The Return of Project Pro Street or No-Street Nova

(MIKE)>> TODAY ON ENGINE POWER PAT AND I ARE JUMPING BACK ON PROJECT "PRO STREET OR NO STREET". NOW IF YOU'RE NOT FAMILIAR IT'S A '62 CHEVY TWO NOVA WE PICKED UP EARLIER IN THE YEAR IN TRUE PRO STREET FORM. NOW IT CAME TO US WITH A STROKED SMALL BLOCK 350 TRANS, AND A LADDER BAR AND LEAF SPRING REAR SUSPENSION SETUP. PLUS TWO BIG OLE TIRES SHOVED UP IN THE TUBS.

(PAT)>> AND THIS IS THE ENGINE WE BUILT FOR IT HERE IN HOUSE CALLED "PROJECT RAT TRAP". IF YOU REMEMBER IT'S A HIGH COMPRESSION 588 CUBIC INCH BIG BLOCK CHEVY THAT'S BEEN TOPPED OFF WITH SOME EDELBROCK MUSI CYLINDER HEADS AND A VERY TRICK INDUCTION SYSTEM FROM KEITH WILSON AT WILSON MANIFOLDS. LAST TIME YOU SAW IT ROBIN LAWRENCE FROM HOLLEY PERFORMANCE WAS HERE AND WE WERE GETTING IT DIALED IN ON THE DYNO. HIS EXPERIENCE AND KNOWLEDGE WITH THIS SYSTEM MADE FOR AN EASY DYNO SESSION. AFTER WIRING IT UP...

(ROBIN)>> WE SHOULD BE GOOD TO FIRE. [ engine starts ]

(PAT)>> THE ENGINE FIRED WITH NO ISSUES. ROBIN MADE SOME CHANGES ALONG THE WAY IMPROVING ON THE ENGINE'S POWER EVERY TIME.

(ROBIN)>> SOUND GOOD?

(PAT)>> SMOOTH! IT ENDED UP CRANKING OUT 925 HORSEPOWER AND STILL HAS SOME ROOM TO GO ONCE IT'S IN THE CAR.

(MIKE)>> WE HAVE OUR WORK CUT OUT FOR SURE. THIS IS JUST A SMALL AMOUNT OF THE PARTS WE HAVE TO GET THE NOVA FINISHED UP. NOW PRETTY MUCH EVERY AREA OF THE VEHICLE HAS TO HAVE WORK DONE, LIKE THE STEERING, REAR SUSPENSION, BRAKES, AND COOLING, PLUS A WHOLE LOT MORE. NOW THE FIRST AREA WE'RE GOING TO ATTACK IS GETTING THE REST OF THE OLD PARTS WE WON'T BE USING OUT OF THE CAR. THE OLD COLUMN IS BEING REMOVED. NOW WE WILL PULL THE STEERING WHEEL OFF AND REUSE IT. THE FLOOR MOUNT PLATE IS ALSO GOING AWAY. WE'RE REPLACING THE IGNITION COMPONENTS WITH A HOT NEW SETUP FROM ETHREE. SO THE BOX, COIL, AND TWO STEP REV LIMITER IS ALL BEING PULLED. NOW THEY HAD IT ALL ATTACHED TO A SINGLE MOUNTING BOARD, MAKING IT A CLEAN INSTALL. SHIFTERS IN A HOT ROD HAVE A LOT TO DO WITH PREFERENCE. NOTHING WRONG WITH THIS ONE, BUT PAT AND I BOTH HAD AND LIKED THE CHEETAH SHIFTER FROM TURBO ACTION. SO ONE WILL BE GOING IN LATER.

(PAT)>> AS WE DIG INTO THESE PROJECTS THE DEEPER YOU GO THE SKETCHIER IT CAN GET. IN OUR CASE HERE'S A PILE OF SOME OF THE SKETCHINESS. THE WIRING IN THE CAR WAS DANGEROUS AT BEST. LOTS OF LOOSE CONNECTIONS, OLD CRUSTY WIRE, AND ENOUGH BUTT CONNECTORS AND SCOTCH LOCKS TO ADD INSULT TO INJURY.

