Assembling a supercharged 840-hp Dodge Demon engine | Redline Rebuilds Explained

hello this is Damon with uh I forget how we always do hello this is David and we're back with a redline rebuild Ben and we're here to talk about the dodge demon to that yeah which was stuff a cold bill that was different very different very different though so we'll talk about those differences really and really just let you talk about cool stuff that you saw as well as some stuff that came up in the comments and yeah so we had a little fun with the intro intensity tried to bring it in watching watching David and watch youtube videos which is pretty much all he does alright so this is our first sort of reveal of lots of parts it was I was like a giant Lego kid or a model kit for for adults it's a grown-up yeah it was yeah yeah it's lots of parts and it's beautiful have nice fresh parts that aren't all greasy blah blah blah but yeah we had no time in the machine shop this time though it was just fresh build all fresh it was nice to know that they all go together right right it's nice to know that we're not going to like be somewhere and go oh oh this isn't the right yeah whatever the wrong bearing we're missing bolts what happened here yeah there were there were none of that this time there were however long pauses for checking the the Chrysler website on yes yeah the check of the Chrysler tech authority and making sure things were going back together yeah which is I guess where we can sort of go here is thank the Dodge for giving us this to to put together I mean we do have to send it back to them which is a bummer yeah because we've had a lot of offers for different plans definitely some very exciting ones as well definitely but thanks for those guys for for sending us this is a fun project to work on but they also provided you with access full access to their what they call tech though which gives you all the factory specifications for everything as far as putting it you know assembly diagrams and all that sort of thing now that did live at some things relative to any sub assemblies that they bring in the door which would be the supercharger that's not something that is technically serviceable we'll say okay so you essentially had access to what like a shop mechanicals have and in which case there are some things that aren't serviceable they would just buy the whole yeah you would you would purchase the supercharger now I have the part number for that supercharger assembly and know the price of it which is fairly healthy mmm-hmm but yes nice so what all right give me the full quick rundown of what we're looking at here and then yep so here you have your your basic short block items so your cam and your and your pistons and your crankshaft and the oil pan and then up the other side here you start with your supercharger and the air intake on that at the top of the the plenum for the supercharger all the fuel injected stuff and then the hub of wiring harness valve covers and their exhaust and timing covers in the background there and then here's our here's your the Hemi heads hemispherical heads and then all the valvetrain items on this on this cart we had to go borrow some tables yes yeah we've borrowed some banquet tables in a way we wrap it alright so dropping into the build here okay the first thing first thing we've got a if you will this is exactly like we start with it every one after its back from the machine shop so no difference anything else throw in all the main caps we're checking for clearances this is what you do and this is the sort of thing where these clearances you've got from that tech yes yep again it's just verifying to make sure everything goes right it's the correct way to do things what's differ I'll say what's what's different from like the early Hemi that we did and really any motors that we've done so far this is kinda it's a version of a 4 bolt main so you have two mains and traditionally you would have another main that would come down in the same plane as the main main studs okay our bolts this actually has also cross bolts similar to the Top Fuel engines okay these two yeah so they cross bolted and the idea is the block the crankshaft isn't isn't centered if you will to the pan the oil pan rail so it's it's raised up normally or in a lot of situations this oil pan rail is down lower at the crank centerline making a much deeper pan but this does is you put you put it up higher and it functions as a girdle and it ties in all the main bearing caps are tied together to the block other than just straight down bolts so it adds a lot of strength to that keep in mind this is trying to hold a lot of horsepower in and that's really that that's the big advantage so as it comes down and you know if this is uh this is call it a tight fit but then you also pull that block together as you as you torque everything and is that uh when you say the horsepower and the the strength part from this is it from a is it from a rpm standpoint or from like a mass it has a big crankshaft and a lot of big distances rods it hit well you're transferring all the power that's generated in that combustion chamber or cylinder has to be held by the crankshaft and so every inch of force that's put on the face of that piston coming down has to have an equal and opposite retention now what this says to is this is the same architecture as the 400 horse so when you go and you look at your simple your common charger or challenger with this same block you got the same potential power retention power okay right so why can you said earlier about I know the part number yeah well I could just throw that supercharger and it's that's a bill to be able to handle that yep it's it's not the old hot rodding thing of what's the next thing in line that's gonna break right sort of things that you know that yes this is this has started