Why Chevrolet Spin Phase Out

McLAREN M6B Can-Am 1968 | Présentation et démarrage

French Speed Connection:

Hi guys, welcome to the French Speed Connection
Welcome back to the FSC
Well today there's a little bit of change
A major change
This is our first video in French
A little bit of explanation to start with
Before getting to today's topic, and this nice McLaren behind me
At the start, French Speed Connection had a lot of customers, followers and subscribers
who did not speak French
So we had decided to shoot our video in English
When we started our first videos few weeks ago
We have had a lot of feedback on the fact we spoke English while our team was called French Speed Connection
And that we were French
So we've been asked to shoot videos in French
And that's what we do today with great pleasure
For our English friends there will be English Subtitles
you just have to click on the little button below
That was the introduction message
Now let's get into the subject we are here for and this stunning McLaren Can-Am
Of course today everybody knows McLaren
But before being a successful sportscars manufacturer
There was a man behind all that, Bruce McLaren
He was a New-Zealander Formula 1 driver
and was in 1959 the youngest F1 driver to ever won a Grand Prix
And this passion for racing evolved into something bigger few years later
And Bruce McLaren created his own F1 racing team and Sportscars racing team
with cars like this stunning M6B
A little bit of history for those who don't know the Can-Am championship and its fantastic cars
Like this McLaren M6B built in the mid-60's
At only 28 in 1964, Bruce McLaren was a F1 driver but also ran his own F1 team
And also launched his first Sporstcar
a car similar to this one, the McLaren M1
This car fitted with a Chevy V8 was supposed to beat the Lola in the Can-Am championship
Lola was the main competitor of McLaren at that time
The M1 is a great car but it is built around tubular chassis
While the new Lola T70 MK1, is built on an aluminum monocoque, lighter and more rigid.
and what was to happen, happened, and Lola outshined its competitors in the Can-Am championship
and of course it was not to Bruce McLaren's taste
End of 1966, a major upgrade of the M1 is launched, inspired by what had been done at Lola
and the new car is built around an aluminium monocoque, the McLaren M6
In 1967, two factory cars are built and painted in the typical orange color of the McLaren team
And these cars would immediately win and finaly beat the Lola
The next year, as the M6 had been so successful in 67, many private teams wanted to buy a M6 to compete in the Can-Am championship
McLaren thus decided to build a series of M6 for the privateers, the M6B
like this car
26 units would finally be built for the 68 season
The McLaren M6B is first of all an incredible shape
As a sportscar it is very low
mid-engine of course
a big Chevy V8 that we will detail later on
this is also superb curves and sheer beauty for a car that is designed for speed above all
Of course, that M6B is called a "small" Can-Am
It is true that the car is quite small
But this car has amazing specifications
580 HP, and only 745 Kg (1642 Lbs)
Think about it, the power to weight ratio is just unbelievable
Now in this bucket seat, one can dream of being Mark Donohue or Denny Hulme behind the wheel
Except that some major skills are required to master that kind of cars
Even if the chassis is great and the car handles great, with a very torque engine
We will come back on this later
This is nevertheless a beast of a car
For the story, these cars raced in the Can-Am championship in the States, but also in UK until 1966
And these cars have been banned from the UK championship, because during the last season
Not this M6B, but the Lola T70 that were the competitors to the McLaren cars
They beat 7 lap records out of 8 tracks they raced on
so that they were faster than the contemporary Formula one
It was just inconceivable that a car on the planet could be faster than a Formula 1
So that the championship was banned in UK
Fortunately, the Can-Am lived on in the USA with these fantastic machines, the McLaren and later the Porsche amongst others
With the doors opened and the hood off, it is much easier to see how the M6B chassis is built
a riveted aluminium monocoque chassis
What is cool in the M6B is that you are very well surrounded by two riveted aluminium boxes ...
... but filled with gas.
You never feel alone in the M6B !
Here is the heart of the beast and this famous Chevy V8
As you can see it is mid-rear mounted just behind the head of the driver
When you drive this car you just make one with the mechanical components
This engine is a classic small block 350ci Chevy V8
It is of course very well prepared in this McLaren
It is fitted with 4 big Weber carbs
It could also be fitted with a Kinsler injection system in period
This car also has a spare Kinsler injection setup so that it could be fitted back in if needed
This is one of the most noisy car on the planet
This is not really noise. That V8 does music to the hears
And we will make you listen to it later on
It is a race car so that the V8 is dry sumped. Here is the oil tank
It is matted to a classic Hewland gearbox, very common in the F1 and Sportscars world
This is funny of the engine oil coolers are mounted far back in the car
The exhaust : look at the diameter of these pipes
This a free exhaust, directly connected to the engine without any muffler
Look at this beautiful header
The tires might look monstrous. It is true that they are of unusual dimension
But there are much more extreme setups. With this car we are in 1968 with a customer car
McLaren and the other builders that race in the Can-Am will produce cars that are more and more extreme
Even if the chassis are typically similar to this one,
but with much larger bodywork, bigger aero package, and even fatter tires
not talking about the big block engines that are much more powerful
As we talk about power
few numbers to provide a context
this small block 5.7 Chevy V8 is good for 580 HP
And this car has been weighted at only 745 Kg (1642 Lbs)
That gives an idea of the power to weight ratio
That is to say that for 1500 Kg (3300 Lbs) car, more or less the weight of a Porsche 911 tubo
It would have to be powered by a 1200 HP engine !
We told you that this car is one of the loudest car in the world, and we did not lie
And we will prove it right now
This is called a small Can-Am, I can guarantee that is has nothing to do with small
We will shortly shoot a more complete review and take you with us on track with the car
Meanwhile, we hope you enjoyed this presentation of the McLaren M6B, and our first video in French
Don't forget to subscribe to the channel. And we hope to see you soon on the French Speed Connection

500cc Transforming Power Wheels Build Subaru Powered

Grind Hard Plumbing Co:

Is Chevrolet Corvette the Greatest Racing Brand in America? - /SHAKEDOWN

THE DRIVE:

Is Chevrolet Corvette
the greatest
racing brand from America?
Well, it could be.
In 2012, in the America Le Mans
series, Corvette racing
won the GTE championship.
In Grand Am with the Corvette
Daytona prototypes, it helped
Chevrolet win the engine
manufacturer's championship
with those five Corvette DP's
running around with
the 'vette body work.
60 years of Corvette
racing and winning.
Now we're not going to take a
deep dive, but just a taste of
Corvette racing through
the years.
A snapshot look at each
generation of Corvette from C1
all the way through today's C6,
maybe a little bit of C7.
And I'm not ignoring
the current news,
but you know what?
Looking at what's going on, I'm
going to wait until some
things happen.
For example, with
Lewis Hamilton.
Sure, he left McLaren
to Mercedes.
But I want to see what he does
performing for the rest of the
year, and what happens next
year when he gets in that
silver car.
I could have talked about the
2013 F1 schedule, which now
has two US Grand Prix.
One confirmed, and
one not so much.
Circuit of the Americas
starts in 2012.
And I could have talked about
what's going to happen in 2013
at the circuit.
You're going to have a Grand
Am race, a combined double
header of WEC and the American
Le Mans sports car racing, and
then the F1 race.
But I want to wait to see
that action happen.
I could have talked
about new cars.
Hyundai, for example, announcing
their WRC car at
Paris, coming in 2014 to
compete with Toyota and
Volkswagen, and God knows
who else, and pulling
out of all US racing.
But again, I want more facts.
And I could have talked about
my trip to Lime Rock for the
Grand Am race.
Where the Grand Am officials got
all insulted that I didn't
show up with a Drive camera,
just like I did at ALMS.
But we talked to them, their
attitude is pretty much on the
same page of looking forward
to the future.
So let's talk about Corvette,
because it's going to be all
Corvette between Grand Am and
American Le Mans next year.
So it's time to take a look
at what they've done.

