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Truck Tech: Senior Silverado: Drivetrain Finale

Failsafe tech on how-to swap in, and dial in a street performance automatic transmission and complete the driveline.

CONTINUES WITH THISEPISODE OF TRUCK TECH.

(RYAN)>> HEY GUYS,WELCOME TO TRUCK TECH.

NOW THE LAST TIME WE HAD OUR'93 CHEVY 1500 IN THE SHOP

THE ENGINE WAS OUT AND ONAN ENGINE STAND AND WE WERE

HAULING THE TRANSMISSIONOFF TO HAVE IT FRESHENED

UP AND BEEFED UP.

AND SINCE THEN WE'VE HAD ACHANCE TO STAB THE ENGINE

DOWN IN BETWEEN THE FRAMERAILS, AND DO SOME OF THE

WIRING AND PLUMBINGNECESSARY TO GET THIS

THING UP AND RUNNING.

NOW SO WE COULD USE OURORIGINAL THROTTLE CABLE,

WELL I JUST REMOVED THEORIGINAL THROTTLE CABLE AND

CRUISE CONTROL BRACKET OFFTHE ORIGINAL ENGINE, CUT IT

UP AND MODIFIED IT SOIT'LL WORK WITH OUR

NEW THROTTLE BODY.

THAT WAY WE CAN KEEPOUR ORIGINAL CABLE.

I'VE ALSO BENT UP SOMESTAINLESS STEEL LINE AND

ATTACHED THEM TOVACUUM SOURCES HERE ON

THE INTAKE MANIFOLD.

ONE GOING TO A P-C-V VALVEI'VE ADDED TO THE VALVE

COVER, THE OTHER GOINGTO OUR BRAKE BOOSTER.

ON THE FIREWALL WE'VE GOTA GROMMET AND SOME WIRING

GOING THROUGH OUR STANDALONE WIRING HARNESS FOR THE

TRANSMISSION CONTROLLER, ANDWE'VE ADDED AN ADJUSTABLE

FUEL PRESSURE REGULATORTHAT WE'RE GONNA BE

SETTING TO 43 P-S-I.

WE'VE ALSO INSTALLED OURIGNITION COIL HERE ON THE

FIREWALL, AND PUT THEDIGITAL C-D IGNITION BOX

HERE ON THE FENDER WELL.

NOW WIRING THIS THING UP WASA LITTLE BIT OF A CHALLENGE

BECAUSE WE WERE DEALING WITHTHREE DIFFERENT HARNESSES,

THE ENGINE HARNESS, A STANDALONE TRANSMISSION HARNESS,

AND THE ORIGINALTRUCK HARNESS.

NOW THE ORIGINAL TRUCKWIRING, WELL JUST CUT IT UP

AND GOT RID OF A LOT OFTHE UNNECESSARY WIRES.

BUT WE DID KEEP THE WIRINGAND SENSORS FOR THINGS LIKE

THE OIL PRESSURESENSOR AND THE ENGINE

COOLANT TEMP SENSOR.

THAT WAY OUR INSTRUMENTCLUSTER WILL WORK CORRECTLY.

NOW OUR TRANSMISSION IS AFOUR-L-60-E THAT IF YOU GUYS

REMEMBER WE JUST HADFRESHENED UP AT THE

LOCAL TRANSMISSION SHOP.

BUT IF YOU'RE FEELING FROGGYAND YOU WANT TO TACKLE A

REBUILD JOB YOURSELF, WELLTHEY DO MAKE A PRETTY

COMPREHENSIVE MANUALTHAT OUGHTA HELP YOU

THROUGH THE PROCESS.

NOW BEFORE WE INSTALL THISTHING IT'S GONNA NEED A

TORQUE CONVERT, BUT WE'RENOT GONNA GO BACK WITH

THE STOCK CONVERTER.

ITS STALL SPEED WAS JUSTTOO LOW, PROBABLY AROUND

1,500 TO 1,600 R-P-M.

WHEN WE WERE SPEC'INGOUR CAM SHAFT, THEY ALSO

RECOMMENDED THIS SATURDAYNIGHT SPECIAL 1,800 R-P-M

STALL SPEED CONVERTER.

