15x19 - 1965 Barracuda Part 2

[bunniefuu]

Now me and ants have a tried and tested
formula. I buy great cars that need some

TLC, ant sprinkles, some mechanical
love on those cars, and then I sell them.

What have you done to this car?

Ching ching.

You can't really hide this car, can you?
Look at it.

And then came the 65 Barracuda.

There's a long road ahead.
Let's get the kettle on.

I bought a great car that
needed TLC, ant sprinkled, but no.

It was going to cost
too much money to get it

over the line and that
affects my bottom line.

So what did we do? We had to
think about it for 12 long months.

We decided upon the most ambitious
build in 16 years of wheeling and dealing.

Now the car will be niche, but I only
need one buyer to make this work.

We decided to build a Richard Petty
65 Barracuda tribute drag race car.

And then I may have
decided to challenge three-time

NHRA Top Fuel World
Champion, Antron Brown, to a race.

I'll take that challenge.
I've got something special just in mind.

We've been a little busy.

Oh no, where's the Cuda?

I've rushed over here to come and
see the Cuda. I was desperate to see it.

I want to see all the work
you've done to the firewall,

transmission tunnel, the
new roll cage. Where is it?

Well, unfortunately, you're
going to have to wait a

little bit longer because
I've sent it to the paint shop.

I really want to see it naked
before it went to the paint shop.

I can't stop progress
because you want to see it.

Gutted. OK, gutted. So you're
working on the Hemi, which is good.

So this is appropriate timing. Hold on,
calm down, calm down, calm down, calm down.

See, this is a car that's
already got a powerful engine.

Yeah.

But as you know, we need to
make it go a little bit more powerful.

I've got a couple of little
bits here for you might like.

I've got you a nice
pair of heads for the car.

You like those?

OK, now that will make the car go faster.

But of course, I want it to
go a little bit quicker than that.

So I've also got you a racing camshaft.

So you've got that to play with
when you put your heads on.

Oh yeah, baby, that is your supercharger.

That's going to make a big difference.

Now, not all heroes wear
capes, but I think this one today.

Hey, where's the cape? You like that?

That's proper.

That is proper.

See, this car for me is
all about that old adage,

acceleration, acceleration, acceleration.

If we don't f***ing roll it.

Do not roll it.

Now at the elite level,
the top fuel drag cars,

which are basically cars
that run on rocket fuel,

go from standing still to 100
miles an hour in less than a second.

Now luckily, I'm not
operating in that class,

but I do still need to
go really, really fast,

which means I've got to squeeze
every single ounce of power that I can

from what is essentially just
a standard road-going engine.

And that's where Mike's
extra bits come in handy,

because he's been shopping
and he's done a fantastic job.

New heads, new cam,
new lifters, new injectors,

and then the icing on the
cake, this, a supercharger.

But before I add anything,
I first need to subtract.

An older engine controls
the ignition with a single coil

and a single distributor,
and then with HT leads,

it sends a spark to each cylinder.

This more modern Hemi, however, uses these.

These are called coil packs.

They're controlled electronically, and
each cylinder has a dedicated coil pack.

Way more efficient, way more powerful.

Next up is this rocker arm here,

and it's responsible for
opening and closing these

four valves, and it works
in a lifting and closing way,

but obviously thousands of times a minute.

And what forces it to open
and close are these push rods.

These push rods run through
the head towards the cam,

and on the bottom of the push
rod, there's a tiny little lifter.

So when the cam rotates,
the lifter moves up and down,

moving the push rod and, of
course, moving the rocker arms.

And then there's these
tiny little Springs here

that are ever so powerful
that help close the valve.

It's a pretty clever setup.

And these are the push
rods that control that rocker.

Now, if we were keeping the original
heads, I'd want to Mark these up

so they went back in
exactly the same position.

But Mike has got new
heads and new push rods.

Now, with the heads out of the
way, it reveals the top of the pistons,

and it's inside each one of these
bores that all the fire and fury happens.

