512ci Big Block Mopar Transforms from Street Engine to Race Bullet

(NARRATOR)>> TODAY ON ENGINE POWER OUR BIG BLOCK MOPAR GETS PRIMED FOR MORE POWER WITH HIGH FLOW CYLINDER HEADS, AN AGGRESSIVE CAM, AND MORE. PLUS WE PREP THE TRIPLE THREAT CAMARO FOR OUR RACE READY POWER PLANT.

(PAT)>> HEY WELCOME TO ENGINE POWER. TODAY WE'RE GETTING BACK ON OUR 512 CUBIC INCH BIG BLOCK MOPAR, WHICH IS GETTING A LITTLE BIT OF A WAKE UP CALL. ORIGINALLY IT WAS BUILT FOR THE STREET AND STRIP A COUPLE OF SEASONS AGO, AND IT CRANKED OUT 632 HORSEPOWER AND 647 POUND FEET OF TORQUE. WELL RECENTLY ANOTHER SHOP NEEDS IT FOR A PROJECT AND THAT'S WHERE ITS NEW HOME IS GONNA BE. THE ENGINE MADE SOME GREAT POWER AND TORQUE, ESPECIALLY CONSIDERING IT WAS PUT TOGETHER WITH OFF THE SHELF PARTS. NOTHING WAS CUSTOM! FOR TODAY WE'RE GONNA BE CHANGING UP THE CYLINDER HEADS, CAM AND LIFTERS, AND A FEW OTHER PARTS, AND THE GAINS WE SEE SHOULD BE SUBSTANTIAL BECAUSE THE PARTS THAT WE'RE PUTTING IN ARE SPECIFIC TO ITS APPLICATION. ONE THING IS STAYING THE SAME ON THIS BULLET. IT WILL STILL BE A PUMP GAS BURNER, BUT THAT BEING SAID, OUR NEW PARTS ARE GEARED TOWARDS MAKING MORE POWER HIGHER IN THE ENGINE'S RPM RANGE, AND SINCE THE APPLICATION DOESN'T HAVE TO BE AS STREET FRIENDLY THE PARTS ARE A LITTLE MORE RACY. IT STARTS WITH THE NEW CYLINDER HEADS. THESE TRICK FLOW POWER PORT 270'S OFFER MORE INTAKE AIR FLOW ABOVE FOUR HUNDRED THOUSANDTHS LIFT THAN THE OLD 240'S WE PULLED OFF THE ENGINE. THEY STILL HAVE THE SAME 78cc COMBUSTION CHAMBER. SO OUR STATIC COMPRESSION RATIO WILL REMAIN AT 10.8 TO ONE. THE NEXT BIG CHANGE IS THE CAME AND LIFTERS. WE WENT TO COMP CAMS TO SUPPLY US WITH A CUSTOM GROUND SOLID ROLLER CAM SHAFT AND A SET OF HEAVY DUTY SOLID ROLLER LIFTERS. DURATION AT 50 THOUSANDTHS LIFT ON THE INTAKE SIDE IS 260 DEGREES, 272 DEGREES ON THE EXHAUST. LOBE SEPARATION IS 112 DEGREES, AND GROSS VALVE LIFT IS 646 THOUSANDTHS FOR THE INTAKE AND 654 THOUSANDTHS FOR THE EXHAUST. ADDING TO THE VALVETRAIN PARTS IS THIS HARLAN SHARP SHAFT MOUNTED ROCKER SYSTEM FROM SUMMIT RACING. THESE HAVE FULL ROLLER TRUNNIONS AND ARE CLEARANCED FOR LARGER SPRINGS. THEY ARE A ONE POINT SIX RATIO. SEALING EVERYTHING UP IS A COMPLIMENT OF GASKETS FROM COMETIC. IN PARTICULAR THE HEAD GASKETS ARE A MULTI LAYER STEEL DESIGN. THEY HAVE A 27 THOUSANDTHS COMPRESSED THICKNESS, AND TOPPING EVERYTHING OFF ARE THESE SLICK NEW TALL CAST ALUMINUM VALVE COVERS FROM TRICK FLOW.

