Unleashing the Supercharged Aluminator in our Ford Ranger

(KEVIN)>> FIRE IT UP!

(ANNOUNCER)>> TODAY WE'RE BACK ON PROJECT ROLLING THUNDER AND

FIRING UP OUR SUPERCHARGED FOUR POINT SIX ALUMINATOR ENGINE FOR THE FIRST TIME. AND WE'RE GONNA SHOW YOU HOW TO FIND THE CENTER OF GRAVITY OF YOUR RIDE.

IT'S ALL TODAY HERE ON TRUCKS.

(KEVIN)>> HEY GUYS, WELCOME TO TRUCKS. WELL TODAY IS A GOOD DAY BECAUSE PROJECT ROLLING THUNDER HERE, AFTER ALL THE WORK AND ALL THE TIME, GETS FIRED UP FOR THE FIRST TIME. NOW WE'RE ALSO GONNA SHOW YOU SOME OF THE THINGS THAT WE'VE DONE TO THIS VEHICLE SINCE YOU SAW IT LAST. BUT JUST IN CASE YOU'RE NEW AND JUST IN CASE YOU NEED A LITTLE BIT OF A REMINDER OVER EVERYTHING THAT'S GONE INTO THIS VEHICLE TO GET IT TO WHERE IT IS TODAY, LETS TAKE A LITTLE TRIP BACK IN TIME.

(RYAN)>> OUR LITTLE MAZDA B-2,500 HAD ITS FOUR CYLINDER AND FIVE SPEED DRIVETRAIN YANKED AND SET TO THE SIDE IN FAVOR OF A FOUR POINT SIX LITER DUAL OVER CAM ENGINE AND TRANSMISSION COMPLETE WITH DUAL EXHAUST STICKING OUT THE SIDE. WITH THAT DONE, IT'S TIME TO FIRE IT UP. [ engine firing ]

(KEVIN)>> CHECK THAT. [ engine revving ]

(KEVIN)>> OBVIOUSLY GOING FROM FOUR CYLINDER TO VEIGHT POWER GAVE US TONS MORE HORSEPOWER AND TORQUE. BUT AFTER A FEW MILES WITH THIS JUNKYARD ENGINE, IT SOUNDED LIKE THERE WAS A LITTLE MAN WITH A HAMMER TRYING TO GET OUT OF THE BOTTOM END. [ engine revving, engine knocking ]

(KEVIN)>> HEARD IT THEN. [ engine knocking ]

(RYAN)>> I THINK OUR SCREAMING DEAL ENGINE WAS SO MUCH OF A SCREAMING DEAL!

(KEVIN)>> IT SOUNDED LIKE A WORN ROD BEARING, AND A PROBLEM LIKE THAT DOESN'T FIX ITSELF. SO WE HEADED TO THE HOUSE.

(RYAN)>> NOW OUR 32 VALVE FOUR POINT SIX LITER DUAL OVERHEAD CAM ENGINE SWAP WAS A SUCCESS, JUST A SHORT LIVED ONE. THAT'S ALL RIGHT IT JUST GAVE US PLENTY OF OPPORTUNITY TO UPGRADE TO BIGGER AND BETTER THINGS, LIKE THIS ALUMINATOR TOPPED WITH A WHIPPLE SUPERCHARGER AND BACKED BY A SIX SPEED TREMEC MANUAL TRANSMISSION ALONG WITH A WHOLE HOST OF OTHER MECHANICAL AND CHASSIS UPGRADES MAKING

