Atomic Blast Corvette

(MIKE) WELCOME TO ANOTHER EPISODE OF ENGINE POWER. TODAY PAT AND I ARE STARTING ON A NEW IN HOUSE BUILD WE DUBBED ATOMIC BLAST. NOW A LITTLE WHILE BACK WE SHOWED IT TO YOU IN A PROJECT CAR LINE UP WE HAVE PLANNED FOR THIS SEASON. CHECK IT OUT! IT'S A GORGEOUS 2007 ATOMIC ORANGE CSIX CORVETTE WITH THE Z-51 PACKAGE. A ONE OWNER CAR THAT WAS GARAGE KEPT AND HAS A HAIR OVER 50,000 MILES. THE INTERIOR WAS CUSTOMIZED WITH MATCHING ATOMIC ORANGE ACCENTS TO GO WITH THE TWO TONE LEATHER. IT REALLY ADDED A NICE TOUCH. IT HAS A SIX SPEED MANUAL TRANSMISSION. UNDER THE HOOD IS AN LS TWO VEIGHT THAT PUMPS OUT 400 HORSEPOWER. THESE CARS RAN THE QUARTER MILE IN 12.5 SECONDS AT 115 MILES AN HOUR. (PAT) SINCE ITS INTRODUCTION AT THE GM MOTORRAMA IN 1953 AS A CONCEPT CAR, THE CORVETTE HAS EVOLVED INTO A SEVEN GENERATION SPORTS CAR THAT SCREAMS PERFORMANCE, AND ALTHOUGH IT'S AN AMAZING PLATFORM FROM THE FACTORY IN BOTH THE GO FAST AND HANDLING DEPARTMENT, WE AS ENTHUSIAST CAN'T LEAVE WELL ENOUGH ALONG, AND WE'LL BE ADDRESSING EVERY ASPECT OF THE CAR, FROM THE POWER PLANT, SUSPENSION, BRAKES, AND EVEN THE TRACTION DEPARTMENT. [ engine fires up and revs ] (MIKE) THE ORDER OF THE BUILD WILL REPRESENT A DIY APPROACH SIMILAR TO WHAT YOU AVERAGE GUYS WOULD DO TO YOUR VETTE. WE'LL START WITH A TOP END ENGINE PACKAGE THAT CAN BE HANDLED IN YOUR GARAGE OVER A WEEKEND. NOW WE'RE SURE OF BIG GAINS WITH THE KIT WE CHOSE. HOW MUCH? LET'S START WITH A BASELINE. THE PULL WILL BE IN FOURTH GEAR, WHICH IS ONE TO ONE. AT 6,000 RPM THIS ENGINE MAKES ITS PEAK POWER OF 400 AT THE FLYWHEEL. WE'LL PULL IT TO 6,500. (PAT) 369 HORSE, 373 POUND FEET OF TORQUE. (MIKE) THAT'S PRETTY PEPPY. (PAT) THAT IS NOT BAD. WELL A MANUAL CAR, NOT AS MUCH DRIVELINE LOSS, AND I MEAN THESE THINGS ARE PRETTY SPORTY. (MIKE) 400 AT THE FLYWHEEL. (PAT) DO ANOTHER ONE TO BACK IT UP AND WE'LL GO FROM THERE. [ engine revving ] (PAT) 367 HORSE, 372 POUND FEET OF TORQUE. SO WITHIN A COUPLE ON HORSEPOWER AND WITH ONE ON TORQUE. (MIKE) I'M REALLY SURPRISED AT HOW SMOOTH THE GRAPH IS TOO, REALLY NICE! NOW WE'RE HEADING TO THE LIFT TO START PULLING THINGS APART. (PAT) DOING A CAM AND TOP END SWAP ON A CORVETTE MEANS YOU HAVE TO PULL THE STEERING RACK TO GAIN ACCESS TO PULL THE BALANCER, AND THAT'S WHERE WE'LL START OUR STEP BY STEP PROCESS. NOW KEEP IN MIND WE'RE DOING