HorsePower Builds

Parts Used In This Episode

B&M Racing
Drain Plug, 1/2 in.-20 Outside Threads, 1/8 in. NPT Plug, Kit
B&M Racing
Transmission Filter, Replacement, GM, Ford, Chrysler, Each
Bully Dog Technologies, LLC
Computer Programmer, Triple Dog GT Gas Tuner, Cadillac, Chevy, GMC, Dodge, Ford, Lincoln, Nissan, Each
Bully Dog Technologies, LLC
RFI Intake Ford F150 3.5L Eco Boost 11 (51202)
Chevrolet Performance
#19201330, Engine Assembly, Crate Engine, Chevy 350, 355hp, 405 lb.-ft Torque, Each
Doug's Headers
Headers, Full-Length, Steel, Ceramic Coated, Chevy, Chevelle, El Camino, 283-400, V8, Pair
Doug's Headers
Headers, Shorty, Steel, Ceramic Coated, Chevy, Small Block, Pair
Doug's Headers
Headers, Tri-Y, Steel, Ceramic Coated, Chevy, GMC, Car, Pickup, 283-400, V8, Pair
Loctite
Loctite 21441 Retaining Compound 603, 50mL
Royal Purple
Transmission Fluid, Max ATF, Synthetic, Quart, Each
Stage 8 Locking Fasteners
Header Bolts, Locking, Double Hex Head, Stainless Steel, Natural, Chevy, Small Block V8, V6, Set of 12
Summit Racing
Combo, Summit, Water Pump, Electric, Aluminum, Natural, Chevy, Small Block, Relay, Kit
Summit Racing
Rocker Arms, Stud Mount, Roller Tip, Stamped Steel, 1.5 Ratio, Fits 3/8 in. Stud, Chevy, Small Block, Set of 16
Summit Racing
Water Pump, Mechanical, Long, High-Volume, Aluminum, Natural, Chevy, Small Block, Each

Episode Transcript

(ANNOUNCER)>> WHAT ARE THE BEST BANG FOR THE BUCK BOLT ONS YOU CAN BUY? TODAY HORSEPOWER PUTS SEVERAL TO THE TEST SO YOU CAN DECIDE. THEN CAN A NEW TUNER MAKE MORE POWER IN FORD'S NEW ECOBOOST ENGINE? THE ANSWER IS JUST AHEAD ON HORSEPOWER.

(JOE)>> NO ENGINE BUILD TODAY ON HORSEPOWER.

THIS ONE'S ALL READY TO GO. IT'S A GM PERFORMANCE PARTS ZZ CRATE ENGINE RATED AT 355 HORSEPOWER, 405 FOOT POUNDS OF TORQUE. WE'RE GONNA USE IT AND OUR DYNO TO TEST THE PERFORMANCE OF ALL THESE BOLT ONS.

WE'LL CHECK THE DIFFERENCE, IF ANY, IN A MECHANICAL VERSUS ELECTRIC WATER PUMP. LATER WE'LL TRY OUT THIS TRICK NEW ENTRY LEVEL NITROUS KIT. BUT ALL THAT'S AFTER WE TEST THE BEHAVIOR OF THREE DIFFERENT STYLES OF HEADERS, STARTING WITH A PAIR OF SHORTIES.

(MIKE)>> THE ZZ FOUR COMES WITH FOUR BOLT MAINS, FORGED STEEL INTERNALLY BALANCED CRANK, POWDER MILL RODS, AND FLAT TOP HYPEREUTECTIC PISTONS. COMPRESSION RATIO IS 10 TO ONE, SO IT'S A GOOD, SOLID ENGINE RIGHT OUT OF THE BOX.

