Sucker Punch Finale & 461 Oldsmobile Motor Build

(ANNOUNCER)>> STAY AWAKE CAUSE LATER THE SLEEPER IS GOING OUT FOR A NECK SNAPPING PAYOFF ON THE PAVEMENT. THEN DISCOVER WHAT HAPPENS WHEN YOU TAKE A NEW LSX 454 CRATE ENGINES AND TOP IT WITH A RADICAL NEW INTAKE DESIGN.

(JOE)>> IT'S HORSEPOWER'S MOST UNCANNY CAR BUILD EVER, A BUICK CENTURY GBODY WAGON THAT WAS SAGGIN' WHEN WE GOT IT.

(JOHN)>> OH!

(JOE)>> BEFORE WE BEEFED IT UP FRONT TO REAR UNDERNEATH. THEN WE BUILT IT A 461 PONTIAC STROKER ENGINE THAT WAS SCREAMING FOR A TURBO CHARGER.

(ROBIN)>> YEAH BABY!

(JOE)>> THE QUESTION NOW, WILL IT LIVE UP TO ITS KNOCKOUT NAME, SUCKER PUNCH.

(MIKE)>> NOW IT'S COME TOGETHER TIME FOR THE BODY AND SOUL OF THIS SLEEPER WAGON.

ENGINE IN, TRANSMISSION IN, SYSTEMS FOR TURBO CHARGING,

COOLING, FUELING, EVERYTHING TO DELIVER THAT SUCKER PUNCH POWER TO THE REAR WHEELS.

(JOHN)>> THEY SAY THE DEVIL'S IN THE DETAILS.

WE'VE GOT A FEW MORE TO HANDLE BEFORE DROPPING IN OUR ENGINE, LIKE PRESSURE WASHING THE ENGINE BAY. FOLLOW THAT WITH A COAT OF DUPLICOLOR'S HBT ENAMEL. WE LIKE IT BECAUSE IT LOOKS GOOD AND DISSIPATES HEAT. THIS STUFF WON'T CRACK OR PEEL, EVEN IN 550 DEGREES OF HEAT. THE HEADERS WE USED IN THE DYNO HAVE TO GO, AND YOU'LL SEE WHAT REPLACES THEM LATER. BUT FOR NOW THE THROTTLE BODY COMES OFF TOO SO WE CAN BOLT ON A LIFT PLATE.

(MIKE)>> WE NEED TO LOWER THE 461 INTO THE ENGINE BAY TO SEE HOW IT'S GONNA FIT. NO INSTRUCTION MANUALS FOR THIS, IT'S ALL SEAT OF THE PANTS R&D. THAT'S ABOUT WHERE IT NEEDS TO BE.

EVEN THOUGH IT REPLACES A SMALL FACTORY VSIX, THERE SHOULD BE PLENTY OF ROOM IN THIS AMPLE GBODY. NOW IT'S IMPORTANT TO ACCURATELY CENTER UP THE ENGINE. SEE IF YOU LINE IT UP LIKE THAT, I MEAN IT'S CLOSE. AND WITH IT LEVEL AND BRACED, WE'LL USE THE FACTORY CHASSIS MOUNTS WITH THE HELP OF SOME SQUARE STOCK OF CUT TO LENGTH, DRILLED TWO HOLES, AND LOOSELY BOLT IT TO THE BLOCK. NOW CUT TWO TABS TO CONNECT THE TUBE TO THE CHASSIS. ONCE YOU'RE HAPPY, WELD THEM IN, AND ADD A LITTLE PAINT TO STOP RUST, AND BOLT IT IN. NOW THAT YOU'RE GOOD AT IT, DO THE SAME THING ON THE OTHER SIDE.

(JOE)>> FOR A TRANS WE'RE REPURPOSING THE ONE WE USED IN OUR 10TH GENERATION TBIRD BUILD LAST YEAR. IT STILL HAS FLUID IN IT, AND OF COURSE JOHN'S WEARING IT.

