STAGGERED HELPS ENSURE THAT GAS PRESSURE STAYS IN THE COMBUSTION CHAMBER WHERE IT BELONGS. SOME SPECIAL PISTON RING AND SKIRT LUBE COATS THE ASSEMBLY, AND THE PISTON DROPS INTO THE ADJUSTABLE TAPERED RING COMPRESSOR. NEXT WE CAREFULLY INSTALL THE PISTON INTO THE BORE, MAKING SURE THE RING COMPRESSOR IS SEATED AGAINST THE DECK. THEN IT'S LIGHTLY TAPPED IN WITH OUR DEAD BLOW PISTON KNOCKER. THE ROD CAP IS LIGHTLY SNUGGED UP TO KEEP EVERYTHING IN PLACE. MAKING SURE THE ROD BOLTS ARE LOOSE, OUR ARP ROD BOLT STRETCH GAUGE IS USED TO CHECK THE LENGTH OF THE FASTENER. ZEROING THE GAUGE IS A MUST. THE BOLTS ARE TORQUED TO EAGLE'S SPEC OF 75 POUND FEET. THEN THE BOLT'S STRETCH IS CHECKED. THIS ARP 2,000 FASTENER SHOULD STRETCH BETWEEN 64 AND 68 TEN THOUSANDTHS. WE'RE SHOWING 65 TEN THOUSANDTHS. SO WE ARE WITHIN SPEC. THIS PROCEDURE IS REPEATED FOR EVERY ROD BOLT IN THE ENGINE BECAUSE ARGUABLY IT'S THE MOST IMPORTANT FASTENER IN THE ENGINE, AND NEXT TIME YOU SEE IT WE'RE GONNA BE STICKING THE CAME SHAFT IN AND DOING SOME VALVE TRAIN WORK, AND YOU REALLY DON'T WANT TO MISS THAT.

(MIKE)>> POWERTRAIN PRODUCTS IS OUR GOTO SOURCE FOR REPLACEMENT ENGINES, TRANSMISSIONS, DIFFERENTIALS, AND TRANSFER CASES. ENGINES LIKE THIS FIVE POINT FOUR LITER THREE VALVE FORD ARE COMPLETELY REENGINEERED TO CORRECT KNOWN PROBLEMS PER THE APPLICATION. THEY ARE NOW OFFERING A NO FAULT WARRANTY THAT PROVIDES COVERAGE FOR FIVE YEARS OR ONE MILLION MILES, WITH ADDED COVERAGE FOR DIAGNOSTIC TIME, TOWING, RENTAL CAR, AND A NO QUESTIONS ASKED FREE REPLACEMENT REGARDLESS OF THE ISSUE. LOG ON TO POWERTRAIN PRODUCTS DOT NET TO FIND THE DRIVETRAIN COMPONENT YOU NEED.

(PAT)>> CRC, THE ORIGINATOR OF AEROSOL BRAKE PARTS CLEANER RECENTLY CAME OUT WITH THEIR PRO SERIES BRAKE CLEAN WITH SOME NEW FEATURES. FIRST OFF ARE THE LARGER CANS. OVER 25 PERCENT MORE IN EACH ONE, WHICH MEANS LESS CANS AROUND YOUR SHOP AND LESS TO RECYCLE. SECOND THEIR POWER JET ACTUATOR SPRAYS WITH MORE FORCE, WHICH IS TOUGHER ON STUBBORN DEPOSITS, AND THIRD, ALL OF THEIR FORMULAS HAVE BEEN TWEAKED TO THE MAX TO OPTIMIZE THEIR PERFORMANCE, AND THEY'RE AVAILABLE IN FOUR DIFFERENT VARIETIES. NONFLAMMABLE, 50 STATE COMPLIANT, NONCHLORINATED, AND LOW VOC NONCHLORINATED.

(NARRATOR)>> UP NEXT, OUR TAKEOUT TAKES FLIGHT.

