Big Block Mopar Match Up

(JOHN)>> NOW WE'VE BUILT A LOT OF SO CALLED "OTHER ENGINES" HERE IN THE HORSEPOWER SHOP, BUT TODAY WE'VE GOT AN EXTRA SPECIAL STROKER BUILD JUST FOR YOU HARDCORE MOPAR GUYS. NOWADAYS YOU CAN BUY A STROKER KIT FOR JUST ABOUT

ANYTHING YOU WANT, FROM A FOUR CYLINDER RACE ENGINE TO A BUDGET MINDED DAILY DRIVER. BUT WHAT DID GUYS DO BACK IN THE DAY WHEN A STROKER CRANK WASN'T JUST A PHONE CALL AWAY, OR A CREDIT CARD COULD JUST BUY YOU WHATEVER YOU WANTED? WELL THEY DID IT THE OLD FASHIONED WAY, BY MIXING FACTORY PARTS TO GET THE CUBIC INCHES THEY WANTED.

(MIKE)>> TODAY YOU'RE GONNA LEARN HOW TO BUILD A 451 CUBIC INCH STROKER THAT MAKES 450 TO 500 HORSEPOWER ON THE DYNO ON PUMP GAS.

NOW IT STARTED WITH A 400 CUBIC INCH BIG BLOCK CHRYSLER, AND THESE THINGS CAME IN PRODUCTION CARS FROM THE EARLY TO LATE 1970'S. NOW THAT WAS RIGHT AT THE TIME THE GOVERNMENT STARTED ENFORCING EMISSION LAWS, AND THAT KEPT THIS ENGINE UNDER 200 HORSEPOWER. NOW SINCE THIS IS THE BIGGEST BORE THAT CHRYSLER

EVER PRODUCED, AT 4340 IT'S GOT TONS OF POTENTIAL, IS STILL READILY AVAILABLE, AND VERY AFFORDABLE.

(JOHN)>> WE ONLY PAID $100 BUCKS FOR THIS ONE. THEN WE SENT IT TO HOLDEN AUTO MACHINE IN ILLINOIS WHERE IT WAS BORED AND HONED 30 OVER, WHICH GIVES US EIGHT MORE CUBIC INCHES. WHERE THEY ALSO DECKED IT FOR FLATNESS AND MACHINED IT FOR NEW BILLET MAIN CAPS. BUT WE'RE GONNA GET MOST OF THAT EXTRA DISPLACEMENT OUT OF USING THIS STOCK FACTORY FORGED CRANK SHAFT FROM A 440 BIG BLOCK CHRYSLER. NOW ITS GOT THREEEIGHTHS OF EXTRA STROKE THAN THE 400 CRANK SHAFT, WHICH IS GOING TO GIVE US 43 MORE CUBIC INCHES.

BUT NO GUYS, ITS NOT JUST A DIRECT DROP IN. YOU ARE GOING TO HAVE TO GRIND THE MAINS DOWN TO FIT INSIDE THE 400 HOUSING AS WELL AS SHAVE THE COUNTERWEIGHTS DOWN SO THEY CAN FIT UNDERNEATH THE PISTONS AND CLEAR THE SKIRTS OF THE BLOCK. SINCE WE WERE GONNA GRIND OUR CRANK ANYWAYS, IT WASN'T ACTUALLY MUCH MORE MONEY TO GO AHEAD AND GO THIS ROUTE. BUT NOW THERE ARE A FEW THINGS YOU NEED TO BE AWARE OF IF GRINDING A CRANK DOWN THIS FAR. THE GRINDING WHEEL HAS A ROUND EDGE ON IT, AND WHEN YOU TURN A CRANK DOWN THIS FAR IT PUTS WHAT'S CALLED A RADII IN THE SIDE EDGES OF THE CRANK JOURNAL. NOW THIS IS A GOOD THING, ESPECIALLY FOR HIGHER RPM ENGINES AND THE OVERALL STRENGTH OF YOUR CRANK SHAFT, BUT IT WILL CAUSE A PROBLEM IF YOU'RE TRYING TO RUN A STOCK BEARING. WHAT WE NEED TO RUN IS CALLED A CHAMFERED BEARING, AND THE PROBLEM WE RAN INTO IS NOBODY OFFERS A 400 CHAMFER BEARING THAT YOU CAN GET RIGHT OFF THE SHELF. THERE'S ACTUALLY ONLY ONE COMPANY THAT OFFERS A SET OF CAPS AND BEARINGS FOR THIS PARTICULAR STROKER BUILD, AND IT'S THE GUYS AT 440 SOURCE DOT COM. WHAT THEY DO IS START WITH THE PSERIES CLEVITE BEARING AND ACTUALLY CUT THEIR OWN CHAMFER IN IT.

