[Music] you're watching Power Nation today on engine power we build a high compression race engine that's one part small block Chevy and one part LS plus after years of ordering custom cam shafts we finally get to see how they're [Music] made hey everyone welcome to engine power today we are extreme excited to start our new project we are building a high compression race engine we don't get to do them that often but when we do we have a great time with it this one is application specific like all of our other builds but this one is going down to our buddies in carcass they are building a 1972 split bumper Camaro race car and they needed some motivation for it so we're putting some parts together and we are going to make them some power but before we got any of these parts we wanted to make sure we did the right thing for them so we talked to Jeremy and Jimmy to see what kind of power they needed so like the reality behind this car is it's going to be a real race car it's not going to see any time on the road so as far as us really kind of beating on this thing it's going to take a beating so we need something that's going to withstand how we drive I guess and we'll have you guys out at the track to maintain this for us because we don't want to be responsible for such a cool and expensive engine so we wouldn't have it any other way uh part of doing the engine is in a real race operation is the engine builders go with the car and they they're the ones that are responsible for how well it runs you know the old the adages uh you know the chassis Builder gets you to the Finish Line the engine builder determines when after talking with the guys down in carcass a bit more we determined that they need at least 700 horsepower and they need it in a small block naturally aspirated package they also wanted something a bit unique so the base of our build is going to be a World products mtown LS block and this is a little bit different if you're not familiar it uses a small block Chevy bottom end but allows LS induction to be bolted to the top this gives us the small block Chevy benefits of great windage control and a solid foundation but the high flow ability of Ls heads we're going to be filling it with a K1 Technology's 4-in stroke Forge crankshaft a set of manly ibeam connecting rods and a forged 2618 wisco set of Pistons at 4185 bore if you're doing some quick math that means this engine is going to be 440 cubic in those Pistons are going to be filled with Summit Racing's gas ported piston rings for the heads we needed something that was going to flow a ton of air so we reached out to the guys at late model engines better known as lme and they set us up with a set of their CID LS7 castings and they fit the bill perfectly they flow over 400 CFM they also gave us the set of crow rockers that match them the matching Billet LS7 intake and as a special treat a set of their valve covers with our logo engraved in them gessle provided one of their belt drives that is specific to this engine and you don't see a cam shaft but we're going to be getting that later this engine is going to be fuel injected and it's all going to be controlled with a holly HP ECU and that will be a huge benefit in a road race car because we won't have to deal with fuel sosing or fuel evaporation like you would have with a carburetor now this is a ton of parts and this is going to be a very extreme build we're super excited we can't wait to get it on the dyno and start thrashing on it but there is a ton of work that needs to happen first especially a ton of block Machining and block prep that needs to happen before we can start assembly so our first step is to get it in the sunen SV 15 cylinder hone and set our bore size and surface [Music] finish with our block fastened down and the stones change in our sun and sv15 it is time to bolt our ICT Billet torque plate to our block and to do that we're going to be using our favorite Fasteners ARP they built a specific kit for this combination with an LS head on this particular block these bolts are 716 in diameter not a stock 11 mm like an LS and they also protrude out of the back of the torque plate the same amount as they do the cylinder head so the Distortion is the same for assembly so we are good to go these bolts are made out of 8740 Chrome mly and have 180,000 PSI of tinsil strength way higher than the OEM Fastener with all of their kits ARP includes their ultr torque lube and very detailed set of instructions because these are not OEM Fasteners they do not take OEM torque values the instructions are there to make sure that you utilize the Fasteners to their greatest potential virtually any Fastener can be improved on an engine and that's why we love ARP if they don't have it they will make it for you so we're going to get all our stuff boled up get honing we'll use a spare ktic MLS head gasket that's just like the one we're using during engine assembly the torque plate is torque work down in sequence to a final value of 70 lbet just like the cylinder head will be later using a 220 grit Diamond abrasive we will get within two 10,000 of final size this creates correct board geometry and the base for our final finish our block was Precision board to 10,000 undersized by our favorite machine shop shacket Automotive we'll switch to a 600 grit Diamond to set both final size and proper Plateau finish for our application as always we check every cylinder with a profometer [Music] it's like we're in heaven it's just engine parts everywhere you know