I enjoy fiddling around with my setups and after studying the E-Force setup, I wanted to try a few things to see if I could improve this system. Please note that I've been very happy with my E-Force, but there was a few itches I wanted to scratch.
To get to the improved numbers on the graph below, only the following was done the to E-Force:
1. Down one size on the pulley (3.50 to 3.25")
2. Ported throttle body.
3. Rotofab CAI
4. Ported snout
5. Moved the TMAP.
6. 1/2" Phenolic spacers added
7. Re-tune by Kaizenspeed
And here is the results! Please do not focus too much on the hp numbers themselves, but the overall improvement. The dyno is somewhat a happy dyno, but I wanted to match the improvements run to my baseline run, so all the factors were kept the same, and corrected to STP.
It's a whole different animal on the street now! Throttle management is going to take some practice.
I'm amazed how much of an improvement these relatively small changes made! Roughly a 100 rwhp and 100 ft. lbs. increase. I'll walk through some of the changes:
Phenolic Spacers
The one non-standard addition was the addition of these 1/2" spacers between the rotor pack and the manifold adapters. My thinking was that the spacers would both add an insulator to lessen engine heat being transferred to the rotor pack (reduced heat soaking) as well as adding some post intercooler volume to reduce surging at high rpm.
And my initial impressions are.....meh. I tried taking before and after measurements of the rotor pack temperatures, but because I went down one size on the pulley there is no way to tell without putting the old pulley on if there was any improvement. I honestly don't think there is much of a temperature savings. As for the added volume, I do notice that the boost curve is smoother, but that can also be partially attributed to moving the TMAP out of the #8 cylinder runner.
I've asked a vendor here on this site to do an independent test on these spacers without all of the variables I introduced. Even so, some 3/4" spacers I cut will be ideal for adding water/meth or NOX injection.
Maybe latter.
Snout Porting
This was definitely worth the effort IMHO. Not real proud of my work here, but my wrist just came out of the cast; that's my excuse.
Before and after:
TMAP Move
Edelbrock decided to be very conservative in their management of the IATs by placing the TMAP (temp and manifold) sensor right in the runner of the #8 cylinder. While conservative, it results in slower timing recovery and a higher measured IAT due to a direct "view" of the intake valve. Before I would typically see 140* to 150*F IATs on a long pull. I'm now only seeing 120* to 125*F after moving the sensor. About 90* to 105*F just cruising around town. To the left in these pictures, you can see the original mount point.
And as an added improvement, I ditched the Edelbrock coolant tank and went with this setup which is a generic version of the Maggie setup. So much easier to fill and purge.
Pretty happy with this improvement. There is a lot more available in power, but I'm stopping here. I've kinda stepped over the power line IMHO in that I'm at the point that I should do a piston replacement, much needed tire upgrade, and a drivetrain upgrade. But for a daily driver, I should get some good life at this power level if I stay smart on how I drive it.