What Chevrolet Stands For Funny - Damino Media

2018 Chevrolet Sonic with Turbocharged Engine | Chevy Sonic Reviews

Lally Chevrolet:

Hey guys, come on down to Lanoue Chevrolet and check out our 2018,
turbocharged Sonic.
So this Sonic comes with the RS package,
blacked out bow-tie and in lovely kinetic blue.
Comes with the 17 inch painted white aluminum rims.
This one is turbocharged with a dual
exhaust and again black bow-tie.
This little baby has a backup camera
and inside you get some privacy
with your cargo cover. To go along with the RS package it does have the red stitching
on the seat. It is a 60/40 split and lots of room for
you and your friends with a cup holder in the back.
Up front you have: driver passenger heated seats,
all your hands-free functions on the steering wheel
and dual USB port in auxiliary, right here and another charger right on the console
So to wrap this up, this is
our 1.4l, turbocharged, 4 cylinder Sonic.
If you have any questions do give me a call,
Marlene at (519) 682-2213 ext 309 or
on my cell at (519) 562-4576 at Lanoue Chevrolet.

2020 Corvette: Retractable Hardtop | Chevrolet

Chevrolet:

For the first time,
Corvette is offering a
state-of-the-art
retracting hard top.
The advantages of this are:
vehicle security,
quietness
and beauty.
♪♪
The top operates very quickly
and it can raise and lower while
you're driving.
There's no loss of cargo space,
and you keep the beautiful lines
of the coupe,
even when you have a
full convertible.

Chevy Chase interview: 'I'm proud to be who I am'

Washington Post:

SNL Richard Pryor and Chevy Chase Job Interview HD QTCC

Betty Atanasu:

INTERVIEWER: You're probably pretty ready
for this job.
We've got one more, uh, kind of
psychological test we always do here.
It's just a word association.
I'll, uh, throw you out a few words.
Anything that comes to your mind, just throw
it back at me, okay?
Just kind of an arbitrary thing.
Like if I said dog, you'd say...?
WILSON: Tree.
INTERVIEWER: Tree.
[LAUGHTER].
INTERVIEWER: Dog.
Mr. WILSON: Tree.
INTERVIEWER: Fast.
MR. WILSON: Slow?
INTERVIEWER: Rain.
MR. WILSON: Snow.
INTERVIEWER: White.
MR. WILSON: Black.
INTERVIEWER: Bean.
MR. WILSON: Pod.
INTERVIEWER: Negro.
MR. WILSON: Whitey.
[CHUCKLING]
INTERVIEWER: Tar baby.
[CHUCKLING]
MR. WILSON: What'd you say?
INTERVIEWER: Tar baby.
MR. WILSON: Ofay. [LAUGHTER]
INTERVIEWER: Colored.
MR. WILSON: Redneck [LAUGHTER]
INTERVIEWER: Jungle bunny.
MR. WILSON: Peckerwood!
INTERVIEWER: Burrhead.
MR. WILSON: Cracker!
INTERVIEWER: Spear chucker.
MR. WILSON: White trash!
INTERVIEWER: Jungle bunny!
MR. WILSON: Honky!
INTERVIEWER: Spade!
MR. WILSON: Honky honky!
[LAUGHTER]
INTERVIEWER: Nigger.
MR. WILSON: Dead honky!
[LAUGHTER]
[APPLAUSE]
INTERVIEWER: Okay, Mr. Wilson, [LAUGHTER]
I think you're qualified for this job.
Uh...how about a starting salary of $5000?
MR. WILSON: Your momma!
[LAUGHTER]
INTERVIEWER: Uh...7500 a year.
MR. WILSON: Your grandmomma!
[LAUGHTER]
INTERVIEWER: $15,000, Mr. Wilson.
You'd be the highest paid janitor in America.
Just don't, don't hurt me, please.
MR. WILSON: Okay.
INTERVIEWER: Okay.
MR. WILSON: You want me to start now?
INTERVIEWER: Oh, no, no, no, that's all right.
I'll clean all this up.
But take a couple of weeks off, you look tired.
(APPLAUSE).

Rebuilding a Chevy 396 big block engine: the dirty details | Redline Rebuild Explained S3E2

Hagerty:

- What we'd get our balance, like
within 1 gram or something, right?
- Should we start with
alright or so? (laughing)
We're ready to rock and roll.
All right, so.
- (laughs) It's all right.
All right, here we are
with our Redline Rebuild
of our 1969, 396 engine
and this
is just a little snippet
of snow in Traverse City.
This doesn't show the other
two feet on the ground
but note, that's fresh
snow for the morning
and there's no salt, no nothing.
Kind of cool to take a ride in a Camaro
that doesn't run very well
through the parking lot.
- We resisted the urge to do donuts in it.
- Yes, yeah, we didn't feel
that would have been appropriate.
- Give me a little bit of
background on this car.
- Oh certainly, so this car was actually
totaled out a couple years back
and we purchased it so we could do
a training end of things
with our employees.
So we do employee restorations
and I headed up the restoration
on this '69 SS 396 Camaro.
It has four speed Muncie,
it fairly numbers-matching car
I mean, for the most part,
but it was crushed to use
our fancy laser pointer
from the headlight to about halfway
to the wheel well here on this side.
It had also been sideswiped
and it had a lot of sins
from previous repairs
and there wasn't a panel
that didn't have filler.
So, and I mean lots of filler.
But yeah, so we completely
stripped this down,
put it all back together,
and refurbished the motor at that time.
That was roughly five years ago.
It's been cross country, shoot,
a dozen times or better I'd guess,
and driven by a lot of people.
It's been driven hard.
It's kind of lived a hard life
because it's in our Driving Experiences
which are during the summer,
they idle a long time.
It's gone through a
couple different clutches
because we're teaching people
how to drive in this vehicle
and it's also been like I said,
on The Great Race one time
and did very well.
But yeah, so the motor
started burning some oil.
- This Redline Rebuild
explained is different
than our others in the
sense, that you guys already
ya know, most of you
probably watching have
some background on this already
because we've been doing
our Redline update videos.
- Yes, which is new for us so,
- Yeah.
- we're glad everybody's
been kind of digging that.
- For sure, and we will
get back into our Buick
and we'll get back into our
Model A here very shortly.
- Yes.
- But yeah, you guys,
there's a lot of stuff
that's sort of known by anyone watching.
But we'll recap some stuff
and probably refer back
to some of those videos
and one of which is what
you're just about to talk about
which is what the problem
was with consuming oil
and we'll leave a link up here.
- It's usually here.
- This side
- Okay, that side.
- On the right side to the specific video
where Davin goes through and
diagnoses all that stuff,
but give us the sort of 30 second rundown.
- Yeah, so the 30 second
rundown is it's burning oil,
it's not leaking anything,
it's running horrible,
pulling plugs, they're horrible.
It's got oil worse in one cylinder
than it does all of 'em
but they all have some.
And we do a quick compression test.
We do a dry, then a wet,
and we do a leak down test.
At the end of the day, we're convinced
that it's not the valves,
meaning the valve seals are not leaking
and it appears to be all in, not all,
worse in number three
than it is in the rest of the cylinders.
The plug was basically no gap
based on oil and crust in there.
That was just nasty and that's
the way I feel in the morning
after about four cups
of coffee. (laughing)
- Yeah, now of course
this is just a teaser bit
going through here,
of quick shots that
are maybe a few frames,
but I left this in here
because it's fun.
- Yeah.
- We'll get to that though,
but that's just a quick
teaser of, yes, it was worn.
It had lived a hard life
for the last five years.
- And for everyone out there that says,
"That shoulda lasted longer than that."
They're 100% true.
- Yep.
- That's 100% correct.
And in circumstances where it's 100%
perfectly maintained
which I'm not saying that
we do not maintain our cars
'cause that's not the case.
But when they do go out on the road,
some things happen, people
aren't aware, whatever,
and I know specifically
this was run at some point
with about two quarts of oil in it,
and we can see what happens.
- [Ben] Let's get into
this, pulling the engine.
Anything in particular?
- Nope.
- Interesting to tell us?
- Pretty straightforward.
It's very nice to have
a little extra hand,
though, gettin' the hood out
of the way because I hate,
I did the paint work
on this and body work,
and I really hate to do it twice.
But no, as far as, it's straightforward.
Drain the cooling system,
disconnect the four wires.
Ya know, two wires going
to the coil and distributor
and the alternator and that's
it from a wiring standpoint.
That part of it's beautiful.
And get the exhaust
down enough so you can,
ya know, obviously disconnect
it from the exhaust manifolds
so the motor can come up and out.
- [Ben] But you, in previous
stuff, we've pulled engines
with the transmission
attached and you just--
- Yeah, I didn't want to do that here.
Well, I didn't do it here because of the,
a manual transmission comes out so easy
and you can just leave
the bell housing on.
It's nice and short.
You don't have to have such
a ridiculous approach
angle to get in and out.
Even with the hoist,
you get a lot of room.
- But you just, I mean you just were able
to just yank it out of there.
- Yeah.
- [Ben] Hoses, fan, accessories.
- [Davin] Yeah, that's
always tricky, right there.
So I got the fan out there,
but typically, you end
up pulling the shroud,
the shroud fan is always so
close it can be a little,
a little bit of an order
thing to get that out, but.
And then I stripped down
the front of this motor
'cause I couldn't remember
exactly how much room I had.
So that's why in this, at the teardown,
I take everything off I can
off the front of the engine
and make it as short as possible.
- [Ben] So there it is.
- Here it is.
- Not as grimy as--
- Yeah, not as grimy as
some, but it's dirty.
It needed a good wipe down.
It's kind of apparent
to me that the intake
of the in seals are leaking on this
and probably needed to be
checked up on the torque
on the intake manifold
at some point in time.
And I think we see this
later as well because--
- [Ben] Well, there were, we
sort of as we went through it,
there were definitely
some spots where things were looser
than maybe they should've been.
- Which happens, as it heat
cycles, you start to ya know,
everything's moving around
and it's a good idea to
go back through there.
So everybody note the beauty
of the trees in the
background, snow covered.
- Snow's melted off the--
- We did donuts right after that I think.
- All right, there it is
ready to get the treatment.
- Yep, so there's been some questions
and we'll see it as we go here.
I know there's been, here
sorry, get my pointer out.
There's been some question
on what these tubes are and what this is,
is the California air emissions
system of the day.
So in '69, what they did is they have a,
there's an air pump that
runs off the accessory belt
and literally what it did is,
it diluted the exhaust with more air.
So it didn't improve the
efficiency of the motor.
In fact, it took efficiency away
because you're yanking a pump around
and dragging it, if you will.
So that was actually a
big performance upgrade
as people would pull that pump off
and then just literally
put pipe plugs in here.
And most of the time, you cannot, I mean,
they make these in aftermarket now,
for the restoration side of things,
but ya know, originally,
these are thrown away
because the system was dumb.
- Yeah.
- I mean, it really didn't do anything.
- And we talked about this
in some of the update
videos as well, but this is,
in addition to this being
a driving teaching tool,
this car is also used as just kind of
a general teaching about
old cars, in general.
- Oh yeah, absolutely.
- And so having something
like that is a nice thing
to like when you pop the
hood and some kid goes,
"Man, what's that?"
- Exactly.
- Then you can say, well,
and give them the explanation
- Right.
- that you just gave.
- Yep, exactly.
- [Ben] I think it's funny
that those were just,
all they did was add air.
- [Davin] Just add air.
- It wasn't making, it just--
- Solution to pollution
is dilution, right?
As they used to say.
- Yep, yep.
Stuff comin' off, as usual.
- Nice original chrome valve covers.
- [Ben] One of the concerns,
I think you can see it here, right?
- Yeah, so again, we're
still in the call it,
diagnostic phase, right?
'Cause we're still trying to
see where this oil's coming,
going into the runners, into the intake.
So this is on the intake
side of the heads,
and you'll see that every one of these
has some amount of oil,
or appears to be oil in the runners.
Now this is the front of the engine,
so right here's number three.
It really doesn't look worse.
This one looks, would be,
this would be six.
Six looks worse than the rest of them,
as far as the consumption's concerned.
But what I noted is, every one of 'em
has oil down in this edge of the seal.
So my suspicion is, is
that intake manifold
just was not sealing as well.
So what happens is,
on your intake stroke,
as it has vacuum being created
within the cylinder chambers,
it's drawing fuel down
through that intake runner
and it can, if there's
a leak into the valley
it'll also drag oil in with--
- Yeah, you can, well, where's my,
I keep thinking it's a projector,
but you can see the gum and all.
- Yeah, there you go.
Yep, perfect, yep.
That's a good, another possum
path for it or possibility.
And really at the end of the day,
what we've kind of come to,
is there's no one particular smoking gun.
Literally everything was smokin',
so a whole lot of little things.
So between the intake,
and between potentially being overheated
at some point with the rings.
Compression was decent,
but it wasn't grand.
- This next shot here,
people were quite jealous
of your engine
that disassembles itself.
- disassembles itself?
Oh yeah, that takes a,
ya know, you always
have the folks that do,
like Cesar that does
the talking to the dogs
and the animals, the whisperer?
- [Ben] Oh yeah.
- Well, you have to
spend some time with it
and whisper ya know, the rules
of how things are gonna go.
- And sometimes they don't listen,
so you gotta do it yourself.
- Well, yeah.
Sometimes it takes ya know,
you gotta provoke 'em.
- [Ben] People were happy
to see your speed wrench.
- [Davin] Oh, speed wrenches
are the best.
- Gettin' some use.
Because I won't let you use power tools.
- Ah, I don't use 'em anyway.
I mean, I do but I wouldn't
've used them on that.
- Just goes too fast.
It's not as artistic,
when you're just firing
stuff off with them.
- And those heads are heavy.
Just as a general number,
they're like 80 to 90 pounds,
somewhere around there.
They're definitely no small block.
- Yeah we don't have the
audio from this clip.
Oh wait, there's--
- Yeah, right there.
That says it all.
(Ben laughing)
- [Ben] Yep, that's a good one, too.
The grunt face.
- Oh yes.
It wouldn't be as hard
if I was a little taller,
I mean, I should get a stool.
Get a little taller there.
- Wear some thicker boots.
- Buy a good puller.
- Yep.
- If you're gonna do any engine work,
I mean, I should say good.
Buy a puller.
They're not expensive.
You can get into a cheap
Fuller, like 20, 30 bucks.
And you need it to install it as well
Don't beat your thrust
washer, thrust bearings up
on the install
- There are times for a hammer
and times not for a hammer.
- Yes.
Yep, exactly.
- Yep, there ya go, it just
slides the thing right on.
- Just pulled it right off.
There's mild, there's like
a thou clearance there,
interference
- and I will apologize for,
we were gung-ho tryin'
to get this thing done
ahead of deadline and we missed,
in some of the Redline updates.
Some of the things, where
I think you actually
go through and explain.
- Oh, okay.
- But fortunately for us,
we're gonna be constantly
rebuilding engines--
- Yeah, we'll revisit the same idea again.
- We'll take the time to
hit stuff that we missed,
when it comes to Buick
or any future engines.
- So out comes the,
now this had a flat tappet camshaft.
So hydraulic lifters but a flat tappet.
- [Ben] Gotcha, and
we're not reusing that.
- [Davin] And we're not reusing it, no.
- Some more self di--
- Do you notice how fast they spin out?
They actually throw oil up onto the pan.
You see that?
- [Ben] Yeah, I see that.
- [Davin] See look it, right there.
Isn't that awesome!
- Yeah, there's definitely was no oil
on my fingers after that.
(Davin laughing)
Was there anything,
when you pulled the pan,
anything that you saw down here?
Any shrapnel, any anything?
- The only thing I found was in the,
there was no metal or none of that,
but I found pieces of grommet from the
PCV valve.
At some point in time during
the rebuild to this point
where that rubber grommet
had crystallized, we'll say,
and must have fell in there,
'cause it was in the
pickup of the oil pump.
'Member we were pulling them chunks out?
- Oh, yeah.
- That's what I finally decided,
that's what those were.
- We were wondering what that was.
- Yep.
- So out come the pistons,
out comes the crank,
- Main tank.
and then we'll get
to a shot here, in terms.
Well, you can see it a little bit.
- Yep, right here, you can see it.
You're looking at the bearings
to understand where things were at.
Now, we had no knock and
none of that type of thing,
but that amount of wear,
you see the brass going
through the bearing material.
- [Ben] Yep.
- That's a little much.
I mean that looks like,
I wouldn't expect that
after, I don't know,
say 50,000 miles,
not 20, 30.
So that was, it was gettin'--
- Yeah, you can see it down
here on the inside too.
Yeah, it's very apparent, even not,
even not a close-up view.
- Right.
- And that is most likely
a result of the times
when it had very little oil in it.
- Where it had very little oil in it, yes.
Yep, and when you get here, we can see--
- This is what it should look like.
- Yep, that's a good one.
That's actually ending
up being on the intake,
but the point is the same.
Exhaust'll show up on the exhaust first.
Exhaust valves obviously get
hotter than the intake valves,
just by pure, what they're doing.
Intake versus exhaust.
So your exhaust needs more oil
to keep things lubricated and cool,
and you can see what
happens when it doesn't.
This is mushroomed over
and at some point in time,
either we got really lucky
that the the hydraulic
lifters were set deep enough,
if you will, or when you set the lash,
you preload the lifters
on hydraulics.
And that was preloaded enough that,
that amount of wear didn't
show up as a clatter.
- Oh, okay.
- Now my suggestion is that
it probably did clatter, but whatever.
But yeah, that is not good,
at the end of the day, no
matter how you slice it.
This is bad, really, really bad.
- The close-up, yeah, no.
You can see it's cracked, it's just--
- Oh, yeah.
- And that wasn't the only
one that was like that.
Almost all the exhaust, right?
- Yeah, every exhaust,
none of the intakes were,
but all the exhaust were.
To the point where we had to grind 'em off
to get 'em of course
down through the guide.
- Now looking at this, right here.
- Yep.
- [Ben] Is all that garbage, in a sense?
You're not re-using anything?
- We could have reused the push rods.
The rocker arms, coulda
reused all the intake rockers,
but on the exhaust side,
some of 'em had a little little notch,
of course with the heat.
I don't recommend reusing
timing chains and gears.
I mean, unless you know,
you just put 'em in there
and they have no miles
on 'em or something.
The camshaft was startin'
to show some wear.
Went through and miked it out.
It was startin' to get a foul or two,
here or there, but again it's time.
It was time for an
upgrade as well, meaning
in stock form, it was fine,
but it needed a little bit more.
- Bring that excitement.
- Yeah, get a little excitement, I mean,
it's Hugger Orange for god sakes.
It shouldn't accelerate
less than a Toyota Camry,
a beige one.
- Right.
- So, just my opinion.
- That was our mission.
- That was my mission, other than--
- Eating bagels.
- Eatin' that bagel. (laughs)
- A few people caught it,
although some of the comments
said it was a donut, but no--
- Bagel, loaded with cream cheese.
Heck, yeah.
- [Ben] So, first step when
we hit Thirlby is always--
- Bakin'!
Clean and bake, bake and clean.
So bake, tumble, wash, right?
Over here, already to the heads.
So we gave 'em the,
I'll call it the full treatment.
We put brand new seats in
it, all the way through.
Intake and exhaust.
I didn't want anything left to suspect.
- [Ben] And also--
- And also, brand new, they
refer to 'em as K-liners,
but new liners in the guides.
So the guides weren't destroyed.
They just needed a fresh
liner pushed into 'em.
And then of course,
reamed out the sides
and that sort of thing is good.
- But then over, to our seats.
- Yep, so cut the old seats out,
put brand new seats in.
- [Ben] And you're using
hardened seats here.
- [Davin] Hardened seats
on the exhaust, yes.
Standard.
- [Ben] As far as fuel goes,
and stuff, you're--
- [Davin] Yeah, that way
there's no issues with the
non-unleaded fuels.
- Right.
This is a process that
we've seen a bunch of times.
It's still cool, every
time we go in there,
I'm just mesmerized by all the stuff.
And we are fortunate to
have a shop like Thirlby,
right in our small town.
And they actually, they're completely
building engines for people.
- [Davin] Yeah, they have been.
They started doing that,
- which is cool.
- again, yep.
- [Ben] I saw a billboard the other day.
- Yep, so we decked out the
cylinder head, cleaned it up.
- This is something new.
- Yes, so right here, we got a little new.
Was that just the heads, before?
Or was that the block as well?
On the deck.
- On the, it was both.
Both the heads and the block.
- So, question here, I know,
the folks that are all
worried about numbers.
So go ahead and back up.
Back up to the milling.
Okay, we can stop there for right now.
So the question has always been,
"Well, when you deck the block,
"you will lose the numbers
that are stamped on the block."
Because that number pad
on a Chevy is right here
above the water pump.
So it's right here on this deck.
It's out on the outside edge,
so it's not part of the sealing surface.
That comment is 100% correct.
When you deck it, you
will take the stamping
outta here, 'cause they're
hand stamped at the factory.
From I think it's '68,
up there, the VIN number,
the last couple digits of the VIN number
is in that sequence to
match it 100% to that car.
Now, in this case,
the casting number
is what would've been in that car.
When we got the car it
had already been cut off.
- Oh, okay.
- So there was nothing to save.
- Gotcha.
- So we just cleaned it off and decked it.
Now, however, if you wanna save that,
you can still deck the block.
What you have to do, is stop
that big cutting wheel short.
- Yep, which we've done with--
- Which we did with something else.
I don't remember what it was.
- Either the 289 or the--
- Yeah, I don't remember
- Maybe the flathead?
- It might've been,
No, it was another project.
- Gotcha.
- But anyhow, you can stop
short and leave those in there.
Your machinist will not
want to do that because it's
well, a pain.
- More work for them.
- It's more work.
So anyhow, just to address
that, that's what can be done.
So relative to this block,
when measuring this block
we were already, it had
.030 over pistons in it.
It had already wore to .040
- [Ben] Oh wow, I'd forgotten
that it was that much.
- Yeah, so and actually it was closer to,
it was almost closer to
.045, so it was wore.
We opted not to do a
typical bore and hone,
borewise because the next
size piston is 60 thou,
so you're only, we were only
like 15 thou away from that.
So what we opted to do
