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00:30This time on Rides Down Under Workshop Wars, we catch up with Dave from Styling Automotive as he takes us through the Lamborghini build.
00:40We get an inside look at the technology behind Diff King's high-quality diff setup and the Vali-Grunt crew fit the four-linked Southern Chassis Works rear end to the VG Jet.
00:51Master Mechanic Mark Trounson from Dynamotive explains the process in putting together high horsepower engines.
00:57Luke from Evil Garage adds the wheeled tubs to the Oz Wheels Smoke Bomber.
01:03First, we catch up with Todd from Superformance, who's working on the Ford Galaxy.
01:08So the guys are working on the Galaxy project.
01:18Basically, all the chassis and suspension work's been completed, and now we're moving on to replacing the floor pans, making a new tunnel because the transmission's up through the floor now.
01:27So we're going to raise that, make a custom bit of sheet metal there, do a heap of bead rolling in the floors.
01:32The new wheels are about to arrive, so we'll hopefully test fit those.
01:36Get some tyres ordered and get it down on the wheels and see what the proper stance is.
01:40I made the tunnel quite tight and narrow so we could fit some bucket seats in.
01:45Got that all screwed together and in there, ready to go, and about to start on the rear floor.
01:53So we're fabricating the new floor pans in the boot area, above the differential and through the tunnel.
01:58First, we'll take a heap of measurements, and Hayden's got his notebook out, he's drawn it, he's measured physically how big it is.
02:05He'll then transfer that onto a brand new bit of sheet metal, cut it out to shape, template, work out how he wants the beads to look in the floor, work out where we're going to have some cross members under there for a bit of extra stiffening.
02:16And then from there, trim it, manipulate it, he'll punch all his holes through his plug holes around the outside, then he'll bead roll it and then he'll weld it in.
02:24So the boot area is quite large in the Galaxy project, probably about six foot in width.
02:29And then we're going to do it in a couple of different sections, moving forward up the car, and we're going to land a joint on a cross member.
02:35So when you weld it and from the underside, you can't actually see where any of the joins are.
02:38Because the floor is quite large, we'll use one or 1.2 mil cold rolled steel.
02:44Because the steel is quite thin and over a large area, what we'll have to do is by applying the beads into the panel, add strength.
02:51So effectively, we're stretching the material, making it stiffer and more rigid.
02:56And the more beads we put in it, the stiffer it's going to become, but it could also warp the panel.
03:00So we've just got to be careful, there's a fine line between making the metal go out of shape and actually adding strength to the material.
03:07So with the new wheels that are in order, we've got shot wheels, 20x12s in the rear and 18.8s in the front.
03:13We've redesigned the whole back clip.
03:15Previously, we fit that in and we already knew that we've got to put wheel tubs in the car.
03:19We'll get the wheels out, double check our measurements, make sure we're happy with the clearances of the wheels.
03:24And then we'll start cutting up the tubs so we can add probably about 50 mil through the middle of the tub.
03:29And we'll try and reuse the existing wheel tub so it's all just a lot simpler.
03:33So the four pan design that's been done so far, we've got heaps of extra material so that when we trim and make the tubs wider,
03:42all we're going to do is trim that extra 50 mil or however way we're going to make the tubs out of it.
03:46And then we'll just manipulate the top bead on the outer, which we haven't done yet, to suit the new tub profile and should be easy.
03:52So the factory floor, when we cut it out, the Galaxy had a bit of a dip in it where the spare wheel was.
03:58A car like this, with the size of the wheels, you won't be able to get the tyre off on the side of the road.
04:03So effectively, you've got to call a tilt tray if you get a flat in the rear.
04:06We probably won't run a spare.
04:08If anything, one of those run flats were quite skinny if we had to do the front wheel.
04:13But generally, this application would be called a tow truck.
04:16So with the transmission sitting quite high in the car and the vehicle being super long,
04:21we've made a really long, but we've kept the tunnel quite skinny.
04:25If we had to make a huge tunnel, have less strength.
04:28So we've made it quite skinny, so it's just going to hug the tail shaft itself.
04:32And we've allowed for an extra inch and a half of upwards travel when the diff rises and hits the bump stop if it was going to.
04:38So we've got heaps of allowance for extra clearance there.
04:40And we've kept it as skinny as possible, also because the customer wants to run factory Galaxy 500 bucket seats in the front,
04:47which are really like a sofa bed in the front.
04:49So we've got to keep it quite small, and it's really tight on the big transmission.
04:53So we've got it as tight as possible, so hopefully as much room as possible.
04:56So we've got Tim in today, who's one of our engineers that we use up here in Queensland.
05:06He's going to help us out today with the Dodge Fargo van project.
05:10Well, if we're talking about Queensland, any modification to a car,
05:14even something as simple as fitting child restraints that aren't standard in the vehicle, requires engineering.
05:20So it can be anything from putting a V8 in a car that didn't have a V8,
05:26putting seatbelts in a car that didn't have seatbelts, and so on.
05:30Under the code, everything's required to be engineered.
05:34So if we're going to completely build a new car from an old one,
05:39with more horsepower and suspension and driveline changes,
05:44then really it's about for the engine in particular
05:48to be the right size for that size body,
05:51so that it's not a ridiculous amount of horsepower for that particular car.
05:56And then once you've got that part right,
05:59it's about upgrading the brakes to suit so that you can stop the same car
06:03and that the suspension will carry the load of the engine gearbox and suspension as well.
06:11And then there's a bunch of mandatory requirements when you build a car like that
06:16to upgrade it at least to the minimal standard that a modern car would be.