THIS PICK UP TRUCK LESS LIKE A RANGER AND MORE LIKE A MUSTANG. NOW A STOCK MAZDA OR RANGER FRAME ISN'T EXACTLY THE

STIFFEST PLATFORM TO BUILD A TRACK VEHICLE OFF OF. SO WE ADDED SOME BOXING PLATES COMPLETE WITH SPEED HOLES. WE WELDED THOSE IN ALONG WITH ALL THE CROSS MEMBER JUNCTIONS TO MAKE THE CHASSIS AS STIFF AS POSSIBLE. THEN WE LOWERED IN OUR FOURSIX AND SIX SPEED MANUAL TRANSMISSION. FOLLOWED THAT WITH THE INSTALLATION OF AN INDEPENDENT REAR SUSPENSION OUT OF AN '03 MUSTANG COBRA. YOU DON'T SEE THAT EVERYDAY IN A TRUCK. THEN IT WAS ON TO THE FRONT SUSPENSION, WHICH WAS MOVED FORWARD FIVE AND A HALF INCHES FOR WEIGHT DISTRIBUTION. SPEAKING OF WHICH, THAT'S THE REASON WE PUT THE FUEL TANK AND THE BATTERY TOWARDS THE REAR OF THE TRUCK. BETTER BALANCE EQUALS BETTER HANDLING. A HEAVY DUTY ALUMINUM DRIVESHAFT CONNECTS OUR SIX SPEED GEAR BOX TO THE LIMITED SLIP EQUIPPED DIFFERENTIAL. AFTER A LITTLE BIT OF PLUMBING, WE REINSTALLED OUR CERAMIC COATED FACTORY MANIFOLDS.

WE FOLLOWED THAT WITH THE INSTALLATION OF A COMPLETELY CUSTOM STAINLESS STEEL EXHAUST SYSTEM. AND SINCE WE LIKE THE SIDE EXIT, WE KEPT THAT. THIS TIME WE WENT OUT BOTH SIDES. NOW TO FEED THE SUPERCHARGER WE ADDED A COLD AIR INTAKE. NOW TO KEEP TABS ON WHAT'S GOING ON UNDERNEATH THE HOOD WE ADDED A WHOLE SLEW OF GAUGES. AND TO KEEP US SAFE INSIDE, WELL WE ADDED A PRETTY ROBUST ROLL CAGE COMPLETE WITH RACE SEATS AND

FIVE POINT HARNESSES. THE LAST THING WE NEED TO DO, WAD THIS THING UP ON A ROAD COURSE AND NOT WALK AWAY.

(KEVIN)>> AND ALONG WITH ALL THE MECHANICAL AND HIGH PERFORMANCE MODIFICATIONS, WE ALSO DID SOME PRETTY AGGRESSIVE AND EXTENSIVE BODY MODS, INCLUDING MAKING THIS OUT OF THIS. WE ALSO SHOWED YOU GUYS SOME REALLY INTERESTING AND OUT OF THE BOX WAYS TO DO CUSTOM BODY WORK, CHECK IT OUT. NOW THERE'S NOTHING WRONG WITH THE MAZDA, BUT WE LIKE THE

LOOKS OF THE RANGER BETTER. SO WE JUST MADE IT ONE WITH THE HELP OF THE LMC CATALOG.

AT THE BOTTOM OF THE CAB WE DID A THICK SPRAY

ON THERMAL COATING.

FOR THE FRONT SHEET METAL WE STRETCHED THE WHEEL BASE, OR JUST USED TO FENDERS TO MAKE ONE, TO ACCOMMODATE THE STRETCHED WHEEL BASE AND USED GOOD OLE FASHIONED OLD SCHOOL WELDING TECHNIQUES TO KEEP THE WELDS COOL AND KEEP OUR SHEET METAL IN THE SHAPE THAT WE INTENDED. OUT BACK WE WELDED IN A CUSTOM METAL ROLL PAN FOR A COOLER, SMOOTH LOOK. NOW THAT THE WHEEL ARCH WAS IN THE RIGHT PLACE OUT FRONT, WE HAD TO ACCOMMODATE THE STUPID WIDE WHEEL AND TIRE PACKAGE. SO WE JUST DID A LITTLE VOODOO MAGIC WITH SOME QUARTER INCH STEEL ROD, PIE CUTTING THE SHEET METAL, AND TESTING IT

TO MAKE SURE WE COULD GET ARTICULATION WITHOUT RUBBING.