(MIKE)>> THE LQFOUR SIX LITER IS THE GO TO FOR LS ENGINE SWAPS. NOW THIS ENGINE RESPONDS REALLY WELL TO PERFORMANCE UPGRADES. TODAY WE'RE GONNA SHOW YOU HOW WELL IT RESPONDS BY INSTALLING THE CAM SHAFT, CYLINDER HEADS, AND ROCKER ARMS, BUT WE'RE DOING IT ALL IN INDIVIDUAL STAGES. NOW WE'LL GO AHEAD AND DO THE ROCKER ARMS FIRST SINCE THEY'RE THE EASIEST TO GET TO AND THE CHEAPEST IN THIS LINE UP, BUT FIRST WE NEED TO DO A BASELINE FOR TODAY'S ATMOSPHERE TO MAKE SURE WE HAVE ACCURATE NUMBERS. [ engine revving ]

(MIKE)>> THE FACTORY ROCKERS DO HAVE A NEEDLE BEARING FULCRUM BUT NOT A ROLLER TIP. THEY ARE A ONESEVEN RATIO JUST LIKE WHAT WE'RE PUTTING ON. THESE SUMMIT ROCK ARMS USE THEIR OWN PEDESTAL STANDS AND ALIGNMENT BARS. THEY HAVE A FULL ROLLER TIP, AND THIS DESIGN WILL IMPROVE THE ROCKER'S GEOMETRY. SO WE SHALL SEE SOME DECENT RESULTS. ALL RIGHT, ROCKER SWAP, THAT'S IT.

(PAT)>> THAT WAS A NICE LOOKING ROCKER FOR THE PRICE TOO.

(MIKE)>> YEAH IT'S A SUMMIT ROCKER, SUMMIT BRAND, NICE LITTLE PIECE. EVERYTHING'S THE SAME, SWEEP, TIMING, THE WHOLE NINE YARDS.

(PAT)>> GIVE HER RASPBERRIES HERE.

(MIKE)>> HERE WE GO! [ engine revving ]

(MIKE)>> WOW!

(PAT)>> HOW ABOUT THEM APPLES! 375 HORSE, 419 POUND FEET.

(MIKE)>> AND OUR BASELINE WAS 366 ON POWER. SO WE'RE AT 375.

(PAT)>> NINE HORSE! NINE HORSE FROM ACTUALLY ABOUT 20 MINUTES WORK.

(MIKE)>> THAT'S BACK TO BACK. THAT'S OIL TEMP THE SAME, NUMBER FOR NUMBER.

(PAT)>> IT'S IMPORTANT WHEN YOU'RE DYNO'ING, YOU STUFF, IF YOU BASELINE AND YOU MAKE YOUR CHANGES ON THE SAME DAY. DUDE THAT'S NICE.

(MIKE)>> THREE POUND FEET.

(PAT)>> THREE POUND FEET OF TORQUE AND NINE HORSE.

(MIKE)>> THAT'S CHEAP HORSEPOWER.

(PAT)>> CHEAP, CHEAP THRILLS!

(MIKE)>> AND HERE'S WHY THIS UPGRADE IS WORTH IT. NOT ONLY DOES IT IMPROVE PEAK POWER LIKE YOU JUST SAW, BUT THE REAL STORY IS IN AVERAGE POWER. LOOK AT THE IMPROVEMENT FROM 4,200 RPM ON IN BOTH POWER AND TORQUE. AT 6,000 RPM THE GAIN IS 23 HORSEPOWER AND 20 POUND FEET OF TORQUE. ALL RIGHT, SO NEXT WE WANT TO DO SOMETHING A LITTLE BACKWARDS THAN WE NORMALLY WOULD. WE'RE GONNA DO THE CYLINDER HEAD SWAP.

(PAT)>> I CAN SEE THAT BECAUSE IT'S IN A VEHICLE. YOU DON'T WANT TO CRACK THE WHOLE FRONT OFF THE VEHICLE. YOU CAN ACTUALLY SWITCH THE HEADS, ESPECIALLY ON AN LS BECAUSE EVERYTHING'S SO EASY TO GET AT, AND EVERYTHING IS ORINGED.

(MIKE)>> IT'D BE INTERESTING TO SEE WHAT THE AIR FLOW INCREASE DOES WITHOUT THE CAM SHAFT SWAP.