06:21And that's putting in things like lap sash and ursure reel seatbelts,
06:26collapsible steering column, heated demister, two-speed wipers and washers,
06:31so that you've kind of got, well, you've got a safe vehicle,
06:35but you've also got one that meets relatively the modern standards.
06:39So what we've done is we've imported a 2,500 Dodge Ram chassis out of America, 1988,
06:47pre-airbags and all the sensors and all the gimmicks,
06:50and what we're going to do is make that chassis fit the Dodge Fargo.
06:53Now, the Dodge Fargo's 860 mil shorter in the wheelbase,
06:58so what we're going to have to do is we're going to have to cut up the new chassis,
07:02shorten it up, replay it, get it through engineering that way.
07:05So Tim's here today to explain how we're going to do a torsional beam test on the chassis.
07:10We'll end up setting it up on the chassis table, secure the rear,
07:13and effectively weight the front and see how much twist it has.
07:17And then once we've done that, we record all the information.
07:20We then cut up our chassis, shorten it, do all the mods that we want,
07:24and then we put it back on the table,
07:26and effectively we're hoping for less deflection or twist within the chassis
07:29than what it had previously.
07:35Coming up, Dave from Styling Automotive takes us through the Lamborghini build.
07:52Here in Forbes Machinery House,
07:54are your Aussie-owned one-stop shop for everything workshop machinery.
07:58If you've got a job, we've got the tools and machinery to make it happen.
08:02We're one of the country's largest stockists and suppliers,
08:06serving your machinery needs throughout Australia
08:08to keep your business running
08:10with our huge warehouses in Sydney, Melbourne, Brisbane, Perth, and Adelaide.
08:15Drop in and see what we can do for you.
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08:21remember you can get everything online.
08:24With nearly 90 years of experience,
08:26our reputation stands alone,
08:27offering you a complete service
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08:34check your equipment before it comes to you.
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08:39No problem.
08:40We've got you covered.
08:41Our staff are trade qualified
08:43and can provide you with the right advice.
08:45When you purchase a machine
08:47from Hair and Forbes Machinery House,
08:49it's not just a sale,
08:50it's a partnership.
08:51We've just recently finished
09:18the Lamborghini Countach 25th Anniversary Edition.
09:22It's a really iconic vehicle.
09:24In fact, by the time the customer
09:27had done his first test drive in the vehicle,
09:30the car was already up
09:31on a sighting supercars page on Facebook.
09:34So not every day you get to see
09:36a Lamborghini Countach driving down the road,
09:39especially a beautiful red bespoke one.
09:42We've done the full repair and paint on that body.
09:44The car came to us as a bare shell
09:46and it required a lot of body work
09:49to be completed
09:49and to a standard
09:51that fetches these high prices
09:53for these vehicles.
09:55It had a full mechanical,
09:56every nut and bolt done on this vehicle
09:58and now it's a piece of art.
10:02So it's an aluminium shell
10:03and from factory way back in the day,
10:06they were pretty well bashed together,
10:09you know, least amount of colour
10:10and then presented.
10:11So we had a lot of work to do
10:13to get this to look as best as it can.
10:15I think we've achieved that.
10:17So we're working with our mechanic
10:19that specialises in Ferrari engines and mechanical
10:22who we've been working with many years.
10:24The vehicle has been rebuilt
10:26and has been sold on.
10:28It was sold to a gentleman down in Melbourne
10:30who loved the car
10:31but also had some sons
10:33and wanted to, you know,
10:36if he brought one for one,
10:37he kind of needed to buy one for another one.
10:39So we were instructed to find another vehicle
10:42which is what we did.
10:44We found a green Lamborghini Countach,
10:4625th anniversary
10:47and this one actually was signed
10:49by a Lamborghini aficionado
10:51which means unfortunately
10:52we weren't allowed to restore it
10:53but we were able to help rectify
10:55some of the issues and stuff around the car.
10:58That car then once completed
10:59sat at the Brisbane Lamborghini showroom
11:01for people to see and to enjoy.
11:04So it was then sold to the same client
11:07and head down to Melbourne.
11:08The customer is an Italian
11:10and my cheeky friend said,
11:11hey, you've got a red one,
11:13you've got a green one,
11:14why don't you get the Italian flag
11:16and let's get a white one
11:17and so now we're on to finding a white one.
11:20So that's our next edition looking for that.
11:23Not too many right-hand drive
11:24white Lamborghini 25th anniversaries were built
11:27so it's limited the numbers.
11:30However, we're on the hunt
11:31so if you know of any, you know, get in touch.
11:38Yeah, the boys did a great job on the paintwork.
11:40It's what we love and what we do.
11:42We strive for that sort of refinish
11:44and we try to, you know,
11:46better ourselves every time.
11:48Having a Lamborghini Contagion in the workshop
11:50is pretty special.
11:52A lot of customers saw it in the corner of the shop
11:55or in the process
11:56and kind of beelined for the car
11:59and wanted to know a bit about it
12:00which has a really cool story
12:02and also happy to show off
12:04the boys' workmanship around the car as well.
12:07The Lamborghini Contagion,
12:08it's an iconic car.
12:10Everybody, when you see one,
12:11you just know what it is
12:12or you want to know what it is.
12:14It looks like a piece of art now.
12:16We're super happy with the results
12:18and I hope the owner is too.
12:20It's a little Sierra RS500.
12:28Really clean looking little car.
12:30It's just in for us to tidy up the engine bay.
12:33It has a few unwanted little holes in there
12:35which will just do some repair and welding
12:37and then the engine bay is going to get painted
12:40and then back to the mechanic for the install of the motor
12:42and, yeah, back out and driving.