(MIKE)>> AMERICAN AUTO WIRE MAKES REWIRING COMPLETE VEHICLES AS STRAIGHT FORWARD AS IT GETS. THIS KIT COMES WITH THE MAIN HARNESS, ENGINE HARNESS, HEADLIGHT AND TAILLIGHT SECTIONS, AS WELL AS A NEW IGNITION AND HEADLIGHT SWITCH. EACH WIRE IS LABELED, SO THERE IS NO SECOND GUESSING WHERE THE LEADS GO. WE GOT THIS ONE FROM SUMMIT RACING. INSTALLING THE FUSE BLOCK AND BULKHEAD IN THE FIREWALL WAS A BREEZE. THE FUSE BLOCK IS A NEW COMPACT ATO STYLE THAT IS FULLY INCASED. THE REMOTE BULKHEAD ASSEMBLY MOUNTS IN THE FACTORY LOCATION. I ALREADY RAN THE REAR BODY HARNESS ASSEMBLY TO THE REAR OF THE CAR. IT CONNECTS TO THE MAIN HARNESS. NOW IT'S IMPORTANT BECAUSE THAT'S WHAT CONTROLS THE REAR TAILLIGHTS, THE LICENSE PLATE LIGHT, AND THE FUEL SENDER. NOW UP FRONT THIS BUNDLE IS FOR ALL THE FRONT LIGHTING AND THIS IS FOR ALL THE ENGINE CONNECTIONS, BUT UNTIL ANY OF THAT STUFF GETS IN WE CAN'T RUN IT. SO THAT'S COMING UP NEXT.

(PAT)>> GUESS WHAT? OUR ENGINE, "PROJECT RAT TRAP", IS GOING IN FOR THE FINAL TIME. NOW IT'S BEEN BACK AND FORTH TO THE DYNO AND WE'VE EVEN HAD IT IN THE CAR FOR MOCK UP PURPOSES, BUT KNOWING THAT IT'S GOING FOR GOOD IS A GREAT FEELING BECAUSE THAT GETS US ONE STEP CLOSER TO SOME SEAT TIME IN THIS CAR.

ALL RIGHT, START TO SNEAK HER DOWN A LITTLE THERE.

(MIKE)>> READY?

(PAT)>> YEP, SLIDE IT ON DOWN THERE. LOOKING GOOD, LOOKING GOOD, OH YEAH, THERE WE GO.

THERE WE GO. IT'S GONNA NEED A LITTLE ANGLE TO THE DANGLE THERE. [ drill spinning ]

(MIKE)>> PERSUADER?

(PAT)>> GRAVY! SO FAR SO GOOD, STAY WITH US.

(MIKE)>> WE'RE BACK WITH MORE "PROJECT PRO STREET OR NO STREET". NOW IF YOU'RE IN THE MARKET FOR A BAD TO THE BONE CONVERTER LOOK NO FURTHER THAN CIRCLED SPECIALTIES. THEY BUILD EACH ONE TO YOUR SPECIFIC APPLICATION. THIS ONE IS FOR THE NOVA AND IS 258 MILLIMETERS, OR JUST OVER 10 INCHES IN DIAMETER. IT USES THEIR CUSTOM CIRCLED BILLET FRONT AND HAS HEAVY DUTY BALLOON PLATES ON THE TRANSMISSION SIDE. NOW EVERYTHING THAT HAS TO BE FURNACE BRAISED AND TIG WELDED INSIDE IS. WE'LL SHOW YOU MORE ON THIS CONVERTER IN JUST A COUPLE OF MINUTES.

