Big Block Mopar For Sergeant Rock

Welcome to trucks.

You know, one question I've been getting a lot lately is what engine

am I gonna use in? Sergeant Rock?

There's been a lot of speculation about it on the websites and the chat rooms. It's been great

because everybody agrees it needs to be special and it needs to be powerful and that's true. It does,

but it also needs to be something you can relate to, you know, something you can build your own version of. And finally

it needs to be a dodge, you know, to put a Ford or a Chevy in that particular truck.

That would just be wrong.

So this is for you Mopar

guys.

Now, just what engine. Exactly. How many say the Cummins diesel.

Good choice. There's a lot of power there. I considered it

but

it's just too long.

All right. How many say a big old

hemi,

another good choice. I consider that a lot of power there.

It's just too wide.

How many think

a new

hemi?

Yeah,

there is no way that I'm gonna put this engine in that truck now. Just a minute. I'm not saying this is a bad engine. It's just, there's a couple of issues here. First of all,

it's pretty ugly. Second of all, if you punch this thing much over 400 horsepower, you're gonna punch some stuff right at the bottom end.

It's just not strong enough and I need like double that horsepower. So,

what am I gonna use?

Well, I got a question for you.

What engine was in some of the most powerful muscle cars? What was in police cars and trucks? What engine was built in such volume that you could go down to a junk yard today and still buy one

give up.

Just three. Numbers 440.

This was the engine that really put Moor

on the map because it was tough, reliable, affordable, and incredibly powerful. Even the Hammy

didn't want to mess with a well built 440.

Now, as good as the full 40 was, there's always room for improvement. And if you have got a Mopar engine and you wanna get some serious power out of it,

you need to know about a place called Indie cylinder heads. Now, they've got kits and parts where you can build your own engine

or they have crate engines and this

is one of their crate engines based off of the legendary 440 Wedge.

But

this isn't just your average 440 just like that. It's not your average power wagon.

This is a 605

and it's kicking out 850 horsepower

pull in 835 ft pounds of torque and doing it on 93 octane pump gas. Yeah, this sucker is a monster. Now, I know a lot of you guys are thinking,

how is that possible? That's what I'm gonna show you starting with the block

in D calls this their max aluminum block. And there's really nothing like it in the industry.

It's whittled out of a big chunk of aluminum to save weight.

The main caps are billet steel and cross bolted for strength.

It has a superior oiling system

and it'll handle massive amounts of horsepower

and only weighs 100 and 33 pounds. This is an awesome piece.

That block is then stuffed with a Callie's crank and then on that crank go these eagle forged steel H beam connecting rods. Now to cap these rods, we have wise co forged aluminum pistons with a special dish cut into them to keep that compression down.

And then the main bearings and rod bearings and the piston rings all come from federal mogul.

Then on the end, we've got an A T I super damper to keep everything smooth, keep vibration away. Now to cover up that cool bottom end,

we have one of Charlie's aluminum oil pans. It's got all the baffling in it and

O

ring seal and low profile.

Then to go in that pan, we have this special pivoting pickup from indie cylinder heads. Now this is really cool. Check this out

this thing pivots and follows the oil, which means it always keeps the pickup immersed in oil. That is really cool if you're racing or off roading.

Now, you would probably figure that anybody that had a name like indie cylinder heads would have a smoking set of heads. Right.

Well, you're gonna love this

once again. Indie carves their heads out of a solid chunk of aluminum, just like their blocks.

The heads are then precision CNC machine around the rocker pedestals, the ports, the valves, the combustion chambers

and the end result is a head capable of 1200 horsepower.

Check this out.

These things have huge intake runners

that flow through 240 intake valves. You have a 70 cc combustion chamber, then the exhaust goes out a 190 exhaust valve. There is some serious flow happening in here. These heads with those pistons will give me a 10.5 to 1 compression ratio, which means

this thing will run on pump gas. Yeah. Now let's take a look at the valve train

up here on top. You have a Jessel roller rocker system opening and closing the valves. Now to go with that trick valve train,

we also have an external oiling system. Here's how it works. Oil comes up here

through the line

and into the valve cover here

and you've got a line inside the valve cover

and each one of those spots is a pinhole

that blows oil right down on top of those rockers. Now, this not only lubricates better than

oil coming up through the push rod,

it also cools your valve train down.