12:45It's just an old iconic car.
12:46All you'll think about is, you know,
12:48Dick Johnson and Boccy
12:50and everybody having a fight over the mountain
12:51and those things
12:52trying to take on the GDRs.
12:55It's a beast of a thing.
12:56Yeah, I'd love to be able to have a full drive in that car
13:00and, you know, give it a bit of curry
13:01and see how she goes.
13:02Next up, we get an inside look at the technology
13:18behind Diff King's high-quality diff setup.
13:29Jansis Equipment is a distributor
13:30for our global-leading brands such as Bendback,
13:33Sturtle Coney, Fiesbath.
13:34So we supply hoist lifting equipment,
13:37specialised testing equipment
13:38throughout Australia in all segments,
13:41whether it's a car dealership
13:42right the way through to a car enthusiast
13:44or a truck dealership
13:45right the way through to truck enthusiast.
13:47The difference we see with the Bendback hoist
13:49is not just with the ergonomical technology
13:52that we use when we're operating the hoist
13:54and lifting the hoist,
13:55it's all about safety and longevity.
13:57We can put anyone under the hoist
13:59and we know they're safe.
14:01With the Bendback hoist,
14:02there's no complicated buttons to use.
14:04When we want the hoist to go up,
14:06we press the button.
14:07In return, then when we want to lower the hoist down,
14:09it's just a matter of lifting the handle
14:10and that releases the safety locks.
14:12We just press the button
14:13and it steadily brings that car down.
14:18In our Bendback range,
14:19we have the two-post hoist,
14:21which is very, very popular,
14:22but we do the four-post hoist
14:23and that's anything from a car to a truck
14:25in the four-post range.
14:26So the versatility for whatever you use
14:28in any type of application in a workshop,
14:32we've got the hoist there to accommodate that.
14:42We're here now with the VG Jet
14:44after long delays
14:45and Ermi will explain
14:47why we've got a four-link rear
14:49over the independent rear later on in the episode.
14:51We've removed the independent rear
14:54and we've gone to a four-link rear now.
14:56Now, a four-link rear is still a great idea.
14:59We've got one in Frankencharger.
15:01We've used billet arms from Southern Chassis Works.
15:04Southern Chassis Works arms
15:06are the only arms that I know of
15:08that are VSB-14 approved.
15:11So we need to have cars that are past engineering.
15:15So to have cars that pass engineers,
15:18we need to have engineered, certified,
15:20equipment in the cars.
15:25Now, Southern Chassis Works,
15:27they offer billet arms or standard steel arms.
15:30Now, Frankencharger's got the steel arms in that
15:33and you can see that
15:35as we're racing around the track,
15:36that car was absolutely fantastic.
15:39That car stuck to the ground real hard.
15:41The only problem was
15:42the 325s weren't sticky enough.
15:45So we were having a bit of trouble
15:47keeping that car straight around the corners.
15:49I only took the car around the track for one lap
15:51but on that lap,
15:53that car felt steady, safe.
15:56The hopper-stoppers brakes
15:57were absolutely fantastic into the corners.
16:00They were actually so good.
16:01I'm used to driving the Chrysler by Chrysler.
16:03That has only hopper-stoppers in the front
16:05and drum rear.
16:07I actually broke at the same point
16:09where I brake in Hermes Chrysler by Chrysler
16:11and stopped before the corner
16:12and had to accelerate again.
16:14So it was a completely different car
16:17to drive to drive in Hermes Chrysler by Chrysler.
16:20But with the Southern Chassis Works rear end
16:22and the hopper-stoppers brakes,
16:24the car was absolutely unbelievable.
16:28When we're measuring a rear end,
16:30we always tell the customer,
16:32we need your wheels first.
16:34So we need to set the wheels in place
16:36in the wheel arch
16:37and then measure the distance
16:38between the two rims.
16:40And that's what gives us, say,
16:41a base of where we're running
16:44with the width of the diff
16:46and how to set up our arms.
16:48When we do a Chrysler,
16:50the rails are a certain thickness,
16:51so we band the rails and plug weld them
16:53and then we put all our attachments
16:56to those bands
16:57so that way it's covered
16:58across that whole area.
17:00So you can,
17:02there's a lot of people
17:03that just weld their attachments
17:05straight to the rail,
17:06but I prefer to put a band
17:08on the side of the rail
17:09to carry the load
17:12across a greater distance
17:14and make sure that the car
17:15is not going to fall apart.
17:16This diff has got a seven
17:19heli-cut gear true track in it.
17:22So this is made by the diff king
17:24and I can tell you,
17:26it works.
17:27So I instantly did a wheel spin,
17:31bang like that,
17:32first, second, third, fourth gear
17:33in this car
17:34and it was absolutely unbelievable
17:37how tight that diff is.
17:39We're here at diff king.
17:49Let's check out their new product range.
17:52Here we've got two nine-inch centres,
17:54so they both do the same job.
17:57The difference between
17:58these two centres
17:59is this is the diff king centre
18:01and this has more heli-cut gears
18:04for more grip on the tyre.
18:07This diff centre is made in India
18:10out of 20 MNCR5 material
18:13and the gears are made out of EN353.
18:18Now, the reason why the gears
18:20are made out of EN353
18:22is because during the hardening process,
18:26they don't tend to change their shape.
18:29So this is a good quality material.
18:32All these materials that are in
18:33these diff centres that diff king make
18:35great quality
18:36and they can withstand
18:37some serious punishment.
