MoparMax covers all automotive things Mopar. A new issue of MoparMax.com is published on or around the 15th of each month and is updated throughout the month.
CEO, Jeff Burk
Editor & Publisher, Richard Kratz
Managing Editor, COO Kay Burk
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Published by Racing Net Source LLC, 607 Seib Drive, O'Fallon, MO 63366 - Phone: 636.272.6301
Racing Net Source LLC is licensed to use MOPAR, a trademark of Chrysler Group LLC, in the title of the magazine MOPAR MAX. No other connection with Chrysler Group LLC is expressed or implied. The editorial opinions are those of the publisher and do not necessarily represent the views of Chrysler Group LLC.
DIRECTOR OF OPERATIONS
Director: Casey Araiza
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Production Monkey: Axel G.
Racing Net Source LLC
607 Seib Drive
O'Fallon, MO 63366
Editor & Publisher
CEO Jeff Burk
COO Kay Burk
DIRECTOR OF OPERATIONS
Director: Casey Araiza
Director: Dave Ferrato
Contact: Casey Araiza
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Jason Bentley’s 2016 Scat Pack Dodge Challenger features a 6.4L (392 Hemi) connected to an 8-speed automatic transmission. The Hemi packs a whopping advertised 485 horsepower and 475 lb-ft of torque. The 392 Hemi also features an active exhaust to create a very distinctive engine rumble. Jason ordered the Challenger with the Shaker hood. The Shaker hood scoop allows fresh air to ram into the air filter housing, and then the filtered air passes to the factory throttle body and intake.
With the reintroduction of the retro-look Dodge Challenger by Chrysler, LLC in 2008, the Mopar high-performance world was set on its ear. The factory horsepower of the 5.7L, 6.1L, 6.4L, and 6.2L Hemis has been phenomenal, and the proliferation of performance parts by the aftermarket has pushed the output of the late-model Hemis far beyond anything the Chrysler brass could have imagined in the 1960s. Not only have the factory and aftermarket thrust the horsepower numbers into rarified air, they have increased the fuel economy efficiency, provided excellent drivability with extended service intervals, and developed luxuriously comfortable interiors that make the Challengers a pleasure to drive on any day.
Jason Bentley is a lucky owner of one of these highly desired and respected late-model Challengers. Jason, a military veteran and currently a Deputy Chief with a central Pennsylvania police precinct, has been a fan of all Mopar products since the day as a newborn he came home from the hospital in his father’s ’70 Cuda. Through his early years, Jason had an opportunity to work on his father’s ’68 Cuda with a 392 Hemi, a ’73 Charger SE with a 400, and a Chrysler LeBaron.
Jason’s 1968 Charger was owned for twenty years. While in the military stationed in Mississippi, Jason purchased the Charger, and over the years as Mopars came into and out of his life, the Charger remained the mainstay of his fleet. Eventually, Jason’s ideal of a performance car changed, and the 440 Charger was sold. The proceeds from the sale where applied to the new Scat Pack Challenger.
As a newborn, Jason came home from the hospital in his Dad’s 1970 Cuda. The Cuda was sold, and then just before Jason’s 16th birthday, Jason’s dad repurchased the Cuda. Jason learned how to drive in the Cuda. You have to love the 70s-custom wheel well flares.
Jason learned to drive in his father’s ’70 Cuda that had been sold and subsequently repurchased just in time for Jason’s 16th birthday. In 1995, Jason enlisted into the US Air Force, and he requested active duty in the southern states. He hoped to take advantage of his deployment and find a southern rust-free Charger (preferably a 1970). While at Columbus AFB in Mississippi, Jason found a ’68 Charger with a 383 for $4800. He quickly snapped up the Charger, and he drove it back to the AFB that night. After a tour in the Middle East, marriage, children, and a succession of Mopar products coming and going, the ’68 Charger remained the mainstay of the fleet.
