WD40 Specialist Jeep - Driveline

(ANNOUNCER)>> IT'S GOT A FIVE POINT THREE LITER VEIGHT, 14 INCH COIL OVERS, FULL HYDRAULIC STEERING, ALONG WITH AN ATLAS TRANSFER CASE, AND YOU COULD WIN IT ALL. TODAY ON XTREME OFF ROAD OUR OVER THE TOP YJ BUILD CONTINUES AS WE TURN THIS JEEP INTO A SERIOUS OFF ROAD MACHINE WITH THE POWER TO HANDLE ALMOST ANYTHING.

(IAN)>> TODAY WE'RE BACK WORKING ON OUR WD 40

XTREME OFF ROAD MACHINE. NOW THE MAJORITY OF THE FAB WORK IS DONE ON THIS RIG. SO TODAY WE'RE GONNA FOCUS ON THE DRIVETRAIN. WE'LL REBUILD FRONT AND REAR AXLES, TRANSMISSION, AS WELL AS DROP A TRANSFER CASE INTO THIS FRAME.

PLUS WHILE WE'RE AT IT WE'LL TAKE CARE OF THIS UGLY GREEN PAINT.

I'M GONNA BE REBUILDING BOTH THE FRONT AND REAR AXLE WITH ALL NEW COMPONENTS THAT WE GOT FROM YUKON GEAR AND AXLE. IT STARTS WITH A SET OF 4.56 GEARS BOTH FRONT AND REAR. TO TURN THAT PINION A NEW FORGED PINION YOKE FOR A 1350 UJOINT WITH FULL ENCOMPASSING RIBS TO KEEP THE UJOINT CAP IN PLACE. NOW OBVIOUSLY TO REBUILD IT MASTER OVERHAUL KITS WITH

EVERYTHING WE NEED, ALL NEW BEARINGS, SHIMS, AND SEALS.

NOW FOR THE LOCKER I'M GONNA USE THE NEW YUKON ZIP LOCKER. NOW THIS IS AN AIR OPERATED DIFFERENTIAL, OR SELECTABLE LOCKER. THAT MEANS THAT WHEN YOU WANT TO YOU CAN HAVE AN OPEN DIFFERENTIAL.

THE TIRES WILL JUST TURN INDEPENDENTLY OF EACH OTHER. BUT WHEN YOU ADD AIR TO THE SYSTEM, IT'LL LOCK THE

DIFFERENTIAL TOGETHER JUST LIKE A SPOOL. 100 PERCENT TRACTION AT ALL TIMES. THE UNIQUE FEATURE OF THE ZIP LOCKER IS THEY OFFER IT IN TWO DIFFERENT WAYS. THIS IS THE STREET VERSION. IT'S NORMALLY OPEN, AND THEN WHEN YOU APPLY AIR IT BECOMES LOCKED. THEY HAVE A COMPETITION VERSION THAT'S A LITTLE BIT DIFFERENT. IT IS LOCKED ALL THE TIME. WHEN YOU APPLY AIR, IT BECOMES AN OPEN DIFFERENTIAL. NOW THAT IS IDEAL FOR A HARDCORE RACING OFF ROAD VEHICLE. IF ANYTHING HAPPENS TO YOUR AIR SYSTEM, YOU BASICALLY HAVE A SPOOL FRONT AND REAR, AND THAT'LL KEEP YOU IN THE RACE. THE FIRST STEP IS TO TAKE THE OLD BEARING RACE THAT WE REMOVED FROM THE HOUSING AND GRIND THE

