Haulin' S-10 Part 7

Today. It's Payday for Hall and S 10. We're finally dumping the street parts from our street and strip truck to make it a full blown drag truck. We're adding a looser torque converter, steeper, rear end gears and a trance brake so we can go back to the track and really turn up the wick on Hall and S 10. It's all today here on trucks,

man. That sounds good.

Hey, welcome to trucks. Well, today's show is all about horsepower and maximizing the horsepower that you've got, but more importantly, planning that horsepower on the ground. Now, I know you guys remember this truck,

this 94 extended cab truck is Hallin S 10 with its custom mix trucks, yellow paint laid over a basically stock steel body

and it's got some not so subtle add ons like this aluminum rear spoiler, fuel cell and battery box and all that should give you a clue to what's underneath.

Hallen S 10 features an S and W race cars back half kit,

a narrow nine inch curry rear axle, a

Boulder performance turbo 400 transmission,

aerospace components braking system, all sitting on Mickey Thompson's barely street legal 15 inch, 31 by 16 fives out back and 26 by 5.5 lightweights in the front.

The 355 inch small block was built by a TK engines,

features forged lunati internals, a blower friendly compression ratio under trick flow heads with a classic

Yan 671 blower and Holly carbs jammed up through the hood as well as an MS D ignition with adjustable boost control

inside is a full roll cage, aluminum racing seats with five point harnesses,

auto meter gauges and a full fire suppression system.

Kevin and I are proud of this truck and the way it held together as we thrashed on it over and over again on an eight mile drag strip.

But as happens with any project vehicle, as ambitious as this one, you're going to find issues and a few weak links, but that's nothing to apologize for. It's just part of the process.

For instance, when we first designed this project, we wanted a true Pro street truck that we could drive to the track, knock down some killer ETS and drive it home legally. And the more we started throwing high performance components and speed parts at it, the more we decided we really wanted a true race truck. Unfortunately, our

500 RPM converter, our three speed transmission and our 456 gears out back. Well, they killed our 60 ft times and severely hampered our ability to launch this truck. Well, the good news is today, we've got a plan to address the weak links and find the balance between power and traction. That'll get us into some serious ETS

for starters. Let's do something about these gears. Now. 456 to 1 is a great set up for a street fighter, but with our three speed transmission, we were barely shifting into third gear by the time we went through the traps. So a steeper gear set is definitely in order. Now, we know our red line is set at 7000 RPM and to get the time we want, our top speed needs to be about

a 105 miles an hour. So just doing some math, we'll let you know approximately what ring opinion combination you're gonna need. So we took that info, went through our summit catalog and decided to go with a 529 gear set which should put us at about 6500 RPM as we cross the strike.

So now it's just a matter of swapping the ring opinion, stuffing it back into the housing.

One of the great reasons for using a Ford nine inch in a race application is that the entire center section comes out easily. So you can either do a complete swap out at the track fast or take the time to rebuild it on a bench top.

Now, our new gear set came with a crushed leaf to set pin bearing preload. But our Curry's third member had a steel spacer and shims to set the preload. Now, there's nothing wrong with the crushed leaf, but for our application, Curry strongly recommends we keep the spacer and the shims. It's just a more accurate way of setting and maintaining the correct bearing preload.

Now, another way to install your pinning bearing if you don't have access to a press is to use the inner race of an old bearing, set it on top and just make sure your contact point is on the inner race itself and not on the cage.

Then using a piece of scrap tubing, set it on top, try to persuade it on there.

Now to set our p

depth, we're gonna use the markings on the old pin and the original shim as a baseline.

Then by looking at the new pin, you can see the numbers scribed into the end and there's a difference of eight thousands. So by measuring our old shim, we got a thickness of 20 thousands. So we need to go back together with a shim that's 12 thousands thick. We do that should be right where we need to be.

Now, before you go any further, you're gonna want to verify your opinion bearing preload, do that by using an inch pound torque wrench and comparing it to the manufacturer's specifications.

And if it's not right, you're gonna have to pull it back apart and add or subtract shims to the steel spacer and try again.

Loctite is a must for ring gear bolts, whether you're street or stripped.