is use a torque plate
which is what this blue,
this big plate on top,
this blue torque plate.
And the idea is, you torque that down,
it distorts the bores,
just like it will be
when the head is torqued down.
But obviously, it has a big through hole,
so you can run the hone
up and down through there.
Now this is a very typical function to do
on like a race engine, where
you've got a little higher RPM
and you're really tryin' to squeeze
all the horsepower out of it.
Normal street applications,
this really isn't,
I don't want to say it's not
necessary, it's just not done.
It's an extra charge, blah, blah, blah.
- Yep.
- But what we did is we put in
a little more aggressive hone
and basically used the hone
to take that material out.
So normally we would only hone maybe
ya know, a few thousandths,
to get that final size.
In this case we actually
used the hone to cut.
Again an aggressive hone so
it would cut that cylinder out
and it did a very nice
job, does a very nice job.
So that's why this is slightly different
than what we've done in the past.
- [Ben] So, the short of it meaning
that when it's torqued down,
it's a perfect cylinder.
- Correct.
Yes.
Yeah, so the side part of that is,
is when you do all your
measurements assembly wise.
- Oh!
- You could have some stuff
that you're like, hey, my bores not round!
- Depending on which way
- Exactly.
- you measure it.
- So you just have to be aware of that.
And it really only comes
in when you're filing rings
and gettin' that set.
You might have to have a ring,
your rings might need to be
opened just a little bit more
if you can't get the
pistons down the hole.
- So of the piston assembly,
we're re-using the rods,
- Correct.
- But new piston heads and new hardware?
- Yeah, so we're using, yep,
so we took, we pushed out the bolts,
we put fresh ARP bolts in,
as far as the rods are concerned,
resized the big end and the small end,
and we stuck with pressed clip.
- So here he's just cleanin'
off the surfaces of the--
- Yeah, he's sizin' the rods
on the width,
the caps, and that.
- And then makes them
circles again and sizes them.
- [Davin] Yep, yep.
- Again, all stuff that
we've talked about before
and if you're super-interested
in any of this,
I'm sure we go into more
in-depth of it in the other ones.
- Yeah, and we opted to reuse
the rods for the horsepower
we were gonna make, they'll be fine.
We're also gonna reuse the crankshaft.
It did need to be turned.
Now, for this motor,
I'll say tried a little different process,
and somebody's gonna be like,
"Well, duh, you should
always be doin' it that way."
Well, typically what you do
is you measure your crankshaft
and you say, okay, it's
not within spec anymore,
and that spec has a range.
So then what you'll do is you send it out
and you have the crank
grinder will cut it to
ya know, the next size,
.010 over, .020 over,
and it's still in a spec range.
Now that range, you could fall
into where you have bearings
that are at the large end
as far as the ID would be concerned
and then your OD on your crank
could be at the small end.
And that, it's possible that you stack up
and have a little more oil
clearance than you wanted.
I wanted to have two
and a half thousandths
on both the rods and the mains.
So what I did is, we took
and we torqued down bearings
just like we do when we
check 'em at assembly,
we just did it ahead of time.
So we put 'em in, cap on,
put a bearing in, measured it.
- Oh, okay.
- And then said, okay, I
need this specific size
on the mains, I need this
specific size on the rods.
- Now there was a question in terms of,
and we've done this before
and we've talked about this before,
but when it is and is not
necessary to do an align hone.
To make sure all of your mains are--
- Right.
- Are straight, right?
- Yes.
- or in line.
- The biggest time to do
that is when you don't have,
you're either changing main caps,
or you don't have the original main caps.
- Oh, okay.
- I know that's a very vague statement,
and there'll be plenty
of people screamin' that,
"No, you gotta do it all the time."
Nope, I don't believe that's the case.
In a street engine, I don't think you need
to have it align honed,
unless something like that is changing.
Because you start to get,
when you do align hone,
you could get into issues
relative to your timing chain
because it tends to move
that crankshaft a little bit.
So you could start to get into
some other differences there.
I tend to stay away
from it whenever I can.
- Doin' a little polish, and
then, what's he doin' here?
- All right, so what he's
doin' here is it's a,
it's kind of a polite thing to do
for the next person
that opens this motor up.
You already wrote on there,
ya know, A, it's a 396 crank,
the mains are .020, and the rods are .020.
So .020 on the crank would be undersized
and then .020 undersized on the rods.
- Gotcha.
All right, now we're over at Apex.
- Yep, Apex Competition
Engines to do the balance work.
He happens to be, like
what is it 45 minutes,
half hour, roughly, a half hour east
of the guy that grinds crankshafts.
So that was ridic--
- We did it all in a day.
- Yeah, we did it all one day.
It was very convenient and
they were very accommodating
to us and they build
some really sweet engines
on a race standpoint.
- You might see in the
back, the background,
up here and whatnot,
that there are some cool
engines in there, for sure.
So we did it for the Hemi.
- Yeah, we balanced the Hemi
and I can't remember if we bal--
I don't think we balanced anything else.
- No, I think that was it.
- So we balanced the Hemi
and we balanced the Hemi relative
to what it was gonna be used for.
Again, a race application,
a little higher RPM.
Now the reason I balanced this engine
because it is a street motor.
I was changing pistons,
the crankshaft had been balanced before.
It was just one of those things,
like, you know what, let's balance this
because it seems I have a
really big mismatch of stuff.
And I knew there was
a gear in its future,
so instead of going just
from that 307, 308 gear,
I wanted to take it to a 342 gear
which on the highway, it'll
run a little bit higher RPM.
So to get away from the
folks that'll be like,
"Oh, you can't turn a big
block that fast all that time."
Well, you can if you balance it.
So for the couple 100
bucks, in the afternoon,
it made a lot of sense
just to have it balanced
and not have to be concerned about it.
And we get it balanced relative,
at the end of the day we're
like a gram, within a gram.
And the idea is, and I
don't know what the numbers
are exactly, but at I
think the number's like
at 4,000 RPM, if it's outta balance by,
ya know, it's like 10 grams
or something like that,
it's equivalent to like a 400
pound ya know, hit, impact.
So, and that's on every
piston, every time.
So the idea is ya know,
you balance things out
so it's not out of,
out of balance.
- So these weights
basically directly correlate
to each of the rod-piston assemblies.
- Correct.
- Then he puts it on
this machine, spins it,
and the machine tells him where
to take weight out of the crank.
- Yep.
Yeah, it's measuring,
it's got load sensors
on both of those ends, so
it's measuring how much,
it does the same thing
as a tire balancer does.
So it senses that and it gives
'em a direction on there.
And based on his experience
he knows how much,
I'll say how much to
drill out or take away
from counterweights on each end.
Because there was times
where he was takin'
out of the front, but it
really needed to come,
according to the machine,
needed to come out of the back.
But knowing that if you
take so much outta the back,
then you throw the front outta whack,
so he was takin' some out of the front
and gaining it in the back.
It's a balancing act.
- [Ben] He's done it a bunch, so.
- [Davin] He's done a bunch of 'em.
- [Ben] Again, yeah, you
can see all the engines
in the background.
- Yeah.
And back to that bob weight.
So, when you talk about what
that weight was attached
to there, as it's being slung.
That weight encompasses the piston,
and everything's matched.
So every piston was the same weight,
or made to be the same weight.
The rods are all made
to be the same weight.
Those are your two main components.
Then you have your wrist
pin and your rings,
and it accounts for
that complete assembly,
and the bearings.
So really the only thing
that would be left,
is if in use if one ring,
or one piston assembly
had more oil on it, than the next
which isn't enough to make a difference.
- You don't really see it much here,
but do you see that he's
weighing the ends of the,
not just weighing them as a whole thing--
- [Davin] No, uh-uh.
- [Ben] Where the weight actually is.
- Yes.
- And then, yep,
weighing the piston.
- Weighing the pistons out.
- The clips, the--
- And then at the end
of the day, you getta,
ya know, I have a balance sheet.
- Yep.
- So if I need to, let's say
we had a problem down the road.
You wanna hang on to these balance sheets
because if you run into a problem later
and let's say you burn a hole in a piston,
or you have to replace a piston,
it doesn't damage anything else, whatever.
But you need to just replace that piston.
Well, you'd come back to this and say,
hey, I need a piston that weighs,
in this case 678, and then you match it
and then you can put
it right back together.
You don't have to
rebalance the whole works.
- Ah, that's cool.
I didn't know that.
All right, so get through that.
Lots of drillin' and spinnin'
and drillin' and spinnin'.
- And you see, he's got the balancer
and the flywheel on there.
That's important as well.
- [Ben] All part of the spinning assembly.
- [Davin] Yep, yep.
Since it's internally balanced
those are zero balanced, are
considered zero balanced.
- And you just get to enjoy
- on the fires.
- yourself over there.
- I did.
Yeah, we were swapping stories.
I was askin' him a lot of questions.
He was probably, I was
like my nine year old boy,
askin' me everything under the sun.
- Or like me with you, whenever
we do any of this stuff.
Wait, Davin, why are you doin' that?
Why, why?
- Any knowledge you can gain, ask.
- So assembling the pistons now.
- Yep, so usin' a heat
induction to heat up
the small end of the rod
and basically physically forcing the,
well, not forcing, 'cause it's opened up
and slide the wrist pin in, and boom!
- But quickly.
- Oh, yeah, yeah, yeah.
'Cause it cools quick.
Everything's a heat sink.
So we are now over at
Traverse Body and Paint,
using their wash bay and
cleanin' everything up,
even though this just
came out of the washer,
you still have to do that fine tune.
- [Ben] You want that paint to stick.
- And you want the paint to stick.
So Dawn dish soap to the rescue
in a solution and brush everything out,
dry everything up real well.
That is the key, by the
way, is as you dry that,
it doesn't show any of that.
So after you're washing
it, is you need to blow,
I probably blew air across
it, every hole, everywhere.
- You might see it.
- And you see, just a little haze,
ya know, right there.
Ah, no,
we just jump off it.
- Ah, no, it's just drippin'.
- So by no means, let it sit in the corner
and dry itself because you will have
a surface rusted piece of iron.
Tape everything off that
you don't want painted.
- [Ben] And then you're usin'
an automotive paint, here?
- Yes, in fact there's
an automotive sealer,
that was the gray part, and then,
PPG happens to be mixed automotive paint.
- [Ben] Oh, okay.
- And that is still by far,
the best way I've found,
although there might be another coating
that I'm interested in
trying, we'll have to see.
- All right.
- But this works very well.
It holds up, keeps a nice gloss,
it's always better than rattle can,
but sometimes that's what you have to use.
- And thanks to Traverse Body & Paint,
- Oh, yeah.
- for again, ya know,
like any of these guys,
lettin' us come in there and--
- Take over there space.
- Yeah, not only get the work done,
but me stickin' cameras on things.
- And completely kill their
efficiency for the day.
- Can you do this, but do it
at like a quarter of the speed
that you normally do it?
Thank you.
- Yeah, yep.
So back at the shop,
self-peeling tape, oops
Got an arm in there, damn.
- Phantom arm comin' in there.
- It was a shadow, must've been a shadow.
- Looks good.
Shiny.
- Yep, it is shiny.
So, putting in cam bearings with our,
I think this might be the first time we,
oh, it was the second
time we used this tool.
Brand new tool, man it worked so nice.
- [Ben] Up until the last
engine and this engine,
every time we went to do this it was--
- A nightmare.
- Oh no, how are we
gonna do this.
And we borrowed four different
tools that sort of worked.
- [Davin] Well, and you quickly found out
that wore out tools didn't work very well,
unless you were using them every day.
- [Ben] We definitely --
- So invest in a cam tool, or
have a shop do it, I guess.
- And we definitely went through
a couple bearings,
- Oh yeah.
that ended up in the recycle bin.
- The flathead was two sets of bearings,
the Mopar was two sets of bearings.
- Shh, we don't tell anybody
that we do anything wrong.
- Oh yeah, that's right.
- Everything's perfect.
- Yep.
Putting in a brass freeze plugs.
You notice I invested
in some nylon drivers.
- There was a question in terms
of what you were putting
on the freeze plugs.
- Yeah, so I always put
on the freeze plugs,
either steel or brass.
I use High Tack, is what
it's called, like a gasket,
call it a liquid gasket maker.
It is sticky nasty crap,
but it works really well.
- And the point being.
- The point being is any
additional surface imperfections
like from rust or whatever, it just gives
it a better chance to seal.
And I prefer the brass
freeze plugs over the steel.
I feel that they move better.
Not that steel are bad, by any means.
And it looks sexier.
- It does look nice.
- Unless you want 'em to
blend in, and that's fine too.
- I love our autonomous engine.
- The motorized crane
- Picker
- Is really nice, yes.
And again using our serpentine
belts, away she goes.
- There's not a video that
goes by, where people go,
"What're you usin' the
serpentine belt for?"
- Beautiful!
And in that case you don't have to worry,
you put a chain around there
and you're beatin' up your main.
- Yep.
- Now, like a nylon strap would do
the same thing, but the rubber's nice.
And self-peeling tape again.
As it rotated, did ya check that out?
Stuff just falls off, it's great!
- Okay, so here's another
important step of the process.
- [Davin] Yep, so even if you buy rings
that don't need to be filed,
let's say, you still wanna check them.
So what you end up doin', is you put them,
and I happened to buy
this fancy little tool,
you can use whatever, but
the idea is you wanna have
the rings square to the bore.
Put 'em down about an inch, roughly.
I think that puts 'em
down maybe a half inch.
But somewhere below the lip.
- That's this tool right here.
- Yeah, that's what
this tool is, yep, right there.
And you can see it's
adjustable for multiple.
It's pretty handy.
But that takes, and you
set the ring down in there
and then you use a pair of feeler gauges
which is this and then
I have my directions
up here in the corner,
can't quite see 'em here,
right there, so,
- Get up, and--
- and what that amounts to
is the ring manufacturer will tell you,
"all right, for the
compression, the top ring,
"or the second ring you
want x amount of clearance
"for every inch of bore."
In this particular case,
it was, if I recall it was
four thousandths clearance
in gap, for every inch of bore.
This is roughly four inches,
it was, I forget exactly.
And you can always set 'em
just a little bit more.
The last thing you want
is them to be tight.
So I set them to, I think it was .018,
.020, sorry.
I set both of 'em at .020.
I think it was probably
four and a half on that.
But anyhow, whatever
it says, run it there.
The normal run is someplace
between .018 and .022 is pretty typical.
- So you can see you have your rings
set down in there.
- Yeah, exactly, yep.
So I'm goin' in and then
up here in this corner,
right up here, in the
vice is a ring filer.
So the idea is, you take, and
you can see it right there.
You take and push it up in
there and then you spin it.
It's like a diamond wheel
and it grinds off real slow.
Go slow.
What I end up doin' is I push against it.
You get a feel for how hard your pushing,
'cause that changes how much it takes off
and then I count the turns.
So ya know, 10 revolutions,
might be, ya know, two thou,
or somethin' like that,
whatever it works out to be.
And you just keep goin' back and forth.
And then just before you,
and that's what this is here,
is a little hand file.
As you're filing the end of that ring
you will raise a bur up
on the opposite side,
and you wanna take your hand file
and just lightly hit those edges
and take the bur off.
You don't want any bur.
That bur will score the bore
and you kinda lost the whole point,
I mean, to some extent.
I mean, it's not the end of the world,
but it's best to do it.
- But it's those
little things.
It's all those little things.
- It is.
It's the little things.
- We talked about how
all those little things
can add up to the problem
that we had with it.
- Oh, exactly right.
- When you're puttin' it back together,
it's those little things
that will hopefully avoid
those bad things happening.
- Exactly.
And then as you do those,
it is extremely important,
you are setting the end
gaps relative to that bore,
so that set to that
bore, keep 'em straight.
Here's number eight,
here's seven, five, six,
so on and so forth.
As I go through them,
I keep 'em together.
And then put a big do not touch these.
- I think actually before you've taken
just like a little piece of tape and like
taped 'em to the tape.
- Taped 'em.
Yeah, when it was gonna
be a little longer,
we put these in the next day,
so we didn't have that much of a time.
Now I'm goin' through and
checkin' my bearing clearances,
torque all the mains in.
Use the comparator gauge,
go in and check 'em,
write down my numbers,
two and a half thou.
Two and a half on everything,
but the rear is at three
which is dead perfect for what I wanted.
And I used the previous bolts for that.
- Okay.
- Just as a point.
The red assembly lube,
I have found,
stays where you put it.
So that is why I have changed,
now, not that the typical white molybdenum
isn't good,
but I like this a lot better.
It stays there, it doesn't drip.
And it's the choice of top
fuel dragsters, I mean.
- That's where we picked it up from.
- That's where I got it
from, was from Schumacher's.
- If you go back and look at our
our previous Redline
Rebuilds when we've used
the molybdenum,
in the time lapses, you can see
you put all that stuff on there
and then you see it all
go just ble, ble, ble
and gloop down and this stuff,
you could leave for a week
and it would look
- Yeah, stay right there.
- exactly the same.
- It does.
It works really nice.
- I feel like you also, you use less.
- Oh, yeah, you do.
- Because it's stayin' in place.
- Oh heck, yeah.
- Where you used to just be like, paah!
- I used a whole tube because
you kept reapplying it.
And then it's in the pan.
But, at any rate, and it
all mixes in with the oil
when you start up, there's no concern,
that is what it's for.
- So you torqued with the old main bolts,
but everything's getting
a whole new setting
of ARP bolts.
- Brand new ARP's.
All ARP bolts with washers.
Using the lube, the ultra-torque lube,
and then going to, I
forget what those were,
it makes a difference here,
so mains got torqued to 100 foot-pounds.
- And what do ya--
- And do that in increments.
I can't stress that enough.
You can't expect the part to come down
and set nice where it needs,
nice and level, by torquing one bolt
to 100 foot-pounds and
leaving the other one loose.
So they always, the general rule of thumb
is take whatever your max torque is
and divide it into three
steps in some amount,
and go.