up next two kids in a candy store whether it's an off-the-shelf design or a custom grind for years we have depended on Comp Cams to provide precisely the cam shaft we need so of course we reached out to them for help on the carcass road course Camaro project the cam chef for our engine is custom in a couple of different ways one it is unique to our particular application and two it is unique to the platform so we came here to Memphis Tennessee right straight to the experts comp Cam's a leader in valve training technology and lo and behold our cam shaft is right here kind of this is what our cam shaft is going to start out as a solid chunk of 8620 steel but there's a ton of processes it needs to go through before we can actually put it in the engine and all that happens here at Comp Cams in this facility everything from design to packaging and shipping and we have a really cool opportunity to watch as a custom cam gets built that's go yeah even though our Motown engine combines a small block Chevy bottom end with ls induction Comp Cams has got us covered so I think we got a good series for you we've got our RC series of lobes um really race oriented design um but with your package they'll also provide the longevity and um easy maintenance that you need um good spring life out of it 800 horsepower this thing should be no problem with this this Choice here using comp's dedicated software Chris showed us how our cam shaft would perform compared to other options once we got the cam all specked out we wanted to see how comp cam shafts are actually made so once we finish the engineering on the cam shaft to know exactly what we're going to build we take it to a mill basically and uh it gets turned into what we call a spool so a round lobe spool so basically all the spacing on the loes is done the journals are semi-finished and it just looks like a round piece of bar stock except it's started to have some separations in it is we take that spool we put it into our our EC Mill and it starts to shape the lobe so that it starts to look like a cam shaft The Oblong shape and what we'll do at that point is depending on the type of material that the cam shaft is made of we'll get it close to the size and then we'll take it and heat treat it at that point once once it's heat treated then we can go start getting to the next steps of actually finishing the cam shaft we take it to one of our actual cam Grinders or finishing machines there's two steps we do a rough grind on it and then we do a finish grind on it obviously there are two different speeds we just kind of get it close with the rough grind and then we slow the machine down so that it puts a really nice finish all the right concave convex tapers whatever we're doing on that particular lobe is all done at that point and then the cam shaft is near completion at that point so after that the cam shaft goes to our QC lab everything on the cam shaft is checked we check Journal size we check the lobes themselves to make sure that they match the profile or the design that we've picked for the cam shaft make sure the lobe separation is correct the intake Center Line is correct and all the cam shafts have a serial number on them so that's how everything is traced back is based on that serial number so this is basically where all the cam shafts get their final checks so we do some visual inspections on the cam shaft shafts here as well as a digital inspection as well with our ad coal machine so you can see kind of what it's doing right now as it's going through the process of checking three different spots on the on the lobe itself so on both sides and in the middle check the journals as far as the size goes and if it's good goes into the box that's every cam every single cam shaft once it's gone through QC and we know that the cam shaft is exactly what we're supposed to have um then if we do the MSE polishing the Micro Surface enhancement it will go through that final process get polished and then it goes into the box here tucked away in the back of the building we found the research and development center they have a ton of cool toys and this is where a lot of the development happens for new products I cannot tell you how excited we are to be here so let's get on in there and see what's going on all of the edel BR group test their products here including edel Brock TCI and Comp Cams we perform performance test testing durability testing and fully evaluate the products before they go to market often times start on the spinons where we'll track the the valve motion determine any performance benefits and then go through a full durability there once it passes that test it'll move on to the engine dinos on the engine dinos we'll check the horsepower performance and figure out what the power benefit of the product is when that's completed often times it goes to a vehicle for further testing to make sure that there's no durability concerns in a running engine now that we've seen firsthand what goes into the design manufacturing and testing of Comp Cams we've got an even deeper appreciation of their [Music] products coming up from induction packages to TCI Transmissions we check out everything the edel Brock group has to offer plus the Motown LS gets the Precision balance it needs for high RPM stability the comp cans facility was amazing so we had to come just down the road to the edel Brock group headquarters here in Olive Branch now this isn't only their headquarters it's also a warehouse and has manufacturing capability