WE WANTED BRAKE COOLING DUCTS FRONT AND REAR ON THIS VEHICLE. SO WITH SOME CUSTOM SHEET METAL WORK AND SOME OFF THE SHELF KITS WE MADE THAT HAPPEN. THE AIR INLETS ON THE BED SIDE DON'T JUST LOOK COOL, THEY'RE ACTUALLY STYLED AFTER AN OLD SCHOOL NACA DUCT, AND FORCE AIR IN BEHIND THE ROTOR QUITE EFFECTIVELY. THE FRONT AIR DUCTS ARE FED WITH A RAM AIR EFFECT THROUGH THE SNUGGLY BUMPER INTO SOME CARBON FIBER INLETS. THE BED IS A CROSS BRACE THAT BOLTS IN TO THE ROLL CAGE AND TO THE FRAME AND IS COVERED UP BY A NEW

ALUMINUM TONNEAU COVER.

(ANNOUNCER)>> UP NEXT, WE'RE USING A PRESSURIZED OIL SYSTEM TO GET OUR BRAND NEW "ALUMINATOR" READY TO FIRE, STAY TUNED!

(RYAN)>> HEY GUYS, WELCOME BACK TO THE SHOP. NOW UNDER THE HOOD WE'RE JUST ABOUT FINISHED UP. THE ONLY THING WE'VE REALLY GOT LEFT TO DO IS FILL THIS

ENGINE WITH FLUIDS AND GET A REFLASHED PCM INSTALLED. NOW WE'VE HAD A CHANCE TO GET UPPER AND LOWER RADIATOR HOSES ON THIS THING, GET THE PLUMBING FOR THE INTERCOOLER AND HEAT EXCHANGER TAKEN CARE OF, AND GET OUR SUPERCHARGER DRIVE BELT ON. WE'VE ALSO BUTTONED UP THE WIRING, FILLED UP THE BRAKE RESERVOIR AND CLUTCH RESERVOIR, AND MOUNTED OUR FUEL PRESSURE REGULATOR TO THE FIREWALL ALONG WITH RUNNING ALL THE LINES.

(KEVIN)>> SPEAKING OF FUEL, WE WANTED TO SHOW YOU SOMETHING THAT WE'VE REVISED SINCE THE LAST TIME YOU SAW IT. WE USED TO HAVE THE FUEL CAP MOUNTED IN THIS ALUMINUM PLATE

AND WE WERE GONNA HARD MOUNT IT TO THE BED FLOOR,

BUT WE GOT TO THINKING. THIS IS GONNA SEE SOME PRETTY AGGRESSIVE DRIVING AND POSSIBLY SOME TRACK TIME. AND IF THE EVENT HAPPENED WHERE SOMETHING BAD WENT DOWN, WE GOT INTO A COLLISION, WELL NOW WE'VE LOCKED THE BED AND

OUR FUEL NECK TOGETHER. SO WHAT WE DID IS JUST CUT A LARGER HOLE IN THE FLOOR, MAKE A LITTLE NECK ON THE FUEL TANK, AND ISOLATE AND MOUNT THE FUEL CAP RIGHT HERE. WE'VE GOT PLENTY OF CLEARANCE AROUND THE BED FLOOR AND WE'VE ALSO INSURED THAT THERE'S NOT A SPARK RISK RIGHT AT THE FUEL VAPOR CONTACT POINT BY USING VACUUM LINE AND SOME WEATHER STRIPPING ADHESIVE AND KINDA SEALED IT UP.

IT DOESN'T LOOK BAD AND WE KNOW WE'RE GONNA BE SAFER ON THE ROAD.

(RYAN)>> NOW THE ORIGINAL COBRA INDEPENDENT REAR SUSPENSION, ANTIROLL BAR, OR AN ANTISWAY BAR MOUNTED ON THE BACK SIDE OF THE SUBFRAME AND BEHIND THE DIFFERENTIAL, BUT IT INTERFERED WITH OUR COIL OVERS.