So today we're going to talk
about Corvette racing, but
before I do, let me get the
suit issue out of the way.
I've got a couple of business
meetings, and
we're dressed to impress.
And if you don't like it,
please email me at
subscriptions@ge
ntlemensquarterly.com, and
understand what fashion's
all about.
Let's get to the Corvette
racing story, because it
started with the Daytona
prototype thing that happened
this weekend.
They won the manufacturer's
championship for Chevrolet,
and Corvette and Chevy
are going to make a
big deal about that.
But what I'd like to do is
go back and look at their
history, which includes how
they won Le Mans with the
production based race car, and
all those ALMS championships.
So is Corvette the greatest
racing brand ever out of the
United States?
Well, let's start with C1.
First generation Corvette
from 1953 to 1962.
And this may be the first
Corvette race car ever.
The car ran the Panamera
down in Mexico.
But the real story of the first
generation Corvette was
the 1957 SS Mule that Zora
Duntov developed, brought to
Sebring, had Fangio in the car
doing some practice laps.
It evolved to the SS race
car you see here.
Which got us to 1963 to '67,
and the C2 generation.
And the racing story
here was really all
about the grand sports.
Five of them, maybe six were
built, and guys like Penske
got a hold of them.
Here's Penske's grand sport
in the Sebring paddock.
C3 Corvettes ran from
1968 to 1982.
And the two racing stories,
well, actually the three
racing stories caught
my mind this way.
In Europe, Greeter--
I think it's Greeter--
ran the Le Mans Corvettes
multiple years.
There was always that yellow
car and a blue car, and
actually, if you watch McQueen's
Le Mans movie, you
can see the Corvette pulling out
of the start right behind
the Porsches.
In America, there was the
Greenwood Corvette programs.
First of all, production
based.
As you see here the,
car number 28.
And then more exotic, with all
that bat wing, wide fender
shaping that actually, Zora
designed for John Greenwood
and those Corvettes, and they
ran IMSA GT in the US and
internationally.
And it all evolved to the most
extreme Corvette, John Paul,
his dad, the Sun team ran this
IMSA GT car, which had pretty
much everything exotic, and
pretty much non-Corvette.
But it was out there
under that brand.
That brings us to the
C4 generation's
Corvette, 1984 to 1996.
And the production race cars
kind of took a backseat to
this Corvette racing GTP, raced
by Hendrick racing.
Not a V8, a twin turbo V6,
but mega horsepower.
And a lot of people think
this is a beautiful,
beautiful, race car.
It kind of performed.
It was always up front, 12 pole
positions, but only two
wins in its life.
But it certainly got attention
for Corvette racing.
From the production standpoint,
Corvette built
their own racing series
back then.
The Corvette challenge series.
And here's one of
the race cars.
Becoming pretty good collectible
cars, and
certainly the launching point
for a lot of name drivers back
in that time.
And Corvette racing, the
production side actually did
do some international racing.
In 1995, a guy named Doug
Rippie, a real Corvette racing
fan, built this ZR1 with the
Lotus ZR1 based motor, his
version of new arrow, and took
it to Sebring to race.
Didn't do well, but developed
it to bring it to Le Mans.
It didn't succeed, but it
certainly got people's
attention being there.
And back in the US, a company
called Protofab built a
modified tube frame GTO
Corvette, and ran an IMSA in
that class.
And I believe won those
championships.
Which got us to C5, the 1997
to 2004 years for Corvette.
And frankly in racing, what
everyone really remembers most
is when the C5R raced at Daytona
with Dale Earnhardt
Sr. and Jr. in the cars.
Now, I don't think the Dale
number three car won, but it
was certainly there at the
finish, and everyone was
paying attention to
the great Dale
Earnhardt racing a Corvette.
And the stories go on that if
Dale was still here, he would
be running his own Corvette
racing team.
C6, the current generation.
2005 up to 2013.
And we all know about
the ALMS car.
GTE championships many,
many times.
And repeated Le Mans 24 wins,
because really, that's the
focus of this program.
And then in 2012, Corvette
decided to spend some money at
Jim France's behest to build
Corvette body work.
And they won eight of 13 Grand
Am races, but the chassis
underneath is really a
Riley or a Delara,
or the Coyote chassis.
But the body work is supposed
to be all Corvette.
The engines are from the
Earnhardt Childress racing
engine company.
They did the motors, they
won the manufacturer's
championship for Chevrolet.
Does that Corvette
Daytona prototype
body work look familiar?
Well, it kind of should
if you've been
following Corvette racing.
Because back in 2010, Pratt
Miller did a design study, an
engineering study, for a
Corvette GTP, which were to be
the new ACO Le Mans rules
for a category of car.
It went all the way to
a wind tunnel model.
And I've still got the
engineering proposal sitting
in my files.
Shh, don't tell.
Which gets us to C7, the
new car coming in 2014.
Here's the Jalopnik.com release
of what the production
car will look like.
And as you probably know, and
maybe have heard in an earlier
Shakedown, Pratt Miller
is working on the
C7R are as we speak.
And I'm assuming the Daytona
prototype body work will be
updated to C7 look as well.
So here's where I stop and
ask you guys to weigh in.
This was a snapshot look.
I'm sure you experts about
Corvette and racing have a lot
more details, and can fill in
a lot of blanks about what
went on with Corvette
racing history.
Sure, they won a lot of
championships over the years.
And there were a lot of
race cars out there.
Back in 1973 at Sebring, for
example, there were a full 18
Corvettes running that race.
But how well they performed, and
how much they really won
maybe is a topic for you
guys to discuss.
And any details of great
Corvette racing history, we'd
love for you to share.
And that's the bottom line
question I want you to ask.
Is Corvette really the
greatest racing
brand out of America?
Or is there something else we
should be talking about?
On Friday we'll get to some
other racing news, and like I
said earlier, with the big
racing news, we'll catch it as
they do things.
Who cares about my opinion?
Now, I'm going to go straighten
my tie, go to work,
make some money, and you
stay tuned for Tuned.

[MUSIC PLAYING]

The 1986 Chevrolet Camaro Iroc Z Budget Build Part 1 - Detroit Muscle S3, E1

POWERNATION:

