Barely Legal Mustang: Facelift

(ANNOUNCER)>> TODAY OUR PONY GETS A FACELIFT. OUR ALUMINATOR FINDS ITS POTENTIAL, AND SOME POWER ADDING TECH YOU CAN DO AT HOME ONLY ON ENGINE POWER.

(PAT)>> WELCOME TO ENGINE POWER. WE'RE BACK ON OUR BARELY LEGAL MUSTANG PROJECT AND WE ARE DANGEROUSLY CLOSE TO GETTING IT FINISHED OFF. ORIGINALLY THIS DEAL WAS ALL ABOUT PERFORMANCE AND NOT SO MUCH ABOUT APPEARANCE. BUT THE LONGER WE LOOKED AT IT, THE UGLIER IT GOT. SO TODAY WE'RE GONNA FIX THAT, BUT FIRST HERE'S A LOOK AT WHAT WE'VE ACCOMPLISHED SO FAR.

THIS SAD '92 TWO POINT THREE LITER FOX BODY LIMPED ITS WAY ONTO OUR LIFT, WHERE WE TORE IT DOWN, BLASTED THE BOTTOM, INSTALLED FULL LENGTH SUBFRAME CONNECTORS WITH HEAVY DUTY ROAD RACE SUSPENSION FROM FRONT TO BACK. A FRESHENED UP EIGHT POINT EIGHT REAR END WAS ATTACHED TO A BEEFY TORQUE ARM WITH LOWER CONTROL

ARMS AND A PAN HARD BAR. BIG COBRA BRAKES WILL INSURE THE CAR STOPS AS WELL AS IT ACCELERATES.

ALL THIS WILL BE PULLED AROUND THE STREET AND TRACK BY A FORD RACING ALUMINATOR CRATE ENGINE AND SIX SPEED MANUAL TRANSMISSION.

WE AREN'T DOING ANY BODY WORK TO THIS BEAST BECAUSE FRANKLY IT'S JUST NOT WORTH IT. IT'S NOT GOING TO A CAR SHOW, IT'S GOING TO A RACE

TRACK, AND WE DIDN'T WANT TO GET HECKLED TOO BADLY. SO THE BEST SOLUTION WE DECIDED WAS TO WRAP IT. THROUGH THE YEARS WE'VE HAD A FEW WRAPS PUT ON VEHICLES HERE AT THE TECH CENTER. FIRST WAS OUR '69 SUPER NOVA, GIVING IT A RACE CAR

LOOK WITHOUT THE HIGH COST OF A PAINT JOB. SECOND WAS IMCA OPEN WHEEL MODIFIED BUILT FOR THE DIRT TRACK. FOLLOWED BY OUR SEARCH AND RESTORE RIG, WHICH INCLUDED THE FORD DUALLY AND A 38 FOOT ENCLOSED TRAILER.

(JAMIE)>> HEY JAKE, WAS THAT REMOVER IN YOUR BAG?

(PAT)>> FOR THIS PROJECT, JAMIE MULLICAN, OWNER OF WRAP ARTIST DOT COM OFFERED TO HELP. HE FOLLOWED THIS BUILD AND WANTED A PART OF IT. EVEN THOUGH HE AND HIS CREW ARE TERRIBLY OVER QUALIFIED FOR THIS DOWN AND DIRTY COVER UP.

(JAMIE)>> WELL THE CONDITION OF THE CAR IS PRETTY BAD. IT'S ALL ABOUT CLIENT EXPECTATIONS AND THE EXPECTATIONS ON THIS IS BASICALLY MAKING IT A

SOLID COLOR AND LOOK PRESENTABLE. SO THAT'S THE GOAL HERE AT THE END OF THE DAY.

(PAT)>> JAMIE IS ON THE TOP OF THE PODIUM WHEN IT COMES TO HAVING THE COOLEST IMAGES ON VEHICLES ALL OVER THE COUNTRY. VEHICLE WRAPS ARE MORE THAN JUST VINYL LAID OUT ON BODY PANELS. IT'S AN ART FORM THAT STARTS WITH THE SHAPE OF

THE VEHICLE AND TAKES A JOURNEY THROUGH DESIGNING THE LOOK THAT YOU WANT, MATERIAL SELECTION, AND HAVING THE PATIENCE AND DISCIPLINE TO INSTALL IT.

