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Bolt On Parts - Dyno Proven Bolt-ons - Tech

This is a discussion on Bolt On Parts - Dyno Proven Bolt-ons - Tech within the Camaro / SS forums, part of the Vehicle Specific category; Bolt On Parts - Dyno Proven Bolt-ons - Tech Can there be any doubt that bolt-ons are the lifeblood of ...

  1. #1
    Blown, Stroked, & Sprayed

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    Exclamation Bolt On Parts - Dyno Proven Bolt-ons - Tech

    Bolt On Parts - Dyno Proven Bolt-ons - Tech
    Can there be any doubt that bolt-ons are the lifeblood of our hobby? Granted, parts that take a bit more time to install-things such as pistons, camshafts, and stroker cranks-can lead to big power gains. But you show us a guy who meticulously builds the perfect, tire-shredding powerplant for his classic Chevy, and we'll show you a guy who still can't resist the urge to bolt on a few more horsepower. The attraction is easy to understand: You buy a part for your application, spend a few hours in the garage bolting said part on, and you make more power. That's the way it's supposed to work, anyway.
    And that's the shape of this month's dyno thrash. In a nutshell, we picked out a bunch of bolt-ons, then produced dyno numbers to document actual power gains.
    Our methodology for this project was pretty straightforward. For any given part, we had to have before and after dyno sheets in hand to report on that piece's effectiveness. It was as simple as that. No approximations, no unsubstantiated claims. As a gearhead-minded Joe Friday might have said, "Just the facts, man." Much of the data we've collected here came from the test archives of respected dyno facilities, places such as Westech Performance and Vrbancic Bros. Racing. The rest of the info, lest you think we didn't get our hands dirty during this investigation, is the result of a punishing, two-day dyno thrash at Granatelli Motorsports. J.R. Granatelli and his staff, specifically Morgan, Ralph, Martin, and Jeremiah, ran cars on and off the dyno, wrenched when needed, and put in some substantial overtime to make this report possible. When these guys take on a project, they take it on all the way.
    In choosing our mules, we tried to pick combos that span the performance spectrum, focusing mainly on traditional small-block performance. We won't claim to be all things to all people, but we think everybody can find some useful information here. Speaking of useful info, we've listed peak power numbers, of course, but note that we've also included average numbers to help you evaluate how a given bolt-on affected performance throughout the powerband. In one case, we were even able to record an increase in gas mileage to go along with our power increase, which was certainly a bonus.
    As for the numbers, for the most part, we're gonna let them speak for themselves. Some of the results aren't all that surprising; others, however, were unexpected. All of them are dyno proven, and our hope is that the info here will make your next bolt-on purchase that much easier.
    Carburetor
    The bolt-on

    Our 383ci stroker test bed was fitted with a 650-cfm Speed Demon carb (70/78 jets); we stepped it up to a 750-cfm Mighty Demon mixer (75/83 jets). $550

    The mule
    '69 Nova with a 383ci small-block stroker running 10.5:1 compression, ported Dart Iron Eagle heads, and a Tremec TKO 600 five-speed trans, with an Edelbrock RPM Air Gap intake manifold and a 650-cfm Speed Demon carb. Power measured at the rear wheels.

    Our take
    The bigger mixer freed up some upper-rpm power without sacrificing torque, which is right in line with this ride's street/strip mission.

    Before
    Max torque: 363 lb-ft @ 3,700 rpmMax power: 314 hp @ 5,900 rpmAverage torque: 333 lb-ftAverage power: 278 hp

    After
    Max torque: 364 lb-ft @ 3,700 rpmMax power: 324 hp @ 5,800 rpmAverage torque: 340 lb-ftAverage power: 285 hp

    Difference
    +1 lb-ft+10 hp
    Intake Manifold
    The bolt-on
    After outfitting our 383ci whipping boy with a bigger carb, we followed up by replacing the dual-plane Edelbrock RPM Air Gap intake with a single-plane Victor Jr. $196

    The mule
    The Nova with an Edelbrock RPM Air Gap intake manifold and a 750-cfm Mighty Demon carb.

    Our take
    As you might expect, the single-plane intake increased top-end horsepower at the expense of low-end grunt.

    Before
    Max torque: 364 lb-ft @ 3,700 rpmMax power: 324 hp @ 5,800 rpmAverage torque: 340 lb-ftAverage power: 285 hp

    After
    Max torque: 361 lb-ft @ 3,900 rpmMax power: 335 hp @ 5,800 rpmAverage torque: 361 lb-ftAverage power: 274 hp

    Difference
    -3 lb-ft+11 hp
    Electric Water Pump
    The bolt-on

    A Meziere WP 321 electric water pump in place of a standard mechanical unit. $550

    The mule
    The Nova with Edelbrock Victor Jr. intake manifold and a 750-cfm Mighty Demon carb.