(ANNOUNCER)>> TODAY ON
DETROIT MUSCLE WE START A
BRAND NEW BOTTOM DOLLAR
PROJECT THAT'LL TAKE A
TIRED '80'S ICON AND SHOW
YOU HOW TO GET SOME GO
FAST OUT OF IT.
(TOMMY)>> HEY FOLKS,
THANKS FOR JOINING US.
NOW WE'VE JUST ABOUT GOT
OUR OLD MOPAR, PROJECT
ULTRA VIOLET, ALL DIALED
IN AND READY TO TAKE IT
ON ITS MAIDEN VOYAGE.
SO WE'RE GONNA GO AHEAD AND
START US ANOTHER PROJECT.
AND LUCKILY FOR US
SHE JUST SHOWED UP.
[ SLIDING DOOR CLOSING ]
(MARC)>> NOW WE DECIDED TO
TAKE A CRACK AT A BUDGET
BUILD, AND WHEN IT COMES
TO BANG FOR YOUR BUCK IT
DOESN'T GET MUCH BETTER
THAN A PROJECT LIKE THIS,
A 1986 IROC-Z.
(TOMMY)>> THESE WERE THE
CREAM OF THE CROP WHEN IT
CAME TO THIRD GEN CAMAROS.
THEY WERE BASICALLY A
Z-28 WITH AN UPGRADED
SUSPENSION SETUP,
UNIQUE BADGING...
[ ENGINE STARTS ]
(TOMMY)>> ...AND A 190
HORSEPOWER TUNED PORT
INJECTED 305 SMALL BLOCK.
BELIEVE IT OR NOT, THAT
WAS QUITE A BIT OF
POWER FOR THE TIME.
(MARC)>> AND WITH ORIGINAL
MUSCLE ERA CARS GETTING
MORE RARE AND MORE PRICEY,
ONE OF THESE '80'S ERA
PONY CARS IS A GREAT
PLACE TO START IF YOU'RE
WORKING WITH A BUDGET.
THERE ARE A GAZILLION
PARTS AVAILABLE FOR THESE
CARS, AND THEY ALREADY
HANDLED AND STOPPED WAY
BETTER THAN ANYTHING MADE
IN THE '60'S OR '70'S.
OH AND ANOTHER BONUS,
SHE'S GOT T-TOPS.
(TOMMY)>> WE'RE GONNA
BE WORKING ON A $10,000
DOLLAR BUDGET, AND
THAT'S GONNA INCLUDE
PURCHASING THE CAR.
NOW WE SPENT $3,000 ON
IT, SO WE'RE GONNA HAVE
TO STRETCH THAT OTHER
$7,000 AS FAR AS WE CAN.
NOW WE ARE GONNA BE
REFURBISHING A FEW ITEMS,
AND THEN WE'LL SIMPLY
REPLACE A FEW OTHERS.
FIRST THING WE'RE
GONNA DO IS START
IN ON THAT ENGINE.
(MARC)>> YEAH AFTER
DIGGING AROUND A LITTLE
BIT, WE FIGURED OUT THAT
THIS IS AN F-C-T CODED
SMALL BLOCK, WHICH MEANS
AT SOME POINT IN THE THIS
CAR'S LIFE SOMEONE,
PROBABLY A HIGH SCHOOL
KIT, BLEW UP THE
ORIGINAL 305.
NOW THIS BLOCK'S OUT OF
A 1984 CHEVY C-10 PICK UP
TRUCK, BUT THE TOP END'S
ALL IROC, RIGHT DOWN TO
THE TUNED PORT INJECTION.
(TOMMY)>> FIRST ORDER OF
BUSINESS, WE'RE GONNA TAKE
US A FIELD TRIP DOWN TO
ENGINE POWER AND SET THIS
THING ON THE CHASSIS
DYNO SO THAT WE CAN
SET US A BASELINE.
YOU READY BIG GUY?
(MARC)>> I THINK SO,
AND I BROUGHT ALONG SOME
FASHION ACCESSORIES.
SO MAYBE I'LL FIT IN A
LITTLE BETTER WITH THE CAR.
(TOMMY)>> THIS BEING AN
IROC AND ALL, IT HONESTLY
FEELS LIKE WE'RE LIVING
IN AN '80'S ROCK VIDEO.
SO WHY NOT EMBRACE
THAT CONCEPT.
(MARC)>> YEAH, ESPECIALLY
WHEN IT COMES TO THE HAIR.
[ ROCK MUSIC ]
(TOMMY)>> IT'S RAINING
AWESOMENESS BACK THERE.
[ ENGINE REVVING ]
(TOMMY)>> FIRST
PULL 151 HORSEPOWER.
(MARC)>> WHOO, HONESTLY
THAT SOUNDS ABOUT RIGHT
FOR THE WEAR AND TEAR ON
THIS 305, AND SHE'S
PRETTY CONSISTENT TOO.
(TOMMY)>> SEVEN-TENTHS
MORE OF ONE HORSEPOWER.
(MARC)>> ALRIGHT, I
THINK WE'VE GOT IT.
(TOMMY)>> RIGHT
AT A WHOOPING 152.
(MARC)>> 152!
(TOMMY)>> TELL
YOU WHAT CUZ!
(MARC)>> WELL 152
HORSEPOWER, THAT'S
NOT GONNA CUT IT.
NOW AS ICONIC AS THAT
IROC-Z MAY BE, THE 305
UNDER THE HOOD'S NEVER
REALLY BEEN KNOWN
TO BE A POWERHOUSE.
NOW JUST TO CHECK WE
WENT AHEAD AND DID A
COMPRESSION TEST
AND A COUPLE OF THE
CYLINDERS ARE DOWN.
SO INSTEAD OF JUST
THROWING OUR BUDGET AT THE
305, WHICH IS A LITTLE
SCARY, WE'RE GONNA JUST GO
AHEAD AND PULL IT OUT.
(TOMMY)>> IT'LL BE A LOT
EASIER TO WORK ONCE THE
COOLANT SYSTEM IS OUT OF
THE WAY, BUT WE'RE GONNA
KEEP IT TO BE
REUSED LATER ON.
(MARC)>> WELL WE COULD
TEAR DOWN OUR 305 AND
FRESHEN IT UP, WE COULD
EVEN THROW A STROKER KIT
AT IT, BUT THAT WOULD
REQUIRE SOME MACHINING AND
PURCHASE OF THE KIT.
AND WE'D STILL ONLY BE AT
ABOUT 330 CUBIC INCHES.
WHAT'S BETTER THAN
THAT, 350 CUBIC INCHES.
WE GOT THIS SHORT BLOCK
CHEVY RIGHT HERE, AND IT
IS A BIT USED BUT WE'RE
ALREADY GONNA BE ABOUT 45
CUBIC INCHES AHEAD.
NOW A LOT OF YOU GEARHEADS
AT HOME MIGHT HAVE
SOMETHING LIKE THIS LAYING
AROUND OR YOU KNOW SOMEONE
WHO DOES, LIKE WE DO.
WE WENT DOWN TO ENGINE
POWER AND PICKED THIS UP.
THIS IS FROM AN OLD
PROJECT OF THEIRS, AND
IT'S GOT SOME MILES ON IT
BUT THIS IS EXACTLY THE
KIND OF THING YOU
CAN FIND ONLINE FOR
ABOUT $500 DOLLARS.
SO JUST TO BE FAIR, WE'RE
GONNA THROW $500 DOLLARS
ON OUR BUDGET AND
ROLL WITH THIS.
THE FIRST THING WE'LL DO
IS GET THE TIMING COVER
OUT OF THE WAY TO
ALLOW ACCESS TO THE
TIMING SET AND CAM.
IT LOOKS LIKE THE ENGINE
POWER GUYS PUT A NICE
DOUBLE ROLLER ON HERE BUT
IT STILL NEEDS TO GO SO
THAT WE CAN
GET TO THE CAM.
(TOMMY)>> WE'RE NOT SURE
WHAT KIND OF GRIND THIS
CAM HAS, WHICH IS THE CASE
A LOT OF YOU WOULD RUN
INTO WHENEVER YOU
PICK UP A USED BLOCK.
SO WE'LL JUST GO
AHEAD AND PULL IT.
A BOLT PLACED INTO THE END
OF THE CRANKSHAFT MAKES IT
A LOT EASIER FOR
OUR PULLER TO
GET THIS GEAR OFF.
IT'S A NICE PART BUT WE
WANT TO MAKE SURE THE ONE
THAT WE USE MATCHES
THE PIECES WE'RE
GOING TO INSTALL.
(MARC)>> SOME SCOTT SHOP
TOWELS WILL BE A BIG HELP
IN KEEPING ANY DEBRIS
OUT OF THE INSIDE OF OUR
BLOCK, SINCE THE NEXT
STEP IS GOING TO
INVOLVE CLEANING IT UP.
WE'VE GOT TO SCRAPE OFF
SOME OLD SILICONE AND
GASKETS BECAUSE YOU HAVE
TO MAKE SURE THAT YOUR NEW
ONES WILL GET A GOOD SEAL,
AS WELL AS ALLOWING THE
PARTS TO SEAT PROPERLY.
[ FILE SCRAPPING ]
[ COMPRESSED AIR BLOWING ]
(ANNOUNCER)>> AFTER THE
BREAK FIND OUT WHAT KIND
OF GOODIES ARE GONNA
PUT SOME PEP IN THE
STEP OF OUR IROC!
(TOMMY)>> ALRIGHT GUYS,