You see, the pistons will only move

when they're forced to do so,

and that force is managed
by the top half of the engine,

by the heads, the valves, and the intake.

And it's there that we're doing
most of the performance upgrades.

I'm going to remove the
lifters and, of course, slide

the camshaft out because
Mike's going to get a fancy one.

Now, these are the lifters I was
talking about, and there's two per bore.

With the push rods,
one controls the inlet

valve, and the other
controls the exhaust valve.

Now, with the lifters out of the
way, I need to remove the camshaft,

and before I can remove the cam,
I need to take off this timing chain,

and before I can take that off, I need
to remove the tensioner and the guide,

and before I take those off, I
need to remove the oil pump,

and before I can get to the oil
pump, I need to remove the sump.

And with the timing chain out of the way,

I can now get to the camshaft.

Now the camshaft's out,
it's easier to see how it works.

Now, if you visualize,

this cam is rotating within the engine,

and then each one of these
strange egg shapes, they're

called lobes, corresponds
to each individual valve.

The lifter is now resting one per lobe,

with a rod leaning against
the lifter, so as it turns,

it's constantly going
up and down really fast,

opening and closing
each individual valve.

And by changing the
shape of each individual lobe,

we can actually change
the way each valve opens,

so a taller lobe would open the valve even
further, which on the intake side helps

because it'll let in more fuel and
more air, and that means more power.

Now to look at,

they look exactly the same, but in
the small tolerances of our engine,

the difference between the
new one and the old one is huge.

Now first of all, I'm
going to reinstate this bolt.

It's going to give me
something to hold onto.

I've been really careful
when inserting a camshaft.

Take your time.

You do not want to Nick the bearings.

Perfect.

It's now the same as anything on assembly.

Liberal amount of assembly lube,

and it'll slot together nice and easy.

I'm very, very lightly
cleaning the surface,

getting rid of all the old
residue of the head gasket.

Now I'm going to fit the new
heads using these studs instead

of the original fitment, which
was good old-fashioned bolts.

Now when a bolt is fitted down, it
actually twists and clamps in one motion,

but this way with a stud,

I put the studs in first,

and then it's actually the nut that does
the clamping while the stud stays still.

Now I've still got tons of work
to do to get this engine finished,

but forgive me for a second because
I have to behave like a schoolboy

and see what it looks like
with a supercharger on.

Something like that.

Now that is the business.

We have a great engine that we're
planning some impressive upgrades to.

Currently, it's hooked up to
a fancy eight-speed gearbox.

I've come to see a legend in
the drag race gearbox world,

Mike of Mike's Transmissions,

to see how we can improve on ours.

So there we have it,

an eight-speed 2014 Challenger
RT gearbox in really good condition.

So what do we need to do
to that to make it go faster?

Just leave it right in there.

What, leave it right
in the boot of that car?

Really?

Why?

We need something
specialized for drag racing.

So I've dragged that all the
way down here for nothing?

Yep.

We had to strip down our barracuda
before we could build it back up.

Anse dealt with the dodgy
Plymouth's bodywork,

fabricated a new trans tunnel,

installed a new roll cage, and, of course,
made some room for a Hemi engine.

But right now, I'm going
to dig deep into the drag

gearbox world to move
our Cuda down the track.

Right now, Mike, if I'm not
going to use that eight-speed

gearbox that I've carried
all the way down there,

what am I going to
use, something like this?

A two-speed power glide, yep.

Two speeds?

Why only two speeds?

Because with the torque
and horsepower we're

building, we really don't
need that much ratio.

Okay, so when you're on the
start line and you're leaving,

you only need, like, a
gear to get you away,

and then what, will it just then
drop into sort of high speed,

top drive, or...?

Right, well, high gear will be one to one,

low gear will be 1.8 to one,
and we've got a trans brake

to where we can lock it up
to hold it on the starting line

and get the motor up
against the torque converter to

where we can make some
boost and launch it at full torque.