(JOHN)>> OH THAT'S GREAT, IT'S ALL OVER MY PANTS! I HAD AN ACCIDENT COACH.

(MIKE)>> YOU GOT ANY MORE JEANS HERE?

(JOHN)>> NO, TEACHER I NEED TO GO TO THE BATHROOM.

(JOE)>> WHILE JOHN TAKES A SPIN TO THE STORE, WE'LL MOVE ON. WE'RE REUSING THIS THING FOR GOOD REASON.

TCI'S SIXX SIX SPEED IS THE FIRST AUTOMATIC BUILT TO HANDLE 850 HORSEPOWER. IT USES THE FOURL-80 CASE, BUT INSIDE TWO MORE CLUTCH PACKS, SIX IN ALL, RACE PROVEN PLANETARIES, AND IT'S GOT

BILLET GEAR STANDS FOR EXTRA STRENGTH. TCI CUT OFF THE FACTORY BELL HOUSING AND ADDED AN ADAPTER PLATE TO MAKE THIS TRANS MATE UP TO FORDS, DODGES, AND CHEVYS. THIS ONE'S MADE WITH THE CORRECT BOLT PATTERN FOR OUR GM BLOCK. THE NEW TORQUE CONVERTER'S GOT A 3,000 STALL SPEED FOR A TURBO APPLICATION, AND IT'S DRILLED WITH A BOLT PATTERN TO MATCH OUR NEW FLEX PLATE. BY THE WAY, JOHN'S BACK AND HE'S WEARING TAG TO PROVE IT.

(JOHN)>> THE POOR GIRL AT THE CHECKOUT. YOU KNOW, I SAID I HAD AN ACCIDENT, I NEED TO CHECK THESE OUT AND I'M GONNA GO IN THE BATHROOM AND SWAP THEM OUT. THAT'S ALRIGHT HONEY, WE'VE ALL HAD AN ACCIDENT ONCE OR TWICE. I WAS LIKE, NO, IT'S TRANSMISSION FLUID, YOU KNOW WHAT I MEAN? IT'S OKAY, YOU DON'T HAVE TO EXPLAIN IT. IT'S JUST HORRIBLE MAN.

(JOE)>> ONCE AGAIN MOVING ON. WITH THE WAGON IN THE AIR, WE FIRST WANT TO MOUNT THIS PLATE AND GASKET FOR A REMOTE OIL FILTER. THIS TCI FLEX PLATE IS SFI RATED AND 35 THOUSANDTHS THICKER THAN STOCK FOR HIGHER RPM ENGINES AND HIGH STALL CONVERTERS. WITH THAT WE CAN RAISE THE SIXX TRANS INTO PLACE.

(JOHN)>> PULL YOUR FINGERS OUT MIKE.

(JOE)>> THAT'S ALWAYS A WELCOME SOUND. NOW WE CAN FINISH BOLTING IT UP. IT'S ALL LINED UP FOR A STRAIGHT SHOT BACK TO THE DRIVESHAFT. THE NEXT JOB WILL BE TO BUILD A CUSTOM CROSS MEMBER FOR THE TRANS. WE'LL GRIND DOWN SOME MOUNTING LOCATIONS ON EACH SIDE FOR A COUPLE OF PLATES WE FABBED UP. WE'LL CUT A SMALLER PIECE THAT BOXES IN THE FACTORY FRAME AND GIVES ADDITIONAL SUPPORT. A COUPLE OF VERTICAL TABS GO ON EACH SIDE FOR SLEEVES AND THROUGH BOLTS.

(MIKE)>> THE NEXT STEP IS TO NOTCH THE ENDS OF THIS FIRST PIECE OF STEEL TUBING CUT TO LENGTH. THEN LINE IT UP AND TACK WELD IT INTO PLACE. DO THE SAME TO THE SECOND PIECE.

