Engine Masters

Hot intake air temps are bad, and cold is good, right? But how bad is bad, and how good is good, especially in a boosted application? To find out, the guys explore the benefits of an air-to-air intercooler in terms of power and detonation resistance.

Our testing has repeatedly shown that carbs make more peak power than EFI, and our explanation is based on the fuel's ability to cool the incoming air on its way to the head. Multipoint injection just can't do that. Or can it?

We know that air-to-water intercoolers make power by absorbing the heat of the intake air into the cool of the IC's water. We explore the effects of different-sized water tanks and their ability to keep the intake charge colder longer.

The crew compares 90 mm and 105 mm forward-facing throttle bodies against one another, and then to 2000 cfm worth of top-mounted, dual quad-style throttle bodies, all atop a fuel-injected, 700-hp LS7. How much airflow is enough for this power level?

The bellmouth is designed to direct and smooth the airflow into the throttle body, creating a more efficient airflow. But does it make power? We'll answer that very question for both N/A and supercharged versions of our 363ci small-block Ford.

Despite the reputations sequential and batch-fire injection styles each carry, does either really make a difference when it comes to overall power? The guys explore that question, tunability, what it takes to make the switch, and all of the pros and cons.

The guys show how three seemingly identical cams can behave very differently. Cam-lobe intensity is all about the shape of the lobe between the base circle and the nose. So what's the difference between a standard, a high-intensity, and a low-shock cam?

Can any one type of spark plug make more power than the next? What about the ones with fancy metal tips or extra ground straps? What if you gap them bigger or smaller? The crew answers these questions and shares as many tips and tricks as you can handle.

The guys explore how the length of header primary tubes can affect the power curve, and look at how engines expel exhaust, including the negative pressure wave that pulls burnt gases from the cylinder, how that changes torque, and where the power occurs.

The bigger the cam, the higher the curve, right? But what about when you're talking about low-end torque? The guys explore usable, cruise-able, tow-ready torque curves with three of the smallest camshafts they've ever tested. But how small is too small?

Steve Dulcich has posed the theory that headers don't matter nearly as much when paired with a small cam as they do with a larger cam. To find out, the guys use factory-style manifolds, shorty headers and full-length headers with both tiny and meaty cams.

With so many average power, cruiser level, and even bone stock big-block Chevys roaming around, this one is long overdue. From high rise to low, square bore and spread, this is all about which intake will give you the most bang for your basic big-block.

With so many oil weights and combinations available, the crew shows how different weights behave, perform and react inside your engine. Expect a primer on oil weights and how differing weights affect horsepower, pressure and resilience to temperature.

Why does colder fuel make more power? How can you consistently keep fuel temps down, and what difference will it really make? All these questions, and more, answered this time on Engine Masters.

We've all run standard 14-inch round filters in the past and wondered every time if there's any difference between them. Does cotton gauze make any more power than a paper filter, or is it just more expensive? Is there even any difference between brands?

Can your pushrods or valve springs affect your power production, even when valve float isn't a problem? This promises to be an eye-opening episode of Engine Masters, as we test varying combinations of valve spring and pushrod strengths.

The spray-bar style nitrous plate has been the standard forever, which begs two questions: can it be improved upon, and does it even need to be? The guys put the tried-and-true spray-bar style up against the newfangled perimeter-discharge style.

We've done intake manifold comparisons on nearly every big and small block platform, and at long last it's big block Ford's turn. We shoot out single and dual planes on a street/strip 514ci combo that should relate to what many BBF guys are running.

Whether from exhaust, transmission or any heat-generating components, controlling heat can make a hot ride comfortable, and even a hot intake charge cooler. We test header wraps and panel heat shields, to see how -- and how not -- to keep your cool.

Standalone air/fuel ratio gauges come with a world of tuning possibilities and pitfalls. The guys compare five off-the-shelf units, then show how things like placement, air leaks and even dead cylinders can affect readings, tuning decisions and power.

We test a long-told hose-length theory as well as a long-proven nitrous controller practice to illustrate how softening the "hit" of the nitrous can help you control the power and keep your motor in one piece.

Freiburger's 582 big block Chevy is back! And this time we use it to shoot out 1050, 1250 and 1450 cfm Dominators. When you're flirting in that 1,000-hp range, how much difference do those extra cfms make, and how much does the tune change between them?

Holley recently debuted the second iteration of its throttle body EFI system, and we're here to see if it's any better than the first version and any better than the carburetor we so dearly love. We walk you through the installation, setup and benefits.

Does a 300 shot of nitrous sound like a lot, or like you're just getting started? That's one way to tell if you should run a plate or a port system, and the guys walk you through each, how much power you can add, and the jetting differences between them.