I love what you just said.

I was watching your mouth moving.

I understood none of it, but it was sexy.

So how do I find out a
little bit more about it?

Can I see one broken down?

Absolutely.

Let's have a look.

So this is your little corner, is it, Mike?

Your workbench?

Yeah, this is where it happens.

So is this a gearbox
all laid out in bits, then?

Quite a bit of it, yeah.

These gears are where we get our reduction.

We've got to give the motor a
little bit of a chance to pull the car.

Say with your eight-speed, we had a
whole bunch of gears, real low ratio.

This thing's way taller with the two-speed,

so our low gear is made through
these planetary gears right here

that we're loading
the roller bearings and

the washers in to put
them into the carrier.

Cool. So what did you do?
Did you build it up then?

Yeah, we've just got a
couple of these gears left

to put rollers and stuff
in, so we can do that.

So that's just assembly grease,
is it, that you're throwing in there?

Yeah, everything around
here rolls on the red grease.

I didn't realize you
actually have to make

the whole thing including
the roller bearings.

That's incredible.

Right, right.

So therapeutic watching that.

Nice that you've got a chair as well, Mike.

I didn't. I didn't get anything to sit on.

He got the chair.
I'm just standing there, breathing,

breathing in his ear, talking in his ear.

He liked that. He went, oh, that's good.

It's therapeutic.

I bet you're thinking, get out of the way.

Just leave me alone. Leave me alone.

So go on then. How do we do it?

How do you load this
planetary gear system up?

I've never seen one done,
actually, so I'm kind of interested.

Right, right. Well, we talked
about having you load the last one.

All right, cool. Yeah, I'd love to.

So if you want to take the seat.

Oh, I get the throne.

You're right, right, just a
little bit of grease in there.

And then it sounds easy to
line up all the rollers, but...

Well, I've watched you do it.

Sometimes it could be a little challenging.

I've watched you do it,
so it can't be that difficult.

I mean, you've only
been doing it for 34 years.

So put the rollers in.

Right, just line them
up and lay them in there.

They kind of stick in
the area that you want

them and just slide
the next ones next to it.

This is as deep into the power
glide as you can possibly get.

Yeah, this is right at the
heart of it, isn't it, as well?

Yeah, if we lose, if the roller's
missing, we've got big trouble, so...

And you let me do it?

Well, we're going to double-check
you when you're done.

That's just what it does,
what you've got to do.

That's one of the
checks I do is I'll stick a

screwdriver in there and
make sure that there's no gap.

So that way you know
they've got all of them in there.

So, yeah, there you go.

And there you go. So how did I do?

I'll certify you.

You'll certify me? That's fantastic.

Yeah, it's very good.

Right, we've got all the
bearings and all the gears,

all the spacers and all the gears, so
now we can assemble them in the carrier.

OK, go for it.

So we've got to get a
thrust washer in place.

And the long gear.

Then this is our assembly
tool, our washer on top.

And this is just a spacer,
this is a steel washer,

but it just gets the end
played down where we want it.

And then these are the
pins with a nut on the back.

And then it's keyed, isn't it?

So it doesn't move.
That's very cool, isn't it?

I like that. So that's one in.

And again, this is kind of repetitive,

just like loading the
gears up and everything.

Basically you're just
trying to make sure that

all of our rollers and
stuff stay in place.

I think you'll find that's
not the one that I did.

No, no.

I think you'll find that's
the one that you did.

So then we're going to get
ready to put the center gear in.

So the input shaft rubs down
against this bronze washer,

so it's big and thick and we need
some serious lubrication on that.

And then this is what we
call the bottom sun gear.

And this is what the input shaft
twists and it rides in the bottom.

So then we get our
secondary, our short gears.

I'm going to go in here.

This is what's really called
a compound planetary.

because it does have two sets of
gears that run on each other here.

Nice. It's lovely.

Really precise.