it's a massive building and has a ton of cool stuff inside so I'm pretty excited to go in hopefully they'll let us take some stuff with us maybe I hope so I don't know let's go stop running no running this 300,000 ft building became edel Brock's home after the move from California to Mississippi in the process of the move what we did is we actually brought our intake manufacturing inhouse here in this facility so what we do is is we actually have our Foundry based out of California they cast all of our manifolds superchargers intakes uh cylinder heads anything you can imagine so what we do is we get the raw castings inous here and in turn we have our CNC machine operators turn them into a finished product put on the Shelf it goes from step by step QC process of the castings to the finished Machining Goods every part of it is touched as you'll see and uh turns out to a great americanmade product the edel Brock group also includes Comp Cams fast Russell performance and TCI Automotive the spacious Warehouse provides ample room for inventory so chances are when you order anything it's in stock that's something you simply cannot take for granted these days one of the crucial parts of being a part of the it BR group is is all the brands and all the products what that means is a lot of things need to be on the Shelf and readily available to ship out the door you know we've got raw Goods that have to be machined and or assembled we've got finished goods that are on the shelf and ready to ship it's a constant flow that you have to maintain on a daily basis to make sure we Supply our customers needs the technical support department FS about a thousand calls a day and their staff is ready to answer questions about a wide range of applications the first customer sh could be a guy restoring a motor home next guy could be racing tugboats valid statement we make cam shaft for racing tugboats that's hilarious for almost anything you're working on if it's got an engine edel Brock's got the parts and knowledge to make it perform better just down the road in Ashland Mississippi we arrived at TCI TCI was founded in 1968 as torque converters Incorporated today they sell complete High Performance Transmissions as well as drivetrain and transmission compon components about 80% of their products go to Street Enthusiast with 20% headed to hardcore drag and circle track racers DCI has been around for a long time over 40 years for the last 20 years it's been a part of the comp Cam's team and now of course with the merger with edel Brock now it's all one big happy family pretty much everything to do with Transmissions torque converters and all the components that go around it so it's definitely a very uh complex line especially when it comes to man manufacturing all the transmissions and building everything all the torque inverters shifters and everything that goes with it so yeah it's definitely a pretty full line it all starts with the core transmissions and torque converters that come in from all across the country after throw inspection and measurement only those units that are up to TCI specifications will be rebuilt the other 30% are rejected outright the classic Transmissions everyone remembers are still in high demand but TCI is building those future Classics as well yeah I mean we do a lot of Turbo 350s 400s you know some of the older school stuff but as we progress yes absolutely we're doing a lot more of the modern electronic overdrive Transmissions we've got a new Dyno that we can test these things with so yeah absolutely looking forward to the future of growing the business into new and more modern Transmissions all the time if you need something built to order TCI is ready but we have a complete lineup of you know custom type stuff our prox transmissions for the racing applications where they're a lot more specific to you know a type of racing or a type of vehicle so we can pretty much do just about anything you want when it comes to Transmissions quality assurance is critical every transmission is D tested before it ships one of the big steps is dooing the transmission so that basically allows us to check all the pressures to make sure the transmission is Shifting make sure there's no leaks all those types of things before the transmission goes out the door every part number we produce somebody cared about about that as they were producing it because that is their life's work in that box I have a question what's your favorite part of all this you've been here like say 39 years what what's what what get what gets you going to work in the morning I enjoy what I do I'm I'm I'm a racer at heart this is Jeff Reed this is what I do I get up at 5:00 every morning I'm at work at 5:30 and I leave between 3:30 and 4:00 every day I Live 5 minutes from here you know I go to the local racetrack 30 minutes away I go to Jackson Tennessee you know people go to the movies on weekends more likely I'm at the track that's awesome with such a dedicated and experienced crew the edel brck group continues to make the parts that Gearheads want so everything we do and what we've done is very purposeful and we're going to continue that going forward into the next upcoming years up next the mtown ls build continues with race ready piston rings and a balanced rotating assembly welcome back to the shop where we are continuing on the build of our 440 cubic inch Motown LS now that we have our custom cam shaft the next thing we're going to be doing is balancing the rotating assembly and this