(JOE)>> ALL OF OUR HEADERS CAME FROM DOUG'S, AND WE WANT TO LOOK AT HOW EACH PERFORMS THROUGHOUT THE RPM RANGE. SHORTIES ARE THE ONLY OPTION WHEN SPACE IS AN ISSUE, BUT

COMPARED TO LONG TUBES THEY PRODUCE A WEAKER EXHAUST GAS SPEED WHEN VOLUME'S IN THE LOW AND MID RPM RANGE. WE'RE USING THIS STAGE EIGHT HEADER BOLT KIT WITH SPRING CLIPS AND RETAINERS TO KEEP THE FASTENERS FROM COMING LOOSE. WE'RE COOLING THE ENGINE WITH THIS MECHANICAL WATER PUMP FROM SUMMIT RACING. AFTER WE DYNO THE THIRD SET OF HEADERS WE'LL SWAP IT FOR AN ELECTRIC.

TO FEED THE ZZ WE'RE PUTTING THIS DYNO PROVEN HOLLEY 750 DOUBLE PUMPER BACK INTO SERVICE.

(MIKE)>> SHORTIES CAN BE IDEAL FOR HIGH RPM RACE ENGINES THAT PRODUCE LARGE AMOUNTS OF EXHAUST GAS DISCHARGE, ALL THANKS TO LARGE DIAMETER TUBES THAT GET MORE VOLUME OUT OF THE CYLINDER. AND THEY DID, 328, 372.

(JOE)>> WE'RE GIVING TRIY'S A SHOT NEXT. THEY'RE DESIGNED AS BASICALLY FOUR PRIMARY TUBES THAT FEED INTO SLIGHTLY LARGER SECONDARY TUBES. THEN BOTH FEED INTO THIS SINGLE COLLECTOR. TRIY'S ARE DESIGNED TO GIVE YOU MORE BOTTOM END TORQUE THAN SHORTIES AND PLENTY OF POWER IN THE HIGH RANGE, UP TO ABOUT 6,500 RPM. AGAIN THOUGH, THESE ARE MOSTLY ABOUT MID RANGE PERFORMANCE.

(MIKE)>> THE RUNS BETWEEN THE SHORTY AND TRIY HEADER RUNS WERE ALMOST IDENTICAL, 328, 376. THE BRIGHT WHITE LINE IS THE TRIY, THE LIGHT GRAY IS THE SHORTY. NOW THE TRIY DID BETTER THROUGH THE LOW AND MID RANGE, BUT AT ABOUT 4,100 RPM THE SHORTY TOOK OVER ALL THE WAY TO ABOUT 5,300. THE TRIY TOOK BACK OVER FROM THAT POINT AND GAINED ABOUT TWO AND A HALF FOOT POUNDS THROUGHOUT THE RUN.

(JOE)>> AT LOW TO MID RPM RANGE THE BEST WAY TO MAXIMIZE YOUR SCAVENGING EFFECT IS TO MOVE THE EXHAUST OUT OF THE ENGINE AS FAST AS POSSIBLE. LONG TUBE HEADERS WITH THEIR LONGER PRIMARY PATH, 28 INCHES OR MORE, AND THEIR NARROW DIAMETER ALLOWED GAS TO LEAVE THE CYLINDER WITH MORE SPEED, WITH MORE TIME TO GAIN VELOCITY BEFORE IT HITS THE COLLECTOR.

(MIKE)>> 330, 376, NOW HERE'S THE GRAPH OF THE SHORTIES, THE TRIY'S, AND THIS DOTTED LINE IS THE LONG TUBES. NOW FROM ABOUT 3,200 RPM THE LONG TUBE TAKES OVER BUT DROPS SLIGHTLY UNDER THE TRIY AT ABOUT 4,100. IT PICKS BACK UP STEAM AND RUNS OUT THE ENTIRE RPM RANGE BETTER THAN THE SHORTY OR THE TRIY.