(MIKE)>> YOU MAY NOTICE THE PAN IS OFF THE ENGINE NOW. JUST FOR PRECAUTIONS WE WANTED TO CHECK OUT THE BOTTOM END TO MAKE SURE EVERYTHING WAS OKAY, AND IT TURNS OUT IT'S FANTASTIC. SO IT'S TIME FOR THE SOLID ROLLER BUMP STICK FROM COMP CAMS TO GO IN. LUBING THE JOURNALS IS OBVIOUSLY IMPORTANT AS WELL AS THE LOBES. BECAUSE IT'S A ROLLER, NO SPECIAL BREAK IN LUBE IS NECESSARY.

LINKING THE CAM AND CRANK SHAFT IS A CLOYES TRUE ROLLER DOUBLE ROLL TIMING SET. IT USES A TORRINGTON BEARING, WHICH ELIMINATES WEAR ON THE BLOCK SIDE. PAT DEGREED THE CAM AND IT'S INSTALLED AT 110 DEGREES, WHICH IS TWO DEGREES ADVANCED. THAT WILL MOVE THE PEAK POWER SLIGHTLY HIGHER IN THE RPM RANGE WITH THIS CAM. NOW THE OIL SLINGER CAN GO ON. THIS SPLASHES OIL ON THE CHAIN TO MAKE SURE IT'S LUBED. WITH A COMETIC GASKET IN PLACE, THE TIMING COVER CAN GO BACK ON, WHICH GIVES US THE GREEN LIGHT TO INSTALL THE OIL PAN. IT USES A WINDAGE TRAY THAT GETS SANDWICHED BETWEEN THE PAN AND THE BLOCK. WITH IT IN PLACE, THE MILODON SEVEN QUART LOW PROFILE PAN CAN DROP BACK ON. IT FITS '64 AND EARLIER "A", "B", "C", AND "E" BODIES. ARP FASTENERS WILL SECURE IT. WITH THE SHORT BLOCK BACK UPRIGHT WE CAN MOVE ON TO THE HEAD GASKETS. THESE ARE COMETIC'S MULTI LAYERED STAINLESS STEEL GASKETS THAT WE ORDERED WITH A FOURTHREE-80 BORE AND A 27 THOUSANDTHS COMPRESSED THICKNESS. THE OUTER LAYERS ARE COATED WITH FKM VITON, A HIGH TEMPERATURE AND CHEMICAL RESISTANT POLYMER. THESE POWER PORT 270'S HAVE A TWOONE-90 INTAKE VALVE DIAMETER, AND A ONESEVEN-60 EXHAUST VALVE. THE EXHAUST RUNNER VOLUME IS 74cc, AND THEY COME WITH A THREE ANGLE VALVE JOB DONE ON SERTY EQUIPMENT. TRICK FLOW DESIGNED THESE HEADS TO WORK WITH ALL FACTORY STYLE BIG BLOCK MOPAR PISTONS, ROCKER ARMS, AND HEADERS.

(PAT)>> WE TORQUE THE HEADS IN THREE STAGES FOR A NICE, EVEN CLAMP LOAD. 30 POUND FEET ON THE FIRST PASS, 50 ON THE SECOND, AND THIS FINAL PASS WILL BE AT 80 POUND FEET. THE FINAL SPEC IS WHAT ARP RECOMMENDS USING THEIR ULTRA TORQUE LUBE. COMP CAMS SENT US THESE SPORTSMAN SOLID ROLLER LIFTERS. THEY HAVE A NINEZEROFOUR DIAMETER AND NEEDLE BEARING AXLE DESIGN. THEY'RE BUILT FROM 86-20 PREMIUM STEEL FOR INCREASED STRENGTH AND HAVE A STAINLESS STEEL CAPTURED LINK BAR AND A SKIRTED WHEEL THAT STRENGTHENS THE LIFTER EARS.

(NARRATOR)>> UP NEXT, WE RUN THE NUMBERS ON OUR UPGRADED MOPAR IN THE DYNO CELL!

