COPO A Go-Go

(MIKE)>> WELCOME TO ENGINE POWER. TODAY WE'RE WORKING WITH SAM TECH, PREVIOUSLY KNOWN AS THE SCHOOL OF AUTOMOTIVE MACHINISTS. NOW THEY HOLD A REPUTATION FOR BEING THE BEST HIGH PERFORMANCE TECH SCHOOL IN THE COUNTRY.

NOW THEY OFFER PROGRAMS FOR EVERY ASPECT OF ENGINE BUILDING, FROM BLOCK MACHINING TO CYLINDER HEAD PORTING, AND

RECENTLY ADDED TO THE CURRICULUM LIST IS A TUNING COURSE FOR EFI GURUS.

(PAT)>> SAM TECH HAS AN IN HOUSE RACE TEAM THAT STABLES

SEVERAL VERY COMPETITIVE CARS AND HAVE EVEN SET RECORDS IN THE NMCA, NMRA, AND NHRA SANCTIONING BODIES.

THE STUDENTS TAKING THE COURSES THAT ARE OFFERED THERE ARE A HUGE PART OF THIS BECAUSE IT'S A HANDS ON

EXPERIENCE AND IT OPENS UP ALL TYPES OF DIFFERENT OPPORTUNITIES, AND THE MAJORITY OF THE STUDENTS THAT COME OUT OF THERE ENTER THE PROFESSIONAL RACING INDUSTRY ON TEAMS OR EVEN OPEN THEIR OWN REPUTABLE SHOPS.

(MIKE)>> RACE ENGINES TAKE A LOT OF RESEARCH AND DEVELOPMENT, MACHINE WORK, AND TESTING ON SPECIALIZED EQUIPMENT TO GET THINGS RIGHT. ALL THOSE TOPICS ARE OFFERED AT SAM TECH. THESE ENGINE PARTS WILL CONSTRUCT A RACE BULLET FOR NHRA STOCK ELIMINATOR, SPECIFICALLY FOR A FOUR RACE

FACTORY SHOOTOUT SERIES. IT'S A 440 INCH REFRESH THAT'S GOING IN A COPO CAMARO. CHRIS BENNETT IS A PREVIOUS STUDENT TURNED EMPLOYEE AT SAM TECH. NOW HE'S A BLOCK INSTRUCTOR AND TUNER WHO PLAYS A BIG PART IN THE RACING SUCCESS.

(PAT)>> YOU GUYS ARE BUILDING THIS ENGINE TO GET RACED IN A COPO CAMARO. WHY NOT JUST USE ONE OF THE FACTORY ENGINES?

(CHRIS)>> WELL THE FACTORY ENGINE IS A REALLY NICE PIECE BUT WE'RE AN ENGINE BUILDING SCHOOL. WE WANT TO SHOW OFF OUR TALENTS. WE DID A LOT OF DEVELOPMENT ON THIS ENGINE. WE'RE RACING IN A HEADS UP COMPETITION. SO WE NEED TO BE A LITTLE BIT BETTER THAN WHAT WAS

PROVIDED BY CHEVROLET.

(PAT)>> NOW HOW EXOTIC ARE THESE PARTS COMPARED TO THE ONES FROM GM?

(CHRIS)>> THE MAIN PARTS ARE THE SAME. WE DO A LITTLE BIT WITH THE RING PACKAGE. WE PUT OUR OWN HONE JOB ON IT, BUT THE MAJOR PIECES ARE THE SAME.

(PAT)>> NOW TELL US ABOUT SOME OF THE MACHINE WORK THAT WENT INTO MAKING THIS ENGINE.

(CHRIS)>> THIS PARTICULAR ENGINE WAS NO DIFFERENT THAN ANY OTHER RACE ENGINE. SO EVERYTHING WE DID AS FAR AS BLUE PRINTING AND SPEC'ING OUT THE PARTS WAS IDENTICAL.

