HorsePower Builds

Parts Used In This Episode

AEM
Air Intake, Red Wrinkle Tube, Red Filter, Kit, 2009-2011 Impreza WRX 2.5 Turbo
Holley
Carburetor, Street Avenger, 570 cfm, Square Bore, 4-Barrel, Vacuum, Electric Choke, Dual Inlet, Aluminum, Each
Holley
Fuel Pump, Electric, HP Series, External, Inline, 150 gph, Gasoline, Alcohol, Kit
Hypertech
Computer Programmer, Max Energy Programmer, Each, 2009-2011 Impreza WRX 2.5 Turbo
Lakewood Industries
Bellhousing, Manual, Steel, Ford, Small Block, 6-Bolt, Each
Magnaflow
Exhaust System, Cat-Back, Stainless Steel, Kit, 2009-2011 Impreza WRX 2.5 Turbo
Neely Precision
Engine run stand built to customers specifications
Powermaster
Starter, Mastertorque, Mini, Ford, 289/302/351W, Each
WD-40
Aerosol, 12 oz., lubricant, water dispersant, penetrant, protectant
Weiand
Intake Manifold, Street Warrior, Dual Plane, Aluminum, Natural, Square Bore, Ford, Mercury, Small Block, Each

Episode Transcript

(JOHN)>> LETS SAY SOME OF YOU GUYS AT HOME JUST GOT DONE BUILDING ANOTHER ONE OF YOUR POWER PLANTS. WELL MAYBE SOME OF YOU JUST WANT TO THROW IT IN A CAR, FIRE IT UP, AND HEAR IT RUN. BUT WOULDN'T YOU LIKE TO CHECK A COUPLE THINGS FIRST. MAYBE CHECK FOR LEAKS, BREAK IN YOUR FLAT TAPPET CAM SHAFT LIKE IN OUR CASE, OR EVEN RUN IT THROUGH A HEAT CYCLE TO SET GASKETS AND MAYBE SOME SEALS. WELL TODAY ON HORSEPOWER WE'RE GONNA SHOW YOU HOW.

(JOE)>> UNLESS YOU WON THE LOTTERY RECENTLY YOU DON'T HAVE A DYNO AT HOME, BUT THIS COULD BE THE NEXT BEST THING, AN ENGINE RUN STAND. NOW YOU CAN BUILD ONE YOURSELF IF YOU HAVE THE TOOLS, THE TIME, AND THE TALENT. OR IF YOU BUILD ENOUGH ENGINES, YOU MIGHT WANT TO BUY ONE. NOW WE GOT THIS ONE FROM A MACHINE SHOP OWNER WHO NEEDED ONE, DECIDED TO COME UP WITH HIS OWN DESIGN AND JUST RUN WITH IT.

(DEWAYNE)>> WELL JOE, THE UNIQUE THING IS.

(JOE)>> DEWAYNE NEELY COULD TELL YOU HIS SECRET TO SUCCESS IN THREE LETTERS, CNC.

(DEWAYNE)>> THINGS IS A WHOLE LOT OF DIFFERENCE NOWADAYS.

(JOE)>> HE'S GOT A ROOM FULL OF CNC MACHINES IN HIS SHOP WHERE HE AND HIS EMPLOYEES CRAFT EVERYTHING FROM CUSTOM WHEELS, TO NEELY'S OWN CREATIONS LIKE THIS FULCRUM SELF LOCKING TRAILER HITCH.

(DEWAYNE)>> AND AS YOU BACK UP, WHEN IT SELF ALIGNS ITSELF, YOU HEAR THAT CLICK? THAT BALL'S ROLLED UP INTO THE COUPLER, YOU'RE LOCKED, AND YOU'RE READY TO GO.

(JOE)>> HE'S ALSO USED HIS IDEAS AND MACHINES TO MAKE A HAND HELD DEGREE WHEEL THAT ALSO TURNS AN ENGINE CRANK. NOW THIS IS A SPECIALIZED TOOL, A BILLET STAND FOR NINE INCH REAR END WORK. BUT THIS IS WHAT ATTRACTED US, HIS LATEST CREATION. NOW LETS SAY YOU JUST BUILT AN ENGINE AND YOU WANT TO CHECK IT FOR LEAKS AND MAYBE BREAK IN THE CAM BEFORE YOU PUT IT IN THE CAR. JUST BOLT IT UP AND FIRE IT UP.

