All language subtitles for Truck.U.S16E04.Diesel.Drag.Truck.HDTV.x264-CRiMSON_track1_eng

♪

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."

♪

♪