(PAT)>> AND WHAT ROLE DID THE STUDENTS PLAY IN THE MACHINE WORK?

(CHRIS)>> THE STUDENTS ARE VITAL. I OVERSEE MOST OF THE ENGINE BUILDING AND THE STUDENTS ARE

THE ONES THAT GET EVERYTHING READY AND ACTUALLY PUT THE ENGINES TOGETHER. TODAY WE BROUGHT AARON KUHN. HE'S A GRADUATE OF ALL OUR PROGRAMS. HE RECENTLY GRADUATED THE TUNING COURSE, AND HE'S BEEN A VITAL PART OF THE COPO RACE TEAM. WE ALSO BROUGHT JOHN MACEY. HE'S A GRADUATE OF THE BLOCK PROGRAM, AND HE'S ALSO PART OF THE COPO TEAM.

(MIKE)>> EVERY ENGINE STARTS WITH THE FOUNDATION, WHICH IS THE BLOCK.

(AARON)>> THIS IS A GM LSX PERFORMANCE BLOCK AND WE'VE

ACTUALLY BROUGHT IT IN FOR REFRESHEN. SO WE'VE TAKEN IT OUT, PUT OUR TORQUE PLATES ON IT, ACTUALLY HONED OUT THE CYLINDERS, AND THEN WE'VE LINE HONED IT, RECHECKED ALL OUR BEARING CLEARANCES, AND BASICALLY DONE THE GENERAL MACHINE WORK TO GET IT READY TO GO BACK IN THE CAR.

(MIKE)>> THE BACKBONE OF THE INTERNALS IS GETTING A LITTLE ATTENTION AS WELL.

(JOHN)>> THIS IS A CALLIES COMP STAR CRANK SHAFT, FOUR INCH STROKE. IT'S BALANCED AND POLISHED IN HOUSE AT SAM, AND THE LS GUYS WILL NOTICE THERE'S NO RELUCTOR WHEEL ON IT. WE RUN A PICK UP, EXTERNALLY. WE TURN ABOUT 9,500 RPM. SO IT'S A LITTLE MORE RELIABLE AT THAT RPM. WE RUN A CLEVITE COATED BEARING.

(MIKE)>> THAT'S AWESOME CAUSE THEY'RE OUR OFFICIAL SUPPLIER.

(PAT)>> THE MAIN BEARING CLEARANCE WAS ALREADY CHECKED. THE CLEARANCE RANGE IS BETWEEN 25 AND 27 TEN THOUSANDTHS. ROYAL PURPLE MAX TOUGH ASSEMBLY LUBE WILL BE APPLIED TO THEM. IT CREATES A LOAD BEARING PHYSICAL BARRIER BETWEEN THE BEARING AND THE CRANK JOURNAL FOR PROTECTION. THIS CRANKSHAFT IS A SPEC'ED PART THAT HAS TO BE RAN IN THE CLASS. IT HAS A SIX BOLT FLANGE AND IS A FORGED 43-40 PIECE THAT HAS BEEN DEEP NITRITED FOR STRENGTH AND DURABILITY. WITH THE LOWER BEARINGS INSTALLED AND LUBED, THE MAINS CAN SLIDE DOWN THE ARP STUDS. ULTRA TORQUE LUBE CAN GO ON AND THE MAINS CAN BE TORQUED INTO PLACE. THESE ARE SIX BOLT MAINS, WHICH USE TWO SIDE BOLTS ON EACH CAP. NOW THE CRANKSHAFT THRUST CAN BE CHECKED WITH A DIAL INDICATOR ON A MAGNETIC BASE. IT'S FIVE THOUSANDTHS, SO IT'S A GO. 60 THOUSANDTHS OIL RESTRICTORS ARE USED AT THE FRONT OF THE BLOCK DUE TO A SOLID ROLLER APPLICATION NEEDING LESS OIL TO THE LIFTERS. THIS IS APPLICATION SPECIFIC AND THE SIZE CAN VARY BASED ON THE OILING SYSTEM. THE CAM IS A CUSTOM GRIND FROM COMP AND THE SPECS WERE DECIDED ON BASED ON THE NHRA RULES. IT'S A SOLID ROLLER, DURATION IS 275 ON THE INTAKE AND 290 ON THE EXHAUST. LOBE LIFT IS 354 THOUSANDTHS ON BOTH SIDES AND IT'S ON 116 DEGREES OF LOBE SEPARATION. IT IS A STOCK CAM CORE SIZE. NOW THE CAM RETAINING PLATE CAN BE INSTALLED. THE TIMING SET IS A ROLL MASTER DOUBLE ROW BILLET PIECE. IT'S A THREE BOLT TO MATCH THE CAM SHAFT. NOW THE NUMBER ONE ROD AND PISTON ASSEMBLY CAN BE DROPPED IN WITH LOW RESISTANCE RINGS SO THE CAM CAN BE DEGREED. CHRIS WILL DEGREE IT TO POSITION IT EXACTLY WHERE HE