    Our take
    We were impressed with the amount of power gained, and our mule's coolant temperature never broke 190 degrees.

    Before
    Max torque: 361 lb-ft @ 3,900 rpmMax power: 335 hp @ 5,800 rpmAverage torque: 361 lb-ftAverage power: 274 hp

    After
    Max torque: 391 lb-ft @ 3,900 rpmMax power: 358 hp @ 5,900 rpmAverage torque: 341 lb-ftAverage power: 293 hp

    Difference
    +30 lb-ft+23 hp
    Underdrive Pulleys
    The bolt-on
    March serpentine conversion kit with underdrive pulleys: crank, water pump, alternator, and power-steering pump. $476

    The mule
    The Nova with an Edelbrock Victor Jr. intake manifold and a 750-cfm Mighty Demon carb.

    Our take
    Reducing accessory-belt drag paid off with big power gains.

    Before
    Max torque: 361 lb-ft @ 3,900 rpmMax power: 335 hp @ 5,800 rpmAverage torque: 361 lb-ftAverage power: 274 hp

    After
    Max torque: 391 lb-ft @ 4,000 rpmMax power: 360 hp @ 5,900 rpmAverage torque: 355 lb-ftAverage power: 289 hp

    Difference
    +30 lb-ft+25 hp
    Nitrous
    The bolt-on
    An NOS Super Powershot carbureted plate nitrous system spraying a 125hp shot. $440

    The mule
    The Nova with an Edelbrock Victor Jr. intake manifold and a 750-cfm Mighty Demon carb.

    Our take
    Even a fairly mild motor can put up big numbers on the juice.

    Before
    Max torque: 361 lb-ft @ 3,900 rpmMax power: 335 hp @ 5,800 rpmAverage torque: 361 lb-ftAverage power: 274 hp

    After
    Max torque: 559 lb-ft @ 3,500 rpmMax power: 429 hp @ 5,200 rpmAverage torque: 463 lb-ftAverage power: 392 hp

    Difference
    +198 lb-ft+94 hp
    Bonus Nitrous
    The bolt-on
    We couldn't resist the urge to place a bonus pull, especially after seeing the results. Check out what a 250hp shot from a Zex Perimeter Plate nitrous system for Dominator-style intake manifolds can do. $907

    The mule
    A 588ci big-block running 12.5:1 compression, Brodix rectangular-port heads, an Edelbrock Super Victor BBC EFI manifold, and FAST XFI fuel-injection with a High Flow 4500-style throttle body flowing 2,000 cfm. Power measured at the rear wheels.

    Our take
    It's a big engine taking a big nitrous shot, and it made big power.

    Before
    Max torque: 564 lb-ft @ 5,000 rpmMax power: 602 hp @ 6,000 rpmAverage torque: 429 lb-ftAverage power: 446 hp

    After
    Max torque: 797 lb-ft @ 5,300 rpmMax power: 813 hp @ 5,800 rpmAverage torque: 654 lb-ftAverage power: 675 hp

    Difference
    +233 lb-ft+211 hp
    Mass Airflow Sensor
    The bolt-on
    Granatelli Motorsports' Mass Airflow Sensor with cold-air tuning. $300

    The mule
    '02 Camaro SS fitted with a Volant cold-air kit and SLP Loud Mouth exhaust. Power measured at the rear wheels.

    Our take
    The increased airflow and performance calibration provided by Granatelli's MAFs improve power and throttle response.

    Before
    Max torque: 285 lb-ft @ 4,700 rpmMax power: 276 hp @ 5,400 rpmAverage torque: 243 lb-ftAverage power: 198 hp

    After
    Max torque: 302 @ 4,500 rpmMax power: 288 @ 5,450 rpmAverage torque: 277 lb-ftAverage power: 208 hp

    Difference
    +17 lb-ft+12 hp
    Throttle Body
    The bolt-on
    A BBK 80mm LS1 PerformanceThrottle Body. $380

    The mule
    The Camaro with a Granatelli Mass Airflow Sensor.

    Our take
    You get more air in, you make more power.

    Before
    Max torque: 302 lb-ft @ 4,500 rpmMax power: 288 hp @ 5,450 rpmAverage torque: 277 lb-ftAverage power: 208 hp

    After
    Max torque: 317 lb-ft @ 4,450 rpmMax power: 304 hp @ 5,300 rpmAverage torque: 290 lb-ftAverage power: 218 hp

    Difference
    +15 lb-ft+16 hp
    Performance Programmer
    The bolt-on
    A DiabloSport Predator flash programmer. $400

    The mule
    The Camaro with a Granatelli Mass Airflow Sensor and a BBK LS1 Performance Throttle Body.