(JAMIE)>> I WON'T GET RICH, BUT I LIKE HAVING SOMETHING TO BRAG ABOUT I GUESS IF YOU WILL. WE DID THAT FOR JAKE OWENS, WE DID THAT FOR NICKI SIX. WHATEVER IT MAY BE, THAT'S COOL, THAT'S WHERE I'M AT IN LIFE. I DID THAT, WE DID THAT, YOU KNOW, THAT RIGHT THERE'S WHAT'S REWARDING TO ME.

(PAT)>> BUT THAT REWARD WON'T COME EASY ON THIS MUSTANG.

(JAMIE)>> IT'S GOT DENTS, AND TAR, AND GLUE STUCK ON IT. AND IT'S GOT PIECE OF METAL MISSING OFF OF IT.

(TOP)>> IT STARTS BY REMOVING THE TRIM AND MIRRORS BEFORE PREPPING THE PAINT.

(JAMIE)>> THAT CAN BE A TEDIOUS, TEDIOUS PROCESS,

JUST PREPPING THE CAR BEFORE YOU ACTUALLY START APPLYING THE VINYL. I'M GONNA DO THE WHOLE THING IN GRAY. THAT RIGHT THERE IS WHERE THE SIDE PANELS ROLL UP OVER THE TOP. THAT'S WHERE WE'RE GONNA MAKE THAT ONE CUT. EVERYTHING ELSE GOES ALL THE WAY UP. I'M BASICALLY GOING NINE INCHES TO THE TOP OF THE RUBBER.

(PAT)>> ON THAT MARK THEY LAY DOWN A FILAMENT TAPE, WHICH HAS A THIN NYLON STRING IN IT. YOU'LL SEE WHY IN A SECOND. TIME FOR JAMIE'S VISION TO BECOME REALITY. AND AS ALWAYS, HIS CHOICE OF VINYL IS FROM THREEM.

(JAMIE)>> IF YOU'RE CONTENT WITH WHAT YOUR MEASUREMENT'S DOING, YOU PEEL THE BACKING DOWN. LOW TACK IT FIRST, THUMB TACK IT IN POSITION. AND THEN YOU START WORKING AROUND TRYING TO GET AS MANY WRINKLES OUT AS YOU CAN BEFORE APPLYING HEAT. HEAT CAN MAKE YOU OR BREAK YOU IN A WRAP. HEAT CAN STRETCH THE VINYL AND IT CAN SHRINK THE VINYL.

(PAT)>> REMEMBER THAT FILAMENT TAPE? WATCH THIS!

(JAMIE)>> STRIPE THE CAR OFF ANY WAY YOU WANT IT WITH THAT. WRAP YOUR VINYL OVER IT, AND THEN YOU PULL THE FILAMENT BACK, IT CUTS THE VINYL. THE BEAUTY OF IT THOUGH IS IMMEDIATE GRATIFICATION. AS SOON AS YOU DO SOMETHING, YOU CAN SEE A DIFFERENCE RIGHT OFF THE BAT. SO IT'S KINDA REWARDING TO DO IT THAT WAY.

(PAT)>> WITH SOME PIN STRIPPING, THE BUMPERS,

MIRRORS, AND PANELS WRAPPED, IT'S DONE. WELL NOW THAT IT'S ALL FINISHED UP, ARE YOU GLAD YOU CAME BY?

(JAMIE)>> YEAH I AM, IT WAS A GOOD EXPERIENCE.

(PAT)>> WELL MAN IT EXCEEDED OUR EXPECTATION. I WANT TO THANK YOU FOR COMING BY, AND IT SHOWS YOU REALLY CAN POLISH A... WELL YOU KNOW WHAT I MEAN.

(JAMIE)>> I DO, I KNOW WHAT YOU MEAN.