SINCE THIS IS A SOLID CHASSIS MOUNT JUST LIKE THE ENGINE, THIS POLY URETHANE TRANNY MOUNT WILL ABSORB ANY FRAME TWIST THAT COULD BREAK THE TRANNY CASE. NOW THE ENTIRE CROSS MEMBER ASSEMBLY COMES OUT FOR TIG WELDING. FOR ADDED STRENGTH WE'RE ADDING A PAIR OF GUSSETS ON EACH SIDE OF THE CENTER PLATE. BEFORE IT GOES BACK UP WE'LL GIVE IT A COAT OF DUPLICOLOR PREP SPRAY AND TO SET IT APART FROM THE REST OF THE DRIVETRAIN A COAT OF THE ALUMINUM ENGINE ENAMEL.

(JOHN)>> ALL OF THAT WAS PRETTY SIMPLE AND STRAIGHT FORWARD, AND FOR GOOD REASON. WE DON'T HAVE ANY CLEARANCE ISSUES TO WORRY ABOUT ON THE EXHAUST BACK HERE BECAUSE IT'S A TURBO. WE'RE GONNA DUMP OUT RIGHT IN FRONT OF THE MOTOR. NOW THAT IS WHAT WE'RE GONNA GET TO NEXT.

(MIKE)>> BACK ON THE BUILD WE'RE GONNA GET STARTED WITH THE TURBO PIPING. NOW EACH APPLICATION IS A LITTLE BIT DIFFERENT, BUT THERE'S ONE THING THAT STAYS THE SAME. YOU ALWAYS WANT TO START WITH THE HOT, OR THE EXHAUST SIDE OF THE TURBO. NOW BECAUSE OF SOME ROOM CONSTRAINTS, WE HAVE TO RUN

THESE ROUND TUBE EXHAUST MANIFOLDS WE GOT FROM RAM AIR RESTORATIONS. THEY'RE BASED OFF OF A FACTORY RAM AIR FOUR MANIFOLD BUT THEY FLOW UP TO 16 PERCENT MORE. THEY'RE CERAMIC COATED INSIDE AND OUT, WHICH WILL REDUCE TEMPS UP TO 40 PERCENT, AND THE COLLECTOR SIZE IS TWO POINT FOUR FIVE INCHES FOR LARGER EXHAUST PIPES. UNTIL WE GET EVERY LAST PIPE IN PLACE, WE'RE JUST IN A MOCK UP STAGE. NOW FOR THE TURBO I'M USING TWO AND A HALF INCH STAINLESS

STEEL PIPE FROM MAGNAFLOW.

NOW WE GOT THEM IN A VARIETY OF BENDS AND I'VE ALREADY RUN INTO A LITTLE BIT OF A CHALLENGE. THE FLANGE IS CAST AND COATED JUST LIKE THE MANIFOLDS. NOW A LOT OF GUYS SAY IT'S HARD TO MERGE THE CAST WITH THE STAINLESS. BUT WHAT I DID IS I CLEANED ALL THE COATING OFF OF THE FLANGE REALLY REALLY WELL, AND WELDED THE TWO TOGETHER WITH STAINLESS ROD.

NOW THE REAL TEST IS GOING TO BE IN THE CAR DOWN THE ROAD. IT LOOKS PRETTY GOOD ON THE OUTSIDE. WITH A LITTLE TRIMMING, OUR CAST AND STAINLESS EXPERIMENT

CAN BE BOLTED UP TO THE MANIFOLD. THEN I CAN ROUTE MORE TUBING FROM DRIVER'S SIDE TO THE PASSENGER'S SIDE USING DBAND CLAMPS TO HOLD IT IN PLACE.

(JOHN)>> WHILE MIKE HANDLES THAT, I'M GONNA GET TO WORK ON

THE FUEL SYSTEM, STARTING OUT BACK WITH THIS NEW CUSTOM MADE

TANK FROM RICK'S HOT ROD SHOP. IT'S STAINLESS STEEL WITH FITTINGS FOR TWO FEED LINES,

ONE RETURN LINE, PLUS TWO VENTS. AND THEY MADE IT TO FIT IN THE STOCK LOCATION. OF COURSE FOR SAFETY SAKE, YOU NEED TO REPLACE THE STRAPS WHEN YOU SWAP OUT A FUEL TANK.