OUTER EDGE UNTIL IT CAN EASILY DROP INTO THE HOUSING WITHOUT BEING PRESSED. THIS IS NOW OUR SETUP BEARING, AND WITH 30 THOUSANDTHS WORTH OF SHIMS UNDERNEATH IT, IT'S DROPPED INTO THE AXLE. THE RING GEAR IS THEN BOLTED ONTO THE ZIP LOCKER. AND TO OBTAIN A TOTAL SHIM COUNT, THE ZIP LOCKER IS INSTALLED INTO THE HOUSING WITH NO PINION. AND THE MAXIMUM TRAVEL IS MEASURED WITH A DIAL INDICATOR. THEN WE PULL IT BACK OUT. WITH THE BARING ON THE PINION, IT'S DROPPED INTO THE HOUSING AND THE YOKE IS TEMPORARILY INSTALLED. THE ZIP LOCKER IS PLACED INTO THE HOUSING WITH NO SHIMS, AND THE DISTANCE IT TRAVELS WITH THE PINION INSTALLED IS MEASURE. SUBTRACT THE NUMBER FROM THE MAXIMUM SHIM COUNT. THEN WE HAVE THE AMOUNT OF SHIMS WE'LL NEED FOR EITHER SIDE OF THE CARRIER.

ONCE IN PLACE, BACKLASH IS CHECKED. AND FINALLY THE GEAR TOOTH PATTERN IS CHECKED

BY APPLYING THE MARKING COMPOUND. WITH AN ACCEPTABLE GEAR TOOTH PATTERN IN PLACE, NOW I HAVE TO COMPLETELY DISASSEMBLE THE DIFFERENTIAL AND REMOVE THAT SETUP RACE THAT WE DROPPED IN THE HOUSING AT THE VERY BEGINNING. GO AHEAD AND PRESS IN THE ACTUAL RACE, REINSTALL THE PINION, AND PUT THE PINION BEARINGS SO I CAN SET THE PINION BEARING PRELOAD. THEN I CAN GO AHEAD AND REASSEMBLE EVERYTHING BACK TO THIS PINT HERE. NOW BECAUSE I'M USING AN AIR LOCKER, I ALSO HAVE TO

DRILL AND TAP THE HOUSING FOR THE AIR FEEL LINE. DROP ON THE BEARING CAPS, AND THEN THIS REAR AXLE IS COMPLETELY SETUP AND READY ROCK. THE FRONT WAS THE EXACT SAME. EVEN THOUGH IT'S A DANA 60, ALL THE SETUP IS THE SAME AS THE STERLING. SO I'LL REPEAT THE PROCESS UP FRONT AND WE'LL HAVE TWO REBUILT AXLES.

(ANNOUNCER)>> UP NEXT, WE UPGRADE OUR TURBO 400 PERFORMANCE HILL CLIMBING. PLUS ENGINE UPDATES TO GIVE US PLENTY OF TORQUE FOR THE TRAIL.

(IAN)>> WE'VE MOVED ON TO THE FRONT AXLE OF OUR WD 40 SPECIALIST XTREME OFF ROAD MACHINE. BUT BEFORE PUT ANY OF THOSE INTERNAL COMPONENTS INTO THE AXLE HOUSING, I'VE GOT SOME FAB WORK I NEED TO FINISH UP. NOW I YOU GUYS REMEMBER, WHEN I WAS MOCKING THIS AXLE UP UNDERNEATH THE JEEP, I CUT THE FACTORY KNUCKLES JUST OFF FLUSH WITH THE INNER "C", AND THAT'S BECAUSE I KNEW I WAS GONNA REPLACE THEM WITH SOMETHING THAT WAS A LITTLE BIT STRONGER. I ALSO WANTED TO SHIFT THE PINION CENTER OVER TO GIVE ME A LITTLE BIT MORE AXLE TUBE ON THIS END. THAT WAY I'M NOT WELDING ALL THE SHOCK MOUNTS AND THE LINK MOUNTS ONTO THIS PIECE OF CAST STEEL. I'VE GONE AHEAD AND REMOVED THE REMAINING PIECE OF AXLE TUBE. ALL I HAD TO DO WAS DRILL OUT ALL THE SPOT WELDS ON THE DRILL PRESS, CUT A LITTLE SLOT UP THE TUBE WITH THE TORCH. AND THEN I TOOK THE AIR HAMMER AND JUST BASICALLY CHISELED IT OUT OF THE HOUSING. AND NOW I HAVE A NEW PIECE OF TUBING TO TAKE ITS PLACE.