So for instance, ya know,
do one bolt at say 30,
the other one at 30, and then bounce it up
to maybe 60 and 60, and
then a 100, and a 100.
- So you don't go 30, through
every single one of 'em,
and then 60 through every single one?
- No, 'cause I usually put 'em on,
you wanna put 'em on one at a time
and the reason I put 'em on,
main caps on one at a time,
or torque them one at a time,
'cause you torque it
and turn it to make sure
that cap didn't bind up.
- So you know if there's a
bind, you know which one it is.
- Exactly, right!
Yep, exactly.
- I gotcha.
- And caps have a, ya know,
we talked about before,
caps have an absolute position
and an absolute direction.
So from the factory, most
of the time there's an arrow
pointing to the front that's
cast right into the cap
and a lot of 'em will even,
ya know, some of the
manufacturers will put
a cast in number, as well.
Otherwise during your tear down procedure,
you need to make sure
it has numbers on it.
Because you do not wanna,
I've had that where you got one switched,
wasn't labeled or whatever
and you got it flip-flopped
and then it bound up.
- Now here you are?
- So here, what I'm doin'
is, every crankshaft
will have one bearing that's
considered a thrust bearing.
On Chevy's it's typically--
- You're using that
against this surface here.
- Yeah, I'm just using it
to grab off the crankshaft.
So what I'm doing is, you have clearances
on the radius side of things,
but then you also have
in-clearance going back and forth
and the bearing at the
back, the main bearing
has the thrust service on there.
So what I'm doing is prying the crankshaft
all the way to the back,
zero in my dial indicator,
or at least knowin' what the number is
and then pulling it all
the way back this way.
- Okay.
- And there I'm just pushin' on it.
At the end of the day, you
just usually use a screwdriver
or something in there to
put some real load to it.
So you wanna pry it all the way, one way,
and all the way back.
That gives you your in-clearance.
There it is with the
screwdriver there.
- There you are, prying there.
- So checkin' it, and it's
like three or four thousandths,
five thousands, I forget
what the exact number is.
Aah, so actually what the
exact number on that was
four and a half thousandths.
They had my,
so as you're building an
engine, do yourself a favor
and write everything down
and what you set it to.
'Cause let's say you run into a problem
and something happens and the first thing
somebody is gonna ask you is,
"Well, what did you set this or that at?"
Well, if you don't know,
you can't answer 'em.
And they can't give you an answer.
It's just as simple as that.
And it makes you look like
you know what you're doin'.
- Somebody just walks into your garage
and sees a bunch of those big,
long decimal point numbers,
they go, "Man this guy's smart!"
- Wow, he knows all the math.
- [Ben] Getting pistons ready to go.
- Yep, so now just, yeah,
going through and putting in
the rod bearings
and checkin' the clearance.
Torque the cap down, check the clearance.
Obviously, take the cap back off.
Write down my numbers
and then putting your rings and such on.
Rings have a position.
There is a top and a bottom.
And then there's your oil control rings.
Your oil control rings, they don't care
which one's top or bottom.
They're both the same.
But the idea is you do have to locate
the end gaps where they need to be at.
- So you're--
- You don't want 'em in line.
It's kind of like building a brick wall.
- You're pulling your rings
over from your numbered things
which were over here.
- Yes, correct.
- All these are the same,
all these are the same.
So the oil control rings
plus the retention?
Or what do they call those?
- Well, you have the top
ring and the bottom ring
relative to the oil control.
The oil control
- Okay.
- is that corrugated one.
- Gotcha.
- And oil the cylinders
before you put 'em together.
Before you put the pistons in there.
Oil the piston itself,
as you can see as it starts
to get sloppy there in the valley.
Also, make sure that you
put the piston in correctly.
'Cause there is a right side, call it,
not necessarily, I'm not
talkin' about the rod comin'
up to the cylinder head.
What I mean is the orientation of
the top of the piston makes a difference.
One is gonna be relative to the intake,
and one's relative to the exhaust
and you need to make sure
that you have them correct.
Otherwise your, in this
case, the top of that piston
has about, a little over
a quarter inch dome.
It will slam into that flat spot
on the head,
and I've seen where people
have put that together wrong.
One side's right and one side's wrong.
'Cause they forgot they
had to flip things around.
- The other important thing, too,
as you're droppin' them in here,
is where your rings are oriented.
- Yes, the idea, I touched on it briefly.
So when you put your rings in,
you wanna stagger them.
And I'll equate it to
building a brick wall.
You stagger your bricks, so
you don't have a straight path.
It's stronger.
Now granted, we're not trying
to make anything stronger,
but you don't want a straight leak path.
It's the same principle.
- Air or oil.
- Air or oil.
Yep, exactly.
Now, they do rotate,
but you start off with them, at least.
And then using the kinda
universal ring compressor.
And these all went in nice and smooth.
I think I'm finally breaking
that ring compressor in.
I didn't have to use my old one.
I finally got this one to work well.
And again, rotate a
little bit, one at a time.
Torque 'em down, rotate 'em.
Nothing's bound up.
- Makin' sure it stays
spinning freely.
More lube.
Camshaft time.
So tell me, we definitely had
a bunch of questions about
- Yep.
- cam specs and that sort of thing.
So give 'em to me.
- So, first off, everyone
needs to understand
that there are two different
general styles of camshaft.
There's what they refer
to as a flat tappet,
meaning the lifter is dead
flat across the bottom
and it doesn't have a roller.
It's a flat surface on the camshaft.
That is a flat tappet.
And then you have two different lifters.
You have a mechanical
lifter, or a solid lifter,
and you have a hydraulic lifter.
All that makes difference is
hydraulic takes up the lash
with oil pressure, a solid
lifter, you set the lash.
And as the temperature
goes up that lash reduces.
Then you have the, and
this is not new technology.
I love that everybody thinks
that roller camshafts are new technology.
The 1917 Peerless has a
roller camshaft in it.
So roller camshafts are nothing new.
The idea is instead of
that being a flat surface
and it's metal to metal, scrubbing, right?
You have a roller, needle bearing roller,
that rolls across that surface.
The advantage is, is
you can get a lot more
aggressive cam lobe.
It can open and close, or
the ramp rate is much faster,
you improve efficiency
in the combustion chamber
which means you get more power.
And well, quite frankly that's the point.
- That's what we want.
- That's always the point.
I've yet to hear anyone say,
"I need to build a motor
"that makes less power."
Now maybe if you have a 3,000 horse motor
and you're tryin' to run
it on the street, yes,
you might want 300 instead,
but for the most part
buy a different car.
- I don't think anyone's
gonna take a 3,000 and make it do that.
- So this is a hydraulic roller camshaft.
There's multiple advantages
like I already said,
based on the design of the cam profile.
The other advantages
are, the roller camshafts
are not as susceptible to the issue
with zinc in the oil.
So, do you still need zinc?
Yes, you still need zinc
because you still have rings,
you still have other parts
that need some amount of zinc to function.
However, the camshaft does not care.
'Cause now you've taken away that friction
of the flat tappet against the camshaft
and that heat and wear
and the amount of buffer
that it needs for the oil
lubricity, if you will.
So with that said,
you eliminate that crazy crap
of starting up an engine
and immediately yankin' it
to 3,000 RPM and hangin'
out for 25 minutes.
- Hoping that something
doesn't go wrong, otherwise.
- Exactly right, yeah.
So you don't have to do that.
I know everybody swears that
"Oh, you didn't break anything in right."
No, you still break stuff in,
meaning you drive things conservatively
until you've kind of
run it through its paces
and make sure everything was okay.
- Yep.
- So you lube up the camshaft,
just like you normally do,
but the point is, is you
don't have to break it in
like you do a flat tappet camshaft.
The hydraulic rollers are beautiful.
You don't, at the same time if
you were gonna rebuild that,
it doesn't matter which set
of lifters go on what lobe
because it's not broke
in specific to that lobe.
I mean, it has a ton of advantages
from call it usability or friendliness.
Now, with all that said,
we took, I know, that
camshaft was miserable,
the one that was in it.
It was a stock cam,
the lift wasn't all that great.
It was probably 480,
roughly, which is pretty low,
and duration was probably
about the same, I suppose.
But we bounced this up
to, let's see the numbers.
The gross valve lift is 566,
and it's considered, a ya
know, advertised as a 280,
but the actual duration is like 224.
- So you're movin' a whole lot
more air and fuel, right now.
- Yeah.
So you've got a lot more
lift, but then your duration
isn't so crazy that you're losing
call it the compression, I guess,
I think is the right way to put it.
But that lower duration helps the torque.
And there is ridiculous
amount of information
goin' around how camshaft design is
and I don't pretend to know
anything after what I just said.
I do take recommendations
from the manufacturers.
This COMP cam was recommended
for what we're doing
and the ya know, all, the
whole package of things.
- So here's your puller,
installer, plus your--
- Plus my spacer that
happens to be exhaust tubing.
But yeah, so you had to
basically, you need to install
that timing gear on
without using a hammer.
Because 'member when we
once set that end play
at four and a half thousandths?
Well, if you take a hammer and beat it on,
you're beating against that surface,
- Right.
- and you're gonna call it, mushroom it.
Now the hammer I'm using
there is not for that purpose.
That's not what we're doin', yeah.
- That's just the key in, right?
- Which I probably should have put in,
in the first place, but that's okay.
So we go through and we
degree the camshaft
and we're actually gonna
do an individual video
how to do that, or how we do that.
- [Ben] Probably when we get
around to doing the Buick.
We'll do a video about that.
- Yeah.
And I use the intake centerline method.
It's what they spec out on.
- And the coat hanger method.
- Yep, you always use a coat hanger.
Wherever you can.
Since exhaust systems last so much longer,
but coat hangers, ya know,
you've gotta use 'em for something.
- Okay, getting the heads ready.
- Yep, so again, fresh parts
all the way through this.
Ultimately even, I end up
swappin' the studs as well,
'cause I didn't like the rocker arm studs
after I got 'em in.
- Yeah, I was gonna say
those are the old ones.
- Yeah, those are the old ones,
they had some wear to 'em.
- And then you ended
up grabbing some ARP's.
- So brand new springs,
happened to be dual springs.
I like the dual springs
over singles because
you're not asking a single wound spring
to do as much, or a dual wound
spring to do as much work.
- [Ben] Somebody asked
about the blue grease here.
- So after installing the first one
and gravity kept phewth,
out my keywave, right?
'Cause you got the little kee--
the keepers that you're puttin' in there.
I went over, grabbed the cabinet
and grabbed the, just
wheel bearing grease.
- Just so they stick.
- So they stick.
That's all it is for.
And I coulda used the red, I
coulda used probably anything.
That was handy, it got a
little acid brush in there
and just dab it on there and
it sticks amazingly well.
- So you started off with old ones.
- Yeah, so we set the old ones in here,
but then ultimately we swapped 'em out.
Fresh valves.
We used heavy duty stainless
and again the heavy duty stainless
is for that temperature function.
They hold up better to heat.
- Another case where we
have talked about this
several times and what you're doin' there.
- [Davin] You're asking the
springs to open and close
when you want 'em to open and close.
And if you don't install them right,
they won't have the seat
pressure that they should.
- Meaning they'll be maxed out
and they won't have the
valve lifted all the way.
- Exactly.
And your camshaft wants
- Or close all the way.
- this specific amount
of load from the lifter
to survive, as well.
Because you can put
too much spring on 'em.
Ya know, if you had, let's say it called
for 180 pound spring,
and you put a 400 pound spring in there.
Well, it's gonna wear that lobe out
cause pressure's pressure
even with the roller tip.
So you set that.
And a roller lifter typically,
uses a little higher
spring pressure anyway.
So it can compensate for that,
it can keep the lifter
in contact with the lobe
because of that aggressive ramp rate.
- And based on those
measurements that you get,
you're putting in little spacers to-
- Yeah, little shims, so
they're just little round shims,
flat stock, and they go
right underneath the spring,
in the pocket and you just
adjust that to whatever you need.
I think we averaged, they were
all a little bit different,
but like 30 to 60, I think
is what our range was.
Which that doesn't,
I'll say doesn't matter.
I mean even if you had one that was a 100.
It doesn't really affect anything there.
I know we have plenty of
people that have their opinions
on things, and I do as
well, so my opinion is
I put seals on everything.
I put seals on the intake which it needs,
'cause on your intake
stroke is where you have
ya know, your vacuum, so you
don't wanna have, ya know,
the vacuum from the combustion chamber
sucking oil down the valve guides
and in the street application, especially,
I really hate that puff
when you start up a car
and it's got oil, and that typically
is from the exhaust valves.
- Oh, okay.
- So, it can be in the
intakes as well, obviously.
- You mean, that while it sit, it'll kinda
leak down in there
- Just seep down.
- and then that first little
thing, you're burnin' that oil.
- Exactly.
So I put,
I put seals on the exhaust as well.
There 50 cents, and the
amount of drag is minuscule.
- [Ben] Some parts to put back on.
- [Davin] Yeah, isn't that beautiful?
Look how pretty that is.
- [Ben] It is.
- I mean, you have fresh
parts, ready to go.
Now, there's a Where's
Waldo on that table.
I don't know if I let
the cat out of the bag,
but there's one part that
doesn't belong to this engine
on that table which I think is funny,
now that we look back at it. (laughing)
- I'm tryin' to see if I can see it.
Is it,
is it one of the pulleys?
- No.
- No?
- No, all the pulleys are correct.
But it's this little
heat shroud right here.
- [Ben] Oh, yeah.
- So, I sent that heat shroud to go out.
So I had the exhaust components,
the exhaust manifolds,
and the stove there.
I had those cerakoted.
It's a ceramic coating they spray on
and it's wonderful.
It seems to hold up, so far,
just immaculate, very well.
And it's a pitch little more
silver than I would like.
I'd like it a little bit
darker from a cast look, but
it'll be perfect.
But I sent that out at the same time,
just to have it done, 'cause
I knew it needed to be done.
Well, it's for the Buick.
So, eh, what the heck.
- So this is actually, we
haven't really been able
to see this much in the previous ones.
We've talked about it,
but just talk about,
you just talked about
makin' sure the pistons
are installed in the correct way,
but then as far as what you're
using the clay there for.
- So as I go through and
do my final assembly,
there's still always
some mock-up function.
Now, what I'm mocking up here is
what that lift is going to do
to the clearance to the piston.
So, valve clearance to the piston face.
I used the old gasket, ya
know, and it's a 40 thou.
I went to an 80 thou.
That's a direct number.
I mean, add 40 thou to the
clearance, type of thing.
But you mock it up such
that you have pistons in it
and you put on your rockers
and use some push rods
and actually in abusing lifters
in there that are solid,
they're not hydraulic or
made solid, I should say.
So you're not losing
anything, deflection-wise.
'Cause you wanna go
through the full stroke
and I could've taken
and reduced the spring pressure as well.
'Cause the idea is, it just
needs to hold the retainers.
Push it down, you're pushing the valve
as you go through the
stroke of the crankshaft,
the valves are moving down, ya know,
towards the piston and such
and you want to make sure
you've got plenty of clearance.
Again, rough numbers,
- There you go there.
- Ya know, a 100 thou for your,
at least a 100 thousandths on intake
and maybe 150, 180 on exhaust
because the exhaust tend to,
ya know, they grow obviously.
- But you had plenty.
- Oh, I had all kinds.
- You can see how thick
- Oh, yeah, yeah.
I think I had 300 to
400, if I remember right.
So that means there's room to grow.
We could throw bigger
rockers on it, ya know.
More aggressive ratio on the rockers.
- So there's the new gasket.
- But now, here's
the new head gasket and these
are multi-layer Cometics.
You can order these in virtually
any thickness you want.
Now the reason you change thickness is
you adjust that combustion
chamber size so you can
change your compression ratio.
You don't want to get too
crazy on your compression ratio
'cause you can't buy,
well you can buy fuel for it,
you just might not be able
to buy fuel in the part of
the country that you're in.
So, I try to stick--
- Especially for this one
- Yeah.
- which it's gonna be
used by a bunch of people
and you wanna be able to,
wherever you are, get pump gas.
Good to go.
- And again, my version of pump gas
is not 87 octane for my daily driver.
- Right.
- 93, 89 end.
The big block on there, head design,
you can use, you can get a
little bit more compression
for detonation, relative to detonation.
You're not gonna detonate
because of the combustion rate size.
The numbers should be,
that ceiling is about 10,
where a small block is
about nine and a half.
So you get a little bit more.
I'm kinda pushin' the envelope here,
but so far it's proving to be fun.
And you can see there's fresh,
we got fresh rocker studs
in here at this point.
- [Ben] Yep.
- Oop, back up.
Right, go one more so
the white button shows.
All right, white button.
If you're a Ford guy or a Mopar guy,
you're probably like, "What in the world
"is that white button doin?"
A portion of engines
have a cam retainer plate
so you put the camshaft in
and underneath the gear,
there would be a plate
that holds the camshaft from coming out.
Big block Chevy's and small block Chevy's
do not use a retaining plate.
Later years, they do.
They didn't in the earlier ones.
So what you have do,
specifically on a roller camshaft
because you don't want
them to move such that,
the lobe to move too
far, to keep that roller
in the center is, and the
spring force tends to push it.
As the camshaft spin, it
wants to come forward.
So that button is to hold it.
The button rides on the backside of the,
hits your timing cover.
So that's what, the
timing cover ultimately
holds it in there, but you have a button,
make up that space.
- Gotcha.
- Torque everything down, put
a new seal in it, obviously.
Make sure you lube the lip seal on the
crankshaft seal on the timing cover
before you put your balancer on.
Now, let's see, we're
puttin' the lifters in.
These are considered retro lifters
because this was not a block
that had roller lifters.
And I think we talked
about it with the Pontiac,
the idea of that tie bar
is it holds the lifters
from spinnin' because on a flat tappet,
it can spin wherever it wants to
because the profile on the