(PAT)>> WE CAN'T GO CHEAP OR CUT CORNERS WITH A TRANSMISSION, ESPECIALLY WITH THE KIND OF POWER WE'RE MAKING. THIS IS MAXIMUM TRANSMISSIONS' DRAG TH-400. IT'S BUILT USING A SUPER STRONG REID CASE, BELL, AND ROLLER TAIL HOUSING. IT HAS A SOLID BILLET INTERMEDIATE AND INPUT SHAFT, AND HAS AN HD PUMP INSTALLED. IT ALSO HAS FULL ROLLER BEARINGS, A REVERSE PATTERN MANUAL VALVE BODY, A TRANS BRAKE, RED EAGLE CLUTCHES, AND KOLENE STEELS, WHICH SHOULD MAKE THIS TRANS HANDLE WELL INTO THE 1,500 HORSEPOWER RANGE. THE CONVERTER ALSO HAS DEEP GROOVE BALL BEARING CENTER TURBINE HUB WITH A ROLLERIZED SURFACE VERSUS THE TRADITIONAL BUSHING. IT'S MADE FOR BIG TORQUE, IS VERY DURABLE, AND BEST OF ALL FOR OUR PLANS IT WILL BE VERY STREET FRIENDLY. ALONG WITH A TOP NOTCH TRANS AND CONVERTER IS THIS TRUE BILLET FLEX PLATE FROM MAZERE. IT'S A PRO MOD EXTREME STRENGTH PLATE MADE FROM 43-40 ROUND BAR TO EXACT TOLERANCES. IT HAS A 168 TOOTH RING GEAR AND IS 29.2 SFI APPROVED. WHEN GOING WITH A DIFFERENT TYPE OF TRANSMISSION SOMETIMES THE FACTORY TUNNEL JUST ISN'T BIG ENOUGH, WHICH IS WHAT HAPPENED IN OUR CASE. SO WE USED A SLICER WHEEL TO CUT OUT PART OF THE FACTORY TUNNEL IN THE AREA WE NEEDED TO MAKE MORE ROOM. CUTTING IT OUT IN ONE PIECE WILL ALLOW US TO USE IT AS A TEMPLATE SO WE CAN MAKE A NEW ONE. USING 18 GAUGE SHEET STEEL, WE TOOK SOME MEASUREMENTS FROM THE OLD ONE AND TRANSFERRED THEM TO THE SHEET. THEN WE USED A PLATE ROLLER AND FORMED IT TO THE SHAPE YOU SEE. WE WELDED IT IN PLACE AND USED SEAM SEALER ON THE TOP AND UNDERSIDE TO FINISH IT UP. FOR A COUPLE OF GUYS WHO DON'T DO BODY WORK IT TURNED OUT REALLY NICE.

(MIKE)>> NOW THE TRANNY IS GETTING A SLOW RIDE ON THE TRANS JACK AND I HAVE TO SAY, THAT IS ONE GOOD LOOKING CONVERTER. IT LINED UP AND REGISTERED RIGHT ON THE DOWELS, AND ARP FASTENERS WILL KEEP IT IN PLACE. THIS TRANS IS LONGER THAN THE TH-350 THAT CAME OUT. SO A NEW CROSS MEMBER HAS TO BE BUILT. I'M REMOVING A LITTLE MORE ANGLE IRON THAT WAS PREVIOUSLY USED AS THE ANCHOR POINT FOR THE OLD CROSS MEMBER. NOW A NEW PLATE WE CUT IS BEING WELDED TO THE FRAME RAIL. THE THREE HOLES ARE FOR PLUG WELDS TO STRENGTHEN THE BOND BETWEEN IT AND THE RAIL. IT IS THEN WELDED AROUND THE PERIMETER. TABS ARE NOW WELDED TO THE PLATE. THESE WILL ALLOW A BOLT TO INTERSECT THE CROSS MEMBER. TWO SHORT PIECES OF TUBE WERE WELDED TO THE MAIN CROSS BAR. BUSHINGS WITH SEVENSIXTEENTHS INCH HOLES WERE ALSO INSTALLED, ALLOWING THESE BOLTS TO HOLD IT IN PLACE. A COUPLE OF MORE BOLTS IN THE BOTTOM OF THE TRANNY MOUNT AND THE ENGINE AND TRANS ARE IN PLACE.