To finish the assembly of all the
planetary gears into the carrier,

we just torque down the nuts and pins to
make sure they stay in place under load.

Now we slip the clutch pack drum into the
input shaft to finish this gear's assembly.

Do you know what? I love that.

Watching you put this together, and
this is the heart of it, is fascinating.

And it's actually got me really excited now
about what to expect out of our 65 Cuda.

I can see as well that looking around the
bench, this is just the beginning of it.

There's still a whole
load more you've got to

do to build it up into a
proper gearbox for us.

And it's all about speed and me being here.
I'm just slowing you down.

So I'll leave you to get on
with it and I'll be in touch.

Very good. Thank you.

Cheers, mate. Thank you very much.

With every car I've ever worked
on, there's always a milestone.

And the milestone is
when it gets its paint.

I mean, look at it.

It's transformed from this mismatched
orange rusty restoration project to this.

It already feels like a finished car.

I can visualize myself
sat in the driver's seat.

It looks absolutely brilliant.
In fact, I utterly love it.

I love the choice of color,
this Richard Petty blue.

I can visualize what it
was like back in the day.

Him driving this and we're
going to be doing it now.

I could sit back and drink
this all in and soak it up.

The reality is I can't.
I've got tons of work to do.

But more importantly
than that, I've got

someone coming today
to check that work out.

This is a really important part of the
process because of this chap here.

His name's Pat and Pat's a tech inspector.

He's a scrutineer and his
job today is to come and check

the roll cage to make sure
that it's safe enough to compete.

The reality is if Pat
doesn't pass it, I've just

chucked a load of metal
into a car for no reason.

So I really need this certificate.

So Pat, have you got some good news?

I passed.

I'm kind of relieved that
I've passed the roll cage

inspection and now I can
start adding stuff to the car.

But the first thing I need to do is take it
off this Dolly. It's been on it for months.

No, seriously, boom. Out here.

Come on, what have you got?
This looks like Christmas Day.

Right, this is really exciting, okay?
I've been shopping.

First up, the gearbox.
I had to throw it away.

So we've gone from an eight-speed
gearbox to a two-speed gearbox.

That is reinforced billet.
It's got to one final drive.

Two speeds means it goes fast and faster.

You put that together
with that new rear axle.

That's a Ford 9-inch rear end, 4.56 gears.

Got new leaf Springs.

This thing, when you
couple it with the engine

and the supercharger
and all the rest of it,

this is going to be the fastest car
that Wheeler dealers has ever built.

It's going to be amazing.

Right, now there's the
keys to your truck back.

You can get all that bolt into the car.

I'm so excited, I'm going to
go and buy some more stuff.

You're not going to give
me a hand lifting this out?

Mike!

It's easiest to install the rear end
as a complete assembly with the

Springs and brakes already
installed while it's out on the bench.

After lowering the car over
the axle, I can easily slip

the eye bolts with the Springs
in and tighten them down.

With the axle in place, I can
now finally install the new engine.

I've deliberately left the supercharger
off just to make this install easier.

All the crane and gubbins gets in the way.

I've also left the gearbox off.

I could have done it
with the gearbox in,

but it becomes too big
and bulky and unruly.

This way, I'm taking baby steps
and just going a little bit at a time.

Next, I install Mike's new transmission.

What most excites me is the fact that
this gearbox only has two gears, which

means the driver, in other words me, can
concentrate on keeping the car straight.

Measure up for the new prop shaft.

Nice.

All motorsports are covered by strict rules
depending on what category they're in.

Our car is covered by the
National Hot Rod Association,

and they don't just have
strict rules for the roll cage.

They cover every single element
of the car, including the seat.

When fitting the seat, you want to forget
about comfort because safety comes first.

This seat here is absolutely perfect.

It's got a nice, upright driving position.

It's lightweight, which
is great for a race car.

It carries this safety certificate
saying it's fit for purpose, but the

regulations say that the seat itself
has to lean up against the roll cage.

