01x24 - Sling Ray

[bunniefuu]

Yes, he's going whole hog and

he's getting down and dirty.

Months and grudges coming out.

Join us now as Jesse and his

g*ng of never-for-canics,

rip, grind and burn, transforming

ordinary street vehicles

into monster machines

in the monster garage.

This week's challenge, take a

stock, 1973 Corvette Stingray,

and convert it into a round

-shurning mud-boggling racer.

The rules, when built, the monster

machine must appear to be stock.

The team could spend no more

than 3,000 greenbacks for parts.

Jesse and his crew have

seven days in nights.

On the first day, they design

for the next five, they build,

and on the seventh day, they race.

If successful, each team member takes

home a $3,400 set of Matt Tools.

And the clock starts now.

Jesse James, a direct descendant

of the legendary Outlaw,

has made his name,

building custom choppers.

This week, he transforms from

Urban Outlaw to Braison Buckrunner.

Jesse gives this old school pure

American muscle car a test drive,

then slides it into the garage.

Ready to get their hands

dirty, his design team follows.

Cool, so you guys ready for this?

Corvette Stingray.

Personal thoughts, as

it should be, you know,

how to just straight

mud-boggling drag racer.

Do you want to be able to do

it once as fast as you can?

Or do you want to go play all afternoon?

I'll have to be in a sense slow.

If you want to go fast.

Then Chuck Cordy Jr. and MRO

Mud Racing Champion is your man.

Most people, when they think of

mud-boggling, think of an old G,

and a big mud puddle.

Now, it's not unusual for us to

get up to 130-140 miles an hour.

My goal was to be the first person

to run faster than two seconds,

and 200 feet on mud.

Every vehicle I've ever built, whether

it was for the street or for racing,

people said it won't work.

And that's what makes it so much fun

for me to drive, prove them wrong.

It's probably one of the

wildest forms of drag racing.

That's it. It's very,

very violent and fast.

So basically how deep is the mud?

Two feet.

Sometimes they're a lot less than that.

Now, if you took this car and

tried to drive it through that,

they would just say.

Yeah.

So basically what we need to do is give

it enough horsepower and suspension

to make it so it's digging in and

it's high-gear-plating across it.

And for that, they'll

need some serious drag.

We're trying to need a big

car and we're for footprint.

We're not going to drive

the 24 hours of the mud,

so we're just going to go to water feed.

I go to the Lamans in 67.

Really? Yeah.

Set a GT record.

d*ck Gaulstrand's name is

synonymous with Corvette.

His love for racing and the

Corvette started in the 50s.

And those days, you're either

a candy a*s or a hot lotter

in Southern California.

And d*ck is anything but a candy a*s.

So I'm 1965 at 1-3 West Coast

Championships in the Corvette.

And then was hired by Roger Penske

as his first professional driver.

You can imagine the Southern

California being able to win

Daytona Sabre in the months,

particularly in the Corvette.

Isn't incredibly exciting.

The Corvette is celebrating

its 50th anniversary.

To be involved with that

car for the 50 years,

triggered me to do something special.

And that's something special.

A gold-strand signature edition,

50th anniversary Corvette.

What about a roll cage and safety stuff?

Pretty easy to put one in.

There's no strength

around the top, though.

There's nothing up there.

There's nothing up there.

The freestyle is a lot of fine.

The frame much with a work

of cage into that design.

Just a rear hoop and a fun

hoe for five long donuts.

I know to be the passenger seat for

a roll cage or bullbars and bullbars.

Let's make it sinister.

Cool.

Keep inside, too.

Yeah.

I don't want to mess

with a tea cup anyway.

The roll cage will make it look off-road.

But this bet needs to perform off-road.

I think the majority of our

work is going to be suspension.

You know, we've got to go with

like a Toyota or Jeep differential.

So we can make it four-wheel

drive and we'll change that.

We're going to need a problem.

We should just go like

a nine inch or so full.

Each out of a four inch pick-up or.

Last but not least, it's got a look cool.

Cool.

Drawing cool is nothing

new to dawn, beer struck.

I've been drawing ever

since I was a little kid.

By the time I was about 13 years

old, I developed an interest in cars.