IT THIS WAY SO YOU CAN SEE HOW IT'S DONE, SO EVENTUALLY YOU CAN GET YOUR HANDS DIRTY DOING ONE YOURSELF. FOR EASIER ACCESS TO EVERYTHING IN THE ENGINE BAY THE HOOD IS BEING REMOVED. THE 18 INCH WHEELS AND THE 245/40 TIRES COME OFF. NOW THE OUTER TIE RODS ARE REMOVED FROM THE SPINDLES. FOUR FASTENERS COME OUT TO LET THE SWAY BAR ROTATE DOWN OUT OF THE WAY. NEXT THE POWER STEERING COOLER IS UNBOLTED. (MIKE) NOW WE'RE GONNA LOWER THE ENGINE CRADLE ABOUT THREE QUARTERS OF AN INCH. NOW ALWAYS USE HAND TOOLS WHEN YOU LOOSEN THESE NUTS. DON'T USE AN IMPACT. YOU CAN ACTUALLY DAMAGE THE RETAINERS THAT HOLD THE STUDS IN PLACE. THAT'S THE GAP WE'RE LOOKING FOR. NOW THE PASSENGER SIDE STEERING RACK TO CRADLE BOLT CAN BE PULLED. I JUST REMOVED THE TWO POWER STEERING LINES ON THE TOP OF THE RACK WITH AN 18 MILLIMETER WRENCH. NOW WE COULDN'T GET A SHOT OF IT WITH THE CAMERA BECAUSE IT'S IN A PRETTY TIGHT SPOT. NOW WE'RE GONNA LOWER THE CAR AND REMOVE THE AIR BOX AND THE FAN FOR A LITTLE MORE ACCESS. THE CLAMP IS LOOSENED AT THE THROTTLE BODY. THE ELECTRICAL CONNECTORS ARE REMOVED, AND THE ASSEMBLY COMES OUT. NOW THE RADIATOR HOLD DOWN SHROUD IS REMOVED, FOLLOWED BY THE STEAM VENT HOSES, UPPER RADIATOR HOSE, AND THE HEATER CORE TO EXPANSION TANK HOSE. NEXT UP THE LOWER RADIATOR HOSE IS REMOVED, THE TRANSMISSION AND OIL COOLER LINES ARE DETACHED FROM THE RADIATOR, AND THE ASSEMBLY COMES OUT FROM THE TOP. WITH A LOT MORE ROOM NOW THE STEERING RACK IS SLID TO THE PASSENGER SIDE, AND WE CAN REMOVE IT FROM THE TOP JUST LIKE THE RADIATOR. THE HARD PART IS DONE. ON TOP OF THE ENGINE THE COIL COVERS COME OFF, THE COIL HARNESS IS UNPLUGGED ALONG WITH THE OTWO SENSOR CONNECTOR. WITH THE PLUG WIRES OUT OF THE WAY THE COIL PACKS AND BRACKETS ARE REMOVED. THE EVAP LINES GO AS WELL. (PAT) NOW THE FUEL LINE IS REMOVED ALONG WITH THE FUEL RAILS AND INJECTORS. FINALLY THE LS TWO'S INTAKE MANIFOLD IS UNBOLTED. WE HAVE A NEW SETUP GOING ON. SO THIS ONE IS GOING IN THE PARTS PILE. WHEN WE COME BACK THE TEARDOWN CONTINUES WITH THE FRONT ACCESSORIES AND EVERYTHING ELSE TO MAKE WAY FOR ALL THE NEW PARTS.

(MIKE) WE'RE BACK AND PROJECT ATOMIC BLAST CONTINUES. THE WATER PUMP IS THE NEXT THING TO GO, FOLLOWED BY THE ENTIRE POWER STEERING SYSTEM.

THE CAM SENSOR AND ITS BRACKET ARE PULLED, AND USING A BALANCER PULLER IT CAN GO TOO. BACK UP TOP THE VALVE COVERS...