WANTS IT TO BE, WHICH IS ONE DEGREE ADVANCED FOR THIS RACE ENGINE. THE PISTON TO VALVE CLEARANCE IS TIGHT. SO THIS IS A CRITICAL STEP. WITH THAT ALL DONE WE'LL BE RIGHT BACK.

(MIKE)>> WELCOME BACK. WE'RE CONTINUING ON WITH THE SAM TECH RACE ENGINE. NOW THE PISTONS ARE A SPEC PART NUMBER FROM WISECO. THEY EVEN HAVE THE NHRA LOGO LASER ETCHED IN THE TOP OF THEM. NOW COMPRESSION HEIGHT, DISH VOLUME, AS WELL AS THE TOP RING LOCATION ARE ALL SPEC AS WELL. NOW THE BORE DIAMETER IS UP TO THE ENGINE BUILDER, AND THERE ARE ABSOLUTELY NO GAS PORTS ALLOWED IN THE PISTON ITSELF. NOW THE RODS ARE CALLIES COMP STARS AND THEY USE A NINE-27

PIN DIAMETER AND HAVE A SIX-100 CENTER TO CENTER LENGTH. THEY USE A STANDARD TWO-100 ROD JOURNAL AND ARE AN HBEAM DESIGN.

(PAT)>> RING CHOICE IS EXTREMELY IMPORTANT IN A RACE ENGINE, ESPECIALLY WHEN THE RPM'S ARE HIGHER AND RULES LIMIT EVERYTHING ELSE IN THE ENGINE.

THIS RING PACK IS FROM TOTAL SEAL, AND IT IS 100 PERCENT CUSTOM TO FIT IN THE STOCK RING GROOVES OF THESE PISTONS.

THIS GAS PORTED TOP RING SPACER HAS 16 SLOTS AND GOES ABOVE THE TOP RING WITH THE GAS PORTS FACING THE RING. THIS IS A LEGAL WAY TO RUN GAS PORTS. IT ALSO ALLOWS FOR A THINNER TOP RING TO BE RUN FOR LESS DRAG.

(MIKE)>> PRELUBING THE RINGS AND SKIRTS IS CRITICAL TO AVOID ANY GAULING OR SCUFFING DURING THE INITIAL FIRE UP. WITH THE UPPER HALF OF THE ROD BEARING IN PLACE, THEY GET LUBED AS WELL. WITH AN ASSEMBLY IN THE RING COMPRESSOR, IT IS LOWERED TO THE DECK AND TAPPED DOWN UNTIL THE BEARING CONTACTS THE CRANK'S JOURNAL. NOW THE CAP IS PUT IN PLACE AND SNUGGED UP. THE SAME PROCEDURE GOES FOR THE NEXT SEVEN, MAKING SURE TO AVOID ANY UNWANTED CONTACT WHERE THE BEARING COULD GET NICKED. USING XTREME PRESSURE LUBE, THEY ARE TORQUED TO 75 POUND FEET. NOW WASHERS ARE PLACED ON THE MAIN STUDS TO GAIN ROD BOLT CLEARANCE BETWEEN THEM AND THIS FACTORY WINDAGE TRAY. A SPACER ALSO GOES ON, WHICH WILL SUPPORT THE OIL PUMP PICK UP.