with us it's like building a house you start with a solid foundation and you can add or subtract after that this doesn't cost you know that when you think of things it doesn't cost a lot to build this foundation opposed to a weaker one and then have to retool and all that type of stuff for something more powerful so so Mopar Chrysler's really set themselves up I think for ma you know granted stronger the bottom in the more of the longevity is gonna be and all those types a so we're making make some honest engineering decisions to be to be better and allowing for your you know your hardcore enthusiast Susie's to have some place to go yeah you can you can buy the base model and as you work up to it sort of exactly right I wanted to go back real quick here and talk about this what are those things yes so this has those are our oil squirters okay and what they're doing is there's a shot you can see where they they go down in there's a oil passage they screw into that and what those little squirters are doing is they're they're cooling both the backside of the piston and lubricating the the wrist pin okay so that allows for that extra because when you boost when you're boosting an engine you're creating a more heat because you're gonna create more power and you need to be able to cool that off and that helps to do that so it's it's kind of that every little bit adds up you know the continual 1% adds up to you know thirty and forty percent so that will bring me to you speaking oil yes typically when you've assembled stuff I've watched you use assembly Lube on all of it you're not using it on this why is that um no yeah typically I'll use a molybdenum or or some sort of call it aftermarket engine assembly Lube Chrysler in their tech authority they spec out use you know the engine oil just flat-out so that's what I'm using here is engine oil it's not to say that you can't do that in any other engine but that's what they specified and I tried to stick to that the best I could so you have what's interesting here right now you'd be like whoa what's you get one wrong bolt that that comes in a little later that holds it all or a pump pickup tube okay so we're getting into torquing stuff down and I see another new thing yes so the new strategy that's come about is what's referred to as torque to yield bolts so if you will it's the same old bolts but you torque you torque them to a number and I forget what the number was exactly here roughly you know 75 or 80 foot-pounds of torque but then you go to an angle so we've talked about it in the past where we you know we use a specific Lube on the threads and it's trying to to eliminate variation in clamp force around the part what this does it goes kind of that next step and it says okay well I'm trying to achieve a certain clamp force and I don't want to change relative to the cycling and temperatures and all that sort of thing so what you do is you literally stretch the bowl okay okay some you know minister call it minuscule amount somewhere between say five to ten thousands you're stretching it but it's well within the technical aspect of elastic and plastic deformation okay so metal will stretch in return as long as you stay in that zone so the idea is you stretch it and you hold it like a like a tension spring right you hold it in that position and it and it helps that clamp load that's what this big dial is on there's that's that's measuring angle so in that case then is it under the the stretching force of that bolt is it under that almost like a spring force the whole time you could look at it that way yes okay yep yep so it's almost acting like a like it's it's not just locked in place holding it it's actually pulling on it right you get a boost Oh boost on that load now the call it downfall of the torque to yield bolts is once you use it once use them they shouldn't use them twice because you're deforming it in some way you're potentially yeah potentially you're you're taking it past the relax you know it does relax but you go through it if you were doing this Anna let's say a race motor you would actually you would measure that bolt stretch and you'd record the bolt stretch okay so like the Top Fuel guys that's what they do they measure that bolt stretch and when it gets to a certain point they're like well this one's gone they don't wait for it to fail the idea is not to wait for it to fail yes and of course bolt sequence tightening those those cross bolts that's very prescribed anything unique about the camshaft roller camshaft it is big what's the deal with this like massive it's just they used yeah they have that it's just a large bearing on the end of that but you're also holding this has variable valve timing on it and there's oil passages in that as well relative to the variable valve timing okay so is when we get to that we can we can discuss how generally how that works but well well here we are so that has a some let's back up slightly so there's a big you have a cam you know you get a camera tension plate roller cams are very specific to you don't want that walking back and forth earth and that holds holds it into place and they also camp chefs always walk in one direction based on how they rotate they always try to walk out not walk in that's why you don't have one on the backside you just have a plug so put the kick the retention plate on now the this is the variable timing mechanical apparatus and then this what's referred to as a tone ring is the is worth what the cam sensor picks up on and knows where it's at that's those little things around the on the health side of I'm sorry let's let's yes right this right here these slots sorry that's the best that the timing gear but but no you hit so you have these little windows in the the sensor reads those windows basically it goes think about it oh man open to closed open to close right