Two Blowers Per Show

Today, we're taking our version of Rush's stage three F 150 out for a tire smoking payoff.

We built 500 ponies into this once Tamed truck to make it one fast cargo

hauler.

Then we're back in the shop for even more horsepower as we put the go fast hardware into the hall

and S 10.

That's all today here on trucks.

Hey, I hope you're ready because today on trucks, we're gonna show you what a 500 horsepower blown, lowered and decked out. Rush

stage three F 150 pickup can do. We use their stage three components to make our own version of a late model muscle truck that looks as good as it performs. Thanks to a 23 suspension drop 20 inch wheels, BFG

performance tires and a handful of visual add ons from

Rush's catalog. Now, every step of this raj conversion you guys can do at home with some pretty simple tools, but if you're not sure about your skills or you frankly just don't have the time, you can go to a Ford dealer and order a stage three pickup. Either way you get a three year 36,000 mile warranty.

That backs up all this good looks and muscle

credit.

Well, that's,

that's good.

You want a driving impression? Well, this stage three is a rocket.

The beefy look matches the performance and no matter what speed you're going stab the throttle and this truck literally throws you back in the seat

and that blower line makes the hair stand up on the back of your neck.

Our 0 to 60 times have shrunk to 6.9 seconds.

And the hyper pack tells us that our quarter mile is down to 15.2 seconds

with the cone set to our stop. 100 and 40 ft measurements. It's no surprise that the larger and heavier wheels and tires stretched our stopping distance. It looks like we have about three quarters of a truck length too far. We just ate a

yo man, at least

we tighten that up a little bit.

Oh,

yeah.

But

out of the web,

yes.

Now you guys just saw how well this rush equipped F 150 performs. This thing will tear up any street, but when we decided to see how well it was going to stop. Well, that was a different story because by adding the extra weight and rolling mass of our 20 inch wheels and tires, we increased our stopping distance by 15 ft. Now, 15 ft may not sound like much, but that can mean the difference between a successful panic stop and a serious rear end collision.

Now, there is a way to offset that extra weight and reel this already heavy truck back to a safer stopping distance. It's with lighter and more effective brakes and

believe it or not, these aluminum force 10 calipers from stainless steel brakes are half the way to the stockers. Anytime you can read

uns sprung weight. We are on the right path.

Now, these rotors are zinc plated for corrosion resistance and slotted for cooler breaking performance.

And the kit also includes hawk carbon metallic pads and trust me, these are good pads. I run them in my road race car.

Now, even though this truck now runs like a scalded dog,

it can still handle a pretty good payload. It's still a truck and you wanna think about protecting all that pretty paint in the back with a brand new truck or any other truck. So a lot of guys drop in a bed lighter. The problem with some bed liner is that they can act like a launch pad for your cargo,

especially with all the new power and the bad ass brakes we just put on this F 150 but this dual liner modular system utilizes this thick rubber pad that's gonna protect your bed

and make sure that what you put in the back of your truck stays where you put it.

It starts with the front panel followed by the sides that are held in place with push pins and the factory tie down brackets, the tailgate liner bolts on with factory hardware and the rubber mat. It just drops into place.

We ready. Let's do it. I'll get the door,

I'll get the truck

with new pads and rotors all the way around and lightweight calipers up front. The stainless steel brakes feel better immediately, even under normal driving. So we'll take another stab at a hard braking test.

Here we go.

That's good.

Now, we're right back to

right about. Back to stock.

There is no mista

in this truck with the stock F 150 effortless wheel spin, great handling, massive amounts of power come together in one seriously mean machine.

Well, I think it's safe to say our lightning itch has definitely been scratched

now. That was awesome. But

we're gonna switch gears now and I know you guys remember project S

10-K from a while back,

it was a little experiment we conducted to see if we could build a budget muscle truck and it turned out great and we accomplished our goals,

but like all good things, it'll eventually come to an end.

But you know, some things deserve a second chance and we believe in reincarnation

at least for trucks anyway. So we said goodbye to S

10-K and said hello to Hall and S 10.

We stripped it back down to basics and started out with Snws back half kit that included a narrow nine inch housing.

We loaded it with the third member that sports a Detroit locker in a strange nodular center section, turning 456 gears and finished it off with Curry 31 spine axles.

Then we threw in a Borgeson manual steering box, Global West, upper and lower control arms up front as well as aerospace components drag race brake package all the way around.

But the icing on the cake, these huge Mickey Thompson wheels and tires. Now these bad boys are gonna give us the traction that it's gonna take to hook up a whole bunch of muscle up front. Now, there's no mista

what this chassis is built for. Hence the new name of the project hall and asked him

all these nice new parts. They look great. But the whole reason for loading this truck down with such heavy duty parts is so this thing can handle massive amounts of horsepower and torque. So we have got to deliver when it comes to an engine and transmission package.

