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Displaying 21 to 27 (of 27 products) Result Pages: [<< Prev]   1  2  3 
 
cssbody=[dvbdy2] cssheader=[dvhdr2] fade=[on] fadespeed=[0.05] header=[NOS Nitrous LS2 or LS3 Conversion Plate Kit] body=[<img src="images/NOS-13435NOS.gif" border="0" alt="" width="200" height="160">]   NOS Nitrous LS2…
# LS2 Conversion Plate Kit# Kit comes with hoses, plate, gaskets, and jets.
# LS2 Conversion Plate Kit
# Kit comes with hoses, plate, gaskets, and jets.
  $195.00 
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cssbody=[dvbdy2] cssheader=[dvhdr2] fade=[on] fadespeed=[0.05] header=[Supercharger Package, 2010 V8 Camaro 575HP Black Finished TVS 2300 Intercooled] body=[<img src="images/90410-2.jpg" border="0" alt="" width="200" height="133.5">]   Supercharger Pa…
SLP's High-Output TVS 2300 Supercharger (black finished) for the all-new 2010...
SLP's High-Output TVS 2300 Supercharger (black finished) for the all-new 2010 V8 Camaro is the same technology offered in the new ZR-1 Corvette. It safely provides 6 PSI of boost, creating stump-pulling torque and neck-breaking acceleration. It increases the power and torque of the stock LS3 6.2L V8 engine at the flywheel from 426 HP to 575 HP @ 6350 RPM, from 420 ft-lbs. stock to 550 ft.-lbs. of torque @ 3650 RPM and an astounding 500 ft-lbs. @ 2200 RPM! This supercharger package is emissions-legal in all 50 states, E.O. pending. Each package includes all necessary hardware and installation instructions. Note: Horsepower and torque figures are slightly lower on L99 engines.

2010 V8 Camaro Supercharger Package Features:     * Fits both L99 and LS3 V8 engines.
    * Black-finished for an OEM appearance.
    * Fits under the stock hood without modifications.
    * Increased torque and horsepower from idle to redline providing more power under the curve.
    * Self contained lubrication system that is maintenance-free.
    * Hand-held programmer re-programs the factory ECU.
    * Interfaces seamlessly with factory Active Fuel Management system.
    * Emissions-legal in all 50 states.    Engine Power Dyno Chart


Wheel Power Dyno Chart
 
  $6,995.95 
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cssbody=[dvbdy2] cssheader=[dvhdr2] fade=[on] fadespeed=[0.05] header=[Torco Accelerator, Unleaded Race Fuel Concentrate, 5 Gallon Jugs] body=[<img src="images/torco_5gal_lg.jpg" border="0" alt="" width="200" height="200">]   Torco Accelerat…
Torco Accelerator, Unleaded Race Fuel Concentrate, 5 Gallon JugsDescription: ...
Torco Accelerator, Unleaded Race Fuel Concentrate, 5 Gallon JugsDescription: Due to shipping hazardous requirements, we are only able to ship Torco to the lower 48 states. The Unleaded concentrate when blended with a 93-octane super unleaded makes up to a 107-octane race fuel for many of today's race cars, streetcars, motorcycles, watercraft, ATV's, and many other motor sport applications!

Great for two and four cycle engines.

Accelerator works as well as any performance unleaded fuel within the limits of compression and RPM's per application. Torco markets Accelerator as a race fuel concentrate. Before discussing this product, lets first address key differences between a racing fuel and pump fuel. The obvious one is octane. Under the US octane rating system AKI (Anti-Knock Index) pump fuel is graded as (RON+MON)/2. Meaning if a fuel had a RON (Research Octane Number) of 96, and a MON ( Motor Octane Number) of 90 its AKI would be 93. Race fuels can be graded on any of the standards AKI, MON, RON. So what is octane and why is it important? Octane is what gives gasoline its ability to resist pre-ignition. As displacement, compression, boost, RPM, go up it becomes harder to keep the fuel mixture from igniting prematurely. If under load or high heat, you experience knock with 87 octane, stepping up to 91 octane is logical step for both performance and longevity. If you experience no knock or timing pull at 91 there is no benefit to you stepping up to 93 or higher. The additives that raise octane have less energy than the base fuel, effectively lowering the BTUs of the fuel. That is you will make the most power and have the best fuel economy with the lowest octane that is capable of preventing knock under your specific conditions.

Another major distinction between race and pump fuel is RVP (Reid Vapor Pressure). The easiest, overly simplified, way to think of RVP is as a scale to rate the tendency for the fuel to want to evaporate. In general racing fuels have a much lower RVP than would be found in pump fuel due to the poor starting characteristics that come along with low RVP fuels.

Burn speed is another major difference. Race fuels are blended towards a specific application. The desired burn rate in a Kart at 16k RPM is very different than the target burn rate of something like a big block V8 at 9k RPM. Too fast of a burn and you may experience less than optimum power. Too slow and your exhaust valves may be opening before maximum pressure is reached.