WE'VE GOT OUR ENGINE ALL
CLEANED UP AND WE'RE
READY TO START BOLTING ON
OUR GO FAST GOODIES.
NOW WE'VE GOT US A TOP END
KIT FROM TRICK FLOW THAT'S
GONNA GIVE THAT F-BODY
SOME GIDDY UP AND GO!
OUR KIT INCLUDES A SET
OF ONE POINT FIVE RATIO
ALUMINUM ROLLER ROCKERS,
A BILLET TIMING CHAIN, ALL
THE LIFTERS WE'RE GONNA
NEED, AND A BUMP STICK
THAT'S GONNA GIVE US
SOME PERFORMANCE AND
THAT SWEET SOUND.
THESE HEADS ARE THE BEST
PART OF OUR UPGRADE.
IT'S A SET OF ALUMINUM
TRICK FLOW 195'S.
THEY HAVE THE 62cc
CHAMBER, THE 202 AND 160
VALVES, AND THEY'RE REALLY
GONNA COMPLIMENT THAT
LITTLE SMALL BLOCK CHEVY.
TO TOP IT ALL OFF THIS
STREET BURNER ALUMINUM
DUAL PLANE INTAKE WITH
THAT OPEN AIR DESIGN
THAT'S GONNA HELP
KEEP YOUR FUEL
CHARGE A LITTLE COOLER.
(MARC)>> WHEN YOU'RE
INSTALLING A SET OF HEADS,
IT'S OF UPMOST IMPORTANCE
TO TORQUE THE HEAD BOLTS
TO THE PROPER POUNDAGE, AS
WELL AS FOLLOW THE TORQUE
SEQUENCE THAT THE
MANUFACTURER RECOMMENDS.
THIS IS THE SEQUENCE
FOR THESE HEADS.
(TOMMY)>> THE CAM CAME
WITH A PACKET OF ASSEMBLY
LUBE, BUT IF YOUR CAM
DOESN'T YOU NEED TO MAKE
SURE THAT YOU GET
YOUR HANDS ON SOME.
IT STAYS ON THE PARTS FOR
THOSE FIRST FEW CRITICAL
MOMENTS WHEN YOUR ENGINE
IS INITIALLY FIRED.
ONE GOOD WAY TO DO IT
WITHOUT MESS IS TO LUBE
THE LOBES AND BEARINGS AS
IT GOES INTO THE ENGINE.
JUST BE SURE THAT YOU
DON'T USE SO MUCH OF IT
THAT YOU DON'T
HAVE ANY LEFT FOR
THE LAST FEW INCHES.
(MARC)>> NOW WE CAN
INSTALL THE CRANK GEAR
THAT CAME WITH OUR
TRICK FLOW TIMING SET.
USING A BRASS DRIFT ON
ALTERNATING SIDES IS A
GOOD WAY TO PREVENT
DAMAGING IT.
NOW FOR THE CAM
GEAR, WHICH IS A
LITTLE MORE COMPLEX.
NOW WHEN WE'RE INSTALLING
A TIMING SET ON A SMALL
BLOCK CHEVY LIKE THIS, WE
LIKE TO POINT THE TIMING
MARKS AT EACH OTHER, WHICH
IS THE EASIEST WAY TO MAKE
SURE YOU'RE NOT GONNA GET
THE CHAIN OFF BY A TOOTH.
BUT YOU HAVE TO REMEMBER
WHEN YOU DO THIS, EVEN
THOUGH THE NUMBER ONE
CYLINDER IS AT THE TOP,
IT'S AT THE TOP OF THE
EXHAUST STROKE AND NOT
AT THE TOP OF THE
COMPRESSION STROKE.
SO ONCE WE GET THE TIMING
CHAIN ON, WE'RE GONNA TURN
THE CRANK SHAFT OVER ONE
FULL REVOLUTION TO BRING
THIS TIMING MARK TO
THE TOP AND GET US AT
TRUE TOP DEAD CENTER.
(TOMMY)>> LIKE HE SAID,
YOU'VE GOT TO MAKE SURE
THAT THE INDICATORS
ARE DEAD ON ONCE THE
CHAIN IS INSTALLED.
THEN WE CAN INSTALL
THE BUTTON AND IT
GETS CINCHED DOWN.
THE BUTTON ISN'T MANDATORY
BUT IT HELPS TO KEEP THE
CAM WHERE IT'S SUPPOSED TO
BE, AND THESE TABS KEEP
IT ALL LOCKED IN PLACE.
NOW IT CAN BE SPUN TO TRUE
TOP DEAD CENTER WITH THE
TIMING MARK POINTING
STRAIGHT UP.
(MARC)>> WE CAN GET THE
GASKET IN PLACE AND THEN
INSTALL OUR SHINY NEW
CHROME TIMING COVER.
IF YOU USE A POWER TOOL
LIKE THIS TO RUN THE BOLTS
IN BE SURE TO LEAVE THEM
A COUPLE OF TURNS OUT SO
THAT YOU CAN TORQUE THEM
TO THE PROPER AMOUNT.
WHILE WE'VE BEEN
INSTALLING OUR CAM SHAFT
AND TIMING SET, OUR
LIFTERS HERE HAVE BEEN
SOAKING IN SOME
CONVENTIONAL 30 WEIGHT OIL.
THE REASON WE DO THIS IS
BECAUSE THESE HYDRAULIC
LIFTERS NEED TO BE
PRE-SOAKED SO THEY'RE
PRIMED WHEN WE GET
THEM IN THE ENGINE.
AH!
(TOMMY)>> THE HEADS COME
WITH A-R-P STUDS AND WE'LL
USE SOME A-R-P FASTENER
LUBRICANT ON THE THREADS
AS WELL AS SOME ROYAL
PURPLE ASSEMBLY LUBE
ON THE PUSH RODS
AND VALVE STEMS.
THEN THE ROCKERS CAN
BE LAID INTO PLACE.
WE'LL TIGHTEN THE
NUTS DOWN UNTIL
WE HIT RESISTANCE.
(MARC)>> NOW WE'RE
GETTING READY TO ADJUST
OUR ROCKER ARMS.
NOW SINCE THESE ARE
HYDRAULIC LIFTERS WE HAVE
TO ADJUST THESE
TO ZERO LASH.
WHICH MEANS THERE'S GONNA
BE NO SPACE, NO PLAY IN
BETWEEN THE ROCKER
AND THE VALVE STEM.
THE BEST WAY TO DO THIS
IS WHEN THE EXHAUST VALVE
BEGINS TO OPEN, WE ADJUST
THE INTAKE SIDE, AND THEN
WHEN THE INTAKE SIDE
BEGINS TO CLOSE THAT'S
WHEN YOU ADJUST
THE EXHAUST SIDE.
OKAY FIRST THE INTAKE.
TURN IT UNTIL YOU BEGIN
TO FEEL RESISTANCE,
THEN GRAB YOUR WRENCH.
WE'LL TAKE IT DOWN A HALF
TURN, THEN JUST A LITTLE
FARTHER WITH THE SET
SCREW TO KEEP IT IN PLACE.
THEN WE NEED TO SPIN
THE ENGINE UNTIL THE
INTAKE STARTS TO CLOSE.
THEN WE'LL JUMP ON THE
EXHAUST SIDE ROCKER.
IT'S THE SAME
PROCEDURE ON ALL THE
REST OF THE ROCKERS.
(ANNOUNCER)>> STICK AROUND
AND UNCOVER OUR BUDGET
HORSEPOWER SECRET!
(MARC)>> HEY GUYS, WHILE
YOU WERE GONE WE WENT
AHEAD AND INSTALLED SOME
NEW VALVE COVERS, NEW
WATER PUMP, REINSTALLED
THE BALANCER AND THE OIL
PAN, AND SWITCHED OVER TO
THIS ACCEL VACUUM ADVANCE
H-E-I DISTRIBUTOR THAT WE
GOT FROM SUMMIT RACING.
THE REASON WE HAD TO DO
THAT IS BECAUSE WHEN WE
GOT RID OF OUR E-F-I
SYSTEM WE GOT RID OF THE
DISTRIBUTOR THAT WAS
ELECTRONICALLY CONTROLLED
AND SWITCHED OVER TO
THIS VACUUM ADVANCE.
NOW IF YOU GUYS REMEMBER
WE ROTATED THE CRANK SHAFT
OVER ONE FULL REVOLUTION
BRINGING US UP TO
TRUE TOP DEAD CENTER.
WE HAVE THE ROTOR POINTED
AT CYLINDER NUMBER ONE,
MADE A MARK RIGHT HERE.
WE'RE GONNA LINE IT UP
AND THAT'S WHERE WE'LL
PUT THE NUMBER ONE WIRE.
(TOMMY)>> ONE GREAT THING
ABOUT THIS PARTICULAR
ENGINE SWAP IS THAT SINCE
IT'S JUST ANOTHER SMALL
BLOCK CHEVY, IT WILL
PLUG RIGHT INTO THE
HOLE WITHOUT ANY
MODIFICATION TO THE
MOUNTS OR TRANSMISSION.
WE HAD TO PULL THE VALVE
COVERS TO KEEP THEM FROM
GETTING SCARRED UP.
BUT IF THAT'S THE WORST
THING WE HAVE TO DEAL
WITH, WE'RE IN
PRETTY GOOD SHAPE.
WHILE YOU GUYS WASN'T
LOOKING WE WENT AHEAD AND
BUTTONED UP THE BELT
