Edelbrock Dual Stage Kit - Pressure Drop
We'd just like to give a big thanks to the crew at East Side Performance for letting us follow along with the install and for sharing so many of their secrets with us. Since 1991, Ken Quartuccio and East Side Performance have been building nitrous race cars for NMCA competition, and in 2000, they committed themselves solely to the LS1 market. Using the same know-how that earned them so many jackets in Memphis, one of East Side's cars became the second LS1 ever to reach the 8s. So, you can be sure they had more than a few tricks up their sleeve. Gary, Sean, Ken and technician Alfred Lassen are pictured here, but behind the scenes, Scott MacDonald and co-owner Richie Beaumont are hard at work handling a lot of the office duties to keep the business running. | 
When we met up with the crew from East Side at the East Coast Shootout, they had just finished installing the wiring harness and hooking up the rest of the fuel system in a frenzied rush... | 
...They had just enough time to put it on the dyno, where it made 610 hp on the first stage, 720 hp on the second, and 870 hp altogether. Before coming to the track, however, they turned down the wick by reducing the size of the jets on the second stage... | 
...Ken estimates that on track day they were making about 770 hp with both systems. | 
The East Side Performance trailer pulled in at about 8 a.m. to Maryland International Raceway, and soon after, unloaded Gary's '00 Camaro SS. The motor was started up then brought up to temperature once, and the rest of the day the crew did their best to keep it as cool as possible. In between each run Gary tested the low-pressure nitrous fuel system because the altitude would change the flow rate. The regular line was unhooked and the test line in its place while the motor was cranked over. Changing the fuel pressure also helped dial in the nitrous mixture as needed. | 
Traction was scarce under the hot Maryland sun, and it was hard for Ken to do better than low- to mid-1.40s to the 60-foot mark. Normally, the Camaro is a full tenth quicker out of the hole, however, it more than made up for it further down the track. A new best of 9.14 at 149 mph was posted and backed by several 9.17 passes. That's about two tenths and 5 mph faster, spraying roughly the same amount of nitrous! Best of all, the catch can was bone-dry all day long. "Not one drop," Ken said when I asked if it pushed any water. (Photograph by Rick Jensen) | 
Feeling confident that the motor could handle the extra power, Gary and Ken decided to make one more pass with the larger jets that they had used on the dyno. Gary got to work at putting in the .030 nitrous and .028 fuel jets. Just as they were getting ready to run, a last-minute inspection revealed a cracked flywheel... | 
...So, for now, they would have to settle for a low-9-second pass instead of the high-8-second timeslip they knew it was capable of. While changing the flywheel, Gary said they would also be going back to the higher stall converter they used in the past. A tighter unit was put in with the old system since it was spraying more nitrous out of the hole. As soon as the new systems are dialed in, it looks like 8s aren't too far behind, but we can't say the same for the competition. | |
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