I try to bring in the new cutting edge

design and try to develop

that work my style.

And carry it further and come up with

a really interesting looking vehicle.

I can totally visualize

it and visualize it

working and seeing all the stuff we need.

But it's going to be a

hell of a lot of labor.

It's a lot of work.

You know, I mean, it's not

a small undertaking at all.

All that's left is everything.

Here's the plan for their big body.

And a roll.

Rift off the stock drive train.

Replace the wheels, shocks, and suspension

with heavy duty off-road equivalents.

Day two, seven AM.

Jesse hand picked five mustermic canics

who are aching to get down in dirty.

Joining forces.

John Best from Brea, California.

Corvette Gerou.

Dave Narlie Collier.

Hales from San Marcus, California.

An electrician and off-road specialist.

Bobby McCurdy, representing

Las Vegas, Nevada.

Mechanical Workhorse.

Mike Stapleton, Bellflower, California.

Off-road racing expert.

And Jesse's longtime friend.

And continuing on from the

design team, Chuck Cordy Jr.

from Pittsburgh, Pennsylvania.

Bond, champion.

Time to transform.

Jesse unveils his little white Corvette.

We're going to make a mud bog

drag race or out of this thing.

Which sounds pretty simple.

It sounds like all we have to really

do is put different tires on it.

We'd be ready.

But it's actually to get the

thing to do 200 foot dashes.

A lot of work.

One group tackled the front end.

One tackled the back end.

The bum all I want to

keep it kind of cool

looking and keep the whole car on a rake.

So it's sitting down low.

The first thing we'll start

gut it, gut it, gut it.

The orders are locked.

The team sinks their teeth and

tools into this vintage vet.

It's a very easy car.

That's a 1973 disco sheet kit.

Monster Garage, Montreal.

This goes socks.

Oh, there's a pair of these that were.

People who like these cars would

just be appalled with this.

They've never heard of

a full drive before.

They've never been a concept of it.

We got a concept and we're doing it.

If it's a Corvette,

John Best has vented it.

He heads the service department

at West Coast Corvette.

Our typical customers come

in for a lot of money.

They want to customize

their cars or produce power.

John's quest for speed boosted him into

the famous Lane Goldstein Corvette team.

Lane is a customer of mine.

He originally bought a Corvette.

They are one.

But he liked drag racing.

He started bolting on

little modifications.

Getting it faster and faster.

His goal is to get it

as fast as he possibly

could without doing nitrous

or supercharging car.

And Lane and John succeeded.

At 900 horsepower, it's considered to

be the world's fastest stock Corvette.

Jesse Rips into his favorite part.

The exhaust.

But this one rips back.

Daniel, I'm not a car mechanic anymore.

Oh, wait.

I guess I kind of am.

I have to do this.

There's no respect given to

this classic collectible.

If the bogger is going to

get to fighting weight,

even the back window must go.

That's plexiglass, I think.

Here we are!

That's your glass.

With the car, a shattered

fragment of itself.

It's time to cultivate this Corvette

into a four-wheel drive mud monster.

Step one, gut the old

sports car suspension.

You might be a redneck when you

take a two-wheel drive Corvette.

And you put four-wheel drive on it.

It just might be a redneck.

I never held up a cut the front

end out of a car like that before.

I said, complete totally

different suspension system.

So it's a lot of

fabricating little brackets.

Get the geometry right,

making the dry shaft work.

As the parks pile up, so

does the teams to do this.

Therefore, we'll drive dream is

sitting at no-wheel drive reality.

The team takes a break to partake

in their now favorite pastime,

sticking the needle to John.

Never thought you'd ever take a

four-wheel drive with a hammer.

They were trying to be an air

-conditioned box that was coming out.

They're down the piece at the floor.

How much is that?

500 bucks.

A thousand bucks.

Can we leave? We can hurry up and sell?

We can put that in the budget.

The rear assembly, you can

easily get 500 bucks for it.

I'll wait more.

Enough cash dreams.

Dave has a pipe dream of cold hard steel.

The cage and two-workers will

make these cars look wicked.

David Collier is an electrical contractor

and off-road race car fabricator.

I enjoy electrician electrician.

Electricity is kind of a basis

of our society without it.