...THE ROCKER ARMS AND STANDS, PLUS THE PUSH RODS ARE REMOVED. THE CONVERTERS ARE SEPARATED FROM THE EXHAUST MANIFOLDS AND THEY ARE LOOSENED AND SET TO THE SIDE AS WELL. (PAT) THIS STEAM VENT CROSSOVER CAN GO, AND WITH THE TORQUE TO YIELD BOLTS REMOVED THE CATHEDRAL PORT 243 CASTINGS CAN GO AWAY. WITH THE TIMING COVER BEING PULLED WE'RE ON THE TEARDOWN HOME STRETCH. NOW THE OIL PUMP GOES AND THE TENSIONER IS PINNED, TIMING CHAIN IS REMOVED, AND THE CAM RETAINING PLATE COMES OFF. A QUICK SPIN OF THE CAM AND THE LIFTERS ARE RETAINED IN THEIR TRAYS, AND COME OUT IN GROUPS OF FOUR. FINALLY THE CAM CAN BE REMOVED. AN EXTRA SET OF HANDS TO HOLD THE CONDENSER OUT OF THE WAY IS A PLUS. THE TEARDOWN IS NOW FINISHED. (MIKE) WHEN YOU'RE LOOKING FOR BIG POWER GAINS ON A LATE MODEL VEHICLE THE FIRST THING THAT USUALLY COMES TO MIND IS FORCED INDUCTION, BUT THAT'S NOT ON OUR LIST FOR THIS STAGE OF ATOMIC BLAST. NOW SUPERCHARGER AND TURBO SYSTEMS ARE PRICEY AND THEY ARE LIMITED IN THE AMOUNT OF POWER THEY CAN PRODUCE DUE TO THE ENGINE'S STOCK INTERNALS. NOW NORMALLY ABOUT A 50 PERCENT GAIN AT THE TIRES IS WHAT YOU'LL SEE. (PAT) AND WE ARE LOOKING FOR SIMILAR GAINS, BUT WE ARE GOING TO DO IT NATURALLY ASPIRATED WITHOUT TOUCHING THE SHORT BLOCK. MORE CFM EQUALS MORE POWER AND INDUCTION IS THE WAY TO GO, AND THAT IS WHAT THIS 550 HORSE GENX LS TWO TOP END KIT FROM TRICK FLOW WILL GIVE US, AND THEIR KIT IS CENTERED AROUND THEIR EXCELLENT 225cc CATHEDRAL PORT HEAD. THESE HEADS FLOW 338 CFM AT 600 LIFT THANKS TO THEIR FULLY CNC'ED 225cc INTAKE RUNNER. THE COMBUSTION CHAMBER IS ALSO FULLY CNC'ED AND MEASURES IN AT 65cc. THE VALVE SIZES ARE TWOZERO-55 ON THE INTAKE AND ONEFIVE-75 ON THE EXHAUST, AND THE EXHAUST ARE CNC'ED AS WELL AND ARE 80cc AND FLOW 245 CFM. THESE ARE A DIRECT BOLT ON REPLACEMENT, AND THESE HEADS WILL MAKE BIG POWER WITH THOSE FLOW NUMBERS. (MIKE) THE CAM SHAFT IS A HYDRAULIC ROLLER THAT ACCEPTS A THREE BOLT CAM SPROCKET. NOW DURATION AT 50 THOUSANDTHS IS 238 ON THE INTAKE, 242 ON THE EXHAUST. NOW WITH A ONE POINT SEVEN RATIO ROCKER ARM, LIFT AT THE VALVE IS 595 ON THE INTAKE AND THE EXHAUST SIDE. LOBE SEPARATION ANGLE IS 112 DEGREES AND THIS CAM HAS AN OPERATING RANGE FROM 3,000 TO 7,000 RPM. NOW THE KIT ALSO INCLUDES HEAD AND MANIFOLD GASKET, ONE POINT SEVEN RATIO HARLAN SHARP SHAFT ROCKER ARMS, PUSH RODS, A BALANCER BOLT, AND HEAD BOLTS. (PAT) BEFORE THE NEW HEADS CAN DROP ON A LITTLE PREP WORK HAS TO BE DONE. NOW SCRAPING THE OLD GASKET MATERIAL OFF THE DECKS IS OBVIOUS BUT JUST AS IMPORTANT FOR PROPER HEAD TORQUE, WE ARE GOING TO CLEAN THE HEAD BOLTS OUT IN THE BLOCK WITH THIS SPECIALTY TAP FROM GOODSON. THE STOCK BOLTS HAVE A THREAD COMPOUND ON THEM FROM THE FACTORY AND THAT TENDS TO STAY INSIDE THE BLOCK ONCE THE BOLTS ARE REMOVED. THIS SPECIALTY CLEAN OUT TAP FROM GOODSON ONLY REMOVES THE DEBRIS FROM THE THREADS AND DOES NOT CUT NEW ONES. IT'S AN 11 MILLIMETER LONG REACH DESIGN. DO NOT USE A DRILL. DO THIS BY HAND ONLY TO PREVENT ANY CHANCE OF CROSS THREADING. YOU'LL SEE THE DEBRIS ON THE TAP WHEN YOU GET DONE THREADING IT OUT OF THE BLOCK. (MIKE) A THIN COAT OF MOTOR OIL GOES ON THE CAM'S JOURNALS. NOW IT CAN SLIDE IN THE CAM TUNNEL, AGAIN WITH A LITTLE HELP HOLDING THE CONDENSER UP. WE GRABBED A BRONZE CAM RETAINING PLATE OUT OF OUR PARTS CAGE. THE BENEFIT OVER THE STOCK ONE IS A DECREASE IN FRICTION. BASICALLY FRIENDLIER METAL TO METAL CONTACT. WE'LL BE BACK AFTER THIS BREAK.