(PAT)>> SO FOR LESS THAN THREE HOURS AND AROUND $2,200 BUCKS THE TRANSFORMATION IS COMPLETE WITHOUT THE TIME AND HASSLE NEEDED FOR A PAINT JOB.

(ANNOUNCER)>> NEXT WE DYNO TUNE OUR MUSTANG AND A SUPERCHARGED COYOTE.

(MIKE)>> THE WRAP IS FINISHED. NOW IT'S LOOKING PRETTY GOOD, BUT THAT'S NOT WHY WE BUILT IT. IT'S TIME TO FIND SOME POWER. WE DYNO'ED THE ALUMINATOR ON THE ENGINE DYNO AND IT CRANKED OUT 451 HORSEPOWER. NOT BAD FOR AN ENGINE RATED AT 412. NOW IT'S TIME TO EXTRACT EVERY LAST BIT OUT OF IT. IN THE PAST WE HAD A RED ZO SIX CORVETTE ON THE ROLLERS TO SEE HOW MUCH POWER THE FACTORY LEFT IN IT. USING HP TUNER'S BCM SUITE, WE EXTRACTED 33 HORSEPOWER. NOW BCM SUITE IS COMPATIBLE WITH LATE MODEL FORDS LIKE THE COYOTE AND ALUMINATOR. TODAY ERIC BROOKS FROM BROOKS SPEED IS GOING TO WORK HIS MAGIC ON OUR LITTLE FOX. HE ALSO BROUGHT A TOY OF HIS OWN, THIS 2014 MUSTANG GT WITH A STOCK COYOTE, EXCEPT FOR BMP GEN TWO SUPERCHARGER THAT HE ADDED. BUT FOR NOW BACK TO OUR FOX. ERIC WHAT KIND OF POWER ARE WE LOOKING TO SEE OUT OF THIS THING?

(ERIC)>> WELL WE'RE GONNA BE STARTING WITH A FORD RACING CALIBRATION, WHICH IS PRETTY WELL OPTIMIZED

FOR THIS ENGINE COMBO. EIGHT TO 10 HORSEPOWER WILL BE A GOOD, SOLID GAIN.

(MIKE)>> THAT WILL EQUIVALATE TO FASTER LAP TIMES?

(ERIC)>> YES!

(MIKE)>> HE'LL USE THE BCM SUITE TO MAKE TIMING AND FUEL CHANGES, BUT HE CAN'T DO ANYTHING UNTIL WE GET A BASE LINE.

THIS WILL GIVE ERIC AN IDEA OF WHERE THE PARAMETERS ARE NOW, SO HE'LL HAVE AN IDEA OF THE FIRST THING HE WANTS TO CHANGE. WE GOT 394 HORSEPOWER AND 365 FOOT POUNDS OF TORQUE. THE DIPS IN THE LINE YOU'RE SEEING ARE FROM THE

VARIABLE CAM TIMING.

(ERIC)>> WELL THIS CAR HAS A LONG TUBE HEADERS AS WELL AS AN AFTERMARKET COLD AIR KIT. SO WE'RE GONNA MAKE SOME CHANGES FOR THOSE TWO THINGS THAT WERE NOT ACCOUNTED FOR IN THE FORD RACING FILE. WE'RE ALSO GONNA CHANGE THE IGNITION TIMING AS WELL AS THE CAM TIMING. AND THAT SHOULD GET US WHERE WE NEED TO BE.

(MIKE)>> I'M MAKING THE PULLS IN FOURTH GEAR, WHICH IS A ONE TO ONE RATIO WITH A MAGNUM TRANS. IT'LL BE FROM 2,800 RPM TO THE REV LIMITER.

(ERIC)>> PICKED UP A LOT.

(MIKE)>> PICKED UP PRETTY GOOD.

TORQUE IS PRETTY IMPRESSIVE.

WE'RE UP FROM 394 TO 403 ON POWER AND 365 TO 381 ON TORQUE.