(PAT)>> WELCOME BACK TO ENGINE POWER, WHERE WE'RE TRYING TO GET MO POWER OUT OF THIS MOPAR. NEXT UP IS THIS TRICK NEW PRODUCT FROM TRICK FLOW. THIS IS A CNC MACHINED VALLEY COVER THAT ELIMINATES THE FACTORY STYLE BATH TUB GASKET FOR 440 MOPARS. A REMOVABLE ORINGED PLATE GIVES YOU EASY ACCESS TO THE LIFTER VALLEY.

WE'RE USING THE RIGHT STUFF FROM PERMATEX, WHICH IS A ONE MINUTE GASKET MAKER THAT HAS AN EASY TO USE DISPENSER.

(MIKE)>> WE MEASURED FOR THE PROPER PUSH ROD LENGTH AND MADE A CALL TO GET SOME ON THE WAY. MOVING FORWARD WE'RE GONNA GO AHEAD AND INSTALL THIS SUMMIT RACING BRACKET RACER HARMONIC DAMPER. IT'S FOR AN INTERNALLY BALANCED ENGINE AND IS 18.1 SFI RATED. IT'S BEEN SPIN TESTED TO 12,500 RPM, AND HAS EASY TO READ ENGRAVED TIMING MARKS. A MAZIERE ELECTRIC WATER PUMP WILL KEEP THE WATER MOVING THROUGH THE ENGINE AND THE DYNO.

FOR INDUCTION A TRICK FLOW TRACK HEAT MANIFOLD. ITS OPERATING RANGE IS FROM 3,000 TO 7,000 RPM AND HAS A 41-50 CARB FLANGE. THE MANIFOLD HEIGHT IS SIX AND A QUARTER INCHES. IT COMES WITH A NATURAL ALUMINUM FINISH. PAT ADDED HIS ARTSY TOUCH.

(PAT)>> WITH IT LOADED UP ON THE DOCKING CART, WE'RE HEADED TO THE DYNO ROOM. WE'RE RUNNING HOOKER SUPER COMPETITION HEADERS WITH A TWO INCH PRIMARY AND A THREE AND A HALF INCH COLLECTOR. THESE ARE MADE FOR AFTERMARKET HEADS. CROWING THE INTAKE MANIFOLD IS A TWO INCH CARB SPACER AND OUR DYNO PROVEN SUPER RELIABLE QUICK FUEL TECHNOLOGIES 950 CFM BLACK DIAMOND CARB. WHEN WE NEED CUSTOM PUSH RODS WE CALL TRENT PERFORMANCE. THEY ARE THE LEADERS IN PUSH ROD DESIGN THANKS TO BOB FOX, THE CREATOR OF THE SPINTRON. THESE HAVE A THREEEIGHTHS DIAMETER AND ARE NINE-800 IN LENGTH. A FIVESIXTEENTHS CUP IS ON ONE END AND A FIVESIXTEENTHS BALL IS ON THE OTHER, AND THEY HAVE 135 THOUSANDTHS WALL THICKNESS TO COMPLIMENT OUR SOLID ROLLER VALVETRAIN. HARLAN SHARP SHAFT ROCKERS FROM SUMMIT RACING GO ON NEXT. THESE HAVE A FULL ROLLER ALUMINUM BODIED ROCKER ARM WITH A ONE POINT SIX RATIO. COLD LASH IS 16 THOUSANDTHS ON THE INTAKE, AND 16 THOUSANDTHS ON THE EXHAUST. ROYAL PURPLE XPR ZEROW-20 IS BEING POURED IN. TRICK FLOW VALVE COVERS SEAL IT ALL UP. FOR IGNITION AN MSD PRO BILLET DISTRIBUTOR AND EIGHT POINT FIVE MILLIMETER WIRES CONNECT TO ETHREE SPARK PLUGS. WE DON'T HAVE MUCH TIME FOR THE DYNO. SO WE'RE GONNA DO A WARM UP, RELASH THE VALVES, AND GET IT DIALED IN. THEN SHOW YOU WHAT IT DOES FOR POWER. NOW THIS TEST IS GONNA BE PRETTY COOL BECAUSE IT'S GONNA ILLUSTRATE THE DIFFERENCE BETWEEN A STREET HYDRAULIC ROLLER AND A RACIER SOLID ROLLER AND WHERE IT MAKES POWER IN THE POWER BAND.