(MIKE) WE'RE BACK AND OPTED TO INSTALL NEW CHEVY PERFORMANCE LIFTERS WITH THE NEW CAM. THERE'S NOTHING WRONG WITH THE STOCKERS BUT WE FIGURED WHILE WE'RE HERE MIGHT AS WELL DO IT. THIS SUPPLIED MLS GASKETS CAN BE PLACED ON THE CLEAN DECKS AND LOCATED ON THE DOWELS, WHICH GIVES US THE GO AHEAD TO PLACE THE NEW TRICK FLOW HEADS IN THEIR NEW HOME. THE FACTORY BOLTS SUPPLIED WITH THE TOP END KIT ARE TORQUE TO YIELD AND WILL WORK JUST FINE IN THIS APPLICATION BUT WE'RE GONNA INSTALL ARP STUDS DUE TO PLANS WE HAVE DOWN THE ROAD FOR THIS VETTE. WE LIKE TO INSTALL THE STUDS AFTER THE HEADS ARE ON. THIS ELIMINATES ANY CHANCE OF THE STUDS KNOCKING OFF ALUMINUM FROM THE HEADS AND GETTING IN THE ENGINE. FASTENERS ARE TORQUED TO 80 POUND FEET ON THE FINAL PASS. (PAT) THE LS TWO'S STOCK CAM HAD A SINGLE BOLT RETAINING THE CAM GEAR BUT THE NEW TRICK FLOW CAM IS A THREE BOLT ONE. SO WE GOT A CHEVY PERFORMANCE THREE BOLT TOP GEAR, AND IT GOES IN NEXT. THE CHAIN AND GEAR GO ON AS ONE UNIT. MAKE SURE THE DOT IS UP ON THE CRANK SPROCKET AND THE CAM SPROCKET IS INSTALLED WITH THE ARROW ALIGNING TO IT. INSTEAD OF THE STOCK TENSIONER THIS TRICK FLOW CHAIN DAMPENER WILL KEEP A SMALL AMOUNT OF TENSION ON THE CHAIN TO ELIMINATE THE CHAIN FROM WHIPPING DURING GEAR CHANGES. WE'RE REPLACING THE FACTORY OIL PUMP WITH A MELLING HIGH VOLUME ONE. IT'S A DIRECT REPLACEMENT. NOW THE TIMING COVER IS REINSTALLED, SEALING UP THE FRONT OF THE ENGINE. (MIKE) TRICK FLOW'S CHROMOLY PUSH RODS GO IN NEXT. THESE HAVE AN 80 THOUSANDTHS WALL THICKNESS, ARE FIVESIXTEENTHS IN DIAMETER, AND SEVEN AND A HALF INCHES IN LENGTH. HERE'S A LITTLE TIP. MAKE SURE TO LUBE THE ENDS OF THE PUSH RODS TO PREVENT METAL TO METAL CONTACT, WHICH WILL LEAD TO PREMATURE WEAR. SURPRISING ENOUGH THE HARLAN SHARP ROCKER ARMS SUPPLIED IN THE TOP END KIT MATCH THE COLOR OF ATOMIC BLAST. THESE ARE FULL ROLLER PEDESTAL MOUNT ROCKERS THAT USE A COMMON AXLE TO KEEP THEM ALIGNED. THEY ARE A ONE POINT SEVEN RATIO. WITH THE VALVETRAIN ALL SLICKED UP, THE STOCK VALVE COVERS GO BACK ON. (PAT) AS MSD SAYS, WHEN YOU'RE SERIOUS ABOUT MAKING POWER WITH YOUR LS ONE, TWO, OR SIX CALL IN THE AIR FORCE. THIS IS THEIR ATOMIC AIR FORCE INTAKE MANIFOLD. IT IS A MOLDED POLYMER TWO PIECE DESIGN THAT GIVES YOU QUICK AND EASY ACCESS TO THE INTAKE MANIFOLD'S RUNNERS IF