(PAT)>> JUST A STRICT HEAD SWAP.

(MIKE)>> LET'S DO IT.

(PAT)>> THE STOCK HEADS COME OFF ALONG WITH A 51 THOUSANDTHS COMPOSITE HEAD GASKET. SINCE THE HEADS ARE OFF, NEW TRICK FLOW LIFTERS WILL GO BACK IN THE STOCK TRAYS. COMETIC MLS STEEL HEAD GASKETS WITH A 36 THOUSANDTHS COMPRESSED THICKNESS ARE PLACED ON THE DECKS. THAT MAKES WAY FOR ONE OF OUR FAVORITE BOLT ONS, THE CYLINDER HEADS. THESE ARE TRICK FLOW GENX 225 CATHEDRAL PORTS. THEY FLOW AN IMPRESSIVE 316 CFM AT 500 AND 338 CFM AT 600 LIFT. WE ARE GOING TO TAKE ADVANTAGE OF EVERY BIT OF IT. CINCHING THEM DOWN IS AN ARP HEAD BOLT KIT. THE FINAL TORQUE SPEC IS 75 POUND FEET.

(MIKE)>> THE ONLY PART CHANGE FOR THIS NEXT RUN ARE THE CYLINDER HEADS. NOW HERE'S THE DIFFERENCES BETWEEN THE TWO. WE WENT FROM A 71cc COMBUSTION CHAMBER ON THE STOCK HEAD TO A 65cc ON THE TRICK FLOWS. WE ALSO ARE RUNNING A SMALLER HEAD GASKET, AS FAR AS THICKNESS GOES. ALL THE WAY DOWN TO 36 THOUSANDTHS.

(PAT)>> NOW WHAT THAT'S GONNA DO IS IT RAISES THE COMPRESSION FROM NINE POINT FOUR ALL THE WAY UP TO 10.6 TO ONE, AND WITH THAT ADDED COMPRESSION AND THE MORE FLOW THAT WE HAVE IN THE CYLINDER HEAD, WE'RE ACTUALLY GONNA TURN IT HIGHER. TRY 3,500 TO 6,500. [ engine revving ]

(PAT)>> 416 HORSE, 440 POUND FEET OF TORQUE. GRANTED, IT'S NOT A BUDGET BOLT ON CAUSE A SET OF CYLINDER HEADS, BUT IT'S GONNA BE WORTH IT FOR THE SIMPLE FACT THAT YOU'LL REALLY BE ABLE TO TAKE ADVANTAGE OF THE CAM NOW. THAT'S LITERALLY WITH A STOCK CAM, WHICH IS A LITTLE BABY CAM. SO NOW YOU KNOW WHAT THE NEXT STEP IS?

(MIKE)>> CAM SHAFT!

(NARRATOR)>> UH MIKE, THAT'S MY LINE. UP NEXT, CAM SHAFT!

(PAT)>> OUR NEW CAM SHAFT IS AN OFF THE SHELF GRIND FROM CAM MOTION WE PICKED UP AT SUMMIT RACING. DURATION AT 50 THOUSANDTHS ON THE INTAKE IS 236 DEGREES, 244 DEGREES ON THE EXHAUST, AND IT'S GROUND ON 112 DEGREES OF LOBE SEPARATION. LIFT AT THE VALVE WITH A ONESEVEN ROCK IS 621 ON THE INTAKE AND 604 THOUSANDTHS ON THE EXHAUST. INTERESTINGLY, COMPARED TO THE CAM THAT'S COMING OUT OF IT, THIS HAS 40 MORE DEGREES OF DURATION ON THE INTAKE SIDE AND 37 MORE DEGREES ON THE EXHAUST, AND LIFT IS EQUALLY AS IMPRESSIVE WITH 154 THOUSANDTHS MORE ON THE INTAKE AND 125 MORE ON THE EXHAUST.

(MIKE)>> CAM MOTION HAS BEEN MAKING HORSEPOWER FOR 40 YEARS. THEY'RE ALWAYS ON THE CUTTING EDGE OF LOBE DESIGN FOR STREET CARS ALL THE WAY UP TO FULL BLOWN RACE APPLICATIONS. THEY'RE MADE RIGHT HERE IN THE USA, AND EASILY OBTAINABLE THROUGH SUMMIT RACING.