NOW WHAT THAT INCREASE INSTALL SPEED IS GONNA DO IS

ALLOW THE ENGINE TO GET UPINTO THE POWER BAND OR THE

TORQUE CURVE A LITTLE BITMORE, HELPING THE TRUCK

COME OFF THE LINE ALITTLE BIT QUICKER.

NOW THAT CAM AND TORQUECONVERTER WAS SPEC'ED

TOGETHER ALONG WITH THE REARGEAR RATIO, AND THE TIRE

SIZE, AND THE INTENDEDUSE OF THE TRUCK.

NOW IF YOU GUYS WERE EVERWONDERING WHAT GOES ON

INSIDE A TORQUE CONVERTERAND WHAT MAKES THIS THING

WORK, CHECK THIS OUT.

ALRIGHT, NOW WE'RE GONNAPRETEND THAT THIS FAN IS THE

IMPELLER ATTACHED TO THEBACK OF THE ENGINE AND IT'S

PLUGGED IN AND UNDER POWER,WHILE THIS FAN IS THE

TURBINE ATTACHED TO THETRANSMISSION AND

IT IS NOT PLUGGED IN.

NOW AT A LOW FAN SPEED, ORAN IDLE TYPE R-P-M, YOU CAN

SEE THE IMPELLER STARTSTO DRIVE THE TURBINE.

BUT WITH YOUR FOOT ON THEBRAKE YOU CAN EASILY STOP

THE FAN FROM SPINNING.

ONCE YOU RELEASE THE BRAKEAND PICK UP ENGINE R-P-M,

THE TURBINE IS ACTED ON BYTHE IMPELLER EVEN THOUGH

THERE'S NO MECHANICALCONNECTION BETWEEN THE TWO.

THEN ONCE YOU RETURN TO IDLESPEED, WELL THE ENGINE CAN

SIT THERE AND RUN WHILEYOU'RE NOT GOING ANYWHERE.

NOW WITH THIS COOL ANIMATIONYOU CAN GET A BETTER

IDEA OF WHAT'S GOINGON INSIDE THE CONVERTER

WITHOUT CUTTING ONE OPEN.

NOW THE IMPELLER, OR THEBLUE FAN, IS ATTACHED

TO THE ENGINE DIRECTLY.

IT'S WELDED TO THE TORQUECONVERTER CASE, WHILE THE

IMPELLER IS ATTACHED TOTHE TRANSMISSION THROUGH

A SPLINED INPUT SHAFT.

THE FASTER THE IMPELLERSPINS, THE FASTER THE

TURBINE SPINS, ANDIT DOES THIS JUST BY

MOVING FLUID AROUND.

AND IT'S PRETTY AMAZING THATYOU CAN GET A TWO OR THREE

TON VEHICLE MOVING BYUSING JUST FLUID AND NO

MECHANICAL CONNECTION.

BEFORE INSTALLING THECONVERTER, I'M FILLING IT

WITH A QUART OR TWO OFTRANSMISSION FLUID.

I'M TRYING TO WORK OUT THEAIR BUBBLES AND GET

THIS THING FILLED UP.

NOW INSTALLING THE CONVERTERIS PRETTY STRAIGHT FORWARD

BUT IT'S NOT SIMPLY JUST AMATTER OF SLAMMING IT UP

HERE AND CALLING IT DONE.

YOU ACTUALLY HAVE THREECOMPONENTS TO ENGAGE.

YOU HAVE THE INPUT SHAFTSPLINES, THE STATOR SPLINES,

AND DEEP IN HERE IS THESETABS FOR THE OIL PUMP.

AND ONE MORE THING YOU WANTTO DO IS ADD A LITTLE BIT OF

LUBRICATION TO THE O-RINGAND TO THIS FRONT SEAL.

PUT A LITTLE ON THECONVERTER HUB AS WELL.

NOW IF YOU'RE RE-USING THEORIGINAL CONVERTER, IT'S A

GOOD IDEA TO HAVE IT FLUSHEDOUT BEFORE INSTALLING IT.

