Haulin' S-10 Hauls Butt!

Today, Hall

and 10 is going to tear up the drag strip first. We'll take a look back at all the work we've done to make this our quickest and fastest project ever.

Then we'll shake down our street and strip truck on the eight mile

and finally we'll really lean on it to put some big numbers up on the board.

That's all today here on tr

Hey, welcome to trucks. Well, the day has finally come that we get to take our Harlem S 10 project truck out of the shop here and see what it's capable of. Now over the course of this season, you've seen us take what was already a pretty quick little V8 S 10 street truck and turn it into the back half blown monster you're looking at now, but in case you haven't kept up with our progress, this will give you an idea how we got here.

We started out with the finished version of project S

10-K, which we'd already converted to V8 power with the help of a GM performance crate. 350

backed up by a beefed up four L six CE transmission and stocked rear ending gears,

Ryan and I decided to wipe the slate clean and take things to the next level. Laying out the plans for an A TK built blower motor up front

complete s and W back half frame section that has a fully adjustable four length suspension and Q A one shocks tucked away under the bed.

A lightweight aerospace components brake system provides the stopping power while a bowler turbo 400 race prep trans spins at Denny's drive shaft feeding a narrow nine inch curry built rear axle with 456 gears and a strange nodular iron center section.

Now up front, we decided to lose the extra weight of the power steering system and installed a Borgeson manual box that's connected to a flaming river column using Borgeson universal joints and shafts

from there. We installed an eight point roll cage racing seats, new wiring fuel and braking systems as well as a full fire suppression system. Fuel cut off switches, five point harnesses and a boat load of personal safety gear all from the Summit racing catalog.

Then I talked to Ryan into a little experiment and used him as a guinea pig to show you guys that your very first paint job can turn out great with a little preparation and some basic training.

Now, some of the things you haven't seen us do are these aluminum door panels just cut out a flat 20 gauge. Got a fresh coat of paint on the door jams and the roll cage and this Lexan rear window

that allowed us to cut out holes for the rear down bars and attached to the frame.

And don't forget the full fire suppression system mounted in here behind the seats, it's routed in the cab engine bay and out back pointed at the fuel system.

And this rear spoiler adds a nice touch too.

Not only does it look cool, it'll provide some down force helping the rear tires stay planted to the track.

Now, the stock hood for this truck is long gone. And even project S

10-K had a stamp steel cow induction hood, but we saw another weight loss opportunity here. So we called up the guys at Advantage fiberglass and had them send us one of their ultra lightweight fiberglass flat hoods. Now, this whole hood assembly only weighs 10 pounds and is held in place with Zeus fasteners and you got to admit this nasty blower sticking out of the giant hole in the hood. Well, it doesn't hurt your eyes.

Now, since you saw it last Joe and Mike led us into their shop to strap it down to the chassis

dyno for a couple of easy pos and it's definitely running good

and most importantly, it's safe.

So we've given everything a thorough visual inspection, tech checked every nut and bolt twice. Now, I think we're finally ready to load this thing onto a trailer, take it to a track and flog the crap out of it.

We really need to dial in the suspension prior to doing any kind of timed runs just to make sure this thing launches straight. And since you definitely don't want to get caught doing test and tune sessions on public roads. Well, we found a great eight mile track.

Us, 43 Raceway Park in Etheridge, Tennessee.

We're, uh, eight mile facility here. Uh, we have both, we've had both hr and hr events here. We got a nice uh, three story timing tower,

got plenty of grandstands full of fans and we've got an excellent track surface full eight mile 660 ft of concrete.

We've had it ground smooth. It's one of the nicest track surfaces in the area.

Now, if you've been around racing long, I'm sure you've heard of SF I, it's a nonprofit organization formed to set safety and quality standards in the aftermarket. Now, if you're building a vehicle to compete at track events, sf I is an excellent resource for everything from safety regulations to chassis specs and for more information on SF I check out the link on our website Power Block tv.com.

