All language subtitles for Sef u servisu.S01E07

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This is the Bonneville Salt Flat this is

Mother Nature's race track and when it's

not spending most of the Year being a

lake you might be lucky enough to get a

couple chances to race on

might be

in some years no chances at all

there's no weekly test in two nights

and the race vehicles are wide open

throttle for minutes not seconds

what do you got here Mad Max Beyond

dumpster Dome

so if you're gonna have someone build

you a race car a good choice would be to

go to someone who's got a reputation for

building a car rolling it out of the

trailer and breaking records with it

we're going to turn out early we're just

going through the fireworks okay I

thought that's all it takes get your

- records great right look at the Ford
- were yesterday

And let me think uh you just gave my mom

for us yesterday right

show off

but is Troy really that good no no no

we're good preparation yeah

right best to remain humble

this is Matt Jewell and he's about to

put that question to the test

he's been trying to break the xfgr class

record for years

it's a gas Roadster naturally aspirated

Flathead

but he couldn't quite crack that top

speed though it wasn't for lack of

trying this is just simply one of the

hardest records to break out of

Bonneville we knew that it might be a

decade-long project and what makes it

unusually difficult

the engine

unlike that car the XF class relies on a

Ford or Mercury flathead V8 produced

from 1932 to 1953 with a maximum

displacement of 325 cubic inches

and you have to use the original block

meaning that the newest one you could

even build would be around 70 years old

and even though the Flathead is a hot

rod icon it wasn't all that powerful

especially by today's standards

so why go after such a difficult class I

like the history behind it you know it's

probably essentially an 80 year old

class guys have been doing this same

type of thing for that long ever since

the the Flathead Ford came out it was

kind of the the hot rod engine you know

of the time and I just like the number

of people that have attempted this and

the difficulty of the class

for me and accomplishing something

- difficult always feels better than going
- after that low hanging fruit

Let's Journey Back to the Salt actually

started when he brought his killer 33

Highboy to rad rides for some mechanical

work his fondness for the Flathead

actually led him here in pursuit of one

thing in particular the intake manifold

from Roger Ritz house very award-winning

32 Roadster

but there's only one and it's not for

sale

luckily for Matt that wasn't going to be

a problem because rad rides was up for

the task of making a duplicate for his

33.

