Original subtitles

♪

bruno: Today, we bring in a purpose-built power-stroke

6.0-liter diesel drag truck.

It's making 40 pounds of boost

and keeps losing intake boots as well as head gaskets,

so we'll fix the problem with a new set of heads

and an upgraded fueling system and then make a final pass.

-- Captions by vitac -- www.Vitac.Com

captions paid for by discovery communications

welcome to "truck u."

today in the shop, we got a pretty cool truck.

This is a 2005 f-250 super duty.

It's a 6.0.

It's a single cab, four-wheel drive.

This truck does no work.

It belongs to a buddy of ours,

and all he wants to do is go fast,

so you can kind of relate to that.

The problem is when he's going fast,

I like to call him a little bit of a loose cannon.

He's breaking things,

so, of course, it ends up coming in here,

and he's like, "guys, can you just fix it for me,

and I'll come back and pick it up later?"

bruno: Loose cannon, I think, is [sighs]

overstepping a little bit.

I like to say he trends aggressive.

I mean, it's a truck that he wants to race,

and he needs a boosted application.

The thing is where he gets really aggressive is

there's no blow-off valve. There's no wastegate.

There's no way to regulate boost.

Basically, he's all in.

Every time he steps on the throttle,

he's getting everything he can out of that turbo.

Well, he's learned very quickly

that the engine can only handle about 40 pounds of boost

before it finds a fusible link.

Fusible link on an engine like this --

that's the head gasket.

So, it's like you got an electrical system.

You pop the fuse. You went too far.

Well, on an engine, you pop the head gasket.

That's the fuse.

The thing is you can't just slide another one in.

You've got a lot of work to do to fix that broken gasket,

that fuse, because now you start

pressurizing the cooling system.

You start getting water in the cylinders.

A lot of bad things can happen, so we don't want a band aid.

We want to fix it, and it's going to take

a little while to get the point to fix this broken fuse.

We already had the cab off a little bit earlier

so that we could get some of the things out of the way,

but we wanted to show you some of the work involved

with getting the cab off, so we basically just simply

dropped it right back down into place.

Now you think about pulling the cab.

If you've never done that, the thought of it can be

a little bit intimidating, but it's like anything else.

Once you've done it, once you're comfortable with it,

it can actually make the job a little bit easier.

What I like about it is I think you guys will be able

to have a little bit better visibility

on everything that we're doing.

Two, we'll be able to get at everything a little bit easier,

and I feel like we can do a better job.

And we ended up marking the floor, too.

This way if the chassis were to roll a little bit,

we can get it back on its spot

so we drop this thing back on, boom,

we'd have to mess around with getting it front to back,

get it centered.

I think that's everything.

Yeah, I think it's ready to go up.

Fingers crossed, I say it's ready to pop it up.

Well, we'll know. Real quick.

It's a lot easier than lifting it, isn't it?

It's way better.

♪

about to hit the ceiling.

Alright. There we go. Perfect.

Going to bring it for man height.

That's true. You know what I mean?

Don't want to bump the melon,

the moneymaker and ruin all this.

That's right. There go the rating.

Uh-huh.

Uh-huh. The juggernaut disappears.

Alright, so, I'm going to ask the question --

what's with the hot-pink trans?

Well, you know the deal, right?

These guys are racers. They're very competitive.

They're good buddies. They help each other out.

You know, the one guy is like, "hey, dude,

can you help me out with a tranny?"

he's like, "yeah, dude. I'll hook you up.

I got that coming right there,"

and this is what showed up.

I figured he lost a bet. Same kind of thing, though.

I like these guys, though. I like their style.

No one is going to steal his trans without him knowing it,

that's the good thing.

Alright, well, getting back to this cylinder head,

before we get it off, obviously,

you got to peel back the layers, so to speak.

So, first things first is to get the valve cover off.

Now you notice we got a mix of studs and bolts,

so what I'm doing is going ahead

and taking my little marker here

or my paint marker and marking all the studs,

so this way when it comes to the reassembly, no guesswork.

I know these all go back in there,

and, yeah, okay, there you go. You can come into the club.

If you're marking studs, bro, you know?

I knew where he was going with that.

Alright, so, I get the valve cover off,

and the next thing you'll see is the injectors,

and I've got a little tip I want to show you guys

when it comes to getting those out of the way

before we move the head.

♪

♪

alright. Here we go.

Oh, there we go. Ready?

With the oil rail out of the way,

now we can attack the injectors.