(MIKE)>> IT STARTS WITH HEAVY STEEL SQUARE TUBING TIG WELDED TOGETHER. NOW THE FRAME'S GOT TO BE STRONG ENOUGH TO HOLD ALMOST ANY ENGINE PLUS EXHAUST, RADIATOR, AND IN SOME CASES A TRANSMISSION. NOW THE DASH IS THE MAIN CONTRIBUTION OF THE CNC MACHINE. AFTER DESIGNING AND CONVERTING IT TO A CAD DRAWING, THE MACHINE KNOWS JUST WHAT TO DO, GAUGE WINDOWS AND ALL. AFTER THE FRAME'S BACK FROM POWDER COATING, THE BUILD CAN BEGIN. WE RUN A LOT OF DIFFERENT ENGINES IN OUR SHOP. WHETHER IT'S A FORD, CHEVY, OR DODGE, CARBURETED OR FUEL INJECTED, WE NEED A RUN STAND THAT CAN ACCOMMODATE THEM ALL. SO WE'RE GONNA RUN TWO FUEL SYSTEMS, ONE FOR THE CARB SETUPS AND ONE FOR THE FUEL INJECTED SETUP. FROM HERE ON IT'S GETTING EVERYTHING AN ENGINE NEEDS TO FIRE UP AND RUN.

YOU HAVE INLETS AND OUTLETS FOR THE HOSES ON BOTH SIDES OF MOTORS. SO WE NEEDED A RADIATOR THAT COULD ACCOMMODATE THEM AS WELL. FOR THAT WE CALLED THE GUYS AT BE COOL AND THEY BUILT US THIS CUSTOM PIECE.

(JOE)>> WIRING THIS STAND, INCLUDING THE GAUGES, IS THE MOST TIME CONSUMING JOB. OTHERWISE IT ASSEMBLES LIKE A BIG TOY ON CHRISTMAS DAY. OF COURSE THE TRUE TARGET CONSUMER IS THE GUY WHO BUILDS ENGINES FOR A LIVING.

(DEWAYNE)>> YOU CAN BUILD THE ENGINE RIGHT IN YOUR SHOP, PUT IT ON THE STAND, FIRE IT UP, CHECK FOR LEAKS, DO THE PROPER ADJUSTMENTS ON THE CARBURETOR, ON THE VALVE LASH. AT THAT POINT YOU KNOW THAT MOTOR IS EXACTLY WHAT IT'S SUPPOSED TO BE.

(JOE)>> ALMOST LOOKS LIKE WE COULD DRIVE THIS THING OUT THE DOOR.

THE ENGINE MOUNTS ARE SPECIFIC TO THE ENGINE YOU'RE RUNNING ON THE STAND. IN THIS CASE, FORD 302. IF YOU PLAN ON RUNNING SEVERAL DIFFERENT ENGINES, YOU'LL NEED TO ORDER A DIFFERENT SET FOR EACH ONE. WE GOT THIS LAKEWOOD SHATTERPROOF BELL HOUSING FROM SUMMIT RACING. A STOCK BELL HOUSING'S CHEAPER, BUT THIS IS ALL ABOUT SAFETY. YOU'RE GONNA BE RIGHT IN HARMS WAY IF SOMETHING GOES WRONG.

