Ford Tribute: Big Inch Windsor Stroker

(NARRATOR)>> TODAY ON ENGINE POWER FORD'S CLASSIC 351 WINDSOR GROWS UP AND BECOMES A 427 CUBIC INCH STROKER. THE GOAL IS OVER DOUBLE ITS ORIGINAL POWER.

(MIKE)>> WELCOME TO ENGINE POWER. 1963 WAS THE DAWN FOR A PERFORMANCE ICON. 54 YEARS LATER THE 427 FE IS STILL A HOT TOPIC WHEN DISCUSSING HIGH PERFORMANCE FORD ENGINES. NOW EQUALLY EFFECTIVE IN NASCAR AND DRAG RACING, IT WON ITS FAIR SHARE OF RACES, EARNING IT A GREAT REPUTATION IN AUTOMOTIVE HISTORY. THE 427 WAS A TRUE 425.98 CUBIC INCHES. DUE TO SEVERAL RACE ORGANIZATIONS HAVING A MAXIMUM DISPLACEMENT OF SEVEN LITERS, AND THIS BEING A RACE ENGINE IN FORD'S BOOK, THEY CALLED IT A 427. IT WAS AVAILABLE IN A SIDE OILER AND A TOP OILER DESIGN. IT SHARES THE SAME STROKE AS THE 390 BUT HAS A LARGER BORE. SEVERAL VARIATIONS WERE PRODUCED AND POWER RANGED FROM 390 TO 425. IT POWERED VEHICLES LIKE THIS '64 THUNDERBOLT. IT WAS A LIMITED PRODUCTION FACTORY EXPERIMENTAL DRAG RACE ONLY CAR. 100 WERE BUILT AND IT WON THE 1964 NHRA SUPER STOCK TITLE FOR FORD. YOU COULD ALSO DROOL OVER THE 427 BETWEEN THE FRAME RAILS OF SHELBY COBRAS. THEY WERE USED STARTING IN 1964. IT POWERED THE COBRA TO A GT CHAMPIONSHIP. THE ENGINE WAS AVAILABLE WITH BOTH LOW AND MID RISE INTAKE MANIFOLDS AS WELL AS SINGLE AND DUAL CARBURETION.

(PAT)>> WITH A PAST LIKE THAT WE FEEL A TRIBUTE IS NECESSARY, BUT TO BUILD A 427 FE NOW DAYS WOULD TAKE DEEP POCKETS AND GREAT RESOURCE, AND THE FE IS MAKING A COME BACK BUT TO GET ONE OF THOSE ENGINES TO MAKE BIG POWER IS A DAUNTING TASK. FORTUNATELY THERE'S AN ALTERNATIVE TO GET THE SAME CUBIC INCHES IN A MORE COMPACT, AFFORDABLE, AND POWERFUL PACKAGE.

(MIKE)>> NOW DAYS IT'S EASY TO GET MID '60'S BIG BLOCK CUBIC INCH DISPLACEMENTS TO FIT IN CONVENTIONAL SMALL BLOCKS. NOW WITH THE AVAILABILITY OF KILLER INDUCTION PACKAGES AND OTHER AWESOME PERFORMANCE PARTS THESE PHYSICALLY SMALLER ENGINES WILL MAKE MORE POWER THAN THE EARLIER LARGER ONES.

(PAT)>> THIS ENGINE PACKAGE WILL BE AVAILABLE FROM SUMMIT RACING UNDER ONE PART NUMBER, AND WE'RE CALLING IT THE "WINDSOR WARRIOR 427". IT'S FOUNDATION IS THIS LEVEL 20 CNC FULLY PREPPED 351 BLOCK FROM DSS RACING. IT UNDERGOES 35 PLUS OPERATIONS AND IS DYNO PROVEN TO MAKE MORE POWER THAN A STANDARD PRODUCTION BLOCK. FEATURES INCLUDE ELLIPTICAL CYLINDER CHAMFERS, EQUALIZED CNC DECK SURFACES, THREADED FREEZE PLUGS, PRECLEARANCE FOR LARGER STROKES, AND THE LIST GOES ON AND ON. NOW WE'VE ALREADY MOCKED UP OUR ROTATING ASSEMBLY AND SET ALL OF OUR BEARING CLEARANCES. SO ASSEMBLY IS READY TO BEGIN WITH THE MAIN BEARINGS. MAKE SURE TO SET YOUR CLEARANCES BASED ON YOUR ENGINE'S PURPOSE. THIS MAY REQUIRE INCREASING OR REDUCING BEARING CLEARANCE. ON HIGH PERFORMANCE ENGINES THE RULE OF THUMB IS ONE THOUSANDTHS OF AN INCH OF CLEARANCE PER ONE INCH OF SHAFT DIAMETER.