rpm so it's but it knows where that what the position and that is now inside of that that's one of those units that is very factory install the only meeting assembled only there is bolts I could take that apart but I know that you can see right here in this little window there's a clock spring in there let's go well they issue it yeah the issue of the clock spring is just a while and spring this direction put a ridiculous amount of tension okay it takes a pretty stout electric motor to whine them a good area that people see clock Springs all times are your hood hinges those are clock Springs and those are I've worked in the industry that makes those and yeah that's a huge engine or a huge electric motor that winds them and then installs it wound and then it has stops to keep it right at a certain tension meeting and then also that machine has a cage that comes down around them so when the tooling slips and that thing goes berserk yeah you're not there to catch it yeah so probably good that that came - yeah yeah I kept all very assembles it's the best way so in but the point of the variable valve timing is is basically to use the camshaft so camshafts are ground one way they're mechanical they don't physically change but when you install it like we've degree camshafts in the past and we degree them for either torque or u degree them for horsepower so or you make a compromise and degree them right in the middle so you could call it the best that you can be each side of that what the variable valve timing does it says set your camshaft at zero and I'm gonna change it so at lower rpm I'm gonna the the camshaft so I get as much torque as I need because you need torque to make things move and uni-horn there this is the way I've always understand explain it so when you get the higher rpm and that superchargers zinging and you're going fast and such in that cars moving then that variable valve timing will advance and give you more horsepower take advantage of how that camshaft is opening and closing the valve so yeah so well and then relative you have to help minimize noise you have these chain tensioners just to eliminate slap and movement so never cease to amaze me that they're made out of plastic yes high durability press plastic so we I mean we've pulled ones like that out of other engines that we worked on and I'm every time I'm amazed that like there's there's no there's no like grooves in them or anything like that it's in in for all of us Vic against metal can you hold up that in for all intense purposes it's just a basic nylon I mean it's an in that family of engineered polymers it's nylon like your wind burgers make it out of mm-hmm nothing super fancy just one of its so what goes on the crankshaft there to bounce back so this is the oil pump so all pumps directly off the crankshaft you can see the word that pick up two bananas gonna go on here but that's yeah that's the the driven the driven mechanical oil pump piston time yep time for the time for the Pistons now this is a hemispherical head you can see here when we look at the top of the piston so you have you have a valve clearance on on each side if you will so one on the exhaust side one on the intake side so that what makes it hemispherical is it's going over the piston air flow goes over it doesn't come on in off if that makes any sense doesn't make any minimizes the turns and then spark plug split the difference but as far as the Pistons I mean they're a forge piston they are in this okay I mean they're a flat top so unlike where we've had like on the early Hemi that has a large combustion chamber where we had a domed piston to go up in it to increase the compression stock wise those would have been a flat as well on that motor and you you know here you would hear you're using the base compression is fairly low because you're boosting the crap out of it and that's where you get your dynamic compression so there's static and dynamic compression static being how it just is functioning without that air flow yes yes but and then these Pistons as far as that goes I mean they're nothing I don't want to mitigate the engineering aspect of it but they're nothing special quite honestly there but they're low drag you can see there these are really thin this is a very very thin oil control ring as far as the inner portion is and then the Rings themselves are a thinner package then then the 60s 70s setup the reason being lower drag they control oil they do different ways to control the oil in that cylinder there's there are gas that's gas ported and something like that so your wear a thicker ring would rob you of horsepower because of friction yep this is eliminating that yes now downside of that are they less durable are they not anymore okay because of the materials yep yeah oh this actually gives us a good shot of what is this - so similar so similar on the the windows that are in that very well timing for the camshaft this is actually crank position so now you're monitoring where that crank is positioning again this is a this is a tooth tone ring almost identical in appearance as like on an ABS sensor it's reading or on like on your front hubs and your abs they have one of the there's one of those in there that and you're there reading the speed it tells you what that speed is and this is where all the computer control stuff and the fuel-injection all work harmoniously to to to be the most efficient it can be which is why I get the check engine light not because there's necessarily something mechanical wrong but because one of those sensors decides it's south working and sensor fritz is out or a wiring issue or ground or this actually is I'm looking at something else now that that I always find interesting which is are these the broken yes yeah well they're powdered metal but they're they're considered fractured cache so basically what