DRIVES AND THE COOLING
SYSTEM ON OUR IROC, AND
NOW WE'RE GONNA MOVE
ON TO THE FUEL SYSTEM.
NOW ORIGINALLY THIS CAR
CAME WITH FUEL INJECTION
BUT NOW IT'S GONNA BE
RUNNING A 600 HOLLEY.
ONE OF THE ISSUES WITH
CONVERTING IT OVER
TO THE CARBURETOR
IS THE FUEL SUPPLY.
THE PUMP THAT'S
IN THIS CAR MAKES
TOO MUCH PRESSURE.
SO WE'LL JUST SIMPLY DIAL
IT BACK USING A REGULATOR.
(MARC)>> BUT BEFORE WE
PUT THE CARB ON WE'VE GOT
SOMETHING EXTRA JUICY
TO BOLT ON FIRST.
NOW THAT EXTRA JOLT WE'RE
TALKING ABOUT IS GONNA
COME FROM THIS SNIPER
NITROUS KIT FROM N-O-S.
IT'S GONNA ADD UP TO 150
EXTRA HORSEPOWER ON TOP OF
WHAT OUR 350'S GONNA
PRODUCE, AND THAT'S GOOD
FOR US BECAUSE WE'RE ON A
BUDGET, AND WHEN IT COMES
TO POWER ADDERS, YOU'RE
NOT GONNA FIND MUCH BETTER
BANG FOR YOUR BUCK
THANK A NITROUS KIT.
NOW THIS IS A PLATE STYLE
SYSTEM, WHICH UTILIZES
THIS INJECTOR PLATE AND IT
BOLTS BETWEEN THE CARB AND
THE INTAKE, AND IT
ALSO COMES WITH ALL THE
PLUMBING TO HOOK IT UP.
THESE JETS THAT COME WITH
THE KIT WILL GIVE US AN
EXTRA 100, 125, OR 150
HORSEPOWER DEPENDING ON
WHICH PAIR WE USE.
AND OF COURSE IT COMES
WITH ALL THE ELECTRICAL
COMPONENTS TO
ARM THE SYSTEM.
NOW WE WENT AHEAD AND
ASSEMBLED OUR PLATE
WITH THE SOLENOIDS.
AND THEN WE PUT THE JETS
IN THERE FOR THE 100 SHOT
BECAUSE WE WANTED TO BE
A LITTLE CONSERVATIVE,
AT LEAST FOR NOW.
I'M GONNA MAKE SURE THIS
PLATE GOES WITH N-O-S SIDE
POINTING UP, AND WE CAN
PUT OUR GASKET ON FOR THE
CARB, DROP ON OUR HOLLEY
CARB, AND LOCK IT DOWN.
WE'LL USE THESE ADAPTERS
ON THE STOCK FUEL LINES
AND MOUNT OUR REGULATOR
ON THE WHEEL WELL.
[ DRILL SPINNING ]
(MARC)>> WE MADE A COUPLE
OF HOSES THAT WILL TIE THE
FEED AND RETURN LINES TO IT.
SO WE'LL PLUG
THOSE IN AS WELL.
BE SURE TO USE THE PROPER
ANODIZED LINE WRENCH IF
YOU'RE UTILIZING
A-N FITTINGS.
THEN WE CAN TIE IN THE
LINES TO THE SOLENOID AND
THE CARB BECAUSE IT'S
A WET NITROUS SYSTEM,
MEANING THAT IT SPRAYS
MORE GAS AS WELL
AS THE NITROUS OXIDE.
WE'LL THEN HOOK UP OUR
NITROUS LINE AND GET OUR
BOTTLE STOWED IN
THE BACK OF THE CAR.
(TOMMY)>> NOW WE'RE
GETTING TO THE END OF THE
ROAD WHEN IT COMES
TO OUR INSTALL HERE.
THE NEXT THING
WE'RE GONNA DO IS
FINISH UP THE WIRING.
THE FIRST THING THAT YOU
WOULD NORMALLY DO IS MOUNT
YOU A BIG GNARLY
SWITCH INSIDE THE
COCKPIT SOMEWHERE.
THAN THING WILL
ENERGIZED THE SYSTEM.
AND THEN THE NEXT THING
YOU WOULD WANT TO DO IS
WIRE UP THIS MICRO SWITCH.
WHAT IT DOES, IT ACTUALLY
ENERGIZES THOSE SOLENOIDS
AND MAKES EVERYTHING
GET HAPPY.
THIS MICRO SWITCH IS
ACTUALLY PRETTY SIMPLE.
WHEN THE THROTTLE GETS
PUNCHED ALL THE WAY UP IT
PUSHES ON THE SWITCH AND
CLOSES THE CIRCUIT, WHICH
THEN SPRAYS OUR
GO-GO JUICE.
(ANNOUNCER)>> UP
NEXT IT'S DYNO TIME!
[ ENGINE REVVING ]
(TOMMY)>> WE'VE GOT OUR
350 PLUGGED INTO OUR
LITTLE YELLOW IROC AND
SHE'S READY TO GO BACK
ON THE OLD DYNO DOWN
IN ENGINE POWER.
(MARC)>> YOU
READY TO DO THIS?
(TOMMY)>> YEAH I'M
OUT OF THE WAY.
(MARC)>> ALRIGHT, YOU
MIGHT WANT TO STAND BACK.
[ ENGINE REVVING ]
(TOMMY)>> 227.
(MARC)>> SAY THAT AGAIN.
(TOMMY)>> 227.
(MARC)>> 227?
(TOMMY)>> 227, YEAH OUR
FIRST PULL, OUR POWER
NUMBER WASN'T THAT
IMPRESSIVE BUT AFTER
OUR UPGRADES
DRASTIC IMPROVEMENT.
(MARC)>> WE'RE NOT
TRYING TO LAY DOWN EARTH
SHATTERING NUMBERS WITH
THIS BUDGET SMALL BLOCK,
BUT WE'RE ALREADY QUITE
A BIT AHEAD OF WHERE WE
STARTED, AND SHE'S
LOOKING REALLY
CONSISTENT WITH THE PULLS.
IT LOOKS LIKE WE'RE
ABOUT 75 HORSEPOWER.
(TOMMY)>> ALRIGHT GUYS,
WE'RE GONNA PULL A LITTLE
BIT OF TIMING OUT OF THIS
THING, AND PRETTY MUCH A
RULE OF THUMB IS TWO
DEGREES PER 50 SHOT.
AND THE REASON YOU'D WANT
TO DO THAT IS BECAUSE
PULLING THE TIMING OUT OF
IT, IT REDUCES THE CHANCES
OF DETONATION BECAUSE
WHENEVER YOU SPRAY IN THAT
NITROUS, THIS INCREASES
THE CYLINDER PRESSURE.
ANOTHER THING THAT YOU'D
WANT TO DO IS PUT IN A
COOLER SET OF PLUG, AND WE
WENT AHEAD AND DONE THAT
WHENEVER WE WERE
DOING THE INSTALL.
(MARC)>> WITH OUR 100 SHOT
OF NITROUS WE'RE PULLING
FOUR DEGREES OF BASE
TIMING OUT, PUTTING IT
RIGHT AT FOUR DEGREES.
LITTLE BIT, LITTLE
BIT, RIGHT THERE.
ALRIGHT, HERE WE GO!
(TOMMY)>> LET ME
STEP OUT OF THE WAY.
UH OH!
(MARC)>> IT DIDN'T
LIKE THAT DID IT.
(TOMMY)>> I'LL BET IT
AIN'T GOT NO GAS IN IT!
[ ENGINE REVVING ]
(TOMMY)>> ONCE WE MANAGED
TO FIND A CAN OF GAS, IT'S
TIME FOR A MOTOR ONLY RUN
WITH THAT TIMING PULLED
OUT JUST TO MAKE SURE
IT STILL LIKES IT.
[ ENGINE REVVING ]
(MARC)>> 220, YEAH THAT'S
WHAT IT MADE BEFORE.
ALRIGHT, SO WE'RE
ALL FINISHED WITH
OUR ALL MOTOR RUNS.
SO WE'RE GONNA GO AHEAD
AND ARM THE SYSTEM HERE,
TRY THE NITROUS.
[ ENGINE REVVING ]
(MARC)>> SHE PULLS A LOT
HARDER WITH THE SPRAY,
PUTTING IT RIGHT AT
294 HORSEPOWER, AND 351
FOOT POUNDS OF TORQUE.
OKAY WELL WE MANAGED TO
PUT A LOT MORE PEP IN THE
STEP OF THIS IROC,
AND WE'RE GONNA STAY
CONSERVATIVE ON THINGS
LIKE THE TUNE, THE TIMING,
AND THE NITROUS BECAUSE
THIS IS A BUDGET BUILD AND
WE DON'T WANT TO FIND
THE NEXT WEAKEST LINK.
(TOMMY)>> FURTHER DOWN
THE ROAD YOU NEVER KNOW.
WE MAY END UP THROWING
THE SPURS TO HER JUST
A LITTLE BIT MORE.
BUT HEY, EVEN ERRING ON
THE SIDE OF CAUTION WE
STILL MANAGED TO
DOUBLE THE POWER THAT
WE STARTED WITH.
AND WITH ABOUT $3,500
BUCKS MORE TO SPEND
THERE'S STILL A LOT
MORE ROOM TO MAKE ON THE
IMPROVEMENTS OF THE
SUSPENSION AND THE INTERIOR.