(MIKE)>> WHEN IT COMES TO QUALITY AND CONSISTENCY IT'S HARD TO BEAT AN EAGLE SPECIALTY PRODUCT. THAT'S WHY WE'RE USING THEIR ROTATING ASSEMBLY IN THIS BUILD. NOW THIS CRANK HAS A FOUR-170 STROKE AND IS CONSTRUCTED FROM 43-40 FORGED STEEL. NOW IT'S SO SHINY BECAUSE IT'S UNDERGONE EAGLE'S ESP ARMOR TREATMENT. NOW THAT IMPROVES STRENGTH, REDUCES FRICTION, AND GREATLY IMPROVES THE CRANK'S ABILITY TO SHED OIL, WHICH ARE ALL WORTH A LITTLE EXTRA POWER. ROYAL PURPLE MAX TOUGH ASSEMBLY LUBE COATS THE BEARINGS TO PREVENT METAL TO METAL CONTACT DURING INITIAL FIRE UP. NOW THE CRANK IS CAREFULLY DROPPED INTO THE ALIGN HONED MAINS. THE MAIN CAPS ARE FILLED WITH BEARINGS AND GUIDED DOWN ON THE MAIN STUDS. WE ALREADY SET THE BEARING CLEARANCES AND HAVE BETWEEN 29 AND 31 TEN THOUSANDTHS. THAT MEANS WE'RE GOOD TO TORQUE THE MAINS TO 90 POUND FEET.

(PAT)>> DEPENDING ON THE BUILDER, EVERYONE ASSEMBLES AN ENGINE A LITTLE BIT DIFFERENT, BUT AS LONG AS EVERYTHING IS MEASURED AND VERIFIED THAT'S NO BIG DEAL. NOW DUE TO THE LARGE STROKE OF THIS CRANK SHAFT WE ARE GONNA INSTALL THE CAM SHAFT AT THIS TIME TO SEE IF THERE'S ANY INTERFERENCE BETWEEN IT AND THE BIG END OF THE ROD BECAUSE THINGS TEND TO GET A LITTLE TIGHT DOWN THERE, AND IT'S BETTER TO FIND A PROBLEM NOW RATHER THAN WHEN THE WHOLE SHORT BLOCK IS ASSEMBLED. SINCE THIS IS GONNA BE A SUMMIT RACING ENGINE PACKAGE WE DECIDED TO USE AN OFF THE SHELF CAM. NO SECRET SPECIAL GRIND NEEDED. THIS IS FROM HOWARD'S CAMS AND IT'S A HYDRAULIC ROLLER. DURATION AT 50 THOUSANDTHS LIFT IS 253 DEGREES ON THE INTAKE AND 259 DEGREES ON THE EXHAUST. IT HAS 112 DEGREES OF LOBE SEPARATION, AND ITS OPERATING RANGE IS FROM 3,200 TO 7,200 RPM. HERE'S A QUICK TIP. MAKE SURE YOUR DOWEL SLIDES INTO THE CAM SMOOTHLY. IF IT DOESN'T AND YOU HAVE TO POUND IT IN YOU RUN THE RISK OF DAMAGING THE CAM SHAFT. FINALLY THE RETAINING PLATE IS INSTALLED AND TORQUED. THE CAM IS CAPTURED BUT WE'RE NOT. SEE YOU AFTER THE BREAK.

(MIKE)>> THE SHORT BLOCK ASSEMBLY CONTINUES. THIS TRICK FLOW DOUBLE ROW TIMING SET HAS NINE DIFFERENT POSITION, FOUR RETARD, FOUR ADVANCE, AND STRAIGHT UP. WE'RE GOING TO INSTALL IT STRAIGHT UP AND SEE WHERE IT LANDS. THESE EAGLE RODS ARE 43-40 FORGED STEEL AS WELL. NOW THEY'RE AN HBEAM DESIGN WITH A SIX-250 CENTER TO CENTER LENGTH. NOW WITH THE 87-40 ROD BOLTS THAT COME IN THEM THERE'S NO QUESTIONING THAT THESE RODS ARE STRONG ENOUGH FOR OUR POWER LEVEL.