(JOHN)>> NOW ANOTHER PURPOSE FOR THIS BELL HOUSING IS THE FACT THAT WE HAVE TO RUN A STARTER. NOW WE WENT WITH A POWER MASTER THAT'S GOOD FOR HIGH COMPRESSION MOTORS AS WELL AS IT HAS THIS EMPTY CLOCK SYSTEM THAT'S GONNA ALLOW US ALL THE ROOM WE NEED FOR ANY DIFFERENT HEADER CLEARANCE ISSUES THAT WE MIGHT HAVE. ONCE YOU FIND THE POSITION THAT WORKS FOR YOU, TIGHTEN IT DOWN AND INSTALL IT. THE PURPLE WIRE, WHICH GOES ON A SMALL STUD, TRIGGERS THE SOLENOID TO TURN THE STARTER MOTOR, AND THE ZERO GAUGE WIRE FROM THE BATTERY GOES ON THE BIG STUD. TO COOL THE 302 WE'RE RUNNING AN ELECTRIC WATER PUMP. WE'RE FILLING THE RADIATOR WITH DISTILLED WATER, NOT ANTIFREEZE, WHICH WOULD JUST CAUSE A BIG MESS WHEN THE ENGINE COMES OFF THE STAND. TO FEED THE ENGINE WE'RE USING A HOLLEY 570 CFM ALUMINUM STREET AVENGER WITH A WEIAND LOW RISE DUAL PLANE INTAKE MANIFOLD. NOW THAT WE'VE GOT THE FUEL DELIVERY HANDLED, WE CAN MOVE ON TO PRIMING THE OILING SYSTEM. AND ONCE THE GAUGE READS 60 POUNDS OF PRESSURE, WE'RE GOOD. NEXT WE CAN HIT THE POWER SWITCH, AND THE FUEL SWITCH. THEN WE CAN CHECK FOR FUEL AND WATER LEAKS.

(MIKE)>> EVERYTHING'S GOOD!

(JOHN)>> COOL, AFTER CONNECTING THE TACH WIRE WE'RE ALMOST READY TO FIRE IT UP.

(MIKE)>> FIRST THOUGH HERE'S AN IMPORTANT SAFETY STEP. WHEN RUNNING ANY ENGINE INSIDE, YOU'VE GOT TO VENT THE EXHAUST SYSTEM TO THE OUTSIDE. IN OUR CASE WE'LL USE OUR DYNO'S EXHAUST FAN TO DO THE JOB. THE FIRST THING TO DO IS SET THE INITIAL TIMING, WHICH IS 10 DEGREES. NOW WE CAN RAISE THE ENGINE SPEED TO 1,500 RPM AND LET IT REST THERE FOR 15 TO 20 MINUTES FOR PROPER CAM BREAK IN. THIS WILL ALSO ALLOW ALL THE GASKETS AND SEALS TO GET A GOOD HEAT CYCLE. ONCE THE BREAK IN IS DONE, WE CAN SET THE IDLE TO 825 RPM. NOW WE HAVE AN ENGINE WITH THE TIMING SET, THE CAM'S BROKE IN, AND WE KNOW THERE'S NO LEAKS FROM TOP TO BOTTOM, FRONT TO BACK. NOW ONE OF THE COOL FEATURES ABOUT THIS THING IS WE CAN ALSO RUN AN AUTOMATIC OR MANUAL TRANSMISSION ON THE BACK OF THE MOTOR WITH THE RIGHT ADAPTER. NOW THE BEST PART, YOU DON'T HAVE TO WAIT UNTIL YOUR ENGINE'S DROPPED IN THE CAR WITH EVERYTHING HOOKED UP TO FIND YOUR PROBLEM. THAT'S THE WAY TO GO.

