big block s10 This is a topic that many people are looking for. bluevelvetrestaurant.com is a channel providing useful information about learning, life, digital marketing and online courses …. it will help you have an overview and solid multi-faceted knowledge . Today, bluevelvetrestaurant.com would like to introduce to you Adding a 427 Big Block to a Street Strip S10 – Engine Power S2, E13. Following along are instructions in the video below:
“We finish off project lime dime with a shake down at the track and convert convert a powerful mustang to waterless coolant welcome to engine power. I m sure you this project from last season. While the weather got cold and all the tracks closed so we set it to the side we named the project lime dime. Clever huh well despite its color it had a good body and a good chassis and the price was right so we bought it don t let all this smoke fool you it only.
Packs a stock 43. Liter for tech really good front brakes and bald tires to let it happen. But it s a good mild street truck. So our goal was to create an 11 second street strip toy.
Powered by a nicely modified 427. Big. Block chevy and to speed. Things up.
We accepted a little help we let ryan from truck tech have a go on it with us. Oh. It s already got duals aust shoo. You guys are off to a great start a roll cage was his plan but not till.
We strip it down you guys keeping the stock axle right no let s go on fuel tanks gone charcoal canister exhaust driveshaft everything including the engine still warm from the burnout pm introduced these in 1985. Along with the phrase for tech technology. Because. A new head design created a vortech inside the combustion chamber.
For improved air and fuel atomization now modern vortech engines are named for their approximate displacement in cubic leaders. I think a big blocks benefit iii think it s gonna fit it nicely with some minor ac. Bucks new booster master cylinder to the abs. Plenty of room in here brian wasted no time getting started.
He s one of those guys. That sees it in his head from start to finish like creating safe and street friendly door bars he also got us lightweight aerospace brakes from summit with four piston calipers for the front and rear everything looks good on this on the other side of the tech center pat and i started with a complete 427 gm crate engine that we found at a local swap meet for 3500 bucks. Now it looked to be in great shape and the money was right so we took a chance let s see what our money bought us here. We ran.
It just like gm did with a 770 cfm carb. Hei distributor premium fuel and 36 degrees of total. Timing the rpm sweep was from 3 to. 6000 and it cranked out 469 horsepower at.
5500 rpm and 483 pound feet at 4000. Our goal was to extract every bit of power we could with minimal parts change and some do it yourself racing tricks that make a difference. We handled the cylinder heads by flowing them on our super flow bench. Then tuned up a single intake runner and combustion chamber.
So the guys at the school of automotive machinists could match the other seven and give them a nice valve job to free up more power. We showed you the difference in ring tension. And what it would be worth by freeing up friction making park shine. It is not just for looks.
We polished. The pistons and combustion chambers to isolate heat in the chamber for a more efficient burn. Then the crank was reunited with the block and the main caps were torque low tension rings were placed on the pistons and they filled up the bores a hydraulic roller cam shaft was installed followed by a billet timing set and then put back on the dyno after several timing changes and some carb tweaking it cranked out 509 horsepower 502 pound feet of torque 9 that s a gain of 40 horsepower and 19 pound feet. Then we dropped on an nos cheater kit nitrous system and a hundred and fifty shot yielded 669 horsepower 784 on the torque gauge lime dime is ready for assembly and we have our hands full first a currie f9 fabricated rear end was assembled and installed using caltrak mono leaf springs and traction.
Bars then it was time to get the engine mounted using front plates..
Followed by the th400 transmission after that we grabbed a little help and got the bed mounted and our down bars reinstalled weight over the axle is important for traction. So we mounted a pump gas and race gas fuel cell battery box and the radiator in the bed the necessarily complicated exhaust was next it started with massive up and forward turbo headers 3 inch pipe. Made its way under the truck. Where it has mufflers and electric cutouts everything was easy from here like all the plumbing for the fuel and cooling systems.
And the front suspension was upgraded with tubular a arms and calvert racing front shocks. The wiring was all wrapped up after hours and an aluminum driveshaft made the link from the trans to the differential. Then the distributor was dropped in for this got fuel ignition you ready yep whoo. It lived sells a lot of work that was a lot.
Oh. My goodness even at that point the work wasn t done. We still have some setup work to do to the suspension dial in our electronics. And do a little parking lot shape down to make sure the trucks ready for the track plus.
We still have to load the rig with all the necessities for this trip. All that right after this break to get the truck ready for the parking. Lot we re going to go ahead and start by setting all the tire pressures. Then we re going to go underneath and adjust the cal trax bars for the initial setting.