THAT WAY OUR BEARINGS DON'T HAVE TO CLEARANCE THEMSELVES LEAVING SHAVINGS IN OUR OIL PAN. NOW WE CAN INSTALL OUR TOP BEARINGS AND LUBE THEM UP WITH SOME EDELBROCK LUBE.

AND AFTER INSTALLING THE REAR MAIN SEAL, WE CAN FINALLY DROP IN THAT STROKER CRANK. THE 440 SOURCE ALSO IMPROVED ON THESE STOCK BEARINGS BECAUSE THESE DON'T HAVE AN OILING GROOVE IN THE BOTTOM BEARING. THAT MEANS THE ROD BEARINGS ONLY GET OIL WHEN THE MAIN JOURNAL OILING HOLES LINE UP WITH THE TOP HALF OF THE BEARINGS. THESE ARE WHAT'S CALLED A FULL GROOVE BEARING. THAT WAY THE ROD BEARINGS HAVE OIL PRESSURE ALL THE TIME. WITH OUR MAIN CAPS INSTALLED, WE CAN TORQUE THEM TO 90 FOOT POUNDS. YOU'VE SEEN US USE A LOT OF ARP STUDS HERE, AND THAT'S FOR GOOD REASON. ONE IS THAT THEY'RE MADE OUT OF CHROMOLY, AND TWO IS THAT THEY ONLY STRETCH ON THEIR LINEAR AXIS. SO FOR A TWO BOLT MAIN CAP SITUATION LIKE THIS THEY'RE A PERFECT UPGRADE. WELL WE'VE GOT A LOT MORE COMING UP.

(JOHN)>> WE'RE BACK WITH OUR FRANKENSTEIN CHRYSLER

STROKER AND WE'VE ADVANCED JUST A BIT BY INSTALLING OUR COMP CAMS RETRO FIT HYDRAULIC ROLLER CAM SHAFT AND MAGNUM SERIES DOUBLE ROLLER TIMING CHAIN. KONE HBEAM RODS HANGING ON WISECO FORGED PISTONS WENT IN NEXT. AND THEN OUR CHROME TIMING COVER, POINTER, AND BALANCER SENT TO US BY SUMMIT RACING.

AND NOW WE'RE READY TO BUTTON UP THIS BOTTOM END, AND UP FIRST IS THIS MELLING HIGH VOLUME OIL PUMP,

BUT WITH A TWIST. INSTEAD OF RUNNING THE STOCK OIL FILTER HOUSING ADAPTER. WE'LL BE RUNNING ONE FROM MILODON, WHICH HOUSES A 12 A/N EXTERNAL LINE. IT ATTACHES TO A BOLT IN PICK UP AND OUR MILODON HIGH CAPACITY OIL PAN. AND THE BEST PART ABOUT THIS SYSTEM, IT'LL SUPPLY ENOUGH OIL, EVEN FOR A TOP FUEL DRAG CAR.