happens is powdered metal rods it's literally powder powdered metal squished together and what they refer to as a green state and then heated to where it melts together I mean that to make it very simplistic right but now what you do instead of having a machined now you machine everything as one piece okay so you machine the small end and any machine the big end and you machining meaning you're making this circle yep where it's clamping on exactly yep yeah and now you take and of course your machine your thread in your whole new set but then you take and you break that off and but you have all this little tiny grain structure that relocates it so you want your cap to be when you put your cap and your rod together you want them to be aligned this way and of course this way because otherwise it's not you know that's how where you help your tolerancing no tighten your talents and out so when you when you put that together that tiny grain structure finds itself and locks in like crazy remember on the top fuel engine there were serrations in there that's serrations at the end of the day a cheap way of doing that cheaper way to do it yes exactly and it is ridiculous when this clamps down so right now you can see this line mm-hmm you can barely see the line over there oh yeah - down it goes away I mean it is it is that tight that you cannot see the the fractionally that's really cool simply saying there's only one way that it can go on right okay yep that's so stuck in the video but yeah you can see it as you tighten it down right there so something I find that was I found that was interesting is typically speaking every automotive manufacturer I'll save sources their own bolts Azzam for instance right they have there they have their manufacturer that that makes bolts fasteners for them and they're you know like you can see the main bolts all have you know whatever nomenclature on them that they they required on the rod bolts these are ARP studs or air peoples which we just used on our GT which is an aftermarket bolt supplier and I as a racer aftermarket type of guy I was like wow in an OE part you know and to me that says a a lot for AARP as a company right but it also says a lot relative to those aren't them the strongest strongest air P bolts available interesting so you know you're looking at you're going okay well I'm putting a 400 horse motor together I gotta buy the ones that are above these but these are holding eight yeah you know I mean it's just kind of interesting interesting thing all right more Pistons hit put balance of Pistons in yeah more torque more torque to yield Wow AFP's well again they stretch that's actually with that little dimples for them top yeah that a little dimple right there there's a dimple on the end of it and you can even put a bolt stretch all right so here's our oil these were the oil cooler lines would be at and of course the the oil filter the big timing cover just a big block of cast cast aluminum interesting to that it's part of a yeah yeah so most of the gaskets on these are obviously none of them are cork that's that's kind of a thing of a pass we'll say a new stuff these are all like a pour in place style how they how they're manufactured is its it's forced in rubber extruded onto these and plates but what's interesting here is the oil pan gasket the black piece going around and the windage tray is integrated all in one piece so that's kind of that's handy now granted you had to put the you know you have to put this on first and then the oil pump pickup to say did you figure that out because it doesn't work after it doesn't work the other way but yes so I mean that that's something that's that's you know let you talk about evolution of manufacturing and such and design you know that's something there that there was a meeting going hey how can we make this one piece to process opposed to two so there's always those you know I'll say that type of discussions to get there it seems to as we've put a lot of gaskets in a lot of engines that normally you're always doing the kind of like you're putting the goop on there you try and line everything up and make sure that like when you put it down that doesn't but yes you get all you saw the goop doesn't go away yep there's still a little goop if you back just a little bit right here because you have two pieces of metal coming together you always have a if nothing else you have a chamfer at that edge and so you put a little goop on each one you can see it at the back as well you put a little goop right there at that edge and it just feels that little bit of seam because that gummy gummy bear if you will on the on the seal may or may not go all the way down into that and you're asking it to push down yeah away so you put that in there and here yeah you see what you were talking about earlier yeah there's that there's where the little stud comes in on the main main camp and then the pan put on backwards because the in in some worlds usually this is the back of the motor on if your Chevy guy that's the back of the motor not the front lots of comments on one number one the the Pentastar logo and then also the main in Mexico Mexico global manufacturing right there you go and that's a this is actually I'd we refer to as a diecast pan so it's in 60s terminology would refer to as pop metal self installing bolts come in yes the those don't come on your demons there you go specially sent yes well we have the magic Harry Potter stick mm-hmm that we kind of wave over the package of them before we put there all right so short block yep done short block is done yeah so now we're we're onto the valvetrain here and the first thing you know valvetrain wise that's pretty common anymore this is referred to as a conical or or a beehive spring and all all that idea is as it tapers down you can you can stack that spring you can go