SAME WITH THE TRANSMISSIONCOOLER AND LINES.

YOU WANT THOSE FLUSHEDOUT AS WELL SO YOU'RE NOT

CONTAMINATING YOURNEW TRANSMISSION

WITH OLD DIRTY FLUID.

JUST SLIGHT PRESSURE AGAINSTTHE CONVERTER WHILE ROTATING

IT MAKES SURE IT FULLYENGAGES THOSE OIL PUMP TABS.

I THINK WE'RE GOOD.

NOW WE'RE LUCKY ENOUGHTO HAVE A LIFT AND A

TRANSMISSION JACK TOGET THIS JOB DONE.

BUT IF YOU'RE DOING IT INTHE DRIVEWAY, WELL A PAIR OF

TALL JACK STANDS AND A FLOORJACK WILL NET YOU THE

SAME RESULTS, JUST ALITTLE BIT MORE WORK.

NOW WITH THE TRANSMISSIONBOLTED IN PLACE WE CAN ADD

THINGS LIKE OUR STAND ALONEWIRING HARNESS CONNECTOR,

A CROSS MEMBER,HEAT SHIELD, AND

TRANSMISSION COOLER LINES.

THEN WE CAN ATTACH THETHREE FLEX PLATE BOLTS.

I LIKE TO JUST FINGERTIGHTEN THESE ONE AT A TIME

WHILE ROTATING THEENGINE USING THE

HARMONIC BALANCER BOLT.

YOU DON'T WANT TO INSTALLONE AND THEN TIGHTEN IT DOWN

AND RISK THE OTHER TWO HOLESNOT LINING UP PERFECTLY.

SO I INSTALL ALL THREELOOSELY, THEN GO BACK AND

TIGHTEN THEM UP, ANDFINALLY TORQUE THEM DOWN.

AND ON ALL THREE BOLTS I'MUSING A LITTLE BIT OF BLUE

LOCTITE TO MAKE SURE THEYDON'T VIBRATE LOOSE.

THESE FLEX PLATE BOLTS GETTORQUED TO 60 FOOT POUNDS.

THAT DOES IT!

(ANNOUNCER)>> UP NEXTWE'LL GET OUR NEW

EXHAUST INSTALLED.

AND LATER WE'LL GET OURENGINE CONTROLLER PROGRAMMED

AND TUNE OUR 383.

(RYAN)>> ALRIGHT, LOOKSLIKE WE'RE DIALED IN,

IN GOOD SHAPE!

YOU BY SUMMIT RACING DOT COM.

YOUR HEADQUARTERS FOR ENGINEAND DRIVETRAIN COMBOS

TO FINISH YOURFACTORY FIVE KIT CAR.

(COURTNEY)>> WE'RE BACKWITH FACTORY FIVE'S DAVE

SMITH, THE MAN BEHINDTHESE GORGEOUS CARS.

NOW DAVE THESE ARE CUSTOM BUILDIT YOURSELF CARS THAT MOST

OF US NEVER DREAMED OF OWNING.

(DAVE)>> WELL THAT'S THEMAGIC BEHIND FACTORY FIVE.

WE'RE TAKING THE DESIGN ON A CARTHAT MAYBE YOU COULDN'T AFFORD,

BUT IF YOU HAVE SKILLS ANDABILITIES YOU CAN BUILD IT.

SO WE PUT IT WITHIN YOUR REACHBY DESIGNING A REALLY GOOD

CUSTOM BUILT CHASSIS KIT.

(COURTNEY)>> THE 427 COBRAREPLICA WAS YOUR FIRST CAR.

WHAT WERE THECARS THAT FOLLOWED?

(DAVE)>> WELL WE DID A CLASSIC'65 COUPE, AND THAT'S A

REPLICA OF THE DAYTONA COUPE.

THIS IS THE 50TH ANNIVERSARYOF THAT CAR, SO THAT

WAS A VERY IMPORTANT CAR.

NOW THEY MADE SIX OF THATCAR, WE'VE BUILT OVER 500.