is something we do for every engine but is extremely important on this one since as a road race engine it's going to see extended time at high RPM we're going to be using our cwt Industries multi Bal 5500 to get our crankshaft exactly where we want it we have all of our parts laid out so we can start grabbing weights building Bob weights and spin our crank every component is weighed individually and entered into cwt software to automatically generate our Bob weight with each of the Bob weights installed we'll do our first spin to check the amount of imbalance in the CR all right so we've gone ahead we got our first Spin and looking at the numbers this crank is very much out of balance but we knew we were going to have that because we're using a heavy duty wrist pin for our power level so it has a little bit more weight than a standard one we're at 3.32 oz in on the rear and 2.49 O in on the front and that is actually a lot of imbalance at 8,000 RPM where this crank's going to be turning that's going to put 377 lbs of force on the crank so we're going to get it tuned in and get it down to our tolerance of 8 O in so we don't have to add any new holes to our crankshaft we use the drill mounted on the machine to drill existing holes and a grinding wheel to remove material in order to get our crank to our balance tolerance all right so we've got our crank bounced to our tolerance of 8 ooun in and we are well under that on the front and rear and we have the forces on the opposite side of the crank so we can see under this tab that on the center of the crank it minimizes the force down to 042 O in so we're going to save that as our last spin cuz that looks good and we can see on our print screen how much we've minimized the force on the crank down to just 12 lb at 8,000 from 377 what it was before so that looks good we'll get it off and get it cleaned we still have our mtown LS Block in our sunin sv15 cylinder hone because we were letting some of that hone oil drain out of it but with the torque plate still in installed we're going to take this opportunity to set our piston ring end gaps when we started Gathering parts for this build one of our first calls was to total seal piston rings because they have been a leader in piston ring and cylinder hone technology for racing everything from F1 to Circle Track and a lot of that technology has trickled down to benefit the hot Roder we told them our parts combination and our application and they immediately spe out a piston ring set to match our Pistons they also recommended that we run a gas ported top ring and what that is is a recent Innovation that they've come out with they take the top piston ring and machine horizontal ports in the top of it to allow combustion gases to get behind the ring force it out against the cylinder wall and more effectively seal combustion and that is a huge benefit because if we can't seal combustion we can't make horsepower the ring set they speced out is a 1.2 mm 1.2 mm 3mm set with a steel top ring a ductal iron second ring and a steel oil control ring pack that is rated at 11 lb cool Innovation and Technology like this is why we love working with total seal and they've partnered with Summit Racing Equipment to offer that at an affordable price in Summit Racing's gas ported piston ring sets we're going to go ahead and get some of our rings in our cylinder boards start checking them and setting our piston ring end gaps after installing the ring we'll use a modified piston ring compressor to square the ring in the board this is a fileo fit ring set so we can use the Summit Racing ring filer to set our top ring Gap at 26,000 and our second ring Gap at 28,000 each ring is carefully deburred and checked in its [Music] cylinder well how'd you make out pretty good this is the last ring so all the Rings are gapped the crank is balanced we are moving along here yes we are moving along but we still have plenty to do we have to get this block out get it deburred and get it clean so we can start putting Parts in it then we are going to assemble the bottom end top end and thrash this thing on the D so the guys down in carcass have a great race bullet and if you want to see more builds from us everything from mild to racy like this one you can go find engine power at Power Nation our ideal race engine would be Rock Solid reliable at high RPM and give us tons of torque whenever we need it lucky for us that's exactly what we're building [Music] today hey everyone welcome to engine power today we are getting back on our full race 440 cubic inch Motown LS for the guys down in carcass now this is a true Racing Engine with big compression an aggressive cam shaft High flowing induction and it's going to make big power over a wide power band on our Dyno we've done plenty already and we still have a bunch to do but to get you caught up on where we are right now check this out the crew from carcass is building a 1972 split bumper Camaro and they requested a strong reliable race bullet with 700 horses or more the mtown ls with its small block bottom end and LS top end fits the bill perfectly we honed the cylinders to achieve the proper Plateau finish on our sun and sv15 and then we Balan the rotating assembly on the cwt industries multi 5500 on a high RPM race engine a precise balance job is critical then we set the ring Gap at 26,000 on the top ring and 28,000 on the second ring that was a ton of great work but there is a lot more to go before we can actually start bolting Parts into our engine this