(MIKE)>> NOW THE ONLY THING THAT HAS CHANGED ARE THE CYLINDER HEADS AND THE CAM SHAFT TYPE. EVERYTHING ELSE IS THE SAME, LIKE THE INTAKE MANIFOLD, CARBURETOR, AND THE SPACER, ESPECIALLY THE BOTTOM END AND HEADERS. NOW WE'RE GONNA PULL IT IN THE SAME RPM RANGE AS THE STAGE ONE ENGINE AND WE KNOW IT MADE 632 HORSEPOWER. SO LET'S SEE HOW WE DO.

(PAT)>> LIGHT IT! [ engine starts & revving ]

(MIKE)>> MAN, THAT THING IS ROCKIN'!

(PAT)>> OH THAT'S A SIGNIFICANT IMPROVEMENT RIGHT THERE. OH MY GOODNESS! WHERE'S IT MAKE PEAK?

(MIKE)>> IT MAKES PEAK AT 5,700 AND 5,800.

(PAT)>> OKAY SO WE'RE RIGHT THERE, 653.

(MIKE)>> 639 ON TORQUE AT 4,400.

(PAT)>> THAT'S WHERE IT MADE PEAK TORQUE LAST TIME BUT LOOK HOW MUCH HIGHER IT'S MAKING TORQUE, AND THE HIGHER YOU MAKE TORQUE THE HIGHER YOU'RE GONNA MAKE HORSEPOWER. SO THAT'S PRETTY SPORTY RIGHT THERE.

(MIKE)>> WE CHANGED IT FROM A STUMP PULLER TO A GET IT DONE ON THE END OF THE QUARTER MILE.

(PAT)>> AND WE'RE JUST GETTING STARTED. THERE'S A BUNCH LEFT IN THIS. LET'S TURN THIS THING A LITTLE BIT HIGHER. LET'S PULL IT TO 6,500. LET'S BUMP IT UP ON THE BOTTOM END, GO FROM 4,000 TO 6,500.

(MIKE)>> CREEP HER BACK DOWN A COUPLE OF DEGREES?

(PAT)>> GO RIGHT WHERE SHE IS.

ALL RIGHT, GO FOR GLORY!

(MIKE)>> HOLD ONTO YOUR SEAT! [ engine revving ]

(MIKE)>> CLEAN PULL, 664 ON POWER, 646 ON TORQUE.

(PAT)>> OH MY GOODNESS!

(MIKE)>> WOW!

(PAT)>> THAT IS SPECTACULAR.

(MIKE)>> IT SHOWS YOU HOW YOU CAN MOVE THAT POWER AND THAT TORQUE AROUND IN THE RANGE.

(PAT)>> COMPARATIVELY SPEAKING, YES. THIS TOOK A STUMP PULLER AND MADE IT A RACY BULLET. THIS THING PRINTS 664 ONE, TWO, THREE, FOUR, FIVE TIMES.

(MIKE)>> THAT'S BIG.

(PAT)>> AWESOME JOB.

(NARRATOR)>> COMING UP, THE BEST OF BOTH WORLDS FOR OUR TRIPLE THREAT CAMARO. CHEVY SMALL BLOCK ON THE BOTTOM, LS INDUCTION UP TOP.

(MIKE)>> NOW IT'S TIME TO START GETTING AFTER OUR TRIPLE THREAT CAMARO BUILD. IT STARTS WITH OUR FAVORITE, THE POWER PLANT. THIS IS JUST GONNA BE A QUICK TEASER TO SHOW YOU WHAT WE HAVE AND WHAT OUR PLANS ARE. NOW FIRST UP IS THE FOUNDATION OF ANY ENGINE BUILD, THE BLOCK. IT'S A WORLD PRODUCTS MOTOWN LS THAT WE JUST HAD MACHINED. NOW THIS BLOCK ACCEPTS SMALL BLOCK CHEVY PARTS FROM THE DECK DOWN. FROM THE DECK UP IT'S ALL LS INDUCTION. NOW WE ORDERED THIS WITH ALL THE ITEMS NEEDED TO FINISH IT OFF, PLUS A BUNCH OF OTHER PARTS, LIKE A WATER RETURN KIT WITH ALL THE FITTINGS AND PUSH LOCK HOSE. THESE PLATES ARE TO USE SMALL BLOCK CHEVY ACCESSORY DRIVES. PLUS WE EVEN GOT THE VALLEY COVER. PREMIUM CLEVITE BEARINGS WILL FILL THE BLOCK, AND A CANTON OIL PAN WILL SEAL THE BOTTOM END. A MELLING HIGH VOLUME OIL PUMP IS THE ENGINE'S MAIN VITAL. A FORGED MAHLE SHELL STOCK PISTON FOR THIS APPLICATION IS GOING IN, AND JESEL SHAFT ROCKERS WILL KEEP THE VALVETRAIN STABLE AND ACCURATE. FOR INDUCTION A SET OF TRICK FLOW'S AWESOME GENX 260 LSSEVEN CYLINDER HEADS. MIKE DOWN STOPPED IN TO SHARE A LITTLE INFO ABOUT THEM.