You see them sitting right here.

Now, their electrical connection feeds up

through the side of the head.

Now, this is what the connector looks like,

so a little trick you can use to try and pop them out

is take an 18-mil socket,

and you see where those push pins are --

well, I guess the part of the connector

where you got to squeeze in goes into play.

You slide over the top, it'll engage those like that,

and then you'll be able to pop it out,

so what we do is slide them over,

take a hammer, push them in, and there you go.

Now the injectors' harness will be able to slide through,

so we'll keep doing that, and then we've got

a socket-head bolt we've got to get out of the way

to be able to pull those injectors out.

♪

♪

♪

-yeah. -Little leakage there.

Matt: That happens, dude.

♪

with everything apart, we can come in here now

and do a little bit of detective work

and see if we can figure out where the issue was.

So, if you take a look at the surface right here,

you can see where the head gasket was, right?

There's no material there to speak of,

but you can kind of see the tracks of it, so over here

we got a nice pronounced ring, no problems there.

Let's go down to this one.

Everything looks good, no problem.

We'll come down here.

We're following it around. Oh, there you go.

There's where the issue was because this last ring,

that looks all good, too. So, if you look close,

you kind of see where the ring is pronounced, right?

And then there's a gap,

and then it picks back up and goes back around.

So, obviously, that's where the issue was.

You've got exhaust blowing up through here.

It's blowing out the head gasket,

and this is a water port,

so it's going into your coolant line.

It's under pressure.

It's pressurizing the coolant line,

which, inevitably, long term, could blow something out.

Now, your radiator cap, that'll let some pressure out,

but this dude knew what was happening.

He knew what the issue was, so he just went,

loosened the cap a little bit,

and then every time he came back and parked the truck, boom,

big pool of coolant all over the ground.

He's like, "yeah, I got a blown head gasket,

but that's a lot of work,

and, eh, what the heck, it still runs.

And I can take it over to bruno and matt, and they'll fix it."

that's kind of where his head was.

So, getting in here, it's fun.

We can try to track it down.

We'll see what the problem is, and, again, it is very nice,

does make things a lot easier

that we got the cab way up in the air.

We can get at everything.

So, matt just showed you guys what we were talking about,

the problem with the block.

Now, when it comes to the cylinder head,

it's hard to see right here, but if you look closely,

you see a little bit of rust coming through,

but the head gasket itself,

you can see where the cylinder was getting pushed past.

It was losing combustion,

start to push it into the cooling system,

and that's the problem you have when you lose a head gasket.

So, as we put everything back together, right,

we're going to put all these new pieces and parts in there,

and we want to supply them with a good-quality motor oil,

and we're going to do that with this amsoil signature series

max-duty synthetic diesel oil.

So, the reason we're going to do that is

we got a couple of advantages for using an oil like this.

Yeah, well, this blend was specifically designed

to protect modified diesel power,

and this is a perfect example of that.

It's a big-boost application, and when you get that situation,

you've got a ton of cylinder pressure,

which causes stuff like scuffing.

You want to take out the rings.

You want to take out the inside lining of the blocks itself.

This truck, this 6.0 engine itself,

is prone to having scoring in the cylinder walls.

It's just starting to show it now,

so we want to make sure we use an oil

that's going to protect against it.

Protecting those cylinder walls is going to help give it

an overall better compression, overall better combustion,

which is going to be more fuel economy

and more overall power.

One of the ways that that works is the fact

that it keeps these little soot particles

suspended in the oil.

If they're not suspended and they all drop down,

they can either cling together, and they can cause --

or they kind of turn into, like, a big wear agent

that goes around and does the scuffing.

Right. Or they kind of fall down,

and they create a deposit, right?

And you don't want that. So, that keeps it

all kind of floating around there,

and it's going to keep that from happening.

And the same principle happens in these heui injectors,

which is what these trucks are running.

So, if you know anything about that,

it's the motor oil that actually lubricates the injector.

So, you don't want deposits in there.

You want full lubrication.

You want no, you know, wear particles

or anything in there. So, that's what it's all about.

Yeah, those injectors aren't cheap.

Alright, we're going to take a break.

When we come back, we're going to start putting on

the new cylinder heads.

And this is going to be good because what did you say

your buddy was, mildly aggressive,

identifies as aggressive?

I don't know. It was something.

He has an aggressive nature to him.

We'll just leave it at that. He's one of those racer guys.

He trends aggressively. That's what it was.

That's what it was.

