Hey guys, Paul with CPI addict. We're back out here in our hometown basically. Andrew was kind enough to come back today with his 86 bull nose. In our last YouTube video on his truck, we got a lot of comments of people wanting to know about the motor and things he had done to it and stuff like that. So he's come back out to give us an under hood shot this time and kind of give us some more rundown on the mods and things like that. Maybe we can even talk him in to taking everybody for a ride along inside the truck. So obviously your YouTube video last time was quite popular because not many people work on these trucks. Yeah, so like in the last video, I think we talked. We're, you know, it had a six nine in it and I had a factory turbo on it. And there wasn't nothing wrong with that engine. I just got kind of bored with it. And Justin and R&D had started coming up and started developing parts and I was like, well, hell, let's build a motor. So I started with a, it's a 730 IDI turbo factory turbo block. Okay. I started with a short block. What did you come out of? A late 93 IDI turbo factory truck. And I started with the factory model because they had a slightly bigger connecting rod in them and bigger wrist pins. Actually, they're pretty close to size as a 730 power stroke forged bottom in with you. They're pretty similar in size. I think they're still a little bit smaller. So it was a little bit stouter of an engine to begin with. So I started with that and it got a full bare block rebuild. Okay. I mean, I had a machine shop. They sleeved all eight cylinders because they were bad about pinhole in the blocks. I think it's all the cavitation. Right. Right. And so the block was done and they hot tanked it and all that good stuff. I had the crank polished and measured out. It's a standard crank. It's got an R&D main girdle in it because I was just going to go kind of all out on it, really. A lot of well here that far in. Yeah. Yeah. Obviously, all new bearings and all that stuff. It's got R&D main girdle. It's got an R&D Stage 1 cam in it. I had him, I had Justin at R&D cut 40,000. It's off of the pistons to drop the compression because these were like 21 and a half to one compression stock. With how much boost we were going to run, it was kind of one of those things. Is it going to hold up with that high compression? Right. So he cut the pistons and ceramic coated them for a little higher exhaust temperature. Yeah. So if you got stupid with it, it was maybe sustained it, hopefully. And it does get pretty hot on the Pyro because it's not intercooled. But on this, mine is. I got new Ford cylinder heads actually still offered them. And we put in-can-el exhaust valves in them and comp 910 valve springs. And I shimmed the valve springs up about 30,000s to get a little more spring pressure out of them because again, the boost and everything. Yeah, exactly. With the one all out. And then obviously head stud. But their ARP 2000 head studs, just factory head gaskets, everything like that. Typically, we find that the factory head gaskets, as long as you've got good clamping pressure on it. It usually stays together just as well as all the other fancy. Right. That's out there. Right. So I think they have their like fell pros or whatever. But I talked to them since it was 150 and hadn't had a problem yet. And I've seen about 42 pounds of boost on it. That was max. And that was with a lot of opening. Well, a while ago you were under here polishing and stuff. You told me you got about 22,000 miles or so on this stuff. Yeah. So yeah, it's got 22,000 on it. I've no major issues. And that was the other thing. On the pistons, we put the total steel gap with second rings. And I worked with Justin on that on how to, we file fit the rings, the end gaps on the rings and everything. And so it's, it doesn't have nearly, nearly the amount of blow by that like a factory idea. Right. You know what I mean? Yeah. Because they were famous for like, yeah, blow by out the ass. So there's that as far as the internals, you know, it's got R&D's basically his T4 turbo kit. Yeah. And it's a more warmer 369. And like I said, it's not an intercooled. So it's a pretty good size charger on this motor. Yeah, it is. I mean, for what the motor is, I mean, if it's on a power stroke, it's kind of one of the smaller ones, but on this motor, it's, it's, it was his like stage three, I believe, you know, and he built me a stainless intake plinum, I guess you would. Yeah, like an accumulator. Right, right. Because I think he actually blew out an aluminum one, one time on his motor. So I had him build that stainless one and he did it for me. It's got his, it's 150 CC DB4 injection pump from R&D. And it runs pretty good, man. I mean, what injectors are you running? Oh, they're R&D stage ones. Okay. I did do my own e-feel on it. It's basically is just a wall row pump, a couple of filter bases, cat filter base of cat filters. And where you got those from? Yeah. Yeah. Yeah. So yes. And then it's going through a holly regulator. I got to regulate the pressure at about 10 PSI on the inlet of that DB4. Well, I appreciate it. I appreciate you. Yes, sir. I appreciate you. Seth, come over here and take some pictures of this. New somewhere right here. Wow. NO Love But as you can see, it will get pretty dusty on the highway. I don't know, I would really watch it. But... I had a question. I would have to put it in the eye. Right.