(MIKE)>> EVEN YOU NOVICE GEAR HEADS KNOW BASICALLY HOW YOUR ENGINE'S CARBURETOR WORKS, BUT THE MORE YOU KNOW ABOUT WHAT MAKES IT WORK, THE BETTER OFF YOU'RE GONNA BE WHEN IT COMES TO TROUBLE SHOOTING AND CARB TUNING. IN FACT WE GET A LOT OF QUESTIONS ABOUT A CARB'S ANATOMY. ONE OF THE MAIN QUESTIONS WE GET IS HOW DO I IDENTIFY WHAT CARBURETOR I'VE GOT. WELL THE ANSWER'S PRETTY SIMPLE. EACH CARBURETOR HAS A LIST NUMBER, EITHER ON THE SIDE OF THE MAIN BODY OR ON THE FRONT OF THE CHOKE HORN. ONCE YOU'VE GOT IT, SIMPLY JUMP ON LINE OR CALL THE HOLLEY TECH LINE AND THEY'LL LET YOU KNOW WHAT YOU'VE GOT. HOLLEY'S HAVE TWO STYLES OF BOOSTERS. THE STRAIGHT LEG BOOSTER THAT'S FOUND ON ALL VACUUM SECONDARY CARBS, AND THE DOG LEG BOOSTER THAT'S FOUND ON CARBURETORS MADE FOR COMPETITION ENGINES. NOW THE STYLE OF THE BOOSTER HELPS ATOMIZE THE FUEL MORE EFFICIENTLY COMING OUT OF THE SQUIRTER FOR BETTER ACCELERATION. NEXT UP ARE THE FUEL BOWLS. NOW THEY'RE BASICALLY A HOLDING TANK AND WORK MUCH LIKE A TOILET. THEY GET SUPPLIED FUEL FROM THE FUEL PUMP, AND AS THE FUEL LEVEL RISES SO DOES THE FLOAT. IT CLOSES A NEEDLE AND AS THE ENGINE CONSUMES THE FUEL, THE FLOAT DROPS BACK DOWN. YOU GET THE PICTURE OF WHAT HAPPENS NEXT. TO GO ALONG WITH THE FLOAT IS A SITE WINDOW. NOW THERE'S TWO TYPES, EITHER ONE WITH A GLASS VIEW OR WITH A PLUG LIKE THIS ONE. NOW IT'S THE ONLY WAY TO SET THE FLOAT LEVEL WHEN THE CARBURETOR IS ON THE ENGINE. YOU ALSO HAVE TO HAVE THE FUEL PUMP ON OR THE ENGINE RUNNING. SO MAKE SURE YOU HAVE AN ADEQUATE FIRE EXTINGUISHER HANDY. BEHIND THE BOWL IS SOMETHING CALLED THE POWER VALVE. NOW IT GIVES THE CARBURETOR A RICHER MIXTURE WHEN YOU PUSH THE THROTTLE ALL THE WAY TO THE FLOOR. NOW LETS GET A LITTLE DEEPER. ALL PRIMARY AND SOME SECONDARY METERING BLOCKS HAVE A POWER VALVE. NOW IT'S BASICALLY A VACUUM OPERATED MECHANISM THAT OPENS ON POWER DEMAND. NOW YOU CAN ALSO CHANGE AT WHICH POINT THEY OPEN, WHICH IS MEASURED IN INCHES OF VACUUM. NOW YOU CAN GET POWER VALVES IN THE TWO POINT FIVE TO 10.5 INCH OF VACUUM RANGE. THE ACCELERATOR PUMP IS LOCATED ON THE BOTTOM OF THE FUEL BOWL. NOW IT'S GOT TWO BASIC JOBS. THE FIRST ONE IS TO PRIME THE ENGINE PRIOR TO COLD STARTS OR FRESH FIRE UPS. JUST REMEMBER, TOO MUCH PRIMING CAN PUT THE ENGINE IN A FLOODED CONDITION. NOW THE SECOND JOB IS A LITTLE MORE COMPLICATED. AS YOU PUT THE THROTTLE IN THE WIDE OPEN POSITION REALLY FAST, AIR FLOW THROUGH THE CARBURETOR INCREASES FASTER THAN THE FUEL FLOW DOES. SO THIS LEVER OPERATED BY THE THROTTLE LINKAGE AND THIS DIAPHRAGM FORCE MORE FUEL INTO THE THROAT OF THE CARBURETOR TO CORRECT THAT LEAN CONDITION. THE MAIN JETS CONTROL THE AMOUNT OF FUEL BEING INTRODUCED TO THE VENTURI. THEY'RE LOCATED IN THE METERING BLOCK ON THE FUEL BOWL SIDE. NOW IF YOU LOOK CLOSE, EACH JET HAS A NUMBER ON IT WHICH REPRESENTS THE ORIFICE SIZE. THEY'RE AVAILABLE IN SIZES 40 THROUGH 100. NOW HERE'S SOMETHING TO BE AWARE OF. ONCE YOU GET TO ABOUT SIZE 66, THE NUMBER ON THE JET AND THE ACTUAL ORIFICE SIZE AREN'T CONSISTENT. SO JUST MAKE SURE YOU PAY ATTENTION TO THAT. NOW THE FINAL JOURNEY FOR THE FUEL THROUGH THE CARBURETOR IS TO THE ACTUAL THROAT, AND IT GETS INTRODUCED BY THE DISCHARGE NOZZLE, ALSO KNOWN AS THE SQUIRTER. WE SHOWED YOU ALL THE COMPONENTS THAT GO ONTO THE METERING BLOCK. NOW LETS TALK ABOUT THE METERING BLOCK ITSELF. ALL THE PRIMARY ONES HAVE IDLE ADJUSTMENT SCREWS AND HERE'S SOMETHING THAT'S PRETTY UNIQUE TO EACH CARBURETOR. THE POWER VALVE RESTRICTION CHANNELS, WHICH ARE THESE TWO HOLES HERE, ARE SIZED TO MATCH THE CFM RATING OF A PARTICULAR CARBURETOR. SO THE LARGER THE CARBURETOR, THE LARGER THOSE CHANNELS ARE GOING TO BE. HOPEFULLY THAT HELPS RAISE YOUR CARB IQ AND YOUR COMFORT LEVEL A BIT. NOW DOWN THE ROAD, WE'LL TAKE YOU THROUGH A SERIOUS CARB TUNING SESSION, BUT COMING UP JOE'S GONNA TAKE YOU TO A HIGH PERFORMANCE PLANT WHERE BUILDING BETTER BRAKES IS A NONSTOP MISSION.