to a smaller compressed height think about coil because it sits inside itself yep yep and there there's your hemispherical chamber so now anywhere near as deep exactly right so we're on the early Hemi we had to put the big pop-up dome to get to ten and a half to one compression on that this you don't need that because the Chamber's not as deep so really the valves aren't canted as much you know that's one of the things one of the difference between they're early in this modern and but you can see the in and on the early Hemi the spark plug would be right here okay now this is still a hemispherical head because you have thousand outsides if you will opposed to inline this direction the two spark plugs are help that if it the efficiency of the combustion chamber because let's say you eliminate this one well fuel doesn't know that it shouldn't come over here where there's no flame yeah it's gonna go in the whole chamber so it will burn if one plug is gone but not with well so this completes the gives a more complete flame front and a more complete combustion engine and of course as you improve efficiency of the engine you also gain Horse Park it's not a hundred percent about emissions or about fuel economy right okay yeah it's not efficiency isn't just they like oh this is saving me money this is saving me fuel this is saving me pollution it is it gives me more efficient you're using you're using what you're putting into it better speaking of putting into it in order to get that 840 horsepower what type of fuel are you putting in this the best you can buy at the pump abatement what they say you have to in order to get the full everything you have to put 100 yeah octane ratio yeah but what most of the time it's 93 93 which I guess if you actually are to the point where you need that full 840 horsepower you are on a drag strip and you are going for all of it right and therefore you are using as a red key or whatever it is and having the correct fuel and that's and that if there is any you know there's a lot of people that are like I don't want any of that computer stuff mm-hmm to get that's where the advantage of the computer stuff is is it can still function on 93 you gotcha where it really would rather have a hundred because it can tell the difference but knock sensors basically start pulling back timing and in doing all that stuff to kind of save itself instead of spark knocking the Pistons out of it so yeah computers and computers even though they're just a fad all right so here again back it's just a cylinder head mm-hmm the cylinder head I mean other than minor differences it's no different assembly wise than what they were when they became cylinder heads and using the same tool I think modified I did have to modify angle yeah you can see yeah because the angle of the valve and where the the rail this rail is that you see these are down instead of sitting up proud so just so I didn't beat up this edge I had to see it right here I just I just made a little extension if you will so would it would push down and a window so I can get to that to the keepers yeah it's got this little deal so this is a little different than what we had in the past but this is a this goes at the bottom of the seat so in the past we've use like different shims and some stuff this is also they also function as a seat saver when it comes to aluminum so you don't want that into that valve spring even though it's it's call it square cut at the bottom you don't they spin to some extent and they would actually cut into the aluminum you know create some problems not not to mention they would bind up and when they bind up then they would have other issues of not wanting to compress and then they break other things right so the idea behind this is that seat pocket you lay that you put that pocket in first the spring can float if you will because the valves the valves turn as well anything anything unique about that spring pressure wasn't astronomical by any means either any anything particularly unique about the valves yeah but they're not yeah they weren't anything real crazy they were they were 213 165 so 213 on the intake which is the which is the diameter right and 165 on the exhaust that's very typical now you know like in the 60s if you were doing and I'm sorry I had always used Chevy as a reference but you know the hotheads were were 202 so I had at 202 intake and a 160 exhaust and they defined the exhaust size typically doesn't vary a whole lot because it's it's being pushed out so it's not it's critical size wise but when you when you look at the intakes so like now if you were gonna get a hopped-up set of heads you go to a bigger size so like I'm putting together an engine for my drive sure it's a - I'm gonna using a 210 so right there relative - you know - that intake cool and again just using an engine - some you know and just use an oil and steady engine so now here this is this is kind of interesting because you notice that this does not it's not this valley is completely closed mm-hmm so it in the past when we've had where the intake runners sit up proud up above and there's that pan like in the Pontiac motor there's pan in the old Mopar there was a pan yeah well this they it's completely cast and off if you will but you still have to put lifters in it so this is your lifter Valley Valley here which is very different right yeah I found on the other side of that yeah yep and then your heads of course seals up here to see all that off so you've minimized a couple leap paths from a design standpoint right and you're also looking at the the other blocks had spots where the push rods would have to come up through whereas your pusher only traveling through the head really at this point yes yep yep yeah so then so these are this is a roller lifter cam so you have your you have your lifters with the roller on the end