This is what most of your racers will use

to make their valve train survive. Now, that takes care of the long block. Obviously, we have some pretty cool stuff up here on top.

We're gonna deal with that after the break.

Welcome back to trucks. Today, we are talking about engines,

big engines, something big enough to power that huge dodge military truck I'm building

and turn those 50 inch tall tires with no problem.

So in place of that old flathead six that was once in there

when stuff in a big block Mopar

in the form of this big wedge 605 that we got from indie cylinder heads.

Now this is punching out 850 horsepower,

835 ft pounds of torque and doing it on pump gas.

Yeah, this is sweet.

Now, I've already talked you through the long block here.

As you can see there is not a carburetor up here. This thing's fuel injected.

This is how it's laid out

starting with one of Indy's aluminum intakes. It was drilled and plumbed for injectors and fuel rails from fast electronics.

Now, this four barrel style billet throttle body is also from fast and it features tapered radius throttle ball

that allow it to flow 2000 CFM of air.

Yeah, that's getting it.

I know. You're probably thinking, oh, that's great. Looks good.

But that's the easy part. How are you gonna make this thing run? Right. Good question. The answer is over here

for engine management. We went back to fast and got what they call their XF I system.

Now, basically, this is designed to remove all of the guess work and all of the hassle that's normally associated with tuning and aftermarket EF I system.

This will allow you to get the power and performance you want out of your engine without having a degree in computer programming. Now, of course, it comes with a complete wiring harness, the sending units, the hookups, everything is well marked. All you do is basically plug this thing in and route your wires

to take care of our ignition system. We went to MS D got one of these pro billet distributors, some plug wires

and this HVC two blaster coil. Now these are great,

but to make this stuff even better, we added to that this multiple spark

discharge ignition control box. Now this will make sure we get complete combustion of every bit of fuel that goes into that engine.

These are three pieces that definitely complement each other and add up to give you an incredible ignition system.

Now, you might be thinking, oh man, this is great. You have shown us some great stuff here today

but

that 850 horsepower deal, that's,

that's an awful big number, man. How do you know that's accurate?

Well, easy,

Indie cylinder heads tests and dinos,

all of their kits

and all of their engines. So, you know exactly what you're getting.

Your next question is gonna be, what about cost? Everybody knows that horsepower costs money. There's no secret there.

So obviously an engine like this

gonna be a little expensive,

but you get what you pay for and most people don't need this much engine.

See, that's the cool,

the whole thing about Indie cylinder heads, you can go down, buy the parts that you need that fit your budget

and build the engine yourself on an existing 440 or have them build it for you.

But you're gonna find that whichever way you go, what you get for what you pay

is a heck of a deal.

Hey, welcome back to trucks. You know, I've spent a lot of time today walking you through the engine that is going in the Sergeant Rock project

and 850 horsepower in that truck

is gonna be so cool. But

just how exactly am I gonna get this big old thing stopped once I'm rolling down the road.

That's a good question because Rockwell axles aren't known to have the best breaks, but I've got an answer for you. It's right over here.

Now, the Rockwell axles came stock with a big heavy drum brake system that most people don't want to use. So they pull them off and in its place, they put a single pin brake up here on the drive shaft

and that's the brake system.

Guys

don't do this for a couple of reasons. First of all, that is not enough brake to stop a vehicle, it's gonna be this heavy.

Second of all, if you break an axle or you leave a hub unlocked all of a sudden, you have no connection between this spinning tire

and that brake, which means that brake does nothing to stop that spinning tire,

which means you basically have a runaway.

Not good. So what do you do? Well, you put on disc brakes over here.

Now, this massive system comes from a place called differential engineering

and it is specifically designed for those big old rock wells

and it's pretty much a bolt in deal provided

you don't mind doing a little bit of prep work. First thing you need to do is take off your hubs, ship them to them,

they start working on them, machine them down and they graft them

to these huge 15 inch rotors

off a 2.5 ton International truck. This is enough brakes to stop you. Then they ship it all back to you with the rest of their kit,

which includes bearings and brackets and calipers, which we'll talk about as I put this stuff in

the hubs.

Just a matter of sliding them in place of the original ones.

Once the old stuff's out of the way,

put on the new seal,

followed by the new bearing.

And finally that new rotor hub assembly

for calipers, they start with a stock piece off of a Ford F 350 super duty

and then differential engineering machines them, so they'll fit that big 15 inch rotor

now to hold those calipers, they've designed the special brackets,

that bolt right in place of your stock Trion caps.