(PAT)>> COMPLETING THE QUALITY AND CONSISTENCY OF THIS ROTATING ASSEMBLY ARE THESE MAHLE FORGED PISTONS MADE OUT OF 40-32 ALUMINUM ALLOY. THEY'RE A FLAT TOP DESIGN WITH DUAL VALVE RELIEFS THAT MEASURE IN AT SIX CC, AND THEY HAVE UNIQUE FEATURES SUCH AS AN ULTRA STRONG STRUTTED CONSTRUCTION, ADVANCED SKIRT PROFILING THAT REDUCES DRAG AND INCREASES STABILITY, SPECIALTY PROFILED WRIST PIN BORES, AND HIGH PERFORMANCE COATINGS LIKE THE PHOSPHATE COATING OVER THE ENTIRE PISTON AND MAHLE'S GRAFAL SKIRT COATING FOR DRY START PROTECTION. WITH THE NUMBER ONE PISTON AND ROD ASSEMBLY IN ITS BORE WE'LL DEGREE THE CAM. SINCE THIS IS A PUMP GAS STREET ENGINE OUR GOAL IS TO HAVE THE CAM INSTALLED TWO DEGREES ADVANCED, WHICH SHOULDN'T BE A PROBLEM WITH THE AMOUNT OF ADJUSTABILITY IN THE TIMING SET. WE HATE TO BEAT A DEAD HORSE BUT THIS IS EXACTLY WHY YOU SHOULD DEGREE YOUR CAM SHAFT. WITH OUR TIMING SET STRAIGHT UP, THE CAM ACTUALLY COMES IN AT FOUR DEGREES ADVANCED ON ITS INTAKE CENTER LINE, WHICH IS NOT WHERE WE WANT IT, AND THIS IS WHERE STACKED TOLERANCES COME INTO PLAY, BUT FORTUNATELY WE CAN ADJUST IT. BY REPOSITIONING THE CRANK SPROCKET TO THE TWO DEGREES RETARDED POSITION THIS WILL PUT THE INTAKE CENTER LINE AT 110 DEGREES, WHICH IS TWO DEGREES ADVANCED.

(MIKE)>> THE REST OF THE BORES CAN BE FILLED WITH THE ROD AND PISTON ASSEMBLIES. AN ARP TAPERED RING COMPRESSOR FOR THE PISTON'S BORE SIZE MAKES INSTALLING THEM EASY. NOW IF YOU FEEL EXCESSIVE RESISTANCE WHEN THE RINGS GET TO THE DECK STOP. DON'T FORCE IT IN. DAMAGE TO A RING WILL HAPPEN. USING OUR ARP STRETCH GAUGE AND THE SPEC SHEET FROM EAGLE WE'LL SET OUR ROD BOLT STRETCH TO THE RECOMMENDED RANGE OF 59 TO 63 TEN THOUSANDTHS. MAKE SURE YOU CHECK EVERY FASTENER. BOLT LENGTHS MAY VARY, SO THE DIAL INDICATOR WILL HAVE TO BE ZEROED EVERY TIME. DSS RACING ALIGN HONES THEIR BLOCKS WITH THE ARP STUDS AND THEIR MAIN SUPPORT SYSTEM IN PLACE. SO THAT'S THE WAY IT'S GOING BACK TOGETHER. NOW THIS SUPPORT IS CNC MACHINED FROM THREE QUARTER INCH 60-61 TSIX ALUMINUM. NOW ITS JOB IS TO DAMPEN THE HARMONICS THAT CAUSE THE MAIN CAPS TO WALK BACK AND FORTH AT HIGH RPM. ITS POSITIONED OVER THE MAIN STUDS AND IS A COST EFFECTIVE WAY TO MAKE IT POSSIBLE FOR A STOCK TWO BOLT MAIN BLOCK TO HANDLE 650 PLUS HORSEPOWER. NOW AN ARP OIL PUMP DRIVE GOES IN, FOLLOWED BY A HIGH VOLUME MELLING OIL PUMP. NOW DUE TO THE MAIN SUPPORT A SPACER IS USED BETWEEN THE PUMP AND BLOCK. FINISHING UP THE PUMP IS A PICK UP THAT IS PAIRED UP WITH THE OIL PAN WE'LL BE USING. UP FRONT AN ALL STAR TIMING COVER FROM SUMMIT GOES ON, AND BACK ON THE BOTTOM A ONE PIECE FEL PRO OIL PAN GASKET IS LAID IN PLACE. FINALLY THE CRANK CASE IS COVERED UP WITH A NINE QUART FRONT SUMP ROAD RACE OIL PAN. NOW ARP FASTENERS SNUG IT DOWN, AND THE COMPRESSION STOPS IN THE GASKET KEEP IT FROM BEING PRESSED OUT DUE TO OVERTIGHTENING.