bottom is exactly the same.
If a roller lifter spins,
you got big problems
because it doesn't like that.
So you have to hold that
lifter from rotating.
- It'd be like tryin' to ride a bike
with your front handlebars
turned this way.
- Yeah and in fact, if you look at the,
go back to the Hemi
video, the Demon motor.
If you look at the Demon
motor, the Demon motor
has stock roller lifters
in it and it shows
those retention plates that they used
to hold that from rotating.
So lube everything up good, again,
this Redline oil here stays,
or assembly lube stays in there very nice.
- And we didn't go with full rocker,
or what do they call it?
The difference between the dual and the--
- Yeah, we used this, call
it a standard fulcrum.
These are Comps, Competition products,
Comp cams,
magnum rockers, and
they're only roller tip.
The base, the pedestal at the,
at the stud,
so the pivot point at
the stud isn't a roller,
it's the traditional fulcrum function.
- And if you go back to the GTO
that's a full--
- Yeah, that's a full rocker.
- Rocker.
Now the reason we did not do that
on this particular motor,
is I wanted to maintain
an outward appearance of stock.
Now, when it's running,
you can hear the rollers.
But, it's dead stock when you look at it,
meaning the chrome valve
covers without a big spacer.
If you look at the Pontiac,
we put a spacer on there
to clear because they get big.
They start to get really
big when you go to that.
- And you also have the air pump, too.
All that stuff, that's
at least on the outside.
You pop the hood and you go,
- Oh yeah, exactly.
- oh yeah, it's a stock.
- Now, everybody'll
say, "Well you just said
"it's gonna look stock on the outside
"and then you put an aftermarket
intake manifold on it."
Yep, 100%, we did.
- [Ben] And part of that
was due to the sealing issue
that we had with the stock one.
- It was suspect.
Yeah, the stock one was suspect.
It was suspect when I
initially put it together
and then after all that oil,
I decided to say, ya know what?
This makes a nice shelf
ornament, and put it over there.
And then, ya know, this intake
'll make a little more power.
Obviously it's a little
lighter, not that that's
a hill a beans difference
with the amount of weight
that the big block has anyway.
But it's somethin'.
So we went with a
dual-plane intake manifold
and you'll see later,
we make one more change,
but that's where we're at here.
So the idea behind this
engine and the car,
so yes, it's stock,
"stock" relative to the outside.
We made some improvements in the inside
for more durability and usability.
- Makin' sure that thing
was behavin' itself.
- That's right.
- You stay right there.
- That's right.
- [Ben] Starter.
- [Davin] Yep, starter, fuel pump.
- Gettin' there.
- Exhaust manifolds on there.
Aren't they sexy, though?
- They look good.
- [Davin] They're pretty,
and they hold up really well.
- [Ben] I do agree.
They are bright.
- They are bright.
- But they look good,
especially with the shiny new paint.
- Yeah, yeah.
They look really good.
And on that initial fire up and drive,
we've driven it now, what,
another 100 miles or so?
They look exactly like that.
No burn, no nothin'.
- Yes.
- There's the air pump goin' on.
- [Ben] Everything fits in there, nicely.
It's crazy how, it's like a puzzle.
- Yep.
- It fits all in there.
Sucking power.
- Exactly.
- The engine.
- Parasitic power at its finest.
- Add some more friction in there.
- Yep, and then go through
and set all the valve lash
and we're gonna do a video on that here.
And I believe like a live
stream, as well, possibly.
But, set all the valve lash.
There is, I don't wanna say,
there's one way to do it.
There's the way, that's
call it the best way.
So for those that watched
at the very beginning
and they said, "Hey, you had
"a bone stock, numbers matching Camaro,
"and you yanked the intake manifold off
"and now you've put on
a Holley carburetor.
"That never had a Holley carburetor on it.
"Those are junk, and that quadrajet
"from GM was so much better."
Well, you know what?
I'm not gonna argue
whether one's good or not.
Here's the fact of life,
the fact of life is
this car's out on the
road and it needs anything
for the carburetor and you
walk into any parts store
in America and you say, I
need parts for a quadrajet.
They're gonna be, "Huh?
"We don't have anything.
"You need a gasket?
"We got a gasket for it."
Well I need to rejet it.
"Oh, wow, we don't have any of that."
But you roll in and say, you got any parts
for Holley carburetors?
Thinkin' you can look at the wall of jets,
even at your box store,
auto parts stores
and they'll be like, "What
jet do you want, sir?
"We have all the parts."
- Which is particularly
important for Hagerty
because we have an office
in Golden, Colorado,
- Exactly.
- that is a mile above sea level.
And they have taken it up Pike's Peak
and that sort of thing before.
So the ability of somebody
with a little bit of know how
that can rejet the carburetor
for that purpose is--
- Exactly, and if you're
tryin' to change jets,
make adjustments to that quadrajet,
and the way that's designed,
when you lift that top cover off,
if you don't have your ducks in a row,
putting that back together,
the needles that go into
the jets will be bent
like switch grass, I
mean, they'll be nasty.
So that is why we changed it.
For that particular reason.
And you know what?
And right now, all you
can see is the feed lines.
- So it probably doesn't
have 325 horsepower anymore.
- Nah, probably not.
- Do you have a rough estimate?
People have been asking,
"Can you dyno it?"
And we'll try and dyno
it, if we get a chance to,
at least what it's making at the wheels.
- We could certainly do
a chassis dyno on it.
If I had to make an educated guess
on the camshaft,
compression's about the same,
ratio wise, calculation about
the same as what it was,
intake manifold's gonna improve it some.
I mean, you're gonna be in the,
you might've gained 50
horse, quite honestly.
I think that fairly conservatively,
so I would say, at the back of the motor,
what that engine puts out
is probably about 375,
maybe a little higher than that.
Torque should definitely be improved.
It should be in the 450
range, I'm gonna say.
- Nice.
- Now granted, at the wheel,
you're probably lookin' at about 300,
ya know, 'cause you lose a
bunch, goin' through everything.
It's not as bad of course, with the Muncie
as it would be an automatic trani.
So that's where I would ballpark it at.
- And then, one quick thing, 396.
It's 60 over now which makes it what?
- I think that works out to like a 409,
I mean ultimately.
- She's so fine?
- Yeah.
- I'm particularly,
I'm gonna take a minute
to pat myself on the back
for my transition.
- Yeah, this was fantastic.
- I think there were one
or two comments of people
that caught it
and liked it,
but yeah, you'll see this
seamless transition of--
- Goin' from the assembly
stand to the start-up stand?
- At this point we were,
we needed to get the thing
on the stand and in the car like that day.
And I was just like Davin,
just do this and do this stuff.
We're not gonna time lapse
it, just get it done.
- Yeah, so when Ben says
he doesn't do any hard work
I wouldn't have even the starting point
of knowing how to do that.
- I only made you do that,
- So, hats off.
- walk like 15 times?
- Yeah, somethin' like that, yeah.
Well, if I coulda done it right
the first time it've been better.
- Do you, we'll ignore
the typical internet,
"Well, you shouldn't use this oil.
"This is the oil that you should use."
Because it is what it is.
- Everyone has their brand
preference and that's fantastic.
- Obviously, we have a little
bit that we have to deal with.
- Absolutely.
- Which is what it is.
But it's by no means
going to ruin the motor.
The main question
though, is why the 25W-50
as opposed to something thinner?
- Right.
So this 25W-50
has higher zinc content.
Now I know we talked about,
you don't need a bunch of
zinc relative to the camshaft
'cause it's roller camshaft.
However, I'm still breakin' a motor in.
I'm still waking it up for the first time.
I know the zinc is not
a bad thing for that.
So that's what I put in it.
Now the 25-50, yeah, maybe
that's a little aggressive,
but at the same token,
again, back on that start-up,
I know I'm gonna have solid oil pressure,
and a lot of it.
And as we go, we can certainly can drop,
ya know, as this motor
goes through its paces
and gets broke in and
such we can certainly
drop down to a 10-40.
I'm not comfortable with
a 5-30 in the Old Iron.
Now, that's not to say it can't be used
but I wouldn't personally
probably go under a 10-40, myself.
- No, cool.
Hopefully, that answer
makes some people happy.
It's the internet, so it's never
gonna make everybody happy.
- Typical drop in,
and something I'll note real fast,
first problem I always had,
okay multiple times,
dropping in the distributor,
after settin' the timing,
setting the, putting your
timing gears in, right?
When you set them up, you put
your dot at the very bottom
of the top gear and the
crankcase gear's at the very top.
Ya know, so six o'clock and 12 o'clock.
The idea is they're close
together so you can tell
if they're aligned, right?
Now, I don't wanna tell
you how many motors
I put together and then
could never get them
to fire up initially.
They would always backfire
through the carburetor.
And I would drop the distributor down,
right here, just like this.
That vacuum canister on these should point
right towards, number
one, or I should say,
the vacuum canister,
the rotor should be pointed
right towards number one.
- Right here.
- Yeah, sorry.
Yep, so as I drop this in,
the canister's gonna twist
around to the right, there.
So that should be pointed
towards the number one cylinder,
okay, and obviously the
cap goes on that way.
Did a multiple of 'em and I'm like,
every time I'm getting this
thing in 180 degrees off.
I can't remember if I, I don't
think I turned the crankshaft
ya know, before, blah, blah, blah.
Well, yeah, problem is
when you set that, it's perfect.
That's exactly what you're supposed to do
but that's firing number six,
which when you look at the firing arc,
is exactly 180 degrees off
from firing number one.
So the key is, rotate the engine,
be positive, put your finger
in the spark plug hole,
rotate it by hand, and you will
feel the compression stroke.
- Yep.
- Stop there.
Set your balancer on the timing mark.
That's number one, drop
your distributor in.
- Evidenced by when we go to start it up.
- It fired right up.
Now that is not saying that I did it wrong
in any of the other motors
that we had problems with,
but that's somethin' I learned
specifically to the Chevy's.
- And Easy Run Stand.
And of course, we had the car
to put it back in which some
of our Redline rebuilds,
we haven't, and people give
us a hard time for that.
But it's just a matter
of what we have access to
and that sort of thing.
- Exactly right.
- It's just the nature of what we do.
But we opted to put this
on the engine stand, why?
- I like to take advantage
of the engine stand,
to fire it up, debug anything
without leaning over fenders.
'Cause let's say, just by chance,
it either blows oil everywhere,
or maybe ya start putting coolant in it
and you start getting
more of it in the oil pan,
than what's not supposed
to be there at all.
- Not like that's ever happened.
- Not that we've ever had
that problem with one.
But you can do a quick,
easy debug for the,
I think in total, I had an afternoon,
so three, four hours to put it on
and take it back off to
be ready for the car.
But you fire it up, ya know,
we had a couple fuel leaks,
just at the carburetor,
nowhere else, but just there.
And it's just easier
to fix it right there.
Address it right there on the stand.
- 'Cause heaven forbid,
you get it completely in,
something's spewing somewhere,
- Anything.
- and then you have to
yank the whole thing out.
Instead of an afternoon,
- Exactly.
- you're talkin' like multiple days.
- Right, right, yep.
- Cool.
And fortunately for us, here let's see,
let's unmute it here,
you got it figured out this time.
- Yep, so initially, you're
eyeballin' that timing mark,
backed it off a little bit.
Bada boom!
- And yes, we use some editing
tricks, from time to time,
but that was how it went.
It did a little choke
- No, that was 100%.
- [Ben] You turned the,
what gave it less timing?
- Yeah, I backed the timing off.
And ya know, I filled up the carburetor,
ya know put fuel in the carb--
'cause we're usin' the
mechanical pump here
so we can have that
pre-charge of electric.
But yeah, then it just fired right up.
- And it sounds way stronger
than it did when we pulled it in.
- Yeah.
So, in comes the car.
- [Ben] Basically, reverse order.
- [Davin] Yep, reverse
order, bolt everything up.
I tell you what, I thought
I was gonna lose it though,
lifting that Muncie up in there,
'cause I was adamant that
I was doin' it myself.
I would recommend help.
- more huffin' and puffin'.
- It's easy to get the
Muncie up off the ground,
but taking it from here to here
is a little more
difficult than I remember.
- Clean, what d'ya call
that, a clean, right?
Where you pull it from here.
- And then when I jumped, I
hit my head on the, oh boy.
Anyhow.
- This is nice to have this time around.
- I tell you what
- that thing.
- I have that personally
have the chain style leveler,
and we didn't use a leveler or
nothin' to pull it out with.
We just grabbed it with a regular hook,
but that Pivot is nice.
That is really nice.
- Yeah, you can see it
go back and forth there to adjust it
to get it up to where
the engine mounts were.
It just looks nice too.
Look at it on the table over there
and you're like, Yeah.
- Yeah.
It's a quality part, for sure.
- And we're not even
being paid to say that.
- No, uh-uh, that's legit.
It's always legit, but
ya know what I mean.
Bell housing back in, trani in.
Make sure you get your linkages correct
on the transmission, or
it will not shift right.
- [Ben] Drive shaft.
- [Davin] Drive shaft in.
- [Ben] That cursed Holley
carburetor in there.
- [Davin] Yeah, get the Holley back on.
We took it off for the lift plate, is all.
- [Ben] Radiator.
- [Davin] Radiator in.
- [Ben] All the little bits.
- Top off the radiator,
and I take my time doin' that,
by the way, 'cause it burps.
And help putting the hood in.
Get everything lined up.
Be careful, I was a little nervous here
with the hood because
we did make a change.
We had a different intake
and a different carburetor.
- Oh yeah.
- So close that hood
slowly, the first time,
so you know you have clearance,
and don't get a big dome in your hood.
- Right.
- There's ways to get,
ya know, some things you
can do to adjust for that.
Air cleaner, basewise and all that.
I am bird's eye view,
actually looking to make sure
that this is not gonna hit.
But this hood has a nice little dome in it
from the factory, so it's good.
And this is the proper
way to close a hood.
I love it when I see anyone,
taking it from here--
- And just goin', wham!
- And grilling it down.
I don't know.
Shut your shed door that way,
not your hood on your car.
That you paid a lot of money for,
even if it's a new one.
And I'm not sure why
nobody likes my glasses.
I grew up in the '80's, and
those were the best gla--
And actually, they're
safety glasses. (laughing)
- The only time you wear safety glasses.
- I wear safety glasses all the time.
- When you're driving.
- And ya know, we warmed
this up really well
on the engine stand.
We certainly did not show,
it didn't run for that snippet of time.
We ran it up, it got to temperature,
it cooled back down, that's the key.
So, we'll warm the engine
up on the test stand, right?
Got it nice and warm,
then let it cool back down
to ambient temperature.
I mean, we had, this is the next day.
- Yep.
- So, do not think that we took it
from off the engine stand.
- Hot.
- No the assembly stand.
- Right, that's what I mean.
- Right from the assem--
We didn't take it from
the assembly stand, cold,
and stick it here, fire
it up the first time,
back it out and do this.
- Right.
- 'Cause that's not the case.
- A big part of, you're on YouTube,
you're here to be entertained.
- Yes.
- If we showed you the
engine running for an hour,
to get up to temperature, and
then, just let the video go
for a half day, to show
that it cooled down.
- Right, it would be pointless.
- And any time lapse that I would shoot
would be dumb because it would just be
the car sitting there
with nothing happening.
- There'd be no movement.
- So like, give us the
benefit of the doubt.
Davin's done a few of these before.
We're generally pretty smart
about how we take care of this stuff.
- And I have to say,
this is something it would not do before.
- 'Cause it didn't have enough power.
- Right.
- Even with the rear end that's in it.
- Yeah, this is a 308 gear in here.
And you'll see it's a peg-leg.
- We got a little
Stripe and
- Chirps
- A little bit of a limp.
- Yep, you get a little limp there.
- On that end which, we can
sort of end it with this
which is,
we're gonna fix that.
"Fix"
- Fix it.
- There's nothin' wrong with it.
- Nope.
- But there's a certain amount of "fixing"
to what it maybe should be.
- And we always, there's
always that discussion
of hey, should I change
somethin' that's not broke.
Well, it all depends on what
your definition of broke is.
I mean, broke, is broke a pile
of parts layin' on the ground?
Meaning where it's physically broken
in chunks that are unusable,
or broke, meaning it doesn't perform
like I want it to perform?
In my opinion,
this car does way better
than it did before.
That motor was broke, right?
Now there's a performance
issue to still fix
and again, a little bit more gear
will help that out.
Not that it's doggy now.
- And so the plan is new gear, plus--
- Make the other wheel spin.
- Yeah, so it's gettin' a limited slip.
And if anyone is still
watching at this point,
this long video which we
hope you enjoyed learnin'
some stuff.
- Absolutely.
- I always learn some cool stuff,
but there will be a video soon,
not just about us doing that,
but how to do it,
so if you have a car of
your own that is doin'
the ol' one wheel peel,
we're gonna walk you
through how to "fix" that.
- Fix that problem.
Exactly.
And actually, when that gear's in too.
We're gonna fix the fact
that there's no leaves on the trees.
- All right.
- We can do that.
'Cause that's what, this
is what northern Michigan
looks like in the first week of April.
Thankfully, well, I should
say the second week in April,
'cause the first week of April,
this woulda been covered
in snow. (laughing)
- [Ben] Well, again, like you always do.
- Nice job.
- Strong work on the rebuild.
That was a fun one.
I think, even though this
wasn't as like resurrecty
as the 331 Hemi, or even the Buick
that we're in process now,
the fact that it's back in that car.
- Exactly.
- And drivin' down the
road, is super cool.
- That was, right there
was very satisfying.
That was good.
- Once we, what you can't see right now
is it's up on the lift right now
with the whole backend disassembled.
It'll be fun to get that out
at the Hagerty Cars and Caffeine
and back on the Driving Experiences
and all that fun stuff.
- And it's gonna make it easier
for those people to learn on.
Because it'll have a little more power,
when you got that ol'
slip the clutch function,
tryin' to teach somebody
that's got a little more gear
and a little more power,
it doesn't take as much gas pedal.
It just has to torque to move it.
Won't stall out.
- Yeah, that's why we did it, right?
- That's why I did it.
- All right, well, thanks for watchin'.
Make sure you subscribe
if you haven't already.
Like this video.
Comment.
If you have any other questions
about what we talked about, let us know.
- Yeah, throw 'em in the comments
and we'll answer 'em as we can.
And we'll see you next time.
'Cause we're doing more.
- Yep.
Thanks, see ya!
Da, da, da,
(jazzy music)