(JOE)>> WHEN YOU DO A SHOW LIKE OURS, YOUR FOCUS IS PRETTY MUCH ON BUILDING ENGINES THAT MAKE TONS OF POWER AND TORQUE. AFTER ALL, ISN'T RACE AND STREET PERFORMANCE ALL ABOUT HARD ACCELERATION AND SERIOUS TOP SPEEDS? WELL NOT COMPLETELY, TO GO FASTER, YOU'VE GOT TO BE ABLE TO STOP FASTER. THAT'S WHY 80 PERCENT OF THE NASCAR, NHRA, AND OFF ROAD TEAMS RELY ON A CALIFORNIA LEGEND WHO'S BEEN BUILDING SERIOUS BRAKES FOR 35 YEARS. MEET BRAKE GURU WILLIAM WOOD, INNOVATOR OF THE SIX PISTON CALIPER AND THE WORLD'S MOST BULLETPROOF BRAKE SYSTEMS.

(BILL)>> WE HAVE CARS THAT I KNOW HAVE BEEN RUNNING THE BAJA 1,000 WITH THE SAME BRAKES ON AND OFF FOR 11 YEARS. I THINK IF THEY WERE GONNA LEAVE THEY'D HAVE DONE IT BY NOW.

(JOE)>> TO UNDERSTAND HOW HE DOES IT WE VISITED WILWOOD ENGINEERING, A 130,000 SQUARE FOOT FACILITY IN CAMARILLO, CALIFORNIA, WHERE WOOD OVERSEES A STAFF OF 325 TECHNICIANS WHO DESIGN, PROTOTYPE, AND BUILD CUTTING EDGE BRAKE SYSTEMS FOR SERIOUS DRIVING.

(KEN)>> THE DNA OF OUR PRODUCT BEGINS IN RACING. I THINK BILL FIRST SOLD A SET OF CALIPERS TO RICHARD PETTY BACK IN NASCAR DAYS, AND FROM THERE THE COMPANY JUST CONTINUED TO GROW INTO ALL THE DIFFERENT GENRES OF RACING.

(JOE)>> AND THAT TECHNOLOGY IS NOW AVAILABLE FOR STREET MACHINES.

(KEN)>> THE ONE AREA THAT'S REALLY CONTRIBUTED TO THAT NOW, THAT'S CHANGED THAT MINDSET IS THE AUTOCROSS. THESE THINGS THAT THEY'RE DOING OUT HERE, THESE TRACK DAYS. GUYS ARE TAKING THEIR CARS AND PUTTING 400 OR 500 HORSEPOWER IN THEM AND GO OUT ON TRACK DAY AND THEY FIND OUT THEY WOEFULLY UNDER BRAKE.