Otherwise this thing is gonna fall into the all show

no go category and this is trucks and we're not gonna let that happen. Now, engineering a pro street truck takes a lot of planning

and a lot more work. But when it all comes together, you get this potent package of a street legal rig that holds its own to the track and makes one hell of a statement doing it

up next. It's another blower motor, but this one's got even more power. We're dropping over 600 horses into our pro street drag truck hauling as 10. So stick around

you. Good, Scott. Doing good.

Hey, welcome back to trucks. Well, I know if you've ever hung out at the drag strip or even see drags on TV. You've watched vehicles like this one go down the track with huge tires out back, little pizza cutters up front and the message that they send is loud and clear. A very quick vehicle.

Now, all along, we've been telling you guys, we're gonna put some serious motivation in the front of hall. And as

10,

well, check this out that day is finally here

and not only does this thing look like a million bucks. The guys at A TK have assembled all the right hardware for our truck.

This thing ought to be more than enough to fill that empty spot in between our front frame rails. Yeah, because right now this is a seriously lonely place. But Scott Miller and Mark Johnson from A T

engines have been kind enough to come all the way out here from Dallas, Texas to help correct the problem that we got. Scott. Tell me a little bit about a TK.

Well, in 1936 A TK, Vega started remanufacturing engines

this year. We're on a pace to deliver 50,000 engines to our aftermarket customers. And you guys just started your new performance division too. About a year ago, we entered into the performance engine business and we developed three stages of engines.

Uh The first stage is a 300 to 350 horsepower street performance engine.

The second stage are a little more complete with fuel and ignition

and the third stage are full blown race engines which we've brought here today.

Now, I know you guys offer a warranty on the remanufactured engines, but you also have one of the stage one or two performance engines, right? Yes, we do. We offer a 24 month unlimited mile warranty nationwide on our high performance engines.

Now, with us today is the guy that put this stout combination together. And before coming to eight,

Mark Johnson spent over 20 years with multi time world champion engine builders, Ra and Morrison and it's put together engines for just about every type of racing. So Mark, tell us what's inside our engine. Well, the guys at Lena

have supplied us with some really great parts. What we have here is a crank shaft for Lena.

It's their 4349

twist forging

crank pins have been drilled for easy balancing

night RD and fully polished for connecting rods. We have the 1

43 40 style pro mod rods, six inch rod, fully floated wrist pin

with a RP bolts.

Now, mark these are obviously great parts for any high performance application.

It says you strapped a blower to ours. Why not a cast piston? Well, a cast piston was never designed for a performance engine.

A Fords piston is your piston of choice for any performance application. It'll hold up to the extreme temperatures, pressures and cycle time of a performance engine.

We chose this piston

to go along with the cylinder heads that we're using

with this deep dish to maintain a compression ratio to go along with this blower. And the boost that we're going to run the rings that we're using for these pistons is 1/16 16th, 3/16 ring combination

with a top ring being a Molly faced ring.

Second ring being a cast ring

and a 3/16 low tension oil control ring,

wrist pins are a heavy wall tool steel wrist pin

that are retained in the piston with spiral locks. The camshaft we've chosen is a Lenay

solid billet camshaft.

It's for a solid roller lifter. Application

has 600 lift 248 degrees duration, intake, 252 degrees duration exhaust on 100 and 12 center line.

That's a solid foundation to build off of what do we have bolted on top of all that? Well, on the top, we have a pair of 750 highly carburetors that are blower specific.

We have a 671 wand blower kit.

We have a pair of aluminum trick flow cylinder heads

with some crane shaft mounted roller rocker arms and we're gonna light this baby off with an MS D ignition man. This thing looks great. I cannot wait to get it in the truck. I just wanna thank you guys for driving all the way up here and dropping this thing off with us. Well, thanks for having us and let us know how things work out.

We'll keep you posted.

The stock V6 mounts are replaced with new urethane mounts. We got from pro

this seven Quart

Midon

rear sump oil pan is designed specifically for a V8 S 10.

It fits level with the bottom of the front cross member for zero ground clearance issues.

Now, that's one bad tranny shredder. So after the break, we'll take delivery of a Turbo 400 that's built tough enough for the racetrack. Stay tuned.

Hey, welcome back to trucks. Now we finally have enough power in between our front frame rails to turn those big Mickey Thompson tires. That's only half the equation.

Now, have you ever heard a transmission come apart under a hard launch? Well, it ain't pretty

and that's never gonna happen to our halling ass 10. And that's thanks to this guy right here, Mark bowler from bowler performance transmissions. Mark, tell me about this case. This is beautiful. Thank you. This is one of the services we offer to our customers. We'll actually take and smooth the case and take all the casting and marks off from it.

We can leave it that way or we can actually take it to the next level and custom paint it, but it's beautiful. There's layers of airbrush work. It is buried and clear. It's awesome. Thank you. Let me show you what we brought you today.