Started in much the same way as the one

on Roger's car with an antique

aftermarket eight stack injection that

was modified and then partnered with a

Billet base plate that houses much of

the fuel delivery and some of the

electronics this type packaging even put

some of the components down in the

engine's Valley now that's what I call a

proper use of space oftentimes making

something look this simple actually

takes a lot more work than you think now

you have four pairs that you have to

balance out and between those pairs you

got to make sure those are balanced and

then once you get all them to flow

evenly then you have to get all of them

to go so it can be very time consuming

and the result is this fantastically

understated eight stack injection that

appears to only run on air and it looks

- right at home in the engine bay of a car
- from the 30s

Once all the work was done on mats 33 it

was time for his 32 to enter the

building

it showed up Sans engine because rad

rise was going to build a new one for it

- and turn this little Roadster into an
- ass kicker

The Flathead class at Bonneville is that

nostalgic thing that everybody wants

it's uh it's only 160 mile-hour record

out there but it carries a lot of weight

track conditions are huge in this class

too because you're already you're

working with limited horsepower like

most of these cars in that area are

terrible aerodynamically you know so and

then if you've got a loose tracks now

you've got more drag so it's uh kind of

got to get all the stars to line up

right

the one way to solve this whole problem

is put boost to it obviously but that's

that's not this class so it really makes

it yeah it really makes it tricky and so

it's a really tough class honestly the

our approach on it is to you know you

need a certain CFM to make the power you

know do the math blah blah blah so what

we've done is we cut a cut a flathead in

four pieces and then we've done some

machine work to it here and we've

actually switched the intake and exhaust

valve which a lot of guys have done that

that's not you know something super

tricky but then with different valves

we're trying different shrouding

different cutting here and then this is

our intake Port shape that we're just

messing with right now and we pressed it

into the block and then did a little

Bodywork in there just to get some some

flow numbers you know just to see air

and air out that's what we're looking

for right now so we took it like I think

we went five heads we float on the bench

and just to get the best number to start

okay here's here's what everybody's

running if you don't get real creative

here's the numbers and we had Lawrence

Design This cylinder head thing him and

Bob talk so so we made into reason we

did it out of acrylic obviously it looks

pretty cool but when it's on the flow

- bench you can actually see how it's
- acting around the valve and stuff

The biggest change we did is a big

undercut right here where it goes around

the valve because before when it was

coming up on those cylinder heads it the

valve come right here and it barely

cleared so it was shroud and the air

couldn't get around it so we really

undercut it here and and so that's we'll

see but that's uh that's the type of

effort it takes in this class you you

have to really have the right customer

that understands it to spend the r d

time to because if you don't get this

CFM number here on the engine like this

being naturally aspirated you're never

- going to get there you know I don't care
- what you do

Next step for Troy was to head to FX

engines to talk to the owner Bob what

does I like to call him Bob the build

now they've worked together on multiple

projects and I love it when they get

their heads together because they have

made some of the coolest engines come to

life that have ever existed

but what they needed to see now is if

they could get the cubic feet per minute

numbers they needed to make the power

for Mass Roadster they'll use Bob's flow

bench to test the acrylic head and see

if they can get to that magic number of

150.