YOU CHOOSE TO PORT THEM. THE RUNNERS WERE DESIGNED USING ADVANCED COMPUTATIONAL FLUID DYNAMIC MODELING FOR EXCELLENT FLOW CHARACTERISTICS. THE UNIQUE BELL MOUTH RUNNER ENTRANCES MAXIMIZE AIR FLOW AND MINIMIZE SHROUDING. WE'RE APPLYING A LITTLE WD 40 AROUND THE INTAKE PORTS TO ALLOW THE SEALS TO SEAT PROPERLY WHEN THE INTAKE IS TIGHTENED DOWN. (MIKE) THAT THING FITS NICE. (PAT) THE POLYMER DESIGN RESISTS HEAT SOAK AND MINIMIZES WEIGHT. IT'S A DIRECT BOLT ON AND COMES WITH ALL NEW GASKETS AND HARDWARE. THIS MANIFOLD ACCEPTS STOCK OR AFTERMARKET THROTTLE BODIES UP TO 103 MILLIMETER. THE SAME GOES FOR THE FUEL RAILS. (MIKE) WITH THE INCREASE IN CFM WITH THE TOP END KIT AND THE NEW MANIFOLD WE'RE GOING TO INCREASE THE INJECTOR SIZE TO MAXIMIZE THE POTENTIAL OF ALL THE NEW PARTS. THE STOCK LS TWO INJECTORS ARE 32 POUND AN HOUR. THESE NEW INJECTORS ARE 42 POUND AN HOUR UNITS WE ORDERED FROM SUMMIT RACING. NO SPACERS OR ADDITIONAL HARDWARE ARE NEEDED TO MOUNT THE STOCK RAILS. NICE JOB MSD. (PAT) WHEN WE TEST DROVE THIS CAR WE NOTICED THE SERPENTINE BELT WAS MAKING A LITTLE NOISE, AND AT A QUICK GLANCE IT SHOWED THAT THE BALANCER HAD A NOTICEABLE WOBBLE. THE ELASTOMER BETWEEN THE INNER HUB AND THE OUTER RING HAS MOVED, CAUSING THE RING TO HAVE SOME RUN OUT. THE NEW BALANCER SHOWS THE ELASTOMER'S EVEN ALL THE WAY AROUND WITH THE FACE OF THE RING. IF YOU NOTICE A SLIGHT WOBBLE ON YOURS IT'S TIME FOR A REPLACEMENT, AND DON'T BEAT IT ON WITH A HAMMER. USE AN INSTALLATION TOOL.

(MIKE) THE ENGINE BAY LOOKS A LITTLE DIFFERENT NOW. WE REINSTALLED THE RACK, RADIATOR, AND THE FRONT ACCESSORIES, WHICH WERE ALL FACTORY PARTS. SINCE WE PUT IN NEW LIFTERS AND REPLACED THE ENTIRE TOP END OF THE ENGINE WE'RE GONNA GO AHEAD AND PRIME IT WITH ROYAL PURPLE'S HPS FIVEW-30. (PAT) FOR THE EXHAUST ON "ATOMIC BLAST" WE WANTED A HEAD THAT WAS 50 STATE LEGAL AND MADE POWER. WELL THESE HOOKER BLACKHEART SHORTIES FOR CSIX VETTES HAVE THAT COVERED. THEY'RE CONSTRUCTED OF ONE AND THREE QUARTER INCH MANDREL BENT 304 STAINLESS TUBING AND HAVE A THREEEIGHTHS OF AN INCH THICK HEADER FLANGE THAT PROVIDE DURABILITY AND A BIG SEALING SURFACE. FOR A BROAD TORQUE CURVE MITRED MERGE COLLECTORS MAXIMIZE EXHAUST VELOCITY AND SCAVENGING. (MIKE) GAINS OF 15.4 HORSEPOWER AND 14.4 POUND FEET OF TORQUE CAN BE EXPECTED, AND THEY