CLICK BELOW TO SEE ALL OF THE STORIES COVERING THE BUILD OF PROJECT DANGER MOUSE
DANGER MOUSE PART 1
DANGER MOUSE PART 3
DANGER MOUSE PART 4
DANGER MOUSE PART 5
DANGER MOUSE PART 7
DANGER MOUSE PART 8
DANGER MOUSE PART 9
DANGER MOUSE PART 10
DANGER MOUSE PART 13
DANGER MOUSE PART 14
DANGER MOUSE PART 15
DANGER MOUSE PART 18
DANGER MOUSE PART 20
DANGER MOUSE PART 22
DANGER MOUSE PART 23
DANGER MOUSE PART 24
DANGER MOUSE PART 25
A New Intake, Cam, Carburetor, And SpacerWhen we started out building Danger Mouse (DM), we knew that testing it would probably turn out to be the most fun we've had on the dyno in a long time. We were correct. For DM's third test we took the same approach most low-buck hot rodders would in the early stages of searching for the most power for the least dollars. We thought a different intake manifold and carb, along with maybe a new carb spacer and a bigger cam, would be the way to go. The results were outstanding, particularly from the new Edelbrock Performer RPM "Air Gap" intake manifold (PN 7501, $195.95 from Summit Racing) we installed.
The decision to retire the Weiand Action Plus intake manifold we had been running since the original dyno tests was not an easy one. However, our search for a new manifold with a larger intake plenum, and one that would also keep the intake charge cooler, revealed only one candidate. Edelbrock had just what the Doctor ordered in its new "Air Gap" design. With its larger plenum area raised up off the floor of the intake, the Air Gap RPM breathes better while keeping hot oil off the bottom of the plenum, which adds unwanted heat to the fresh incoming charge.
This is not to say that the Weiand manifold was flawed in any fashion. In fact, it made terrific power for its extremely affordable, under $100, price tag (currently $99.95 from Summit Racing), and it boosted our baseline power figures by 17 hp. For a first-timer on a low budget, the Weiand 8004 intake manifold is still a great buy.
Our first test of the day was to install this 750-cfm Speed Demon carb. It improved DM's t
Power RecapLast month in DM's second bash on the dyno, we ended the day with a maximum 356 hp and 413 lb-ft of torque. The average horsepower and torque figures were 292 and 395, respectively (see: Test 8). That was 7 hp and 8 lb-ft more torque than we'd started the day with, not that impressive if you're just looking at peak numbers. However, low-end power was increased with the addition of a new cam last month, but we knew we could do better, even with the stock heads still in place.
So this month we first tried a new Speed Demon double-pumper carb, bolted on the new Edelbrock intake manifold, put a Wilson 1-inch open spacer between the carb and intake, and finally installed the next size larger COMP Cams Xtreme Energy camshaft to see what it'd do. The reward this month was a new max 386 hp and 438 lb-ft of torque (+30 hp and +25 lb-ft), and the new averages were 316 hp/416 lb-ft (+23/+20). Now we've got this 355-cid, stock-headed iron Mouse making almost 390 hp and 440 lb-ft of torque. So far this looks like the best formula for power with the stock heads, particularly since the motor didn't respond too well to the bigger cam.
To keep the Demon cool for all tests we used this insulating carb gasket from Mr. Gasket.
That means that the cylinder head's flow potential is just about maxed out, and we'd either have to go in and start porting or install a new set of performance cylinder heads. We think we'll take the latter option, since it'll probably produce results that you could duplicate in your engine. Keep sending your suggestions in and we'll begin tackling them in the upcoming months.
Test 9: Speed Demon 750 Double-Pumper CarbSince we were planning an intake manifold test for the next round and the Air Gap intake won't accept a Q-jet carb, we needed to test with a square-flange carb first so we'd see exactly how much the carb or intake would add on its own. Westech had a 750-cfm Demon carb that we borrowed for this test. It worked best with 82/88 jetting. Torque improved a little in the lower-rpm ranges compared to the Q-jet, which surprised us. Peak horsepower didn't increase at all, but peak torque figures increased by 5 lb-ft.
Test 10: Edelbrock Performer Rpm "Air Gap" ManifoldWe also "borrowed" this Edelbrock Performer RPM Air Gap (PN 7501) manifold from Westech to see if its larger plenum volume would improve power, even though the engine still had the stock heads and a small cam. It worked fantastically, giving us the largest single power increase of any part so far with 24 more peak ponies and 20 more lb-ft of torque.
Mr. Gasket also supplied some trick carb nuts that could be tightened easily by hand and t
Test 11: Wilson 1 1/4-Inch Open SpacerWestech told us they've often seen improvements by adding a 1 1/4-inch open carb spacer (PN 000020) to the Air Gap manifold, so we thought we'd give it a try. Our results were not great, and power actually fell off just about everywhere. That probably means that the Air Gap's plenum was large enough for DM, and it didn't need the extra volume a 1-inch spacer added.