of them obviously and you can see the slot in there or that notch if you will right right right there it's on both sides there's a mating slot here and again that is to keep that roller parallel with the cam shaft because it doesn't roll the other way it becomes a solid lifter at that point you're like trying to ride your bike straight with the wheel turned 90 degrees exactly right yes yep yep yeah so these you know these not only retain them from you know call it coming out but it keeps them located and again then and that's a multi multi layered seal some multiple layers of metal okay oh yeah that's right yeah and then like a sprayed rubber coating right here is what that what that amounts to just where it needs to be at why the multiple layers of just like she's the basic look like a sandwich yeah sandwich is a metal it's embossed it seals at the end of the day they seal better of course there'll be multiple arguments that they're no good but and it's not a new technology meaning the 65 motor we just pulled apart has a single layer Oh more of a shim what it does on the shim side it really is critical that your surfaces are flat without Nicks but with the multi-layer you can get away with a little bit and they do hold up quite well here you get a better view of the of your tongue yeah your degree yeah yeah these were a hundred and ten 120 degrees after angle yeah I remember I think on this shot down here the foot of the thing I always put there keeping the yeah the whole thing from reading so so notice that this is not a torque wrench anymore that is a what two and a half foot breaker bar now we've went through and we've torqued them using a 1/2 inch torque wrench to the to the prescribed pattern and to the steps as you increment up your steps yeah and then the last step yeah see here's the torque wrench so I'm going through them and I don't remember the exact numbers but you you split all the different things that was three passes and then the fourth pass is the angle and with the breaker bar because it's a pool load at that point you were sweating has lights and beeps atcha and then it has the degree readout on the little screen there is it I want to say that torque was like 65 foot-pounds normal and then 120 degrees later in and that a hundred and it's 110 120 and that is like coastal 140 torque wise torque was yeah it was it was amazing and then here's the here's the push rods now because this is a Hemi head in where the valves are placed you can see this there on the outsides right now you push your odds are down the center opposed to up along the top edge and one in one area so they're they're almost like crisscross to some extent and of course the exhausts are longer than me and the intakes are torque to yield on that yep yep yep all shaft rockers that's Christ have done that a lot I mean they've done it for a long time but they they're the shaft is more stable than individual pedestals so rpm why is that it is when it starts to get they start to move around so this this is more stable that's what that's for stability and of course it runs oil passages down it as well to lubricate not only the the push rod tip but the valve tip and cool the spring that's the other reason why you always have lubrication on the on the spring or splash is to cool the springs more important on the exhaust side than the intake side for obvious reasons so if we had a shot that will look right straight down this port the intake port right here or here that's a direct line to the valve so you know we always talk about the why does something make more power than the other well the faster you can the more air and the the more efficient you can push it through the engine the more power you can make less turns it's making the less things that it has to run into yep exactly right so you know if you're using your garden hose a perfect example is that garden hose spray is a long ways when the hose is straight you put a kink in it and it does essentially nothing right well this this is no different so but when you look down that hole what I thought was interesting is not only is the the runner quite large you can see all of the intake valve and when that intake valve is open you can see the spark plugs in the hole which is not something you normally antonova we can see to just see that straight path yesterday though they're thinking through power yep for some sensors yep so we have let's see this is the back of block so this is the anonymous odd so this is the crank sensor here and these are knock sensors what's always amazing in than not that's a coolant temp up there so what always amazes me is this knock sensor when the computer is reading it they they know which cylinder is pinging even though it's one sent even though it's one sensor I mean that's just to me it's like really I know here versus here and not not just not just like oh it's here it's instant yeah yeah yep and then they can you can change what that allows you to do is that X allows you to change the pulse on the fuel injectors so if you got one cylinder natural variation and temperatures right variation in your parts and then temperatures changes as air flow and such but you can change the pulse the amount of fuel one cylinder gets relative to the other four no nice yeah back to that efficiency part right yeah that is a special edition soft turning mm-hmm as well so here's your call it typical crankshaft pulley this very wide section is for the blower belt and then this is your your standard serpentine something I thought was interesting on the accessory yeah to turn it yet yeah so it turns your water pump your alternator power steering pump and your AC compressor so the this belt does nothing but the supercharger these are tensioners for the yep yeah so it gives you that path and that's that variable valve timing and that lines up was where