EDELBROCK'S BEEN MAKING MOPARS GO FAST FOR A LONG TIME. THAT'S WHY WE CHOSE THE PERFORMER RPM SERIES. NOW THEY FLOW GOOD NUMBERS RIGHT OUT OF THE BOX AND THEY'RE GONNA GIVE US THAT 10.5 TO ONE COMPRESSION RATIO WE'RE LOOING FOR. FIRST WE NEE TO INSTALL OUR ROLLER LIFTER. THEN LAY DOWN OUR FEL PRO HEAD GASKETS AND SET ON OUR HEADS. TORQUING THEM DOWN WITH ARP HEAD BOLTS. NOW BEFORE WE FINISH UP OUR TOP END, LETS GO OVER THE BIGGEST DIFFERENCE BETWEEN CHRYSLERS AND MOST OTHER TYPES OF ENGINES. MOPARS ACTUALLY CAME FROM THE FACTORY WITH SHAFT MOUNT ROCKERS INSTEAD OF STUDS OR PEDESTAL MOUNTS. NOW THE COOL PART ABOUT A MOPAR IS OIL ACTUALLY COMES UP THROUGH THE HEAD INTO THE SHAFTS, PRESSURIZES AND THEN EVEN COMES OUT OVER THE ROLLERS, NOW EVEN ENGINES THAT HAVE BEEN UPGRADED TO SHAFT MOUNT ROCKER ARMS USUALLY STEAL OIL THROUGH THE PUSH RODS. WE'RE ACTUALLY GONNA DO BOTH, AND THAT'S BECAUSE OUR BLOCK WAS DECKED QUITE A BIT TO GET IT TO CLEAN UP, MAKING IT IMPOSSIBLE TO RUN A FACTORY LENGTH PUSH ROD. AND CUSTOM CUP STYLES LIKE THE ORIGINAL WERE GONNA BE EXPENSIVE AND TAKE A WHILE TO GET. SO THAT'S REALLY WHY WE CHOSE THESE MAGNUM SERIES ROCKERS. THEY ALLOW US TO RUN A BALL IN STYLE PUSH ROD AND RUN OIL THROUGH THEM TOO. AND NOW I'LL SET OUR LASH AT A HALF A TURN PAST ZERO. WITH THE VALVE COVER ON ONE SIDE SO I DON'T DRIP EVERYWHERE WE NEED TO GO AHEAD AND FILL THE PAN WITH SOME EDELBROCK BREAK IN OIL. I'M PRIMING IT SLOWLY TO SHOW YOU NOW THIS OILING SYSTEM WILL NOW WORK. THE SHAFTS ARE WORKING LIKE NORMAL AND THE EXTRA OIL FROM THE PUSH RODS WILL KEEP US FROM BURNING THEM UP WHILE WE'RE IDLING ON THE STREET. REMEMBER, WELL LUBRICATED PARTS ARE HAPPY PARTS. NOW I'M GOING TO PRIME IT FOR REAL, AND AT 70 POUNDS OF PRESSURE WE'RE GOOD.

(MIKE)>> NOW IT'S TIME FOR THE FUN PART, THE CLASSIC AND NOSTALGIC SIX PACK CARBURETOR SETUP. IN FACT THE SIX PACK MANIFOLD LIKE THIS WAS EDELBROCK'S FIRST BIG PRODUCTION ORDER BY ONE OF THE BIG THREE, AND THAT'S WHAT PUT THEM OUT IN FRONT DURING THE MUSCLE CAR WARS BACK IN THE '60'S. THIS ONE CAME TO US FROM SUMMIT RACING AND IT'S DESIGNED FOR THE 400'S DECK HEIGHT. MOST OF THESE INTAKES WERE MADE FOR THE 440, WHICH HAD A TALLER DECK HEIGHT. AND COMBINED WITH THIS SETUP IT MADE IT QUITE A CHALLENGE TO FIT UNDER MOST GUYS' HOODS. NOW THE 400 HAD A SHORTER DECK HEIGHT, AND PAIRED UP WITH THIS COMBINATION, THAT'S WHAT MADE IT SO POPULAR BACK IN THE DAY. THE CONFIGURATION UP TOP IS ONE 350 CFM IN THE CENTER AND TWO 500 CFM OUTBOARD CARBS. NOW HOLLEY STILL MAKES IT AND IT'S GONNA BE A GREAT ADDITION TO OUR 451 BY GIVING US THAT NOSTALGIC LOOK.