Then we ll make sure the timing is where we want it for the naturally aspirated runs. We ll go ahead and weigh the truck just so we know and then fill the nitrous bottles. We re going to run 12 pounds of pressure in the rear et streets as a starting point now the more pressure you run the faster the vehicle will go. But there is a point when too much pressure will induce wheelspin at the launch up front.
We re running 32 pounds much more than this will cause minimal tread contact on the racing surface. Which is fine for speed. But we ll get you in serious trouble. When you apply the brakes down to the deep end now setting up the cow tracks requires a driver to be in the pilot s seat.
And this is to get an accurate preload setting on the bar. It s simple to adjust turn the force transfer link until the spring stop bolt contacts. The spring then add a quarter turn locking the jam nut finishes. The setup repeat it on the other side now onto the shock adjustment since we re running a transmission with a trans brake.
The recommended setting from calvert racing on the rear shocks is between one and three up front there non adjustable 90 tents designed for maximum weight transfer. We go pet light her up next we can check the timing to make sure. It s where we want total for naturally aspirated. Runs will be 36 degrees next up we re going to find out with the lime dime ways.
So we can get a guesstimate on how fast it s going to run and we re gonna base it off of my trusty dusty moroso power speed calculator our scales are intercoms quick. Way sw 650 scale system. It s a wireless setup and super easy to use with tons of options with the appropriate scale under each tire. We ll lower the truck onto them looking at the digital screen.
We can see total weight front to rear bias as well as corner weights the power speed. Calculator is simple line up the weight of the vehicle. With the known horsepower rating and look at the results. Our truck should run in the high 10 second range at around 120 miles per hour before it sees those speeds.
We re making sure everything functions properly at a low rpm starting with the line lock by pumping the brake pedal. Three to four times and holding it firm press. The button on the shifter this activates a cell annoyed and keeps the pressure on the front brakes. When you take your foot off the pedal.
It release pressure to the rear..
So you can do a burnout when the button is released it lets the vehicle roll out now the trans brake and two step. Rev limiter. Which are tied into the same button on the steering wheel will get a test when it s engaged you match. The goat pedal to the floor.
The brake locks. The forward and reverse gear at the same time. So the truck won t roll through the beans at the same time the ignition is put in the low rpm loop. Which is the set rpm you launch at listen to it again enough of the parking lot.
It s time for the track. We re here at beech bend raceway in bowling green kentucky. And it s actually home to holley performance and their biggest event. The ls fest now the track is freshly scraped so it s not ready for the season.
And neither are we we ve still got a couple things to finish a lot of heat comes off of these headers and we don t want to cook. The fiberglass hood. De eyes under hood thermal acoustic lining will protect it with the shape. We need marked out we can cut.
It then remove the backing to reveal the self adhesive stickiness and apply it in the bed. We re adding 93 octane pump guests to the big sale. The little one is for race cats. We re not sure if we can use today either way we re still gonna sling.
Some rubber. So here s a quick tip spraying wd 40 behind the rear tires won t let rubber stick to it it s easy to clean. And it won t hurt the paint this s10 transformation has been a long time in the making. And today.
It s ready for its high rpm shakedown coming up now we re down on the racing surface and here s what i mean when i mentioned the track was green. They usually scraped the rubber off of the racing surface from about the burnout box to the 60 foot mark that s because over the winter. The rubber will actually absorb moisture and if they were to run on it again it would chunk up and ruin the racing surface for that weekend. Now what that means is this track is super slick.
So we re not trying to run the quarter mile or be heroes. We re here to shake the truck down and make sure it s ready for when we take it to an event. We ll be the only ones running this track today so to ensure safety. We re walking the entire surface to make sure.
It s free of debris water or any other foreign matter that would make it unsafe. I think you re right out past the 60 cut 1 2. A tire with over to the right side yeah. It s not horrible.
It s actually really well covered willie really well stuck down. So don t we stay some on top of it and see what we can do that s that s what that s what you re supposed to do yep before we start. We re taking advantage of the latest spark technology entering the high performance market iii now offers racing spark plugs chief designer don ward. Tells us why iii has a complete line for racing.
We will have motorcycle plugs up to top fuel as a matter of fact last year. We were testing our new top fuel plug and we won five races last year. 83. Started making plugs for small engines back in 2004 and quickly expanded into the automotive market with great success and with their continued r.
They re carving their own niche in the racing industry. Diamond fire. Ground wire. Technology.
You have a diamond in the center. You have more sharp edges to fire. It takes less required voltage. And when it burns more fuel it makes more power.
I don t care if its shakedown 60 foots or just burnouts getting safety gear on all our safety gear came from summit racing. Now this is an area your life depends on so don t spare any expense with water in the box. The maiden voyage starts using the line locked. That s going to do a three gear burnout.