Your author had a chance meeting with Jason at Beaver Springs Dragway (BSD) several years ago. Jason was having some drivability concerns with his now 440 equipped Charger. The conversation about the drivability concerns moved to the idea of running the Charger on a chassis dyno to dial in the ignition and carburetion without wreaking havoc on the streets of Williamsport, PA. The dyno time never transpired, and Jason continued to work with the Charger. He eventually got the 440 set up to his liking, but as can happen, Jason’s passion about the Charger changed, and it was no longer the car he desired.
Jason was bitten by the late-model Mopar performance, and driving a Charger Pursuit Hemi while on the job cemented his belief that it was time for something new. He elected to sell the ’68 Charger after 20 years of ownership to a man in Cincinnati. He took the proceeds from the sale to Fairfield Dodge in Muncy, PA, and ordered a 2016 Scat Pack Challenger. Jason ordered a B5 Blue Challenger with a Shaker hood, 20” wheels, and an 8-speed automatic transmission.
The Scat Pack Challenger
Within weeks Jason’s Challenger arrived at Fairfield Dodge, and it was not too long before Jason started personalizing the Challenger with well-selected aftermarket performance parts. A DiabloSport Trinity tuner and Powertrain Control Module (PCM) led to installing a pair of Nitto 275/40ZR20 drag radials on factory wheels in an effort to wrestle the increased torque of the Hemi to the ground. At BSD, Jason whittled the elapsed time (ET) down to a best of 12.40 seconds at 112 mph. Based upon the ET, the Hemi was putting down just under 400 horsepower to the rear wheels, while the mph placed the horsepower closer to 430 hp at the wheels.
In either case, Jason’s 6.4L Hemi provides plenty of potential under his right foot. Jason recently raced in the Cool Street class at the Beaver Springs Mean Street Nationals, and the Challenger went deep into the show until the clock struck midnight, and Jason was eliminated from competition. The Hemi has proven to be consistent, and Jason is not the least bit afraid to bury the loud pedal deep into the carpet.
Performance Throttle Body
Moe’s Performance of Conroe, TX has developed a process that modifies a factory throttle body (TB) to increase the ability of the air to flow into an engine. What Moe’s Performance does is CNC machine a factory throttle body’s inlet and outlet to a larger size without altering the actual butterfly diameter. The CNC machining process tapers the inlet to the butterfly and expands the taper after the butterfly creating a venturi effect that increases the air velocity through the throttle body. This design increases the airspeed in the TB to improve the throttle response in conjunction with an increase in the engine torque and horsepower. To maximize the performance increases, one of the many aftermarket tuners should accompany the installation of the Moe’s Performance TB.
Years ago, Jason purchased a Moe’s Performance TB for his ’09 Dodge Ram. With just a performance tune on the PCM, the truck’s ET dropped from a 15 flat to the 14.6s in the quarter mile. Impressed with the drop in ET of the Ram equipped with the Moe’s TB, Jason purchased a Moe’s throttle body for his Challenger. Jason selected a new freshly machined 87mm inlet throttle body for $379. If that is a bit pricey, Moe’s Performance offers a service where they will machine your engine’s TB. Just send them the TB (and $160), and with their quick turnaround time, you will be back on the street in just a few days.
VOLUME XII, ISSUE 2 - MAY/JUNE, 2017
The Challenger was strapped to the Mustang chassis dyno at Pennsylvania College of Technology (Penn College) in Williamsport, PA. The students ran the Challenger, and after three successful WOT runs within 1% of each other (torque and horsepower), the peak torque was 406 lb-ft of torque from 4150-4400 rpm, and the peak horsepower was 417 hp at 6000 rpm. The average torque for the best pull was 390 lb-ft, and the average horsepower was 333 hp. A DiabloSport Trinty tuner and matching PCM with a custom HemiFever Tuning tune was used to establish the baseline runs.
Jason arrived with the Challenger and the throttle body at the Pennsylvania College of Technology (PCT) campus during the Automotive Dynamometer and Performance Parts Testing I class. The students were quickly smitten by the deep blue paint, the blacked out wheels, the 6.4L Hemi, and the 2700-miles on the odometer. A few students noticed the BSD tech stickers on the windshield accompanying a BSD 100 mph club sticker.