SO THAT'S BEEN VERY SUCCESSFUL.

MOST RECENTLY WE DID A FRONTENGINE V-EIGHT '33 HOT ROD.

IT'S A CLASSIC TAKE ON ACLASSIC CAR WITH MODERN

PERFORMANCE UNDERNEATH.

AND WE'VE DONE WELLWITH THAT CAR.

OUR NEWEST CAR IS CALLEDTHE 818 AND IT STANDS FOR

1,800 POUNDS, 818 KILOGRAMS.

AND IT'S AN EXPORT BASED CAR.

IT'S A REAL DEPATUREFOR FACTORY FIVE.

WE'RE SELLING THIS CARALL OVER THE WORLD.

SO IT USES RUNNING GEAR THAT'SAVAILABE IN THE SOURCE COUNTRY.

THAT'S SUBURU RUNNING.

SO IT'S LIGHTWEIGHT, TWO SEATER,WORLD CLASS CAR TO EXPORT THE

FACTORY FIVE BUILD YOURSELFEXPERIENCE ALL OVER THE WORLD.

(COURTNEY)>> THERE'S SOMETHINGFOR EVERYBODY WITH YOUR CARS.

THEY'RE ALL SO COOL!

(DAVE)>> THANKS!

(RYAN)>> HEY GUYS, WELCOMEBACK TO TRUCK TECH.

NOW WITH OUR TRANSMISSIONINSTALLED AND WIRED UP WE'RE

READY TO MOVE ON TOOTHER THINGS, LIKE

THE EXHAUST SYSTEM.

NOW YOU GUYS PROBABLYNOTICED WE'VE ALREADY GOT A

SET OF HEADERS ON THISTHING, AND THEY'RE J-B-A

TITANIUM CERAMIC COATEDSHORTY HEADERS WITH INCH

AND A HALF PRIMARY TUBES.

NOW THEY COME WITH ALLTHE HARDWARE AND GASKETS

NECESSARY TO INSTALL THESETHINGS, WHICH IS PRETTY

STRAIGHT FORWARD SINCETHEY BOLT RIGHT IN PLACE

OF THE FACTORY MANIFOLDS.

AND THEY OUGHT TO HELPOUR STROKER BREATHE

A LITTLE BIT EASIER.

NOW WE ALSO PICKED UP AJ-B-A STAINLESS STEEL Y-PIPE

THAT WE'RE GONNAINSTALL UNDERNEATH

THE TRUCK RIGHT NOW.

THE Y-PIPE IS A TWO PIECEDESIGN WITH THE DRIVER'S

SIDE GOING ON FIRST.

AND IT'S A GASKETLESSCONNECTION, WHICH IS NICE.

NOW OUR WIDE BAND O-TWOSENSOR ALREADY HAD SOME

ANTI-SEIZE ON THE THREADS,BUT IF YOU'RE RE-USING AN

OLD SENSOR YOU MAYWANT TO ADD SOME

BEFORE INSTALLING IT.

THE REST OF THE INSTALLATIONIS PRETTY STRAIGHT FORWARD,

AND THE U-BOLT CLAMPCONNECTS THE TWO SIDES.

NOW FOR A CAT BACK SYSTEM WEWANTED A DUAL EXHAUST SETUP.

SO WE CHECKED OUT FLOWTECHAND ORDERED UP ONE OF THEIR

THREE INCH INLET, DUAL TWOAND A HALF INCH OUTLET

STRAIGHT OUT OF THE BACKOF THE TRUCK SYSTEMS.

IT'S GOT NICE MANDREL BENTTUBING AND A KIND OF SMALL

HIGH PERFORMANCEHIGH FLOW MUFFLER.

SO THERE SHOULDN'T BE ANYLACK OF SOUND COMING OUT OF

THE BACK OF THIS TRUCK.

NOW IT'S A CLAMP TOGETHERSYSTEM DESIGNED TO BOLT ONTO

THE FACTORY HANGERS, EXCEPTFOR ON THE DRIVER'S SIDE

TAIL PIPE OF COURSE BECAUSETHE FACTORY SYSTEM WAS ONLY

A SINGLE OUTLET SETUP.