(PAT)>> FACTORY LS OIL PUMPS SUFFER FROM STARVATION ISSUES ABOVE 6,200 RPM, AND THAT WILL RESULT IN A LOSS OF OIL FLOW BY ABOUT ONE GALLON PER MINUTE AT 7,000 RPM, AND THAT CAUSES CAVITATION, WHICH WILL ALSO AERATE THE OIL. TO AVOID THOSE ISSUES THIS MELLING PERFORMANCE STANDARD VOLUME HIGH PRESSURE PUMP IS GOING ON. IT INCREASES THE OIL PRESSURE IN THE SYSTEM BY 10 PERCENT OVER STOCK. WITH THE ORING IN PLACE, THE OIL PICK UP CAN BE BOLTED TO THE PUMP AND SECURED AT THE SPACER AT THE REAR. THE BACK COVER, WHICH HOUSES THE REAR MAIN SEAL, CAN GO ON.

NOW THE FRONT COVER IS PUT IN PLACE. THE BALANCER HUB IS INSTALLED, WHICH CENTERS THE COVER TO PREVENT PREMATURE FRONT SEAL WEAR.

(MIKE)>> TO SEAL UP THE BOTTOM END A STEF SIX QUARTER ALUMINUM PAN IS BEING USED. IT HAS FIVE BAFFLES FOR OIL CONTROL AND A SEVEN INCH DEEP SUMP.

SOCKET HEAD CAP SCREWS WILL SECURE IT. SINCE THE PAN DOESN'T HAVE A LOCATION FOR AN OIL FILTER, STEF SUPPLIES THIS ADAPTER THAT BOLTS TO THE PAN RAIL. IT ALLOWS A CONVENTIONAL LS FILTER TO BE USED. THE PICK UP SENSOR WAS REMOVED TO AVOID BUMPING IT. AN ENGINE THAT TURNS 8,800 RPM NEEDS A HIGH QUALITY BALANCER. THIS IS AN ATI SUPER DAMPER THAT IS NHRA AND IHRA CERTIFIED.

IT IS SFI APPROVED. TO GET A CRANKSHAFT POSITION FOR THE EFI THE BRACKET, WHICH HOUSES A HOLLEY HALL EFFECTS SENSOR, GOES BACK ON. NOW SMALL MAGNETS ARE PLACED EVERY 90 DEGREES IN THE BALANCER TO SIGNAL EACH CYLINDER FIRING. WITH THIS SHORT BLOCK COMPLETE WE'LL BE RIGHT BACK.

(PAT)>> WE'RE BACK AND IT'S TIME TO TACKLE THE VALVETRAIN AND INDUCTION. FIRST UP ARE THE JESEL LIFTERS. THESE HAVE A SOLID BODY AND UTILIZE A 750 THOUSANDTHS DIAMETER WHEEL AND HAVE A TIE BAR TO KEEP THEM IN LINE WITH THE CAM'S LOBES. COMETIC MLS HAND GASKETS WITH A 56 THOUSANDTHS COMPRESSED THICKNESS ARE PLACED ON THE DECKS AND LOCATED ON THE DOWELS. SEAN HOOPER, WHO IS SAM TECH'S CYLINDER HEAD INSTRUCTOR, ALSO STOPPED IN FOR A VISIT TO FILL US IN ON THE INDUCTION.