THESE THINGS FATIGUE AND WEAR OUT OVER TIME.

FROM THE TANK WE'RE USING EARL'S DASH 10 HOSE ENDS WITH PUSH LOCK FITTINGS THAT ARE MADE TO USE WITH THEIR SUPER STOCK FUEL LINES. NOW WE WANT TO MOUNT OUR FUEL PUMP AS CLOSE TO THE TANK AS POSSIBLE TO HELP PREVENT VAPOR LOCK. THIS HOLLEY DOMINATOR INLINE BILLET PIECE IS ACTUALLY TWO PUMPS. NOW YOU CAN USE IT SIMULTANEOUSLY OR IN STAGES AS YOU ADD BOOST.

IT HAS FILTERS THAT MOUNT ON EACH SIDE, 100 MICRON GOING IN AND A 10 MICRON FILTER GOING OUT. FROM THERE WE GOT LUCKY WITH AN EXISTING HOLE FOR THE LINE TO PASS THROUGH. AFTER WE ENLARGE AND ADD AN EARL'S FIREWALL GROMMET TO PREVENT CHAFFING.

(JOE)>> MIKE'S BEEN BUSY TOO CUTTING AND WELDING THE HOT SIDE TO FINISH IT UNDER THE CAR. THIS IS THE LAST PIECE DOWN HERE AND THE DBANDS WILL ALLOW EASY REMOVAL OF THE ENTIRE SYSTEM. AND FROM BEHIND, YOU'LL SEE JUST HOW SMOOTH AND UNRESTRICTIVE THE EXHAUST MERGES AND HEADS UPWARD TO THE FRONT OF THE ENGINE BAY.

(MIKE)>> THIS PIPE WILL END UP GOING TO OUR TURBO TO COMPLETE OUR HOT SIDE. NOW THIS 90 DEGREE BEND CAN'T STAY HERE BECAUSE THE WATER HOSE FOR THE RADIATOR HAS TO GO RIGHT HERE. ANOTHER THING TO KEEP IN MIND IS HOW FAR THE RADIATOR AND FAN STICK OUT TOWARDS THE ENGINE. THAT EATS UP A LOT OF SPACE WHERE YOU CAN RUN SOME OF YOUR TUBING. NOW UP NEXT WE'RE GONNA MOUNT THE TURBO AND IT'S GONNA GO RIGHT ABOUT HERE. THAT WAY WE CAN RUN THE EXHAUST DOWN IN THIS AREA AND THE FILTER WILL BE UP AWAY FROM ALL THE ENGINE HEAT AND THE FENDER WELL. FIRST I'LL NOTCH A PIECE OF DOUBLED SHAFT WE'RE REUSING FROM THE DYNO SETUP. SO TOGETHER WITH THE ORIGINAL FLANGE WE CAN MAKE A MOUNT FOR THE TURBO. NOW WE CAN MAKE SURE IT'S IN THE SPOT WHERE WE WANT IT. THIS FLANGE OPENING IS LARGER THAN OUR TWO

AND A HALF INCH PIPE. SO I'LL CUT OFF THE FLARED END OF A THREE AND A HALF INCH PIECE, TIG ON A 90 DEGREE BEND, AND FORM IT TO FIT THE BOTTOM SIDE OF THE TURBO FLANGE.

(JOE)>> TIME FOR THE BIG MOMENT, DROPPING THE TURBO ONTO ITS NEW HOME.

(MIKE)>> OH YEAH, CHECK THAT OUT!

(JOE)>> NOW THIS IS THE WAY A LOT OF RACERS DO IT WITH THE TURBO AND THE ENGINE MOUNTED SOLIDLY TO THE FRAME.

(JOE)>> FINISHING UP THE HOT SIDE OF OUR 461'S TURBO SYSTEM SO THE EXHAUST CAN PASS FROM NEW MANIFOLDS THROUGH A LOT OF CUSTOM TUBE WORK, AND FINALLY TO THE TURBONETICS TURBO UNIT.