ARE DIRECT REPLACEMENTS. ETHREE DIAMOND FIRES WILL IGNITE THE AIR/FUEL MIX IN THE CYLINDER. TO COMPLIMENT THE MSD INTAKE MANIFOLD WE'RE DITCHING THE FACTORY THROTTLE BODY FOR THIS NICK WILLIAMS 102 MILLIMETER ONE. IT'S CNC MACHINED FROM BILLET ALUMINUM AND WORKS WITH AFTERMARKET MANIFOLDS DUE TO ITS LARGE THROTTLE BLADE. ANY SMOOTH TRANSITION IN THE INDUCTION SYSTEM PROMOTES BETTER AIR FLOW AND HELPS MAKE MORE POWER. NOW THIS AIRAID COLD AIR DAM AIR INTAKE SYSTEM IS DESIGNED TO ALLOW A LARGER AMOUNT OF FRESH AIR INTO THE ENGINE AND GIVES IT A LOT SMOOTHER PATH GETTING THERE. WITH THE AIRAID HUMP HOSE AND FACTORY MASS AIR METER INSTALLED, THE AIR INTAKE TUBE CAN GO ON. NOTICE HOW THE INTAKE TUBE SITS ABOUT AN INCH AND A HALF FORWARD OF WHERE IT SHOULD. NOW THIS WAS DESIGNED FOR A VETTE WITH THE STOCK INTAKE AND THROTTLE BODY. NO BIG DEAL. WHEN WORK WITH SEVERAL DIFFERENT AFTERMARKET PARTS FROM DIFFERENT COMPANIES YOU MAY RUN INTO SOME FITMENT ISSUES. NOW YOU CAN'T BLAME IT ON ANY OF THE PARTS INDIVIDUALLY, IT'S JUST THE WAY IT IS. NOW WE'RE GONNA GO AHEAD AND MAKE THIS WORK BY REMOVING THE LOCATING PINS, DROPPING IN THE FILTER, PUTTING THE TWO BACK IN PLACE, AND CENTER PUNCHING THE RADIATOR HOLD DOWN. DRILL TWO NEW HOLES, INSTALL THE PINS, AND EVERY THING GOES TOGETHER AS IT SHOULD. THAT LOOKS GOOD. NOW AIRAID ALSO SUPPLIES THESE LITTLE AIR DAMS THAT GO BESIDE THE INTAKE TUBE AND ALONG THE TOP OF THE RADIATOR SHROUD. NOW THEIR JOB IS TO BLOCK HOT AIR FROM GETTING TO THE AIR FILTER AREA. THESE LITTLE SEALS GO ON TOP AND THE HOOD SHUTS AGAINST THEM. NOW WE COULDN'T USE THEM DUE TO THE RELOCATION BUT FOR YOU GUYS RUNNING THE STOCK SETUP THEY'RE A WIN. (PAT) WITH THE TOP END WRAPPED UP WE ARE ALMOST OUT OF TIME, BUT THE NEXT PHASE OF THIS BUILD WILL INCLUDE THESE AWESOME BBS LIGHT WEIGHT FORGED WHEELS, AND THEY'LL BE WRAPPED IN SOME ULTRA PERFORMANCE TIRES. A BRAKE UPGRADE IS ALSO IN THE WORKS ALONG WITH A SUSPENSION PACKAGE THAT WILL IMPROVE OUR CSIX TO TRACK DAY STATUS. (MIKE) ALL THE ENGINE UPGRADES REQUIRE A CUSTOM TUNE. NOW WE'RE GONNA STRAP "ATOMIC BLAST" TO OUR DYNOJET CHASSIS DYNO AND SHOW YOU WHAT IT TAKES TO MAXIMIZE ITS POWER POTENTIAL. NOW THAT'LL BE DONE USING HP TUNER'S VCM SUITE. KEEP AN EYE OUT FOR THE SCHEDULE AS WELL AS A WHOLE LOT MORE ON POWERNATION TV DOT COM.