Bad Water Pump - Sound of a Bad Bearing - Symptoms Bad Bearing - Idle Squeal Bad Water Pump

BundysGarage:

ALRIGHT GUYS WORKING ON A HONDA ACURA V6 HERE
A 3.5 LITER VTEC ENGINE I DONT KNOW IF YOU
ARE GOING TO BE ABLE TO HEAR THIS OR NOT BUT
THE WATER PUMP IS GOING BAD THE BEARINGS ARE
GOING BAD IN IT AND IT'S MAKING KIND OF A
SQUEAL SOUND HOPEFULLY YOU GUYS CAN HEAR IT
OVER THE THE ENGINE BUT HERE I'LL BRING IT
UP CLOSE
AND THE WAY I CONFIRMED IT THE TWO BOLTS ONE
RIGHT THERE WHERE MY FINGER IS POINTING AT
RIGHT NOW JUST TOOK A SCREWDRIVER PUT THE
END OF THE SCREWDRIVER ON IT AND HELD THE
PLASTIC END TO MY EAR AND I COULD HEAR THE
BEARING JUST GOING OUT FAILING ON THE WATER
PUMP
RIGHT THERE I DID THE TIMING BELT AND WATER
PUMP AND TENSIONER AND ALL THE TIMING BELT
COMPONENTS ON MARCH OF 2013 136,000 MILES
ITS NOW GOT 192,000 MILES ON IT SO 5 YEARS
IT SHOULD OF LASTED LONGER THAN THAT BUT HOPEFULLY
YOU GUYS CAN HEAR THAT BAD WATER PUMP JUST
WANTED TO SHOW YOU GUYS WHAT A BAD WATER PUMP
SOUNDS LIKE

How to test for a bad head gasket

ScannerDanner:

How to Fix Car that Clacks When You Turn (CV Joint and Axle)

Scotty Kilmer:

one, two, three, four!
Rev up your engines!
It's time for the Scotty Kilmer Channel
if your car is make a clacking noise when you
accelerate and corner at the same time,
like this, then odds are you need to a new
CV joint and axle because it's probably
broken, so we'll jack it up to find out, and
when we crawl under and look inside the
tire, there it is, the CV boot is ripped,
the grease has come out, now the joints
worn out, now in the olden days we used
to take it apart put it on the CV joint
on, but with these brand new axles that
are made overseas, it's cheaper just
buying the whole assembly than it is
trying to fix it, and really then you get
both CV ends, all new boots and new axles,
so it should last a long time,
so take the wheel off, then take the nut
off that holds it in place, now being a
mechanic, I got an airgun and an impact
wrench, if you don't have that, you can
use one of these long cheater bars and
pull on that to get it off, while someone
else sits in the car with their foot
jammed on the brake to keep the wheel
from turning, that works good too,
then we take the nut, loosen it off
the tie rod arm, and here's a trick, then you
just screw it on a little way, then get a
big hammer and hit the bottom to pop it
out of place, as you can see, now it comes
out of the way, then we take the bolts
that hold the strut into the hub off, and
then the whole hub slides off the axle,
there it is, and now comes the fun part,
the other end of the axles snaps into
the transmission, we have to pry this off
of some type of pry bar, so here I am
with a little pry bar and a hammer, I'm
going to try to tap it out, well here goes,
came out, and don't be like me and forget
to put a drain pan under there to catch
the fluid that drips out of the
transmission, I didn't make too much of a
mess, just remember to put the pan there
before you pop the axle out, some cars
drip fluid when you pull them out, some
won't, so always stick a pan under there
first,
so if it does drip you'll be able to
catch all the fluid to put it back in,
and before you put the new axle in,
here's a trick I learned years ago, you
get some thick grease and then put it
around the end of the axle that goes
into the transmission, because it's got a
little pin in here that snaps in place,
and if you put the grease in, it'll stay
here, if you don't it might flop down and
then jam in and you'll never get it to
snap in right, I've had that happen and
it's no fun, then you slide the axle
into the transmission, and you hold it up and tap it with a hammer to snap it
in place, and then the end slips into the
hole, and slides into the hub, then you put the
nuts and bolts back on that hold the
strut to the assembly, put them on nice and
tight, then put the tie rod back in,
and get a new cotter pin and stick that
in the hole that fits through and bend it
back, so it doesn't fall off, and get the
axle nut on nice and tight, and
stick a new cotter pin in there too, and
bend it back over so it doesn't fall out,
put the tire back on and the lug nuts,
then of course take out the transmission
dipstick and put fluid back in that leaked
out, so the next time one of your CV
axles breaks and starts clacking, why not
fix it yourself, and remember if you've
got any car questions just visit the
scotty kilmer channel

