Blue Oval Bad Boy

Hey, welcome to a busy day in and out the horse power shop. You know, we build a lot of motors for the street and the drag strip. But today we're going to put this one together that's dedicated to the fast growing sport of road racing.

This is competition where the car's got to have a motor that not only makes good power but has to be really reliable. One that can go 15 laps on a 2.5 mile road course at all. Engine RPM. S not just wide open throttle, like in drag racing.

Well, here's what that motor is eventually going in a 65 mustang fast back that, well, you might have already seen on

that guy's show. Get away from the car. All right. I know how you hoodlums are, man. Quit messing around. All right. Seriously, man. What do you got planned for this thing? It's gonna be a full spec vintage road race car and, uh, it's gonna be struts up front with a rack and from here back it's gonna be all fat. All right, man, I'll be ready for the course. So you gonna do all that yourself Well, who else is gonna do it, Joe? Ok.

Horsepower has been charged with building a suitable power plant for this thing. So I guess I better get back to work. Go away.

Don't go away mad. Just go

Ford guys. I love them. I don't know why

we got this Ford SBO block with four bolt mains from Summit. Then we sent everything off to the school of automotive machinist where they did the machining and assembled the short block. When we got it back, we went ahead and installed a comp double roller timing set, factory timing cover and a wine water pump.

Well, back at the machinist,

the students installed a complete eagle rotating assembly for us that includes an internally balanced forge crag like this set of H beam connecting rods and flattop pistons. Now the cam shaft we had them install is a hydraulic roller from Crow

just like this one.

When you go road racing, you want a shallow pan for the extra ground clearance.

But to get this thing assembled and broken in, we're going to go ahead and use this deep salt

seven court from Moroso that we found laying around the shop.

Well, next, we can bolt up these Rusch

aluminum cylinder heads that spec out at 205 on the intake 160 on the exhaust combustion chambers measure 61 CCS.

Now the compression ratio works out to 12 to 1, which means of course, we won't be feeding that motor pump gas.

We stepped up to a set of these multi layered comedic head gaskets that a lot of engine builders are relying on

for high compression and boosted applications.

Mhm.

The valve train for this road race motor includes these hydraulic roller lifters. We got from crane

followed by seven and three quarter inch rower

push rods

and a set of the 1.6 ratio stud mount rocker arms.

Well, we couldn't have come up with a cooler way to top off that motor. This radical retro looking induction system comes from

boar

and it uses a cast aluminum intake manifold originally made for Weber Carbs. Now, what they've done is take billet aluminum intake valves that sort of act like 81 barrel carburetors. Except of course, you get the advantages of fuel injection, which includes easier start ups, uh altitude compensation

and better throttle response.

Here's a tip for you. These

rush heads have a special waterport configuration and six bolt holes per side.

So the correct gasket is really important.

Now, these other gaskets are also for ford heads, but for eight bolt holes

and that could cause a serious water leak down the road.

All right, with the intake in place, we can sit it down with some stainless A RP boats like we're using throughout the project. Got to have strong fasteners with a 12 to 1 compression race motor.

After filling the engine with oil, I'm using this Matco tester to make sure we got plenty of oil pressure while I prime the system

time now to drop in our distributor. In our case, an MS D PRO

bullet

for spark plugs, we like these denso iridium, they're eight times stronger than platinum and have a much higher meltdown point.

Oh And since these are aluminum heads, don't forget to put some anti CS on the threads before we put these things in

finally with a cap in place, a set of M sds 8.5 millimeter

plug wires.

The electronics control in our fuel injected Ford came from a company called Big Stuff three. Now, with this computer, we can monitor everything from throttle position manifold, vacuum and add a fuel ratio as well as control all the ignition timing and we'll show you how it all works. After we get the engine in on the

dyno

with the motor strap to the

dyno, we can connect fuel lines to the injector rails,

hook up the throttle cable,

make our connections to the wiring harness

and install these stainless steel stepped headers. We got from cooks, they go from an inch and three quarters

to an inch and 7/8 and they were made especially for our dining

hall

with the engine warmed up. We can now read timing marks on this custom made BS J damper.

The big stuff. EF I system uses an 02 sensor to self tune the engine by monitoring air fuel mixture.

The

dyno also monitors 02 using a dual A FX system.

The first pool on this Stroker Ford generated some decent numbers, but we know with tuning, we can find a bunch more

and we'll do that by adjusting things like the air fuel mixture ending mission advance over the whole RPM range. That way we'll find the best power

after several runs and lots of tuning. We got 535 horse power at 536 ft pounds of torque.