    Our take
    The Predator allows custom tuning, which allowed us to dial in the Camaro's computer to work with other bolt-ons.

    Before
    Max torque: 317 @ 4,450 rpmMax power: 304 @ 5,300 rpmAverage torque: 290 lb-ftAverage power: 218 hp

    After
    Max torque: 325 lb-ft @ 4,600 rpmMax power: 316 hp @ 5,400 rpmAverage torque: 303 lb-ftAverage power: 226 hp

    Difference
    +8 lb-ft+12 hp
    Performance Chip
    The bolt-on

    A Jet Performance Products GM Stage 2 chip. $130

    The mule
    A bone-stock '91 Silverado TBI 350 transplanted into an '84 El Camino. Power measured at the rear wheels.

    Our take
    The car's owner reports vastly improved performance throughout the rpm range; economy improved by 2 mpg.

    Before
    Max torque: 230 lb-ft @ 3,700 rpmMax power: 167 hp @ 4,100 rpmAverage torque: 191 lb-ftAverage power: 152 hp

    After
    Max torque: 245 lb-ft @ 3,300 rpmMax power: 169 hp @ 4,200 rpmAverage torque: 193 lb-ftAverage power: 152 hp

    Difference
    +15 lb-ft+2 hp
    Centrifugal Supercharger
    The bolt-on
    ATI Procharger's Street Rod blow-through kit, using a C-2 compressor running 8 psi boost. $3,296

    The mule
    355 small-block, 8.2:1 compression, Pro Topline heads, and a Carb Shop 650-cfm blow-through carb.

    Our take
    This compact setup with a relatively small compressor produces impressive power gains.

    Before
    Max torque: 410 lb-ft @ 4,300 rpmMax power: 390 hp @ 5,400 rpmAverage torque: 305 lb-ftAverage power: 247 hp

    After
    Max torque: 507 lb-ft @ 4,200 rpmMax power: 506 hp @ 5,800 rpmAverage torque: 478 lb-ftAverage power: 381 hp

    Difference
    +97 lb-ft+116 hp
    Headers
    The bolt-on
    Stainless Works 2-inch primary long-tube header kit with converters. $1,941

    The mule
    A bone-stock, LS7-powered '06 Z06. Power measured at the rear wheels.

    Our take
    Even modern, high-performance exhaust manifolds can be improved upon.

    Before
    Max torque: 430 lb-ft @ 4,950 rpmMax power: 473 hp @ 6,450 rpmAverage torque: 404 lb-ftAverage power: 383 hp

    After
    Max torque: 438 lb-ft @ 4,900 rpmMax power: 481 hp @ 6,500 rpmAverage torque: 417 lb-ftAverage power: 391 hp

    Difference
    +8 lb-ft+8 hp
    Cylinder Heads
    The bolt-on
    We swapped out a set of factory iron cylinder heads for a pair of Holley's aluminum small-block heads, which have 184cc intake runners, 68cc chambers, and 2.02/1.60 valves. $1,226

    The mule
    355 small-block, 8.3:1 compression, GM production iron heads, 650-cfm Carb Shop-built Holley.

    Our take
    Even a mild, low-compression small-block can benefit from a good set of high-flow cylinder heads.

    Before
    Max torque: 365 lb-ft @ 3,500 rpmMax power: 307 hp @ 4,900 rpmAverage torque: 342Average hp: 258

    After
    Max torque: 407 lb-ft @ 4,200 rpmMax power: 375 hp @ 5,500 rpmAverage torque: 389Average hp: 296

    Difference
    +42 lb-ft+68 hp
    Exhaust
    The bolt-on
    We replaced a compression-bent, 2 1/2-inch exhaust with a 2-inch balance pipe and big-block Chevelle mufflers in favor of a Flowmaster 2 1/2-inch, mandrel-bent A-body dual exhaust kit with Super 44 mufflers. $386

    The mule
    355 small-block, 9.5:1 compression, ported L98 heads, Edelbrock Performer RPM intake, 750-cfm Holley carb. Power measured at the flywheel.

    Our take
    Even with identical pipe diameters, the mandrel-bent system with Flowmaster's new Super 44 mufflers freed up double-digit power gains.

