In Episode 5 of the C10 Shootout presented by Summit Racing, Bigun and Big 3 wrap up the trucks just in time to test ahead of the competition. Chassis dyno numbers are revealed and (spoiler alert) it looks like both engines are making a bit more power than the engine dyno now that they are exhaling easier and can rev all the way out. One more episode to go as we head into our epic drag and drive competition. Stay tuned!
"When last we visited the build, Project T-Rex (a restomod 1974 TVR 2500M with a 5.0L Ford Coyote powerplant) received its important driveline components: A McLeod “Mag Force” dual-disc clutch assembly, a TREMEC TKX five-speed transmission, and an SFI 43.1-rated chrome moly driveshaft from Mark Williams Enterprises that was mated to the Art Morrison Enterprises Multi-Link IRS via a Sonnax yoke. The finishing touch came in the form of a custom-built four-inch shift handle."
"The factory oil pan that came on our Chevrolet Performance L8T was designed for a 3/4-ton truck. The cast aluminum construction is designed to last a lifetime, but not designed to properly handle the engine oil when it’s subjected to the g-forces generated by hard acceleration. So we went to the biggest name in the business for oil control: Moroso."
"When we first set out to build our high-revving 327ci small-block Chevy for Project Mighty Mouse, oil control wasn’t the flashiest part of the plan. But once we started assembling a package that could spin reliably to 7,500 rpm, we knew it had to be a priority, especially having a windage tray. That meant rethinking everything below the crank centerline – especially when space constraints and mismatched parts nearly derailed the build. Luckily, Moroso had the exact solution we needed."
"A race car is never “finished”, there’s always going to be new ways to make it go quicker, faster, or more consistent.."
"When most of us talk about a dry-sump oiling system, we are usually focused on the scavenge side, since that is the star of the show. However, the pressure side..."