That means the Moar

ef I and the big stuff three help us tune in 93 horsepower and 80 ft pounds of torque over the baseline.

Now, that's the beauty of ef I.

Well, we've got a beauty of a power at our project coming up right after the break.

Hey, welcome back to the shop. Would you consider a Cadillac Ac Ts VA Hot Rod? Well, you would, when you consider it's got a 400 horse Ls six under the hood,

lots of power, but not quite enough. Today, we're gonna turn this slick Daily Driver into a serious supercharged pa

pounder. Now, before we show you how let's get a bone stock baseline to see what we're dealing with. Go ahead by,

ok, 327 horsepower at the rear wheels. That's our baseline.

Magne Charger is making supercharger kits these days for everything from Hummers to flathead boards and well, here's part of the kit we got to pump up the power of that Cadillac.

Of course, the ha

of the system is this aluminum intake manifold that houses a water to air inner cooler.

It also comes with new larger volume fuel injectors

and extruded aluminum fuel rails that reuse the factory push lock connectors and fuel regulator.

Now, here's a cutaway of the blower itself which is 1/5 generation, eaten

with a turtle bypass valve to eliminate parasitic power loss.

Now, this thing is designed to generate up to six pounds of boost

to compensate for the extra fuel and boost. We're introducing into the motor. We're going to ref flash the PC M with this handheld programmer and like most programmers, all you do is plug them in and follow the prompts.

The tuner in the kit came from super chips. Now it's been specific and programmed for the Magna charger setup.

Then after lowering the car back down on the lift and disconnecting the negative battery cable,

we can remove the windshield wiper assembly

and cut 3/8 of an inch from the top of the wiper arm mechanism

using a thick space washer from the kit reinstall the assembly,

remove the radiator mask,

lower splash panel

and finally, the front fia

now we need to remove the air inlet tube with the mass air meter attached. Now the actual tube isn't going to be reused. And after this, we can start disconnecting all the upper electrical connections,

then we can remove the throttle body

and the factory intake manifold.

Well, next, here's a tip for you. If you cover up the intake holes with tape, you'll make sure no trash gets in your engine while you finish up.

Then after removing the knock sensors, we can remove the valley cover.

Then with the new valley in place, we could start swapping out the coolant vent pipe for the new one in the kit.

Hey, hey, where do you think you're going? I'm going to love this modified if I get to play in the dirt. Later

next, we replace the stock belt tensioner with this new one from the kit that's relocated for the supercharger dry pulley.

Now with the radiator drained and disconnected, we can remove it and the fans as an assembly.

All right, the next step involves all these pieces and here's the deal. The CTSV has an aluminum harmonic balancer and a steel crank. And well with the supercharger making more power, we got to make sure that balancer doesn't spin on the crank.

So we're gonna insert these dow pins through the harmonic balancer and into the crank. But the good news is the kit comes with everything we need to make the job. Right.

Well, now I'm installing the throttle body onto the new manifold and oh, notice how I took some material off of this tab here for clearance and repositioned this P CV barb so we can get a hose on it.

We next, with this O

ring in place, we can install the fuel manifold to the fuel rail.

Then we transfer this map sensor from the stock manifold

to the new one.

Then with new gaskets installed, we can set the manifold in place and torque it down.

Well, next, it's a matter of reconnecting connectors and doing some plumbing.

But I gotta tell you this manual is one of the best we've had in here. It's got easy to follow instructions and color pictures that show you where everything is.

But now with the radiator reinstalled, we can slide this heat exchanger in place in front

of the AC condenser.

Then we take the reservoir and install the inner cooler pump to it.

Then after bolting them up as an assembly under the heat exchanger, we can start our plumbing.

Now, this hose runs from the pump

over to the reservoir,

this new air inlet assemblies. Next, which means we're definitely on the home stretch here. Next, some wiring involving this new intercooler pump harness that connects the new pump to a power source.

After that, we could reinstall the front fascia splash panel and radiator mask

inside the trunk. We start wiring up our Magna vote fuel booth system by tying into this gray wire from the bundle here,

the rest of the wire

we send through this gromit in the trunk.

It goes under the car and it's routed along the brake and fuel lines

up to the firewall where it's mounted with a supply bracket.

Now, we need to reconnect the battery

and fill the inner cooler with a mix of water and coolant.