block comes with bronze lifter boore bushings installed from the factory but they're not finished to size because that is up to the engine builder to correctly set the lifter clearance they need for their application and to do that we needed some specialized tooling so we reached out to the guys at Goodson because they have a huge engine building catalog and they are a leading supplier of sun and honing tools and consumables and they set us up with this portable lifter Bo hone we got the mandrel the adapter and this portable driver that we can Chuck directly into an electric drill the correct Stones TR sleeve and stone dresser we love working with Goodson because they have a ton of engine building tools like this that make engine building more efficient and accurate for everyone diyers all the way up to professional engine builders this portable driver is easily chucked into a/2 in drill so the process can be done just about anywhere we left our block in the hone so we can take advantage of Sun's honing oil we're using medium pressure on the stones and turning the drill at a low speed we'll hone a little bit and check our work often it's always easier to remove material than to put it back the abrasive tension is adjusted with the knob at the top we stroke the stones to achieve the proper cross-hatch pattern just like a cylinder board it takes us about 5 minutes per lifter board to get our needed clearance of 15 10,000 after cleaning the Block in the jet washer to remove most of the honing oil we can move on to hand prepping our block we'll go through and Deber any sharp edges using a hand file on the main cap registers and the main bearing Saddles after that we'll use a carbide bit on the left less critical areas on the Block we are not removing a lot of material just breaking any sharp edges like we do with all of our be blocks we'll Port the oil galleries with various carbide bits smoothing out any sharp edges and turns to improve oil [Music] [Applause] [Music] [Applause] flow with all of the block work done we'll put the engine in the jet washer for about an hour at 100 50° to knock off the heavy bits and start the final cleaning process coming up the mtown power plant gets a bulletproof bottom end High flowing LS induction and the ultimate racing EFI system on today's Summit Tech tip we're going to talk about getting the right connecting rod for your project and I have NH Top Fuel driver clay milin here to help us out tell us about some connecting rods and what they're good for well I mean what we got in front of us right here we've got a standard o stock Rod GM variety then we've got an LS Rod the oems have really stepped up their game little bit better material and then as we move on across here we're getting to the rods that you can really start to turn the power up for me I'm always W more and more power the rods that we run in the top fuel car giant aluminum rods but I have a lot of projects at home I get into this area and I end up talking to the experts at Summit to find out what it is I really need for the power level I'm trying to achieve whether it's an H beam an I beam what material it's made out of it's all important on the power level and the RPM you're going to turn 100% because what will happen if you don't put enough rod in there it'll end up either shortening the rod burning up the rod bearing or actually twisting the rod from an over boost situation you can immediately ruin a rod in one stomp of the loud pedal wow there's a lot to learn in rods and uh if you want to consult the experts at summer racing they'll definitely steer you in the right direction they will help you right out our Motown LS 440 cubic inch race engine is ready for some new cam bearings we built this special fixture to pull the bearings in place this works better than hammering them in and it makes it easy to locate them precisely in the cam tunnel next we put in the new bearings to check main bearing vertical oil [Music] clearance the ARP Fasteners are torqu to World product spec of 70 lb [Music] feet then we measure with the dial bardage to get our readings we used a combination of standard and extra clearance bearings on housing number five housings 1 through 4 got a full set of extra clearance bearings to give us the clearances we wanted after that we'll check the rods the same way our clearance is between 26 and 29 10,000 which is what we're looking for now we'll Lube up our bearings and install the rear main seal slightly offset from The Mating Services the K1 Technology's 4340 Forge crankshaft is permanently laid into place a few love Taps to Center the thrust bearing and we wedge the crank into its forward thrust position next we torque down the main caps for good n Play checks out at 5,000 which is well within our spec the wisco forged pistons and manly rods are joined by heavyduty wrist pins and double spiral locks continuing on we'll install our summit racing gas ported piston ring set starting with the oil rings followed by the second ring and finally the aforementioned gas ported top ring we'll coat the BS and pistons with total seal assembly lube and gently tap them into [Music] [Music] place the rod bolt is loosened the rod bolt stretch gauge is zered out and the bolt is torqued to 95 lb feet this yields 53 10,000 stretch which is the spec for this ARP Fastener we check each bolt for correct stretch we need to restrict the oil to the top of the engine so we have an 8in pipe plug with a 60,000 hole to finish out the rest of the oil passages