Outlaws Invade Alabama

One bad bug. And what bad race? Hey, welcome to horsepower. It's official. This marks the 10th anniversary of horsepower and hey, what better way to celebrate than here at the track with some wild racing like that,

man.

The

oddball Street car Racing association has been home to some of the best real world drag racing in our 10 year history backed by year one. This series is all about big motor,

little tires

and unlimited thrills.

It's not all about money for these fierce competitors. It's all about pride and championship points

and with only a few races left,

the class leaders are fighting hard to stay on top.

Easy. Street is an over the top radio tire. Oyster class where Tim Kincaid holds a sm

margin. Now, Tim's Fox body Mustang makes its power with a 632 big block using two stages of Nitrous. A lot of the guys they leave on the, on the Nitros. We, we don't, we leave on the, just on the motor

and uh then we turn a small kid on and then turn the bigger kid on, on out a little farther, you know, and you, and that's how you have to do it. You just

kind of have to gradually rein in

and then still, you still, they're, they're on the edge of spinning, you know, and you still blow the tires off sometimes.

Then there's limited

unlimited power 10.5 inch tires and no wheelie bar.

The points leader is another mustang guy. Jeff Cooner. Happy. He made the switch from spray to turbo. You know, going from Nitrous to turbo was a big change,

but uh

I don't regret it at all.

It is real good. It's not hard on parts.

We had a great, so we won. Uh I think the last five races, I'm not real sure about the point. I think we're 36 or 38 points ahead. You know, I really don't even like to look at it, you know, just take it one race at a time. But,

uh,

well, our chance is pretty good

in the Boston 10 5 outlaw class veteran,

Nire die hard, Steve Kirk turned a season of testing into a year of serious winning in his 2000 Camaro

Fair. We pretty much designated this year for

um just research and development and testing and,

and uh gonna really put our effort in the 2007. And uh

we've been very fortunate to do all our R and D and still be number one in points this year. So we're pretty happy.

The second round of qualifying was actually a finals race of a rained out event several weeks ago

and Tim and Cade's traction troubles ruined his hopes

but Kurt came on strong to win his makeup race against Craig Miller with a 462.

Then Jeff Cooner not only got the victory, he set a limited street world's record with a 481

as soon as I left the trans brake button and it got past the 60 ft mark. I knew it was,

it was gonna be a close one. So,

and it actually

actually was the one, you know, it went up 481 and, uh, we went up 485 earlier.

So the 85 actually backed up to 81. So,

uh, we're real proud of that.

I think it'll stand for a little while anyway.

Oh,

good,

good.

We've seen some pretty wild wicked eliminations in our 10 years but nothing like these Orsa

finals in Huntsville.

Now before you see what's ahead. Keep in mind, none of the drivers were hurt

finally after a clean up and sundown eliminations continue

while Cooner and Kincaid were out of the running. Kurt continues his win streak here with a 454. The second win of one weekend.

We actually had a really good weekend, went number one qualifier,

uh, last night and really just played it round by round today. We, the track shut down and that should be enough racing and wrecks for one weekend. Stay tuned though. Mike and I will show you how to make some serious horsepower right after the break.

Hey, welcome back to horsepower. You know, we're wrapping up 10 years of high performance television.

That's about the time I started driving. Now, if you had to ask me what my favorite project was in my three years here, I'd have to say it was one that involved this project car, a 98 Camaro. We nicknamed the LS Gun

and believe me, it saw plenty of headlights in rearview mirror. Thanks to this Intercooled Pro Charger,

whether it's a funny car or a family hot rod. There's nothing like a super charger to give a lift to your engine's horsepower

and there's nothing like the bad blower build up will tackle in the shop today and thoroughly tuned for Maxwell Power.

Well, power is part of our name and it's definitely the name of the game today in the shot. Here's one way you can make it. This is Andy Looper's 70 Rs Camaro and he gets about 500 naturally aspirated horse power with this poked and stroke 383. Pretty impressive. But we're heading in a different direction with our 98

last year, we got about 80 extra horses with a single shot nitrous set up. That was well and good. But today we got an even more potent power at it.