(JOHN)>> BUT FIRST WE'VE GOT TO PUT IT ON, AND I LIKE TO USE A LITTLE BIT OF CLEAR LOCTITE SILICONE TO HOLD THE GASKET IN PLACE FIRST. THEN ADD A LITTLE BIT IN THE CORNERS AND ON THE FRONT AND REAR RAILS. NOW I CAN LAY DOWN THE VALLEY PAN GASKET, AND TO HOLD IT DOWN OUR FRONT AND REAR STRAPS I MADE OUT OF SOME SCRAP ALUMINUM, JUST SNUG FOR NOW. NOW I'LL PUT ANOTHER SET OF GASKETS ON THE INTAKE AND I CAN CAREFULLY SET IT IN PLACE AND TIGHTEN IT DOWN. I'M BOLTING ON AN AIRTEX WATER PUMP THAT'LL BE RUN BY AN ELECTRIC MOTOR, AND THE BELT WE GOT FROM SUMMIT. SO FAR SO GOOD, AND THIS THING LOOKS MEAN ENOUGH TO CONVERT THOSE CHEVY AND FORD GUYS OVER. NOW ONE MISTAKE A LOT OF GUYS MAKE IS THEY GET INTO A RUSH, WANT TO FIRE THIS THING UP TOO EARLY. WE'VE GOT A LOT OF FRESH SILICONE FROM THE TOP TO THE BOTTOM. AND DOING THAT WILL DEFINITELY MAKE THIS THING LEAK LIKE A THREE DAY OLD DIAPER. NOW ONE THING IT REALLY NEEDS TO DO IS SIT OVERNIGHT. GIVE EVERYTHING TIME TO HARDEN AND CURE, AND THAT'S EXACTLY WHAT WE'RE GONNA DO.

(JOHN)>> WE'RE BACK ON OUR OLD SCHOOL STROKER, AND IT SHOULD BE A PRETTY IMPRESSIVE COMBO WITH THE EXTRA STROKE FROM THE 440 CRANK WE HAD TURNED TO PUT IN OUR 400 BIG BLOCK ALONG WITH A BULLETPROOF SET OF KONE RODS AND WISECO PISTONS, TOPPED OFF WITH EDELBROCK PERFORMER RPM HEADS, A SIX PACK INTAKE WITH HOLLEY CARBS ON IT. THEN WE LET EVERYTHING SIT OVERNIGHT. NOW THAT CURING TIME IS VERY IMPORTANT BUT WE DIDN'T WANT TO WASTE ANY TIME. SO I WENT AHEAD AND GOT HER LOCKED ONTO THE DYNO SO WE COULD KNOCK OUT A FEW LAST MINUTE ITEMS ON OUR CHECKLIST. NOW WHETHER YOU'RE TAKING YOUR ENGINE TOO THE DYNO OR YOU'VE GOT SOMEBODY WAITING TO PUT IT IN THE CAR FOR YOU, I'VE GOT SOME TIPS THAT'LL HELP SAVE YOU TIME AND MONEY.

GO AHEAD AND DO ALL THE SMALL THINGS YOURSELF LIKE WE DID.

FIRST WE MOCKED UP OUR HOOKER DARK SIDE COATED HEADERS. THEN WE INSTALLED OUR SUMMIT BILLET DISTRIBUTOR AND MARKED IT TO MAKE SURE OUR ROTOR WAS PHASED IN CORRECTLY. AFTER THAT WE MADE UP OUR PLUG WIRES, ROUTING

THEM NICE AND NEAT. NOW BY DOING THIS WORK YOURSELF BEFORE YOU SEND THE MOTOR OFF, IT ACTUALLY GIVES YOU A CHANCE TO FIX ANY

LITTLE ISSUES YOU COME ACROSS, KINDA LIKE THE ONE WE FOUND.

THE ORIGINAL PLUG WE WERE GONNA USE IS JUST A LITTLE BIT TOO LONG. IT WAS GONNA PUT THE BOOT A LITTLE BIT TOO FAR OUT CLOSE TO THE HEADER.

SO WHAT WE'RE GONNA DO TO FIX THAT IS RUN WHAT THEY CALL A HEADER PLUG FROM ACCEL. NOW IT'S THE EXACT SAME DESIGN AND PLUG BUT JUST A LITTLE BIT SHORTER. THAT'LL KEEP OUR BOOT ENDS FROM BURNING UP. NOW ALL WE NEED TO DO IS HOOK UP A WATER SUPPLY FOR COOLING, FUEL SUPPLY, AND IGNITION. THE HEADER SMOKE WAS EXPECTED. WHOO, BUT COOKING ALL THE PLUG BOOTS WAS NOT.