(SEAN)>> YOU GET THESE CYLINDER HEADS AS A PRO PORT. SO THAT MEANS THAT WE'RE ABLE TO DESIGN OUR PORT THE WAY WE BASICALLY WOULD LIKE TO HAVE IT. THERE'S A LOT OF AIR FLOW IN THE VALVE JOB AREA, NOT JUST WHERE THE SEAT MEETS THE CHAMBER, BUT ALSO WHERE THE VALVE JOB MEETS THE PORT ITSELF, AND ESPECIALLY SINCE WE CAN'T DO ANY WORK BY HAND WE HAVE TO DO A LOT OF WORK WITH THE ACTUAL CUTTERS TO TRY TO FIGURE OUT HOW TO MANIPULATE THIS AREA TO MAKE IT WORK AND GET THE MOST OUT OF IT. THAT'S WHAT REALLY MAKES STOCK ELIMINATOR ENGINES VERY FUN TO WORK WITH, CAUSE THEY ARE VERY TRICKY TO GET EVERY OUNCE OF POWER OUT OF THEM.

(MIKE)>> WITH THESE CYLINDER HEADS THE CALCULATED

COMPRESSION OF THIS ENGINE IS 14.20 TO ONE. CLAMPING FORCE IS EXTREMELY IMPORTANT, SO ARP HEAD STUDS WILL LOCK THEM DOWN. TORQUE SPECS ARE 80 POUND FEET ON THE LARGER DIAMETER ONES, AND 35 POUND FEET ON THE SMALLER. VALVETRAIN STABILITY IS EXTREMELY CRUCIAL AT THE HIGH

RPM'S THIS ENGINE WILL TURN. NOW THE PUSH RODS ARE SMITH BROTHERS WITH A SEVENSIXTEENTHS DIAMETER AND HAVE A BEEFY 135 THOUSANDTHS

WALL THICKNESS. THE SHAFT ROCKERS ARE FROM CHEVY PERFORMANCE AND THE ROCKER RATIO IS ONE POINT NINE. COLD LASH IS 10 THOUSANDTHS ON THE INTAKE AND EXHAUST. THIS IS WHAT A TYPICAL RACE ENGINE'S CAM LOBE LOOKS LIKE WITHOUT ANY LIFT RULES. IT HAS AN AGGRESSIVE OPENING RAMP AND THE MAXIMUM AMOUNT OF LOBE LIFT THAT WILL PHYSICALLY FIT IN THE CAM TUNNEL. THE STOCK ELIMINATOR VALVE LIFT IS RESTRICTED TO 676 THOUSANDTHS USING A ONE POINT NINE RATIO ROCKER. NOTICE IT HAS A STEEP RAMP BUT A PLATEAU LIKE LOBE TO KEEP THE VALVE OPEN LONGER AND HAVE MORE AREA UNDER THE CURVE TO MAXIMIZE ITS AIR FLOW AND STILL BE WITHIN LEGAL LIFT LIMITS. A STANDARD LS VALLEY PLATE WILL SEAL UP THE LIFTER VALLEY. NOW THE TUNNEL RAM INTAKE MANIFOLD THAT HOUSES THE HOLLY DOMINATOR THROTTLE BODY AND 60 POUND AN HOUR INJECTORS IS BOLTED ON. FINISHING THE LONG BLOCK ARE THE VALVE COVERS AND COIL PACKS.

(PAT)>> NOW IT'S ON THE WAY TO THE DYNO ROOM TO GET DOCKED UP.

A MAZERE ELECTRIC WATER PUMP WILL KEEP IT COOL, AND THE EXHAUST GASES WILL PASS THROUGH AMERICAN RACING TRIPLE STEP HEADERS. WHEN WE COME BACK THIS RACE BULLET WILL BE

READY TO FIRE UP.

(MIKE)>> WE ARE BACK AND IT'S TIME TO SEE WHAT SAM TECH'S STOCK ELIMINATOR ENGINE WILL CRANK OUT ON OUR SUPERFLO DYNO.