Now you've heard us call this truck by its project name Haland S 10. But check this out, Steve Longacre did the artwork and with the help of a raps, they turned them into decals which are perfect for this black graphic on the side of the truck. This is gonna Christen Hallin S 10 for its maiden voyage.

I

know

up next the guys find out if Hall and 10 is gonna haul

and later

the go fast guys are here to help us make all the power we can.

Hey, welcome back.

We're out here at us. 43 Raceway getting ready to shake down our Hall and S 10 project. And what we're doing now is basically a test in tune session.

So we bought a few things with us like a basic tool kit,

floor, jack, jack, stand some extra gas, a fire extinguisher and a few spare belts. Hopefully, everything we need to make some passes all day long.

Now, one of the things we want to determine before we put our truck on the track is our total vehicle weight and corner weight. Now, the intercom scales are telling us we're sitting right about 3200 and 50 pounds total weight with a 58.5 to 41.5% front to rear ratio.

And with 100 and 21 inch wheelbase

puts our center of gravity about 71 inches in front of the rear axle. Now, a good rule of thumb is that the center of your vehicle is right about in line where your cam shaft is as far as weight goes. So that's gonna put us with our vehicle center and center of gravity somewhere in right about there.

Now, another thing we do before we hit the track is check tire pressure. We're gonna start the rears at about 13 as a baseline,

the front, we're gonna run them at about 25.

Well, the tracks in great shape, it's perfectly clean and ready to go. The biggest obstacle we've got today is this,

I think we picked the hottest day of the year to come out here and run

and even though the humidity is only about 30%

well, the barometer is at 30

rising and we're looking at a high of about 100 and five today

and the track temperature

at 100 and 36.

So we ran down the track at part throttle just to see how things felt

since this is the first time this truck has been driven,

at least in its current form.

Well, it went straight. That's a good thing.

Well,

and that felt good.

We're gonna uncork this thing,

these exhaust cutouts off. We'll let it breathe a little bit better and check it out. She is running fat. We're leaving power on the table, but we'll take care of that a little bit later.

No, I,

I'll pick up a little bit more speed this time and get a better feel. I'm just taking it easy step by step. It sounded strong.

Hell, yeah.

So with the exhaust on Court, Brian puts his foot a little deeper into it.

Now, he pushed that one a little harder at that time. But it still launched straight.

Yeah, I just got on a little harder to get a little more throttle.

It's definitely leaning on that right rear.

He, yeah,

with their confidence up, Ryan leans into it a little harder, but we can't help but notice the body torquing to the right under load.

It looked like he went nice and straight, but it's kicking over to the right a bit, isn't it a little bit? And he's all preloaded in suspension? But, uh, good and straight run. Yeah, no doubt.

Now, since the right rear was squatting so hard, I went ahead and raised the spring perch, increasing the preload on this right rear corner. Hopefully that'll keep this thing level. Then we're gonna take the shock and click it up. A couple of notches, see if we can firm it up. A little

Kevin was dying for some seat time

so he made a couple of passes while I studied the way the truck reacted.

It became pretty obvious that we either had a fuel or timing problem trying to stab the throttle right off the line.

Yeah, we'll have to clean it out before we

punch it.

It fell on his face a little bit, but

he's like hell, I'm going for it.

It was a little

out of the hole. Well, Bob and Iii, I saw your temper

flare.

I got angry.

The truck felt pretty strong all the way through the power bank.

We were ready to really wing it out.

We still need to tweak on a little bit. It's still kicked over a little bit. I think it might be in the front. Tommy said we need to check the nose.

Yeah, cool.

Let's do it.

And we noticed the right front was sagging just a little bit too. So we bumped up the spring perch on the shock as well as backed off the dampener to a full zero position. That way our rebound is going to be a bit easier.

788 on the low side, man.

7 87 88 dude,

man, without jetting or without doing a police swap, dude. This thing's rocket man. If we can get rid of that bog off the line, get a trans break in here. This A's gonna hit hard, maybe get a cooler day too. Yeah, that wouldn't hurt.

That was big fun.

Big, big fun.

When we come back, it's time to put up or shut up. Stick around.