♪

♪

hey, welcome back to "truck u."

we've got the heads off of this diesel engine

because we had an issue losing head gaskets.

You know, this is a race-type truck,

and it's making over 40 pounds of boost.

In a situation where you start blowing head gaskets,

you got to fix the problem.

You just can't replace the gasket.

So, what we did is call the guys at asheville engines

and had them send us a new set of cylinder heads.

Now, they did some flow work to the inside of the heads,

which is going to make a little more power,

but the key for us, really, is what they did right here

around the combustion chamber.

What they did is o-ring it. So, you'll see right here

where the head gasket goes over it,

this o-ring is going to press into the gasket,

and it's going to help seal that combustion chamber.

High pounds of boost, you get to a point

where you got to do something like that

to help seal that combustion chamber.

Now, there's a couple different options you can go with.

This, I think, is going to be the fix for what we need.

Want to get up in bigger pounds of boost area

where you're 70, 50, 100 pounds of boost.

Well, you got to start getting creative.

So, I've seen situations where they put the o-ring

actually into the block and receiver groove

for it inside of the head, so you use a copper head gasket,

which will sink into the head,

and then the next level is what they call a fire ring,

which is basically a thicker squared-off ring,

which essentially mates the head to the block.

That's when you start getting to next level.

We're not there yet, but we're getting there close.

The other upgrade we decided to do

was step up from this head stud he was running to the arp 625,

which is basically like the mac daddy of head studs.

I mean, he was in the right direction.

He went from the bolts to the studs,

but now it's time to step it up to these.

They have a much higher tensile strength,

which means we get much more clamp load on the head,

which means less chance of blowing one of these.

So, now we've got to get these in,

and we can start reassembling this engine,

start making boost again.

♪

so, we put in the head studs.

We made sure we put a little assembly lube

on the studs themselves.

This way when you torque it down for the final torque spec,

you'll get the right torque and clamp load

on our cylinder heads.

Now, this engine was originally built by asheville engines,

and they bored it 30 over with a stage-two cam in it,

which had a little bit more duration.

So, that's going to match perfectly with the new port job

hey did on these heads.

It'll have better flow, which is going to equate

to about 45 additional horsepower

with stock injectors and turbo.

So, that's a good thing. So, now what we have to do

is get these heads on, get them torqued down,

and then we can move on to the other issue we had.

That's with the fuel system.

So, when you're running bigger injectors, and then you got

a turbo slamming all that air in there, right,

you want to make sure that your fuel system

is going to be able to keep up,

and that's where this comes in.

It's the driven diesel fuel bowl delete regulated return kit

that we got from strictly diesel.

That just rolls right off your tongue, doesn't it?

Just like the fuel needs

to roll right into the injector, as well.

It doesn't just roll right in there

with that factory fuel bowl.

But what there is is there's a restriction, right?

You don't want to have restriction in fuel,

especially when you're trying to make more power

because power is limited to as much fuel as you can burn.

So, if we're not stuffing enough fuel in there,

you're not going to make any more power,

so getting rid of that restriction

allows you to use bigger lines,

bigger hoses, bigger everything so you don't have

any restrictions in the lines as it is,

and then the regulator that comes with the kit

allows you to finally adjust the amount of fuel flow

to get it just precise

to get that tune-up dialed right in.

Hey, and another cool thing is everything here that you see

on the table is all made right here in the usa,

which we're big fans of that.

I love it, dude. Let's get this thing

pumping some diesel into it, man.

This is all you, man. You know what?

Like, you can look at this, and just, in your brain,

you already know where it goes.

Driven diesel has been building fuel systems for the heui

power strokes for almost 20 years,

and it has fuel products that fit bone stock all the way

up to fuel competition 6.0- and 7.3-liter trucks

because, obviously, with the horsepower

this guy is looking to make,

he's going to need every bit of fuel he can get.

After the break, we've got some finishing touches

for this power stroke.

♪

announcer: This truck is a high-performance beast,

and today it's in the shop getting some upgrades

to help handle all the horsepower under the hood,

including a new set of brakes

designed for trucks that play hard.

This f-250 diesel is tough on its brakes,

exposing them to frequent high-temperature stops

that can cause them to fade and wear out.

Anytime you add more power,

it's a good idea to upgrade your brakes.

Regardless of the truck you drive,

upgrading the brakes is one of the easiest

and most important modifications you can do.

Adding power, towing, and hauling all increase

the need for severe-duty stopping power.