NOBODY KNOWS THE TROUBLE I'VE SEEN. SO IT'S ACCEL INSULATOR SLEEVES ALL AROUND. AND OUR WATER STARTED COOKING TOO. SO WE'RE BYPASSING THAT DRAG RACING ELECTRIC PUMP AND PUTTING ON A SET OF PULLEYS JUST FOR THE DYNO. NICE, 30 DEGREES IS A SAFE STARTING POINT. OKAY, 3,000 TO 5,000 RPM. NOW THE SIX PACK SETUP IS NOT REAL HARD TO TUNE BUT CAN BE VERY TIME CONSUMING. I'M NOT GOING FOR THAT TODAY.

I JUST WANT TO MAKE SURE THAT THIS ENGINE IS SOLID, HE'S SHOWING OFF SOME OF THAT MOPAR STRENGTH. THAT SOUNDED HEALTHY. LETS SEE WHAT A COUPLE MORE DEGREES WILL DO.

ALRIGHT, HERE GOES THE BIG HORN. [ engine revving]

(JOHN)>> WHOO, 480 HORSEPOWER AND 552 FOOT POUNDS OF TORQUE. THE AVERAGE OVER THE ENTIRE THE RUN, WHICH IS 3,500 TO 6,000 IS 498 FOOT POUNDS OF TORQUE. SO BASICALLY THIS THING'S LIKE HAVING A BLOWER MOTOR WITHOUT A BLOWER ON IT. THIS THING IS GOING TO BREAK REAR ENDS. WE'RE OKAY WITH THAT. THAT'S WHY THESE GUYS ARE SO DIE HARD MOPAR FANS. YEAH, IT DEFINITELY COST MORE TO BUILD ONE OF THESE THINGS THAN A CHEVY OR FORD, BUT LOOK AT THE TORQUE NUMBERS THIS THING CREATED RIGHT OUT OF THE GATE. WE HAVEN'T EVEN BEGUN TO START TUNING ON THESE CARBURETORS YET. THAT'S WHY THE MUST LIVE BY THAT MOTTO, MOPAR OR NO CAR.

(JOE)>> HERE ON HORSEPOWER WE'VE POURED COUNTLESS

QUARTS OF ROYAL PURPLE INTO PROJECT ENGINES AND WHILE WE LIKE THE RESULTS, WE'D LIKE TO KNOW HOW THEY MAKE THE STUFF AND WHY THEY CAN BACK CLAIMS OF SUPERIOR SYNTHETIC PROTECTION. SO TIME FOR A ROAD TRIP. THIS IS WHERE OUR STORY BEGINS, THE TANK FARM AT ROYAL PURPLE'S HEADQUARTERS NEAR HOUSTON. EACH OF THESE 56 CONTAINERS HOLDS ONE MILLION GALLONS OF BASE OIL READY TO TRAVEL THROUGH A MAZE OF STAINLESS

STEEL PIPES THROUGH ONE OF MANY BLENDING TANKS INSIDE. HERE'S WHERE THE ADVANCED ADDITIVE TECHNOLOGY IS INTRODUCED, FORTIFYING THE BASE OIL AND CREATING ROYAL PURPLE'S SUPERIOR FILM SCREEN. THIS WHOLE AREA'S DEDICATED TO INDUSTRIAL LUBRICANTS USED TO KEEP CUSTOMER EQUIPMENT RUNNING AROUND THE

COUNTRY AND BEYOND. AND BECAUSE OF INCREASED DEMAND, PRODUCTION CAPACITY WAS RECENTLY RAMPED UP 200 PERCENT.

(LEIGH)>> IF SOMEONE NEEDS OIL IT'S A CRITICAL SITUATION. SO WE NEED TO BE ABLE TO TURN IT, OR SHIP IT SAME DAY, OR NEXT DAY.

(JOE)>> THE PROJECT OF PRODUCING SYNTHETIC OIL FOR INDUSTRIES IS WHAT GOT ROYAL PURPLE OFF THE GROUND IN 1986.