that where that big end of the camshaft was yes yep yep directly that's directly below it and that's that's changing you know where it where it runs oil not to these here are just nothing more than plugs there's nothing to that and that what that's for is basically instead of put a like a freeze plug or something like that normally they've they've used these in their to when a cross draw function to plug the hole and these lines are that's you're those your heater hoses more or less so you this allows the the water pump to push coolant through your heater now the fun stuff yeah I mean it was fun too but this is particularly interesting and new yeah so these are your your that's the guts of your supercharger that is what forces air into the combustion chambers it's so cool how they mesh together yes yes and you think especially how fast they spin and thinking that it's like basil it's metal-on-metal mm-hmm there's not any gas between them and there's not like the ones from the from the top fuel dragster that has the little drips on it and everything and yeah these are these have like a call it out like a Teflon feeling coating to them but that's not what's sealing them I mean it's just they're tight tolerance and there's obviously some blow by roll to the teflon stripped ones but and you can see that that profile is different to see how that right and left are different profile to help that mesh mesh together end and shrink that overall package they don't have to be as far apart I I could have sat there all day just like a spinner sort of thing you just sitting there like meshing them together and watch them how they all yeah exactly back in there yep so here you have your you know just your gears that are basically transferring that power from the driven all right one of these shafts is driven I think it's gonna have to look at the front again but one shaft is driven in one chef so it's yeah you can see it there yeah so this is your driven shaft and then the other one follows so the fact that gear does nothing more than transfer it you see it's not a one-to-one by the way mm-hm now we're also is like yeah crazy to me to think that two things meshing up or spinning at different speeds basically yeah so then you have and this was a little unique too so this assembly here there's a mating obviously this is your pulley and that drives the driven spool but here you see these are nothing more than holes mm-hmm so to make that couple together the the inside of this looks like that but there's a little pin that there's long pins in there so the power the the coupling function instead of being like bolted together or whatever is it's just a set of pins mesh not meshed but in the holes it fits in there and then all your bolts are yeah yeah it did this was the one area the supercharger is the only area you had to I'll say apply like I call it a gasket or a perm and it's just nothing more than a Permatex and you can see here they have a you know that's a one of the rubber style seals it just pushes in but for whatever reason on the blower they didn't it's a metal of metal push and then you put that in here so now what are you come in here this is kind of one of the unique things yeah yep so in general terms this is your this is where your throttle bodies at so air and fuel I should say air comes in here like the top of a carburetor air comes in here it goes down the scrolls and it comes out here but now there's gonna be a lid that comes on top of this and the air would come down straight down into the intake manifold now we were talking about it's not a good idea to make a turn mm-hmm well they're making this work because they're putting a lot of force to make that turn and then and then these aren't restrictions or filters by any means what that is is a it's literally a radiator that they're running an air conditioning air conditioned air through if you will it's like an intercooler but they're using the air conditioner to help cool the charge going into the hole that's crazy so the more dense you can make the fuel air mixture the more you're packing into every cylinder the more potential energy is there is the more kinetic energy you get out physics man just physics so you get it all together yeah and then what you're talking here we go well you're with with the air going in and up and out and around that and down through those coolers yeah yes that's all still air at that point it's all still air at that point yep and now this is your fuel injector fuel injector is that little black part you see right here and then the fuel rail of course there's eight of them which actually I was surprised I thought they were gonna have two per cylinder in this just making a lot of power figured they we're gonna have to they're making it work with one set but so now what you're doing is you're spraying a fuel injector and a fuel injector sprays or atomizes the fuel into the runner opposed to having to go all the way through the plenum and and all that because every time the fuel would make a turn it would have a tendency to almost like create water droplets condense if you wan the wall so what this does is it makes it more efficient it's it's more it's atomized better as the air comes through it sprayed out air comes through picks it up and gets it right into the combustion chamber as quickly as possible there's also port direct port injection and direct chamber injection as well but this is doing up you know call it direct port or this is the intake runner that we talked about before and you notice it's really short there's a lot of benefits to that from a torque standpoint so you're in all this you're maximizing the amount of air and fuel maximizing not only the quantity but the efficiency in which the air and fuel get to you chamber yep the last little bits going on yeah exactly you know quite well designed