SO WE HAD TO LOSE IT. WHAT WE ENDED UP DOING WAS RECYCLE THE TRUCK'S ORIGINAL FRONT SWAY BAR. AND WE'VE GOT IT INSTALLED ON THE FRONT SIDE OF THE DIFFERENTIAL WHERE THERE'S BARELY ENOUGH ROOM. NOW WE MADE SOME CUSTOM BRACKETS FOR IT TO HANG IT OFF THE FRAME AND PICKED UP SOME POSILINK END LINKS FROM RIDE TECH AND ATTACHED IT TO THE LOWER CONTROL ARM'S ORIGINAL SWAY BAR MOUNT. NOW THIS SWAY BAR IS A LITTLE BIT LARGER DIAMETER AND HAS SHORTER ARMS, SO IT'S GONNA BE EVEN MORE EFFECTIVE THAN THE STOCK COBRA SWAY BAR AT REDUCING BODY ROLL. NOW OUR CRATE ENGINE CAME TO US BRAND NEW WITH ZERO MILES ON IT, AND I'M SURE IT WAS PUT TOGETHER WITH ASSEMBLY LUBE AND ALL THAT, BUT IT HAS BEEN SITTING FOR A COUPLE OF YEARS BOTH IN AND OUT OF THE TRUCK. AND THE LAST THING WE WANT TO DO IS TURN THE KEY FOR THE FIRST TIME AND HAVE METAL TO METAL CONTACT OR A DRY START CAUSING A LOT OF ENGINE WEAR. SO WE'RE GONNA MAKE SURE THE ENGINE OILING SYSTEM IS FULLY LUBRICATED BEFORE WE DO THAT. WE'RE GONNA BE USING THIS GOODSON'S PRESSURIZED PRELUBRICATION OIL TANK. NOW YOU GUYS MIGHT BE A LITTLE BIT MORE FAMILIAR WITH THIS

OIL PUMP DRIVESHAFT TOOL. ONE END HOOKS UP TO AN ELECTRIC DRILL, THE OTHER ENGAGES THE OIL PUMP. YOU SPIN IT AND IT CIRCULATES ENGINE OIL. BUT ON VEHICLES AND ENGINES WITHOUT A DISTRIBUTOR, THAT'S JUST NOT AN OPTION. BUT YOU STILL WANT TO PRIME THE SYSTEM. NOW WE'VE GOT THIS TANK FILLED WITH A COUPLE OF QUARTS OF ROYAL PURPLE ENGINE BREAK IN OIL. NOW ALL WE HAVE TO DO IS PRESSURIZE THE TANK WITH SOME AIR AND HOOK THIS LINE UP TO A FITTING NEAR THE OIL FILTER. NOW STEP ONE IS DISCONNECTING AND REMOVING OUR AUTOMETER OIL TEMPERATURE SENDING, AND INSTALLING THIS BRASS ADAPTER. THIS ELBOW WILL ALLOW US TO INSTALL ANOTHER ADAPTER THAT

WE CAN HOOK THE LINE TO.

AFTER SNUGGING DOWN THE LINE, IT'S SIMPLY A MATTER OF PRESSURIZING THE TANK WITH COMPRESSED AIR. WE TOOK IT TO ABOUT 60 PSI. IT'S THERE! THEN SLOWLY CRACKED THE LINE OPEN AND LET THE OIL FLOW INTO THE ENGINE. AND SINCE OUR GAUGE IS STILL HOOKED UP , WE CAN JUST PUT OUR EYES ON IT AND CONFIRM THAT PRESSURE IS BUILDING IN THE SYSTEM.