(LEE)>> WE WERE COMPETING AGAINST THE LARGEST CORPORATIONS IN THE WORLD, GOING AGAINST CONVENTION. SO IT WAS AN UPHILL FIGHT.

(JOE)>> BUT A SUCCESSFUL ONE, AND BEFORE LONG SOMETHING VERY INTERESTING HAPPENED. A FEW OF THE INDUSTRIAL CUSTOMERS WERE ALSO PART TIME RACES WHO WANTED TO TRY A VERSION OF THE SYNTHETIC

OIL IN THEIR OWN HIGH PERFORMANCE ENGINES. GUESS WHAT, IT NOT ONLY REDUCED WEAR, IT ALSO MAXIMIZED HORSEPOWER AND TORQUE. IN A WAY IT WAS THE BEGINNING OF A NEW ERA, PRODUCING SUPER PREMIUM SYNTHETICS FOR CONSUMERS. AND THAT BRINGS US TO ANOTHER ROYAL PURPLE FACILITY WHERE THESE BOTTLES ARE READY TO BE FILLED WITH 10 W30.

(RANDY)>> A LOT OF PROCESSES, PROCEDURES GO IN PLACE TO ALLOW US TO HIT THE CAPACITY WE WANT. OBVIOUSLY WE WANT TO CONTINUE THAT GROWTH, KEEP PEOPLE PURCHASING THE ROYAL PURPLE BRANDS. ALL THE EMPTY BOTTLES ARE PUT INTO THIS BIN.

(JOE)>> OSCAR PETELLO, THE MAN IN CHARGE, GAVE ME A TOUR. JUST LIKE THE PRODUCTION PROCESS, THE BOTTLE'S BEEN APPROVED, NOW 20 PERCENT HEAVIER AND STRONGER. AFTER THE SLANTED LABEL GOES ON EACH BOTTLE GETS SCANNED BEFORE A TRIP TO THE FILLING STATION. THE FILLING MACHINE DOESN'T CARE ABOUT THE WEIGHT OF THE BOTTLE. IT FILLS EACH ONE ACCORDING TO THE PRESCRIBED WEIGHT OF THE FILL, AND IT ONLY TAKES TWO SECONDS TO PRECISELY LOAD UP EACH QUART. NEXT DOOR LIKE A WELL CHOREOGRAPHED LINE DANCE, THIS MACHINE GRABS THE FLATTENED BOXES, WHIPS THEM INTO SHAPE, TAPES THE BOTTOMS, AND MOVES THEM DOWN THE LINE READY FOR A RENDEZVOUS WITH THE FRESHLY FILLED BOTTLES.

NEXT STEP, A WHOLESALER AT ONE OF 25,000 RETAILERS. BUT WAIT, THERE'S MUCH MORE THAN THAT. ALL ROYAL PURPLE PRODUCTS UNDERGO SOME OF THE MOST RIGOROUS TEST IN THE INDUSTRY. OFTEN MORE THAN 40 BEFORE THEY GO OUT THE DOOR.

(WILLIE)>> ONCE BLENDED AND PUT INTO THE FINAL PACKAGE WE ALSO DO TESTING ON THE PACKAGED PRODUCT ITSELF JUST TO MAKE SURE THAT WHAT WENT INTO THAT PACKAGE IS WHAT WE SAID WE'D PUT INTO IT. IN THIS FOAM TEST AMY POURS ABOUT 200 MILLILITERS OF

MOTOR OIL INTO A CYLINDER, WHICH GOES INTO A VAT OF 200 DEGREE WATER TO SIMULATE ENGINE HEAT.

AFTER 10 MINUTES SHE ATTACHES A HOLLOW TUBE TO WHAT'S CALLED A FOAM STONE, WHICH GOES DIRECTLY INTO THE OIL. THEN AN AIR HOSE IS CONNECTED TO AERATE THE

OIL FOR FIVE MINUTES.

(AMY)>> ABOUT 20 MILLILITERS OF FOAM SITTING ON THE TOP OF THE OIL IS ACCEPTABLE. IF YOU'VE GOT A PROBLEM, YOU'LL SEE FOAM COMING ALL THE WAY UP THE TUBE.