(PAT)>> THIS ATI DAMPER HUB GOES ON NEXT. NEVER DRIVE IT ON WITH A HAMMER. USE AN INSTALLATION TOOL. THIS IS A TWO PIECE DESIGN AND NEUTRAL BALANCED. ATI DAMPERS ARE APPROVED FOR NHRA, NASCAR, AND IHRA USE. ALL NINE FASTENERS MUST BE IN AND TORQUED. WE'LL BE RIGHT BACK.

(MIKE)>> WELCOME BACK. WE JUST FINISHED UP OUR 427 CUBIC INCH SMALL BLOCK FORD SHORT BLOCK. NOW IT'S TIME TO MOVE UPSTAIRS. NOW THE BIGGER THE ENGINE'S DISPLACEMENT THE MORE THE HEADS HAVE TO FLOW CFM WISE TO MAKE BIG POWER. NOW IT'S HARD TO BEAT A SET OF SMALL BLOCK FORD TRICK FLOW 225 HIGH PORTS OUT OF THE BOX. NOW THESE HEADS ARE FULLY CNC MACHINED AND HAVE A 225cc INTAKE RUNNER. THE EXHAUST MEASURES IN AT 95cc AND IS RAISED 750 THOUSANDTHS OF AN INCH. THAT'S WHERE THEY GET THE NAME HIGH PORT. NOW THE COMBUSTION CHAMBER IS HEART SHAPED AND MEASURES IN AT 70cc. THE INTAKE VALVE IS TWOZERO-80, THE EXHAUST AN INCH-600.

(PAT)>> MULTI LAYERED STEEL HEAD GASKETS ARE THE PERFORMANCE STANDARD FOR SEALING THE HEADS TO THE BLOCK, AND THESE COMETICS HAVE A 40 THOUSANDTHS COMPRESSED THICKNESS. NOW THEY WERE CHOSEN BECAUSE OUR PISTON ACTUALLY STICKS OUT OF THE DECK SEVEN THOUSANDTHS. NOW COMBINE THAT WITH OUR 70cc CHAMBER AND OUR SIX CC VALVE RELIEF AND YOU GET A CALCULATED COMPRESSION RATIO OF 11.30 TO ONE. THESE HEADS WERE ORDERED SET UP FOR OUR HYDRAULIC ROLLER VALVETRAIN. OUR VALVE LIFT IS 640 THOUSANDTHS AND THEY FLOW NORTH OF 325 CFM AT THAT LIFT. ARP HEAD BOLTS WILL ANCHOR THEM TO THE BLOCK. USING ULTRA TORQUE LUBE OUR FINAL PASS IS 100 POUND FEET. HOWARDS OFFERS A GREAT SET OF ROLLER LIFTERS TO GO WITH OUR CAM SHAFT. THEY'RE A TIE BAR STYLE, WHICH KEEPS THEM ALIGNED WITH THE CAM LOBES DURING OPERATION.

(MIKE)>> TO COMPLIMENT THE EXCELLENT FLOWING CYLINDER HEADS TRICK FLOW DEVELOPED THEIR OWN MANIFOLD. IT'S AN RSERIES DESIGNED FOR HEAVILY MODIFIED ENGINES. OPERATING RANGE IS FROM 3,500 TO 7,500 RPM. IT HAS A GENEROUS PLENUM AREA AND IS EVEN CAST WITH BOSSES FOR NITROUS OR FUEL INJECTION. FOR COOLING PURPOSES THIS SPECTRE WATER NECK IS INSTALLED. WE DON'T RUN THERMOSTATS IN THE ENGINES ON THE DYNO. IT HAS ONE BUILT IN. ELECTRIC WATER PUMPS DON'T ROB POWER ON THE DYNO DUE TO PARASITIC DRAG. THIS MAZIERE PUMP FLOWS 42 GALLONS PER MINUTE AND HAS A 3,000 PLUS HOUR LIFE EXPECTANCY.