We really wouldn't have much.

And without steel tubing, you

couldn't have off-road racing.

Dave's team, Narlie Racing, runs

the dreaded car eating Baja 500.

The Baja 500 is a tough race

because it's such a sprint.

You have one problem,

you're out of the race.

It's one of the most challenging

places to put a car through.

Especially at a rear engine, two-wheel

drive, full swag and powered car.

Baja 500 is kick my a*s every time.

What we're doing with the

roll bar is just trying

to build a structure to

hang the coil over shocks.

Given something to hang

this suspension on,

you can get something

to protect the driver.

Case of a mud bog catastrophe.

In record time, the roll

cage goes from inception

to Jesse James and the

70's T-top protection.

I think it's going to do pretty good.

I think it'll be a very

competitive vehicle.

If the next three days or four days

go this smooth, we'll be in good tune.

My biggest concern is that we're going

to have enough mud or enough horsepower.

You should be able to get 500 or 600

horsepower out of big motor, big tires.

We're here.

Day three, the vet may

be down to its bogging

weight, but the teams stuck in the mud.

They need parts and the only

thing coming through the door

is a Corvette junk collector

and he's buying, not delivery.

Marks out to 800 bucks.

With the budget muscle up, they

decide to muscle up the front

end with heavy duty steel support,

Dave and Mike compare rods.

We're building some roll

bar tubes to tie in to

the front of it that we

can hook our shocks now,

and then into the hang our

new front suspension on.

The way it's all tied into the cage

and stuff now to me way better.

All of this things are going

to go 10 miles or something.

So we use double the camera just to

last a long time with what we're doing.

Mike's got to live for years.

As crew chief for famed Wilson Motorsports,

Mike Stapleton knows durability.

He's in charge of their Baja 500 and

their pro dirt champion winning vehicles.

I do all the fadden, the designing,

building most of the pieces,

and then working out

with them for 13 years.

The desert itself is the most challenging

part of it because he

just never know what

the next bump's going to

entail in front of you.

I only got one more tube

to put in and we're pretty

much a standstill until

we get some more parts.

But before they can say standstill, the

first delivery of the day finally rolls in.

Mickey Thompson off road tires.

See those wheels? Those are good ones.

Those wheels are going

to great on a Corvette.

They look like vintage Corvette wheels.

33 inch tires in a front

and 35 inch in the back.

It might look like a Corvette, but it'll

be in my brawl gear when it's done.

Time for a southern

style monster makeover.

The fiberglass is peeled away to make

room for the oversized 35 inch tires.

Hey, chef, may you go lower on the front.

That's looks like some

hillbilly dream car.

But not hillbilly enough for Jesse.

If this bet's going to bog,

it needs a rebel yell first.

Flush with the net or

taller than the real pro.

Crazy straight, hillbilly,

hillbilly style.

If you can't hear it before you see it.

Why bother?

Chuck and Bobby struggle

with their teams first

real major expense, a

nine inch Ford rear axle.

The front axle arrives from the junkyard.

Reeling from the rear, they go dirt

-cheat on the Toyota front axle.

It may be high mileage and a little

rusty, but it's the white price.

The team's miscalculated in an

attempt to be frugal with the budget.

There are freebie,

becomes anything but it'll

cost them hard dollars

and half a day's weight.

But this team's not a big deal.

They're not about to let a

rusty axle bog them down.

They concentrate all their efforts on

the rear axle and off road suspension.

Jesse observes as his team

positions the rear axle.

These four-ling bars are

actually what pushes the car.

The axle is pushing on the rear axle.

But they need to proceed

with serious caution.

They're weapon of choice, the

tip measure, one miscalculation.

And this mud racer could

end up with mud in its face.

Well, if they were off by two inches,

the car would react really weird.

I mean, it would dart and oversteer

and steered off the directions.

They tacked the axle

into position, but they

won't know what they got

at right until test day.

You didn't think we could do

that good, that quick ninja.

No, I didn't mean to do that.

You didn't mean to do that.

You didn't mean to do that.

The skeptics aside, this team is

southern fried time for a recap.

We blasted through as much

busy work as we could get done

without having a car snow any cars.

You guys are a good crew.