NOW TO GO WITH OUR ROYAL PURPLE SYNTHETIC ENGINE BREAK IN OIL, WELL YOU GUYS MAY HAVE NOTICED WE'RE RUNNING WA ROYAL

PURPLE OIL FILTER AS WELL. AND JUST LIKE THE OIL, WELL THE FILTERS ARE PREMIUM, AND THEY DO COME AT A COST PREMIUM. BUT THERE IS A DIFFERENCE, CHECK THIS OUT. THIS IS THE FILTER ELEMENT OF ONE OF THE MOST COMMONLY FOUND OIL FILTERS AT THE LOCAL PARTS STORE. AND WHEN COMPARING IT TO THE ROYAL PURPLE FILTER, WELL THERE'S QUITE A FEW DIFFERENCE, BUT THE BIGGEST BEING THE FILTER MEDIA ITSELF. THIS IS 100 PERCENT SYNTHETIC AND FILTERS

DOWN TO 25 MICRONS.

THIS ONE, WELL IT'S KINDA WEAK LOOKING IN COMPARISON AND I'M SURE IT'S NOT GONNA DO AS GOOD A JOB. AND WHILE IT MIGHT BE SUFFICIENT FOR A HONDA CIVIC WITH 312,000 MILES ON IT. WELL FOR OUR $8000 DOLLAR CRATE ENGINE, WE KNOW WHAT ONE WE'RE GOING WITH. (ANNOUNCER0>> WHEN WE COME BACK, WE'LL SHOW YOU HOW TO FIND THE ACTUAL CENTER OF GRAVITY ON YOUR RIDE, STICK AROUND!

(RYAN)>> HEY GUYS, WELCOME BACK TO THE SHOP.

NOW WE'VE SHOWN YOU WHAT WE DID FOR ANTIROLL BAR OR SWAY BAR ON THE REAR OF THIS PICK UP TRUCK, BUT WE HAVEN'T SHOWN YOU ANYTHING UP FRONT.

THAT'S BECAUSE WE HAVEN'T INSTALLED ONE YET. NOW WHEN SELECTING A SWAY BAR FOR THIS CUSTOM APPLICATION, WELL WE DON'T WANT TO JUST GRAB ONE OUT OF A CATALOG OR GO WITH WHAT OUR BUDDY RUNS DOWN THE STREET. WE WANT TO KNOW FOR SURE SO WE CAN GET THE RIGHT

SPRING RATE FOR IT. NOW THERE'S A FEW KEY PIECES OF INFORMATION YOU NEED TO HAVE WHEN SELECTING THE CORRECT SPRING RATE FOR THE SWAY BAR, ONE OF THOSE BEING THE CENTER OF GRAVITY HEIGHT. NOW YOU'VE PROBABLY HEARD THE GENERAL RULE OF THUMB, THAT THE CENTER OF GRAVITY HEIGHT IS ABOUT WHERE THE SHIFTER HANDLE SITS OR ABOUT THE HEIGHT OF THE CAM SHAFT IN THE

ENGINE BLOCK, BUT THOSE ARE PROBABLY MORE SUITED FOR CAR APPLICATIONS. SO RATHER THAN GO WITH A GENERAL GUIDELINE, WE'RE GONNA

TAKE SOME MEASUREMENTS AND KNOW EXACTLY WHERE IT SITS ON THIS TRUCK. NOW THE FIRST STEP IS TO GET A BASELINE MEASUREMENT OF WHAT THE TRUCK WEIGHS AT ALL FOUR CORNERS WITH IT FULLY DRESSED AND SITTING AT RIDE HEIGHT. NOW THE INFORMATION WE'RE REALLY INTERESTED IN IS THE WEIGHT OVER THE FRONT OF THE VEHICLE, WHICH IS ABOUT 1,826 POUNDS. NOW FOR ACCURATE RESULTS YOU NEED TO LIFT THE BACK OF THE VEHICLE AT LEAST 10 INCHES. WE WENT UP AS HIGH WE COULD WITH OUR FLOOR JACK BEFORE RESTING IT BACK DOWN ON THE SCALES. WE DID LET THE PRESSURE OFF THE JACK, IT'S JUST