(PAT)>> TRICK FLOW TALL VALVE COVERS ARE GOING ON TO KEEP ANYTHING FROM GETTING IN THE ENGINE WHEN WE LOAD IT ON THE DYNO CART, WHICH HAPPENS NOW. OFT TO THE LIE DETECTION CHAMBER. NOW WE'RE ALL LOADED UP AND HEADING TO THE DYNO ROOM. SUPER FLOW MAKES THIS PROCESS SO QUICK AND EASY WITH THEIR DOCKING CARTS. AH LOOK, IT'S ALL SET UP FOR A WINDSOR. HIGH PERFORMANCE ENGINE BUILDS REQUIRE CUSTOM LENGTH PUSH RODS PRETTY MUCH EVERY TIME. WE CALL TRENT PERFORMANCE WHEN WE NEED A SET. THESE ARE SEVEN-900 IN LENGTH AND HAVE AN 80 THOUSANDTHS WALL THICKNESS AND ARE FIVESIXTEENTHS IN DIAMETER. MAKING THE LINK TO THE VALVES ARE THE TRICK FLOW EXTRUDED ALUMINUM ROLLER ROCKERS. THESE ARE A ONE POINT SIX RATIO AND MOUNT ON SEVENSIXTEENTHS STUDS. THEY HAVE NEEDLE BARING FULCRUMS AND MACHINED RELIEF IN THE BODY TO CLEAR LARGE DIAMETER VALVE SPRINGS. STUD GIRDLES MAY BE OVERKILL FOR A HYDRAULIC ROLLER VALVETRAIN WITH LOW SPRING PRESSURES, BUT WE SET IT UP THIS WAY JUST IN CASE WE WANT TO SWAP OUT FOR A SOLID ROLLER AT A LATER TIME. THEIR JOB IS TO ELIMINATE FLEX ON THE ROCKER STUDS PRESENT WITH HIGH SPRING PRESSURES.

(MIKE)>> NOW THE VALVE COVERS GO ON FOR GOOD. THE PASSENGER ONE WAS FITTED WITH A BREATHER FOR CRANK CASE EVACUATION. OUR DYNO HEADERS ARE A SET OF KOOKS' INCH AND THREE QUARTER TO INCH AND SEVENEIGHTHS STEPPED. THEY HAVE A THREE AND A HALF INCH COLLECTOR. ROYAL PURPLE XPR FIVEW-30 WILL KEEP THE VITALS LUBED, AND AS ALWAYS WE'LL PRIME IT BEFORE FIRE UP. NOW THE MSD PRO BILLET DISTRIBUTOR IS DROPPED IN, AND TOPPING OFF THE ENGINE AND FEEDING IT IS A QUICK FUEL 950 CFM CARB. THE WIRES CONNECT TO ETHREE DIAMOND FIRE PLUGS, AND WITH ALL THAT PROJECT WINDSOR WARRIOR 427 IS NOW COMPLETE. YOU'LL SEE AND HEAR IT RUN AFTER THE BREAK.

(MIKE)>> FOUR TO 68?

(PAT)>> I LIKE IT.

(MIKE)>> GOOD DEAL. HEY WE'RE BACK AND READY TO SEE WHAT OUR WINDSOR WARRIOR 427 IS CAPABLE OF. NOW WE ALREADY BROKE IT IN, CHANGED THE OIL, AND CUT THE FILTER OPEN AND IT SHOWS NO SIGN OF ANY FOREIGN MATTER. SO THE FIRST PULL'S GONNA BE AT 28 DEGREES OF TIMING FROM 4,000 TO 6,800 RPM. [ engine revving ]

(PAT)>> NICE!

(MIKE)>> NICE AND SMOOTH, SHAKES THE FLOOR. NOT TOO SHABBY!

(PAT)>> THAT'S A GREAT FIRST PULL RIGHT THERE, 608 HORSE, 549 POUND FEET OF TORQUE.

(MIKE)>> THAT IS SPICY.

(PAT)>> NICE LOOKING GRAPH. THAT'S A NICE LOOKING PUMP GAS ENGINE RIGHT THERE.