NOW THE REAL STORY IS ACTUALLY IN THE CURVE. FROM 318 TO 331, THAT'S A 13 HORSEPOWER GAIN. YOU THINK THERE'S ANYTHING LEFT IN IT?

(ERIC)>> I CAN SQUEEZE A LITTLE MORE OUT OF IT.

(MIKE)>> YOU WANT TO TRY IT?

(ERIC)>> SURE!

(MIKE)>> ALRIGHT, LET'S DO ONE MORE. ERIC'S BEEN A TUNER FOR MANY YEARS. SO HE KNOWS RIGHT WHERE THE CAM

TIMING NEEDS TO BE. [ engine revving ]

(ERIC)>> TWO HORSEPOWER, FOUR FOOT POUNDS OF TORQUE.

(MIKE)>> COMING OFF THE CORNER MAN, YOU'RE GONNA FEEL THAT. VERY NICE, I THINK WE'RE MAXED OUT, DON'T YOU.

(JAY)>> DONE, HP TUNERS DOES NOT SUPPLY TUNES. THERE ARE A COUPLE OF VERY IMPORTANT REASONS FOR THAT, BUT THE MOST IMPORTANT IS THAT WE DO ONE THING AND WE DO IT EXTREMELY WELL. WE MAKE THE BEST TOOL FOR TUNING THAT THERE IS. WE'RE MOST EXCITED ABOUT THIS NEW COYOTE. ERIC HAS A BRAND NEW 2014 MUSTANG. WE HAVE A VMP GEN TWO SUPERCHARGER. WE'RE EXPECTING TO MAKE ABOUT 600 HORSE WITH THIS. IT IS THE TEST BED FOR THE HP TUNERS FORD PRODUCT.

(MIKE)>> THIS GT'S FIVEO COYOTE NEEDS A LITTLE MORE

TUNING THAN OUR FOX DUE TO THE NEW SUPERCHARGER SITTING ON TOP. NOW THERE ARE MORE PARAMETERS TO ADJUST.

NOW WE CAN GET AN ACCURATE BASE LINE. [ engine revving, supercharger whining ]

(MIKE)>> 537, 469!

(ERIC)>> NOT TOO BAD.

(MIKE)>> LOOKS LIKE THERE'S A LITTLE BIT OF ROOM FOR IMPROVEMENT.

(ERIC)>> YEAH, THERE'S A LOT OF ROOM.

(MIKE)>> GOOD DEAL, LET'S START PLAYING.

(ERIC)>> THIS ONE WE STARTED WITH A GOOD BASE FILE. SO THE CAR WAS PRETTY CLOSE. WE'RE GONNA ADD A LITTLE MORE TIMING AND DIAL THE FUEL IN A LITTLE CLOSER, AND WE SHOULD BE ABLE TO GET A LITTLE CLOSER TO THE 600 MARK.

(MIKE)>> ERIC KNOWS ITS LIMITS AND TAKES IT RIGHT TO THE DOOR STEP. WE'RE RUNNING THE CAR ON 93 OCTANE, AND THE VMP BLOWER IS MAKING EIGHT POUNDS OF BOOST. WHAT DO WE GOT?

(ERIC)>> 601, 518!

(MIKE)>> UM, 601, 518.

(ERIC)>> THAT'S WHAT, 60 AND SOME CHANGE HORSEPOWER GAIN. YOU CAN FEEL THAT ONE.

(MIKE)>> HOW MANY DEGREES OF TIMING?

(ERIC)>> TWO DEGREES.

(MIKE)>> TWO DEGREES, NO FUEL CHANGE?

(ERIC)>> NOPE.

(MIKE)>> NOW THE PEAK NUMBERS ARE PRETTY IMPRESSIVE, BUT HERE'S WHERE IT GETS INTERESTING. WE SEE A 75 HORSEPOWER GAIN UP IN THE TOP END. IT DOESN'T GET ANY BETTER THAN THAT.

(ERIC)>> SHE'S DONE!