THERE FOR INSURANCE. NOW THE COMPUTER PROGRAM WE'RE USING WANTS TO KNOW THE REAR AXLE CENTER LINE. OURS IS 24 INCHES. SO BY LIFTING UP THE REAR OF THE TRUCK ABOUT 11 AND A HALF INCHES WE'VE GOT A NEW FRONT WEIGHT OF 1,851 POUNDS, AN INCREASE OF 25. ALRIGHT, NOW IN ADDITION TO SOME OF THE MEASUREMENTS WE'VE ALREADY TAKEN, THE SOFTWARE NEEDS A FEW MORE BITS OF INFORMATION, LIKE THE RADIUS OF THE FRONT TIRE, THE RADIUS OF THE REAR TIRE, ALONG WITH THE TOTAL OF THE FRONT VEHICLE WEIGHT AND THE REAR VEHICLE WEIGHT WITH IT SITTING LEVEL, AND AGAIN THE FRONT HALF OF THE VEHICLE WEIGHT WITH IT TILTED UP. WITH THAT ENTERED IN LETS SEE WHAT WE GET. NOW THERE'S A NUMBER OF CENTER OF GRAVITY CALCULATORS EASILY FOUND ONLINE, BUT YOU MAY WANT TO RUN YOUR NUMBERS THROUGH MORE THAN ONE JUST TO VERIFY YOU GET THE SAME RESULTS. AND WITH ALL THE INFO ENTERED IN, YOU LET THE MAGIC BOX

DO ALL THE BORING MATH. OURS TURNED OUT TO BE A PRETTY RESPECTABLE 21.7 INCHES. OUR TRUCK'S WHEEL BASE IS ABOUT 117 AND A HALF INCHES, AND WE'VE GOT ABOUT A 54 PERCENT FRONT WEIGHT BIAS. 54 PERCENT OF 117.5 IS ABOUT 63.5, PUTTING OUR CENTER OF GRAVITY OR CENTER OF MASS 63.5 INCHES IN FRONT OF THE REAR AXLE CENTER LINE. NOW OUR CENTER OF GRAVITY HEIGHT TURNED OUT COMPARABLE TO A LOT OF PERFORMANCE CARS, WHICH IS PRETTY GOOD CONSIDERING WE STARTED OUT WITH A PICK UP TRUCK. NOW WE'LL TAKE OUR CENTER OF GRAVITY HEIGHT MEASUREMENT,

COMBINE IT WITH OUR FRONT AND REAR ROLL CENTER HEIGHTS, OUR SPRING RATES, AND THE SPECS ON THE REAR SWAY BAR, AND WE CAN DETERMINE THE CORRECT FRONT SWAY BAR. AND WE'LL GET THE RIGHT ONE RIGHT OUT OF THE BOX INSTEAD OF GOING THROUGH THE EXPENSIVE TRIAL AND ERROR METHOD. NOW THIS COG HEIGHT MEASUREMENT IS ALSO USEFUL IN A NUMBER OF OTHER SUSPENSION AND AUTOMOTIVE CALCULATIONS. SO IF YOU CAN GET YOUR HANDS ON SOME SCALES, IT'S WORTH DOING.

(ANNOUNCER)>> AFTER THE BREAK WE'LL FIRE IT UP!

(KEVIN)>> HEY WELCOME BACK TO TRUCKS. WELL WE GOT THE COMPUTER BACK FROM JEFF AND THE GUYS AT DONE RIGHT PERFORMANCE. AND BASED ON THE INFORMATION WE SENT THEM, MASS AIR METER SPECS, INJECTOR SIZE, ETCETERA, THEY REFLASHED THE COMPUTER WITH A TUNE THAT'S GONNA BE GOOD AND SAFE TO START AND RUN. NOW DOWN THE ROAD WE CAN GET A FULL CHASSIS TUNE ON THIS THING, BUT NOW WE FINALLY GET TO HEAR WHAT IT SOUNDS LIKE. ALRIGHT, FIRE IT UP. [ engine firing and revving ]