    Before
    Max torque: 405 lb-ft @ 4,300 rpmMax power: 393 hp @ 5,700 rpmAverage torque: 385 lb-ftAverage power: 334 hp

    After
    Max torque: 418 lb-ft @ 4,600 rpmMax power: 413 hp @ 5,700 rpmAverage torque: 400Average power: 352

    Difference
    +13 lb-ft+20 hp
    Roller Rocker Arms
    The bolt-on
    Comp Cams Pro Magnum roller rocker arms, 1.6:1 intake and 1.52:1 exhaust. $276

    The mule
    An out-of-the-crate ZZ4 350ci small-block: 10:1 compression, GM dual-plane intake and aluminum 58cc heads, and a Holley 770-cfm carburetor. Power measured at the flywheel.

    Our take
    The mildly cammed ZZ4 responded to this rocker arm upgrade; if you have one, this mod's a no-brainer.

    Before
    Max torque: 390 lb-ft @ 4,200 rpmMax power: 344 hp @ 5,200 rpmAverage torque: 371 lb-ftAverage power: 287 hp

    After
    Max torque: 407 lb-ft @ 4,200Max power: 366 hp @ 5,400 rpmAverage torque: 386 lb-ftAverage power: 302 hp

    Difference
    +17 lb-ft+22 hp
    High-Flow Air Filter
    The bolt on
    A K&N high-flow air filter. $40

    The mule
    A 406ci stroker small-block running 11.1:1 compression, Dart Pro 1 227 CNC heads, a Victor Jr. port-matched manifold, and a 750-cfm Mighty Demon carb. Power measured at the flywheel.

    Our take
    Running a good, high-flow air filter doesn't hurt performance compared to running an open carb.

    Before
    Max torque: 533 lb-ft @ 5,000 rpmMax power: 583 hp @ 6,300 rpmAverage torque: 485 lb-ftAverage power: 431 hp

    After
    Max torque: 536 lb-ft @ 5,000 rpmMax power: 582 hp @ 6,300 rpmAverage torque: 488 lb-ftAverage power: 433 hp

    Difference
    +3 lb-ft-1 hp

    Photo Gallery: Bolt On Parts - Dyno Proven Bolt-ons - Tech - Chevy High Performance Magazine



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  2. #2
    ME!!
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    In One Section It Says Maf Sensor And Others Gives 12 Hp,then Throttle Body On Top Gives 16. My ? Is, Is That 16 On Top Of 12 Or Is It Just Add 4 More Hp To Make 16?

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    Member jeremy_m70's Avatar
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    Quote Originally Posted by kebie05 View Post
    In One Section It Says Maf Sensor And Others Gives 12 Hp,then Throttle Body On Top Gives 16. My ? Is, Is That 16 On Top Of 12 Or Is It Just Add 4 More Hp To Make 16?

    If I read it right, it says MAX 288HP after the MAF, then MAX 304HP after the TB with the MAF and other mods. SO +12HP for MAF and then +16HP after TB with MAF and other mods. Therefor MAF and TB = +28HP for this particular application.

  4. #4
    Slow SS
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    why all the carburated tech and non ls1 stuff on this forum?

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    United States Marine Kamauxx's Avatar
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    Blazen Orange Metallic
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    23 hp from a water pump alone? Not buying it...

  6. #6
    Senior Member Bottesini's Avatar
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    Quote Originally Posted by jeremy_m70 View Post
    If I read it right, it says MAX 288HP after the MAF, then MAX 304HP after the TB with the MAF and other mods. SO +12HP for MAF and then +16HP after TB with MAF and other mods. Therefor MAF and TB = +28HP for this particular application.
    I think one of the important things to notice though is that there was a tune along with the MAF.


    Quote Originally Posted by Ed Blown Vert View Post

    Mass Airflow Sensor
    The bolt-on
    Granatelli Motorsports' Mass Airflow Sensor with cold-air tuning. $300

    The mule
    '02 Camaro SS fitted with a Volant cold-air kit and SLP Loud Mouth exhaust. Power measured at the rear wheels.

    Our take
    The increased airflow and performance calibration provided by Granatelli's MAFs improve power and throttle response.

    Before
    Max torque: 285 lb-ft @ 4,700 rpmMax power: 276 hp @ 5,400 rpmAverage torque: 243 lb-ftAverage power: 198 hp

    After
    Max torque: 302 @ 4,500 rpmMax power: 288 @ 5,450 rpmAverage torque: 277 lb-ftAverage power: 208 hp
    Granted it might create this much gain, but the tuning leaves alot of room for variables.

  7. #7
    Member jeremy_m70's Avatar
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    Quote Originally Posted by Bottesini View Post
    I think one of the important things to notice though is that there was a tune along with the MAF.




    Granted it might create this much gain, but the tuning leaves alot of room for variables.


    The cold air tunning is in the MAF itself and not a tune, they can be ordered this way from Granatelli.

  8. #8
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    I bought the same magazine this article was in...most of it seemed(s) to be bullshit.

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