(JUDSON)>> YOU HAVE YOUR FUEL? FUEL'S LOADED IN THE FUEL PUMP?

(MIKE)>> THE FOUNDER, JUDSON MASSENGILL, IS HERE TO SIT IN FOR THE DYNO SESSION AND SEE HOW HIS GUYS DID THIS WEEK.

(JUDSON)>> THEY WANT TO BE GOING ALL THE TIME, THEY'RE MOTIVATED, AND WE NEED MOTIVATION, I GUARANTEE. A YOUNG GUY THAT HAS MOTIVATION, WE CAN WORK WITH HIM I GUARANTEE. HEY WE'LL SEE WHAT HAPPENS.

(MIKE)>> WHAT'S IT LIKE TO RACE IN SUCH A COMPETITIVE CLASS LIKE STOCK ELIMINATOR?

(JUDSON)>> IT IS A BREAK OUT STYLE TYPE RACING EXCEPT, AND THIS IS WHAT EXCITES ME ABOUT IT. IF YOU AND I, IF SOMEONE ELSE HAS THE SAME COMBINATION, A CSTOCK AUTOMATIC AGAINST A CSTOCK AUTOMATIC, AND THEY MEET EACH OTHER IN ELIMINATIONS, IT'S HEADS UP. NO BREAK OUT. AND WE REALLY ENJOY THAT AND THAT'S WHAT DRIVES US TO GET MORE POWER, RUN FASTER, WORK ON THE CAR HARDER AS OPPOSED TO A BRACKET CAR.

(MIKE)>> WHAT IS JUD'S PREDICTION ON POWER?

(JUDSON)>> WELL OVER 800.

(MIKE)>> ETHREE RACING PLUGS WILL IGNITE THE AIR/FUEL CHARGE AND HOLLEY EFI IS THE SYSTEM THAT WILL RUN THIS ENGINE. WITH A QUICK FIRE UP WE'RE READY TO GO.

(PAT)>> NO RUNS, DRIPS, OR ERRORS HERE.

(MIKE)>> AARON IS A RECENT GRADUATE OF THE EFI TUNING COURSE. SO HE'LL BE THE MAN AT THE LAPTOP.

(PAT)>> WE'RE GONNA GO 6,800 TO 7,800 AT 600 PER SECOND.

(AARON)>> SOUNDS GOOD. [ engine revving ]

(PAT)>> ALL RIGHT, OUT OF THE BOX 792 HORSE, 593 POUND FEET OF TORQUE. THAT'S REALLY DECENT AT 600 PER SECOND OR SO. NOW YOU'VE GOT TO CHANGE YOUR OIL. YOU'VE GOT 10-30 IN IT RIGHT NOW, YOU'VE GOT TO PUT YOUR RACE OIL IN IT AND CHECK SOME LASH, AND MAYBE FUZZ ON A LITTLE BIT AND WE'LL GO FROM THERE.

(JUDSON)>> SOUNDS LIKE A PLAN.

(AARON)>> IT'S DEFINITELY A GOOD STARTING POINT.

(MIKE)>> THE FIRST PULL HAD BREAK IN OIL IN IT. SO WE'RE CHANGING TO ROYAL PURPLE'S XPR FIVEW-20 FOR THE FULL POWER PULLS. AARON AND JOHN WILL ALSO CHECK THE VALVE LASH.

(AARON)>> THAT ONE'S GOOD.

(PAT)>> ALRIGHT WE'RE STEPPING FROM 7,000 TO 8,800 AT 300. SO IT'S GONNA PICK UP SOME TORQUE. [ engine revving ]

(CHRIS)>> IT'S FLAT.

(PAT)>> FLAT, 800 HORSEPOWER, 591 POUND FEET OF TORQUE. I DON'T KNOW IF I'VE QUITE SEEN A POWER CURVE

LOOK LIKE THAT BEFORE.

(JUDSON)>> THAT IS FLAT, THERE'S NO DOUBT.