[ welder crackling ] [ saw grinding ]

(IAN)>> THE REASON I'M REPLACING THE KNUCKLES ON THIS FRONT AXLE IS ALL ABOUT STRENGTH. SEE THESE REED RACING KING PIN INNER "C'S" AND OUTER KNUCKLE ASSEMBLIES ARE JUST MUCH STRONGER THAN ANY FACTORY PIECE.

THEY'RE FORGED OUT OF A HIGHER QUALITY MATERIAL, AND THE KNUCKLES ARE MANUFACTURED WITH EXTRA

STIFFENING RIBS IN PLACE JUST TO MAKE THEM GOOD AND STRONG. THEY ALSO WORK HAND IN HAND WITH A VERY IMPORTANT STEERING COMPONENT. THIS HIGH STEER ARM FROM RTECH INDUSTRIES KEYS OFF OF THE TOP OF THE REED RACING KNUCKLE WITH FIVE

STUDS FOR STRENGTH, AND ALLOWS US TO MOUNT OUR STEERING RAM IN PLACE DOUBLE SHEARED. BASICALLY A TAB ON THE TOP AND A TAB ON THE BOTTOM. AND THAT WILL JUST MAKE THE STEERING THAT MUCH STRONGER. BASICALLY THE FRONT END UNDER THIS JEEP WILL BE BOMB PROOF. WITH THE INNER "C" SLID ONTO THE AXLE TUBE, THE HIGH STEER ARM IS BOLTED ONTO THE OUTER KNUCKLE ASSEMBLY AND THE HOLE FOR THE DOUBLE SHEAR ARM IS MARKED.

THE ARM IS PLACED INTO THE DRILL PRESS.

AND AFTER A PILOT HOLE IS DRILLED, IT IS OPENED UP TO THE FINISHED SIZE, THREE QUARTERS OF AN INCH.

DANA 60 SPINDLES ARE BOLTED ONTO THE KNUCKLE, AND THE ALIGNMENT BAR IS INSTALLED WITH BEARING PUCKS IN THE CENTER SECTION. ONCE EVERYTHING IS ALIGNED, I WELD THE INNER "C'S" TO THE HOUSING WITH MULTIPLE PASSES TO INSURE GOOD PENETRATION INTO THE JOINT. AND THE AXLE IS LEFT TO COOL WITH THE BAR IN PLACE.

THE NEXT PART OF THE DRIVETRAIN THAT I WANT TO ADDRESS IS THE TRANSMISSION. NOW WHEN I ORDERED OUR FIVE POINT THREE LONG BLOCK FRONT POWERTRAIN PRODUCTS, I HAD THEM ALSO SEND ME A COMPLETELY REBUILT AND DYNO TESTED TURBO 400 AUTOMATIC TRANSMISSION. BUT I'M NOT GOING TO INSTALL IT IN STOCK FORM. I HAVE SOME UPGRADES PLANNED FOR IT, AND THEY ALL COME FROM TCI.

WE'LL START AT THE FRONT OF THE TRANSMISSION WITH A NEW HIGH STALL TORQUE CONVERTER. NOW THIS WILL LOCK UP BETWEEN 2,000 AND 2,500 RPM, AND IT'S PERFECT FOR THE CAM SWAP THAT WE HAVE PLANNED FOR OUR LONG BLOCK. ALONG WITH THAT A FULL REVERSE MANUAL VALVE BODY. THIS WILL GIVE US FULL CONTROL OVER WHAT GEAR

THE JEEP OPERATES IN.

AND MOST IMPORTANTLY, I SPECIFIED A VALVE BODY WITH ENGINE BRAKING IN ALL GEARS, AND THAT JUST HELPS WITH STEEP HILL DESCENTS.