Hey, welcome back. It's day two here at us, 43 Raceway Park. And this time we've got Scott Miller and Mark Johnson from a TK engine helping us tune the truck for power now that we know it's gonna launch straight down the track and sometimes you actually get what you ask for. We've got a 30 degree cooler day here at the track. So we're gonna do an initial run to see what the weather gives us

even though we picked up some free et

that Pesky Bog was still killing our 60 ft time.

Oh,

what do you think the first thing to do is,

well, I think we need to get the engine speed up a little bit when he launches. For sure. Uh, whether that converter is a little too tight. Sounds like a little lean cop and getting his shifts down a little bit better. I think he'd pick right up.

Ok. Here's the strategy we're going to do an accelerator pump adjustment and downsize the jet since is still fat. But we picked up two tents just for the weather.

Since we're running rich, we'll go down to jet size to balance out the rich condition that almost 1500 cfmo carburetor was giving us

and we tweak the cams on the accelerator pumps to give us more fuel right off the bat at wide open throttle.

A lot better.

A lot better lines. A little bit of wheel spin. But he's getting up on that converter too, isn't he? Right. Yeah, he's getting a little engine RPM right off the line and I think that's what they need to get that 60 ft time down and I think you be, uh, another two tens for sure.

746

a

lot

better. Yeah. Yeah, you're getting up on the converter. It was a little bit of wheels spin that time. So, you know, you're getting into the power band.

Ok. A little more air to the tires, maybe a pound or so. Get them down to about nine

heavier squirter, bit more fuel. We just keep on adjusting.

Well, our track temperature now, right here in the groove is 10 degrees less than the air temperature was. Last time we were here, it's only 88 degrees out here. We were wishing for a cooler day. I guess we got our wish granted.

So with the track cooler, the tires needed to warm up.

Ryan cleaned the tires off and made another co throttle pass with a little less air pressure and a heavier 35,000 squirter size.

Hallin S 10 launches straight as an arrow and has great track matters under the full throttle,

but we're just not able to give it wide open throttle from a dead stop.

So that street strip converter, we're just not gonna be able to nail it off the line with that lower stall speed. So if I get the Rs up and just kind of feather it off there, it still hits pretty hard without dying. So I

just keep doing that,

we'll blast another run, then we'll swap the pulleys and see what that does

make more Bruce.

This is a process of fine tuning and adjustments to find the best combination for performance, especially with a truck new to the drag strip.

The mock per hour is

up,

the ETS down a little bit, 60 ft is a little weak. What do you think,

I think we gotta try the pully change

right.

Swapping to a larger lower pulley will give us a slightly over driven ratio on the blower, spinning it faster and forcing more air into the engine, bringing boost up from 6.5 pounds to 10 pounds total.

Like that pulley chain. Yeah, 742

sounded good. Yeah.

Now, since we wanted a true Pro street truck, the 456 ears and 2500 RPM stalke

burger kind of hurt us on an eight mile track

but seeing the truck launch time after time all day long and performed flawlessly, felt great

and let us know we had a solid platform for the next phase of hall and S 10.

Yeah, it's not even breaking the tire loose. So

that's good.

Hey, welcome back to trucks and let me tell you, it's good to be back here in the air conditioned shop. Well, I know you've heard the rumble of a traditional Flowmaster 40 series muffler. Well, now with their new super 44 series, you get that same sound and patented delta flow technology along with a new flow path radius all in a smaller

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For those of you guys out there that want a little more than what a standard cold air kit can offer. Check this out.

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Here's a tip that'll only cost you a few bucks now, no matter what kind of truck you drive, you gotta have a good battery.

So pick up some battery cleaner with acid neutralizer and some battery terminal protector

with the neutralizer spray down the surface of the battery and let it soak in.

Then after a few minutes rinse it with water and wipe dry.

Now, for batteries with a lot of corrosion,

you may need a wire brush or even a second cleaning.

Once it's clean seal it up with the battery terminal protector.

Now, this stuff is a great idea for new batteries too. It prevents us from even happening. Thanks for watching trucks. See you guys next week.