(PAT)>> NO MATTER THE APPLICATION, WE ALWAYS DEGREE THE CAM SHAFT. THIS ONE CAME IN AT TWO DEGREES ADVANCED. IF WE WANTED TO ADJUST IT OUR BILLET TIMING SET FROM TRICK FLOW WOULD ALLOW US TO ADVANCE IT OR RETARD IT UP TO FOUR DEGREES. ALL RIGHT, THE ONLY THING WE'VE SWAPPED OUT IS THE CAM AND THE TIMING SET. SO EVERYTHING ELSE BEING THE SAME, WE SHOULD SEE A SIGNIFICANT INCREASE IN POWER WITH THIS ONE.

(MIKE)>> I'M MAKING THE PULL FROM 3,500 TO 6,500 RPM AT A 400 RPM PER SECOND SWEEP JUST LIKE BEFORE.

(PAT)>> THIS IS GONNA BE GOOD, THIS IS GONNA BE GOOD! [ engine revving ]

(PAT)>> THAT ACTUALLY SPIT OUT A BIG NUMBER RIGHT THERE.

(MIKE)>> WHOA, THAT'S A BIG PICK UP!

(PAT)>> THAT DID EXACTLY WHAT IT WAS SUPPOSED TO DO. 511 HORSE, 454 POUND FEET OF TORQUE! THAT IS ABSOLUTELY INCREDIBLE.

(MIKE)>> CATHEDRAL PORT TRICK FLOW 225 HEAD, NICE LITTLE CAM MOTION CAM SHAFT, DUAL PLANE MANIFOLD.

(PAT)>> THIS IS ACTUALLY PRETTY INCREDIBLE, AND AS FAR AS ENGINE BUILDING'S CONCERNED, WITH JUST LITERALLY BOLTING STUFF ON. ANYBODY CAN DO THIS. OUR ENGINE MADE 366 HORSEPOWER ON THE NEW BASELINE RUN. BY ADDING THE ROCKERS WE GOT 375 HORSE FOR A GAIN OF NINE. ADDING THE TRICK FLOW HEADS GOT US TO 416 PONIES, A GAIN OF 41. FINALLY THE CAM MOTION CAM SHAFT RESULTED IN 511 HORSEPOWER, A GAIN 95. THAT'S A TOTAL HORSEPOWER INCREASE OF 145 HORSEPOWER AT PEAK, A 39.6 PERCENT IMPROVEMENT.

(MIKE)>> OUR BASELINE TORQUE WAS 416 POUND FEET. ADDING THE ROCKERS GAVE US 419, AN INCREASE OF THREE. THE HEADS RESULTED IN 440 POUND FEET, AN INCREASE OF 21. FINALLY WITH THE CAM SHAFT MAXIMUM TORQUE JUMPED TO 454 POUND FEET, A GAIN OF 14. THAT'S A TOTAL TORQUE INCREASE OF 38 POUND FEET. A NINE POINT ONE PERCENT IMPROVEMENT OVER THE BASELINE AT PEAK.

(PAT)>> FOR MORE INFORMATION ON ANYTHING THAT YOU'VE SEEN ON THE SHOW TODAY GO OVER TO POWERNATION TV DOT COM.