But get some rubber laid now wallace. I mean i look good and sounding good how d it feel it sounded fine. It the truck is like a piece of ice right now so we re gonna put a little bit more down. And we did with a little to the left and another to mix it up well.
We know one thing. There s enough rubber down in the group for us to continue next up the first trans brake launch at the. Track the. Launch rpm is soft right now and 3000.
Not bad at all good tire wrinkle and a little sunlight under the front tires. I see potential we re too low in the rpm range for the engine. That s why the truck fell on its face. There yep all right we chose to make an adjustment right now.
We re going to raise the limiter on the two step that s done on the msd box. Which we have under the dash and it s hard for you to see burnouts raised tire temperature and temperature expands air. So we need to purge it back down to 12 psi. Another burnout gets the tires sticky in the same process with a little higher launch rpm that time a 177 60 foot.
Which is nothing to write home about light on that one was a double o6 that s better that was very nice still. It s got the touch on the button absolutely it feels good the brakes feel good the engine feels good. I opened up the exhaust on that last. I heard that now i get to have a little fun in the line guy doing burnouts in this thing are a blast and pat was right everything feels good and tight.
Which also makes us feel safe safe enough to run race gas and nitrous. But not today. We ll show you how to dial that in at this tracks next test. And tune event can t wait up next the conversion to a waterless coolant.
The end of overheating. You believe it or not the cooling system on a high performance application is just as important as its oiling system. Whether you have iron or aluminum parts both are susceptible to electrolysis and corrosion and that can wreak havoc on your engine s cooling capacity. And what causes that problem is water present in the system.
New technology is always helping us gear. Heads go faster and our parts. Live. Longer.
Today. It s with a waterless coolant that has several benefits over the water base types you ve been using now. It s called evans high performance waterless engine coolant and today we re going to show you how and why you should switch to it working in spiked. Torvill and mark stone.
From evans cooling systems. Know the ins and outs of their product. Water based g. Len.
s have been used for over 100 years. They typically comprise a 50 glycol and 50 water. Evans is unique in that we re the only engine cool in the world that has zero water in it so it has unique properties that that are desirable for racing applications. You re not going to boy 11 school in an engine which means you know form vapor.
You don t have a vapor barrier between the liquid and the metal now that means you always maintain liquids metal contact providing good heat transfer keep in metal temperatures under control especially at the higher temperatures. Where it matters the most the best way to illustrate the benefit of evans school in terms of our high boiling point is this little science experiment. We put together here so over here. We have a beaker of 50 50 antifreeze you can see it s boiling away at 233 degrees fahrenheit.
And over here at 297 degrees evans cool is completely stable. We still have another 75 degrees to go before the fluid would even boil that s why we brought in this 519 horsepower livernois motorsports. Engine. Making it the perfect candidate for today s conversion.
You must purge all the old water based coolant from the system for the evans coolant to work properly when it s empty. We can move on to the block drains if you re not sure. Which pipe plugs are the drains on your engine. A quick google search will help you out when coolant stops draining.
We can replace that plug introducing forced air into the system is next a standard shop vac makes this a simple task by blowing air into the radiator or expansion tank coolant is being forced out of the heater core and the areas that retain the fluid with all the old coolant out. We can seal the system back up evans prep fluid is basically used as a flush to remove any leftover water based coolant in the system. Now you have to fill it to capacity because the engine will need to be started and brought up to temp to circulate the flush through the entire system now we ll fire the cobra up move and the prep fluid will do its job working its way through all the nooks and crannies removing as much water content as possible when the temperature stabilizes. We can shut the car down.
And let it cool a bit now open the petcock and drain as much of the prep fluid from the radiator and the block just like we did before the forced air procedure also needs to happen again and you already know why now it s time for the final pour. It s the coolant that will last the life of the engine no flushing or changing. And if it needs to be drained save it and reuse. It never add water or conventional coolant to evans.
It will reduce its effectiveness here s an easy reminder they supplied with the coolant. The car needs to be started again and the system purged of any air. Leave the radiator cap off to let the air pockets move to the highest point. Which is this tank once the engine is at temperature.
We can shut it down and see if we pass the test by submerging. A litmus test strip in for 15 seconds. Then let it sit for two minutes 20 seconds and compare it to the evans ph scale. We should be between zero and 3.
Anything over five percent means you have to redo the whole process. Now that you ve been schooled on evans coolant go ahead and make the change your car will thank you for it in the long run you can pick yours up at summitracingcom. We ll ” ..
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