WHENEVER YOU'RE INSTALLING ONE OF THE OLDER STYLE TRANSMISSIONS, LIKE A 400, BEHIND AN LS STYLE ENGINE, YOU NEED TO SWAP OUT THE FLEX PLATE TO THIS MOTOR SWAP SPECIFIC PLATE. IT HAS THE CORRECT OFFSET AND THE ADAPTER TO MAKE SURE THAT THE TORQUE CONVERTER REMAINS LINED UP CORRECTLY WITH THE FRONT PUMP, AND YOU DON' T WIPE OUT THE BUSHING IN THE FRONT OF THE TRANSMISSION. AND THEN OF COURSE TO CONTROL IT ALL A NICE NEW SHIFTER THAT WE'LL MOUNT TO THE FLOOR. INSTALLING A FULL MANUAL VALVE BODY INTO THE TURBO

400 IS A LITTLE MORE IN DEPTH THAN OTHER TRANSMISSIONS. THE STOCK VALVE BODY MUST BE REMOVED AND THE TRANSMISSION TORN DOWN TO THE CENTER SUPPORT ASSEMBLY.

THE MIDDLE SEALING RING MUST BE REMOVED FROM THE CENTER SUPPORT ITSELF.

THE DIRECT DRUM IS THEN DISASSEMBLED AND THE LIP SEAL ON THE DROP IS REMOVED AND DISCARDED.

THEN THE NEW SPRINGS ARE INSTALLED ABOVE THE PISTON AND CLEARANCE IS CHECKED. THERE MUST BE BETWEEN 50 AND 70 THOUSANDTHS

OF AN INCH. A TRANSMISSION IS THEN REASSEMBLED, THE VACUUM MODULATOR IS REMOVED AND DISCARDED, AND REPLACED WITH A CAP. AND A SINGLE CHECK IS INSTALLED INTO THE CASE. THE BAND PISTON IS REINSTALLED WITH A STRONGER SPRING. THEN THE SPACER PLATE AND NEW VALVE BODY ASSEMBLY IS BOLTED TO THE CASE.

AND FINALLY THE NEW TORQUE CONVERTED IS INSTALLED.

(ANNOUNCER)>> UP NEXT, A POWERFUL AND VERSATILE EFI SYSTEM TOPS OFF OUR ENGINE. PLUS THE RIGHT TCASE TO GET THE TORQUE DOWN TO THE TIRES!

(IAN)>> I'VE PULLED THE BODY OFF OF OUR CHASSIS BECAUSE BELIEVE IT OR NOT WE ARE NOW READY TO BEGIN

THE FINAL ASSEMBLY OF THIS JEEP. JUST LIKE THE TRANSMISSION, I AM NOT GOING TO LEAVE THIS FIVE POINT THREE LONG BLOCK IN STOCK FORM. I DROPPED IT INTO THE CHASSIS TO BUILD OUR CROSS

BAR JUST TO MAKE THE MOTOR MOUNTS GOOD AND STRONG. NOW I'M GONNA PULL IT OUT AND GIVE IT A LITTLE BIT MORE POWER.

WITH THE ENGINE REMOVED FROM THE CHASSIS AND

MOUNTED TO AN ENGINE STAND, THE VALVE COVERS ARE REMOVED ALONG WITH THE ROCKERS AND PUSH RODS TO PREPARE FOR A CAM SHAFT SWAP. A SIMPLE CAM SHAFT UPGRADE IN ANY LS SERIES ENGINE IS AN EASY WAY TO GET GOOD POWER GAINS. ONE OF THE UNIQUE FEATURES OF THE LS ENGINE IS THE LIFTERS ARE FORCED INTO THE RETAINERS BY ROTATING THE CAM WITH THE ROCKERS REMOVED. THEN THE CAM CAN BE SLID OUT FROM THE BLOCK. THIS COMP CAMS XFI RPM CAM SHAFT HAS A GROSS LIFT OF 522 ON THE INTAKE AND 529 ON THE EXHAUST. IT WILL PROVIDE GOOD POWER AT ABOUT 2,000 RPM AND ABOVE, PERFECT FOR THE TORQUE CONVERTER THAT