(MIKE)>> WITH THESE RESULTS IT SHOWS WHY HP TUNERS IS A LEADER IN TUNING SOFTWARE WHETHER IT'S FOR THE PROFESSIONAL OR THE DO IT YOURSELFER. THEY SUPPORT VEHICLES FROM FORD, GM, AND DODGE, AND ONE INTERFACE WORKS WITH ALL OF THEM. YOU JUST BUY THE CREDITS. NOW IT'S MORE THAN FAIR TO SAY THIS IS THE BEST WAY TO MAXIMIZE YOUR VEHICLE'S POWER POTENTIAL, WHETHER IT'S STOCK OR MODIFIED.

(ANNOUNCER)>> COMING UP AN AFFORDABLE BRAKE UPGRADE FOR FBODIES!

(MIKE)>> THE PONTIAC TRANS AM WAS MANUFACTURED FROM 1969 TO 2002. THERE WERE FOUR GENERATION, WITH THIS 2001 WS SIX BEING THE FOURTH AND LAST. BEHIND THE 17 INCH FRONT WHEEL IS A VENTED ROTOR THAT MEASURES IN AT 11.9 INCHES.

WRAPPED AROUND THEM ARE PBR ALUMINUM CALIPERS THAT ARE A TWIN PISTON DESIGN. LIKE ALL FACTORY BRAKES, THERE IS ROOM FOR IMPROVEMENT. OUT BACK ANOTHER VENTED ROTOR THAT IS SLIGHTLY LARGER, MEASURING IN AT 12 INCHES. THE CALIPERS ARE A SINGLE PISTON PBR THAT COMES ON THE CAR FROM THE FACTORY.

WITH A PERFORMANCE CAR LIKE THIS, ACCELERATION AND HIGH SPEEDS ARE THE NAME OF THE GAME. BUT THAT'S UNTIL BRAKE FADE AND A MUSHY MUST STOP PEDAL INTRODUCE THEMSELVES TO YOU. SO TODAY WE'RE GONNA SHOW YOU HOW TO AVOID THAT BY INSTALLING A PERFORMANCE BRAKE SYSTEM FROM POWER

STOP THAT WILL DECREASE YOUR STOPPING DISTANCE AND GIVE YOU A NEW COMFORT LEVEL KNOWING THE STOPPING

POWER IS AT YOUR FOOT.

HOW YOU DOING?

(RODI)>> GOOD!

(MIKE)>> RODI GALPERIN FROM POWER STOP DROPPED IN TO FILL US IN ON THE SYSTEM BEFORE WE INSTALL IT.

(RODI)>> WELL THIS IS A Z-26 STREET WARRIOR ONE CLICK BRAKE KIT. THE REASON WE CALL IT A ONE CLICK BRAKE KIT IS BECAUSE IT SIMPLIFIES THE ENTIRE PURCHASING PROCESS. YOU NO LONGER HAVE TO SEARCH FOR INDIVIDUAL COMPONENTS. YOU GO TO YOUR FAVORITE ONLINE RETAILER, SELECT YOUR CAR, AND RIGHT THERE YOU HAVE THE OPTION TO PURCHASE THIS ALL AS ONE KIT WITH ONE PRODUCT NUMBER, AND IT ARRIVES AT YOUR DOOR ALL PREPACKAGED IN ONE.

(MIKE)>> COOL, TELL ME ABOUT THE PRICE POINT.

(RODI)>> YOU'D BE SURPRISED, THIS KIT RIGHT HERE IS JUST A LITTLE OVER $500 BUCKS.

(MIKE)>> THAT'S IMPRESSIVE. NOW SOMETHING ELSE THAT'S PRETTY COOL IS THE BRAKE PAD. YOU GUYS HAVE SOME COOL TECHNOLOGY, TELL ME ABOUT THAT.

(RODI)>> OH YEAH, ABSOLUTELY! THE PADS ARE CARBON FIBER INFUSED WITH A QUIET LOW DUST CERAMIC FORMULA. SO IT'S GONNA KEEP THOSE WHEELS PRETTY CLEAN AND ALSO GIVE YOU A HIGHER COEFFICIENT OF FRICTION, WHICH IS PERFECT FOR THIS TYPE OF PERFORMANCE VEHICLE. YOU'RE ALSO GONNA NOTICE A HIGHER THERMAL STABILITY.