are sealed up with/ Quin npt pipe plug if you remember we recently went to Comp Cams to see how a custom cam shaft is built from start to finish and we also went there to get one made for our mtown LS and this is the finished product this is a custom cam that's pretty unique to match our unique application it is a solid chunk of 8620 steel and it uses a small block Chevy timing gear on the front a small block Chevy distributor gear on the rear but is set on 55 mm journals the lobes are set using LS lifter or spacing and they are set on an LS firing order they are also sized for 800,000 roller wheel diameter we worked really closely with the valve trained products manager at compcams Chris Potter to spec out a series of loes that's going to work great in our application and they come from the RC roller family the intake has 254 degrees of duration at 50,000 lift and the exhaust has 268° of duration at 50,000 lift they are set on a 114° lob separation angle and we have four Dees of Advance ground into the cam lift at the valve will be 7 165,000 on the intake and 783 th000 on the exhaust with our 1.8 ratio rockers this is a beautiful piece of custom cam shaft we'll get it oiled up and slid in up next a belt drive race proven accessory drive and a hard driving valve Trin give this engine the power to [Music] perform our 440 cubic inch Motown LS is getting some really high Tech race pieces including this gessle belt drive this is the ultimate setup for adjustability accuracy and durability it allows us to move the Cam's intake Center Line wherever we want for the best balance of horsepower and torque and it dampens valve Trin harmonics for better stability the included shims allow us to set up the cam chefs and play between 10 and 15,000 which is gessel's specification because all the components are external it's easy to service and and easier to change a cam shaft oh no what happened here hold on once Frankie finally gets everything aligned the left hand thread center bolt is torqued to 70 lb feet the cam is degreed and we put the intake Center Line at 110° which is 4° Advanced the ATI super damper is SF I approved and built to withstand the abuse of racing an adjustable Billet timing pointer is installed and adjusted to read true TDC because it's a dry Sump System a conventional oil pump is not used this blockoff plate seals up the passage the ARP bolt is torqued to 50 lb feet we hate to cover up all of these beautiful Parts but the final step is to to install a onepiece gasket and our Moroso Circle Track dry sump pan extreme care is taken when tightening the three bolts that are accessed through the bottom of the pan the lifters are unique for this application and were specially built for us by Comp Cams they feature a 904 small block Chevy body but Ed LS link bars another Unique Piece is the valley cover which is sealed up with a thin bead of silicone because the cylinder heads bolt to it it was was installed when the block was decked by shacket Automotive Machine before tightening it down we use a straight edge to align it to the deck surface the cylinder heads are a CID LS7 casting machined by our friends at late model engines the intake valves are made of titanium and have a 2250 diameter the exhaust are 1610 they're housed in a 58cc combustion chamber and controlled by a set of pack 1238 x dual valve springs with over 4 400 CFM of flow these heads will be plenty to support our power levels these ktic MLS head gaskets have a 4185 bore and a 40,000 compressed thickness which gives us a measured compression ratio of 13.9 to1 this ARP headbolt kit is specifically designed for our Motown LS and it's torqued in three stages to a final value of 70 lb feet a holly 36-1 crank trigger wheel will give us accurate crank timing and is installed with the drive Manel for our Jones Racing Products accessory drive it was designed for small block Chevys but Jones racing adapted it to work with our Hybrid engine this is a race proven drive that has all the accessories Jeremy and Jimmy will need in the car it also comes set up to run our Moroso five-stage dry sump pump the push rods are from comp with a 3/8 diameter and they are 9100 long lme also provided this matching Crower shaft rocker setup they have a 1.8 to1 ratio and are installed in the firing order the titanium intake valves receive a lash cap before the Rockers are installed cold lash is set at 10,000 on the intake and exhaust after a generous spritzing of comp Cam's assembly Lube the custom engraved lme valve covers seal up the valve train to connect the cylinder head steam ports we're using this Earl's Hardline kit this is the matching LS7 intake from lme it's made of build aluminum and it looks awesome you've seen us use a ton of ARP Fasteners in this build and in a lot of our builds and that is because we love working with ARP they have a like-minded attention to detail that we really appreciate from using high quality materials to a really high quality manufacturing process they produce a ton of Fasteners that are strong durable dimensionally accurate and as a bonus look really good everything from important fasteners like main bolts and head bolts to flywheel bolts to even more the accessory side of things like header bolts valve cover bolts coil pack bolts and they even make full accessory kits for engines so that you can get an entire kit with all the accessory Fasteners in the finish that you want and even for Unique applications like our 440 cub in motan LS they make Fasteners that are specific