I INSTALLED INTO THE TRANSMISSION. WITH THE NEW CAM SHAFT IN THE ENGINE, IT'S REASSEMBLED WITH THE PUSH RODS, ROCKERS, AND FINISHED OFF WITH A SET OF SUMMIT RACING FABRICATED ALUMINUM VALVE COVERS. A NEW FULLY FABRICATED OIL PAN FROM HIRED GUN OFF ROAD WILL GIVE US MORE GROUND CLEARANCE. AND MORE IMPORTANTLY, HAS AN INTEGRATED BAFFLING SYSTEM TO INSURE THAT THE OIL PUMP PICK UP WILL REMAIN SUBMERGED IN OIL NO MATTER WHAT ANGLE WE ARE AT WHEN WHEELING. OUR ENGINE DID NOT ARRIVE WITH AN INTAKE OR ANY TYPE OF ELECTRONIC FUEL INJECTION ON IT. THE BEST WAY TO ADD EFI TO OUR LONG BLOCK IS TO USE AN AFTERMARKET SYSTEM. NOW A COMPANY THAT HAS FULLY EMBRACED THE LS SERIES ENGINE WHEN IT COMES TO FUEL INJECTION IS HOLLEY EFI. AND I HAVE A PILE OF COMPONENTS ALL DESIGNED TO MATCH AND WORK TOGETHER. IT STARTS WITH THIS MODULAR INTAKE SYSTEM. THIS DUAL PLANE ALUMINUM INTAKE BOLTS ONTO THE HEADS, AND YOU CAN ACTUALLY PUT TWO CARBURETORS ON HERE OR TWO THROTTLE BODIES IF YOU WANTED TO. INSTEAD I'M USING WHAT'S CALLED THE MID RISE RAM INTAKE. IT'LL JUST GIVE US A LARGE VOLUME OF AIR AND HELP US GET A LITTLE BIT HIGHER TORQUE NUMBERS IN A LOW RPM.

THE THROTTLE BODY IS A BILLET ALUMINUM 95 MILLIMETER DESIGNED TO FLOW LOTS OF AIR INTO THE ENGINE. AND EIGHT MATCHED INJECTORS THAT FLOW 30 POUNDS PER HOUR, DESIGNED TO HANDLE ABOUT 480 HORSEPOWER RIGHT OUT OF THE BOX. PERFECT FOR THE CAM THAT WE INSTALLED IN OUR ENGINE. NOW THE ELECTRONICS PACKAGE IS ALSO ALL NEW. COMPLETE WIRING HARNESS TO MAKE EVERYTHING RUN AND AN HP ECU.

NOW THIS IS DESIGNED TO CONTROL OUR ENGINE WHILE GIVING US SOME DATA LOGGING FEATURES, BUT MORE IMPORTANTLY THE ENTIRE PACKAGE USES WIDE BAND OTWO TECHNOLOGY. THAT MEANS THAT IT'S SELF LEARNING. PERFECT IN AN OFF ROAD RIG WHEN YOU CAN SEE 1,000

FEET OF ELEVATION CHANGE JUST ON A DAY'S RIDE. THIS WILL ADJUST YOUR TIMING AND FUEL FOR ANY SITUATION.

THE LOWER INTAKE IS BOLTED ONTO THE ENGINE AND THE MID RISE UPPER ASSEMBLY IS INSTALLED.

INJECTOR ORINGS ARE LUBRICATED WITH SOME WD 40, AND THE FUEL RAIL IS BOLTED INTO PLACE. THIS ENGINE IS THE CHERRY ON TOP OF THE SUNDAE THAT IS THE WD 40 SPECIALIST XTREME OFF ROAD MACHINE.

(ANNOUNCER)>> UP NEXT, HOW YOU CAN ENTER TO WIN THIS HARDCORE TRAIL RIG.