So, for that reason, I built
this really strong, sturdy frame.

And now, for the bit I enjoy the most.

Test fitting it.

My nice, sexy gear lever.

I want that around there.

And then, of course, the steering wheel.

I want to be in this sort of area here.

But, of course, the steering
brings up another problem.

And it's all down to
this massive engine

because the original
steering column won't fit.

I need to make something that goes through the
firewall, avoids the engine almost turning the corner,

misses those massive headers and the new engine mounts,
and then join it up to the original steering rack.

So, I came up with a solution.

And this is the answer to my problem.

A triple-jointed steering column.

This piece here is a little bit
cumbersome to put it in one go.

So, if I separate it in the back half of my
pocket, join it first to the steering rack.

And then I've got a support
structure, goes through

the chassis rail, keeps
it all nice and solid.

Like so.

And then the second bit
joins that column piece.

I've just put it in.

And it all avoids the manifolds.

That'll do it, although I have no
intention of going round any corners.

Now, if you ask any racing
driver what they fear the

most, they're all going to
say the same thing. Fire.

After all, you are
transporting a liquid b*mb.

But the industry's got better
over the years, and now you have

to have a fuel cell, which is a
safer way of transporting fuel.

Now, on the outside, there's
this really strong metal case.

And then on the inside,
there's a softer rubber case.

And basically, that's really
good at absorbing an impact, so if

I ever do have an issue, it's
unlikely to spill fuel everywhere.

Now, on top of that, that softer
rubber case is actually filled with foam.

It's kind of like a
fuel-soaked bathtub sponge.

And that's really good at stopping all
that fuel sloshing about, so you get a

consistent delivery of fuel from the cell
to where it counts at our Hemi engine.

Now, all of this fuel system is going to
be contained within the boot of the car.

And it's all going to be
hidden behind a firewall,

which I'm going to make
here out of aluminium,

so that if there is a fire, the
fire's contained within the boot.

Or, if the fuel cell does
split, all that flammable liquid

stays in the boot and away
from the hot end of the car.

And the idea being that it gives me
just enough time to get out pretty quickly.

This car's making some
serious progress now.

In fact, since putting the engine
in, I've focused on the engine base.

I've sorted out the cooling
system, the braking system,

and I've even had time
to put some shiny bits on.

But for now, it's all about the breathing.

And I don't mean me. I mean the car.

Now, this engine works exactly
like an ordinary road engine.

It takes fuel, and with oxygen it burns it.

And that expl*si*n forces the
pistons to move just like normal.

And we can't really make
any massive changes with

fuel, but we can change
the amount of oxygen we use.

Say hello to my little
friend, the supercharger.

Just say the word and it sounds fast.

And in some ways, a
supercharger is just like a turbo,

in that they both jam
extra air into the engine.

And if you think about
it, air, everything around

us, is flexible. It can be
squeezed and squished.

In fact, if I took all the air in this
workshop, and with the right equipment,

compressed it all the way down to
something, say, the size of a teacup,

it would be the same
amount of air, it would

just be under loads
and loads of pressure.

And that's what the
supercharger is designed to do.

It's designed to squeeze
and cram as much

air into the engine,
increasing the pressure.

Now, the thing is that fuel needs the
oxygen element within the air to burn.

And the air around us, the stuff that
we breathe, is actually only 21% oxygen.

Which basically means the
other 79% is just getting in the way.

And to race, I want to
burn lots of fuel. In fact,

this car needs the worst
fuel economy possible.

So what if I could jam
even more oxygen in there?

So I'm sorry, Mike. I've gone rogue
and I've made a purchase myself.

Let me introduce you to my second
little friend. This guy. Nitrous oxide.

See, this stuff's great
because it carries way

more oxygen. It goes
from 21% to around 36%.

And on top of that, it's
stored in here as a liquid.

So when it goes down the pipe, hits
the intake, it suddenly turns into a gas.