(MIKE)>> 28 DEGREES OF TIMING, 608?

(PAT)>> YEAH, THERE'S GONNA BE A LITTLE LEFT IN IT. NOT MUCH BECAUSE IT HAS A GREAT CHAMBER AND A FLAT TOP. SO IT'S NOT GONNA TAKE A LOT OF TIMING, BUT WE'RE GONNA GIVE IT A LITTLE MORE.

(MIKE)>> LET'S FIND IT.

(PAT)>> WE'LL MAKE OUR STANDARD TIMING CHANGE BY BUMPING IT UP TWO DEGREES FOR A TOTAL OF 30. ALL RIGHT, LET'S SEE HOW SHE RIPS.

(MIKE)>> WITH AN INCREASE OF 200 RPM TO 7,000, HERE WE GO. [ engine revving ]

(PAT)>> THAT WAS DECENT.

NOT BAD, 610 HORSE, 562 POUND FEET OF TORQUE.

(MIKE)>> THAT WAS WORTH TWO DEGREES.

(PAT)>> THAT'S TWO DEGREES. THAT'S ACTUALLY KIND OF SURPRISING CAUSE WE'RE GONNA FIND THE LIMIT PRETTY QUICK ON THIS ONE BECAUSE IT'S NOT GONNA PICK UP INCREMENTALLY MUCH AFTER THIS. WE'LL DO ANOTHER TWO DEGREE TIMING INCREASE FOR A TOTAL OF 32. ALL RIGHT, LET'S GET TO BUSINESS. [ engine revving ]

(PAT)>> I DON'T KNOW IF IT LIKE THAT OR NOT. DID NOT LIKE THAT AT ALL FOR SOME REASON. THAT'S PRETTY INTERESTING, 552 FOR TORQUE AND IT MADE 600. NOW BEING A PUMP GAS ENGINE, QUALITY OF GAS SOMETIMES COMES INTO PLAY AND ALL THAT STUFF BUT STILL, WE'RE STILL CRANKING 600 HORSE AT 32 DEGREES OF TIMING. SO VERY EFFICIENT ENGINE. NOW, I'VE GOT AN IDEA. I KNOW THIS IS CRAZY BUT YOU KNOW HOW YOU ALWAYS TALK ABOUT, LIKE IF YOU WANT TO PUT A BIGGER CARBURETOR IT FLOODS AN ENGINE OR SOMETHING LIKE THAT? IT'S NOT REALLY THE CASE. WE HAVE THAT 1,150 THAT WAS ON THE BIG BLOCK.

(MIKE)>> DOMINATOR, YEP.

(PAT)>> I HAVE A DOMINATOR ADAPTER. LET'S PUT THE DOMINATOR ON THIS THING AND SEE WHAT IT DOES.

(MIKE)>> I LIKE YOUR THINKING. THAT'S GONNA BE COOL.

(PAT)>> IN REALITY THIS 950 CFM CAR WE'RE REMOVING ISN'T ALL THAT MUCH SMALLER THAN THIS HOLLEY 1,150 CFM ULTRA DOMINATOR WE'RE INSTALLING. IT'LL BE INTERESTING TO SEE WHAT IT DOES.

(MIKE)>> IT FIRED RIGHT UP WITH NO OVER FUELING OR IDLE ISSUES, NOT EVEN A HESITATION OR STUMBLE TO THE WIDE OPEN THROTTLE POSITION. [ engine revving ]

(PAT)>> ITS RIGHT BACK UP, 609 HORSE, 551 POUND FEET OF TORQUE.

(MIKE)>> I THINK WE STROKED THIS STROKER FOR ALL IT'S WORTH AT THIS POINT RIGHT NOW.

(PAT)>> THIS IS A GREAT ENGINE. EASY BUILD, GREAT PARTS, EASY TO PUT TOGETHER, NO CRAZINESS, AND WE GOT GOOD POWER.

(MIKE)>> CONSIDER IT A WIN.

(PAT)>> NICE.

(MIKE)>> TODAY'S TECH TIP HAS TO DO WITH THE MOST CRITICAL FASTENERS IN AN ENGINE. WE'VE COVERED THEM BEFORE BUT NOT VERY IN DEPTH. THESE ARE THE FASTENERS THAT SEE THE MOST STRESS DURING ENGINE OPERATION. SAY HELLO TO OUR LITTLE FRIENDS, THE ROD BOLTS. LIKE ALL BOLTS, THEY ACT LIKE A SPRING. WHEN TORQUED THE FASTENER STRETCHES SLIGHTLY AND THAT'S WHAT PRODUCES THE CLAMP LOAD NECESSARY TO HOLD IT IN PLACE.