(PAT)>> WHEN MAKING THE PARTS LIST FOR OUR 440 INCH CAMARO ENGINE WE NEEDED A SET OF CYLINDER HEADS THAT WOULD FLOW ENOUGH AIR TO MAKE THE POWER WE WANTED ON PUMP GAS. MIKE DOWNS FROM TRICK FLOW IS HERE AND HE'S GONNA TELL US A LITTLE BIT ABOUT WHAT HE BROUGHT US. MIKE TELL ME ABOUT THE EVOLUTION OF THIS PARTICULAR HEAD. (MIKE D.)>> ACTUALLY IT IS THE EVOLUTION OF THE LS THREE. WE HAVE THE GENX 255 FOR THE SIXTWO CROWD. IT WAS DESIGNED AS A BOLT ON HEAD FOR BASICALLY THE 2010 AND UP CAMARO GUY, AND WE SAW THE RESOUNDING SUCCESS IN THE MARKETPLACE THERE AND SAID WELL, WE'VE GOT TO HAVE AN LSSEVEN. SO THUS THE EVOLUTION OF THE GENX 260 FOR THE LSSEVEN.

(PAT)>> NOW THIS IS A LITTLE BIT SPECIAL BECAUSE IT TAKES A BIG BORE TO RUN. (MIKE D.)>> CORRECT, FOUR-100 MINIMUM BORE TO RUN THIS JUST FOR THE CLEARANCE REQUIRED TO GET THAT KIND OF POWER.

(PAT)>> YES, THIS HAS A BIG VALVE. IT HAS A TWO-200 INTAKE VALVE, ONE-600 EXHAUST. NOW WHAT'S THE CHAMBER SIZE? (MIKE D.)>> 70cc CHAMBER.

(PAT)>> 70cc, OKAY, THAT COVERS A WIDE VARIETY OF COMPRESSION RATIOS THAT GUYS WANT TO FROM, YOU COULD RUN A FLAT TOP AT 12 TO ONE WITH SOMETHING LIKE THAT. (MIKE D.)>> ABSOLUTELY.

(PAT)>> SO TELL ME A LITTLE BIT ABOUT THE SPRINGS. THESE ARE, WHAT ARE THE RATE OF THESE SPRINGS? (MIKE D.)>> IT'S A 448 RACE SPRING. THEY'RE SOURCED FROM PACK RACING. THE NICE THING IT'S GOOD UP TO 650 LIFT, AND YOU'VE GOT THE OPTION OF A STEEL RETAINER OR A TIE RETAINER.

(PAT)>> OKAY AND YOU DID SOMETHING A LITTLE SPECIAL WITH THE ACTUAL ROCKER. (MIKE D.)>> YEAH, INSTEAD OF BEING CAST IN FOR THE ROCKER RAIL WE PROVIDE A BILLET ROCKER RAIL, AND REALLY THAT WAS OUR OPPORTUNITY TO CORRECT A LOT OF THE ROCKER ARM GEOMETRY PROBLEMS IN THE PAST THAT HAVE EXISTED WITH THAT HEAD.

(PAT)>> OKAY NOW YOU HAVE A DIFFERENT VERSION, YOU HAVE A SIX BOLT VERSION OF THIS. (MIKE D.)>> YEAH, SO THIS IS THE STANDARD BOLT VERSION HERE. THERE'S ALSO A SIX BOLT VERSION FOR LIKE AN LSX BLOCK OR SOMETHING LIKE THAT. SO YEAH, YOU HAVE YOUR OPTIONS THERE.