SO WE'LL JUST USE THEPROVIDED HANGER AND

WE'LL BE IN GOOD SHAPE.

WE'RE GONNA START WITHTHE MUFFLER AND THEN WORK

OUR WAY REAR WARD.

NOW OUR TRUCK'S BEENMODIFIED PRETTY HEAVILY.

IT'S BEEN LOWERED ABOUTFIVE INCHES IN THE BACK.

PLUS WE'VE GOT A ROLLPAN INSTEAD OF A BUMPER.

SO WE MAY HAVE TO MAKEA COUPLE OF SLIGHT

MODIFICATIONS TO THE SYSTEM,LIKE CUTTING OFF THAT EXTRA

SIX INCHES OF TAIL PIPE.

ALRIGHT NOW WE'VE GOT OURCAT BACK EXHAUST SYSTEM AND

OUR Y-PIPE WHERE THEY NEEDTO BE, BUT THERE'S NOTHING

CONNECTING THE TWO CAUSETHIS IS WHERE THE CATALYTIC

CONVERTER WENT, AND WHENWE PURCHASED THIS TRUCK

SOMEBODY HAD ALREADY HACKEDOFF AND REMOVED THE OLD AND

RATHER INEFFICIENTPELLET STYLE CONVERTER.

AND WE WANT THIS TRUCK TO BEEMISSIONS COMPLIANT AND WE

DON'T WANT TO UNNECESSARILYPUMP FUMES AND

SMOG OUT THE TAIL PIPE.

SO WE'RE GONNA BE INSTALLINGA HIGH FLOW HONEYCOMB

STYLE CATALYTIC CONVERTER.

NOW WHAT I'M GONNATRY TO DO IS WELD IT

DIRECTLY TO THE Y-PIPE.

THEN JUST USE A SMALLSECTION OF TUBING TO CONNECT

THE CONVERTER TO THE CATBACK EXHAUST SYSTEM.

THAT WAY WE CAN JUSTHAVE ONE SINGLE CLAMP

ATTACHING THE TWO.

THAT MEANS WE'VE GOT ALITTLE WELDING TO DO.

NOW OUR CONVERTER WASDESIGNED TO BE USED WITH TWO

AND A HALF INCH TUBING, BUTOUR THREE AND A HALF INCH

TUBING CAN BE MADE TO WORK,WE JUST HAVE TO CUT THE END

OF IT OFF SO IT CAN BEBUTT WELDED DIRECTLY

TO THE CONVERTER.

AND SINCE IT'S STAINLESS,WE DECIDED TO TIG WELD

IT FOR A CLEANER LOOK.

ALRIGHT, WITH EVERYTHINGCOMPLETELY WELDED WE'VE GOT

A NICE STAINLESS STEELCATALYTIC CONVERTER AND

Y-PIPE ASSEMBLY THAT DOESN'TREQUIRE ANY ADDITIONAL

CLAMPS OR STRAPS TOKEEP IT ALL ASSEMBLED.

NOW ONCE WE WRESTLE THISTHING INTO POSITION AND

ATTACH IT TO OUR CAB BACK,WELL OUR EXHAUST SYSTEM

WILL BE JUST ABOUT DONE.

A STAINLESS STEEL STRAP ORBAND CLAMP CONNECTS THE

TWO WITHOUTDISTORTING THE METAL.

[ air ratchet spinning ]

(RYAN)>> NOW THESETAIL PIPES LOOK A

LITTLE FUNNY STICKING OUT OFTHE BACK OF THE TRUCK, BUT

THERE'S NOTHING WRONGWITH THE EXHAUST SYSTEM.

IT'S JUST THAT IT WASDESIGNED FOR A TRUCK THAT

HAD A BUMPER STICKING OFFTHE BACK OF IT ABOUT SIX OR

EIGHT INCHES, THAT WEDITCHED IN FAVOR OF THE

SMOOTHER ROLL PAN.