(JOE)>> WILWOOD BUILDS SYSTEM FROM OVER 12,000 COMPONENTS, AND TO KEEP UP WITH DEMAND IT RUNS TWO SHIFTS SIX DAYS A WEEK DRAWING FROM A MASSIVE STOCK OF MILLIONS OF RAW FORGING, BILLET EXTRUSIONS, AND BLANK ROTORS. IT'S PROOF THAT AMERICAN MANUFACTURING AND VERTICAL INTEGRATION STILL WORKS.

(BILL)>> WE CAN MAKE HIGH PRECISION MACHINE PARTS CHEAPER THAN YOU CAN BUY THEM OUT OF CHINA. THE CHINESE MAY CATCH UP WITH THAT SOME DAY BUT THEY HAVEN'T YET.

(JOE)>> RIGOROUS TESTING IS ALSO CRITICAL FOR OEM CLIENTS LIKE JOHN DEERE, ARCTIC CAT, AND POLARIS. FOR SEVEN YEARS RUNNING THERE HAVE BEEN ZERO DEFECTS PER MILLION PARTS TESTED. EVEN MILITARY HUMVEES USE THEIR CALIPERS, 100,000 IN ALL, WITHOUT A SINGLE FAILURE. IT'S A PROCESS THAT STARTS IN THE R&D SHOP WHERE MACHINISTS FABRICATE PROTOTYPES. IN THE PRODUCTION AREA 20 CNC MACHINING CELLS ARE CONSTANTLY CARVING CALIPERS OUT OF PSIX ALUMINUM FORGINGS. THE TRANSITION FROM RAW CASTING TO FINISH PART ALL HAPPENS UNDER ONE ROOF. IT'S A PROCESS THAT GENERATES 30 TONS OF CHIPS A MONTH, ALL RECLAIMED BY WILWOOD'S AUTOMATED RECYCLING SYSTEM. MACHINE PARTS GET RACKED, LIKE THESE PEDAL MOUNTS, BEFORE THEY'RE CLEANED AND ECOATED TO PROTECT THEM FROM OXIDATION. CALIPERS ALSO GET POWDER COATED HERE TO INSURE FINISHES STAND UP TO BOILING BRAKE FLUID. FINAL ASSEMBLY TAKES PLACE ON CLEAN AREA PRODUCTION LINES. THESE DYNOLIGHT CALIPERS GET ORINGS, STAINLESS STEEL PISTONS, BLEEDER SCREWS, WEAR PLATES, AND RATTLE CLIPS BEFORE 100 PERCENT TESTING FOR VACUUM AND PRESSURE LEAKS. AND SOME TESTING IS MORE DRAMATIC. THIS DYNO SPINS A 14 INCH ROTOR TO 3,000 RPM, APPLYING PRESSURE EVERY FOUR SECONDS, INSURING THAT IT'LL WITHSTAND 1,800 DEGREES. AND THE SECRET'S DISCOVERED ON THE DYNO GOING TO WILWOOD'S EXACT FIT BIG BRAKE KITS FOR MUSCLE CARS AND HOT RODS. TO CREATE SPECIFIC BOLT ON KITS, ENGINEERING PERFORMS EXTENSIVE MEASUREMENT SESSIONS ON DIFFERENT YEARS, MAKES, AND MODELS, VECTORING SPINDLE DIMENSIONS AS WELL AS PLOTTING ALL CRITICAL WHEEL DIMENSIONS TO BE SURE THERE ARE ADEQUATE CLEARANCES FOR CALIPERS, ROTORS, AND BRACKETS. AFTER THREED MODELING, FINAL DATA POINTS ARE CRUNCHED IN COMPUTERS SO TEST PIECES CAN BE MADE, FITTED, THEN DRIVEN, AND FINALLY PUT INTO PRODUCTION. THERE YOU HAVE IT, BECAUSE OF THESE GUYS NOW ANY CAR CAN STOP LIKE A RACE CAR.