Usually I have to like, totally

babysit babysit everybody.

J3 ends with the car looking

a little bit country.

Well, cool, guys. Keep

jamming. It's awesome.

They hit early morning paid dirt

with a replacement Toyota front axle

and the sorted drive

shafts, $600 of paid dirt.

Put you a little bit better

than that other one, yeah?

Yeah. It's got 150,000 less miles on it.

All connected, that's all matters.

This one here is complete.

We can pretty much put this

in and put the tires on,

and put the brakes up and we're done.

I like guys that don't care

too much about being on TV.

They just want to put

their heads down and work.

The true test is about to come.

Bobby trims the remaining

fat off the front axle,

and now it's time to

lock it into position.

Just for the front, yeah.

Okay.

Let's go.

Chucks the other's the

group. He takes pen to steal,

and maps out his time-tested

front suspension system.

Just about every chassis I've

built has been this set up

or maybe four length in the front axle,

like my current.

I'm very certain.

Engine compartment space is at a premium.

Yeah, Chuck won't give up on

his treeling suspension plan.

The back, so we got over the four length,

or three length.

It won't work with a two

length with two front,

like connecting arms.

You know how rear trailing

arm is on the NASCAR?

Yeah.

We're at it basically.

It's how we place flat,

turning it to here like this.

You know what it's flat going in here.

Jesse's plan is to use a NASCAR

type two-lake suspension system.

A pair of two-by-four trailing arms

will connect the front axle

to the frame of the car.

It'll save space and keep

the car load of the ground.

But even Jesse's ingenious plan

is brought with serious controversy.

That's what it is.

See that, Chuck?

No, no, put the two in the other way.

Put it.

For example.

That's where your strength is at.

I think it's stronger flat,

because it's taking all

the side to side out of it.

This is going to have a

tendency, I think, to fall over.

I think it's just be standing up.

All the train moms on our

truck and this one, right?

All these are all stealing,

with matter of bars, or all like that.

All staying on.

Well, I guess they lay it down on NASCAR,

just for Grand Clarence.

Oh, but.

Looks cooler laying down.

I like the storage in.

It's a regional thing.

Looks like easy-coast cool wins out.

Bobby Dives in.

There's plenty of this snap.

Front end will fall off.

I'll go end over in.

It's gotta be pretty industrial.

He's going great.

I guess.

I never think it's nice to look apart.

They end up on that car.

They look better than a bought car.

I want his phone number

before we look at him.

I don't want to list it Rod and Custom.

I'm in the hospital against Nevada.

Pretty much my daily job would

be customer design and suspension

chopping tops, food setting

doors, shaving and pillgits.

Anything involving customer in your car.

His illicit business is brisk.

Word travels fast when

you're doing good work.

With Bobby's brackets in hand,

Jessie's low-profile suspension system

comes into focus.

After you welds later and it's locked

into place a wedding is approval.

Cool.

A little castle.

It definitely doesn't

look like months ago.

You're agitated.

I mean, we're fired.

Yeah.

He has did it too good.

He's going to look like a dog.

sh**t the names of them.

Mike is getting nervous about

the team's lack of parts.

He heads out to a friend shop

to secure some heavy duty shop.

The front-end onion, chalk

mounts on and rear-shock

mounts on, but we go home

and heights our clients.

It could be a late night.

Oh, wait.

Back at the garage.

Jesse, always the

perfectionist, lays some serious

feeds on the axle

stabilizing pan-hard bar.

A non-stop assembly line.

Dave locks the pan-hard bar into place.

This thing's here.

Wow.

Which of the shocks get here.

Then we're going to be talking

to the smack sink in the kitchen.

The rear suspension is almost complete.

The shocks are on their way, right?

Some point we got to just have all

the parts there to start going up.

They give me an nervous man.

I like to be nervous.

Here you go.

What's your been waiting for?

That's stepping up for you?

Oh, yeah.

Shocking man.

This is shocking.

It's a full-team effort to get this

monster suspended from all fours.

That's a full-team effort.

The car is going to look

me just sitting here.

It's going to look like

a monster in this sit.

This thing's going to grow out of you.

That's just a part of it.

The car is shocked, and so is John.

He's not feeling part of the team.