All right, turn on the ignition

and what we're doing now is purging the inner cooler system of air. And well, we need to do this about 10 minutes to get the job done.

Finally, we can fire up the engine. This is for detonation and you got it, make another run.

Well, after five runs, we're at 429 horsepower and gaining each time, which means the computer is still learning its way around the system.

Now, you can install one of these kits at a weekend and after you do, well, you'll have power on demand. And thanks to that new manifold technology, you'll have a system that's efficient and easy on fuel consumption.

Well, our sponsors will consume some time right now, but we'll be right back. Stay with us.

Ok. Maybe you're wondering why I'm back in here with this car instead of out at the track. Well, Mother Nature had a different idea. We got rained out the track's underwater and we'll just have to try this again some other time. But in the meanwhile, we're making a repeat visit to a dirt track event in Lincoln, Nebraska. A place that got us all fired up to build this car of our own.

There ain't nothing I've found yet that gives you that kind of adrenaline rush.

It's just the biggest rush coming in that corner side by side with somebody trying to keep your car off them and keep your car from spinning out.

That's just, that's the biggest thing that keeps me in it. But

you're just out there to try to get the position when wrecks happen.

Ain't nothing you can do about it

with its dusty dirt track beginnings in 1915

I MC A is the oldest racing sanctioning body in the country today. Its legacy lives on

at places like Lincoln, Nebraska where state champions will be crowned in three categories,

hobby, stock and stock, plus the headliner class, open wheel modified

easily. One of the most exciting and challenging forms of four wheel competition.

Why do we do it?

The competition

and the fun.

We love the competition. Our driver loves to win.

Their driver is Chris Alcorn who's raced about 50 times a year after leaving the drag strip six years ago.

They are equally as fun. But, uh, this one just lasts a little bit longer.

It's a pretty good time. You kind of get to talking to yourself and trying to manipulate the car to do what it does pull on the steering wheel. You think it does something but it doesn't really do anything but

to get you kind of get you going,

you ever talk to the car? Oh, yeah.

Yeah.

Come on, come on, stick, stick. Oh, you know,

you talk quite a bit.

Most modified motors run on alcohol over gas and either way the idea is to make horsepower as cheaply as possible

since I MC A has a $525 engine claim rule. Yeah, I've been claimed probably six or seven times in my career.

He runs

a swing

suspension system. He and his crew will adjust for ever changing track conditions during the race. If it's good, you can

maybe fine tune a little bit. Like we may go down to the bottom hole on the bird cage to make it

more aggressive

or maybe even bring it up to get around the long corner after some hot laughs to warm up the cars and pack down the dirt. It's time for heat races where drivers bump and battle for a spot in the all important a feature

in modified heats. The competition is furious ferocious and features a few pretty scary moments,

but he's alright.

Well, Chris has his hands full but manages a 3rd and 2nd place in his heats to put him well into the eight feature.

Feel pretty good about maybe winning this thing.

Yeah, I do feel pretty good car was really strong. Uh I

think we'll do some improvements. It was off of what it did in the heat race and I think we'll,

I think it'll be all right.

Finally, the big show where the top modified the wild open wheel. Warriors of dirt track racing clash in this battle to the finish

where horsepower is a lesser weapon than a driver's skill.

Well, he fights off a couple of serious challenges, but when the checkered flag comes down, Chris Alcorn claims another victory in his 10 year career. His first ever here in Lincoln.

This is, this is awesome. Always wanted to win here and finally done.

You'll never get rich racing on dirt. It's all about the thrill of competition

and the ultimate excitement that comes from crossing the finish line in your modified race car

and walking away a winner.

If you've got an LS One engine under your hood,

bro, can help you realize its full power potential.

This is a Victor Junior single plane high rise intake that supports up to 600 horsepower. Now, like the RPM performer, it accepts a standard Flan

throttle body and well, you can get one of these for 320 bucks for a little bit more. You can get one with a complete fuel rail kit.

Finally, if you're looking for the ultimate means in finding your way and staying entertained at the same time, check out this new product offered by pioneer.

The

AVI Zone is an in dash hard disk drive navigation system and multimedia A V receiver with DVD.

Now it's got a big seven inch screen, advanced voice recognition and an HDD music library.

Plus you get interfaces for satellite radio,

ipod and a rear view camera.

The cost it's just over 2200 bucks.

Sounds good. Well, that's it for horsepower this time. Join us next week for a special anniversary edition. Look for you then.