2020 Chevy Blazer Premier Review - (Best Family SUV?)

Carfluent:

All right, stay on carpet
We're gonna be reviewing the 2020 blazer premier all-wheel drive and we're gonna start with the interior right now
All right, let's get inside this 2020 blazer premiere this baby is nice check out the dashboard
They've got this light there's different. There's multi tone here on the dashboard, which is really nice
You get the dark black up here with a Bose speaker
And you've got a little bit lighter black and then right here. You've got the brown leather
So this has got some nice little stitching here that goes across the top. It's a little bit lighter color
So it's like an accent that's real. Nice. You've got some silver trim that goes around
You've also got another accent piece of leather right here. So this is really classy looking
This is a very nice interior of this 2020 blazer
Come across here. We're gonna start over here on my side
What do you think about this L mean? This has got a nice. I mean the leather wrapped steering wheel. It's heated
It's heated up right now. It's nice and warm because it's cold out here right now
Chevy emblem right here in the middle. You look at the controls. It's pretty standard on most cars
You've got the heated steering wheel here
You've got your gauges here for your cruise control your resume and your set your voice commands
This is for your speakers up and down. You've got your telephone assistance here
So if you want to use the hands-free telephone, that's right here check out the dashboard right up here
Look at the gauges, you've got your temperature controls. You've got your miles per hour right in the middle
It's a real nice digital display super crisp and clear looking. Yeah, that looks really nice. I like how that looks
Yeah, check out. Well, here's your start/stop engine right here on the top
So this one's remote start and you got your button right there
Alright, so if you come down here, you've got your normal controls your turn signals your wipers. You've got your
Left turn signal your right turn signal all that's normal on the left side
Check out these air vents. These are pretty unique. They look awesome. What do you think about those help me?
You know, I like those a lot. Those are just like the ones in the Camaro
I don't know if you have noticed that that has the same sack ones
Yeah, these are cool because if you look here they've got the cool. So if you turn it
It cools the temperature down automatically in
267. Yep
If I go over to the right
It's gonna change that temperature and it also on the 8 inch display. It shows it up here on the top
So it shows you on the top man in the bottom two, so both sides
Yeah, and it's been it's both passenger and driver side. So this is heated seats. It's actually heated seats in the rear as well
so this is this is really nice this sucker this
2020 blazer premiere goes for
$42,000 this one we're actually in right now has a few more options. So this one's at 51,000. Give me the camera elleny
I'll let you talk about the center console already then so as we're here in this beautiful Chevy Blazer this interiors is
Awesome, as I was telling Keith, you know
I love the air vents just because just it just looks just like the Camaro air vents. So those look pretty nice very sporty
Look, they gave it when they did these large air vents
You know, what do you think about the USB ports right there? You know, I like how they put it right in the center
I wish they would add a 2 for you know, the fries the passenger and driver
But yeah, I - I agree with you only - right on the outside. We'd been awesome
There are two more underneath the center console which we will show you that
- right here would have been really nice. That way. You just have the wires going to the passenger
They only do one since they have you know, they have the charging pad down, right? So they
Person has a smartphone
Going through your phone up here l mean we can see how the charging station that's a hands-free station and I tell you what
There's charging. Yeah, that's awesome. I tell you what, we like the location of it. It's really handy. It's easy to grab
We did the Corsair the Lincoln chorus air review and that was actually in the glove box
It was hard to get to if you guys want to see that video
You guys should go up here to click right here. And then you will see that for the alright
Let's check out the rest of it so ice. We're here in the centers. You see we have the different modes
we have the two wheel drives of all wheel drive and all that if
Ketta, you can get up you appear of that console right here. Yep, so he's gonna change the modes when we change the most so
Right there wheel drive mom now we go to sport mode
So it doesn't do much of a different with this plate that this play stays the same. Yeah
It's not a real fancy graphic or anything up there, but it tells you mojo right Orion
I wish that when you lets you turn it down. So I wish when you turn the Moe's go and turn it
Right here, see how it lights up. So I will tell you guys one thing
It's kind of slow on the response. If you I don't know if you see when I click it
It takes a second to switch mo. So as you can see it takes that
Good five seconds to change the mode into another. They also have the parkas drivers lane assistance is right there
Yep
And also has the purposes so I mean has really nice things
Right here on the shift handle as you see they integrated the little Chevy logo
Got the stitching that goes right down the sides very nice. That's one of my favorite part on this interior
I love how they have the
Stitching that just is way much brighter on the center right here on the armrest as you see we have like this way
type
Yeah, that material the suede material goes right down the side right in the center
Just like a little you know there you're adding just to make him. Yeah little details
That's very nice. What counts it's the details the small details will make this car a little bit nicer the way definitely, you know
The center console right here. We have a really nice amount of space
We have a USB plug and you know, you have your memory card and all that. Got your
Right there. You've got a mini USB the SD card and your USB port right there, right?
It's a lot of room right there. You know you guys
Premiere I was like, where's the globe us how you open it? I don't know if Keith can get a closer view of this
It's very seamless which is pretty cool there's no big grooves in it. There's no handles
We've done a couple reviews where there's a button right here, but they're right here
And then you see this right here glove box so I clicked that very quick response I opens right away
So my lights very nice. They put it right there right next to you know your
Your traction traction control. Yeah, so
Then right here, let's get into the eight inch HD screen here. You know, I bought I grabbed that camera key
Can you show them a little bit more about that? Let's do it. All righty, then
All righty kids so you want to show them a little bit this play and this chevy blazer premium is 2020
So, this is a 2020 model. This is the
HD 8-inch screen, it's got your audio controls here. It's very responsive. I didn't mean to touch it there, but it's switch
Pretty quick down here in the bottom. You've got your home
You've got your phone if you want to make a phone call, you got to call your girlfriend. It's also got navigation control
So look at the map right there the map it's very nice and clean or Emily crisp. You got your Wi-Fi
So this is a 4G
Wi-Fi
password that your phone technically to a hotspot
If you don't touch the screen, you can click the home button. It'll take you back to keep a credit
We've got your seat controls right here. So you can turn up your fans and all that you got your temperature. It's very responsive
I mean it it changes instantly as I change this stuff. There's also if you swipe it, there's more app
so you got your apps you get your
My Chevy so gives you all that information it takes a couple seconds to load
Accept the terms just a brand new car don't wanna mess it up for somebody else
Music I mean, it's a super nice display. It's right in the middle. It's really crisp
I like it a lot already to keep the bow. We check up the top and you show them what we get
This is pretty cool
I love the newer models ears of the the 20 most cars now are coming out with especially the 20 20 miles
You got the normal mirror, okay
So this is an HD mayor which when you flip it it shows up your back backup camera there in the back
I mean that is just super detailed
I don't know how it's showing up on the camera
But when I'm just looking at it
It is super very clear and you can watch the cars are just going back and forth behind us. That's fantastic
I like that very much
Normal star you've got your LED lights here. You've got your garage opener
You got your sunglass holder there so that's all kind of standard
This model here doesn't have a sunroof. But hey, I'm excited to check out the backseat. But before that I'm gonna grab the camera
I'm gonna let you show us the door panels. All right. Yeah, that sounds very let's do that
Alright, so we just switch seas here and Elmi was messing around with the rear view camera here. Good Sean what you found?
Oh, just messin with this. Oh right down here
I don't know if you guys can see that's kind of hard to see but we got these three little buttons right here
Where you can switch how bright the rear of your camera is and all that just by clicking
So, I don't know if you can see it got brighter there, but you clearly the other way it gets darker
So I like how you can do that. That's very nice
So Keaton, I just switch sides and I would just wanted to show you guys on this side
We have the memory seats, but also you click this thing every since your whole seat. So wherever you were at as you can see
Even yeah, even your it's a got a power adjust steering wheel, which is pretty cool
Whoever is the driver, so either one or two. So yeah, hit it again
If you go back to number one, the steering wheel went up
Yeah, so that's for driver one and you gotta go to number two. I mean, yeah, it's got three settings
So you have three different drivers, but if you click to the third button every sets everything for you to you know
Redo and the door handle right here. You know we have the you move your mirrors around
I'm full and
Unlock whatever you got with that down here. We have the power gate
So buy a click of a button you open the power wiki which we will show you a little bit when we get back
Yeah in the settings cool because you're gonna you can have it so that it just sets
Three-quarters of the way or full open, you know
usually we have the
Emergency parking sensor somewhere on the center and some SUV or sometimes we have it down on the side
But this one right here, we have it right up in the corner at your left side
Yeah right here and check out the bows. So yeah, we have this Bolger's audio
System you have a nice sound quality system and the interior
This also has the noise cancellation really nice really nice and you know, and I was talking about the suede again
And I just noticed that we get that I'm the both friends seats and the rear seat if you see right here
I don't know if you can get a closer look here. So you're gonna get a nice way and not to forget
Yeah, you got a suede here
And then it also has the nice lighter stitching just like the dashboard and it continues all
All the way around the seat all the way up, you know
And I don't know if you can show them on the door panel right there. We have the nice clear
I don't know what to call that right there. So you got the this is like a black
This is a glass finish here around the top here
So that's nice and it goes into the stainless steel door handle another stainless steel feature right here you go down with the stitching
Right there Bose speakers like a lot of storage and the soap and doors. Yep the map so they've got a cell phone
This is a rubber grip right here so you can put your cell phone in here
so there's lots of areas you can put your cell phone or
change or but it's nice because there's a grip bottom so it doesn't slide around and you've got your normal map pocket back here and
That's a forget it show them right? Go ahead. Yeah down here. You've got your Chevy on the doorstep
So it's got a nice emblem. So, you know you're getting into a Chevy
And again, this is the 2020 premier all-wheel drive, right? And one thing I got to really show you guys. I love these mats
I mean, you know you get the Chevy emblem right there, but the mats are awesome like yeah
Yeah, so really I think they're trying to compete probably with the WeatherTech and pretty much. Yeah, these fit just perfectly in here
I mean, yes, so I mean say you're like in the Mahdi plays and your shoes get dirty
But do you don't want to get your chevy blazer dirty you yeah, and we're you know, we're in northern indiana
So we get a lot of snow up here and if you're in california sure, this prize isn't a big deal
But when you're up here in northern indiana floor mats are a big deal. And this is this fits beautifully
Yep, and you can you know, you take those out you rinse them up and you slide them back here and hey
Let's hop in the back and let's check out the yeah
Yeah
So getting to the rear right here before I even get into and I mean I got to show you
This is very Spacey back here. Very nice. Love the leather stitching the other leather stitching continues to the back
We have you know, the nice little sway in the center and we have these nice mats back here
Which this is a two-piece back here. I don't know if you can see that Keith, but it comes apart. Yeah two peas
That's nice to keep it nice and clean and fitted it just fits in there. Perfect
oh, yeah, so I mean
You know on the door side go and point out your suede here too that you were talking about a minute ago
So we have it right here on the center of your seats
Again, but one thing I really noticed heat up there. He show you the nice
glass clear
Yeah, the glass finish on the design on the door
Yeah on the panel and I would have loved if they would have done the same thing. Thank you, but they wouldn't with plastic
Yeah, I don't understand why they did that
They were definitely trying to save some cost there by not doing some of the door finishes
But I think they should have done it all the way through. You know that one thing right here
I don't know if you noticed you have your heated seat, but then on the center instead of having it down here
Yep, in the center. A lot of vehicles have it in the middle the C heated seat, which is nice
It's super handy right there. I kind of like it right there. I'm gonna show it to you up close here on this one
Much better immediate seats there your window controls. There's another grip. This is a rubber grip at the bottom of this one
So if you wanna throw your cellphone or whatever it's not gonna slide around but it's not very wide so I don't think you'd even
Want to put your cell phone in there pockets on the back here for you behind the seats are very nice
Yeah, they got the pockets here. They're pretty tight fitting. So yeah, those are very nice. You got your drop down
Let's drop that sucker down for your elbow rest
So you air will rest, you know, you have your two cup holders on the center right here, you know, this is very high
You know these seats fall just before the manually so you know, yeah, these are manually
Yeah, so you see it on the side right there has yeah you got a lever lever right here you flip that and come down
Right here in the center Keith can show you you got like these different colors right here
Yeah, you got the colors on the stitching there. Let's bring
We keep that I got the middle in the middle. Yeah, you know that air vents right here
We have that USB and then we have this
150 volt yep. This is like your home adapter. So if you want to plug in your
Well, most people use USB these days, but you know, you can still plug something in there. All right only
How about we check out the hatch here in the back of this? Alright Keith. So we're back here in the rear
I'm gonna let you take over this part because I know you're really excited
All right. So let me go to the camera. Let me see. Let me show them and yeah, all right
Let's open the back of this hatch here. We're gonna open it here. You just press the button
It's got a little rubber grip here. You just press it. There's no more latching. It's basically just a button now
So right there so which that's very nice. Yeah, one thing here
Let me get these mats out of the way here, but it's got this gate here
It's got this crossbar metal gate here that holds your luggage or a hold your groceries
You just put them and I'm not gonna do it because a brand new car is set up up there and you can adjust it
back and forth to hold your groceries your
Walmart, whatever you got there also got some little pockets here. Hold your junk in there. So it's kind of this
Yeah, they're pretty deep and there's rubber grip at the bottom of those also, so that's nice, you know things stay
Yeah, they just leave it plastic. I'm glad that they put the rubber grip you got one on each side
So we have them in both sides, okay?
Got your seat this I wish it was an automatic a lot of cars now
We're doing the automatic seat drop, but this is a lever one depressant name flip style
Yep, you got to come around the other side and flip it back up. You got your LED lights here
You've got the other thing here. You're gonna flip it down
Again, it has a hard time
So, I mean if you have failure take your kits or whoever you know
Pours or whatever, you know, this is this is a perfect SUV for all that like it's very roomy
You've also got more room if you want to put some different stuff under there some flares some emergency kit stuff. I
Like how much room you have back here? Yeah, I mean besides having your spare tire right in the center
It's still plenty of space real nice. It's very nice. I like that full hitches right here across the side
So if you want to latch something down
I don't know what you'd use that to much for right but then you press the button. It's gonna do it again
yeah, I don't get it'll go down all the way and
That's it. Hey, if you watch this bar smash the thumbs up because you've watched enough this video you might as well like it
Alright. Hey, yeah. Hey and right after I close this here, I noticed that we have this green blazer right behind us
So if you want to see what the green color is
It's pretty different. What do you think? I'll you know, I really like this one. I mean you like this better
You see that I like the red. This color here is called Cajun red
I don't know what the color on this green one, but man. Oh, yeah, you know, I honestly like this a lot
I wouldn't mind having this color instead of that color
But, you know drop a comment below and let us know which color you like best
You like this one or you like the Cajun red that we have over there? All right
Hey, let's show them the exterior of this Cajun red blazer 2020 premiere let's grab the tripod and let's talk about the outside
Okay. All right. I'm excited. We just finished the interior. This is the exterior of the 2020 blazer
Premiere all-wheel drive and this is a Cajun red and I love it
Pin this thing this color is very nice. It pops out a lot
But since we're already up here, I gotta say love the chrome. I mean, I don't know if you guys can see this
Right here fog lights turn lights this real slim
All right now they get all right all nice tile check out the chrome here
Nice chrome we get the nice Chevy emblems, very nice and big so, you know
You know you have a Chevy as soon as you see this, but this grille is very large
Yeah, you've got the glass black finish here that goes right around the side
You've got the silver if you follow it here on the very bottom. It's a little bit different shade
This is the only color that I see on this but right at the fiery bottom they put this like a grayish silver color
So yeah, we have like a two-tone
Well more like a three-tone to really have the gray in that glass back here in the chrome. Yeah, which is very nice
I like that but I really like the Cajun red. That's cool as you come right down here
You've got the LED lights and let's go around to the side here. What do you think about these 20 inch wheels?
20 inch rims. They're very nice. They're glass black also, so we have a lot of glass Plex is this
Yeah, they match it really nice. Let's get a little closer. Look here like that. That looks very nice
Yeah, this is got the Michelin tires. These are the 20 inch rims and we have 235 s in the front
So there's the size of the tire and we also have the same thing at the rear excellent
That's very nice. And then we on the side right here. If you see we have the Blazer. Yeah, it's this place right here
Right down here. We have you know, the nice camera
So when you're backing up or you want to get a side view of the site, you know
We have one thing with one thing with the mirrors
These are heated mirrors, which again you need you really need here in northern, Indiana, Michigan area, you know the northern United States
But they're there manual mirrors. They're not the power so you got to push them in
Yeah, so you push them in, you know, I wouldn't tilt it up
I wish they wouldn't be pull for that mirrors, but they're never separate. We have the nice marker light turns in on the side
Very large windows. Yeah, I don't know if you agree with me and Ike yeah, the windows are nice
They're not too dark of tent. They've also got the chrome roof rack that goes right around the top
We also have more chrome on the door handles. So this is a keyless entrance. So, you know, we have the button right here
We have the same thing for all floor doors
So some vehicle only has them in the friend or but we have them here, you know
So I mean right now it's a lot
So you've also got the chrome trim that goes around the bottom here
If you look down the side, you can see how it looks that looks very nice
You know as we continue we just wrap around and you know
You have a nice kind of slick light which is starts running like a ball right here and it moves up
Towards the rear so you know, it kind of forms. Yeah, it's pretty cool. It's pretty aerodynamic and a little bit sporty looking right
We'll take a shot right down the mirror so you can see the whole side of it. It looks pretty nice
It's got the glass black finish here on the trim right there that comes around the spoiler here
Like I say, you know, they keep adding more and more of that and I like how they did that touch of the glass
Yeah, let me put this on the tripod L&E. We'll check out the back. All righty, then sounds good
All right. So we're in the rear of this Chevy Blazer and
Man, this thing has some nice. This has got some shapes honor that or awesome
It just looks like the waves of an ocean are just crashing down over and it does the same thing
I thought cuz you see how it dips
Yeah, right and it comes around wraps under they've got the gold here on the Chevy emblem right there
Right, it's got the glass black that finishes right underneath it. It's very deep
You've got your LED tail light that wraps around right here. Yep, and you know, it's kinda nice. It's nice. It's not two slanted
It's not two straight up and down. They did a good job on the design of the rear of this. Yes
So the rear I mean overall the rear is very nice. I love this rear
Yeah, you know you have your wiper blade look at how I mean, this is pretty edged
You look and you've got the taillights that wrap around
What most cars do that? But if you look right here in the middle?
They didn't just make a flat panel on the rear taillights. They made it. So it just the molding of the taillight sticks out
I mean, that's just very edgy looking. I know it's tough. Yeah, it's very different and it just goes with all these lines
I keep saying this looks like a wave is falling down
But when you go in here and dips in the little and then it comes back out. That's what gives you all those different
Some close-ups here of the back. Alright, so you got the camera elleny. Let me go over here
Hey, I want to say thank you for gates for letting us do the review here
This is gates Chevy and Misha walking in the end. I appreciate it. Check out the Blazer all-wheel drive. So that's what this is
They've also got the premiere on this side now the Chevy Blazer
Came out with several different models. I mean there's tons of up you all the way from the L
Which is the lower bottle and now it goes for about 25 to 28 thousand
This is the number one - this is the premiere all-wheel-drive
2020 shift shoulder this right here is the best you can get in this SUV and the MSRP on this thing is about
42,000 this one actually is 51 because it has several different options
Yes, so you get more options, you know, you get the rim colors
Which is a glass black and since we're in the rear again, I got to show you guys we have another Chevy Blazer here
So when I talk about the rims, you can see the difference right here. So those are the options that you're paying for
So this is why this one gets a little bit more price point. That's excellent
I'm excited to show you the engine on this sucker
Let's check it out already, then. He'll they pop the hood on this 2020 blazer. Let's check it out
So we have the v6 on this Chevy Blazer. Very nice
You know, it says we're saying visas everybody when you hear visas, you spit very nice my illness and whew, yeah
What's my with us eighteen see?
yep, and this is the
3.6 liter v6. It's a nine speed transmission. We'll do a quick view here of it
So look at that, so it's very nice, you know and overall wit. This is a very nice Chevy Blazer
just make sure you go to our next video right here and click make sure you like and
Subscribe and we'll see you next time on car flowing