18:40For you BorgWarner guys,
18:42this centre here,
18:43you don't have to modify your gears.
18:45You can actually just fit this
18:46straight in to your BorgWarner diff
18:48and it's got six heli-cut gears.
18:52So all these little tiny gears here
18:53where other brands
18:56have three heli-cut gears,
18:58which means you're going to get
18:59more grip out of your two wheels
19:02in the rear.
19:03The best part is the materials.
19:05The materials are just absolutely fantastic
19:07in these diff centres.
19:09And when you want something that's strong,
19:12people say,
19:13oh, in some applications,
19:16nine inches is the best way to go.
19:18Well, if your engine's making great power
19:21but you don't want to go nine inch,
19:23you don't have to.
19:24You can run a BorgWarner centre
19:25and still have the strength.
19:31I can't wait.
19:32I haven't got one of those diffs
19:34in my cars as yet,
19:35but I can tell you now
19:37I will be putting them in...
19:38I'll be pulling all the BorgWarner rears
19:40out of all my cars
19:41and that's where it'll be going into it.
19:43So they are a fantastic rear end.
19:46The way he constructs the diffs
19:47and how he welds the diffs as well
19:49in his little spindles
19:50and stuff like that,
19:52it almost looks like a machine
19:54welded the diffs together.
19:56The diffs are nice, big, fat welds.
19:59There's lots of penetration in the diff.
20:01You don't have to worry
20:03about any of their welds cracking
20:04because I can see,
20:06because I'm a boiler maker,
20:07I can see that the welds
20:08are very, very good quality
20:10and plenty strong enough.
20:11Basically what happens is
20:13first you need to set the diff
20:15into the car with the wheels on it.
20:17Then you need to set up
20:18where your spring hanger's going to go
20:20for your shock absorbers on the rear.
20:22You need to set up
20:23your lower control arms.
20:26They are the most important arms
20:27that you need to set up first.
20:29They need to be parallel.
20:31They need to be at the same heights.
20:33They need to be accurately Siamese
20:36from one side to the other.
20:38Now, once you've got that set up
20:39and you've got that right,
20:41then you can do your triangulated arms
20:44on the top.
20:45But it's very important
20:46that the arms run
20:47into an intersection
20:50about midway through the car.
20:53So the point needs to intersect
20:56halfway through the car.
20:58Otherwise what happens
20:59when you start to nail it,
21:00the car will squat,
21:01which is what you don't want.
21:02You want the car to sort of plant the rear
21:05and push down as you take off.
21:07Ideally a drag style rear end
21:10is better for that.
21:11But we need these cars
21:12to be road legal
21:14and quite nice to drive
21:16for everyday driving.
21:18So when you build a rear end,
21:20so the reason why I like
21:21the full-link rears
21:23is because they can articulate
21:25and you must make sure
21:26that when you've set it all up
21:27that you can get full articulation
21:29of the rear end
21:31and not have the tyres
21:32bind in the wheel arch.
21:33Coming up,
21:42the Valley Grunt crew
21:43fit the four-link
21:44Southern Chassis Works
21:46rear end
21:47to the VG Jet.
21:54Diff King
21:55is your one-stop shop
21:56for Australia's toughest diffs.
21:59Check out our
21:59Diss Track
22:00Halicle Limited Slip Diff.
22:02It's the ultimate traction
22:04with forged
22:05fillet
22:05seven halicle gears.
22:07A differential
22:08transfers the torque
22:09and power
22:10produced by the engine
22:12to the wheels
22:12enabling the wheels
22:13to run at different speeds
22:15to maintain traction
22:16as and when
22:17the situation demands.
22:19We supply a variety
22:20of differential centres
22:22for different applications
22:23such as
22:24single wheel,
22:26true track,
22:27e-locker,
22:28car's locker
22:29and ARB locker.
22:31Torque is passed
22:33from the engine
22:34to the differential
22:35via the transmission
22:36and tail shaft.
22:37Whether it's for your
22:384x4 application
22:40or muscle car,
22:41we have you covered.
22:42Go to
22:43diffking.com.au
22:44When you're building
22:56custom cars,
22:57there's a lot of laws
22:58and standards
22:59you need to abide by,
23:00especially if you're doing
23:01any structural changes
23:02to the vehicle
23:03or power upgrades.
23:05In Victoria,
23:06our state's laws,
23:08also called
23:09VSB 14,
23:10is what we need to pass
23:11and they're actually
23:13quite stringent.
23:14Basically,
23:15to cut it down
23:16and make it,
23:17simplify it,
23:18we have to prove
23:19that we have made the car
23:21as good or safer
23:23than it was
23:24from factory.
23:25With the VG Jet,
23:27we were working
23:28with Kenmar Engineering
23:30on an independent rear
23:32and it was all set up,
23:34all working,
23:35got it right down
23:35to the line
23:36where we were there
23:37for final engineering.
23:39The laws didn't change
23:40in Victoria.
23:41We still had
23:42the same engineering laws
23:43but the way
23:44they were being enforced
23:45changed.
23:47When we requested
23:48the paperwork
23:49for the arms
23:49of the independent rear,
23:51it didn't come through.
23:53Without the paperwork
23:54that proves
23:55that the arms
23:55pass a 1G stress test,
23:58physically pass that test,
24:00in Victoria,
24:01they also have to pass
24:02a 4G digital test.
24:04Basically,
24:05it's to ensure
24:05that the arms
24:08aren't going to break.
24:09We weren't provided
24:10with that paperwork.
24:11Therefore,
24:11after a while
24:12and discussion
24:13with the client,
24:14it was decided
24:14that we would change
24:16from the independent rear
24:17to a falling career.