(JOE)>> SO THE LONG TUBES WERE KING OF THE PUMP TODAY AND IN A HIGHER HORSEPOWER ENGINE THAT DIFFERENCE WOULD BE A LOT MORE SIGNIFICANT. HOWEVER I THINK WE ALL AGREE THAT IN A SMALL BLOCK STREET ENGINE LIKE THIS ZZ FOUR, WELL THE SHORTIES ARE THE BEST BANG FOR THE BUCK FOR FITMENT, COST, AND RELATIVE PERFORMANCE. WELL NEXT WE'RE GONNA TRY TO FREE UP SOME HORSEPOWER. A LOT OF GUYS CLAIM THAT THEY FREE UP 10 TO 15 HORSEPOWER WITH AN ELECTRIC WATER PUMP. WE'RE GONNA SEE!

(JOE)>> WE'RE IN THE HUNT FOR MORE POWER FROM THIS ZZ FOUR CRATE ENGINE. AFTER TRYING OUT THREE DIFFERENT HEADER DESIGNS, LONG TUBES HAVE THE PERFORMANCE EDGE. SO WE'RE KEEPING THEM ON FOR THIS NEXT TEST, WHICH INVOLVES REPLACING OUR MECHANICAL WATER PUMP FOR AN ELECTRIC PUMP FROM SUMMIT RACING. IT'S MADE FROM BILLET ALUMINUM AND FLOWS 37 GALLONS PER MINUTE. IT COSTS MORE THAN A MECHANICAL, BUT SINCE IT'S LIGHTER AND DOESN'T USE THE CRANK TO SPIN IT, THE RESULT SHOULD BE A REDUCTION IN PARASITIC POWER LOSS. WELL A BUMP OF SIX HORSEPOWER AND EIGHT FOOT POUNDS OF TORQUE, THAT'S OUR BIGGEST INCREASE SO FAR. AND IT'S DEFINITELY WORTH THE EXTRA BUCKS EVEN WITH ELECTRIC FANS.

WELL JOHN'S ANXIOUS TO SEE WHAT AN $80 VALVE TRAIN UPGRADE CAN DO FOR US.

THE ZZ FOUR CRATE ENGINE COMES WITH STAMPED STEEL ROCKER ARMS. SUMMIT MAKES A KIT OF ROCKERS THAT ARE EXACTLY THE SAME

EXCEPT THEY'VE GOT ROLLER TIPS. CAN THEY FREE UP EVEN MORE POWER? AND THEY DID, FIVE MORE HORSEPOWER, SIX MORE FOOT POUNDS OF TORQUE. WE MIGHT HAVE SAVED THE BEST FOR LAST. FOR YEARS WHEN IT COMES DOWN TO MAKING BIG, CHEAP HORSEPOWER, HEY YOU'VE GOT TO BEAT A LITTLE SHOT OF NITROUS. NITROUS OXIDE USED AS PERFORMANCE ENHANCEMENT GOES BACK TO WORLD WAR TWO WHEN BOTH SIDES TRIED IT IN AIRCRAFT TO BOOST SPEED AND ALTITUDE CAPABILITY. THERE WERE SPORADIC ATTEMPTS TO USE NITROUS DURING THE EARLY DAYS OF RACING, BUT SUCCESS WAS HIGHLY ERRATIC. IT CAME OUT OF THE CLOSET IN THE '70'S THOUGH WHEN THE

FOUNDERS OF NITROUS OXIDE SYSTEMS, OR NOS, STARTED DEVELOPING KITS THAT WERE SAFE AND EFFECTIVE.