(MIKE)>> AARON WILL MAKE A SLIGHT TIMING CHANGE FROM 7,000 RPM TO THE 8,800 BENCHMARK. [ engine revving ]

(PAT)>> THAT SOUNDS AWESOME! 824 HORSE, 604 POUND FEET OF TORQUE, THAT'S PRETTY SPORTY.

(JUDSON)>> HEY IT'S IN ONE PIECE.

(PAT)>> AND IT'S IN ONE PIECE.

(JUDSON)>> HAS OIL PRESSURE, WE CAN WORK WITH THAT. WE'LL RUN A LEAK DOWN NOW, MAKE SURE ALL THE CYLINDERS ARE THERE, AND I THINK WE'RE READY TO PUT IT IN THE CAR.

(PAT)>> THIS THING TURNED OUT GREAT, YOU GUYS

DID A GREAT JOB ON IT.

(JUDSON)>> THEY ALWAYS DO, HARD WORKERS.

(PAT)>> A FRIEND OF OURS JUST PUT TOGETHER THIS BEAUTIFUL KFIVE BLAZER. NO CORNERS WERE CUT. IT'S GOT A STOUT BIG BLOCK CHEVY WITH ALUMINUM HEADS AND DUAL CARBS, HYDRAULIC ASSIST STEERING, AND IT'S SITTING ON 40 INCH TIRES. THE REASON THAT IT'S HERE IS THERE ARE A FEW UNKNOWNS ABOUT THE ENGINE. ENGINES, WELL THEY'RE OUR SPECIALTY. IT DOES RUN AND DRIVE, BUT LIKE ALL OTHER PROJECTS, THERE ARE A FEW BUGS THAT HAVE TO BE WORKED OUT BEFORE

IT'S STREET READY. SO TODAY WE'RE GONNA TAKE THE TIME AND SHOW YOU HOW TO DIAL

IN ALL THOSE LITTLE THINGS SO YOU CAN HAVE A RELIABLE, SAFE, AND SMOOTH RUNNING DAILY DRIVER. THE ENGINE WAS BOUGHT OUT OF A HOT ROD AND NO SPECS WERE GIVEN TO US. SO WE'RE STARTING WITH THE BOTTOM AND MOVING UP TO THE TOP. FIRST THE OIL IS DRAINED. IT'S ALWAYS A GOOD INDICATION OF THE CONDITION OF THE ENGINE. FOR INSTANCE, IF THE OIL SMELLS LIKE FUEL, THE CARBURETORS ARE PROBABLY OUT OF ADJUSTMENT. OR IF THE OIL LOOKS LIKE A CHOCOLATE MILKSHAKE THAT'S A GOOD INDICATION THERE'S A WATER LEAK SOMEWHERE.

THIS IS ALWAYS THE BEST PLACE TO START, AND THIS OIL LOOKS GREAT. SO FAR SO GOOD. WE'LL USE OUR GOODSON OIL FILTER CUTTER TO OPEN THIS ONE UP TO CHECK FOR DEBRIS IN THE ELEMENT. ANY SIGN OF SHINY CHUNKS MEANS THE ENGINE PROBABLY HAS BIGGER ISSUES. THIS FILTER LOOKS AWESOME BUT THIS IS SOMETHING THAT WE DO TO EVERY ENGINE THAT COMES IN HERE. A NEW ROYAL PURPLE OIL FILTER AND HPS 10-W-30 WILL KEEP IT LUBRICATED UNTIL THE NEXT OIL CHANGE.

(MIKE)>> NEXT WE'LL REMOVE ALL THE SPARK PLUGS. THEY WON'T BE REUSED.