(PAT)>> 588 INCHES OF BIG BLOCK CHEVYNESS NEEDS BIG HEADERS TO BREATHE, AND WE ALSO NEED A SET THAT WILL WORK WITH OUR AFTERMARKET FRONT CLIP AS WELL, AND THAT ALL HAPPENED WITH ONE EASY CALL TO LEMON'S HEADERS IN PASO ROBLES, CALIFORNIA, AND ALL WE HAD TO DO WAS TELL THEM ENGINE'S SIZE, THE CYLINDER HEAD TYPE, AND THE BRAND OF CHASSIS TO GET WHAT WE NEEDED. THESE ARE BIG AND BEAUTIFUL. TWO AND A QUARTER INCH PIPES ARE WELDED TO THREEEIGHTHS FLANGES, AND THESE HEADERS ARE DESIGNED FOR THE BEST POSSIBLE GROUND CLEARANCE, OIL PAN ROOM, AND SPARK PLUG ACCESS. A FOUR INCH COLLECTOR ATTACHES TO THE PRIMARIES AND HAS A VBAND FLANGE TO RUN WITH THE REST OF THE EXHAUST IF YOU CHOOSE. THEY EVEN COME EQUIPPED WITH BUNGS AND PLUGS FOR OTWO SENSORS. THEY ARE OFFERED BARE OR IN A BEAUTIFUL FINISH LIKE THIS. STARTING WITH THE PASSENGER SIDE WE WILL INSTALL THE TUBES PER LEMON'S INSTRUCTIONS. FIRST THE NUMBER FOUR TUBE WILL GO IN FROM THE BOTTOM. SECOND IN THE LINE UP IS TUBE NUMBER TWO, ALSO FROM THE BOTTOM. NEXT UP IS NUMBER SIX, WHICH GOES IN FROM THE TOP. LAST ON THIS SIDE IS TUBE EIGHT. WE CAN SNUG ALL THE HEAD BOLTS BUT WE WILL NOT TIGHTEN THEM YET. UNDERNEATH THE CAR THE GORGEOUS COLLECTOR IS FITTED TO THE PRIMARY TUBES. WE'RE CLOSE. THERE WE GO! NOW EVERYTHING CAN BE TIGHTENED. JUST AN FYI, THE PASSENGER SIDE CAN BE INSTALLED WITH THE SPARK PLUGS AND STARTER IN PLACE. GASKETS WILL GO IN WHEN THEY SHOW UP. WE'LL SEE YOU IN A FEW MINUTES.

(MIKE)>> WE'RE BACK AND CONTINUING ON OUR '62 NOVA WE CALL "PROJECT PRO STREET RO OR NO STREET". NOW IT'S TIME TO MOVE TO THE BACK OF THE CAR AND INSTALL A FUNCTION ADDITION THAT WILL ALSO GIVE IT A RACY LOOK.

(CARL)>> THIS IS THE NEXT THING WE'LL DO IS THESE RIGHT HERE.

(PAT)>> CARL IS THE MAN BEHIND CARL'S ALUMINUM WORKS BASED IN COLUMBUS, OHIO. HE SPECIALIZES IN CUSTOM ALUMINUM INTERIORS AND RACING WINGS. CARL WHY IS IT A GOOD IDEA TO HAVE A WING ON A CAR LIKE THIS?