IT'S TECH TIP TIME AND TODAY WE'RE GOING OVER SOME RACE TECH YOU'LL SEE AT YOUR LOCAL CIRCLE TRACK. NOW MOST CLASSES TRY TO KEEP A LEVEL PLAYING FIELD BY HAVING SPECIFIC RULES FOR THE AMOUNT OF CUBIC INCHES YOUR ENGINE CAN HAVE AS WELL AS THE AMOUNT OF CRANKING COMPRESSION. NOW TODAY WE'RE GOING TO SHOW YOU HOW THE TECH TEAM AT THE TRACK CAN MEASURE YOUR ENGINE'S CUBIC INCHES IF YOU EVER END UP IN THE WINNER'S CIRCLE OR THE TECH BARN FOR A PRO TEST.

(PAT)>> RULES THAT SPECIFY A CUBIC INCH LIMIT IN THE CLASS ARE USUALLY PAIRED WITH A WEIGHT LIMIT AS WELL. SMALLER INCH ENGINES GET THE TAKE OFF WEIGHT WHILE LARGER ENGINES HAVE TO ADD WEIGHT, AND THESE ARE TYPICALLY CHECKED AFTER THE RACE. NOW INSTEAD OF HAVING TO PULL THE ENGINE APART AND PHYSICALLY CHECK THE BORE AND STROKE, WHICH IS HARD ON A GRASS ROOTS RACER'S WALLET, THERE IS AN EASIER ALTERNATIVE.

(MIKE)>> ODDLY ENOUGH IT'S CALLED A CUBIC INCH TESTER, AND SEVERAL COMPANIES OFFER THEM. NOW IT CONSISTS OF AN INCREMENTED TUBE, A COUPLE OF PISTONS, A PUSH ROD ASSEMBLY, SOME RUBBER MARKERS, A THERMOMETER, AND A COUPLE OF ADAPTERS. NOW IT MEASURE THE VOLUME OF A SINGLE CYLINDER AS THE ENGINE IS BEING TURNED OVER. WE'RE GOING TO USE A PREVIOUS BUILD WE CALL THE WORKING MAN'S BULLET TO DEMO THIS RIG. THE FIRST STEP IS TO REMOVE ONE VALVE COVER. NOW LOOSEN THE INTAKE AND EXHAUST ROCKER ARMS ON ONE CYLINDER. THEN PULL THE PUSH RODS OUT ALONG WITH THE SPARK PLUG. (PAT) THE REASON THOSE COMPONENTS HAVE TO BE REMOVED IS THIS TEST HAS TO BE DONE WITH BOTH OF THE VALVES CLOSED WHILE THE ENGINE'S TURNING OVER. THE SUPPLIED ADAPTER THREADS INTO THE SPARK PLUG HOLE. MAKE SURE THE ORING SEALS ON THE SEAT. NOW THE HOSE IS CONNECTED TO IT. THE RESULTS OF THIS TEST ARE MOST ACCURATE WHEN THE ENGINE IS AT AMBIENT TEMPERATURE, AND THE ENGINE CAN STILL BE TESTED WHEN IT'S HOT BUT A CORRECTION FACTOR MUST BE USED DEPENDING ON THE TEMPERATURE AT THE TIME OF TESTING, AND THAT'S WHY THE TESTER ALSO COMES WITH A PISTON MARKED WITH AN "X". IT'S USED DURING HOT WEATHER WHEN A NORMAL PISTON MIGHT STICK DUE TO EXPANSION. WITH THE PISTON ALL THE WAY DOWN, LUBE THE RUBBER MARKER RING WITH WD 40 AND SLIDE IT DOWN ON TOP OF THE PISTON MAKING SURE IT'S STRAIGHT. ATTACH THE TESTER TO THE HOSE THAT IS ATTACHED TO THE SPARK PLUG ADAPTER. (MIKE) WITH THE IGNITION OFF WE'RE GONNA GO AHEAD AND TURN THE ENGINE OVER ABOUT 10 REVOLUTIONS. THAT'LL CAUSE THE PISTON TO MOVE UP AND DOWN IN THE TUBE. GO AHEAD! [ engine cranking ] (MIKE) THE NUMBER DISPLAYED AT THE BOTTOM OF THE MARKER RING IS THE AMOUNT OF CUBIC INCHES WE HAVE IN THIS ONE CYLINDER. IT SHOWS A HAIR OVER 45. (PAT) AND YOU MULTIPLY THAT BY THE NUMBER OF CYLINDERS THAT YOU HAVE, WHICH IN OUR CASE IS OBVIOUSLY EIGHT, AND YOU HAVE JUST OVER 360 CUBIC INCHES.