It has vanished himself to the basement.

Everybody works perfectly.

Sometimes I feel like

I'm not full of my load,

just because everybody's

so busy going going going.

I'm basically sl*ve labor

and clean up for everybody.

I just want to get

everything prepped for them.

I got stuff prepped for myself.

Basically, what anybody

needs me to do, I'm doing.

All my stuff's made.

So the second that box drops

up that brown truck tomorrow.

I'll have an exhaust system

on it, two hours later.

We have all set goals on what our

time frame is to do this certain job

and with problems like

getting that bad front axle.

A couple setbacks is what

we don't have time for.

And let's do one dice tomorrow.

We're going to make it

with flying vellers,

but it's going to be down to the wire.

Tomorrow's going to be a huge day.

We've got parts that are coming apart.

Parts, parts, parts, parts.

Parts, parts.

I think everybody in the whole

team is waiting for something.

The brown trucks are

controlling much to garage.

Their suspension may be suspended,

but this team's in a state of suspension.

The engine didn't pieces,

and therefore, we'll

drive plan is only a plan.

Day five, the vet lingers between

mudbogger and American muscle car.

The team is confident of only one thing.

They are on the crest

of victory or failure.

There we go.

The car still lacks four wheel drive,

and their engine parts

are a monster no show.

The team is tight, and they

are about to get tighter.

The car still lacks four wheel drive,

and their engine parts

are a monster no show.

Everybody's in the front of the car.

The motor, steering, and the shocks

all in the same four feet of car.

I'll be putting the motor together,

get that handle over the car.

So we'll give you an hour to

get the whole motor together

before we come up there

and start welding.

Is that going to be enough time?

The pressure is on for

this bet specialist.

The biggest uncertainty in potential

sinkhole is John's engine work.

The first dilemma of the

morning, drive shafts,

they must mesh together a

Frankenstein-like patchwork of parts

to link the Corvette transmission

to the heavy duty off-road axles.

A chain drive will

simultaneously power the wheels,

marching this motor into

four wheel drive harmony.

With a plan that's as clear as mud,

they get back to the monster garage,

time-tested method of cutting,

banging, and welding.

The brown trucks make

good on their promise

of early morning delivery.

It's Christmas, guys.

And like kids at Christmas,

the mechanics cut into

their $3,000 worth of loot.

The mechanics cut into

their $3,000 worth of loot.

It's a real sad.

A hundred granders for just,

it's our portfolio game.

Not a nice person kid.

Wow.

It's a pretty expensive car,

but it's a pretty expensive car.

We're so close.

With all of the critical parts,

in there are no more excuses, just work.

With everyone enlisted on other projects,

it falls on Bobby to give the

engine a nitrous oxide boost.

Jesse gives the flanges a test,

perfect fit, on quick cut

and their engine ready.

With the entire team

working on the front end,

Jesse retreats to his private work area.

I made that jig, because there's

too many people working on the car.

And I got tired of climbing

up and down up the lift,

so I just eyeballed it and then

jigged off the flange in this.

This should work for both ways.

The world on be straight.

You know, Chuck's going to try

to steal my mud bogger zooms,

jig, huh?

Yeah.

This thing is probably 190

horsepower at the rear wheels.

Our goal is to get us close to

600 horsepower when we're done.

It's impossible.

It's up to John to get another 410

horses out of this big block engine.

His first move, a new cam shaft,

it allows more air and fuel

into the combustion chamber.

Boosting the engine, 20

horsepower closer to their goal.

Structions.

But it's his confidence

that really needs the boost.

Better be right on it.

With the engine well on its way,

day positions the fuel cell.

You know what we'll be trying to hear?

Do this.

A sheet of bar grass here.

We're running up there.

Well, some nuts inside the tubing.

So all you do is we just run

a bolt right down into it.

That way we're not

tapping anything off it.

Let's clean.

But we want the fittings

at the rear of the tank.

So that under it's all right, you

feel safe going into the fuel pump.

Because we don't want to get a

lean condition, lean condition.

The team takes a break to think back

about where they got their skills.

I learned probably 90% of what I

know just from watching people.

Whether they knew they were teaching

me or not, they were teaching me.

You just need to take the job.