And that phase change
means it also gets colder.

And of course, colder air is more
dense, and denser air carries more oxygen.

The hose plums straight into the intake
here, right where the air enters the engine.

Which leaves me to fit
this 10 pound canister

in the obvious spare
space for a race car.

The passenger seat.

Now the rest of the kit
comes with this adapter plate

here that sits between the
intake and the throttle body.

And you'll notice
that there's two inlets.

One's for fuel and one's
for our nitrous oxide.

It enters here and sprays inside
the intake via these tiny little holes.

Now on top of that, I've also
got this adapter plate here.

And this changes the bore size from a
measly 85mm, opens it up to a larger 95mm.

And the point of that is for
this, an even bigger throttle body.

Look at this, I can pretty
much get my arm through it.

And this is off a car called a
Hellcat, which frankly just sounds fast.

Now this kit also comes with
hoses, and this feeds the juice.

So when I turn the
canister on inside the car,

it pressurizes and it
stops here at the solenoid.

So everything from here
backwards actually sits at 745 psi.

That's 51 bar, that's
an insane amount of

pressure, but it's perfectly
suited for our needs.

Now these solenoids are the
gateway to get nitrous into the engine.

It's kind of like a tap.

Now one of these is for
the nitrous itself and the

other one's for extra fuel
to keep it all balanced.

Now all this can be adjusted
by changing the jets inside,

and the kit comes with all
these different sized jets.

And they range, depending
on the size of the hole,

from this tiny little one,
that's 50 brake horsepower,

all the way up to this quite large
hole, that's 250 brake horsepower.

Now I know the one I want to fit, but
I'm not going to be reckless just yet.

I'm going to take the
sensible option, start

on the small size and
increase in baby steps.

Now the solenoids, they
can open in a number of ways.

I could automatically program
them to the ECU or the rev counter

so that they open without any
thought at the certain rev range.

Or just like the movies, I can program them
to go to a big red button in the dashboard.

But I kind of think I'm going to
want both hands on the wheel.

Right. Power. Check.
Oil. Check. Coolant's in.

Fuel's in. Everything's
clear. I've got spark.

I'm ready. Really.
That only leaves one thing left to do.

She works!

Against the odds, we now have a
running Richard Petty tribute 65 Barracuda.

And not your average 65 Barracuda either.

We now have a drag car.

And just needs to learn how to drag race.

If you get it wrong at the beginning, the
game's over. If you crash, the game's over.

If somebody beats you by 0.1
of a second, the game's over.

But I'm sure he and the car will be
on point for the main event next week.

Now in just a few days time Ant
is going to go head to head against

a professional race driver in a
quarter of a mile drag strip race.

Sounds pretty dangerous, doesn't it?
Because we've got a 1965 Plymouth Barracuda

with hundreds of untamed wild horses
waiting to be unleashed under the bonnet.

And I want to make sure my boy is safe.

Mike, this is Chava. Chava, this is Mike.
Chava, very nice to meet you. And you, yes?

What we do in here is the
measurements that you sent us. This is the

powder room. We turn around and
make the pattern for the suit to be cut.

This is a fire suit and
they come in different

ratings dependent on
the individual needs.

We're entering into a
race where we may cover

a quarter of a mile
in under 10 seconds.

Start cutting. Let's go.

Oh, it's quick as well. Yeah.
It does bang around, does it?

Yeah, it goes around pretty quick.
Cut in a couple of minutes.

The best suit for us is double
layered and it will provide around

10 seconds of protection.
Fingers crossed it won't be needed.

You haven't got enough
material to make these ones.

Oh, we have plenty of material over there.

I don't think they do them in my size.

We do custom sizing from small to big.

I did offer to lay myself
down on this bed and see

if they can trace a pattern
around me. I did offer.

Cut pieces and then sent to be embroidered
before the suit is then finished by hand.

Anyone can have a bespoke
suit like this made and pay

far less than you'd expect.
Around $350, 200 quid.