(CARL)>> ANYTHING RUNNING OVER BASICALLY 120 MILE AN HOUR SHOULD REALLY HAVE SOMETHING. THIS WILL COLLECT THE WIND, AND SHOOT AROUND HERE, AND CREATE THE WIND TO DRAW FROM THE BOTTOM AND FROM THE SIDE. WHEN IT EXITS ACROSS THE TOP OF THE CAR IT COMES ACROSS HERE, CURVATURE OF THIS WICKER BUILD RIGHT HERE WILL CURVE IT TO DRAW UP FROM BEHIND THE CAR.

(PAT)>> PRETTY MUCH NO TWO WINGS ARE ALIKE. THEY ARE DEPENDENT ON THE APPLICATION. WE'RE EXCITED TO SEE IT GO ON THE CAR. TAPE OFF THE DECK LID, MEASURE AND FIND CENTER...

(CARL)>> BRING UP THERE.

(PAT)>> ...MOCK UP WHERE THE WING IS POSITIONED.

(CARL)>> GOT IT.

(PAT)>> START DRILLING FROM THE CENTER OUT, AND CLECO AS YOU GO. THE SPILL PLATES ARE NEXT.

(CARL)>> MOVE ON TO A 15.

(PAT)>> MORE MEASUREMENT BELOW FOR THE SUPPORT STRUT MOUNTS. WITH THE WING ATTACHED FOR GOOD, THE ADJUSTABLE STRUTS ARE SECURED IN PLACE, AND WE HAVE OURSELVES A PERFORMANCE ENHANCER WITH ADDED SAFETY TO BOOT. THANKS TO CARL AND KENNY FOR THEIR GREAT WORK. WE'VE DONE QUITE A BIT OF WORK OFF CAMERA. SOME WAS JUST FOR MOCK UP PURPOSES, AND OTHER THINGS WENT IN FOR GOOD. CHECK THIS OUT. WE WELDED A MOUNTING POINT TO THE FRAME RAIL FOR THE FRONT OF THE LADDER BARS TO ATTACH TO. THEN WE MADE UP THESE SHOCK BRACKETS THAT BOLT TO THE LADDER BAR BRACKETS ON THE CURRIE FAB NINE INCH HOUSING, WHICH ALLOWED US TO USE THE ORIGINAL TOP SHOCK MOUNT, BUT WE'RE GONNA HAVE TO WELD ANOTHER TAB IN TO FINISH IT UP. OUR COIL OVER SHOCKS ARE FROM QA ONE, AND THEY ARE DOUBLE ADJUSTABLE. WE HAD THEM BUILT FOR OUR SPECIFIC RIDE HEIGHT AND SUSPENSION TRAVEL, WHICH WILL BE MINIMAL. AT THE TRACK WE'LL SHOW YOU HOW TO ADJUST THEM. WITH THE REAR END MOCKED UP LIKE THIS WE LOCATED OUR DIAGONAL LINK, AND THAT THAT DOES, IT KEEPS A LADDER BAR LOCATED FROM SIDE TO SIDE IN THE VEHICLE. NOW WITH EVERYTHING SCIENCED OUT WE'RE GONNA PULL IT ALL OUT, GIVE IT A LITTLE PAINT, AND IT'LL GO BACK IN FOR THE LAST TIME.