SO ALL WE'VE GOT TO DO ISTRIM THESE TAIL PIPES TO FIT

AND WE'LL BE IN GOOD SHAPE.

(ANNOUNCER)>> AFTER THEBREAK WE'LL FIRE UP OUR

383 FOR THE FIRSTTIME, STICK AROUND!

NOW OVER THE BREAK WE HADA CHANCE TO FINALIZE OUR

EXHAUST SYSTEM ANDTHE POSITIONING

OF THE TAIL PIPES.

WE EVEN ADDED A COUPLE OFNICE STAINLESS STEEL EXHAUST

TIPS THAT WE'VE HAD LAYINGAROUND THE SHOP FOR A WHILE,

AND IT'S LOOKINGPRETTY GOOD.

WITH THIS DONE, WELLWE'RE ONE STEP CLOSER TO

FIRING THIS THING UP.

ALRIGHT, NOW HERE IN THE CABWE'VE GOT A LITTLE BIT OF

SETUP WORK TO DO BEFORETHOSE TAIL PIPES CAN

ACTUALLY STARTMAKING SOME NOISE.

NOW LIKE WE TOLD YOU GUYS,WE'VE GOT STAND ALONE

CONTROLLERS FOR BOTH THEENGINE AND TRANSMISSION.

WE'VE GOT THEM MOUNTED HEREON A LITTLE METAL PANEL

AT THE FRONT OFTHE TRANS TUNNEL.

NOW WE DID THATFOR A FEW REASONS.

ONE, WE WANTED THEM INSIDETHE CAB TO ISOLATE THEM FROM

OTHER ELECTRICALLYNOISY COMPONENTS LIKE A

COIL OR IGNITION WIRES.

PLUS YOU NEED TO HOOKTHEM UP TO THE HAND HELD

CONTROLLERS EVERY ONCE INA WHILE, AND THEY'VE GOT

INDICATOR AND DIAGNOSTICL-E-D'S ON THE FRONT OF THE

CONTROL UNIT, WHICHIS NICE TO SEE.

ALRIGHT, NOW WITH ALL OURCONNECTIONS MADE, ALL WE'VE

GOT TO DO IS WALK THROUGHTHE SETUP WIZARD FOR BOTH OF

THESE CONTROL UNITS, ANDTHAT'LL PROVIDE SOME

INFORMATION TO THE E-C-UTO MAKE SURE EVERYTHING

FUNCTIONS CORRECTLY.

I'LL START WITHTHE TRANSMISSION.

OBVIOUSLY OUR TRANS IS AFOUR-L-60, BUT THE SYSTEM

WILL COVER MANY OTHERS.

OUR TIRE SIZEIS 29.3 INCHES.

OUR GEAR RATIOIS 3.73 TO ONE.

THERE'S PROBABLY NOREASON TO SPIN THIS

383 PAST 6,000 R-P-M.

NOW THROTTLE POSITION IS ONEOF THE THINGS THE COMPUTER

USES TO DETERMINE WHEN TOAPPLY THE TORQUE CONVERTER

CLUTCH, AND IT NEEDSTO KNOW ITS MINIMUM

AND MAXIMUM POSITION.

HEY KEVIN, FLOORIT FOR ME WILL YA?

JUST HOLD IT WIDE OPEN.

JUST HOLD IT THERE, DO NOTMOVE THE THROTTLE, CLOSE

THROTTLE, TURN KEY OFF FOR10 SECONDS TO SAVE THE TUNE.

NOW THAT TAKES CARE OF THETRANSMISSION, TIME TO MOVE

ONTO THE ENGINE STAND ALONECONTROLLER, AND IT WANTS

TO KNOW THE ENGINE'SDISPLACEMENT, THE TARGET

IDLE R-P-M, ANDTHE REV LIMIT.

IT ALSO WANTS TOKNOW WHAT KIND OF

FUEL WE'LL BE BURNING.

GASOLINE, WE HAVE A RETURNSTYLE FUEL SYSTEM, AND IT

WANTS TO KNOW WHAT KIND OFCRANK TRIGGER IT'S GONNA SEE.