24:20So,
24:20we worked in conjunction
24:21with a company
24:22called Southern Chassis Works
24:23who's provided us
24:24with this falling career
24:25on the VG Jet.
24:26The clients
24:27opted for the billet arms
24:30and Southern Chassis Works
24:31has done
24:32all of their due diligence.
24:33They have done
24:33their 1G physical testing
24:35and their 4G testing
24:36because their attitude
24:38towards building
24:39and making parts
24:41is there's no point
24:42in making them
24:43unless they pass.
24:45They want to ensure
24:46that their parts
24:47also pass
24:48the test of time
24:49so that when you're driving it,
24:51they don't break.
24:52So,
24:52we've still been able
24:54to maintain
24:54and keep
24:55that big fat rear end
24:57and those big tyres
24:58in the back.
24:59The car will still handle
25:00as good as it does
25:01and we've had
25:02Diff King come along
25:03and provide us
25:04and make us
25:05with a 9-inch
25:06True Track
25:06as well
25:07so that we can get
25:08the power
25:09to the ground
25:10and the VG Jet
25:11will still have
25:11those big fat tyres
25:13be able to handle
25:14and stop.
25:21The VG Jet
25:22has got quite a few modifications.
25:24One of those modifications
25:25was the transmission.
25:26We wanted overdrive
25:27and we also
25:28were building
25:29a small block
25:30Mopar motor
25:31that made
25:32a lot of torque.
25:33We were having
25:34difficulty getting
25:35a torque converter
25:35that married
25:36the RE4 Nissan
25:37transmission
25:38to the small block
25:39Mopar
25:39so the guys
25:40down at
25:40Torque Converter
25:41Technology
25:42came to the rescue
25:43and they made us
25:44a custom torque converter
25:45so that the transmission
25:47that doesn't usually
25:48marry up to a Mopar
25:49and we have a transmission
25:51that can stand
25:52the torque
25:53that this small block
25:54Mopar
25:55is putting out.
25:56The other issue
25:57we had
25:57with the transmission
25:59is an RE4
26:01requires a computer
26:02to run it.
26:03We did not want
26:04to rewire
26:05the entire system
26:06and run a completely
26:08modern wiring loom
26:10with modern ECU
26:11running everything.
26:12We already have
26:13the sniper controlling
26:14the ignition
26:15and the fuel.
26:17We went and spoke
26:17to Wholesale
26:18Automatic Transmissions
26:19and they came to the rescue
26:21with this CompuShift
26:22computer
26:23that we've been able
26:24to program in
26:25so that the RE4
26:27will shift gears
26:28when we need it
26:29to shift gears
26:30right in the power.
26:32Yes,
26:32so Ermi gave us a call
26:33and they needed
26:34a standalone control unit
26:35to control
26:37the automatic transmission
26:38that is obviously
26:39electronic
26:39and we were more than
26:41happy to provide
26:42that product for them.
26:43The controller
26:44is called a CompuShift.
26:45There are two variants
26:46there's a Sport
26:47and a Pro.
26:48The Sport model
26:49does all the
26:50four speed stuff
26:51all that sort of
26:51easier stuff.
26:52The Pro is a more
26:53complex unit
26:54that was designed
26:55for most of the
26:55six speed and five speed
26:57and even more
26:57in the future essentially.
27:00Okay,
27:00so it's a complete
27:00standalone unit
27:01controls all the
27:03solenoids in the
27:04transmission.
27:05So what it does
27:06it gets information
27:07from the engine
27:08and is capable
27:09of using different
27:11data from different
27:13EFI
27:13doesn't matter
27:14whether it's MoTeC
27:15Heltec
27:15whatever
27:15it just basically
27:16takes the data
27:17from that unit
27:18uses that information
27:19and makes the
27:21transmission change gears
27:22essentially.
27:22We do a lot
27:23we mainly focus
27:24I guess on the
27:25four-wheel drive
27:25industry
27:25and conversions
27:27and a lot of
27:28bespoke stuff.
27:29We do do everything
27:29generally speaking
27:30because our lead
27:31times are so long
27:32because they're so
27:33busy
27:33sort of everyday
27:34your everyday car
27:35we really struggle
27:37to sort of service
27:38the needs of our
27:38customers because
27:39of the lead times.
27:40A lot of our jobs
27:40are projects
27:41or four-wheel drives
27:42or touring vehicles
27:43and things like that
27:44and you know
27:46this particular project
27:47obviously is
27:48a project itself
27:50which is
27:50the sort of thing
27:51that our products
27:52lend itself to.