THE PRINCIPLE HAS ALWAYS BEEN THE SAME. STORED AS A LIQUID, IT EVAPORATES IN THE INTAKE MANIFOLD DROPPING TEMPERATURES AND CREATING A DENSER CHARGE WITH MORE OXYGEN SO MORE FUEL CAN BE BURNED. MAYBE THE BIGGEST BOOST TO ITS POPULARITY IS THE ADVENT OF DRAG RACING CLASSES LIKE PRO MOD. SUDDENLY STOCK BODY DOOR SLAMMERS COULD SPRAY THEIR WAY TO SIX SECOND QUARTER MILE RUNS AT OVER 200 MILES AN HOUR. NOS HAS A NEW KIT THAT'S PRETTY IDEAL FOR GUYS JUST GETTING INTO GIGGLE GAS, AS WE USED TO CALL IT. THIS SNIPER HERE WORKS WITH SIX AND EIGHT CYLINDER ENGINES. IT DELIVERS A 100 TO 150 SHOT OF SPRAY, AND OF COURSE IT COMES WITH THE USUAL BRACKETS, INJECTOR PLATE, HOSE, SOLENOID, YOU KNOW, THE USUAL STUFF. WITH A NEW BASE GASKET DOWN, WE DROP ON THE INJECTOR PLATE MAKING SURE THE NOS LOGO IS UP AND IN FRONT, FOLLOWED BY ANOTHER GASKET AND THE CARBURETOR. WE'RE USING THE 100 SHOT NITROUS NOZZLE. THEN WE CAN INSTALL THE BLUE SOLENOID EXTENSION TUBE AND THE NITROUS SOLENOID. THIS BLUE FILTER GOES ONTO THE SOLENOID INLET. ON THE OTHER SIDE WE INSTALLED THE 100 SHOT FUEL NOZZLE, ANOTHER EXTENSION TUBE, AND THE FUEL SOLENOID

WITH THE FILTER ATTACHED. WE CAN USED THIS SUPPLIED RUBBER HOSE TO CONNECT THE CARB'S FUEL SUPPLY LINE TO THE FUEL SOLENOID FILTER.

NOW WE CAN INSTALL THE ACTIVATION SWITCH ONTO THE CARBURETOR SO THAT THE ARM IS TRIGGERED BY THE THROTTLE LINKAGE. FROM THE SWITCH A POSITIVE WIRE GOES TO EACH SOLENOID. THEN A WIRE TO A SWITCHED 12 VOLT SOURCE. ANOTHER WIRE GOES TO THE ARMING SWITCH. WHEN IT'S RED, YOU'RE ARMED AND READY. THE LAST HOOK UP IS THE BRAIDED STEEL HOSE CONNECTING THE NITROUS SOLENOID TO THE TANK, WHICH OF COURSE IN A CAR WOULD BE MOUNTED IN THE TRUNK. THIS KIT IS A WET SYSTEM AS OPPOSED TO A DRY ONE, AND IF YOU'RE NEW TO NITROUS, HERE'S THE DIFFERENCE. IN A DRY NITROUS SYSTEM NITROUS OXIDE IS INJECTED SEPARATELY THROUGH A NOZZLE INTO THE INCOMING AIR CHARGE. THERE IT INTERFACES WITH THE STOCK FUEL SYSTEM AND FUEL FLOW TO THE INJECTORS IS INCREASED WHEN THE SYSTEM IS TRIGGERED. IN A WET SYSTEM ONE DIRECT PORT STYLE NOZZLE INJECTS BOTH NITROUS AND ADDITIONAL FUEL METERED BY TUNING JETS INTO THE INCOMING AIR CHARGE. WHETHER IT'S A WET OR DRY SYSTEM, WHEN YOU INTRODUCE NITROUS TO AN ENGINE, YOU INCREASE CYLINDER PRESSURE MUCH LIKE A SUPER CHARGER. THAT CAN BLOW A PLUG'S SPARK OUT. TO PREVENT THAT YOU SHOULD CLOSE THE GAP BETWEEN 25 AND 35 THOUSANDTHS.

(MIKE)>> HIGH OCTANE RACE FUEL LOWERS THE BURN RATE IN THE

CYLINDER THE SAME WAY AS RETARDING TIMING. SO WHAT WE'RE GONNA DO IS MIX SOME 110 AND 93 IN A 50/50 MIX.

WE'LL WATCH OUR AIR/FUELS AND LISTEN FOR DETONATION. IF WE DON'T HAVE ANY DETONATION AND THE AIR FUELS LOOK GOOD, WE WON'T PULL ANY TIMING OUT OF THE MOTOR TO REDUCE ANY POWER. [ engine revving ]

(MIKE)>> ALRIGHT!