Now, don't forget to torque your ring gear bolts to manufacturers specs

you should set backlash according to the gear manufacturers specifications,

but generally you should set it about 6 to 10,000.

Now, with our backlash set, the next thing you want to use is some gear marking compound,

painting the ring gear with some gear marking compound

and rotating the carrier

will tell you if you've got a good contact pattern.

The last step, don't forget to lock down the adjuster. Now, this thing is ready to go back in the truck

up next. We'll reinstall our drive line and head back to the drag strip and later Hall and S 10 finally hauls it like we knew it would stay tuned.

Hey guys, welcome back to trucks and guess what just showed up at the loading dock. We had shipped this turbo 400 transmission to bowler performance transmissions back when our goal for this S 10 was a pro street truck. So they beefed up the internals and installed a 2500 RPM stall speed converter and we were just going to rely on a line lock to get us a good launch. Well, now that our goals have changed to more pro than street, we shift it back to bowler so they prepped it for the track and to made up with the 529 gear set that Ryan had put in before the break.

So what they did was install a looser torque converter that's going to install at 3500 to 3800 RPM and a pro tree

trans brake. Now, if you're wondering what a trans brake is and how it works? Well, think of it like this, this button mounted on the shifter controls this electric solenoid

mounted on the side of the case which controls a valve in the valve body. When the button's engaged, it basically locks first and reverse together, keeping the truck from moving when you release the button. Well, it dumps the fluid pressure in the reverse circuit and off you go very, very quickly,

man. We need an automatic transmission check.

Once the transmission is bolted in place,

the cross member goes in

followed by the drive test.

Now, we can ring out our new set up on the horsepower

dyno.

We only got 60 more horses with our new rear end gears, but that's not what's gonna get us. Our better ETS

quicker times will come from our new stall converter. And the fact that our overall gearing is now better suited to an eight mile track.

We're back here at our favorite track. Us 43 Raceway Park in Etheridge, Tennessee and this time we're ready to rock. Now, one of you guys on V8 S ten.com noticed that our butterflies weren't coming all the way open during a hard launch So we're getting rid of them. Thanks for the suggestion and we know that A TK wants us to go as fast as we can with this truck. So I'm sure they're not going to mind us getting rid of a little bit of restriction

and the weather couldn't be better. It's in the upper fifties, the sun is shining and the track temperature, it's about 70 degrees. So we don't have any excuses when it comes to weather.

And then we gave this truck a good shake down on the

dyno. We're gonna make a few easy passes just to make sure everything's right.

So

let's go.

Yeah,

though. It's not the hard hit of full throttle right off the line. Like in a regular pass. A shakedown run still lets Ryan get a feel for track conditions but also how the truck reacts to its new set up under power

that

we're almost back down to where other ETS were

in a shakedown. That ain't bad.

You're bouncing off the limiter a little bit.

It's got a new shift pattern.

Oh, yeah. Yeah. Yeah, I got you.

I see you left a little rubber on the track. We'll have to heat the tires up a little bit. Right. What the trans break feel like? It felt good. Cool. You know, I just kind of dropped it about 2500 RPM and it hooked up and went good deal. So she went straight too cool.

So, now it's time to light up the tires and see what kind of help our new parts will give us.

That's what I'm talking about.

752. He's got that ship pattern down.

It's still not hooking quite good, is it? Yeah, it's got a little wheel spin. Not a whole lot.

I think we can do a little bit of adjustment and get that out of it. Yeah, we got room to grow. It's getting up in the power though right away, isn't

it? That's right.

Hey, welcome back to trucks. Well, our first full run after shakedown got us within 1/10 of our quickest et the last time we were out here, but we noticed the boost gauge was only showing us about four pounds. So what we're doing right now is doing a pulley swap to get the boost up and make some more power. So, while we take care of this, we're gonna remind you guys of some of the changes we've made to Haland S 10 since the last time we were here

so far today, we swapped out our 456 gears in favor of 529.

And bowler performance transmission gave us a 3800 RPM sta converter and added a trans break to our three speed to help us get better 60 ft times

with our new pulley set up. Our blower goes from slightly under driven to 3% over driven and that should just about double our boots.

You've got a better light. It's

going slower though. Right.

Well, it's still early in the day. Oh, yeah.