27:53We convert
27:5479 series
27:55Land Cruiser Utes
27:56from manual to automatic
27:57it's only come out
27:58in a manual
27:58it's a very popular
28:00conversion
28:00we've been doing it
28:01for a number of years
28:01we use the
28:03Compa Shift
28:03to control that
28:04this is pretty much
28:06where that all started
28:07because we were using
28:08the Compa Shift
28:08for 4L60Es
28:09and 4L80Es
28:10and all the four-speed
28:11stuff in the beginning
28:12we actually purchased
28:14part of that company
28:15in the States
28:16so it's an American company
28:17so we have a vested
28:18financial interest in it
28:19it is the only controller
28:21you'll buy in Australia
28:22where we have
28:24our own tech team
28:25here on site
28:26that actually
28:27will give you
28:28product support
28:29you won't get that
28:30from any other controller
28:31it is also the only controller
28:33that's basically
28:34set up with a Bluetooth app
28:35we can give you
28:37that sort of
28:37ongoing support
28:38pretty much anywhere
28:39in the world
28:39they're completely
28:40transforming
28:41we're doing over
28:42a hundred of them
28:43a year now
28:43we've been doing it
28:44for nearly 10 years
28:45and you know
28:46while they don't actually
28:47make them anymore
28:48there is an ongoing market
28:50probably for many years to come
28:52next up
29:00master mechanic
29:01Mark Trounson
29:02from Dynamotive
29:03explains the process
29:04in putting together
29:05high horsepower engines
29:07so pacemaker is
29:15traditionally
29:16known as pacemaker headers
29:18and as a company
29:19we are an exhaust
29:20manufacturer
29:21it has its origins
29:22in the 1970s
29:23as a company
29:24we're bordering on the
29:2550 year category now
29:26and we've got our origins
29:28in our product range
29:29that we still make today
29:30our exhaust systems
29:31are all made from
29:32409 grade stainless steel
29:34it's a 1.5 mil wall thick
29:36all fabricated
29:37and built here in Australia
29:38pacemaker have developed
29:40advanced technologies
29:41in our mufflers
29:42and our cats
29:43we have a very special
29:44high flow cat setup
29:45and pacemaker also use
29:47long strand fiberglass
29:48in our mufflers
29:48and double skinned
29:49walls as well
29:50there's a gain in both
29:51performance and economy
29:52economy is picked up
29:54because the engine
29:55is not having to work
29:56as hard as what it once
29:57was before to remove
29:58the exhaust gases
29:59from the engine
29:59but obviously by doing so
30:01that frees up the engine
30:02and allows the performance
30:02to improve
30:03each vehicle is different
30:04but you know
30:05across the border
30:05set of headers
30:06can generally pick you up
30:07you know around a 10% gain
30:08and it can vary depending
30:09on what you do from there
30:11all reputable exhaust shops
30:13and mechanical workshops
30:15and performance shops
30:16stock pacemaker products
30:17and you can get yours there
30:18yeah I just got off the phone
30:34to a guy who bought his Alibaba
30:36LS camshaft
30:38and some Alibaba lifters
30:40and noted that the rollers
30:42don't turn on the lifters
30:43and asked me if they're
30:44supposed to turn
30:44and I was like well
30:45Alibaba
30:46anything's possible
30:47and these are the phone calls
30:48we get all day every day
30:49about people in their
30:50either their eBay
30:52Alibaba
30:53or their Facebook specials
30:55because there's a lot of
30:56Facebook experts out there
30:58yeah so we fend off
31:00phone calls all the time
31:01where people
31:02have purchased things
31:04in the wrong order
31:05I just spoke to a workshop
31:07last week
31:08he bought the cylinder heads
31:10off a very reputable company
31:12complete assembled valve springs
31:14and then he said well
31:16the valve springs don't suit
31:17the camshaft that I've got
31:18and the camshaft that I've got
31:20doesn't suit the torque converter
31:21that I've got
31:22and what should I do
31:24this is a workshop
31:25it's always better to start
31:27with the right recipe
31:28and pull all the parts together
31:30so I have the right cylinder head
31:31the right camshaft
31:33the valve springs that match
31:34the camshaft
31:35cylinder head flow
31:36that matches the camshaft
31:37the compression ratio
31:38has got to be right
31:39all those things
31:41no different to baking a cake
31:42you know
31:42you put the ingredients together
31:44and it works
31:46so people just get excited
31:48and start buying stuff online
31:49and then it's a mismatch of stuff
31:52that just doesn't work
31:53and we see it all the time
31:54so whether you come to us
31:55or come to another reputable
31:57engine builder or
31:58tuning shop or whatever
32:00but talk to them
32:02get their input
32:02get their ideas
32:04better still buy the parts off them
32:06and that way everything
32:08is right
32:09the recipe will work
32:10and you get the result
32:11that you're after
32:12the most common thing
32:14once we get settled
32:15on our customer
32:16and we start the conversation
32:18of what they want
32:18their expectations
32:19their budget
32:20all that stuff
32:21and this is a classic one
32:22this one
32:23this lovely 351 cleaver
32:27started off with some
32:29cast iron 2V heads
32:31and he wanted 500 horsepower
32:33and we've ended up with
32:36434 cubic inches
32:39some Kazi C400 alloy heads
32:43big manifold
32:451250 dominator
32:46and we agreed in the end
32:49at 720ish horsepower
32:51but every time
32:53we have a phone conversation
32:54a bit of GST gets put
32:57onto that power number
32:58and I think we're at 780
33:00and it's yet to go
33:00on the engine dyno
33:01so this is a common thing
33:04I want 500
33:06we're at 720
33:07but when some phone calls happen
33:10we're going to make 780
33:12aren't we
33:13I don't know why people
33:15keep putting the tax
33:16we can make whatever you want
33:17but you just
33:18at some point
33:18you need to go
33:19right that's the end
33:20of the budget
33:20and that's the number
33:21that I want
33:22and that's the realistic
33:23figure that I want
33:24for reliability
33:25the more power we make
33:26with these smaller engines