(MIKE)>> TO SUPPLY FUEL TO THE 588 I MOUNTED A HOLLEY VRONE BRUSHLESS FUEL PUMP AND 100 MICRON PREFILTER. NOW THIS PUMP SUPPORTS OVER 2,100 EFI HORSEPOWER AND IS COMPATIBLE WITH PUMP GAS, RACE GAS, METHANOL, OR E-85. CONTROLLING THE PRESSURE FROM THE PUMP IS A VRONE SERIES TWO PORT REGULATOR. NOW IT'S A RETURN STYLE THAT IS ADJUSTABLE FROM 40 TO 100 PSI. IT CAN ALSO BE BOOST REFERENCED ON A ONE TO ONE RATIO. IT'S AVAILABLE IN A FOUR PORT VERSION AS WELL. SINCE THIS ENGINE DOES HAVE A SOLID ROLLER VALVETRAIN WE WILL HAVE TO REMOVE THE VALVE COVER AND CHECK THE VALVE LASH ON A REGULAR BASIS. NOW NOTICED HOW CLOSE THE WILWOOD MASTER CYLINDER SITS TO THE VALVE COVER. NOW THAT'S NO BIG DEAL BECAUSE WE HAVE A SOLUTION. WITH ALL THE BRAKE LINES, DISTRIBUTION BLOCK, AND LINE LOCK ATTACHED WE'LL BE ABLE TO REMOVE TWO NUTS FROM THE MASTER CYLINDER, SLIDE EVERYTHING FORWARD, AND OVER THANKS TO THIS QUICK DISCONNECT DRY BRAKE FITTING FROM ALL STAR PERFORMANCE. SUMMIT RACING HAS THEM IN STOCK.

(PAT)>> WE HAVE SOMETHING TRICK FOR THE IGNITION ON THE NOVA. THIS IS ETHREE'S BRAND NEW LINE OF RACING IGNITION COMPONENTS, AND FIRST UP IS THEIR IGNITION BOX. THIS IS THEIR DIAMOND FIRE SIXCDI DIGITAL CAPACITIVE DISCHARGE RACING BOX. IT FEATURES A DIGITAL MICROPROCESSOR CONTROLLED CIRCUITRY AND A LIGHTWEIGHT EXTRUDED HOUSING. IT CAN BE USED ON EITHER FOUR, SIX, OR EIGHT CYLINDER ENGINES, AND ALSO HAS A BUILT IN REV LIMITER. WE'RE ALSO UTILIZING THEIR TWO STEP REV CONTROL BECAUSE OUR CAR HAS A TRANS BRAKE. TWO EASY TO READ ROTARY DIALS ALLOWS YOU TO SET YOUR LEAVE LIMIT IN 100 RPM INCREMENTS. PLUS WE PICKED UP ONE OF THEIR TACH ADAPTERS AND ONE OF THEIR HIGH PERFORMANCE IGNITION COILS. NOW THIS COIL WAS SPECIFICALLY DESIGNED FOR MOTORSPORTS APPLICATIONS. LAST BUT CERTAINLY NOT LEAST ARE THEIR ALL NEW EIGHT POINT FIVE MILLIMETER SPIRAL CORE RACE WIRES. NOW THESE HAVE A LATEX SILICONE LAYER THAT ENHANCES CONDUCTIVE EFFICIENCY AND CORE STABILITY. THEY COME IN BOTH 90 DEGREE AND STRAIGHT BOOTS DEPENDING ON YOUR NEEDS. THE WAY THEY HAD THE OLD IGNITION SYSTEM IN THE CAR WAS NICE AND CLEAN. SO WE'VE TAKEN ALL OF OUR NEW ETHREE COMPONENTS AND MOUNTED THEM TO THE EXISTING BOARD. IT'S HELD IN WITH ZEUS FASTENERS SO WE CAN REMOVE IT EASILY IF WE EVER HAVE TO.

(MIKE)>> WE'VE COME A LONG WAY WITH "PROJECT PRO STREET OR NO STREET". NOW ALL THE WAY FROM THE FRONT TO THE BACK THIS CAR IS STOUT WITH 588 INCHES OF BIG BLOCK CHEVY POWER, AN AWESOME TURBO 400 TRANSMISSION, AND A FABRICATED NINE INCH OUT BACK THAT WILL HANDLE SOME SERIOUS ABUSE. NOW WE STILL HAVE TO REINSTALL THE FRONT SEATS AND THE SHEET METAL, BUT HEY, THAT'S NO BIG DEAL.