(KEVIN)>> YOU'VE GOT TO LOVE THE SOUND OF A SUPERCHARGER, AND THIS THING SOUNDS HEALTHY. BUT THOSE OF YOU WHO HAVE DONE MAJOR PROJECTS, WELL YOU KNOW THAT THERE'S STILL A BUNCH OF WORK TO DO ON THIS TRUCK. WE'VE GOT TO NUT AND BOLT THE ENTIRE CHASSIS. THERE'S STILL A FRONT SWAY BAR TO PUT ON. PLUS THERE'S SEVERAL ADJUSTMENTS THAT WE'VE GOT TO

GO THROUGH AND TUNE THIS THING, AND MAKE IT HANDLE AS GOOD AS IT LOOKS. BUT REST ASSURED, WE ARE REAL CLOSE TO SOME AWESOME SEAT TIME AND HOPEFULLY MAKING A LOT OF TIRE SMOKE. [ engine revving ]

(RYAN)>> HEY GUYS, IF YOU'RE LOOKING TO ADD 556 HORSEPOWER AND 551 FOOT POUNDS OF TORQUE TO YOUR NEXT PROJECT, WELL TAKE A LOOK AT THE LSA CRATE ENGINE FROM G/M. NOW THIS THING'S BASED ON THE POWERFUL LS NINE AND FEATURES

HIGH FLOW CYLINDER HEADS, AN ALUMINUM BLOCK, AND A FORGED STEEL CRANK SHAFT. BUT THIS ONE HAS A TRADITIONAL WET SUMP OILING SYSTEM. NOW IN ADDITION TO MAKING A TON OF POWER, IT WAS DESIGNED AND BUILT TO HAVE GREAT IDLE QUALITIES AND INSTANT THROTTLE RESPONSE. HECK IT EVEN COMES WITH ITS OWN TRANSMISSION CONTROL AND WIRING HARNESS. NOW IF YOU'VE GOT A PROJECT YOU'RE WORKING ON THAT NEEDS A LITTLE BIT OF PAINT WORK, WELL THERE'S A NEW OPTION FOR YOU AND A NAME YOU'LL PROBABLY RECOGNIZE WITH THIS SHERWINWILLIAMS BARRETTJACKSON RESTORATION SYSTEM. THIS COLOR KIT INCLUDES ONE GALLON OF COLOR AND HARDENER.

SO YOU'VE GOT ENOUGH TO MAKE FIVE SPRAYABLE QUARTS.

THEY'VE GOT KITS FOR PRIMER AND CLEAR COAT AS WELL.

AND THE BEST THING IS, IT'S ALL FROM SHERWINWILLIAMS, SO IT'S ALL COMPATIBLE, YOU WON'T GET ANY NASTY SURPRISES.

THEN ONCE YOUR PAINT JOB'S DONE, WELL THEY'VE GOT THE WASH, WAX, AND DETAIL PRODUCTS YOU NEED TO KEEP YOUR NICE LOOKING PAINT JOB LOOKING NICE. IF YOU'RE LOOKING TO DRESS UP YOUR VEIGHT, WELL MISTER GASKET'S GOT JUST ABOUT EVERYTHING YOU NEED TO GET THE JOB DONE. THEY'VE GOT CHROME DIP STICKS, SHINNY NEW VALVE COVERS WITH CHROME BREATHERS. GOT NEW TIMING COVERS TO REPLACE THAT BEAT UP ORIGINAL. EVEN NEW CHROMED TIMING INDICATORS. THEY ALSO INCLUDE THE GASKETS AND GROMMETS NECESSARY TO COMPLETE THE INSTALL. AND MISTER GASKET PRODUCTS ARE KNOWN FOR BEING AFFORDABLE. GUYS THANKS FOR WATCHING TRUCKS, SEE YOU NEXT WEEK.