(JOHN)>> OOHHH!

(MIKE)>> 403 HORSEPOWER, 510 FOOT POUNDS OF TORQUE. WE COULD ADD TIMING TO IT BUT I'D RATHER PULL FUEL OUT AT THIS POINT.

(JOE)>> SO MIKE'S DROPPING DOWN ONE JET SIZE FROM A 43 TO A 30, AND JOHN WANTS TO VERIFY TIMING'S STILL AT ABOUT 34.5. [ engine revving ]

(MIKE)>> 406, 494, GREAT LITTLE STREET MOTOR. WHEN YOU CAN ADD 110, 115 FOOT POUNDS OF TORQUE TO ANYTHING THAT FAST.

(JOHN)>> $300 BUCKS, I'LL BUY IT.

(MIKE)>> YOU'LL BE BUYING TIRES!

(JOHN)>> YEAH, THAT'S PROBABLY TRUE.

(JOE)>> OKAY, HERE'S THE GRAPH FOR OUR STOCK BASE LINE RUN. THEN AFTER SOME LONG TUBE HEADERS, AN ELECTRIC WATER PUMP, ROLLER TIP ROCKERS, AND AFTER 100 SHOT OF NITROUS WE GOT THIS, ALL FOR ABOUT $1,000 BUCKS. THAT'S ENOUGH BANG TO GET YOU OFF YOUR BUTT AND START DOING IT.

(MIKE)>> IF YOU'VE GOT A '69 THROUGH '81 CHEVY, PONTIAC, OLDS, OR BUICK SMALL BLOCK, AND IT'S AN AUTOMATIC, CHANCES ARE YOU'VE GOT ONE OF THESE, THE GM TURBO 350.

NOW GM MADE OVER 25 MILLION OF THESE. SO THEY'RE READILY AVAILABLE, AFFORDABLE, AND PRETTY CAPABLE. BUT LIKE ALL AUTOMATICS, THEY ARE VERY SENSITIVE TO HEAT. IT DOESN'T TAKE MUCH TO KILL ONE. NOW THE IDEAL OPERATING TEMPERATURE FOR CONVENTIONAL ATF IS BETWEEN 175 AND 225 DEGREES. BUT IF THE HEAT GOES UP BY ONLY 25 DEGREES, THE ADDITIVES IN THE ATF COOK OUT, THE FLUID VARNISHES, AND THE LIFE OF THE TRANSMISSION IS REDUCED BY 50 PERCENT. ADD ANOTHER 25 DEGREES AND THE INTERNAL AND EXTERNAL SEALS HARDEN AND LEAK. A FINAL 25 DEGREES AND THE CLUTCHES SLIP AND THE TRANSMISSION FAILS. THE BEST THING YOU CAN DO TO EXTEND TRANNY LIFE IS KEEP THE ATF CLEAN AND FRESH. NOW FIRST WE'LL DROP THE PAN. NOW WATCH OUT, IT WILL CREATE A MESS. WE'RE USING A B&M REPLACEMENT FILTER AND PAN GASKET KIT WE PICKED UP FROM SUMMIT RACING. NEXT I'LL CLEAN THE STOCK WITH BRAKE CLEANER AND SCRAPE THE MOUNTING SURFACE TO GET RID OF OLD GASKET MATERIAL. THE RAISED LOCATION AROUND THE BOLT HOLE IS AN INDICATION