(PAT)>> NOW WHAT KIND OF NUMBERS DO THESE HEADS FLOW? (MIKE D.)>> 393 AT 700.

(PAT)>> OOH, SERIOUS, THAT'S SERIOUS AIR THAT GOES THROUGH SOMETHING THAT'S THAT SIZE. SO BOY, I CAN'T WAIT TO BOLT THEM ON, AND YOU'LL BE THE FIRST ONE TO KNOW WHAT KINDA POWER IT MAKES. SO WE APPRECIATE YOU BRINGING THEM BY. (MIKE D.)>> THANK YOU SO MUCH.

(NARRATOR)>> PLENTY OF VINTAGE VEHICLES LOOK MINT ON THE OUTSIDE, BUT OUR SPLIT BUMPER CAMARO IS SPOTLESS TO THE CORE.

(PAT)>> NOW THAT YOU HAVE AN IDEA OF THE ENGINE FOR OUR TRIPLE THREAT CAR IT'S TIME FOR US TO START MAKING ROOM FOR ALL OF THOSE NEW PARTS. NOW WE HAVE NEVER STARTED A MAJOR PROJECT WITH A VEHICLE THAT'S ACTUALLY THIS NICE, BUT THAT'S WHAT'S GONNA MAKE IT EASY TO WORK ON WITH ALL THE MAJOR THINGS THAT WE HAVE PLANNED.

(MIKE)>> ALL OF YOU PURIST HAVE GOT TO BE SQUIRMING IN YOUR CHAIRS AT THE THOUGH OF US CUTTING UP THIS BEAUTIFUL CAR. DON'T WORRY, WE HAVE THE SAME RESPECT FOR IT AS YOU DO. THAT'S WHY THE VAST MAJORITY OF THE INTERIOR AND THE EXTERIOR ARE STAYING THE SAME. OUR IMPROVEMENTS ARE BASED ON FUNCTIONALITY, WHICH INCLUDE ACCELERATION, BRAKING, AND HANDLING.

WITH A LITTLE PROTECTION UNDER THE CORNERS, WE'LL START BY REMOVING THE HOOD. IT'LL KEEP PAT FROM GETTING A HEAD INJURY WHEN HE WORKS, AND MAKE IT EASY FOR US TO LIFT THE ENGINE OUT. THAT THING'S PRETTY HEAVY.

(PAT)>> IT'S NOT HORRIBLE.

(MIKE)>> THE AIR CLEANER ASSEMBLY CAN BE PULLED OFF, ALONG WITH THE FAN AND SHROUD.

HERE'S A QUICK TIP. WITH THE COOLANT DRAINING, I'M FORCING COMPRESSED AIR INTO THE HEATER CORE HOSE TO PUSH COOLANT OUT OF THE CORE. THIS HELPS GET MOST OF THE COOLANT OUT OF THE ENTIRE SYSTEM MORE THOROUGHLY.

(PAT)>> THE STOCK ROCHESTER QUADRAJET, WHICH SOME PEOPLE CALL A QUADRABOG, IS REMOVED.

EVEN THOUGH THE ENGINE IS COMING OUT, PRACTICE MAKES PERFECT. THE CARB HAT IS TAPED OFF SO NOTHING GETS IN THE ENGINE. NOW WE'LL PULL OFF ALL THE ACCESSORIES.

LET ME GET THIS BELT OFF, OKAY, THERE WE GO.

(MIKE)>> JUST IN THE NICK OF TIME.

(PAT)>> ALL RIGHT, THERE YOU GO!