We learned a lot often.

Everybody because everybody should.

Except for me.

I learned a lot from me.

Well, we learned a lot from you.

Go try to take the car part and stuff.

We learned how to stay clean from you.

Yeah.

We're all going to get super

done after the show's over.

Forget the second and third of them.

It's going to be much slingering.

So we'll go with the slingering.

This slingering.

I don't think there's

one part of these cars.

It hasn't been modified.

The only thing we haven't

touched yet is this cross.

Remember, that's next.

It's time to link the axles

for wheel drive style.

Chuck begins the chain drive system.

Once this is attached, power will get

transmitted from this

sprocket on the rear drive

shaft to this sprocket on this jack shaft,

which will drive the front differential.

We'll just put this together.

Swing it up.

Well, all right.

Brace it.

We need a little work.

Music.

Wow.

Chuck, we're way up.

Yeah.

We're up.

Yeah.

Come on.

Come on.

Let's go.

We're freezing.

We're freezing.

That's the usual, isn't it good?

Yes, he's almost done with the headers.

Take one for the camera.

You want to have this thing run in tech?

It will be.

Sure.

It's not leaving, so it is, right?

I listen.

Seven block of Pittsburgh.

Throwing their brains at the top, right?

Three, two, zero.

Not out.

Woohoo!

Jesse, true to his word.

Finish his headers and tie.

Hey, Jesse, I made the one

to tell you that was fun.

What's it, hit it?

Take the flag to the front.

Take the flag to the front.

Take the flag down.

No.

No, because I totally

tacked it with it on there.

Yeah, but I ain't put the spark plug in.

Damn it.

I love the flange on upside down.

Well, damn it.

Four out.

Wait, hold it up there.

Let me see.

Does it look cool anyway?

Oh, I look great.

Oh, yeah.

Let it suck.

It appears that the master fabricator

was just mastered by a header flange.

Stupid thing.

These knots are for the spark plug.

And it's for the bottom.

What time is it?

The second that box drops up.

That frame of truck tomorrow.

I'll have an exhaust system on it.

Two hours later.

More Jesse has been

humbled in his own house.

His team takes it well.

It's just a little mud hole in the road.

But the problem is we're trying to

go from big tube to little tube.

So we're having a well-lucked big gap.

Silent airs and all this is.

But the problem is we're trying to

go from big tube to little tube.

Easy.

Don't fire.

That's really right.

John slips in the carburetor.

It inches his team 50

horsepower closer to their goal.

That's pretty incredible.

At the end of day five with

one monster garage day left.

The fuel cell is one well

-to-way from being in place.

But tomorrow it needs to be plumbed.

The engine is prepped and awaiting

a 200 horsepower nitrous boost.

The front drive shaft

assembly is complete.

The rear drive shaft is in pieces.

And most importantly, the

team can't test fire the

engine until Jesse finishes

his second zooming.

I don't know if this has

ever been done before.

Anybody ever took a two wheel drive.

Big block, one owner,

four fifty four beds.

Big wheel drive.

That was really not five days.

It's been picking up put

on some other chassis.

Well, don't pat ourselves

on the back yet.

We haven't finished it.

But I'm pretty confident

it's going to be all right.

And what does Jesse really think?

If I had no words that exhaust plain

John upside down, I'd say no problem,

but, you know, that was a major setback.

You're sitting back.

Coming up on toast to Jesse

in his new spring ride.

Here's what you're on!

Day six, five will enter,

to fight their final battle with the vet.

One will enter to prove himself.

Minutes later, Jesse arrives.

Yesterday's mistake still

ringing in his ears.

The team is now complete.

Focused.

He digs straight into his

second set of headers.

Dave sparkles up the lower shock mounts.

Mike tackles the rear drive shaft.

Bobby fabricates a bracket

for a not surprised.

Shock is the master of the drive train.

John's untested engine

hovers 340 horsepower

short of the team's 600 horsepower goal.

I'm not really feeling

any pressure whatsoever.

I'm very confident that this

is going to fire right up.

It's a race against time and each other.

No one wants to be the last

man out, including Jesse.

Wired for Noss.

I'll push the button and this team's

200 horsepower closer to their goal.