33:27the more maintenance
33:29they require
33:30because you've got to
33:30rev them up to get there
33:31when you rev them up
33:32you've got to put some
33:33parts in them all the time
33:34valve springs
33:34and things like that
33:35so it's interesting
33:37what people think
33:38the only thing
33:41we've kept
33:42off his original build
33:43is the water pump
33:45everything else
33:47and I mean everything
33:48every nut, bolt, screw, block
33:50head castings, crankshaft
33:51everything
33:51is aftermarket
33:53but we're using the
33:55cast iron Clevo water pump
33:57so when a customer comes in
33:58and we start
33:59the conversation
34:00it starts with
34:02I want a little bit more power
34:03okay
34:04what sort of characteristics
34:05do you want
34:06are you going to daily drive it
34:07what sort of fuel loop
34:09are you prepared to run it on
34:10all those sort of conversations
34:12and then we get to the budget
34:14how much do you realistically
34:15want to spend
34:16and then if their budget's not there
34:18well we come back in the power number
34:19if we can cover their budget
34:22and sneak a bit more power
34:23well happy days
34:25this Kasi
34:28Boss 9 headed thing
34:29that's going in our coupe
34:31and we had a plan for that
34:32from day one
34:33but I did
34:34to myself
34:35what customers do to me
34:37I thought
34:38if we can put it together
34:40with 800 horsepower
34:42single carburetor
34:44keep it drivable
34:45keep it
34:46you know
34:47relatively easy on parts
34:48that's a good number
34:50I'll be happy with that
34:51and then when I started
34:52on the build process
34:54before I actually ordered
34:56my parts
34:57I went hang on
34:58if I sneak the compression
34:59up a little bit
35:00and just put a bit more
35:00camshaft in it
35:01and
35:02do this
35:03and you know
35:04hand finish the cylinder heads
35:06and you know
35:06all of those things
35:07and we go a little bit bigger
35:08in the pipes
35:09and a little bit bigger here
35:10a little bit bigger there
35:10it didn't actually cost any more
35:13than it would have at 800
35:14to make over a thousand
35:16because it was only a tweak
35:18and I tweaked that
35:20before I ordered anything
35:21just because I know
35:23if I had got 800
35:25I would have gone
35:26oh I should have gone a thousand
35:27that was easy
35:28I should have gone a thousand
35:29so I did it to myself
35:31but I did it
35:32before I ordered anything
35:34coming up
35:35Luke from Evil Garage
35:37is fabricating the cage
35:38for the Oz Wheels Smoke Bomber
35:40Hi I'm Colin
35:47if you're looking for tyres
35:48mechanical service
35:50or just general advice
35:51come on down to Mooney Ponds Tyres
35:52we offer a full range of servicing
35:54from tyres
35:55to brakes
35:55to all sorts of general mechanical repairs
35:58every vehicle will get an inspection
35:59to make sure the vehicle is safe
36:01in terms of tyres
36:02we do a large range of tyres
36:04from the smallest lawnmower tyre
36:05right the way up
36:06to the largest earthmover tyre
36:08we do wheel alarmments
36:09we do batteries
36:10anytime you need any tyres
36:11just come and see us
36:12so it's day 13 on the Smoke Bomber build
36:30and we are here at Wilkie's Pro Paints
36:32all the firewall has been completely welded in
36:35and all primed and ready to go
36:37they've got the tubs all done in the rear
36:39and all primed and ready to go
36:40it seems like there's not that much more
36:43that's not ready to go
36:44so yeah
36:45it looks like an exciting time ahead
36:47there's obviously a lot of parts
36:48now that the tubs have been completely welded in
36:51that things will have to be re-test fit
36:52to make sure that all our gaps
36:54stay the same
36:55and that everything is all A-OK
36:56for the last two days
37:01we've been finishing off
37:03all the grinding and welding
37:05on the chassis rails
37:06and on the tubs
37:07everything's been fully ground
37:09we got in yesterday afternoon
37:11prepped all the steel up
37:12it's been epoxy primed
37:14and undercoated
37:15also over the last few days
37:17we've finished welding
37:18all the work on the firewall
37:19same thing
37:20and it's all been cleaned up
37:21epoxy primed and undercoated
37:23ready to move forward
37:24in the engine bay
37:26yeah she's been a big couple
37:29last couple of days
37:30there was a lot of welding
37:32in the tubs
37:33and the rails
37:33everything had to be welded
37:35inside and out
37:36so there's been quite a few hours
37:37in finishing up all the welding
37:39and then getting up underneath there
37:41grinding it all down
37:42smoothing it up
37:43getting it to the finish
37:44that we're happy with
37:44so we can just put a couple coats
37:46of primer on it
37:46rub it down
37:48and then just paint it
37:49I'm definitely happy to be off the floor
37:51and grinding in the heat
37:52underneath there
37:53but there's still a little bit left to do
37:55we're going to put a custom sheet metal dash
37:57in this
37:57so the next stage
37:58after everything's mocked up
37:59I'm going to jump back up the front here
38:01and try and fabricate a bit of a custom dash
38:03something a bit different
38:05yeah
38:05with the front hoops of the roll cage
38:07we're going to have to section the dash
38:10where they come through
38:11which is no big deal
38:13because we're going to be making a custom dash
38:14so Ethan will be also
38:16looking at that
38:17scalloping out the dash
38:18mounting the front legs of the cage
38:20and then we'll start
38:22the actual sheet metal
38:23of the custom dash
38:24so that's the main plans for today
38:26if we get through that
38:28we're also hoping to
38:29fit all the HQ panels back up
38:31and have a look at
38:32gapping the bonnet
38:33yesterday Luke was down
38:35at the boys at Sue Performance
38:36got the diff housing cut to length
38:39so today the plan is to sit the diff housing in
38:42and double check that we're all good there
38:44with the new wheels
38:45this is a new 9 inch we're going to be running
38:57it's a floater by race products
38:5935 square inch street floater
39:01Tony and the boys
39:01we gave them a diff measurement