(PAT)>> BUT WHAT WE WON'T DO IS BORE YOU WITH ALL THE TEDIOUS STUFF THAT HAS TO GET DONE, LIKE FINISHING UP THE PLUMBING, AND A BUNCH OF WIRE CRIMPING WHICH IS ABOUT AS MUCH FUN TO WATCH AS PAINT DRYING. SO WHAT WILL BE FUN IS SEEING THIS THING MAKING BLASTS ON THE CHASSIS DYNO AND GOING DOWN THE DRAG STRIP, WHICH IS GONNA HAPPEN VERY SOON AND WE HOPE YOU'LL JOIN US TO WATCH IT ALL HAPPEN.

TODAY'S TECH TIP IS GONNA COVER ANOTHER POPULAR AND WIDELY DISCUSSED SUBJECT, CAM SELECTION. THERE MAY NOT BE ANOTHER SUBJECT THAT'S DISCUSSED OR MORE ACCURATELY ARGUED ABOUT THAN WHAT CAM SHOULD GO IN YOUR BULLET. NOW EARLIER WE DISCUSSED TYPES OF CAMS AND THE LIFTERS THEY USE, AND WE ALSO SHOWED YOU HOW TO READ A TECH CARD AND WHAT THAT INFORMATION MEANS. NOW TIME FOR THE SERIOUS TECH. WHAT WOULD BE THE BEST CHOICE FOR ANY CAM IN A GIVEN APPLICATION. TO KEEP IT SIMPLE WE'LL BE DISCUSSING OLD SCHOOL TWO VALVE PUSH ROD VEIGHT STUFF, AND THE REASON BEING THEY ACCEPT THE WIDEST VARIETY OF CAM SHAFTS. PLUS THEY ARE THE MOST COMMON AND MOST AFFORDABLE TO WORK ON. WE CAN SPLIT THE CAM SELECTION INTO THREE GROUPS, STREET, DRAG RACING, AND ENDURANCE, AND ALL OF THEM CAN BE OF THE HYDRAULIC OR SOLID VARIETY. STREET CAMS NEED TO PROVIDE A BROAD POWER BAND. THE EASY ON VALVETRAIN PARTS HAVE LONG DURABILITY AND BE ECONOMICAL. TYPICALLY FOR THIS SETUP THE BUDGET IS THE LIMIT, AND THEY CAN BE EITHER A FLAT TAPPET OR A ROLLER SETUP. AS FAR AS SPECS ARE CONCERNED THE WIDER LOBE SEPARATION IS NEEDED FOR SMOOTH IDLE, SOMEWHERE BETWEEN 112 AND 118 DEGREES OF LOBE SEPARATION. THE LIFT UNDER 550 THOUSANDTHS LIFT TO KEEP THINGS LIVING, AND THE DURATION IS USUALLY UNDER 230 DEGREES TO KEEP EVERYTHING WHERE IT SHOULD BE. DRAG RACING CAMS ARE DESIGNED TO RUN IN A SPECIFIC OPERATING RANGE. RADICAL LOBE DESIGNS PUSH THE LIMITS OF DURABILITY, WHETHER IT'S A FLAT TAPPET OR A ROLLER SETUP. THEY CAN BE MILD TO WILD DEPENDING ON THE OTHER ASSOCIATED PARTS, AND WHERE THE ENGINE IS DESIGNED TO MAKE POWER. TIGHTER LOBE SEPARATIONS BETWEEN 106 AND 110, AND LIFTS UP TO 900 THOUSANDTHS OR MORE, AND DURATIONS OF OVER 280 DEGREES WORK WITH BIG FLOWING INDUCTION SYSTEMS TO MAXIMIZE POWER OUTPUT. ENDURANCE ENGINES NEED A BALANCE OF OUT RIGHT POWER AND LONGEVITY. SO THE RPM RANGE TENDS TO BE A LITTLE WIDER THAN A DRAG ENGINE. THEY MUST BE DURABLE TO RUN FOR LONGER PERIODS OF TIME. SO MOST OF THEM ARE A ROLLER CAM SETUP BUT NOT ALWAYS. ENDURANCE ENGINES ENCOMPASS CIRCLE TRACK, PERFORMANCE MARINE, AIRCRAFT, AND ROAD RACING. THE IDEA IS TO HAVE A BULLETPROOF VALVETRAIN TO RUN THE DURATION OF A LONG RACE AT CONSISTENT RPM. THE LOBE SEPS ARE IN THE 108 TO THE 114 RANGE WHERE THE LIFT IS USUALLY UNDER 700 THOUSANDTHS TO MAKE THE VALVE SPRINGS LIVE, AND DURATION NUMBERS ARE AROUND THE 270 DEGREE RANGE. WORKING WITH A PROFESSIONAL ENGINE BUILDER OR CALLING A CAM HELP TECH LINE WILL HELP YOU MAKE A GOOD DECISION ON WHAT CAM TO USE IN YOUR PROJECT BULLET. JUST BE PREPARED TO ANSWER A BUNCH OF DIFFERENT QUESTIONS TRUTHFULLY.