A NEW SET IS A MUST WHEN DOING A TUNE UP AND ELIMINATES A VARIABLE. BEFORE THE NEW ONES GO IN WE'LL REMOVE THE VALVE COVERS AND RELASH THE VALVES. THIS IS A HYDRAULIC CAM SHAFT. SO WE'LL SET THE PRELOAD. IT'S SUPER EASY, WE'LL START WITH THE NUMBER TWO CYLINDER. ROTATE THE ENGINE UNTIL THE EXHAUST VALVE STARTS TO OPEN. NOW FIND ZERO LASH ON THE INTAKE ROCKER AND TURN THE ADJUSTOR HALF A TURN AND LOCK IT DOWN. NEXT ROTATE THE ENGINE UNTIL THE INTAKE VALVE

STARTS TO CLOSE. FIND ZERO LASH ON THE EXHAUST VALVE, TURN THE ADJUSTOR HALF A TURN, AND LOCK IT DOWN, THAT'S IT. WE WON'T BORE YOU WITH THE OTHER 14. NOW THE NEW PLUGS CAN GO IN. THESE ARE ETHREES WITH DIAMOND FIRE TECHNOLOGY. WHEN WE PULLED THE TRUCK IN THE THROTTLE WAS A BIT STICKY. SO WE'LL ADDRESS IT AND TAKE A LOOK AT THE CARBS. THE THROTTLE CLOSES VERY SLOW DUE TO A LOW TENSION SPRING. THE NEW ONE TAKES CARE OF THE ISSUE WITH A QUICK RETURN. WITH THE TIMING SET, THIS BIG KFIVE IS TUNED UP AND READY TO HIT THE ROADS, TRAIL, OR CAR SHOWS, WHERE IT WILL GET SOME ATTENTION. IF YOU'RE A 2016 SS CAMARO OWNER AND YOU'RE LOOKING FOR A UNIQUE SOUND UNLIKE ANY OTHER SYSTEMS ON THE MARKET, BORLA HAS WHAT YOU NEED. THIS IS THEIR REAR SECTION EXHAUST SYSTEM THAT FEATURES THEIR PATENTED ATAK TECHNOLOGY. NOW THAT STANDS FOR ACOUSTICALLY TUNED APPLIED KINETICS. IT GIVES YOU A NICE, DEEP, THROATY, AGGRESSIVE SOUND DURING HARD ACCELERATION AND IT'S NICE AND QUIET WITH ABSOLUTELY NO DRONE DURING CRUISE SPEEDS. NOW IT'S MADE IN THE USA OUT OF T-304 STAINLESS THAT WILL NOT RUST AND CARRIES THEIR ONE MILLION MILE WARRANTY. NOW IT COMES WITH FOUR AND A HALF INCH EXHAUST TIPS, THE

HANGERS ARE IN THE FACTORY LOCATION FOR A SUPER EASY

INSTALL, AND IT WILL FREE UP EIGHT HORSEPOWER AND 12 POUND FEET OF TORQUE. FIND YOURS AT SUMMIT RACING FOR JUST UNDER $800 BUCKS.

(PAT)>> IF YOU HAVE A MUSCLE CAR OR PREMIUM IMPORT AND WANT BETTER BRAKING WITH LESS BRAKE DUST EVERYWHERE EBC'S RED STUFF BRAKE KITS WOULD BE A GREAT ADDITION TO YOUR RIDE. THESE HIGH EFFICIENCY PADS ARE BUILT WITH ARAMID FIBER AND CERAMIC GRANULES TO FURTHER ENHANCE BRAKING, AND THEY HAVE

BREAK IN COATING ON THEM FOR FAST PAD SEATING. THE ROTORS ARE A DIRECT FIT WITH AN ANTIRUST COATING, AND THEY'VE BEEN BALANCED AND RUN OUT TESTED FOR SMOOTHER BRAKING, AND YOU CAN PICK UP YOURS AT YOUR LOCAL AUTO PARTS STORE. AND THAT PUTS A STOP ON THIS WEEK'S SHOW. WE'LL BE ROLLING AGAIN NEXT WEEK, WE'LL SEE YOU THEN.