exhaust manifolds aluminum again a die cast now this has no it's it's sixteen spark plugs in the v8 here so you got obviously you can see there's two per hole now also relative to that computer control and efficiency standpoint putting a in minima you eliminate your potentials for failure right so you eliminate your spark plug wires by putting the coil right on top of the cylinder or right at the plate realize that those are the actual coils yeah so these are the either as a coil so instead of having one coil for the whole engine you have eight coils for the engine now this is firing two plugs but that is more there's a cost to it but it's more efficient and it's also the firing is also computer controlled so then there's the other way you can advance and lean your spark and that comes into that whole computer screen instead of I want this way in this way in this way yeah but then I'm sure even behind beyond that people probably at this point have some aftermarket ECU do that then that you can dial up whatever you can play with it curves to the end of the world and thankfully an oil dipstick we haven't eliminated that yet so that's all need to check your gotta check your oil that's that's the beast right there it's big it is a bit I mean it starts off small or your block is fairly small but I mean it's a 6.2 liter that's basically a 378 I mean cubic inches wise right the now people ask you know what's so special where does it make power right there so the Hellcat made seven hundred horse this makes 840 how did they get there they added 20 more cubes to this supercharger so it's the same block same displacement it's still the same six point six point two so but you go from you know go from what what they refer to as a two point seven liter is what this supercharger is rated at or float at and from the two point four that's in the Hellcat so again it's it's 20 cubic inches more but that's a lot more so if you could like you said earlier go on and order that thing you could potentially get your Hellcat to be a demon if you just swap out the sure seem sure it's more in dead service one death than that but it sure seems fairly straightforward right now there's somebody watching this going you mean any of course agree you gain you know what that extra twenty cubes you also gain more a little more pressure eleven six is what the Hellcats are in these are fourteen five but talk about aside from some movie magic but I mean what good is building an eight hundred and forty horsepower engine can't drive it it is remarkable what has been done eight hundred and forty horses that honestly have manners mm-hmm and you can drive you can drive and get groceries with this but this part this parts all right [Music] yeah we were and that wasn't the smokiest launch that we had no we had a whole morning and a whole evening trying to get good light as far as the video goes but yeah we did there was there is more than just this one shot of you creating a whole bunch of smoke oh yeah yeah and I'll probably as we're talking about this right now I'll probably just drop a whole bunch of clips if rubber getting burnt off these tires which at the end of this we had to replace the tires and to buy new tires yeah yeah if we had to bind it that was the responsible thing to do exactly in speaking of responsible this is a to be right out there this is a public industrial park yes that the village at Kingsley graciously allowed us to utilize block off yep and utilize we had the police the State Police knew that no County police knew the town knew everybody they had and what we don't show is there's nothing cooler in a small town and then something quote-unquote big going on yeah or different after we were done in because there was some people standing around different areas yeah there's a Family Dollar right there so there's people in the parking lot what in the world was going on but I don't think any of these have but there are gunshots are in the background you can see people holding their phones it was it was the talk of the town yes it was yes so it's it's it was the best low was when the a young guy came stopped by with his Mustang he rolled up we were done we were sitting on this it's basically I call the sack in this industrial park we're sitting there talking and he rolls up and he's like so I heard that there was a demon doing burnouts back here and I couldn't believe it but there's a demon dude that was pretty cool it was that was fun so if anybody's watching village' Kingsley thank you guys for letting us do this we had a blast and and I'm sure it won't be the last time that we go leave some black streaks on that yeah it's a very nice spot to do that with thank you for watching if you're still here we know that there are a few of you that make it to the end oh yeah like comment subscribe we'll do our best to answer any questions that you may have in the comments and we just last week tore apart two more engines and we're actually gonna start doing some sort of behind the scenes bring you guys along for the builds give you a little bit more stuff to watch and enjoy with these builds some of the hurdles yes we encounter yogurt and you'll get to share some of the joys and pains of what we go through to to bring these out I mean we have fun for sure but that's it's not all fun and games so exactly you know it's pretty good funny not complaining no complaint it All Right see ya cool

Channel: Hagerty

Views: 144,042

Rating: 4.9121585 out of 5

Keywords: Hagerty, Classic Car, Classic Cars, Dodge Demon, Challenger SRT, SRT, muscle car, horsepower, Demon, Chrysler, FCA, MOPAR, engine, rebuild, mechanic, build, engine build, V-8, V8, supercharged, supercharger, 840, 6.2 liter, american muscle, burnouts, DIY, donuts, racing, race car, collector car

Id: mcDLov0RGP4

Length: 58min 5sec (3485 seconds)

Published: Fri Feb 08 2019