Yeah. And here's how a pro charger Intercooled Serpentine race kit that uses twin inter

coolers to produce twice the amount of horsepower than a non

intercooled system.

Now, while the principle for supercharging is all the same forcing more air into the engine,

the pro charger uses the coolers to substantially lower the intake air temps, therefore making more horsepower.

The kid also includes the plumbing. You need a larger crank pulley, a replacement fan

and even this anti surge unit, plus you get various brackets, you'll need to relocate things like the air pump, cruise control and even the horn. Now, I know this looks like an

posing mess of parts, but

you can install it with regular hand tools you have in your shop. The most thing you'll need is time about 8 to 10 hours and a lot of that is spent in prepping the car. Our first step with the Camaro

is to return the PC M back to the factory setting.

Then after disconnecting the battery, we unplug the air temp sensor,

the air mass meter

and loosen this clamp on the throttle body.

That way

we can remove the entire air inlet assembly.

Then with the car up in the air, we need to remove the plastic radiator air dam

and vented splash panel from beneath the car

to make room for the coolers and inlet hoses. I'm going to trim the air dam on each end about an inch away from the outermost holes

and the plastic flaps to make way for the inner cooler tubes.

We don't have any bolt holes in our balance or to mount a new crank pulley. So we'll go ahead and replace it with a super damper from A T I. Now, this is actually two dampeners in one. It works especially well in high RPM race engines.

Well, the next steps are all about clearance. By installing this bracket, we can move the air pump and cruise control unit enough to make way for the driver side intercooler. Now to make room on the passenger side, we remove the horn and relocate it with another supplied bracket.

We're removing the stock fans and shroud from the Camaro

and we're gonna replace them with this larger 16 inch fan and sheet metal shroud that came with our kit.

Now, this of course, is to allow more room for the pro charger and the drive system. Now, after I attach the fan to the shroud, here, we can finish up the wiring

after sliding it into position,

it's held in place with his core support. It's also from the kit.

Now it's time for the heart of the system, the head unit and the main mounting bracket. Now, the pro charger is basically an internally gear driven centrifugal compressor. It uses a build aluminum impeller which is controlled by the engine RPM. S which of course controls airflow and boost using the engine's back pressure.

First, we need to remove the two alternator bolts and replace them with the supplied studs.

Then the heck standoffs before torquing them to 40 ft pounds.

After removing the factory idler pulley bolt, we can install the billet main bracket to the standoffs and the idler pulley.

Now we can position the pro charger dry belt around the crank pulley.

And finally we install the pro charger to the mounting bracket

and torque to recommended specs.

These Quinn inner coolers from our kid are actually air to air heat exchangers. The heated charged air from the pro charger enters the inlet plenum here and it's cooled thanks to ram air flowing through the core passages and this series of cooling fins before it exits here.

Now, the tubing and this is just part of it is used to route the air from the charger to the inner coolers and eventually all the way up to the throttle body.

The first step is to drill hose in the radiator core support

then install hex bolts from the kit

which serve as mounting studs for the inner coolers.

Now, we can start plumbing the system

first connecting the two inner coolers to the pro charger.

There are more than a dozen and a half elbows and couplers and hoses in the kit to route the system.

And here's a tip for you.

Most of them use hose clamps which you want to leave loose until all the tubes are installed.

This surge valve installs on the inner cooler tubing. Now, what it does is open to prevent excess charge. Now this also prevent compressor surge and improve the idle quality.

Now, we can see how the system works. Air gets sucked into the cane and filter to the pro charger. Then the charged air gets sent out to the inner coolers and the cool air is sent straight up into the engine.