(PAT)>> WHEN THE FASTENER IS LOOSENED IT WILL RETURN TO ITS ORIGINAL FREE LENGTH AS LONG AS IT'S NOT A TORQUE TO YIELD FASTENER. IN HIGH PERFORMANCE ENGINE BUILDS AFTERMARKET FASTENERS ARE USED BECAUSE OF THEIR ADDITIONAL TENSILE STRENGTH DUE TO THEM BEING MANUFACTURED OF SUPERIOR MATERIALS.

(MIKE)>> DEPENDING ON THE MATERIAL, THE MANUFACTURER WILL CALL FOR A SPECIFIC TORQUE VALUE AND FASTENER STRETCH WITH A SPECIFIC LUBE TO ACHIEVE A PROPER CLAMP LOAD.

(PAT)>> DON'T RELY ON JUST THE TORQUE SPEC. TORQUE WRENCHES WILL VARY IN ACCURACY. THE CORRECT WAY TO MEASURE STRETCH IS WITH A ROD BOLT STRETCH GAUGE LIKE THIS ONE. QUALITY AFTERMARKET FASTENERS WILL HAVE INDENTS ON THE TOP AND BOTTOM OF THE BOLT FOR THE GAUGE TO REGISTER IT.

(MIKE)>> NOW WE'RE GOING TO SHOW YOU WHY IT'S IMPORTANT TO HAVE AND UTILIZE A ROD BOLT STRETCH GAUGE. NOW THIS ROD IS EQUIPPED WITH ARP 2,000 ROD BOLTS. THE RECOMMENDED TORQUE SPEC IS 75 POUND FEET USING ARP ULTRA TORQUE LUBE. NOW THE ACTUAL RANGE OF ROD BOLT STRETCH THEY NEED TO BE IN IS BETWEEN 64 AND 68 TEN THOUSANDTHS. WITH NO LOAD ON THE BOLT, THE FIRST STEP IS TO PUT THE GAUGE ON IT AND ZERO IT OUT. NOW REMOVE THE GAUGE AND TORQUE THE FASTENER TO 75 POUND FEET. NOW THE GAUGE IS REINSTALLED AND THE READING SHOWS WE HAVE 45 TEN THOUSANDTHS, WHICH IS NOT INSIDE THE SPECIFIED STRETCH RANGE.

(PAT)>> SO WHAT DOES THIS MEAN? WELL THE FASTENER WILL NOT COME LOOSE. IT JUST DOESN'T HAVE THE PROPER AMOUNT OF STRETCH TO ACHIEVE MAXIMUM CLAMPING LOAD. NOW TO GET THAT WE'RE GONNA ACTUALLY HAVE TO TORQUE THE FASTENER AT A HIGHER VALUE THAN RECOMMENDED TO GET INTO THAT RANGE, AND THE BEST WAY TO DO THAT IS TO ACTUALLY LOOSEN THE FASTENER AND THEN INCREASE OUR TORQUE WRENCH IN FIVE POUND INCREMENTS UNTIL WE GET IN THAT RANGE. WITH AN INCREASE OF FIVE TO 80 POUND FEET, THE STRETCH INCREASED TO 55 TEN THOUSANDTHS. SO WE HAVE TO KEEP GOING. ALL SAID AND DONE WE HAD TO SET OUR TORQUE WRENCH TO 95 POUND FEET TO BE WITHIN THE 64 TO 68 TEN THOUSANDTHS RANGE. NOW YOU KNOW WHAT IT TAKES TO PROPERLY SETUP YOUR ROD BOLTS, BUT THAT DOESN'T NECESSARILY MEAN THAT YOUR TORQUE WRENCH IS INACCURATE. SO TO VERIFY ITS ACCURACY WE'LL SET IT BACK ON 75 POUND FEET AND GIVE IT A CLICK ON OUR TESTER. MANUFACTURERS KEEP THE TORQUE SPECS ON THE LOW SIDE TO KEEP YOU OUT OF TROUBLE. SEE YA NEXT WEEK.