Hyundai Kona Electric vs. Chevrolet Bolt EV: Which Is the Best Affordable Long-Range EV? | Edmunds

Edmunds:

[MUSIC PLAYING]

DAN EDMUNDS: Prevailing
wisdom suggests
that an electric vehicle needs
more than 200 miles of range
to stave off range anxiety
and make it useful for more
than just commuting.
But until now, there's only
been one affordable example.
The Chevrolet Bolt EV brings
238 miles of range to the table.
But now there's a new
Hyundai Kona Electric
with 258 miles of range.
KURT NIEBUHR: Which of
these vehicles is better?
Are these finally
the affordable EVs
that everybody's
been waiting for?
Before we answer that, make sure
you subscribe to our channel,
and visit Edmunds.com to
help find your next vehicle,
electric or otherwise.

DAN EDMUNDS: When I
first proposed this test
in the office, everybody said,
why are you putting a Bolt up
against a crossover SUV?
Well, the Kona electric isn't
really that much of an SUV.
I mean, it's only got
front-wheel drive.
There's no all-wheel
drive version.
KURT NIEBUHR: And the Chevy's
just kind of a tall hatchback
anyway, and it's
front-wheel drive too.
I mean, these things are
pretty close on paper,
when you look at the specs.
DAN EDMUNDS: Oh, yeah, the
wheelbase is identical.
And the Kona is only
about a half inch longer.
And both of them have 150
kilowatt electric motors.
Chevy says theirs is
good for 200 horsepower.
Hyundai's number
is 201 horsepower.
But I'll give it to them,
because their electric motor
makes more torque.
KURT NIEBUHR: These things
do not look the same at all.
DAN EDMUNDS: No, no,
the Kona Electric
is both lower and wider than
the Bolt, some SUV, right?
KURT NIEBUHR: People around
the office are asking,
why didn't you guys
include the Leaf?
Why didn't you
include the Model 3?
DAN EDMUNDS: Well, the Bolt
has 238 miles of range.
And the Kona Electric
has 258 miles of range.
KURT NIEBUHR: Yeah, the Leaf's
150 is just way too short.
DAN EDMUNDS: Right.
As for the Model 3,
the $35,000 version,
with 220 miles of range,
they're not making it.
I mean, we can't compare
these two vehicles
to something that doesn't exist.
KURT NIEBUHR: Nah,
that's just vaporware.
DAN EDMUNDS: Yeah, really.

[MUSIC PLAYING]

KURT NIEBUHR: So what
are we looking at?
DAN EDMUNDS: Well, at the
moment, a whole lot of plastic.
But up in here is
the electric motor
that drives the front wheels.
KURT NIEBUHR: Yeah, I
can just see it up there.
DAN EDMUNDS: Right.
We move back and there's this
big aluminum expanse, the width
of the car, really long.
This is the battery pack.
65 kilowatt hours
of storage, that's
like gallons to a gas tank.
And that's what gives this
car 258 miles of range.
KURT NIEBUHR: It's so flat.
DAN EDMUNDS: Yeah, the
smoothness of this battery pack
and the plastic ahead
of it contributes
to a 14% reduction in drag
compared to a regular Kona.
KURT NIEBUHR: That's a lot.
DAN EDMUNDS: Yeah,
it's not nothing.
And we move back
here, and we see
a really nice
multi-link suspension,
which gives this car really
good ride and handling.
And also makes room
for the battery pack
to be as big as it
possibly can be.
KURT NIEBUHR: So I imagine
that the Chevrolet looks
exactly the same underneath.
DAN EDMUNDS: Well, maybe.

KURT NIEBUHR: So
we're under the Chevy
and there's a lot of black
plastic underneath here too.
DAN EDMUNDS: Absolutely,
but trust me,
there's an electric
motor up in there
that drives the front
wheel, just like the Kona.
We move back, and we see,
this is the battery pack.
But it looks different.
It's narrower.
It's not as long.
But it's almost as big,
at 60 kilowatt hours,
238 miles of range.
So it's got to be taller,
which might be why the Bolt has
the roofline that it has.
KURT NIEBUHR: It's also
not very smooth under here.
DAN EDMUNDS: No, it's not.
It doesn't look like they
paid nearly as much attention
to smoothing the
airflow underneath here.
We move back and we see
something different here too.
KURT NIEBUHR: Yeah,
this suspension
does not look anything
like the suspension that's
in the Hyundai.
DAN EDMUNDS: No, this is
a basic twist beam rear
axle, which is really pretty
cheap and inexpensive.
It was popular in compact cars.
But it's not the most
sophisticated suspension
for ride and handling.
It'll be interesting to see how
the two compare when we start
driving them back to back.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: They might
not be the same at all.
KURT NIEBUHR: I can't
wait to find out.
DAN EDMUNDS: Yeah.
[MUSIC PLAYING]

So both of these
have plenty of space
if you fold the seats down.
But they have a lot of range,
so you can go somewhere
with the family.
So you might have
four people in this.
Where are you going
to put the luggage?
Will it fit?

KURT NIEBUHR: I don't like
how that kind of rides
on the plastic trim back there.
DAN EDMUNDS: It's
a little bit tight.
What about third one?
KURT NIEBUHR: The third one,
we're going to have to put it--
DAN EDMUNDS: No choice there.
KURT NIEBUHR: It's easy
enough, but will it shut.
DAN EDMUNDS: Oh,
actually pretty easily.
No problem.
KURT NIEBUHR: But we
can lower the floor.
DAN EDMUNDS: Oh,
yeah, that's right.
And it's a pretty
dramatic change.
Oh, look at that.
You can stand these things up.
Easy.
KURT NIEBUHR: There we go.
On the Kona--
DAN EDMUNDS: Well,
you can already
see that the
floor's longer here.
KURT NIEBUHR: Yeah,
there's more room.
DAN EDMUNDS: More width too.
KURT NIEBUHR: You can
probably shove that one in.
DAN EDMUNDS: I think so.
KURT NIEBUHR: And it shut.
DAN EDMUNDS: Not a problem.
You can also lower
the floor as well.
KURT NIEBUHR: Oh, yeah.
DAN EDMUNDS: It's not as deep.
But it might do the job
Yeah, this stands up.
There out the line of sight.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: If you don't
want to drop the basement,
this has a little more space.
But if you do, there's
really not a big difference.

Wow, who was driving this thing.
KURT NIEBUHR: I was.
DAN EDMUNDS: Well, I
got to bring it back.
Are you OK?
KURT NIEBUHR: Yeah, I'm OK.
DAN EDMUNDS: How's that.
KURT NIEBUHR: It's OK, you
can go back a little farther.
I'm actually happy back here.
I've got enough
room for my legs.
I got enough room for my feet.
I even have a heated seat.
Let's go check out the Hyundai.
DAN EDMUNDS: All right.
Oh, I'm going to have to
bring this one back big time.
KURT NIEBUHR: This
isn't so bad back here.
Oh, what are you doing.
DAN EDMUNDS: I got
to bring it back.
KURT NIEBUHR: Oh, I hate you.
Oh, my god.
OK.
DAN EDMUNDS: That's
a power seat, though.
The other one wasn't.
KURT NIEBUHR: There's less leg
room back here than in the Bolt
by quite a bit.
DAN EDMUNDS: You think?
KURT NIEBUHR: My feet
are starting to go numb.
Could you move this forward?
I can't get out.
[MUSIC PLAYING]

Now comes the fun part.
DAN EDMUNDS: We've left town,
and we're in the mountains,
and we're going to go
up to Crystal Lake.
KURT NIEBUHR: Yeah, and because
we have plenty of range,
we don't have to
worry about range
and we're not going
to talk about ranch.
DAN EDMUNDS: Right, we can
think about the normal things
that people think
about, ride, handling,
steering, braking, how fun
are these things to drive.
KURT NIEBUHR: Let's find out.
DAN EDMUNDS: Let's
take the Bolt.
[MUSIC PLAYING]
Wow, these roads are
pretty incredible.
KURT NIEBUHR: Yeah,
they really are.
DAN EDMUNDS: What's not
incredible is this seat.
It feels like I'm
sitting on a seat frame.
It's really narrow.
I'm sitting on it,
rather than in it.
KURT NIEBUHR: I
think I'm overlapping
on the side of the seat.
And I'm with you.
My upper back, my shoulders
are not happy with the seat.
DAN EDMUNDS: The driving
position is good, but the seat
itself just feels too small.
The interior just
feels kind of cheap.
It just does not have
really attractive materials.
I wish they'd put a little
bit more money in the seats
and the interior panels.
KURT NIEBUHR: The
one thing that's
really prominent in my eyes,
and it's literally in my eyes,
is how bright and
light the interior is.
Because there's a lot of shiny
or light plastics, which now
we're in shade, and it's great.
But as soon as we come
back through the sun,
like reflections flicker
off the windscreen.
DAN EDMUNDS: Yeah, the
angle of the windshield
is just about perfectly wrong,
because it's reflects the--
every detail of the top of
the dash back into my eyes.
It's like I need
sunglasses just for that.
But that is an option.
I suggest that you get
the darkest one they sell.
KURT NIEBUHR: You'd have to.
DAN EDMUNDS: Yeah, absolutely.
You know what's really
cool about this car,
the driving position is great.
I mean, the telescopic steering
wheel's right where I need it.
I feel I can see out really
well, other than the glare.
And the re-gen on this thing,
using the motor's magnetism
to slow the car, is really easy.
You just flip the shifter
and it goes into L.
And now, when you lift off the
throttle, you're slowing down
and you're not touching
the brake pedal.
And it's really kind of fun.
It's not kind of fun, it is fun.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: I got to get
on a little bit of breaks
for this tight hairpin, but--
yeah, the tires, they
make a little noise.
KURT NIEBUHR: We
might be having fun,
but the tires don't sound
like they're having fun.
DAN EDMUNDS: Low
rolling resistance.
But that doesn't mean low fun.
Because this thing really
changes direction really well.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: And I have really
good control of the car's entry
speed because of the
lift throttle re-gen
It's really kind of neat.
Yeah, these seats
though, they're--
[TIRES SQUEALING]
Listen to that.
What was I saying?
All right, I guess it's
your turn to drive, right?
KURT NIEBUHR: Yeah.