2007-2013 Chevrolet Malibu 2.4 liter JET Performance PC Module Install Stage 2

JEGS Performance:

Hi. Ryan Seller coming to you from JET Performance
Products in Huntington Beach, California.
Today we're going to install the Power Control
Module in a 2012 Chevy Malibu. Now let's go
see how easy this is to do.
So in a 2012 Malibu the computer is located
on the driver's side under the hood. Real
simple to get to as you can see. To do this
one we need to remove the windshield wiper
inlet tube. It just unplugs after you've removed
the body clip. To remove the connectors at
the ECU, there's some red locks here, push
down on them. And pull back on the handle
to release the connector. Pull it off of the
computer. Repeat it on the second one. Now
we've got the wiring harness disconnected.
This just slides into this bracket. There's
two small locks, one on either side. Simply
push in on them and pull up on the computer.
And that's it. The computer is out of the
car. Now let's go install the module.
Now we're going to install the JET module
onto the computer itself. Really simple. Unlock
the slide lock on the JET Power Control Module.
Line it up over the black connector. Push
down firmly, not too hard. Slide the lock
back in. That's it. It's installed. Now we
go back and put it back in the car.
As you can see, we re-installed the computer
with the JET module back into the factory
bracket. Just slides right in. You're going
to reattach your factory wiring harnesses
where they came from. The grey goes in the
grey. The black goes into the JET Power Control
Module that you just installed on the black
connector. Slide it over. Pull the handle
down. Locks itself in. Lock your red lock
on it. And that's it. We're completely installed.
Replace your tube and your car's ready to
go. You just added instant horsepower to the
vehicle on this application. You're going
to get about 12 to 14 horsepower at the wheels.
Get all the parts for your car at Jetchip.com
and check us out at Facebook and Instagram
at Jetchip.

1966 - 1972 Historic Trans-AM Cars - Rolex Monterey Motorsports Reunion

MotorTrend Channel:

74 season as they just did it was a
reprise of Oliver informers and I can
talk and think about was standing there
walk into and watching those things
Thunder by night with straight while
working at funder yeah we're not done
with the noise we're going from the 50th
celebration of km to the 50th
celebration of trans am and everybody my
Joy's in this one as you take a look at
the starting line now what cars he is
number 69
mike is in the want to say it's 89
yes card / 89 holistic black with gold
stripes it has a distinctive sound it
doesn't sound quite so factory issues
that comes by was watching like earlier
today
yeah well as he was talking about the
difference of the generations of the
Kazakh cars would have done this is 1966
272 Trans Am season in the early stages
where they really had to be pretty much
as they were from the showroom with the
with the wings and the vaccine included
everything never modified production car
you're absolutely right and it it work
people came out I remember the 70 Trans
Am season while it was a classic season
watch this however because this is all
the seasons combined
this is going to be brilliant looking
all the cars here we go
yeah
AMC Javelin down
mustang
second place
yeah
it takes to slow down
mustang Strider
and second
wanna go
x-men we met earlier today is leading
this one in the chapel
771
organization
rwr story hello Jeff
still remember
cover the story
thanks Jim
number 64 1970s
32
Jerry guard the 70 season
live somewhere here
and she just give the kids man
morning
he's got
this is
she told me
apparently
yeah
very tight
adjust well guys i just wanted to shout
out to my friend Walter brown jr. is in
fifth place right now qualified full any
71 Camaro this is a lovely story this
car was actually cool
life engineer
discount plan and the photo the extra
money
get ready
it's a great friend and I'll tell you
what let's go
anything amazing work cell only comes
barrett-jackson
limit
the integration to be over to around you
know
on the color there is peace the
old-fashioned way it has a cinema
good
tonight
he mentioned a brother
engine stature guy and he's running
just
this is not a guy who should be in no
small formula car
turn down the hill and it looks like the
Mustang got in front I'm the channel it
stays that way
Steven
610
that's been turning into the inside
check
blinks javelin mustang mustang mustang
canerro it's a Shelby Mustang
teach them around
just hold on
it's a time
one as many of them
one
judging from the way
prepared by Carroll Shelby for the Trans
Am it's me see
respond
the corkscrew here it is it here comes
the javelin down
yeah
they turned
beautiful time in the world
it's gonna be because this is displacing
it gets right
these cars
better state of preparation
scars let's go
the circuit in two places
you're much then got your people are
second
you said relative this one is to show me
Mustangs be the perfect keratitis true
Silverhawks
yeah
touching for your consideration and
yeah
that didn't do it in the am single
machine
listen
thank you
he's closing in
games number 13 $YEAR camaro
soon
it was originally my school unit gives
first recent Daytona the general crystal
clear
receiver
thirsties we left corner
difference year surgery there as well
it's a run that this is the thing the
family business is not just camshafts
also
it's also penetration and it's smoking
in the car from the best damn garage
image
the edges the room or harder and more
often than any of their camaro out there
javelin still leads the Sun continues to
set
final race the day 19 6672 his tour
Trans Am cars group 8a
you can't wait
I can't wait because i want to see the
races
supposed to be spectacular
of course
courage for you then
conservation tenseiga as well as from
not for delicate
english
we're going to the security goes to mr.
gray goes there is right there till you
start to look at the room and take a
wait-and-see sold
best
Adams
generic 671
it was really good as I said anything
about the second
vicious
Julius rusty Joey
to give me behind
what
where to
too late
worked on that car then still here today
is actually here today
to sing
them to see that car going around and
ran seven races for three top
that shouldn't be back friday daily drug
grocery-getter take the kids to school
lives in the train table
back to Justin well not familiar fight
all members
a lot of years hunting you were here is
a corner worker in the seventies is it
pretty cool to see these cars they're
back out there to see the crisis will
saw them back
they obviously the world's best drivers
behind the wheel a in america was
suddenly in this category but these guys
going pretty hard champions in their own
right
has a pan was this magnificent area from
here for american racing because someone
of use a break
it certainly sums up everything is great
around
they like the heart
operation must celebrate
you know around
and it's because the combine these
issues in the small things like it's
rare that you go to a racetrack Justin
it
question is addressed know.com let's
give her a lot because it's really fun
to read
yes
she's everywhere she is everything
everywhere I go there's when she's just
what we need
so it's
we're in the middle of the top ten
running an eighth-place the great ghost
reliving its glory days and doing it
two
this is what do you still love me
second
and then I think so many Mustang was
almost dominant day they had to fight
with penske Penske with AMC and he had
to America shelling
bring a channel
6
ok
action
seven
someone
yeah
california
ring
we break up
trans am on the same weekend on the same
card
even fourteen nineteen seventy dollars
that was a good technical down here for
the car
is that 15
60-64
yeah that was holes are near the front
running in the top three they wished he
was forced to land
time I start
continue
224
absolutely
he's had some good recipes had a great
deal with the race that's for sure there
is
just a teacher driving
private school here for a long time I
guess I've got a lot of guys have been
through that to the driving little
formula ford is a lot different
international
Jason Seattle Brock down the hill my son
Scott want a legends Carter is really
really
followed in the footsteps
you're racing was wonderful very
Telemundo
yeah
the community does it right he he
restores the car
Connie carpet 26.2
the first iteration of the javelin as
the configuration brought into the
transit
one of two chaplains building 16 by ron
kaplan engineering for the factory team
George former pro that
should be getting close to the checkered
flag here
perhaps and your work
yes
detection of the reports
11
the tree
sorry to come
this was a spectacular series me
we're in
the breakthrough cemetery
you know you the transgenic animal on
the same that was his biggest just about
anything else was behind
racing wise in the country benefit
rival anything that mask training
racing series in America includes
we used to call grand national back in
the day
6
trans am also on the same weekend
operations cars they couldn't david
pearson one
recovers for a moment here with aj foyt
said never forget about that stock-car
racing handle that
yeah
person
the track was covered in on
see
monterey sweet-looking saying
amazon between smith
the chapel
things shall be running in second place
has made a trip into the
take 6672
colors
trans-am series
even better
down the hill one more time and so crest
over into the corner
better shaft searching for traction
entities
the rating curve the investment can hold
on for the win here
it again
the brakes work at eleven more
education
here we go
return number two number 11 the final
corner to the checkered flag
leaving the victory
what a marvel stage
waiting for me to come your way tomorrow
right here
as automobile bring you live coverage
2016 rolex monterey motorsports reunion
party by mission and have found my joy
where's my gonna finish I gotta beat
23rd
Michael bring that
reminds me of another restaurant opening
yeah
transition
think that's only fair
I don't think that's gonna happen lol
but it's worth saying at least
somebody
to the races he gets to bring a martinet
part strong blessing
at least my quickness an orientation
speaking
talking about shot given spectacular we
fully expect to be back here with us
again tomorrow for the show at least as
much as we can get you to sit here with
us to our way to watch I'll should be on
your like tomorrow will even buy lunch
one more time you can really get the box
you want to go that's another thing
about this wedding talk about attraction
like joy across the line 23rd moves on
way to build Michael
any celebrates and job my should
everyone of the mother should celebrate
including this man he's gonna make his
way onto the track getting back to the
shake hands with the gang back in the
paddock area they got themselves a win
here today on this Saturday portion of
the weekend
mazda Raceway Laguna Seca
yeah