(IAN)>> MY ENGINE IS FULLY ASSEMBLED ALONG WITH THE TRANSMISSION. AXLES ARE REBUILT BOTH FRONT AND REAR, IT'S TIME TO TURN THIS CHASSIS INTO A ROLLER. THE FIRST STEP IS TO GIVE OUR WIDE OPEN DESIGN JC CHASSIS A COAT OF PAINT. AND AFTER APPLYING A GOOD AMOUNT OF SELF ETCHING PRIMER, THE CHASSIS IS FINISHED OFF WITH DUPLICOLOR FLAT BLACK.

RATTLE CAN PAINT IS PERFECT FOR THIS PROJECT

BECAUSE IF IT GETS SCRATCHED ON THE TRAIL, IT CAN EASILY BE TOUCHED UP. THE ENGINE IS THEN LOWERED TO THE FLOOR AND THE TCI FLEX PLATE IS BOLTED UP TO THE BACK OF THE CRANK. THE TURBO 400 TRANSMISSION IS THEN INSTALLED, AND THE ENTIRE PACKAGE IS SWUNG INTO THE CHASSIS.

OUR MOCK UP SUSPENSION LINKS ARE SWAPPED OUT FOR A SET OF BRANIK MOTORSPORTS

7075 ALUMINUM LINKS. THESE SOLID ALUMINUM ARMS CAN HANDLE MORE ABUSE ON THE TRAIL, AND HAVE WRENCH FLATS MACHINED INTO EITHER END TO MAKE ADJUSTMENT A LOT EASIER. PLUS THEY OFFER CUSTOM ENGRAVING. THE COIL OVER SHOCKS ARE INSTALLED AND THE AXLE IS SLID UNDERNEATH THE CHASSIS. WITH ALL THE UPGRADES TO THE REST OF THE DRIVETRAIN IN THIS JEEP, THERE'S REALLY ONLY ONE TRANSFER CASE TO SLING IN BETWEEN THE FRAME RAILS OF THIS PROJECT. IT'S THE ATLAS TWO FROM ADVANCE ADAPTERS. NOW THIS IS AN INCREDIBLY STRONG 100 PERCENT AFTERMARKET TRANSFER CASE. INSIDE THIS ONE PIECE ALUMINUM HOUSING IS A FULLY HELICAL CUT CONSTANT MESH GEAR SET FOR EXTRA STRENGTH. I HAVE 32 SPLINE OUTPUTS FRONT AND REAR, AND I

CHOSE 1350 YOKES ON BOTH ENDS JUST TO PREVENT ANY POSSIBLE3 FAILURE IN OUR DRIVELINE. NOW IT HAS TWIN STICK OPERATION, WHICH MEANS WE CAN OPERATE THE FRONT OUTPUT INDEPENDENT OF THE REAR TO DO FRONT DIGS WHEN WE'RE OUT ON THE TRAIL. AND FOR THE RATIO, WELL FOR THIS JEEP, THREE TO ONE IN THE LOW RANGE.

AND WITH OUR ATLAS TRANSFER CASE BOLTED UP BEHIND OUR TURBO 400, WE'RE READY TO BUILD THE ROLLING CHASSIS. WHO WOULDN'T WANT TO OWN THIS CUSTOM RIG? UNDERNEATH THE JEEP BODY IS TWO ONE TON AXLES STUFFED WITH YUKON GOODIES. PSC FULLY HYDRAULIC STEERING, ALUMINUM

SUSPENSION LINKS, AND 14 INCH TRAVEL FOX SHOCKS. THEY OFTEN SAY IT'S WHAT'S ON THE INSIDE THAT COUNTS. AND WHOEVER WINS THIS RIG IS GONNA KNOW IT FOR SURE. BUT THE OUTSIDE WILL BE LOOKING GOOD TOO. ONCE WE FINISH UP THIS RIG IT'LL BE ROCKING A SATIN FINISH WRAP JOB INSPIRED BY THE BLACK AND SILER

WD 40 SPECIALIST CAN. MAYBE IT CAN BE YOURS. SIMPLY LOG ON TO POWERNATION TV DOT COM OR WD 40 DOT COM AND ENTER TO WIN THE WD 40 SPECIALIST XTREME OFF ROAD MACHINE!