Then up here on top, that cooler air enters this air inlet plut

where it's directed into the throttle body. It gets that 8 to 10 pounds of foods depending on what size cooler you use. Well, during the break, we'll finish up the plumbing, then show you how we're going to feed more fuel to the system. Stay with us

today. We're supercharging our 98 Ls one Camaro with a Tuner pro charger kit.

After installing the charger unit, we bolted up the two inter

coolers and our incoming air filter assembly. Then we finish plumbing the system

up to the new inlet plenum that's attached to the throttle body. Well, now we got to get more fuel to the motor to accommodate that eight pounds of boost. We're making

these stock injectors. We took out of the Camaro only push out 25 pounds of fuel per hour. That's compared to these high performance injectors from Holly, we're going to use that are rated at 42 pounds.

They use six holes in the metering or

to deliver an atomized 10 to 15 degree spray pattern.

By the way, these injectors are designed to support up to 680 horsepower

to push the fuel up to those new injectors. We ordered this high flow fuel pump from Haley that will plumb up to the fuel rail. Now, this thing flows 480 pounds per hour at 15 P si and will support up to 800 horsepower on EF I units. Now, I also got this fuel filter to install upstream from the pump.

But first, in order to make it a flow through filter, I'll need to drill a hole in the center.

The reason we did that is to use this filter as an adapter for the stock line.

Then after drilling some mounting holes, we can mount the fuel pump on the frame rail.

Then we ran new A N line to an in line low pressure filter on up to the pump. Then for our high pressure side, we went from the pump to a high pressure fuel filter

then on up to the engine bay.

Well, now we need a way to adjust fuel pressure when this motors under boost. And since there's no aftermarket fuel regulator to fit the stock LS one fuel rail, we'll have to go with an external regulator like this one from Mallory. Now it's adjustable from 30 to 100 P si and since it's made for fuel injected motor, it comes with this bypass port for a return line

and see this little barb up here.

It's a boost vacuum. Compensation port. And what it does is decrease fuel pressure when the engine's an idle or increases it when it's under boost. Now, after I cut this line to fit, I think we can mount it right here plenty close to the fuel rails.

Well, here it is plumbed up and just about ready to mount.

Here's what we got. Our inlet line coming from the fuel pump,

this outlet line routed to the fuel rail. And of course, our return line that was sent back to the fuel tank.

Well, next we're going t into this brake booster line.

This will give us a good strong vacuum source both to our purge valve and to a boost gauge.

When you're making as much boost as this, you want to make sure you can monitor it at all times.

We went ahead and got this gauge from auto meter that measures both vacuum and boost. Now, this white line goes to that vacuum tee.

The white wire goes to a switch 12 volt source and the black ground.

Since we already have an empty a pillar pod, we'll place the new boost gauge in it.

And that way we'll have a constant reading from the driver's seat

while we're at it, we'll mount this fuel pressure gauge on the regulator here under the hood.

Finally, we need to tighten the blower belt using the jack bolt on the main bracket

when it feels like all the slack is out, go one more turn to make sure it's tight

to refresh your memory. Our baseline on motor was 3 68

451 horsepower. 482 ft pounds of torque. Looks like we're running a little rich still. So we're going to lean it out in the power enrichment table.

Now, we're talking 491 horsepower. Now we still have some tuning left to do and just like before we have enough fuel and not enough timing. So I'm going to add one more degree and see what happens.

Wow, 541 horsepower.

And I'm stoked over those horsepower and torque numbers and just think 541 horsepower at the rear wheels equals over 600 on an engine.

Dyno. That's some pretty hot stuff

and we got some hot horsepower news for you coming up right after the break. Stay with us.

Hey, welcome back. Once again, we're celebrating 10 years of high performance hats and fun lifestyle events here on horsepower.

Now, back before my time when horsepower turned five years old, this guy right here started a tradition

for better or worse. What happened was a bunch of our old friends and I got together and formed a band called The Gear Heads. Now to make matters worse, we recorded a song and a music video that sort of captured some of our favorite horsepower moments throughout the years. Here we go

to was

that,

then you can?

Right.