Modifications 101

Here are a few of the components that are installed and processes that happen at Deep Stage Tuning & Performance during the modification process.

Dyno Tuning

Dyno tuning is the only way to correctly tune a car for performance. Mail order tunes are good, but since every car is different, and every car has different mods a dyno tune is needed. Dyno tunes allow the tuner to see what the car is doing from the start, and he/she can adjust the ECM for a peak HP output. Based on what that one car is doing. Mail order tunes can only guess how your car is running based on the test model they had when they wrote the program.

How it works:

Your car will be put on a dynamometer and hooked to a laptop via the ODB port under the steering wheel. They will make a few passes with the stock car to get a base line reading. From there the tuner can adjust the air/fuel ratio, advance the timing, remove rev limiters etc. They will adjust many things while making dyno runs in between changes to find the very best combo for your motor.

Cold Air Intake (CAI)

However, your engine gets the air, cooler air is always better than the hot air right next to engine. Depending on your vehicle model a wide array of combinations are available to add 10-20 horsepower.

Throttle Body

Don’t let your throttle body be a bottleneck in your air flow. We recommend a Nick Williams 102mm to mate up to the larger cold air and intake manifolds.

Intake Manifold

The more air you can deliver to the engine the more power it’s going to make. There are various intake manifolds on the market claiming better flow and larger air inlets adding 20-35 horsepower.

Headers & Exhaust

Headers are one of the easiest bolt-on accessories you can install to improve your engine’s performance. The goal of headers is to make it easier for your engine to push exhaust gases out of the cylinders. It works by eliminating the manifold’s back pressure. Instead of sharing a common manifold, each cylinder gets its own exhaust pipe. The individual pipes are cut and bent so that each one is the same length as the others, which guarantees that each cylinder’s exhaust gases arrive in the collector spaced out equally so there is no back pressure generated by the cylinders sharing the collector. Therefore, you notice more power and torque from your engine.

Pulleys

Pulleys are a great way to free up horsepower to improve your vehicle’s performance. They reduce the power used to turn accessories so that extra power can be used at the transmission. Pulleys can also be used to turn up or down the flow of Superchargers.

Clutch

Stock clutch discs are excellent for daily driving and the occasional stomp on the gas pedal, but they will not withstand for very long the horsepower and torque that a racing engine will deliver. Because of this, the friction material on a racing clutch disc is much more rugged and sticky than a stock application. It bites harder and does not glaze, or become shiny, nearly as easily. A racing unit is also more thoroughly balanced to withstand higher RPM from the engine.

The pressure plate is what literally shoves the clutch disc into the flywheel. A racing pressure plate is capable of very high forces against the flywheel, which is measured in pounds. For instance, if the stock pressure plate in an automobile is rated at 2,500 lbs. of pressure against the flywheel, the racing application for the same vehicle will be rated at 5,000 lbs. This equates to stronger grabs at the start and a more solid feel all around. The pressure plates for racing are also precision balanced for high RPM engines.

Fuel System

There are three main components of making power, which are air, spark, and most importantly. FUEL.  Fueling is a vital, and often under stated factor in any performance build.  With today’s enthusiast seeking higher and higher power levels, larger and more advanced fuel systems are required to feed the engine.  OEM fuel systems are designed to maintain the power that the car is provided with from the factory, so aftermarket solutions are required to provide additional support from the pumps and injectors.  Also, alternative fuels are becoming much more popular such as E85, and these fuels both demand a lot more from the fuel system, as well as require specific components to prevent corrosion over time.

15″ Conversion

Traction is an issue for most highly modified vehicles. The ultimate solution for maximum traction on the drag strip or runway event is to go to the smallest wheel possible so that you can run the most sidewall available on a tire, as well as shed some weight in the car at the same time. Doing this however is not the most straight forward task as today’s vehicles have very large rear brakes that interfere with the smaller wheel fitments. Deep Stage Tuning & Performance offers a solution for most every vehicle to convert the brakes and suspension components where applicable to not only clear these smaller wheels, but in most cases also improve the suspension parts to help eliminate wheel hop and ultimately put the power down in your modified vehicle. We also offer several options from multiple wheel manufacturers to cater to most anyone’s style preference so that the car is not only functional but also looks as best as it can while going down the track.