(MIKE)>> SO BASICALLY NO MATTER HOW HOT THEY GET,

THE BRAKING CONSISTENCY WILL STAY THE SAME FOR THE ENTIRE HEAT RANGE?

(RODI)>> EXACTLY!

(MIKE)>> COOL, WELL I'M GONNA GET THE FACTORY BRAKES OFF TO MAKE WAY FOR THESE.

THE FIRST PART TO BE REMOVED IS THE CALIPER. NOW TWO FASTENERS HOLD IT TO THE BRACKET. NOW REMOVE THE PADS AND THE RETAINERS. THIS MAKE WAY TO REMOVE THE CALIPER BRACKET BY REMOVING TWO MORE BOLTS THAT HOLD INTO THE SPINDLE. NOW WE CAN REMOVE THE ROTOR, WHICH EXPOSES THE FIVE LUG HUB. THE POWER STOP ENGINEERS CUSTOM DESIGN EACH ROTOR'S DRILL AND SLOT PATTERN. NOW THE SLOTS ACTUALLY WIPE AWAY GAS AND DEBRIS, KEEPING THE CONTACT AREA BETWEEN THE PAD AND THE ROTOR CLEAN. THE DRILL HOLES COOLED THE ROTOR DOWN AS MUCH AS 200 DEGREES.

NOW THE NEW STAINLESS STEEL RETAINERS CAN GO IN THE CALIPER BRACKET. THESE KEEP THE PADS IN PLACE. NEXT APPLY HEAVY DUTY BRAKE LUBRICANT TO THEM, WHICH KEEPS THE PAD QUIET AS THEY TRAVEL IN THE RETAINER. WITH THE BRACKET IN PLACE, THE NEW CALIPER CAN BOLT UP TO ITS NEW HOME. THE REAR ROTORS ARE CROSS DRILLED, SLOTTED, AND ZINC PLATED JUST LIKE THE FRONTS, EXCEPT OUT BACK THEY RETAIN A SMALL DRUM FOR THE EMERGENCY BRAKE. NOW ANYTIME YOU'RE UPGRADING YOUR BRAKE SYSTEM, ALWAYS CONSIDER YOUR LINES. THE FACTORY RUBBER LINES CAN GET SOFT OVER TIME AND FLUID PRESSURE EXPANDS THEM GIVING YOU A SOFT PEDAL. SO WE'RE STEPPING UP TO A SET OF RUSSELL LINES THAT

ARE STEEL BRAIDED, DOT APPROVED, AND STREET LEGAL. POWER STOP CALIPERS AND BRACKETS ARE REMANUFACTURED IN THEIR CHICAGO FACILITY. AND ARE TREATED TO A HIGH TEMPERATURE POWDER COATING.

ALL NEW PREMIUM BOOTS AND SEALS ARE USED ALONG WITH HIGH TEMP SILICONE LUBRICANT ON THE CALIPER PINS FOR LONG LIFE. ANOTHER IMPORTANT THING TO CHANGE IS THE BRAKE FLUID. TO THE FLOOR, RELEASE, OKAY I'M GONNA GO AROUND TO THE OTHER CORNER. THE GLYCOL IN IT ATTRACTS MOISTURE OVER TIME. NOW IT DOESN'T MATTER IF YOU HAVE ABS OR NOT. BLEED THE SYSTEM THE OLD FASHIONED WAY BY HAVING SOMEONE SIT IN THE CAR AND PUMP THE PEDAL.

(PAT)>> I GET ALL THE HARD JOBS.

(MIKE)>> THIS INSURES THE SYSTEM IS ALWAYS FILLED.