Do K&N Air Filters Destroy Your Car’s Engine

Scotty Kilmer:

rev up your engines,
q Anna says Scotty I saw a video said K&N
filters allow dust particles to critical
engine components and actually grind the
Pistons what do you think about it,
should I stick with OEM for my Triumph
Daytona, here's the thing,
K&N air filters they're good air filters
they're reusable, you can clean them and re
oil them, they have to have oil put into
them to collect the dust,
well they filter quite well, but it also
will clog up a lot faster in dusty
environments, you have to decide whether
you're gonna take care of them or not, if
they
get all clogged up and pieces start
coming off yeah it'll wear things out
faster basically, you got a Triumph
Daytona 675 it's a motorcycle, really for
them the paper filters are best because
their just paper, and they get dirty you
take them out whack them get the dust
off and vacuum or have a spare one and
they're so easy to change on those things
anyways
a little box comes in and
out, I'd stick to the factory ones you
know you they work just as well, and
you don't have to think about them getting
all
clogged up with dust and stuff getting
inside them, John simmon says I
don't know why people keep getting mad at
Scotty saying this car is bad or this
isn't good,
he wants you to save money elsewhere and
he's absolutely right, okay yeah people
do get mad at me, because some people get
emotionally involved in vehicles, and
then they say, oh he's nuts that's a great
vehicle, I even had a guy once in England
tell me how great Jaguars are and they
don't break, and oh they're wonderful
cars you don't know what you're talking about
yeah I laughed at that one, I mean
who knows what the truth is on the
Internet,
but unfortunately people get emotionally
involved in their cars, don't ever do
that if it's your transportation device
now if it's your toy that's perfectly
fine go right ahead and have a 68
Jaguar that your toy and you polish it,
and you take it out on Sundays when it's
not raining you know, it's a toy it's fun
it's a completely different thing, than
getting something that you're gonna
drive every day that's gonna be
dependable transportation, you know it
all depends on what you want, like
earlier today I even told a guy go
ahead and buy the standard transmission
BMW, because hey if you can get one for 5
grand and you want a toy for the weekend
why not, I got customers to do that and
they have fun with it, but you don't go
buy brand-new
bmw for $80,000 and then find out when it's
8 years old it's worth $8,000, yeah I'm
trying to help the average guy out here
benny,
wherever my gas tank is at half mark
my car feels weak or slower, is that the
sign of a bad fuel pump, it often is or
the strainer that feeds the fuel pump,
the fuel pump is there and it's got this little
strainer sock that's a filter, and if
either of those are weak, when you get
low there's less pressure of the
gasoline, and so it has to suck more and
it usually is that the internal fuel
pump or the sock is going bad, any time
you're changing that pump always put a
new sock on it, cuz you never know if
it's clogged inside, and the things cost
like five six bucks, if you don't change
that it's dumb, because then if it's
somewhat clogged up you'll have the same
problem and if you got to pull the gas
tank to do the job, you're gonna be
kicking yourself, anytime you've got a
job where you see something is
affiliated with it and you got to do a lot
of work, change the whole thing, do it
yourself you're under there cursing and
swearing ripping those parts apart, so
always use all the parts that are
affiliated with that system when they go
bad, ernie say scotty please make a
video why Honda doesn't want to recall
their 1.5 turbo engines oil dilution
problems, and why the NHTSA is
not pressuring Honda, unlike the
Chinese government that stopped them selling
them
because of it, well here we go
capitalism, the Chinese have a communist
government they can do whatever they what,
and
if they see they're getting bad engines
sent over they can stop it you know, they
obviously have a problem with the oil
dilution and it's gonna wear the engines
out faster, you get gasoline in the oil, it's
gonna make the engine not lubricate as
well and won't last as long, it's only
common sense, but the problem with the
NHTSA is that's safety, they're
mainly interested in safety stuff, an
engine that wears out earlier, a lot of
times they let that stuff slide by, I
know they shouldn't but a lot of times
they do because, hey honda is a big
corporation they make a lot of cars and make
a
lot of money, I'm sure they've got a
little Lobby in Washington like
everybody else does, you know I think
it's cool that the Chinese stopped them
because of those engines, I think that's
that's interesting you know, Xavier
Rodriguez I think Scotty is smart
because he works outside and gets Sun
and that's a
idea, well you know that's actually a
very valid point, I sometimes get
mechanics yell at me and saying Scotty
you can't do that, you can have a fire if
you do this or that, and I say no you can
do a fire because you're working inside
a building in a sealed atmosphere where
gas vapors build up, chemicals
build up and you can have a fire, I work
outside and I have a giant fan,
so all of it dissipates I've never had any
fire problems because of that, it's all
out in the open, and if you are out in
the open you're gonna feel better, you
don't feel enclosed, you don't have to worry
about carbon monoxide building up, cuz
even if you have a garage that's got
tubes that you stick on the exhaust
that's supposed to make the exhaust go
outside and not stay inside, and there's
always some leakage they don't seal
correctly, a lot of times guys are too
lazy and don't put them on, it's much
better working outside, than it is
working inside, and yeah we all need some
vitamin D there's no arguing with that,
and the best way to get it is to stand
out in the Sun, so if you never want to
miss another one of my new car repair
videos, remember to ring that Bell