Now slowing down from a 52 to a 57 after the pulley swap just didn't seem right. So Ryan hit it again.

Well, 760 is consistent with the earlier 57 but that's still half a second slower than we should be running. It's weird staging with the, with the trans brake something we're gonna have to get used to,

but it feels good once it gets up and going, it, it moves out. Uh, gains are showing about eight pounds of boost.

We're right on there. Well, our boost is right where it needs to be. So we'll try to start speeding things up by lowering our tire pressure for more bite.

And you can tell by the truck snapping up on the launch that less air pressure was a move in the right direction, but that only got us back to where we started from posting a 753.

She's launching tighter anyways. Yeah, it's

cooking a lot better this time. Yeah,

they take a little bit more air out and try that.

This time, a pound less of air did not make the truck react any better. And seeing a 766 our slowest number of the day was pretty disappointing.

So to help eliminate the tire spin, we still had, we decided to make a change in the geometry of our poor length to make the truck launch like it should.

What we're going to do to take care of that is adjust the instant center by moving the lower link bars down a little bit trying to get the instant center up, gain a little bit more traction for Mickey Thompson's Outback.

Well, you can see that the truck really reacted this time at the hit of the throttle transferring all the way to the back of the truck eliminating wheel spin. But our 753 meant we were still 1/100 short of our first full throttle run and things just weren't making any sense

on our second run after our geometry change hall

and S 10 reacted a little softer off the line. It seemed almost tame as it made its way down the track and with an incredibly lame 773 popping up on the board, we knew something was wrong so he took some time to check everything.

Now, we've been bum puzzled all day trying to figure out why this thing isn't hitting a little harder. Turns out, we've only got three quarters throttled a little adjustment on the cable. Maybe I will be able to tap into that power.

Let's get the suit on.

Hey, welcome back to trucks and welcome back to us. 43 Raceway Park in Etheridge, Tennessee. Now that we finally got full throttle on Holland S 10, we're doing just a little track prep before we make our run.

What Eric and Aaron are doing is laying down another coat of VHT from launching the same place on the track while we got a bald spot. The VHT acts like super glue so maybe we'll get a little more traction go a little faster

after being frustrated all day with less than stellar ETS.

We finally figured out that our throttle cable was slipping a little bit on every run due to a loose set screw

and that's what was slowing us down.

Now, with a race truck like hauling S 10 or even your daily driver. Sometimes it's easy to overlook the simple things when your truck's not running. Right.

You might even think it's something complicated when it's really not.

0, 7-Eleven,

that's quick.

That's right. Amazing what a full throttle do.

Tommy's right. The lack of full throttle had kept us from running the quicker times that our new trans brake torque converter and rear end gear combo could give us.

Now, finally, with a true baseline run under our belt and a video tape to take back to the shop to study. It's time to come up with a plan to maximize the performance of this truck because the reality is the race tuning has only just begun on our quickest and fastest truck ever. Hall an S 10.

That was it, man, man, that felt a lot stronger out of the gate. You could tell it was making more power going down the track. What was the time?

7-Eleven?

It really?

Yeah. Hell, yeah. I know. It's got a little bit more in it but, you know, just a little, a little bit more tweaking. It felt strong.

Yeah. Oh, yeah.

Yeah, we're on the right path

if I can get my helmet off.

Oh,

man, I'm hot.

Now, you guys are used to seeing us use our massive cundall crane in our shop to move things around all the time.

And I wish I had a dollar for everybody that said damn. I wish I had one of those cranes in my shop. Well, now you can, this is Cundall Snap Track and it has a capacity of half a ton.

Now you can configure the snap track to fit your needs because you can string them together to make a run as long as you want.

Cundall also offers a wide selection of hangers and post up to 16 ft tall. So you can use several snap tracks to make a smaller version of the crane we've got in the truck shop.

Now for a lifting device, you can use something like this or traditional chain hoist. Either way you're not gonna believe this. A 12 ft section of Cundall Snap track will only run you about 400 bucks. You can get Cundall Snap Track at Snap track.com or other retailers like Granger's catalog. So now you got no excuses for not having a Cundall crane in your shop. And trust me. You'll be wondering how you ever got along without it. Thanks for watching trucks. We'll see you guys next week.