JUST AS IMPORTANT AS THE BRAKE KIT WE INSTALLED IS THE BREAK IN PROCEDURE BETWEEN THE ROTOR AND THE PAD. THEY RECOMMEND FIVE MODERATE TO AGGRESSIVE STOPS FROM 40 TO 10 MILES AN HOUR WITHOUT LETTING THE BRAKES COOL TO ANOTHER FIVE FROM 35 TO FIVE. AFTER THAT TRY TO BE ON A STRETCH OF ROAD WHERE YOU CAN RUN THE CAR OUT FOR A COUPLE OF MILES TO COOL

EVERYTHING DOWN AND YOU'RE FINISHED. NOW THEY DON'T JUST OFFER BRAKES FOR PERFORMANCE CARS, THEY OFFER IT FOR PRETTY MUCH ANYTHING ON THE ROAD. SO CHECK OUT THEIR WEBSITE AT POWER STOP DOT COM AND YOU'LL BE OFF AND ROLLING.

(ANNOUNCER)>> YES YOU CAN GAS PORT YOUR PISTONS AT HOME, COMING UP.

(PAT)>> IN THE PURSUIT OF HIGHER PERFORMANCE, ENGINE BUILDERS ARE CONSTANTLY TRYING TO COME UP WITH NEW TRICKS TO INCREASE HORSEPOWER, WHETHER IT BE DESIGNING NEW PARTS OR MODIFYING EXISTING ONES THROUGH MORE EXTENSIVE AND ACCURATE MACHINING. IT'S A CHALLENGE TO STAY ON THE CUTTING EDGE OF BUILDING CYLINDER PRESSURE, BUT ONE TRIED AND TRUE TECHNIQUE IS GAS PORTING THE PISTONS. HERE'S THE BLOCK, HEAD AND CHAMBER, PISTON, AND THE RINGS. THE TOP RING SEALS THE HARDEST AGAINST THE CYLINDER WALL FROM GAS PRESSURE FORCING THE RING AGAINST THE BORE DURING THE COMPRESSION AND POWER STROKES OF A FOUR CYCLE ENGINE. THE REST OF THE TIME THEY RELY ON THEIR OWN TENSION TO DO THE JOB ON THE EXHAUST AND INTAKE STROKES. LOWERING RING TENSION IS BENEFICIAL BECAUSE IT

REDUCES PARASITIC DRAG, BUT IT ALSO REDUCES THE RING'S ABILITY TO SEAL.

VERTICAL GAS PORTING PROVIDES THAT ADDITIONAL FORCE BY LETTING EXTRA GAS ENTER BEHIND THE RING VIA SMALL PORTS DRILLED IN THE TOP OF THE RING LAND IN SEVERAL LOCATIONS. THE OTHER TYPE OF GAS PORTING IS HORIZONTAL. IT COMES IN FROM THE SIDE AND HAS THE SAME EFFECT.

I'M GONNA SHOW HOW YOU CAN EASILY DO HORIZONTAL PORTS

YOURSELF WITH THIS COOL FIXTURE FROM GOODSON. ALL YOU NEED IS A HAND DRILL AND YOU'RE GOOD TO GO. FIRST MARK THE TOP OF THE PISTON WITH EIGHT EVENLY SPACED SPOTS EVERY 45 DEGREES. THESE WILL BE YOUR REFERENCE TO POSITION YOUR DRILL RIG. THE FIXTURE ALLOWS THE DRILL BIT TO CREATE A HALF MOON GAS PORT IN THE TOP OF THE RING LAND. NOW INSERT THE GOODSON TOOL AND LINE UP THE GROOVE WITH YOUR MARK. THEN CAREFULLY, AND I DO MEAN CAREFULLY, START DRILLING WITH VERY SLIGHT PRESSURE AND USE WD 40 FOR LUBE. ONLY DRILL TO THE BOTTOM OF THE RING LAND. GOING TOO FAR WILL RUIN THE PISTON, SO BE VERY PATIENT. CHECK YOUR DEPTH FREQUENTLY TO SEE YOUR PROGRESS. IT WILL TAKE 20 TO 30 MINUTES PER PISTON TO DO ALL OF YOUR PORTS. ACCURACY IS THE KEY HERE, NOT SPEED. WHEN YOU'RE DONE, RUN SOME 1,000 GRIT SAND PAPER ON A FEELER GAUGE THROUGH THE LAND TO BE SURE THERE ARE NO BURRS TO PROHIBIT THE RING FROM MOVING FREELY. CONGRATULATIONS, YOU HAVE SUCCESSFULLY ENTERED THE REALM OF PERFORMANCE MACHINING ON A VERY SMALL SCALE. SAFETY WIRING IS NOTHING NEW. IT'S USED TO KEEP BOLTS OR NUTS FROM COMING LOOSE UNDER HIGH VIBRATION CONDITIONS.