(MIKE)>> REMEMBER THE BEND THAT WAS HERE EARLIER?

WELL I WENT AHEAD AND EXTENDED THE PIPE OUT. NOW WE CAN RUN IT UNDERNEATH THE BALANCER AND MAKE THE CONNECTION UP HERE TO THE TURBO, AND THAT'LL COMPLETE THE HOT SIDE. AND AFTER A LOT OF CUTTING AND TEST FITTING, WE'LL CREATE AN "S" WITH TWO BENDS. FINALLY, WITH THE WHOLE WELDED SECTION INSTALLED,

CONNECT IT TO THE TURBO WITH ANOTHER VCLAMP. ON TO THE COOL SIDE, WE'LL INSTALL THIS SPEERCO INTERCOOLER THAT WE GOT FROM TURBONETICS. NOW IT INSTALLS WITH TWO 90 DEGREE BRACKETS WE'LL BOLT TO THE INTERCOOLER AND THE CORE SUPPORT.

(JOE)>> WE'VE GOT A NEW RADIATOR CUSTOM MADE FOR GBODIES BY CNR RACING, THE SAME GUYS THAT MAKE THEM FOR NASCAR. THEY HAND TIG WELDED THIS THING, PRESSURE TESTED IT, AND RATED IT AT OVER 900 HORSEPOWER. IT'S DESIGNED TO FIT RIGHT IN THE STOCK LOCATION. THE DUAL 12 INCH SMALL FANS WILL HELP PULL HEAT OUT OF THE INTERCOOLER. ANYTIME YOU INSTALL A RADIATOR, MAKE SURE IT'S GOT MOVEMENT IN THE CORE SUPPORT. THE TOP GROMMETS HERE WILL ALLOW FOR THAT. IF IT DOESN'T HAVE ANY MOVEMENT, THE RADIATOR CAN TWIST WITH THE CORE SUPPORT AND BREAK. HAYDEN SENT US THIS TEMPERATURE CONTROL SET UP. AND WITH THE THERMOSTAT IN PLACE, THE ADJUSTABLE UNIT MOUNTS BETWEEN THE FANS USING PLASTIC RIVETS. WE'LL FINISH OFF THE COOLING WITH EARL'S FORMAFLEX HOSES. NOW YOU KNOW YOU'RE GETTING SOMEWHERE WHEN YOU'RE READY FOR THE THROTTLE BODY AND THE HAT. WE'RE CUTTING PIECES OF REENFORCED TWO AND A HALF INCH RUBBER TUBING FOR INTERCOOLER SLEEVES. AFTER THAT, WELL YOU GUESSED IT, MORE CUSTOM TUBING. FROM THE BOTTOM OF THE INTERCOOLER ALL THE WAY UP TO THE HAT. OUR LAST PIECE IS ONE YOU'LL HEAR BUT NEVER SEE, THE EXHAUST COVERED WITH DEI AND HIGH TEMP SPRAY TO PROTECT THE ENGINE FROM HEAT.

(MIKE)>> WHEN IT'S TIME TO PUT THE POWER TO THE REAR END, THE ONLY LINK BETWEEN THE TRANSMISSION IS THE DRIVESHAFT. NOW WE KNEW WE NEEDED ONE THAT COULD HANDLE SOME ABUSE, SO CHECK THIS OUT. DENNY'S DRIVESHAFTS BUILT US ONE OF THEIR THREE AND A HALF INCH STEEL NITROUS READY SHAFTS THAT CAN HANDLE EXCESS OF 2,000 HORSEPOWER. IT USES 1350 SPICER JOINTS THROUGHOUT.

AND UNLIKE OTHER SHAFT MAKERS WHOSE SO CALLED HIGH SPEED BALANCER SHAFTS BETWEEN 2,000 AND 3,000 RPM, DENNY'S HAS THE CAPABILITY TO GO TO 10,000 RPM OR THE TO THE RPM YOU SPECIFY. NOW EACH SHAFT HAS A LIFETIME WARRANTY AGAINST TWISTING OR BREAKAGE, AND IF YOU EVER NEED ANY LABOR DONE ON THE SHAFT, YOU PAY FOR THE PARTS, THE LABOR IS FREE.