A minute trepidation arose when it was realized that Jason had driven the Challenger to the dyno session with the drag radials mounted on the factory aluminum 20” wheels. Drag tires, especially drag slicks, tend to ball up on a double-roller dyno like the PCT Mustang chassis dyno. Due to the drag radials and the fact the room was full of students, it was decided the runs would all be performed in fourth gear. Fourth gear would reduce the wheel speed and lessen the concern about the drag radials maintaining a safe shape and not coming apart at speed. Whenever students are in attendance, it is better to be safe than have an accident and get strapped with a lawsuit.
Would the fourth gear pulls drop the peak numbers? Probably a touch, but if all the parameters of the testing were kept the same, the increase (or decrease) in torque or horsepower would be due to the component being tested and not the gear selected. If the students had not been present, a sixth gear pull would have been selected and a dash more torque and horsepower may have been achieved.
Pennsylvania College of Technology student Nate Steinruck removed the Shaker cover to gain access to the factory throttle body. The cover is held in place with several fasteners, and a wrench is provided from the factory to ease in the fastener removal. Nate used a ratchet and a 10mm socket rather than the factory wrench.
Nate continued with his teardown of the shaker scoop assembly. The baseplate was next component to be removed. Several fasteners and the ducting to the baseplate had to be removed, and then the baseplate was separated from the Hemi.
After the Challenger was looked over for any mechanical concerns (and none where found), it was moved to the dyno facility and strapped to the dyno. The engine, transmission, and rear end where brought up to operating temperature by running the Challenger at a fixed speed of 55 mph for five minutes. The tire pressures were adjusted after the warmup session. With the PCT Mustang dyno, the drivetrain parasitic losses have to be checked, so the Challenger was run up to 115 mph, and the transmission selector was pushed into neutral. The Challenger coasted down to a stop, and the parasitic data was recorded and automatically loaded into the Mustang PowerDyne software. This information provides a general overview of the drivetrain losses and allows the Mustang chassis dyno some compensation values for each power curve (a run on the dyno at wide-open throttle (WOT)).
All of the dyno pulls for the baseline and subsequent testing were run from 3000 rpm to 6000 rpm. After three successful WOT runs within 1% of each other (peak torque and horsepower), the peak torque was 406 lb-ft of torque from 4150-4400 rpm, and the peak horsepower was 417 hp at 6000 rpm. The average torque for the best pull was 390 lb-ft, and the average horsepower was 333 hp. These runs were performed with a custom HemiFever Tuning tune on the DiabloSport Trinity tuner and PCM.
Moe’s Performance Throttle Body Runs
With solid figures of the HemiFever Tuning tune and the stock throttle body, it was time to remove the stock TB and install the new Moe’s Performance 87mm TB. The removal is straight forward. PCT student Nate Steinruck jumped in and removed the Shaker’s upper cover and baseplate to gain access to the TB. He then removed the air inlet ducting from the air filter box to the TB after disconnecting the intake air temp (IAT) sensor from the wiring harness. Four bolts were removed, a wiring connector was disconnected, and the throttle body was freed from the intake plenum. With the factory O-ring gasket still in place on the plenum, Nate installed the new 87mm TB onto the plenum torqueing the four bolts to 105 in-lbs. He reversed the removal procedures to complete the installation.
With the baseplate removed, access to the throttle body was achieved. The throttle body’s inlet ducting (left and above the air inlet box) was next to be removed. The inlet ducting was secured to the throttle body and the air filter box with worm screws that were loosened allowing the removal of the ducting. The ducting was set aside for later use.
With the inlet ducting removed, Nate systematically removed the four fasteners that secured the throttle body to the intake manifold. After disconnecting the wiring harness from the throttle body, the throttle body was freed from the intake manifold.