EDELBROCK NOW OFFERS MOPAR GEN THREE HEMI CYLINDER HEADS IN BARE CASTING OR FULLY ASSEMBLED FOR MODERATE TO HIGH PERFORMANCE APPLICATIONS. NOW IF YOU GET THEM LIKE THIS YOU'LL GET TWO-165 INTAKE VALVES, ONE-650 EXHAUST, AND THE FULLY CNC'ED CHAMBERS ARE AVAILABLE IN THREE DIFFERENT SIZES TO ACCOMMODATE YOUR NEEDS. THE INTAKE PORTS MEASURE 202cc, WHICH THE EXHAUST MEASURE IN AT 75. THEY COME FULLY ASSEMBLED WITH HIGH PERFORMANCE VALVE SPRINGS, AND THEY'RE READY TO BOLT ON RIGHT OUT OF THE BOX. BEST OF ALL THEY WILL ACCEPT OEM COMPONENTS, AND FOR MORE INFORMATION VISIT EDELBROCK DOT COM.

(MIKE)>> FIFTH GEAR AND REVERSE ARE VERY CLOSE IN BOTH T-56 AND MAGNUM TREMEC TRANSMISSIONS. SO YOU DO RISK THE CHANCE OF GOING INTO REVERSE AT SPEEDS IF ONE OF THESE REVERSE CONTROL LOCK OUT MODULES IS NOT USED. IT USES THE VEHICLE SPEED SENSOR, WHICH IS MONITORED BY A MICROPROCESSOR IN THE MODULE. WHEN THE VEHICLE SLOWS DOWN TO ABOUT FIVE MILES AN HOUR THE MODULE ENERGIZES THE LOCKOUT SOLENOID TO GO INTO REVERSE. ABOVE THAT MILE AN HOUR IT DEENERGIZES THE SOLENOID SO YOU CANNOT SHIFT INTO REVERSE AT SPEEDS. IT'S EASY TO INSTALL AND YOU CAN GET YOURS AT SUMMIT RACING.

(PAT)>> PERMATEX ULTRA GRAY IS A RIGID HIGH TORQUE RTV SILICONE GASKET MAKER. IT IS SENSOR SAFE, HAS LOW ODOR, AND IS NONCORROSIVE. IT'S THREE TIMES MORE OIL RESISTANT THAN CONVENTIONAL SILICONES, AND EIGHT TIMES MORE FLEXIBLE THAN CORK OR COMPOSITE GASKETS. ITS TEMPERATURE RANGE IS FROM NEGATIVE 65 TO 500 DEGREES FAHRENHEIT INTERMITTENT. GO PICK YOURSELF SOME UP AT YOUR LOCAL PARTS STORE. WELL ONCE AGAIN THAT'S ALL THE TIME WE HAVE FOR THIS WEEK. WE'LL SEE YOU NEXT TIME.