39:02of face to face of our wheels
39:04they've tacked it together for us
39:05just so we can check it all
39:06the top arms we know are going to be correct
39:08so he's tacked them on ready
39:09the lower control arms won't fit
39:11with the chassis rail movements
39:12we're going to have to move them in
39:14so we'll put some little tacks on there
39:15with the ears
39:15we'll give this back to Todd
39:16and he'll weld it out
39:18paint it all
39:18give it back to us as a running thing
39:20today we're just going to do a dry fit
39:21on the floater kit
39:22to make it rolling
39:23so I won't be putting any grease
39:25or loctite on anything today
39:26because I don't want to contaminate
39:27the steel on him
39:28when he's going to paint it
39:29I'm not going to run the double lip steel today
39:31because I don't want to punch it in there
39:32and then I have to punch it out
39:33to put grease in the bearings later
39:34so we're just going to dry fit it
39:35it won't actually change anything
39:36for our measurements
39:37so the rear bearing on first
39:39this is a chrome moly ring locking ring
39:46obviously today
39:48nothing we're doing with loctite
39:49nothing we're doing up
39:50100% tight
39:52because we need to pull it apart again
39:53yeah so with the drive plate
39:54it goes from the main hub
39:56grabs the axle
39:58and the stud pattern goes through it
40:00our main difference with the floater
40:02to a normal diff is
40:03if you break the axle
40:04the floater's actually part of the diff
40:06and will still keep the wheel on the car
40:08so today we're not going to put the brakes
40:10or anything on
40:10purely again because this is a mock-up
40:12so yes our wheel will go in further
40:14because there's no rotor there
40:15that's about 4mm
40:16so we'll just allow that in our calculation
40:18yeah obviously when you're doing a drift diff
40:20there's a lot of safety components here
40:22anything can come undone
40:24you don't want to come undone it
40:25on the highway doing 100km an hour
40:26so it's always best for this stuff
40:28to be done by a professional
40:29again these aren't done super tight
40:32just to locate the bearings
40:34this morning i had the awesome opportunity
40:41to go and pick up the wheels
40:42directly from the wheel supplier
40:44they're called simmons
40:46they are a 22 inch rim
40:48and i believe they're a 15 inch wide
40:50in the rear
40:50which gives it a massive big tub
40:52but you will affectionately know these wheels
40:54as yeah buds
40:55diff we got in the car
41:00it's all the right length
41:01the wheels fit really good
41:02we've just got a few tweaks to do
41:04on the actual mounting points
41:06set up the coilover tabs
41:07very happy with how the diff's fitting in the car
41:10we've got all good clearance everywhere
41:12the stance is where we wanted it to be
41:14just a couple of tweaks on the lower mounts
41:17and set up the coilovers in the car
41:19and we'll be underway real soon
41:21so it was good looking at the stance of the car
41:23obviously we want to have the rim tucked
41:24i'm all about having the car a bit deeper in the rear
41:27and a bit higher at the front
41:28make it look good
41:29we can now weld the coilover bracket in the rear
41:33to suit the diff
41:34and then we'll probably start
41:35mounting the air jacks at the back
41:38because we've already done them at the front
41:39as stupid as it may sound
41:41we're about 50% of the way through wilkie's time
41:43he's sort of only got another two and a bit weeks left
41:46before it'll be a painted shell ready for me to start assembling
41:48and then we'll be back and forward
41:50flat out for the next four to six weeks
41:53so today the boys smashed it out
41:59they got the roll cage all in and mounted
42:01they got the wheels and the diff all mounted in the rear end
42:04and got all the hq panels on the front
42:06which brings us basically to our stage two model
42:08so we're on day 13 of the smoke bomber build
42:14come down today end of the day
42:16guys have like absolutely knocked it out of the park
42:18and they've pretty much got it looking like a hq
42:21within 13 days to see it to now look like an actual hq is fantastic
42:26every single day you come and have a look at what the boys done is unbelievable
42:30the way that we finished off on day 13
42:39with the diff under the car
42:42the big simmons under the rear
42:43all the hq panels back on
42:45we've got the steering column back in
42:47ethan's setting up the dash
42:49the cage is in
42:50the driver's seat's still in there
42:52anyone that walked in now would think
42:54how cool is that
42:55looks like a hq burnout car
42:56so really really happy with where it's going
42:59seeing the wheels tucking under the car today was absolutely awesome
43:08that's one thing that i love the most about these cars
43:11even more really than the engine and the noise
43:13which is a little bit funny but the stance just makes everything on these vehicles
43:17and when you have a look at how low this sits you'll be blown away
43:21it's looking absolutely incredible seeing it come together more and more every day
43:29and i do say this every time we talk but
43:31having the hq panels back on and the full cage in
43:34it just takes it to that next level
43:36you know race car spec
43:37next week on rides down under workshop wars we head to essenden panels where michelle takes delivery of the
43:41the mpt falcon restoration project
44:01On Rides Down Under, Workshop Wars, we head to Essendon Panels where Michelle takes delivery of the MPT Falcon Restoration Project.
44:11Vaughan from Motorresto takes us through the Hare and Forbes Power Hammer Course.
44:16Shane and Ernie take the 1956 Chevy for a blast.
44:20All that and more next time on Rides Down Under, Workshop Wars.
44:24Rides Down Under, Workshop Wars is proudly supported by Hare and Forbes Machinery House.
44:30Hemi Performance, Pacemaker Headers and Genesis Equipment.
44:36Our crew stays at Quality Hotel Robertson Gardens and Hunt's Hotel in Liverpool.
44:45This program is brought to you by Fuzzy Media.
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