With the throttle bodies side-by-side, the difference between the Moe’s Performance 87mm throttle body (left) and the factory throttle body (right) can be clearly seen. Moe’s Performance provides a new CNC machined throttle body that matches your vehicle’s throttle body requirements, or they will CNC machine your throttle body at a lesser expense.
The Moe’s Performance CNC machine work can be seen as the throttle body’s inlet narrows down to the factory butterfly (arrow). The same taper then expands outward (growing diameter) on the other side from the butterfly. This tapering and then expansion of the air through the throttle body causes a venturi effect (speeds up the airflow at the butterfly), which increases the amount of air that moves through the throttle body at wide-open throttle.
Once complete, the Hemi was started and another five-minute run at 55 mph was performed. There was no “check engine” light illumination during the warmup run and everything with the Hemi seemed good, so the Challenger was again readied for three additional dyno runs.
The Moe’s Performance throttle body did not disappoint; in fact, all the performance criteria were up. Peak torque rose to 413 lb-ft of torque from 4150-4300 rpm, and peak horsepower climbed to 425 at 6000 rpm. With the Moe’s Performance TB, the peak torque increase was 9 lb-ft, and the peak horsepower increase was 8 hp. The average torque increased 8 lb-ft to 390 lb-ft of torque, and the average horsepower grew by 7 hp to 340 horsepower. Also noticed during the testing was the increased throttle response when the gas pedal was rapidly pushed to the floor.
The 2700-mile factory throttle body operates well, but as can be seen (arrow), there is a step in the throttle body that can interrupt clean airflow. With the torque and horsepower the Hemi puts to the tires, the interruption of the airflow must be minimal, but it is there.
With the intake manifold O-ring gasket in place, Nate slipped the Moe’s throttle body onto its mounts on the intake manifold. The factory fasteners were torqued to 105 in-lbs. Nate reconnected the throttle body’s wiring harness and secured the inlet ducting to the throttle body.
The baseplate was fastened in place, and the ducting to the baseplate was reinstalled. Nate then installed the Shaker cover, and the Hemi was warmed up and checked for any engine codes. No codes were caused by the installation of the throttle body, so the Challenger was readied for the dyno.
The Challenger was strapped down to the Penn College Mustang dyno for another series of runs. The Moe’s Performance 87mm throttle body picked up the Challenger’s performance at the rear wheels. The peak torque rose to 413 lb-ft of torque from 4150-4300 rpm, and peak horsepower rocketed to 425 hp at 6000 rpm. The peak torque increase was 9 lb-ft, and the peak horsepower increase was 8 hp with the Moe’s Performance throttle body. The average torque increased 8 lb-ft to 390 lb-ft of torque, and the average horsepower grew by 7 hp to 340 horsepower. Also in this photo, note the drag radials. The drag radials caused a bit of concern, but it turns outs the drag radials did not cause any problems during the testing.
The Mustang chassis dyno trace shows the great increase in torque and horsepower (blue lines) of the Moe’s Performance throttle body over the stock torque and horsepower (red lines). The Hemi was run from 3000 rpm to 6000 rpm. The horsepower peaked at 6000 rpm in all the runs. There may have been a few more ponies above 6000 rpm, but it was elected that the pulls would go only to the six-grand mark.
The Moe’s Performance 87mm throttle body proved to be a potent performance enhancer with an additional 8 hp on tap. The 8 hp equates to about a .08 quicker ET of the heavy weight Challenger in the quarter mile, and a speed increase of about 1 mph finish line trap speed over the stock throttle body.
If a machined throttle body from Moe’s Performance is purchased, the dollar/hp value is $47.38 per horsepower, but if it is decided to send your throttle body to them, the dollar/hp value plummets to $20 per horsepower. Regardless the cost paid to obtain a Moe’s Performance TB, the throttle body was a snap to install, caused zero drivability problems, and increased the potential of the Hemi. If an aftermarket tuner is currently being employed, a Moe’s Performance 87mm throttle body may be a great investment for an additional performance advantage over your competition.
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