I'm absolutely with you
on the seating position.
I can get comfortable in
this car very quickly.
I like the range the steering
wheel moves towards you.
The seat is very adjustable.
DAN EDMUNDS: It just
isn't nice to sit on.
KURT NIEBUHR: It's not
a comfortable seat.
DAN EDMUNDS: No.
KURT NIEBUHR: This
could be the like worst
seat I think I've sat
in that's on sale today.
Now I get to make the
most of this car's torque.
DAN EDMUNDS: Oh.
KURT NIEBUHR: All
EVs make torque right
from zero miles an hour.
DAN EDMUNDS: Well,
it's not just that.
This thing's got 200 horsepower.
I mean, we can't forget that.
KURT NIEBUHR: No, and it's
actually fun to drive.
It's not sloppy.
DAN EDMUNDS: That's
a tight hairpin.
And that's a skinny tire.
KURT NIEBUHR: That's
a skinny tire.
But I have to tell you that
I'm not using the brake
pedal, I'm just using the
re-gen of the throttle pedal,
because it's so intuitive.
Back off a little bit to slow
down, twist it to speed up.
DAN EDMUNDS: And you know, the
body isn't rolling a whole lot.
I mean it's rolling some, but
any car would on this road.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: But that's
probably because the battery's
under the floor, so the center
of gravity of this thing
is really low.
KURT NIEBUHR: I
will say that I feel
like I'm sitting more
on top of the car
than in the car, which creates
more of a sensation of speed.
Like I feel like I shouldn't be
driving the car this fast, even
though the car feels just fine.
DAN EDMUNDS: The
cal is really low.
The seating position's
a little high,
because you've got the
battery under your backside.
Just needs some
sticker tires I think.
KURT NIEBUHR: This
is way too much fun
for an electric vehicle.
So what's your
opinion of the Bolt?
DAN EDMUNDS: Well,
I like driving it.
I mean, the steering,
the handling.
It's got plenty of
power, they regenerate
braking is really fun,
actually even on a challenging
road like this.
I just don't like the
interior, the seats, the way
the dash is put together.
I'm not a fan of that.
But to drive it, it's great.
KURT NIEBUHR: I
completely agree with you.
And you must not buy the
light colored interior.
DAN EDMUNDS: Exactly.

[MUSIC PLAYING]

Oh man, right away,
I love this seat.
It looks good, and it's
wide, and it's comfortable.
KURT NIEBUHR: Yeah, we are
definitely not in the Bolt
anymore.
DAN EDMUNDS: Exactly, and
we're a little further apart.
This cabin is wide
and spacious too.
And look at the materials.
This thing looks nice.
KURT NIEBUHR: I feel
more surrounded.
I feel like I'm
sitting in the car.
DAN EDMUNDS: Right.
KURT NIEBUHR:
Whereas, in the bolt,
I felt like I was kind of
higher up, kind of perched.
DAN EDMUNDS: And the controls
are really nicely laid out.
There's the touchscreen,
air conditioning, shifter,
and these are the heated and
ventilated seat controls.
KURT NIEBUHR: I've got vent--
I'm going to use mine.
DAN EDMUNDS: Yeah, right?
KURT NIEBUHR: Yeah.
DAN EDMUNDS: This
also has a sunroof.
The Bolt didn't
have one of those.
KURT NIEBUHR: No.
DAN EDMUNDS: And the
Bolt is the premier.
It is the top of
the line offering.
This is the ultimate,
which is also
the top of the line offering.
Its more ultimate.
KURT NIEBUHR: Yep.
Something else that's
glaringly obvious
is the distinct lack of glare.
Now, this is still a
light colored interior,
but I'm not getting blinded
by shiny plastic bits.
DAN EDMUNDS: Right,
right, I agree.
And as the driver,
I appreciate it.
The other thing I'm noticing
is going into that last corner
and some of these other ones,
the regenerative braking just
isn't quite as powerful
as it is in the Bolt.
KURT NIEBUHR: That
was a squirrel.
DAN EDMUNDS: Squirrel.
I do have three settings.
I can adjust it
with a paddle here.
But I set it to the max and
wish I had one more step.
You know, this car really
feels more substantial.
It's wider and it
feels like it has
a wider footprint on the road.
It's a little bit more composed.
The tires don't feel like
they're working as hard.
It's not squealing as much.
It's really nicely balanced.
I mean, the Bolt wasn't
unbalanced, it wasn't bad.
But this just feels better.
And even there, on that
really tight corner,
a little hint of
squeal, but nothing
like the Bolt generated.
KURT NIEBUHR: The bolt
was a little vocal.
DAN EDMUNDS: Yeah, the
transitions feel real nice.
The multi-link rear
suspension over twist beam,
I think we're feeling a
little bit of a benefit here.
KURT NIEBUHR: I'd say so
far, I feel less movement.
DAN EDMUNDS: It's almost like
this road is a smoother road
than when it was in the Bolt.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: Oh, wow.
KURT NIEBUHR: That
was way better.
No arguing that, the Kona
electric rides better.
DAN EDMUNDS: I just
wish I could get
a little bit more lift throttle
re-gen in these corners.
It's just not quite there.
The steering in this
car feels pretty good.
When I drove it in town, I
thought, it's a little light,
it doesn't feel as distinct
on center as the Bolt.
And that's true.
But when we get up
here in these corners,
it loads up a bit nicer
than it does on the street.
I still think the
Bolt's steering feel
is a little better, but this is
better than it was in the city.
KURT NIEBUHR: So when am
I going to get to drive?
DAN EDMUNDS: Right about now.
If you listen closely,
there's that--
KURT NIEBUHR: Yeah,
I think it gets
louder when you start moving.
DAN EDMUNDS: Listen to
that, that's awesome.
KURT NIEBUHR: You're
right, right away
the car feels more solid.
It isn't that the Bolt
feels the least bit flimsy.
It's just I like the
way this car feels.
I agree with you on
the steering feel.
It is a little light,
but I like the way
this feels through the corner.
And I also like the fact that it
has wider tires on it as well.
It's very noticeable.
There's not the tires
squeal that the Bolt had.
DAN EDMUNDS: It has the power.
It's just the matter of
not having as much power?
KURT NIEBUHR: No.
DAN EDMUNDS: That's not it.
KURT NIEBUHR: The power
feels more robust.
And the Bolt does not feel
like it's lacking for power.
DAN EDMUNDS: No.
KURT NIEBUHR: But the Kona makes
that power available to you.
DAN EDMUNDS: This has
about the same horsepower,
201 versus 200.
Let's call it equal.
But it makes more torque,
about 30 more pound feet
than the Bolt. So I think that's
what you're feeling coming out
of these corners.
KURT NIEBUHR: I'll
second what you said
about the interior of this car.
I feel like I'm sitting
in a more regular car.
Because the Kona Electric
is also a regular Kona,
it's the same car.
And the Bolt was built
just to be an EV.
DAN EDMUNDS: Right.
Which usually would make the
Bolt a better EV, because it's
purpose built. But
this doesn't feel
like they've made any sacrifices
to make an electric car
version.
Just look at the way the
battery is mounted underneath,
as we saw yesterday.
It's just so well
integrated into the chassis.
KURT NIEBUHR: You're
right about the re-gen.
I wish it was a little
bit more aggressive.
We have it set at the maximum.
We both seem to prefer the
way that the Bolt handles it.
[MUSIC PLAYING]

DAN EDMUNDS: Well, that was fun.
KURT NIEBUHR: That
was really fun.
DAN EDMUNDS: I mean,
why wouldn't it be?
These are compact hatchbacks
with 200 horsepower.
KURT NIEBUHR: Yeah, and we said
we wouldn't talk about range.
We're still not going
to talk about range.
Because we both have
over half a charge left.
DAN EDMUNDS: And
we're at 5,000 feet.
It's downhill most
of the way home.
Things are only
going to get better.
So let's go.
KURT NIEBUHR: Let's go.
[MUSIC PLAYING]

DAN EDMUNDS: So which of these
two EVs is the right one?
First, we have to talk pricing.
We don't know exactly what the
Kona Electric costs just yet.
But sources say the
base model's price will
come in close to that
of the base Bolt.
And we know with
certainty that the Kona
will be better equipped.
But here's another
point to consider.
Chevrolet is about
to cross the phase
out threshold for federal
tax credit eligibility.
The Bolt's $7,500 tax credit
will shrink by half to $3,750
early next year.
Then shrink again to $1,875
six months after that.
In just over a year,
it'll be down to zero.
Hyundai, on the
other hand, is just
getting started with EV sales.
The Kona electric will
qualify for the full $7,500
tax credit for years to come.
There's a lot to like
about these cars.
Both are more fun to drive
than you might expect.
They're practically
hot hatchbacks.
And you can go places
and be spontaneous,
because each offers enough range
to make them useful for more
than just commuting.
We like the Bolt for its
superior regenerative
braking and more
generous rear leg room.
But the clear winner here
is the Hyundai Kona Electric
on the strength of its
more sophisticated ride
and handling, nicer
interior, and longer list
of standard and
optional features.
The extra 20 miles of range
it offers is merely a bonus.

For more videos like this,
be sure to click Subscribe,
and visit Edmunds for all
your car shopping needs.

Chevy Volt 2017 Review: An Electric Car With A Gas Assistant

MrMobile [Michael Fisher]:

The First 5 Silverado Parts You Should Buy For Your 2019 Chevy Silverado - The Haul

AmericanTrucks Chevy & GMC:

Hey, guys.
It's Sara with americantrucks.com.
And in this episode of "THE HAUL" we're gonna
check out the first five mods that I picked
for the 2019 Chevy Silverado 1500.
There's been a lot of buzz about the 2019
Silverado and its new look that really stands
out in the crowd of pickups.
Now this new design looks and functions great
but good luck telling us not to modify our
truck to make it even better.
So without further ado, here are my pics for
the 2019 Silverado's first five mods.
Most trucks have a slight rake from the factory
which means the back of your truck is going
to sit a bit higher than the front to aid
in towing.
So those of you who don't like this look or
don't plan to tow on a daily basis, a leveling
kit is a great solution to the factory rake.
A leveling kit, as the name implies, brings
up the front of your truck so it sits level
with the rear.
Also if you're looking to comfortably add
larger tires to your truck, a leveling kit
will ensure you can run larger wheels and
tires by giving you that much needed suspension
lift in the front.
Now a lift kit will also remove the factory
rake and will allow you to run larger tires
but they can get much higher price wise because
they require additional parts and a much more
involved installation process.
A leveling kit is a great entry-level and
much more budget-friendly solution.
So with that in mind, I chose the Pro Comp
Suspension 2.25-Inch Leveling Kit because
it's a relatively simple and budget-friendly
way to prepare your truck for larger wheels
and tires.
This leveling kit allows for the addition
of up to 33-inch tires while still leaving
plenty of room for clearance when driving
and eliminates that factory rake.
This kit consists of two strut spacers for
each side that will increase the front of
your truck 2.25 inches, giving your truck
a more level appearance.
The spaces are constructed from billet aluminum
and the kit includes a top and bottom spacer
simplifying the installation process.
Because of the way this kit is designed with
two spacers instead of just one large top
spacer, install can be completed without dropping
the lower control arm.
Although this leveling kit is considerably
less complicated to install than a full lift
kit, you'll still need a professional alignment
afterwards.
And because this kit features direct bolt-on
installation, there's no permanent modification
to your truck if you choose to go back to
stock or upgrade to a lift down the road.
Lifts or leveling kits just beg for aftermarket
wheels and tires, so now that our truck is
level, let's move onto our next mod, wheels
and tires.
I chose this 20x9 Fuel Maverick Wheel in Gloss
Black wrapped in this Nitto Terra Grappler
G2 All-Terrain Tire.
It's a 275/60R20 which is equivalent to about
a 33-inch tire.
I went with an all-terrain tire because it
really is the best of both worlds.
You get the upgraded look and function over
an all-season like the ones that come factory.
These are going to give you more grip in off-road
situations but the all-terrain isn't going
to be as noisy as a mud terrain so you can
still take your truck on the highway.
If you're looking to get the best of both
worlds and you're planning to take your truck
off-roading on occasion or you just want to
add some performance to your daily driver,
these tires are an excellent choice.
This 20x9 wheel features one-piece aluminum
construction with a gloss black milled finish.
They have an offset of only plus one millimeter,
so they sit flush with your fenders similar
to stock but the 20-inch Fuel wheel is a nice
appearance upgrade over the factory 18s.
The wheel style really does come down to personal
preference and I like this particular set
because it delivers that upgraded look without
being too over the top.
This setup fills the wheel well nicely and
still leaves room for your suspension to travel
without hitting or rubbing.
A set of side steps is another popular first
mod for truck owners and for good reason.
Side steps make it easier to get into your
truck especially if it's lifted and allows
you to add a bit of side protection and some
of your own style in the process.
There are a ton of options out there for side
steps but I pick these Barricade HD Steps
because of their unique drop step design and
the black powder coat that goes nicely with
the look of our truck.
The Barricade HD steps feature a drop step
which brings down the stepping surface and
comes in handy especially if your truck is
lifted or leveled like ours.
These Barricade steps feature a tubular steel
construction with a textured black powder
coat finish and with the raised steel step
pads to provide easy access to your truck
in all weather.
These are a great option because they deliver
the aggressive look of a high-end drop step
while still leaving some money in your pocket
for other modifications.
Stock exhausts are almost always lacking soundwise.
With large restrictive mufflers from the factory,
you can barely hear the 5.3-liter engine roar.
One of the first modifications that most truck
owners do is swap out the stock exhaust for
something that is sure to wake it up and make
the drive more enjoyable.
I chose the Corsa sport system because of
its great fit, high-quality materials and
it delivers an aggressive sound.
I'm giving it a four out of five on the loudest
meter and here is a quick before and after
sound click.
This exhaust is designed for those who are
looking for not only an upgrade in sound overstock
but also an upgrade in appearance.
This Corsa exhaust features mandrel-bent 304-stainless
steel construction with twin 4-inch gloss
black tips.
The black tips are an upgrade when compared
to the factory slash exhaust that really is
lacking any tip at all and they compliment
the wheels that I've chosen pretty nicely.
Don't let its sleek appearance fool you, though.
This one packs a punch as one of the louder
options for the new Silverado.
We had a lot of fun with this exhaust.
Corsa really hit the nail on the head with
this system.
It produces that aggressively loud growl on
the outside and you still get some dude exhaust
sounds in the cabin with no drone when cruising.
You want to be able to hear your exhaust without
being overpowered by it while driving, and
this Corsa sports system delivers just that.
Many truck owners choose to add a tonneau
cover to their truck to protect the contents
of their bed from the elements and would-be
thieves but they also deliver the added bonus
of a more sleek appearance.
There are many different styles of tonneau
cover and they all have their pros and cons.
I think the tri-fold styles combines all of
the best features we would want out of a tonneau.
So let's get into why I chose this Undercover
Ultra Flex Tonneau for our first five mods.
Tri-fold tonneaus are one of the more popular
styles of tonneau because of their design.
This folding hardcover not only provides protection
from the elements but because it is a hardcover,
it provides more protection from would-be
thieves as well.
This tonneau is constructed from heavy-duty
aluminum and features a textured black finish
with a light that slides into the rail system
as an added bonus.
In addition, the tri-fold style folds all
the way up to the back of the bed in seconds
and locks in various positions so you can
still haul larger cargo.
This undercover tonneau does all this while
adding a sleek appearance with its flush design
that compliments your new Silverado.
So that's gonna do it for my first five mods.
I want to hear what you guys think or what
you would pick in the comments below.
Don't forget to like and subscribe.
And remember for all things Silverado, keep
it right here at americantrucks.com.

Gasser Nationals Wheelstander Nostalgia Drag Racing Chevy Rebellion Thompson Raceway Park 2010

Drag Strip Riot:

(Gasser Nationals)
(Chevy Rebellion Wheelstander)
(insane wheelstands drag racing)
(Thompson Raceway Park)
(rear wheelie)