(JOE)>> WITH THE DRIVESHAFT SECURED WE CAN JUMP UP FRONT FOR A HIGH TORQUE STARTER FROM SUMMIT RACING. TO HELP SLOW THE WAGON DOWN A MASTER CYLINDER FROM STAINLESS WITH A BUILT IN PROPORTIONING VALVE.

TO KEEP THE SLEEPER THEME, THE TRANS TCU

GOES UNDER THE SEAT. NOT SO SUCCESSFUL WITH THE TCI SHIFTER, BUT WE REDEEMED OURSELVES WITH THE IGNITION BOX.

(MIKE)>> AT THIS POINT THERE'S A HUGE LIST OF TINY THINGS TO DO. SO WE'RE NOT INCLUDING YOU IN THE BOREDOM. AFTER ALL, WE KNOW WHAT YOU WANT TO SEE. ALRIGHT JOHN, I'VE GOT THE THROTTLE, SEE IF IT'LL FIRE. [ engine firing up ]

(JOHN)>> YEAH!

(MIKE)>> NO CLANKING, NO SQUIRTING, NO SMOKE, BEST OF ALL, I DON'T HEAR A PIPE LEAK. THESE AUTOMETER GAUGES WILL TELL US EVERYTHING ELSE, AND WE MOUNTED THEM TO THE ORIGINAL BEZEL. AND YES, THE ORIGINAL HOOD WILL CLOSE. I'M HAPPY ABOUT THE STOCK LOOK WE WERE ABLE TO KEEP. ALL WE NEED IS A LUGGAGE RACK AND A SMALL

RETRO CAMPER IN TOW. BUT THEN AGAIN, MAYBE NOT.

SORRY BUT WE'RE NOT GOING FULL THROTTLE YET. THERE'S A LOT OF THINGS TO CHECK OUT BEFORE PLAYING AT THE TRACK. BUT FOR NOW OUR SLEEPER IS A KEEPER.

(JOE)>> YOU'VE SEEN US WORK ON PROJECTS WITH JUST ABOUT EVERY ENGINE IN THE LS FAMILY, BUT NOTHING LIKE WHAT YOU'RE ABOUT TO SEE, ESPECIALLY WHEN IT COMES TO INNOVATION, PERFORMANCE, AND THE WOW FACTOR.

FIRST A NEW LSX 454 CRATE ENGINE FROM PACE PERFORMANCE. ONE THAT'S DESTIN FOR MUSCLE CAR'S HURST OLDS TRIBUTE CAR. CHEVROLET PERFORMANCE DESIGNED THIS POWERFUL ENGINE FROM THE GROUND UP WITH A CAST IRON BLOCK AND ALUMINUM HEADS.

(CHUCK)>> IT'S OUT OF PRODUCTION OFF THE SHELF ENGINE DRESSED UP. IT WAS SPECIFICALLY DESIGNED JUST TO BEAT ON IT.

(JOE)>> SUFFICE TO SAY THIS IS NOT YOUR DADDY'S 454.

(CHUCK)>> IT'S DEFINITELY A LOT STOUTER THAN THE OLD BIG BLOCK, AND IT'LL DEFINITELY MAKE MORE HORSEPOWER.

(JOE)>> WE'LL TOP OFF THAT ENGINE WITH SOMETHING DESIGNED TO MAKE A RADICAL STATEMENT IN ADDITION TO MASSIVE POWER. IT'S PERFORMANCE DESIGN'S NEW CARBON XR. IT'S THE BRAIN CHILD OF COMPANY OWNER AND ENGINEER CALEB NEWMAN, WHO FOR YEARS HAD A PASSION TO DESIGN THE ULTIMATE CROSS RAM INTAKE.