WE WENT WITH THEFAST DISTRIBUTOR.

YOU CAN ALSO MAKEADJUSTMENTS TO THE

BASE TIMING CURVE.

WE LEFT OURS ALONEBUT DID SELECT THE

MULTI-PORT E-F-I SYSTEM.

OUR SYSTEM IS RUNNING 39POUND AN HOUR INJECTORS, AND

WE'RE GONNA BE RUNNINGTHEM AT 43 P-S-I.

JUST LIKE WE DID FOR THETRANSMISSION, WELL THE

ENGINE CONTROLLER NEEDS TOKNOW THE THROTTLE POSITION

BOTH AT IDLE AND ATWIDE OPEN THROTTLE.

ALRIGHT, GO WIDE OPEN, OKAY.

NOW THE FUEL SYSTEM PRESSUREWE'RE AFTER IS 43 P-S-I.

WE HAVE BOTH AN ELECTRICALAND ANALOG READING

OF THAT PRESSURE.

ONCE WE'VE GOT ITDIALED IN, WE'LL JUST

LOCK DOWN THE ADJUSTOR.

THERE'S 43 RIGHT THERE.

AND AFTER A QUICK DOUBLECHECK TO VERIFY THAT THE

FUEL RAIL PRESSURESENSOR MATCHES THE GAUGE,

WE CAN MOVE ON.

COOL, WE'RE IN GOOD SHAPE.

ALRIGHT NOW THIS DEVICE ISPROMPTING US TO FIRE UP THE

ENGINE AND LET IT HIT 170DEGREES SO WE CAN MOVE ON TO

THE NEXT COUPLE OF STEPS.

NOW THIS IS A FRESH ENGINE,SO WE'VE TRIPLE CHECKED

EVERYTHING AND MADE SURETHAT IT'S GOOD TO GO.

I THINK WE'RE READY TO STARTTHIS THING, GO FOR IT.

[ engine fires up ]

(RYAN)>> THAT THINGFIRED RIGHT UP, NICE!

QUICK PEAKUNDERNEATH FOR LEAKS.

IT'S COOL, NO LEAKS!

NO WEIRD SOUNDS!

THAT SOUNDS PRETTY GOOD!

COOL, WE'LL LET THATRUN FOR A FEW MINUTES,

HIT 170, AND MOVE ON.

(RYAN)>> WELCOMEBACK TO THE SHOP.

WELL THE ENGINE'S GOT SOMEHEAT IN IT AND WE'VE GOT

JUST A COUPLE OF STEPS TOTAKE CARE OF TO FINISH UP

THE SETUP ON OUR NEW E-F-I.

THE NEXT THING WE'VE GOT TODO IS VERIFY THE TIMING.

NOW WITH THIS E-F-I SYSTEMYOU HAVE THE OPTION OF

LETTING THE COMPUTER CONTROLTHE TIMING OR HAVING A

DISTRIBUTOR CONTROL THETIMING WITH TRADITIONAL

VACUUM AND MECHANICALADVANCE CURVES.

WE'RE GONNA LET THECOMPUTER CONTROL OURS.

THIS IS BASICALLY SYNCHINGUP THE COMPUTER AND THE

IGNITION, MAKING SURETHAT EVERYTHING IS

COMPLETELY ACCURATE.

ALL WE HAD TO DO WAS LINE UPTHE TIMING MARK USING THE

TIMING LIGHT SET AT20 DEGREES OF ADVANCE.

ALRIGHT, IT LOOKS LIKE WE'REDIALED IN AND IN GOOD SHAPE.

ALRIGHT, NEXT STEP IS DOINGAN I-A-C, OR IDLE AIR

CONTROL, CALIBRATION.

WHAT WE WANT TO DO ISGET THIS SLIDER HERE

IN THIS TARGET AREA.

WE DO THAT WITHTHE IDLE SCREW.

ALL WE HAD TO DO WAS LOOSENOR TIGHTEN THE SET SCREW

UNTIL WE REACHEDTHE TARGET AREA.