THAT THE PAN HAS BEEN OVER TIGHTENED BEFORE. SO TO FIX IT WE'RE GONNA SLIP A DOLLY UNDERNEATH THE RAIL, AND HIT THE TOP SIDE OF IT WITH A HAMMER. THAT'LL FLATTEN THAT OUT AND ALLOW THE GASKET TO SEAL GOOD AND YOU WON'T HAVE A LEAK. BEFORE REINSTALLING THE STOCK PAN, I LIKE TO ADD A REMOVABLE DRAIN PLUG TO MAKE DRAINING EASIER AND ELIMINATE ANY MESSES. JUST DRILL A HALF INCH HOLE IN THE PAN. NOW THE THREADED DRAIN GOES IN FROM THE BOTTOM AND THE RETAINING NUT FROM THE TOP. NOW THIS IS A FIX THAT ONLY COSTS ABOUT SIX BUCKS. ANOTHER EASY FIX HAS TO DO WITH THE TORQUE CONVERTER. NOW MOST TURBO 350 CONVERTERS DON'T HAVE A DRAIN PLUG.

SO EVEN WHEN YOU DROP THE PAN AND THE FILTER, A LOT OF FLUID STAYS IN THE CONVERTER. SO HERE'S AN EASY FIX YOU CAN DO WITH THE TRANSMISSION IN THE CAR OR ON A WORK BENCH. DRILL AN EIGHTH INCH HOLE IN THE EDGE OF THE CONVERTER. USE A NEW BIT AND THAT'LL REDUCE THE SHAVINGS.

AFTER THE CONTAMINATED FLUID DRAINS OUT, CHAMFER THE HOLE WITH A QUARTER INCH BIT AND CLEAN THE AREA WITH SOLVENT. ADD A LITTLE LOCTITE RETAINING COMPOUND TO THE SHOULDER OF A CLOSED END POP RIVET AND USE IT TO PLUG THE HOLE. WHILE THESE ARE ALL LOW COST FIXES, MAKE SURE NOT TO SKIMP OUT ON THE FLUID. YOU WANT TO MAKE SURE TO FILL THE CONVERTER AND THE TRANSMISSION WITH THE HIGHEST QUALITY ATF YOU CAN FIND. WE LIKE ROYAL PURPLE'S HIGH PERFORMANCE ATF BECAUSE IT'S SYNTHETIC AND STANDS UP TO HEAT BETTER

THAN REGULAR FLUID. WHILE THE NEWEST TURBO 350 ON THE ROAD TODAY IS OVER 35 YEARS OLD, THESE LITTLE TIPS AND TRICKS WE SHOWED YOU WILL KEEP YOUR CAR OUT ON THE ROAD AND OUT OF THE TRANSMISSION SHOP.

(ANNOUNCER)>> THE TURBO CHARGED ECOBOOST IS FORD'S MOST POWERFUL, EFFICIENT SIX CYLINDER ENGINE EVER. SO HOW CAN YOU IMPROVE ON PERFECTION? YOU'LL DISCOVER HOW EASY JUST AHEAD ON HORSEPOWER.

(JOE)>> OVER A YEAR AGO MIKE KLAUSSEN AND THE GUYS AT BULLYDOG INVITED US TO A BACK ROADS TRACTOR VENUE. THE WHOLE POINT WAS TO SEE HOW FAR A STOCK FOUR POINT SIX LITER F-150 COULD PULL A 40,000 POUND SLED. IT'D RUN IT ALL THE WAY TO 241 FEET IN FOUR WHEEL DRIVE. THEN THEY LOADED UP THEIR GT GAUGE TUNER IN THE TRUCK AND

ON THE FOLLOW UP PASS WITH THE NEW TUNE THE F-150 YANKED THAT SLED 33 MORE FEET, PRETTY DRAMATIC.