Heads & Camshafts

Internal combustion engines are, simply said, air pumps. The more air you pump into an engine, the more air/fuel you can burn, and the more power you can make. Building horsepower is not quite as simple as that, but it’s the basic concept. The cylinder head is the main component that flows air/fuel in and exhaust gases out. The cylinder head is a major component in building horsepower and torque.

The key parts of any camshaft are the lobes. As the camshaft spins, the lobes open and close the intake and exhaust valves in time with the motion of the piston. It turns out that there is a direct relationship between the shape of the cam lobes and the way the engine performs in different speed ranges.

Suspension

Today’s late model performance vehicles have some of the most advanced suspension systems available. These systems typically cater towards providing excellent handling characteristics while also providing the smoothest ride possible. However, for the performance enthusiast this may be a limiting factor to achieve the best possible lap times on the road course or ET in the ¼ mile. Vengeance Racing offers several performance suspension upgrades that will help any racer to eliminate performance robbing issues such as wheel hop, body roll, or lack of adjustability in the vehicle’s alignment. From lowering springs to sway bars, and all the way up to full coil over conversions, there are suspension upgrades available to meet most anyone’s demands from their high-performance vehicle.

Boost

Boost is a measurement of resistance.  Boost pressure forces more air into your engine, ultimately creating more power. The more air you can force into your engine, the more power it can produce. However, too much boost pressure can damage your engine and cause severe damage.  A more efficient engine will utilize boost better.  More boost doesn’t always mean more horsepower.  It’s a delicate balance of boost and intake temperature.  As boost increases so do temperatures, making the air less dense.  Less air density means that not enough oxygen is entering the engine which may result in more fuel being burnt and increased power output.  Intercoolers, methanol, and other methods are utilized to reduce temperatures.

Positive Displacement Supercharger

The Positive Displacement Supercharger, e.g., Whipple or Magnuson, is the simplest of all blowers. It doesn’t compress the air inside the supercharger; it’s an air pump. The compression takes place in the cylinders and manifold.

Centrifugal Supercharger

The centrifugal supercharger, e.g., Procharger or Vortec, is very similar to a turbocharger, except is driven by a belt off the engine, while the turbocharger is driven by the force of the exhaust gases. This type of supercharger runs at extremely high speeds. Due to the design of these units, the faster the impeller spins the more boost the blower makes. As a result, centrifugal superchargers don’t start producing boost until about 3,000 rpms and steadily builds more boost, creating a linear acceleration. This is great for daily driven vehicles as the characteristics are like naturally aspirated vehicles lower in the RPM range.

Turbocharger

Turbochargers were originally known as turbosuperchargers when all forced induction devices were classified as superchargers. Nowadays the term “supercharger” is usually applied only to mechanically driven forced induction devices. The key difference between a turbocharger and a conventional supercharger is that a supercharger is mechanically driven by the engine, often through a belt connected to the crankshaft, whereas a turbocharger is powered by a turbine driven by the engine’s exhaust gas. Compared to a mechanically driven supercharger, turbochargers tend to be more efficient, but less responsive. Turbos employ a device called a “wastegate,” which bypasses exhaust gas past the turbo when a certain boost limit is reached.

Air to Water Intercooler System

Custom air to water intercooler systems are available for most any supercharged or turbocharged application.  Air to water systems offer the ultimate solution for intake air temperature cooling by utilizing cold water to cool down the intake charge coming into the engine.  These systems utilize a reservoir to fill with water and/or ice, intercooler cores, a heat exchanger, and custom charge piping to keep inlet temps cool in even the most extreme situations.

Engine Reinforcement – prepping for horsepower

Not every engine is mechanically ready to make big horsepower.  There are limiting factors in OEM components that come into play.  Most engines these days have cast pistons and rods that are just strong enough to hold much power.  Motors like the LT1 GM engine and the Gen 3 Hemi engines have notoriously weak pistons that don’t handle boost well at all.  

For this Deep Stage Tuning & Performance offers an option of forged rods and pistons so that you can utilize the OEM crankshaft eliminating the need to rebalance your rotating assembly.  Additionally, we offer a fully forged rotating assembly for higher horsepower demands.   There are many options available for your horsepower demands and certainly needs to be taken into consideration to avoid catastrophic and costly engine failures.

[/vc_column_text][/vc_column][/vc_row]