to that build and if you can't find the Fasteners that you're looking for you can call up ARP and they will make the Fastener that you need speaking of Fasteners that we need I need these header bolts right now they'll be holding on these stainless Hooker Headers that have a 2-in primary and a 3-in merg collector we were originally going to use a holly hpfi system on this engine but after talking with the experts at Holly and talking about the application they actually recommended that we upgrade to their ultimate EFI system the Dominator ECU this was pure bred for racing it has all the same features as the HP system but also a ton more now it will control the EFI system just like normal but it also has transmission control and a ton of extra inputs and outputs between the EFI system and the software there is a ton of functionality everything from up to 24 low or high impedance injectors dual wideband oxygen sensors this thing will do nitrous control boost control water meth injection even traction control if you wanted to it will run everything in the car from a 2500 horsepower twint turbocharged engine in the front to the electric door windows if you need it to we also got a universal main harness because we have a unique application and the matching injector harness for our Holly EFI 66 PB hour injectors that we've already installed in the engine we got all the sensors we need from and there's going to be a lot of them because this is a true race engine we want to be able to monitor everything on the engine to make sure it stays safe and happy we're also going to be running coil near plug on this engine so we're using a set of Holly EFI smart coils and those are going to power the spark plugs through a set of MSD wires this is one of the last bits we need to install on the engine before we can actually start it we're getting really really excited so let's get started we'll meter the airf flow with this Holly 102 mm throttle body we'll wire the EFI system temporarily for the dyno so carcass can route it however they need to once it's in the race car up next the carcass crew sees what their race bullet can do all right so we have our 440 cubic inch Motown on the dyno we've got it primed and we have already started it and started making some adjustments to the fuel map and the timing map but now we are ready to make some real dyo pools so we went down to carcass and grabbed Jimmy and Jeremy cuz this is their engine and we know they're going to want to see it pat you're putting in some numbers here I'm seeing like 7,35 what is that right what we're going to start is uh we've already done a lot of preliminary stuff so we're going to start this poll to make some actual power poles starting at 3500 going to 7,000 see where it is there look at the fuel and look at the timing and then we're going to step it up a little bit higher and this engine has a high ceiling so uh we're just going to see where it is I think I think it's going to be good let's do it I'm I always uh I I always make fun of Frankie minorly because he has to do all the wiring and everything like that but uh the end result is it just starts off yeah I love that here we [Music] [Music] [Applause] [Music] go I mean it's just that easy yeah dang I mean that drags out a little bit it's more okay good that's more indicative of what it will see in the car you know what I'm saying right that's like a that's like a high gear pull on like a big straight really good look at this right here yeah just flat torque 500 lb 683 horse 551 PB feet wow over 500 from 3700 basically spice it up you're going to go yep there you go you're going to go for it why we just go for it 4500 to 8,000 which we built the engine to to turn 8,000 if you needed it to we gave it a really flat torque cve so you guys could grab gears wherever you want but if you need it to you're running down the straet and you want to pull eight it's built to do it yeah um 75 is fine with me too scared well you're going to find out here in a second here we go man or Mouse do it [Applause] [Music] [Applause] fly no problem keep going did that did that did that did that look good oh there we go got got it to peek over there yeah 721 721 721 point 7 at 7700 I I I knew I knew we were going to find it somewhere in there 56.4 pound feet of torque and it but it carries over 500 lb feet all the way to 7600 that's unbelievable that is a mean machine right there this is a this is fun now there's this is one of those things where there's a lot that this engine is capable of right I mean we we have the cam specs specifically so it has that big broad torque curve right if you can split I've said it a million times if you can split the difference and extend the distance between Peak torque and Peak horsepower the car just drives that much better and you guys because it's a four-speed transmission if you feel the need you can uh well you can just turn at 8,000 if you want to because at 8,000 it's still making 713 so yeah anywhere on track be able to stick our foot in it and just yeah we'll get it set in the Camaro we'll come back and do a little more tuning on your chassis din that's that's that's important because we can do wide open here but all the transitional stuff we have to we have to spend some time with the engine to get the tune upt which you guys might spend some more time at than Full Throttle looks She's yours sounds good awesome job pretty see you guys if you want to see more racy builds like this one check out engine power on power Nation