BEFORE THE TIME OF LIQUID THREAD LOCKER OR SPECIALTY FASTENERS, IT WAS THE ONLY WAY TO MECHANICALLY KEEP THAT FROM HAPPENING. EVEN TODAY, MOST SANCTIONING BODIES OF RACING REQUIRE SAFETY WIRING OF SOME COMPONENTS, AS WELL AS THE AVIATION AND AEROSPACE INDUSTRIES. IT'S AN EASY JOB TO DO WITH JUST FOUR THINGS, A PAIR OF SPECIALTY PLIERS, SOME WIRE, A DRILL JIG, AND YOUR TRUSTY DRILL. FIRST OFF I'LL DRILL THE BOLT HEAD. THE FIXTURE HAS A VARIETY OF HOLES FOR YOUR SPECIFIC BOLT SIZE. ONCE YOU HAVE THE FASTENER IN PLACE, IT'S HELD WITH AN ALLEN HEAD BOLT THAT HAS A HOLE THROUGH THE MIDDLE OF IT. THIS IS YOUR DRILL GUIDE. A FIVESIXTYFOURTHS DRILL BIT IS USED TO GO

THROUGH THE BOLT HEAD. USE LUBE ON THE DRILL AND DON'T SPIN IT TOO FAST. HARDENED FASTENERS ARE DIFFICULT TO DRILL.

SO KEEP IT SLOW WITH MODERATE PRESSURE. OTHERWISE YOU'LL EAT UP THE BIT QUICKLY. WHEN YOU ARE THROUGH, DEBURR BOTH SIDES OF THE HEAD. I'M GONNA DO THE CARB BOLTS ON THIS CIRCLE TRACK

ENGINE BECAUSE THAT'S ONE OF THE FIRST THINGS THAT'LL COME LOOSE WHEN YOU'RE OUT THERE RACING IF YOU'RE AREN'T CAREFUL.

TORQUE YOUR BOLTS TO SPEC IN PREPARATION FOR THE SAFETY WIRE OPERATION. RUN A LENGTH OF WIRE THROUGH THE DRILLED HOLE LONG ENOUGH TO BE TWISTED BETWEEN THE FASTENERS. THE AMOUNT OF TWIST PER INCH IS IMPORTANT SO IT

DOESN'T OVER STRESS THE WIRE. SIX TO EIGHT TWISTS PER INCH IS WHAT'S RECOMMENDED. POSITION THE WIRE SO THAT WHEN YOU ARE FINISHED THERE IS TENSION CLOCKWISE ON BOTH FASTENERS. THAT WILL MECHANICALLY KEEP THEM FROM LOOSENING UP. CLIP THE EXCESS WIRE AND YOU ARE DONE. NOWADAYS THERE'S AN ALTERNATIVE TO GOING THROUGH ALL THIS. STAGE EIGHT HAS A PATENTED LOCKING SYSTEM FOR

FASTENERS THAT ELIMINATES THE USE OF SAFETY WIRE. THEY HAVE SETUPS FOR NUTS OR BOLTS, AND USE A TAB TO

PREVENT THEM FROM BACKING OFF UNDER THE RIGORS OF HARD USE. STAGE EIGHT CLAIMS THEY HAVEN'T HAD ONE REPORTED FAILURE WITH OVER 17 MILLION FASTENERS IN SERVICE. NOW THAT'S WHAT I CALL IMPRESSIVE.