Power stop's z36 truck and tow brake upgrade kit

is engineered to handle exactly that.

This kit is a direct bolt-on upgrade to your stock brakes.

No modifications are needed,

which means more time out on the road

or getting the job done

and less time in the garage or shop.

The z36 pads are carbon-fiber ceramic,

which enhance the strength of the brake compound

to handle heavier loads.

The rotors are drilled and slotted for maximum cooling

and zinc-plated for protection against rust.

This tech tip is brought to you by power stop,

the leader in performance upgrade brake kits

for your car, truck, and s.U.V.

♪

it's time to finish off the project

with weathertech -- auto. Home. Pet.

Find your fit at weathertech.Com.

Obviously, we have a few more things

to button up on this truck before we send it out of here,

but one of the other things that we like to do

before we send them out

is a little something we like to say.

We finish it up with weathertech, right?

And, so, we're going to do that with these right here,

these little deflectors on the side. Look at that.

I love the finishing touch.

You know, the thing is, with all the weathertech stuff,

there's no drilling, and they snap right into place.

They're easy to mount,

and they match actually the little lights up top.

They do. They do. Who knew?

You know, the thing is, obviously,

this is more of a race truck than it is a street truck,

but if he does want to take it out on the road, you know,

who's to say he doesn't want to crack the window open,

feel a little fresh air in his face

and not have to hear the wind noise?

And that is something that is really nice about these,

and you don't get wet if it's raining in the process, man,

so not only do they look good,

they're easy to install but totally functional.

And, yeah, the 10-second install is something I'm a big fan of.

Boom, boom, boom. Look at that.

And if you can do it in 10 seconds,

most mortals can do it in 5.

And I did it right. [ chuckles ]

you might not know this, but like most people,

this guy likes getting stuff for free.

I mean, who doesn't like to get a good deal, right?

I mean, everybody does. That's why he really loves

when the new classic parts of america catalogs show up.

These catalogs are the easiest way to find

what you need for your chevy or gmc restoration projects.

There are eight different catalogs broken down

by year range, covering 1947 to '98 chevy trucks,

1968 to '74 novas, and 1967 to '69 camaro models.

Check out the huge inventory of high-quality restoration parts

from the comfort of your own home,

and because they're located in the midwest,

they've got fast shipping options.

It takes only 5 minutes to coat your car with tech shine.

It eliminates the time-consuming process of waxing.

Tech shine not only protects your paint,

but makes all exterior surfaces water bead like crazy

and leaves your finish with a showroom shine.

Tech shine is a wet-applied clear coat

that was originally developed for jets and racing boats

in order to produce a super slick shine

and help reduce drag.

First, wash your car or truck.

Then apply tech shine using their reusable applicator pad

while the vehicle is still wet.

The product simply glides onto all exterior surfaces

in just minutes.

While you're rinsing your vehicle,

the coating activates to give you that durable,

long-lasting finish and an amazing shine.

From boats to barbecues, you can use tech shine

to get an outstanding finish on just about anything.

♪

in this installment of "blasting with bruno,"

we're going to take a look at the axles off our

jeep comanche project.

Now, you look at these things real quick.

You can tell that somebody made a feeble attempt

into repainting them,

and what I mean by "feeble" is they did no prep work.

They took a rusty axle,

they took a can of spray paint, and went over it,

hoping it would hide or mask the problem.

It didn't. All it did is, well, surfacely cover it up

as the rust is starting to come through.

We're not going to leave this like that.

What we're going to do is we're going to cure the problem,

get rid of the rust, get rid of our corrosion

and the bad paint job

by utilizing the dustless blasting db500 mobile s.

We'll get these stripped down

and get it ready to get powder coated.

One bit of prep work that we had to do to these axles

before we started spraying them

was jam something in the axle opening

so that blasting material doesn't get inside

because that can make for some tough work down the road.

As always, the db500 mobile s makes short work of these axles,

and blast material also gets in these small places

that you could never get a grinder in.

We all know nothing feels better than working for yourself,

and you can turn dustless blasting into a business.

You set your own hours, keep all the profits,

and blast all kinds of jobs like automotive,

marine, graffiti, and more.

So, our axles are now fully blasted,

all the rust and corrosion is gone,

and now we can have a clean surface

to send these out to have them powder coated to.

When they are done, they're going to look brand-new

and look great up under that comanche.

♪

♪

welcome back to "truck u."

so, today is really cool because we get to bring

a couple worlds together like the corporate world

that makes a bunch of cool products

that we've been using for years and the world of racing.