The drive shaft's cut,

welded and balanced.

Shucks slips it into position.

Hammer's in the chain link.

Now the monsters ready

to run on all fours.

Time to add the cobrasite.

Bobby and Mike hit a puddle in the road.

The nitrous puddle needs to

be moved back and notching.

The saw's all fixes all.

Bobby takes a test fit.

Oh, yeah.

It's flush.

Every hillbilly needs a wingman.

Well, what check out the lean?

Make sure we're going to look good

when we're driving this thing.

Okay, here we have our team members.

Can't forget Jesse.

He's back here.

He's supposed to be well known as

headers up as well waiting for him.

Mr. Corbatt, d*ck Goldstrand

from the design team,

arrived to check out the car.

I'm really impressed with the innovation.

It's going to end the tenacity.

Now the build team plus one

waits for Jesse and his zoomis.

Someone's got to be the last man out.

This time, it's our

own master fabricator.

Jesse finally finishes the headers.

The moment of truth.

Looks good to hide all that.

Leave it open.

All right.

If you were an Arkansas and you had a

mud box for a bit, would you have it?

Would you have a hood on it?

John's getting anxious.

All eyes are about to be on him.

We have zoomis, but with

only a 55 horsepower gain,

it looks like the teams

struck out, but wait.

It's time to shine me.

It's all onion out, John.

Cam's shaft, carb, nitrous

oxide, Jesse zoomis.

The car's complete.

Jesse's zoomis allowed the

engine to breathe deeper.

Any gear head will tell you the synergy

of the parts is greater than the whole.

They nailed a 615 horsepower grand slam.

And very, very quickly at complete faith.

And John's one of the team now.

After five ruling angst-filled days,

this newly minute monster is

looking and running perfectly.

And this is a wealth.

A quick fix.

And it's time to see what

this mudder fighter can do.

We have to get to my job.

Yeah, that's good.

Thank you.

Thank you.

Thank you.

We have a safety blow zone.

Give it a try.

Yeah, that's good.

As the crew rest, the

bend is handed over to

Tom Prood of Damen's

motorcycle creations.

The blending of Bugger and Sevilley's

street racer has inspired him.

We're going to give it a

little blend paint job to do.

We're going to put a

coat of white primer on

it to get the whole

thing a nice even color.

I'm going to start off by blending

some snowy pearl with some true blue.

We're going to come

with a nice light blue

blended all the way

back to the magic blue.

I'm going to make the car

look like it's going fast.

Okay, you monster.

It's big swag here.

And Frankie White side here.

And we are getting down and

dirty for the next monster.

That's right, swag man.

Our off-road or friends

have come to Paris,

California to welcome a

new monster into the world.

We've got a name for

this new monster Frankie.

It's a Corvette sting rate

turned into a mud drawer.

Swaggy.

Say hello to Slingray.

Check out that blue sparkle

Tom Prood paint job.

What does Jesse think of his

new 600 horsepower beast?

That's it.

It's very, very violent and fast.

Frankie, are there any rules

for this mother of all races?

It's Jesse against all comeers.

200 yard mad mud dash.

Winner take all.

The mud pack is lined up,

revved up, and ready to roll.

Jesse's coming up on the back.

He's sh**ting a gap.

Get ready.

They're off.

Jesse's hydroplating.

He's sexy in.

The mud or truckers are giving chase.

Jesse's doing them a

rooster tail of mudbomb.

He's winning.

He's one Slingray rock.

Slingray showed him to

keep up with the big boys.

Slingray sure slums some mud.

What does Jesse think?

Maybe truck guys respect

the little four bat.

They probably thought it

was going to get stuck.

Show them.

I think it's a success.

Anyone who would probably

swap me in a second.

Oh, yeah.

Time for some drag racing in the mud.

Let's go.

Let's go.

We want Jesse and Slingray one more time.

Nothing.

I'd like better Swagster.

But Jesse's got no time for mudbomb.

30 jokes are road-offs.

You want another cookie?

He's got metal a burn.

Spuck the fly.

The next spot's cigarette's challenge.

He's just our hop.

The bag.

Five far the most talented

crew we've had in one,

19 shows.

Mac tools.

We want you to grab CDs.

Good job, guys.