Let's have a look. Oh, Dave, look at that.
Oh, that looks fantastic.

It's going to look really good.

Well, listen, I can't see
how much I appreciate all the

work you've done today.
You've got a fantastic team.

It's so nice to see it in action. Thanks,
buddy. I really appreciate everything.

Pomona Raceway on race day,
which is the best time to be here.

Really, all the work, all
the hours have led to this.

The passion, the noise, the
wobbly tyres in slow motion.

Oh my God, look at that.
That is, that's insane. That's incredible.

Wow. I can't get my head around it.
Seriously.

If you wanted to build
a tribute car, a race car,

we've come to Pomona,
the home of the quarter mile.

Got to do it right. If you're going to
do it, do it right. Yeah, it looks great.

The colour is insane, isn't it?
Got that 5.7 litre, all working nice.

You've got the Edelbrock
supercharger, the heads,

comp cam. I see you've
upgraded the brakes.

Yeah, yeah. Plus got new
induction, new fuel system.

I mean, inside here, the
engine bay, this car's ready.

Oh, look at the wheels.
The wheels look insane.

It looks incredible.
That's all we need.

Last look. Oh, side
draft exhausting.

You've got that nine
inch rear end on, yeah?

Nine inch rear ends on.
This car is an absolute machine.

Dare I say, just sitting here,
looks really fast. It does look fast.

And you look the business as well. You look
fast. What are these? Go faster stripes?

Yeah, they are go faster stripes.
You don't think us two Brits are

going to turn up at an American car
event and not look the part, do you?

That's what I've got for you.
Nice little present.

Oh, wow. You made these for me?
I've made those for you, so we match.

So I'm the team boss.
You're my pilot. Go and get

your outfit on and I'll
look out for this driver.

Oh, right. Here we go. Look, here
comes this Antron fellow. Antron!

What's up, fellas? How are you?
What's happening?

Good to see you, brother.
Good to see you. What's happening?

Yeah, very good. Now listen,
we are so excited because we

built the best car we think
possible, a 65 Plymouth Barracuda.

We've got a 5.7 Hemi V8 under
there. We've got a supercharger

from Edelbrock. Got two-speed
power glide transmission.

So what are you bringing? What's your car?

You're sitting on it.
Don't let it fool you. The Camry.

What? You bought a rental car?

It's called the Sleeper Camry
because you just slept on it.

I'm about to put him to bed.

Seriously?

Hello, hello.

I think it's in America,
it's called Trash Talk.

It is called Trash Talk.

Remember, Brits love an underdog.

I hear you, I hear you. You know
what Americans like? We like hot dogs.

Hot dogs. That's what we do.

I think we have an
evening pairing. The only

difference of it is
you have an amateur.

You get yourself in
your car, get suited up.

You're supposed to be on my team.
Don't let him talk to you like that.

Don't listen to him, don't listen to him.
Get yourself suited up.

Hey, Ant, I don't need
help getting dressed.

Unbelievable! He does!

Right, here you go, son.

Ant, good luck, buddy.

And I would genuinely swap
places with you in a heartbeat.

I'd love to be behind the wheel.
I really would.

It's not too late.

Go on, you have fun. Right, be safe.

Right.

That sounds incredible!

Right, here we go. Here we go.

So much time preparing
for ten seconds of fun.

Come to America, Mike said.
Build some cars, Mike said.

He never mentioned
anything about drag racing.

OK.

No more talking.

Tons of brake horsepower, tons of
gasoline, tons of fuel, tons of speed.

Quarter mile.

There's so much to think about.

And when you think about
normal driving, all I've really

got to contend with is a
right pedal and two gears.

It's weird, you've just got to get
in the kind of the mental zone.

If you're not in the zone, or in
this racing they call it in the groove,

if you're not in the groove, in the
zone, you're wasting everyone's time.

I can see the stadium
there full of people, the

backsplash here full of
all those famous names.