We got a truck here that gets beat up each

and every weekend when it's out there.

So, the truck belongs to my man brian from gray's diesel

out of middleburg, florida, right?

Just outside of jacksonville?

Yes, sir. Hey, man.

Thanks for bringing this thing down.

It looks awesome. I appreciate that.

And we've got chris from hot-shot secret.

Now, we've been working together, what,

the better part of 10 years?

Chris: Just about 10 years now.

You know, and we've done oil analysis.

We've done all kinds of different things.

And how cool is it to have a truck in the shop today?

This is great.

So, chris, from the standpoint

of you guys being the company

and getting involved in the sponsorship capacity,

like, what's in it for you guys doing this?

Well, originally we got into motorsports

because we wanted to prove that we were the best of the best.

So, the way to do that was through motorsports

because that was the highest level of execution,

and the guys at work said,

"hey, if we can prove ourselves in this type of venture,

then we can prove ourselves anywhere,"

and then, from there, just built out.

We found all kinds of unique problems and issues,

and we started working with people like brian

to come up with solutions to them.

Their transmission fluids, gear lubes, engine oils.

It just blossomed from there.

It really took the lid off the can,

so it opened our horizons.

Now, brian, I want a quick rundown

on what this truck is all about

'cause the only thing I know at this point is

it is the world's quickest 7.3.

Yes, sir. Tell me about it.

Yeah, we've been 4.83 at 143 in the quarter,

right around there.

It's really fun to drive,

about 2 1/2, 2.6 "g's" for the first 2 seconds,

101 pounds of boost.

You know, it runs about 75 pounds of boost

on the trans brake before nitrous comes on.

Now I know from the racing perspective

how important sponsorship is,

and it's going to be awesome when you have a sponsor,

and you use the products, and they actually work, right?

Pretty cool? Oh, yeah.

And we know we were talking about

some injector issues a little bit earlier,

so let's head over there and check those injectors out.

Alright, let's go.

So, these are the heui injectors.

Kind of walk us through what that means.

Okay, yeah.

It means it's controlled electrically here,

and we got a oil side here, and a fuel side here,

and there's a multiplier piston in here,

7:1 ratio.

Basically we got 3,000 psi coming in,

hit 7:1 ratio, essentially 21,000 out the tip.

So, what can go wrong with all that.

Several things. It's a complicated injector.

Biggest problem -- 100% biggest problem

is on the oil side and the poppet sticking

and suffering from stiction.

Chris: Inside that poppet, builds up a lot of stiction,

which is like burnt, crusty oil

because it's going 67 times a second,

so the stiction eliminator cleans that out in one treatment

and gets it back to the way it was new.

So, to replace the injectors,

we know that's a much more expensive alternative

as opposed to just adding in some of the stiction eliminator

and having that solve the problem.

But you're working on these things all the time.

You use the product.

I mean, you've got to have some pretty good stories

about people, you know, having success with it.

Oh, yeah. Yeah. Most recently, we had a customer with --

we put in injectors 8 years ago and 80,000 miles ago,

and he limped it all along this whole time

without ever repairing anything.

For 8 years? For 8 years.

I don't know. I got to give him some credit for that.

So, he's like, "I got $3,500. What can you do?"

and I said, "well, we can fix all your other problems,"

and said, "we're just going to do stiction eliminator

on your injectors. I'm confident we're going

to correct your injector problem."

soon as I test the pedal, there he was smiling ear to ear

saying how much greater it was, instantly better.

He said, "that's instantly better,"

and the further we proceed with test drive,

it's back to full original manufacturer power output,

which is amazing.

So, you saved him whatever, $3,500, $4,000.

Yeah, roughly in there depending on what shop.

Yeah. I mean, you've got to love hearing stories like that.

I do love hearing stories like that.

I mean, for $50, he solved a problem

the guy has had for 8 years.

And how many times have you heard similar stories?

Thousands.

I've literally heard thousands of stories like that.

We get testimonials every day of people calling

and telling us that same type of story.

That's got to feel good. Oh, it's great.

It's a great product, and it's good to hear those stories.

Yeah, very cool. Hey, man.

Thank you guys both for coming in.

That's awesome.

We could sit here and talk about this stuff all day,

or we could take this cool truck and take it outside

and fire it up, which is what I want to do.

You cool with that? Oh, yeah.

Alright, we're going to do that.

That's all the time we have today.

We will see you guys next time right here on "truck u."

♪

♪