We've got about 110 CFM right now which

what do we start at

okay

well and I was sort of hoping we'd get a

jump to 150 or something but yeah it's

slow so then accepting means they accept

modifications involving in Texas after

some preliminary testing it was back to

the drawing board because they were

still in need of about 40 CFM

I mean there's other things we can still

do there's you know we can move the

valve guides over there's a lot of

things we can do to pick up little bits

and pieces but I don't see

40 CFM coming easy

I think the next one will then I mean

you can obviously do the space replays

just to see how you never know one thing

Troy does not know how to do is give up

he used to tell me to tighten every bolt

through every step of the process

because one loose bolt was one variable

unaccounted for

it took me a while to understand it but

in life I found it to be great advice

he brought some spacer plates with him

to mimic various head gasket thicknesses

so that once they got the flow numbers

they wanted they could see what the side

effects would be once these tolerances

were introduced they decided to stack

them all together before pursuing more

drastic measures and when they got in

return was a very good surprise

144 CFM no

wow that's a big jump

you went subsonic there every uh

every deer within 27 miles of this place

just ran into the front of a semi

well we'll hope that's not entirely true

they definitely made the world's loudest

deer whistle and they were definitely on

the right path now that they had the

combustion chamber shape figured out it

was time for Lawrence to multiply that

by eight and start creating the cylinder

heads from nothing

they weren't out of the woods completely

though they're well aware that there's a

trade-off between compression and CFM

that was going to be there till the end

they did however have enough data to

start making parts

some of the first parts to move from the

computer screen to reality were the

exhaust manifolds

they were cut from four solid chunks of

stainless steel

they were carved out of stainless

- because of its ability to heat cycle and
- it doesn't rust

They were then bolted on top of a

mock-up engine made of plastic so

construction of the headers could begin

while Machining was being done on the

real engine

since the exhaust already has a

dedicated exit point the headers would

be made up first to help determine where

the rest of the parts would live

the intake manifold was next now keep in

mind that the intake and exhaust valves

have been swapped and the old exhaust

that ran through the block has all now

been sealed

some of the Machining done to the block

actually connected the intake valve to

the base of the intake manifold as these

areas were never in the block before

that's why all of the air that now

enters and exits the engine does so

between the heads above the engines

Valley

the heads were machined as two pieces

and with a half separated you can see

the massive water jackets that will help

cool the combustion chamber

all this technology is making me hungry

where you been it's been months and I

didn't want you all to forget about

Chief coveted restrictions have kept him

at home but I was happy to see that Troy

still brings his old buddy some lunch

call Adam bought them hamburgers that

brought you

a box of hamburgers oh yeah God brought

that whole suitcase how many did you eat

audio jungle

back at the shop they went to town on

the oil pan

aftermarket improvements to seals over

time combined with Troy's genius allowed

him to convert the Flathead to have the

front main seal from a big block Chevy

and the rear main seal from this old six

cylinder the factory seals in the

- Flathead are terrible and I know Troy
- cannot stand

Well the list of modifications to this

engine are just getting too numerous to

mention and there's only two weeks

before the salt that means I gotta head

home and get ready these guys gotta

finish up

the day finally came for us to head to

Bonneville

there's no

they're going to something good to get

into High Ground so you can see what the

hell we're stuck in traffic for

48 degrees 38 humidity station pressure

is 25.98 no winds

Troy and his gang only beat us to the

Salt by one day

but I think it's safe to say that Dale

might have already gotten too much sun

that's right good morning

I'm a little creeped out right now

you got a going on Bossa Nova that's a

Nova

whatever he's gonna say would have to be

edited

there's no time for a Dino Run the tune

was set up with Bonneville in mind that

means accounting for the altitude in the

atmosphere while guessing if the

engine's RPM ceiling that also left some

question about the car's final drive

gear ratio

as a race officials poured over the car

to make sure that everything was up to

their standards for safety troying his

team knew there was only one place where

they were going to get all of their

questions answered

on the racetrack so it was prime time to

take the car to the starting line

I have to say this is probably my

favorite place to be on the Salt Flats

anyone who's even remotely into cars

would just lose their minds here there's

so much cool Machinery so many things to

look at I mean cars and motorcycles of

every shape and size all designed for

one thing going really fast

men and his crew seem pretty confident

as they approach a starting line I mean

they've been here before but this time

they had to be a little bit anxious they

were running an engine that has only

ever been started never fully tested and

anything could go wrong at this point so

it looks like it just comes down to

making the run and seeing what would

happen Jim went about the racecourse

right now

at Bonneville there's a short course and

a long course and the short course is

generally reserved for race vehicles

that won't quite break 175 miles an hour

by the time they reach the two and a

quarter mile marker often called the

quarter now that can be a little

confusing to the fans of drag racing out

there

in cars that run faster than 175 buy the

two and a quarter Mark go to the long

course after qualifying on the short and

for record Runs The Cars first need to

qualify in other words they need to

break the mile per hour for the old

record once they qualify they're

impounded until the next morning where

they try to go as fast as they can

if those two speeds once combined are

averaged out to be faster than the old

mile per hour they are the new record

holder

now Matt's first run was a test run and

was still only slightly Off the Mark

Matt is a veteran race car driver and

he's a man with a cool head especially

during the first run that's the kind of

person you want from the driver's seat

he knows how hard he can push the

machine to get what he needs out of it

without causing unnecessary damage even

with all the sensors in the world the

right drivers needed to help tell the

story and decide just how far to push

- the envelope it's even more ideal when
- they own the car

Matt's second run started off strong

but it became clear that something

wasn't quite right

car

Jewel racing Matt Jewel from Bettendorf

iros shut it off and is closing down

and for what the one and a half or so

oh I was gonna push you how'd it go

that started laying down all of a sudden

I shut it off

foreign

good and I got it in the fifth and then

at about 5800 it just kind of fun so I

don't know it seemed like here 152 right

there yeah

um so it was just getting going

even though Matt had to pull back on the

first run Troy and Dale didn't even

break a sweat before we were up to

scrapbook yeah we were right we were

right about there so it came around the

strap came right around yeah that's

where your timing is

after the run Matt reported a seat of

the pants feel for the car

this was combined with the data they

retrieved from all the sensors that they

had and now had a clearer picture of

what they needed to do next Matt said

the car pulled hard all the way to 6000

RPM and then his last Flathead started

to run out of breath at around 4 500.

This means they definitely needed a gear

change

also as mentioned before the car has no

onboard computer that's making those

Split Second adjustments that optimize

engine performance that means their

adjustments are all the more critical

they are mechanical only in nature and

hard set after examining the plugs they

decided that the next move was to lean

on the fuel next year a little bit and

try again

with a fresh set of plugs the new rear

gear and a little more timing the crew

was cautiously optimistic conditions on

the track were about as good as they

- were going to get and it was a great day
- to make a run for the record

Hell yeah he's got it baby

almost 166.

Hahaha

awesome baby good job 165 something it

was he was jumping back and forth

between

it was still pulling yeah and I almost

thought about just leaving it at work

because it was going pretty good yeah

breaking run under their belt Matt and

the crew aren't quite out of the woods

yet because you see at Bonneville the

rules require that it has to be done

twice that's what makes this so hard

I've seen some amazing runs never make

it to the record books because they

weren't able to back it up so tomorrow

for Matt and the team it's Do or Die

thank you

foreign

foreign

242.

Nice so that's that's faster than

yesterday I think

I'm not good with numbers

but he got the record that is awesome

nice job guys

that was awesome it's a half mile hour

off of yesterday I know so cool

that was awesome

you want to win just come see the right

people that's right man yeah

and it's better than your drag cars uh

165-2 instead of 160 or no 150 we got

165 too

awesome job buddy

awesome job man beautiful

as I mentioned earlier no one's perfect

but your best bet if you want to win is

going to someone that has a reputation

for winning

in this case it paid off and I have a

lot of respect for Troy's clients

because they're the necessary

ingredients for pushing the boundaries

of what's possible after the Factory's

done with something

I bet there's a lot of people who never

thought they would see a naturally

aspirated mechanically injected Flathead

make the kind of power that it needed to

make to put that new number up for the

record but thanks to all of the people

involved we got to see that on this

episode of rad rides and I've got a

sneaking suspicion that we haven't seen

- the last of Matt Jewell in his little
- silver roaster

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