(CALEB)>> THE TAPER AND THE BELL MOUTH INSIDE THE PLENUM HELP FLOW SO THAT THAT RUNNER CAN FLOW MUCH MORE THAN A PRODUCTION INTAKE THAT HAS A 90 DEGREE TURN RIGHT AT THE ENTRANCE. THE MAIN REASON FOR CARBON FIBER IS LIGHTWEIGHT, VERY STRONG, VERY IMPORTANT IS ALSO THE HEAT SOAK CHARACTERISTICS. IT DOESN'T HEAT SOAK AS BAD AS ALUMINUM, WHICH HELPS KEEP A COOLER CHARGE GOING INTO THE ENGINE. ANYONE THAT CAN TURN A WRENCH CAN REALLY DO THIS. IT'S JUST A LITTLE BIT MORE FINESSE THAN A STANDARD INTAKE BUT NOT NEARLY AS MUCH AS AN INDIVIDUAL THROTTLE BODY.

(JOE)>> NEXT THE FUEL INJECTORS CALEB DESIGNED TO DIRECT FUEL EFFICIENTLY THROUGH THE RUNNERS.

(CALEB)>> THE TARGETING'S RIGHT AT THE BACK OF THE VALVE. THIS IS BEST SO THAT YOU'RE NOT WETTING DOWN THE WALL. YOU GET BETTER FUEL VAPORIZATION, BETTER COMBUSTION, POWER, EMISSIONS. EVERY DECISION WAS MADE FOR FORM AND FUNCTION, BUT NUMBER ONE WE WANTED THIS TO MAKE POWER.

(JOE)>> AFTER THE HOLLEY INJECTOR HARNESS, THAT'S IT FOR THE XR KIT.

(CALEB)>> SOME PEOPLE LOOK AT IT AND IT'S JUST SO ALIEN TO THEM THAT THEY HAVE TO LITERALLY KIND OF ABSORB IT FOR A LITTLE WHILE BEFORE THEY REALLY UNDERSTAND WHAT THEY'RE LOOKING AT.

(JOE)>> FOR HEADERS A PAIR OF HOOKER'S SUPER COMPS. FACTORY GM COIL PACKS WE ALREADY HAD JUST FOR DYNO USE. TO FINISH GETTING IT READY ROYAL PURPLE BREAK IN OIL,

THE USUAL DYNO CONNECTIONS, AND TO CONTROL EFI A

DOMINATOR EFI VEHICLE MANAGEMENT SYSTEM.

(CALEB)>> I'M REAL EXCITED, I'VE NOT SEEN THE LSX 454 RUN YET. IT'S GONNA BE A GREAT COMBO.

(JOE)>> RICK ANDERSON FROM HOLLEY CAME TO SHOW OFF THEIR TUNING SOFTWARE.

(MIKE)>> READY?

(JOE)>> AND YOU'RE HERE FOR THIS. [ engine revving ]

(JOE)>> AFTER A FEW MILD PULLS, A SLIGHT AND EASY AFR CHANGE.

(MIKE)>> 6,500, HERE WE GO. [ engine revving ]

(CALEB)>> LOOKED GOOD FROM THIS END.

(MIKE)>> 611, 578!

(CALEB)>> WELL IT REPEATED PERFECT, THAT'S GREAT.

YOU KNOW, I'M REAL HAPPY WITH THAT.

(MIKE)>> IT'S PRETTY FOR SURE.

(CALEB)>> I GET A GREAT AMOUNT OF JOY SEEING THAT THING RUN EVERY TIME, AND EVEN MORE I LIKE SEEING IT IN THE CAR. I LIKE MAKING POWER ON THE DYNO, BUT TO SEE IT SITTING IN A CAR AND SEE HOW IT SITS IN THAT ENGINE BAY, IT'S A GREAT FEELING. IT'S BEEN A LONG TIME COMING.

(JOE)>> YOU'LL SEE MUCH MORE OF THIS LSX 454 WHEN MUSCLE

CAR DROPS IT IN THEIR OLDS. KEEP AN EYE OUT FOR THAT AND OUR NEXT

HORSEPOWER, SEE YOU THEN!