I'm absolutely **** my pants.

Look at this Toyota Camry that
Antron's driving, look at this thing, look.

It does look like a rental car, doesn't it?

Oh my God, look down there.

How are you feeling, all right?

How intimidating is that?

Remember Ant?

Ant, you built it.

Ant's obviously running our car,
which is a 1965 Plymouth Barracuda.

We reckon we got around
700 horsepower at the flywheel.

Now Antron over there, now that
man's running a 2015 Toyota Camry.

750 horsepower.

The ingredients are in place, the
only difference is, and this is a big one,

Antron is three times world champion.

Oh my God, I cannot tell you how
intimidating this is, Antron's there.

Yes, like those tires.

If we can get this car in at
about 11 and a half seconds,

I will be beside myself with
excitement to think that we built that car.

Right, line up on the lasers.

So what he'll be doing
now is he's staging the car,

he's getting the car
locked in on the start line.

This is really hard, I've
only got seven inches

between the first light
and the second light.

So I've got to get up to
the first light, stop it, there.

Trans brake on, first gear engaged.

Okay.

What have you got, Antron?

Oh yes, an 11.2, oh wow.

Oh my God, he's quick.

Holy smokes, he's quick.

Oh my gosh, he absolutely smoked me.

Woo, it was a 905.

But we're only two seconds
slower, it's nothing, is it, two seconds.

One, two, that's all it is.

I'm proud of that, I'm
proud, my boy did it.

And, for once, he's been on the
racetrack and it's not on its roof.

Can't say fairer than that.

So frustrating.

It's like the most
unforgiving sport in the world.

Fractions of a second is the
difference between everything.

Here comes Antron, yeah.

Oh, what can I say?

What can I say?

Oh!

Where is he, where is he?

Hey, hey!

Don't fight, don't fight, don't fight.

He smoked me.

That was incredible.

I mean, let's face it, we built a car
that goes a quarter mile in 11.2 seconds.

Yeah, just say that again.

Yeah, we built a car that goes
a quarter mile in 11.2 seconds.

Just salivate over that for a minute.

Congratulations, by the
way, for that nine seconds.

Yeah, but it was brilliant!

Well done, buddy, well done.

Beautiful machine, beautiful machine.

And you know what? I can't call you
a rookie no more. You did a good job.

That's the nicest thing.

Can we record that?

Can we record that?

I thought you got that down on tape.
That was really nice.

Thank you, thank you very much.

I tell you what though, I can see
exactly where you get the bug from.

I came here with
absolutely no understanding

and now all I want
to do is go and beat it.

That's it.

You just get that addiction and
you just want to go faster and faster.

Whoa, whoa, whoa, whoa, whoa.

Call the Jets, guys. It's for sale now.
We ain't selling the red car.

No, this car's... No, no, no, you carry on
doing your shopping in your mum's car.

But we can have one more go.

No, we ain't going to have one more go.

You get out your outfit,
we've got to sell it to someone.

What about two more goes?

No!

Oh, hello.

He likes it, I think he likes it.

Amazing!

Who would have thought
that we could come to

the race circuit first
time out of the box

and we produce a car
that goes 11.2 seconds.

And it's first day.
Look at the potential our car has.

Oh, huge amount of potential.

That car will go on and
live a very, very happy life.

Yeah, but we're not. We're not selling it
just yet because I have to race it again.

Unfortunately, the car's got to go.

It has to go.
No, seriously, it's got to go.

All right, well, this is
the perfect place to sell it.

You've got tons of car fans here.
It's ideal.

We fell in love with
our Richard Petty tribute

barracuda over the
course of this build.

And after seeing the response
we got on the track, did we sell it?

Well, let's just say it
will live on in the NHRA

museum so it can be
enjoyed by drag fans forever.

But I did it under the
condition that they had to

let us take it out for a
spin every now and again.

I am a Wheeler dealer. What can I say?