Well, I love the color, man. This thing looks great

when we've talked about what kind of horsepower we're gonna be throwing at this transmission.

So, you know, we need something strong but we need something light too. Weight savings is always a factor. So why the heavier Turbo 400

not the 350?

Well, everything we actually build is is custom built to specification.

And whenever you called me and told me what you're doing with the vehicle, the horsepower and torque that you're gonna be creating.

I knew the 350 would not be suitable for you needs. So we stepped it up a notch built you the better 400 transmission, you guys have done some smoothing on this case, but it's not just cosmetic, is it?

No, there's actually

more to the madness than just making it look pretty and there is actually some strengthening idea behind it, right? It smooths over the weak points and eliminates them.

Now, obviously, the case is stronger. But so are the internals, tell me about what you got going on inside here? Uh Basically 400 is very strong from stark standpoint, but one of your throwing them out a horse power torque that you guys are, we had to address some things on the internals, the intermediate sprag is actually one of the weak points of the transmission.

And what we've done, if you see on the original sprag, it actually only has an eight element spring and roller type sprag, very weak. So we actually go in and upgrade it to a 36 element roller style sprag. So we actually do a custom race, the external race and Spline and Sprag

uh makes it much more strong and durable.

And this is a stock input shaft and this is a boulder input shaft. What's the difference?

Uh Basically the stock input shaft on the 400 is prone to breaking under high horsepower and high torque applications. So we actually upgrade you to the billet input shaft. It's a complete custom machine 300 in material. It basically eliminates the breakage problem.

Now, the machining on this hub is a lot more detailed, a lot more intricate. Is there a difference in the metal as well? There is a difference in the metal if you notice the stock piece is actually a cast piece. So the strength is not there.

Uh The number one failure is actually it splits the spine where the input shaft or the intermediate shaft goes into

on the new one here. It's actually machined out of 300 di material. Much stronger. We get rid of all the sharp,

just add strength, much stronger area here where the blind goes into as well.

Another area that we address is actually the planetary gear sets.

And basically, this is an area of the transmission you actually customize and set up the 1st and 2nd gear ratio to best suit your needs.

This is a stock four P

planet.

This is the upgraded five P

planet set up

and this is available for the both the front and the rear planet set up.

There is the, the rear, the stock four P and

the updated five,

the main advantage to that is actually to help dissipate the pressure points on the sun gear

and here's our upgraded intermediate shaft. Now, some people don't seem to think this is necessary, but you guys don't like to leave any weak links, do you? It's just a cheap insurance. Now,

the torque converter allows communication between the engine and the rest of the drive line. So tell

about this one. This is actually one of our custom nine inch billet converters. If you notice on the back of it, it is actually completely machined out of billet material. We can actually set everything up for the right flex plate. You run as far as the bolt circle also on the pilot. That way, if you run a midplate, we can set the depth properly for it

on the front of it. You'll actually notice

that we actually run an anti balloon plate or if you're running as much horsepower and torque as you are, it's something that you need. That's the great thing about your transmission is it totally designed for our vehicle and you guys cover all the bases. There are no weak links and we got a great looking case to boot

and we actually dyno test every transmission that way. It's proven strong when it comes to you. Well, that's good because we are gonna lean on this joker. That's what we like to hear

over the break. The guys will get our turbo 400 in the truck and when we come back, it's time for the last piece of our drive line puzzle.

Hey, welcome back to trucks. Talk about a Jekyll and Hyde Transformation.

Our

10 is now a completely different animal. Thanks to our S and W back F and our Mickey Thompson wheels and tires.

But the icing on the cake is this A

K 355 inch small block topped off by the legendary Y and 671 blower making this package capable of a little north of 600 horsepower.

But we still need a way to transfer that power to the rear axle and the old stock drive shaft. It was made for a V6. So obviously, it's not gonna cut it.

So Denny's drive shaft sent us this great looking two piece steel shaft that features

a heavy duty, you think support bearing, that'll give us a nice smooth rotation

because this thing's balanced all the way up to 7000 RPM.

Well, I know some of you are wondering why don't we use a one piece drive shaft with all that power? Well, this is a long wheel base s 10. And unless the drive shaft was a huge diameter, a one piece would bow under the torque and high RPM. So a two piece drive shaft that will handle the power and revs is definitely the best way to go

good

straight down.

I don't know. Yeah,

it looks awesome, dude.

Now, you've already seen us install our custom shaft. We got from Denny's drive shaft and here's a tip straight from Denny

torque. Your U bolts, depending on your U joint size is between 17 and 20 ft pounds. Over tightening can distort the U joint cap causing premature failure. And that's the last thing you need, whether it's on your street truck or something like this, pushing over 600 horses. Hey, thanks for watching trucks. See you guys next week.