ENGINE ASSEMBLY IS A TIME CONSUMING TASK, AND IT DOES REQUIRE SOME KNOWLEDGE, A LOT OF PATIENCE, AND A GOOD UNDERSTANDING OF MATH AND BASIC MECHANICS, BUT TO ENSURE YOUR ENGINE LASTS AS LONG AS IT'S SUPPOSED TO AND PERFORMS UP TO ITS PEAK POTENTIAL YOU ARE GONNA NEED SOME SPECIALTY TOOLS TO GO ALONG WITH YOUR BASICS. SO YOU CAN ASSEMBLE AN ENGINE ACCURATELY AND RELIABLY, AND WE'RE GONNA GO OVER SOME OF THOSE TOOLS AND THE ORDER THAT YOU'D USE THEM, LIKE MICROMETERS AND A DIAL BORE GAUGE, CALIPERS, A ROD BOLT STRETCH GAUGE, TORQUEING TOOLS, PISTON INSTALLATION ITEMS, CAM SHAFT DEGREEING AND VALVE TRAIN SETUP, AND THE CLEANERS AND LUBES WE LIKE TO USE. TO REALLY ASSEMBLE AN ENGINE CORRECTLY YOU'LL NEED A SET OF MICROMETERS. NOW THESE WILL BE YOUR BIGGEST EXPENSE, BUT IF YOU TAKE CARE OF THEM THEY WILL LAST YOU A LIFETIME. NOW MOSTLY THEY'RE USED TO MEASURE CRANK SHAFT JOURNALS AND TO SETUP YOUR DIAL BORE GAUGE FOR MEASURING OTHER PARTS OF THE ENGINE. ANOTHER CRITICAL THING IS A ROD BOLT STRETCH GAUGE. NOW THIS IS A GREAT TOOL FOR CHECKING THE BOLT STRETCH. THAT IS CRITICAL FOR ENGINE LONGEVITY AND TO KEEP THE BOLTS CLAMPED THE WAY THEY'RE SUPPOSED TO BE.

(MIKE)>> A QUALITY TORQUE WRENCH IS ALSO ESSENTIAL. YOU WANT TO MAKE SURE TO HAVE A THREEEIGHTHS DRIVE AND A HALF INCH DRIVE ONE ON HAND. THAT WAY YOU'VE GOT BOTH ENDS OF THE TORQUE RANGE COVERED, FROM THE LOW TO THE HIGH END. NOW THESE ARE MATCO CLICK TYPE WRENCHES THAT ARE HIGH QUALITY AND WILL LAST A LONG, LONG TIME AS LONG AS YOU TAKE CARE OF THEM. WHEN BUILDING AN ENGINE CLEARANCE RANGES DEPEND ON THE PURPOSE OF THE ENGINE AND HOW MUCH POWER IT WILL PRODUCE. THE RINGS ARE ALSO GAPPED DIFFERENTLY DEPENDING ON IF THE ENGINE IS NATURALLY ASPIRATED, BLOWN, OR A NITROUS USER. THE PROPER WAY TO INSTALL A PISTON IN A BORE IS WITH A RING COMPRESSOR. NOW THERE ARE SEVERAL STYLES DEPENDING ON YOUR BUDGET. THE FIRST IS A UNIVERSAL BAND STYLE THAT USES A SQUARE KEY TO TIGHTEN AROUND THE PISTON, WHICH COMPRESSES THE RING PACK. NEXT IN LINE IS ANOTHER BAND STYLE THAT'S MADE FOR SPECIFIC BORE RANGE. IT USES A PAIR OF SPECIALTY PLIERS TO COMPRESS THE RINGS. FINALLY THERE ARE TAPERED COMPRESSORS. THESE ARE A TAPERED SLEEVE THAT THE PISTON PASSES THROUGH, AND THAT'S WHAT COMPRESSES THE RING. THEY'RE AVAILABLE IN ADJUSTABLE OR FOR SPECIFIC BORE SIZES.

(PAT)>> KNOWING THE POSITION OF THE INTAKE CENTER LINE ON THE CAM SHAFT IS CRITICAL IN ANY ENGINE BUILD. DEGREEING TOOLS INCLUDE A DEGREE WHEEL, A DECK BRIDGE WITH A DIAL INDICATOR, AND A LOBE LIFT TOOL THAT FITS INSIDE THE LIFTER BORE. LAST BUT CERTAINLY NOT LEAST ARE CLEANERS AND LUBES. WE'LL USE BRAKE CLEANER AND LACQUER THINNER TO CLEAN PARTS, EXTREME PRESSURE LUBE, AND SOME MAX TOUGH FOR HIGH WEAR SURFACES, ARP ULTRA TORQUE LUBE FOR CONSISTENT TORQUE VALUES, AND TO ROUND IT OUT A GOOD OLE FASHIONED CAN OF OIL FOR ALL OTHER WEAR SURFACES.