THAT WAS PRETTY EVIDENTBECAUSE THE INDICATOR BAR IN

THE HAND HELD TURNED GREEN.

WHEN THAT HAPPENED WEJUST TIGHTENED DOWN THE

JAMB NUT AND MOVED ON.

ALRIGHT, ONE FINALCALIBRATION OF THE T-P-S

WITH THE THROTTLECLOSED, WE'RE DONE.

[ engine idling ]

(RYAN)>> LOOK ATTHAT, IDLES GOOD,

AIR/FUEL RATIO IS GOOD,WE'RE IN GOOD SHAPE.

NOW THIS THING'S IN LEARNINGMODE AND THE MORE WE LET IT

RUN AND THE MORE WE DRIVE ITWHEN WE FINALLY GET IT OUT

ON THE ROAD, THE MORE IT'LLDIAL ITSELF IN AND TUNE

ITSELF, WHICHIS REALLY NICE.

SO FAR SO GOOD!

[ engine revving ]

(RYAN)>> SOUNDS A LOTBETTER THAN THAT OLD 350.

[ engine revving ]

(RYAN)>> ALRIGHT,NOW IF YOU'RE

WORKING ON A PROJECT LIKEAN ENGINE SWAP OR SOMETHING

LIKE THAT WHERE YOU NEED TOGO FROM AN O-E STYLE QUICK

CONNECT FITTING ON A FUELRAIL TO AN AFTERMARKET A/N

STYLE FUEL HOSE, WELL EARL'SHAS JUST THE PART FOR YOU.

NOW THIS ANODIZED BLUEADAPTER IS ALL METAL EXCEPT

FOR THE SEALINGO-RINGS OF COURSE, NO

PLASTIC PARTS TO FAIL.

NOW ON ONE END IT'LL FIT ATHREE-EIGHTHS QUICK CONNECT

FITTING, ON THEOTHER A DASH SIX.

THIS ADAPTER FROM EARL'SMAKES MERGING AFTERMARKET

PARTS WITH O-EPARTS A SIMPLE TASK.

NOW IF YOUR TRUCK ISCARBURETED, AND ESPECIALLY

IF IT'S GOT A MULTI-CARBSETUP ON IT, AND YOU WANT TO

BALANCE THE CARBURETORSOR JUST DIAL IN THE IDLE

MIXTURE FOR YOUR ONECARBURETOR, WELL THIS GUNSON

COLOR TUNE TOOL FROM L-M-CTRUCK MAY BE HELPFUL.

THIS PART THREADS INPLACE OF THE SPARK PLUG.

AND SINCE IT'S CLEAR AROUNDTHE ELECTRODE, IT ALLOWS YOU

TO SEE INSIDE THE COMBUSTIONCHAMBER, AND YOU CAN DIAL IN

THE MIXTURE UNTIL YOUGET THE RESULTS THAT

YOU'RE HAPPY WITH.

THE KIT INCLUDES ALL THEPARTS YOU SEE HERE, AND YOU

CAN PICK YOURS UPFROM L-M-C TRUCK.

NOW VALVE COVER BOLTS AREN'TSOMETHING YOU NORMALLY THINK

YOU NEED TO UPGRADE, BUT IFYOU'VE EVER ROUNDED OFF A

HARD TO REACH HEX DRIVEFASTENER WHILE TAKING OFF

THE VALVE COVER ONYOUR DURAMAX, WELL YOU

MAY CHANGE YOUR MIND.

THESE 12 POINT FASTENERSFROM A-R-P WILL SOLVE THAT

STRIPPED BOLT PROBLEM.

NOW I'M SURE YOU GUYS AREFAMILIAR WITH ALL THE OTHER

BENEFITS OF UPGRADINGTO A-R-P BOLTS.

THESE ARE FOR THE SIX-SIX,AND THE L-B-Z, L-L-Y,

L-M-L, L-M-M VERSIONS.

THESE AMERICAN MADE A-R-PBOLTS ARE EASY TO FIND.

GUYS, THANKS FOR WATCHINGTRUCK TECH, SEE YOU NEXT TIME.

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