Once they're on, all you have to do is install the caliper.

And as you can see, differential engineering has finally solved the problem of how to put good brakes on Rockwell.

A couple other areas that are worth upgrading on these axles are the end caps

and the lockers. And for those,

you need to check out a place called Overson engineering because they build some killer stuff. Take a look at this.

Their lockers are made out of 8620 case hardened billet steel

guys. This is the same stuff that 90% of your gear train is built out of these should handle whatever extreme situations or shock loads you wanna throw at them

and we are gonna test them when we uncork that big engine.

Now for end caps, Overson engineering also whittles those out of billet steel to give you a cap that is far stronger than the stock piece. It looks a lot better too

for your lockouts. The guys at Overson engineering and machine

have really outdone themselves with this piece on the outside, you have a billet aluminum housing,

but inside it is all packed with billet steel components. So this is tough man. This will take a beating.

Now, it's also precision machined. So it engages easily. That's nice and it has an O ring design. So you're not gonna get any water, dirt or mud packed inside here, which means it's gonna last guys. If you are building a tough axle, you have got to use tough components or

you're just wasting your time and money. We'll be right back after this.

Hey, welcome back to trucks where I am continuing to lay out the components and the parts that I'm using on this Sergeant Rock project.

Now, before the break, I took you through the braking system that I'm using on these axles. As you can see, this is a pretty sweet set up. But I know a lot of you guys are wondering what kind of master cylinder system do you use with these kind of brakes?

Answer is simple.

A hydro boost system from power brake service. Now, I know a lot of you think to get better breaks, you just put on bigger disks right now.

That's not necessarily. So

not if you don't have the line pressure to make those things work correctly.

That's where a hydro boost comes in.

It gets its power from the power steering pump, not engine vacuum. This little guy here

can kick out up to 2000 P si,

regular vacuum booster is about 502,000 P SI is gonna give you the clamping force to make those things work correctly. Also, you can run this system

and a hydraulic steering system on the same power steering pump.

So you don't have to rig up another power steering pump.

So if you are interested in a hydro boost system

and you should be, if you're running big tires,

you need to check out power brake service. They are on the cutting edge of this technology.

They can help you out.

Since we are on the subject of new technology, I got something I wanna show you here

now. No doubt you have seen my Patton's air system and figured that this

was just a big huge air tank, right?

Oh, this is full of nitrogen, not nitrous nitrogen and the purpose of it

is to go in tires.

Now, the question at this point would be,

why would you wanna do that?

Well, number one, nitrogen is an inert gas, so it's not gonna explode and kill you.

Number two, it is dry, which means it's not going to corrode your rims. And number three, this is the big one.

Nitrogen molecules are a lot bigger than oxygen molecules, which means they aren't gonna seep out through the rubber

or around the rim. And that means whatever pressure you put in the tire

is pretty much gonna stay there and all that adds up to a tire that lasts longer

and gives you better gas mileage. And that is a big deal right now.

Racing teams, trucking firms, a lot of people have been using this stuff for decades and now

patents makes it possible for you to have a nitrogen system in your own garage.

And you know, you, you can't get a smaller tank than that.

When people talk about performance breaks, they talk about rotors and they talk about calipers and these are important things. But

man, the action is happening down on the pads and not all pads are created equal.

Well, performance friction brakes has used their considerable racing experience

to come out with some street pads called the carbon metallic pad. Now, these not only give you considerable more stopping power but they're quieter

and they last a lot longer than your stock pads and you can get them for just about any application.

So if you tow heavy loads or if you have a performance truck and you want it to stop. When you push the fat pedal in the middle,

you need to upgrade your pads with performance friction brakes

with all the things on the market today to give your diesel engine more power.

Sometimes it's easy to overlook the obvious, the more cool dense air you get into the engine,

the more power you're gonna have. It's that simple. That's why Gay Banks has come out with these inner coolers that they call the Techni

cooler.

Now they've got these to fit Ford Chevy and Dodge diesel trucks

and they slide right in place of your stock, little skinny inner cooler.

Now they come with all the Hope Boos

and the hardware and the high flowing intake. So you get more cool, dense air into the engine.

Now, on top of that,

the techni cooler is completely compatible with whatever speed equipment or programmers or exhaust systems you might be using,

making this one of the best upgrades that you can do to a diesel engine.