Test 12: Comp Cams Xe262h CamTo either prove or disprove our theory on whether or not the engine needed more air to make more power we swapped in the next size larger COMP Cams XE262H Xtreme Energy camshaft (PN 12-238-2). The cam was 6 degrees bigger at 0.050 with 0.015-inch more lift and added a little more top-end power while giving away some low-end grunt. It was kind of a wash, but we think the motor liked the XE256H cam better, and it would definitely have driven better on the street with the extra low-end power of the 256 cam. However, since we plan to test new heads next month, we'll leave the 262 cam in place because it'll probably respond well to the better-breathing heads.
Westech has seen some extra power with these 1 1/4-inch-tall open spacers from Wilson Mani
3rd Series Of Dyno TestsWe number each series of tests consecutively, starting with the number after the last of the previous month's tests. We'll also list the last test from the previous month, so you'll have something to compare the new tests to. So this month our first new test is number 9. Unless listed, no other changes were made for any test.
Test 8: Last test from last month. Weiand 8004 intake, COMP Cams 1.5:1 full-roller aluminum rockers, Carb Shop Q-jet, COMP Cams XE256H cam (256/268 adv duration, 212/218 duration @ .050, .447/.454 valve lift, 110 lobe separation, installed 2 degrees advanced), 1 3/4-inch Hooker Super Comp headers and Flowmaster 3 1/2-inch mufflers, 37 degrees total advance.
Test 9: Install Speed Demon 750 carb with 82/88 jets.
Test 10: Install Edelbrock Performer RPM "Air Gap" intake manifold.
Test 11: Install Wilson 1 1/4-inch-tall open aluminum carb spacer.
Test 12: Install COMP Cams XE262H cam (262/270 adv duration, 218/224 duration @ .050, .462/.469 valve lift, 110 lobe separation) straight up.
We played with the jets in the Demon carb trying to get the fuel curve to closely match th
The Edelbrock Performer RPM Air Gap manifold went on next and produced great results (see:
We had to use some extra-thick valve cover gaskets and even then had to trim them to clear
Finally, we wanted to see if the engine needed even more, so we installed the next larger
Once again, we used the Fluidampr balancer to degree the cam by checking the intake valve
| ||Test 8 ||Test 9 ||Test 10 ||T10 ||Test 11 ||Test 12 |
|RPM ||TQ ||HP ||TQ ||HP ||TQ ||HP ||HP ||TQ ||HP ||TQ ||HP |
|2600 ||384 ||190 ||393 ||194 ||411 ||203 ||+7 ||403 ||200 ||396 ||196 |
|2800 ||386 ||206 ||395 ||211 ||413 ||220 ||+9 ||408 ||218 ||404 ||215 |
|3000 ||398 ||227 ||403 ||230 ||420 ||240 ||+10 ||420 ||240 ||416 ||237 |
|3200 ||408 ||249 ||413 ||252 ||430 ||262 ||+10 ||428 ||261 ||429 ||261 |
|3400 ||410 ||265 ||416 ||269 ||436 ||282 ||+13 ||427 ||276 ||429 ||278 |
|3600 ||411 ||281 ||415 ||284 ||438 ||300 ||+16 ||432 ||296 ||435 ||298 |
|3800 ||413 ||299 ||416 ||301 ||437 ||316 ||+15 ||436 ||315 ||437 ||316 |
|4000 ||410 ||312 ||414 ||315 ||437 ||333 ||+18 ||437 ||332 ||438 ||334 |
|4200 ||407 ||325 ||408 ||327 ||435 ||348 ||+21 ||430 ||344 ||436 ||348 |
|4400 ||402 ||337 ||402 ||337 ||429 ||359 ||+22 ||426 ||357 ||432 ||362 |
|4600 ||394 ||345 ||394 ||345 ||421 ||369 ||+24 ||420 ||368 ||424 ||371 |
|4800 ||384 ||351 ||386 ||352 ||411 ||376 ||+24 ||412 ||376 ||417 ||381 |
|5000 ||373 ||355 ||373 ||356 ||398 ||379 ||+23 ||399 ||379 ||405 ||386 |
|5200 ||358 ||355 ||359 ||355 ||380 ||376 ||+21 ||384 ||380 ||389 ||385 |
|5400 ||345 ||355 ||346 ||356 ||365 ||375 ||+19 ||367 ||377 ||375 ||386 |
|5600 ||331 ||353 ||331 ||353 ||347 ||370 ||+17 ||351 ||374 ||360 ||384 |
|Max ||413 ||356 ||418 ||356 ||438 ||380 ||+24 ||437 ||381 ||438 ||386 |
|Avg ||395 ||292 ||398 ||294 ||416 ||315 ||+21 ||414 ||314 ||416 ||316 |
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Mr. Gasket Company
10601 Memphis Ave., #12
Summit Racing Equipment
P.O. Box 909
Westech Performance Group
11098 Venture Dr., Unit C
2700 California St.
4700 NE 11th Ave.