WELL TODAY WE'VE GOT A NEW VERSION OF AMERICA'S BEST SELLING VEHICLE FOR ANOTHER UNIQUE TEST. NICE RIDE, BUT FOR US IT'S ALL ABOUT THE ENGINE. MORE THAN HALF THE F-150'S TODAY COME WITH A NEW ENGINE THAT REPRESENTS A MILESTONE IN FORD'S POWER PLANT HISTORY. FROM THE FAMED FLAT HEAD TO THE CUTTING EDGE FIVE LITER COYOTE, FORD'S EXPERIENCE AND TECHNOLOGY LED TO THIS, THE REVOLUTIONARY NEW THREE POINT FIVE LITER ECOBOOST ENGINE. A VSIX THAT DELIVERS 365 HORSEPOWER AT THE FLYWHEEL AND 420 FOOT POUNDS OF TORQUE ALL THANKS TO ADVANCES LIKE DIRECT INJECTION, A PAIR OF SMALL AIR TO AIR INTERCOOLED TURBOS, AND TWIN VARIABLE CAM TIMING. BUT CAN THE AFTERMARKET IMPROVE ON SUCH HIGH TECH PERFECTION AND DO IT FAST? IS IT POSSIBLE TO IMPROVE ON SUCH PERFECTION? WELL THE GUYS AT BULLYDOG SAY YES. THEY'VE DEVELOPED A NEW GAUGE TUNER FOR THE ECOBOOST ENGINE AND A NEW RAPID FLOW COLD AIR KIT TO COMPLIMENT IT, AND WE'RE GONNA PUT THEM BOTH TO THE TEST.

(MIKE K.)>> WHEN IT LOOKS IMPOSSIBLE, THAT'S PROBABLY WHERE WE GET MORE EXCITED BECAUSE WE HAVE A BIGGER OPPORTUNITY TO GIVE PEOPLE MORE PERFORMANCE AND HORSEPOWER.

(JOE)>> FIRST UP WE NEED TO SEE WHAT 365 HORSEPOWER AND 420 FOOT POUNDS AT THE CRANK TRANSLATES TO REAR WHEEL OUTPUT. THAT'S RIGHT, BASE LINE TIME ON THE DYNOJET. I SHOULD TELL YOU WE'RE MAKING THE RUNS WITH A FIVE PERCENT LOAD ADDED TO THE DYNO IN ADDITION TO THE USUAL PARASITIC POWER LOSSES. OKAY WE GOT A BASE LINE OF 279 HORSEPOWER, 332 FOOT POUNDS OF TORQUE. AFTER A COOL DOWN WE CAN INSTALL THE COLD AIR KIT, DISCONNECTING THE MASS AIR FLOW SENSOR, AND REMOVING THE STOCK AIR INTAKE SYSTEM AS A UNIT. THE NEW TUBE SNAPS INTO THE INJECTED MOLDED LID. IT'S DESIGNED TO DRAW IN AIR AS WELL AS HOUSE THE HIGH FLOW FILTER. AFTER CONNECTING IT TO THE THROTTLE BODY WE CAN INSTALL THE SENSOR TO THE NEW TUBE AND ATTACH THE PROVIDED BREATHER HOSE. LIKE ALL BULLYDOG GT TUNERS, THIS ONE LOADS UP IN A FEW MINUTES AND COMES WITH FEATURES LIKE CUSTOM TUNING, GAUGE MONITORING, AND A DRIVING COACH TO IMPROVE FUEL ECONOMY. (MIKE K.)>> WE'RE TAKING AND USING THE WASTED ENERGY OF THE

VEHICLE AND MAKING PEOPLE AWARE OF THAT SO THAT THEY DO NOT WASTE ENERGY AND GET ALL THAT ENERGY TO MOVE THE VEHICLE.

(JOE)>> NEXT, AFTER THE ENGINE WARMS BACK UP AND THE ECM

GETS ACQUAINTED WITH THE NEW TUNE, WE'RE READY FOR THAT FOLLOW UP RUN.

OKAY, 320 HORSEPOWER IS 41 OVER OUR BASE LINE, 376 FOOT

POUNDS OF TORQUE IS 44 MORE. SO EVEN WITH A GREAT ENGINE LIKE THE ECOBOOST, THERE'S ALWAYS ROOM FOR MORE. AND YOU CAN BET THE NEXT YOU SEE US TEST ONE IT WILL BE IN A NEW MUSTANG.
Show Full Transcript

Comments