(JOE)>> WHAT'S MOST IMPORTANT IS HOW LONG IT TAKES THE OIL TO DISSIPATE AFTER THE AERATION STOPS. 12 SECONDS IS DEFINITELY A PASSING GRADE.

(AMY)>> THIS IS OUR SPECTROMETER.

(JOE)>> A SPECTROMETER IS USED IN ANOTHER TEST TO EXAMINE THE OIL'S CHEMISTRY.

(AMY)>> WE TEST IT FOR QUALITY CONTROL TO FIND OUT THAT THE ADDITIVE PACKAGE THAT WE INTEND TO BE IN

THERE IS IN THERE AND ALSO THAT THERE'S NO CONTAMINANTS WE DON'T WANT.

(JOE)>> FIRST A LITTLE KEROSENE'S ADDED TO MOTOR OIL THAT'S DRAWN THROUGH A TUBE TO THIS MACHINE. ARGON GAS IS INTRODUCED HERE TO CREATE A MIST.

(AMY)>> SO THE MIST GOES UP THROUGH A POWER SOURCE, WHICH EXCITES THE ELECTRONS IN THE OIL.

AND AS THEY COME OUT OF THIS POWER SOURCE THEY GIVE THAT ENERGY BACK, WHICH CREATES A PLASMA THAT'S 18,000 DEGREES FAHRENHEIT.

(JOE)>> NOW A TECHNICIAN CAN OBSERVE THE COMPOSITION OF 22 DIFFERENT ELEMENTS FROM ZINC TO ALUMINUM. DOWN HERE'S IS THE R&D DEPARTMENT. THIS IS WHERE ROYAL PURPLE FORMULAS OF THE FUTURE ARE BEING DEVELOPED TODAY. SOME OF THE STUFF IS SO TOP SECRET IN HERE THEY EVEN COVERED UP THE CABINETS. THEY DID LET US EVE'S DROP ON A DESTRUCTIVE TEST HOWEVER, TO SEE WHICH OIL BEST PREVENTS GALLING OR

SCARING ON A LITTLE CYLINDER OF HARDENED STEEL. THE COMPETITOR'S SYNTHETIC IS FIRST POURED INTO A LITTLE METAL CONTAINER. THE WHEEL ROTATES IN THE OIL, AND USING WEIGHTS AND A

FULCRUM EIGHT POUNDS OF PRESSURE ARE APPLIED TO THE STEEL CYLINDER ON TOP. NEXT THE EXACT SAME DRILL USING ROYAL PURPLE OIL.

EVERYTHING'S GOT TO BE CONSISTENT EXCEPT FOR THE RESULTS. ON THE LEFT THE OTHER SYNTHETIC ALLOWED THREE TIMES MORE DAMAGE TO ITS STEEL CYLINDER. ( )>> EVERYBODY HAS HEARD THAT YOU PUT OUR OIL IN A CAR, YOU GET BETTER FUEL ECONOMY. THIS IS ONE OF THE REASONS.

(JOE)>> LIKE TESTING AND RESEARCH, EMPLOYEE IS ONGOING HERE TOO. YOU SEE IT'S NOT ENOUGH TO KNOW YOUR PRODUCT PERFORMS BETTER, YOU'VE GOT TO KNOW WHY. AND TO EXPAND YOUR CREATIVELY YOU'VE GOT TO LISTEN TO YOUR CUSTOMERS.

THAT'S A BIG PART OF MARK MCFANN'S JOB.

(MARK)>> THERE HAVE BEEN A LOT OF PROBLEMS THAT WE'RE HEARING FROM CUSTOMERS ABOUT SUBPAR FUELS, PROBLEMS WITH FUEL INJECTION, SIMPLY DIRECT FUEL INJECTION, AND

WE SPENT THE LAST COUPLE OF YEARS DOING HUNDREDS OF HOURS OF R&D FOR A NEW FUEL SYSTEM CLEANER.

(JOE)>> THESE GUYS SEEM TO HAVE THE FORMULA FOR SUCCESS DIALED IN.

GIVE THE CUSTOMER THE VERY BEST BANG FOR HIS HARD EARNED BUCK AND HE'LL GIVE YOU BACK A PRICELESS PAYBACK CALLED BRAND LOYALTY.