(JOE)>> YOU'VE SEEN PLENTY OF FORDS, CHEVYS, AND MOPARS ON THE WAY TO OUR SHOP. THIS TIME THOUGH IT'S A 2009 SUBARU IMPREZA WRX, TOUTED AS ONE OF THE BEST PERFORMING SPORTS CARS OF ITS PRICE RANGE. SO WHY IS IT HERE. WELL HORSEPOWER BUSINESS AS USUAL, WE WANT TO SEE IF WE CAN IMPROVE THIS TWO POINT FIVE LITER TURBO CHARGED FOUR BANGER RATED AT 265 HORSEPOWER AT THE FLYWHEEL. IT'S GOT A LOAD OF PARTS OUT BACK AND WE'LL USE SOME OF THEM TO MAKE A GOOD THING EVEN BETTER. WELL LIKE THE COLD AIR KIT AND PERFORMANCE EXHAUST. OF COURSE SOMETIMES A BIG THING COMES IN A SMALL PACKAGE. OUR MOST IMPORTANT COMPONENT, THE ONE WE USE FIRST, IS HYPERTECH MAXX ENERGY SPORT PROGRAMMER. THE WRX IS ALL WHEEL DRIVE, SO WE'LL BE SPINNING BOTH THE FRONT AND REAR ROLLERS OF OUR DYNOJET.

THEN AFTER WE GIVE THE ENGINE SOME ARTIFICIAL AIR, WELL YOU KNOW THE ROUTINE, ESTABLISH A BASE LINE TO SEE HOW MUCH STOCK HORSEPOWER WE GET AT THE WHEELS. WE'RE MAKING OUR RUNS IN THIRD GEAR LIFTING THE PEDAL AT 6,500 RPM. AND OUR BASE LINE, 221 HORSEPOWER, 239 FOOT POUNDS OF TORQUE. HYPERTECH ENGINEERS DESIGNED THIS SPORT PROGRAMMER TO OPTIMIZE SPARK AND AIR FUEL CURVES. SO THE ENGINE PRODUCES MORE POWER AT FULL THROTTLE AND MORE MILES PER GALLON AT PART THROTTLE. [ engine revving ]

(MIKE)>> IT FELT A LOT BETTER.

(JOE)>> YEAH, ALRIGHT, 242 HORSEPOWER, 263 FOOT POUNDS OF TORQUE. BUT HERE'S SOMETHING MORE IMPRESSIVE. AT 4,500 RPM IT'S MAKING 52 MORE HORSEPOWER. WELL LETS GET THE WRX OFF THE ROLLERS AND INTO THE AIR AND SEE IF WE CAN BOLT ON MORE POWER. THAT STARTS BY UNBOLTING AND REMOVING THE FACTORY EXHAUST SYSTEM. IN ITS PLACE A MAGNAFLOW STAINLESS STEEL CAT BACK EXHAUST SYSTEM FOR THE IMPREZA. WITH MANDREL BENT TUBING AND A COMPACT LESS RESTRICTIVE MUFFLER, IT'S A SYSTEM THAT FLOWS 160 PERCENT BETTER THAN STOCK. BUT TO COMPLETE THE BETTER FLOW EQUATION WE NEED TO DISCONNECT THE MAP SENSOR AND REMOVE THE ENTIRE STOCK AIR INTAKE ASSEMBLY. IN ITS PLACE ONE OF AEM'S AIR INTAKE SYSTEMS. BOTH UPGRADES ARE EASY AND REQUIRE LESS THAN AN HOUR'S WORK. WELL NOW LETS SEE IF THAT WORK WAS WORTH IT. [ engine revving ]

(JOE)>> 249 HORSEPOWER THAT TIME. LETS SEE WHAT HAPPENED ON THE WAY TO THAT NUMBER THOUGH. HERE IN THE BOTTOM END AT 3,200 RPM, LOOK AT THAT. THAT'S 12 MORE HORSEPOWER. NOW LETS CHECK TORQUE AT THE SAME RPM'S. THAT'S 18 MORE FOOT POUNDS. AND WITH THAT HYPERTECH TUNE THE MAP SENSOR'S NOW CALIBRATED TO ACCEPT OTHER BOLT ONS, WELL LIKE HEADERS, UP PIPES, AND DOWN PIPES, WITHOUT A CUSTOM MAP. BUT FOR NOW, HEY WE'RE DONE SUPING UP THIS LITTLE SUBE AND WITH THIS SHOW, WE'LL SEE YOU NEXT TIME.
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