UNDERNEATH THE TRANS CROSS MEMBER IS UNBOLTED, AND WITH A LITTLE WHACKAMOLE IT COMES OUT. [ mallet tapping metal ] [ drill spinning ]

(PAT)>> AND ONCE THE TRANS IS REMOVED WE GET ANOTHER REMINDER OF HOW SOLID THIS CAR IS. JUST LOOK AT THIS TRANS TUNNEL. [ drill spinning ]

(MIKE)>> THE MORE WE REMOVED THE MORE EXCITED WE GOT. OTHER THAN REGULAR MAINTENANCE IT'S EVIDENT THIS CAR HAS BEEN UNMODIFIED SINCE IT ROLLED OUT OF GM'S PLANT. NO SIGNS OF PERFORMANCE PARTS OR HACK WORK CAN BE FOUND. THIS IS GOING TO BE ONE SWEET RIDE WHEN WE'RE DONE WITH IT. FOR MORE INFORMATION ABOUT ANY PARTS OR EQUIPMENT WE USED TODAY LOG ON TO POWERNATION TV DOT COM.

TODAY'S POWERNATION EXTRA IS ALL ABOUT AN ENGINE'S MOST IMPORTANT VITAL, THE OIL PUMP. WITHOUT IT PRESSURIZED LUBRICATION TO THE BEARINGS, TIMING SET, AND REST OF THE VALVETRAIN COMPONENTS JUST WON'T HAPPEN. AN OIL PUMP IS JUST AS IMPORTANT AS ANY OTHER ENGINE COMPONENT, AND TODAY I'M GONNA SHOW YOU HOW TO IMPROVE THE PERFORMANCE OF YOUR LSONE. LS PUMPS ARE DRIVEN OFF THE CRANK SHAFT'S SNOUT, WHICH MEANS THE PUMP IS TURNED TWICE AS FAST AS AN ENGINE WITH A DISTRIBUTOR DRIVEN PUMP LIKE A SMALL BLOCK CHEVY OR SMALL BLOCK FORD. NOW ONE THING THEY BOTH HAVE IN COMMON IS THEY ARE BOTH TWO GEAR STYLE PUMPS. PUMPS MOUNTED ON THE CRANK SNOUT TYPICALLY HAVE A LONG PICK UP TUBE LIKE THIS THAT GOES DOWN TO THE OIL PAN SUMP. NOW DURING COLD STARTS YOU WANT THE OIL TO GET TO THE PUMP AS FAST AS POSSIBLE TO AVOID ANY STARVATION ISSUES ON THE PRESSURE SIDE GOING TO THE ENGINE. LS ENGINES USE PUMPS WITH DIFFERENT PRESSURES AND FLOW RATES DEPENDING IF THEY HAVE ACTIVE FUEL MANAGEMENT, VARIABLE VALVE TIMING, OR NEITHER. THIS IS A STANDARD LS PUMP USED ON NONVVT AND NONAFM VEHICLES.

WE'LL START BY REMOVING THE HEX PLUG. IT KEEPS THE PRESSURE RELIEF SPRING AND THE VALVE IN PLACE.

NOW REMOVE THE TORQUES FASTENERS THAT HOLD THE COVER ON...

...AND REMOVE THE COVER TO EXPOSE THE TWO GEARS INSIDE THE PUMP. THE TWO GEARS PULL RIGHT OUT AND CAN BE SET TO THE SIDE. TO IMPROVE FLOW I'M GOING TO USE A CARTRIDGE ROLL TO GET RID OF SHARP EDGES AND SMOOTH OUT THE TRANSITIONS ON THE INLET AND OUTLET OF THE PUMP. ON THE INLET WE'LL BE REMOVING THIS SHARP EDGE AND MAKING A TRANSITION INTO THE INLET SIDE OF THE PUMP. NOW THIS RIDGE RIGHT HERE WILL HAVE TO STAY. THAT'S WHERE THE ORING FOR THE PICK UP SEALS. ON THE OUTLET SIDE WE'LL GET RID OF THESE SHARP EDGES AND MAKE A SMOOTH TRANSITION THAT WILL PROMOTE BETTER FLOW OUT OF THE PUMP. [ grinding metal ]

(MIKE)>> THERE'S A FEW MORE TIPS AND TRICKS TO DO TO THIS PUMP BEFORE IT GOES IN AN ENGINE. THE GOAL IS TO IMPROVE THE PUMP'S FLOW AND INCREASE PRESSURE TO KEEP THE ENGINE GOING LONGER. WE'RE OUT OF TIME FOR NOW, BUT KEEP AN EYE OUT FOR MORE OIL PUMP TECH.