Without going into specific gravity, dielectric constant, and numerous other variables, you should now have a basic understanding that there is a lot more to fuel than just octane. Altering these variables randomly can serve to be counter productive. For the purpose of objectivity lets look at one of the most common indicators. S&H plus Hazards Wastes cost of $44.95 per order will be added to your Charge Card.
  $210.00 
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cssbody=[dvbdy2] cssheader=[dvhdr2] fade=[on] fadespeed=[0.05] header=[Torco Accelerator, Unleaded Race Fuel Concentrate, Case of 6 x 32oz] body=[<img src="images/torco_32oz_lg_1.jpg" border="0" alt="" width="200" height="200">]   Torco Accelerat…
Torco Accelerator, Unleaded Race Fuel Concentrate, Case of 6 x 32 oz. De...
Torco Accelerator, Unleaded Race Fuel Concentrate, Case of 6 x 32 oz. Description: Due to shipping hazardous requirements, we are only able to ship Torco to the lower 48 states by GROUND. The Unleaded concentrate when blended with a 93-octane super unleaded makes up to a 107-octane race fuel for many of today's race cars, streetcars, motorcycles, watercraft, ATV's, and many other motor sport applications!

Great for two and four cycle engines.

Accelerator works as well as any performance unleaded fuel within the limits of compression and RPM's per application. Torco markets Accelerator as a race fuel concentrate. Before discussing this product, lets first address key differences between a racing fuel and pump fuel. The obvious one is octane. Under the US octane rating system AKI (Anti-Knock Index) pump fuel is graded as (RON+MON)/2. Meaning if a fuel had a RON (Research Octane Number) of 96, and a MON ( Motor Octane Number) of 90 its AKI would be 93. Race fuels can be graded on any of the standards AKI, MON, RON. So what is octane and why is it important? Octane is what gives gasoline its ability to resist pre-ignition. As displacement, compression, boost, RPM, go up it becomes harder to keep the fuel mixture from igniting prematurely. If under load or high heat, you experience knock with 87 octane, stepping up to 91 octane is logical step for both performance and longevity. If you experience no knock or timing pull at 91 there is no benefit to you stepping up to 93 or higher. The additives that raise octane have less energy than the base fuel, effectively lowering the BTUs of the fuel. That is you will make the most power and have the best fuel economy with the lowest octane that is capable of preventing knock under your specific conditions.

Another major distinction between race and pump fuel is RVP (Reid Vapor Pressure). The easiest, overly simplified, way to think of RVP is as a scale to rate the tendency for the fuel to want to evaporate. In general racing fuels have a much lower RVP than would be found in pump fuel due to the poor starting characteristics that come along with low RVP fuels.

Burn speed is another major difference. Race fuels are blended towards a specific application. The desired burn rate in a Kart at 16k RPM is very different than the target burn rate of something like a big block V8 at 9k RPM. Too fast of a burn and you may experience less than optimum power. Too slow and your exhaust valves may be opening before maximum pressure is reached.

Without going into specific gravity, dielectric constant, and numerous other variables, you should now have a basic understanding that there is a lot more to fuel than just octane. Altering these variables randomly can serve to be counter productive. For the purpose of objectivity lets look at one of the most common indicators. Price Includes an addtioanl Special Hazard Handling Charge of $12.95 per case for HZMAT fees.
  $113.95 
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  Add to Cart  
 
cssbody=[dvbdy2] cssheader=[dvhdr2] fade=[on] fadespeed=[0.05] header=[Torco Accelerator, Unleaded Race Fuel Concentrate, Case of 6 x 8oz] body=[<img src="images/8-oz-Accelerator-bottle_1.gif" border="0" alt="" width="200" height="133.33333333333">]   Torco Accelerat…
Torco Accelerator, Unleaded Race Fuel Concentrate, Case of 6 x 8 oz. Des...
Torco Accelerator, Unleaded Race Fuel Concentrate, Case of 6 x 8 oz. Description: Due to shipping hazardous requirements, we are only able to ship Torco to the lower 48 states by GROUND. The Unleaded concentrate when blended with a 93-octane super unleaded makes up to a 107-octane race fuel for many of today's race cars, streetcars, motorcycles, watercraft, ATV's, and many other motor sport applications!

Great for two and four cycle engines.

Accelerator works as well as any performance unleaded fuel within the limits of compression and RPM's per application. Torco markets Accelerator as a race fuel concentrate. Before discussing this product, lets first address key differences between a racing fuel and pump fuel. The obvious one is octane. Under the US octane rating system AKI (Anti-Knock Index) pump fuel is graded as (RON+MON)/2. Meaning if a fuel had a RON (Research Octane Number) of 96, and a MON ( Motor Octane Number) of 90 its AKI would be 93. Race fuels can be graded on any of the standards AKI, MON, RON. So what is octane and why is it important? Octane is what gives gasoline its ability to resist pre-ignition. As displacement, compression, boost, RPM, go up it becomes harder to keep the fuel mixture from igniting prematurely. If under load or high heat, you experience knock with 87 octane, stepping up to 91 octane is logical step for both performance and longevity. If you experience no knock or timing pull at 91 there is no benefit to you stepping up to 93 or higher. The additives that raise octane have less energy than the base fuel, effectively lowering the BTUs of the fuel. That is you will make the most power and have the best fuel economy with the lowest octane that is capable of preventing knock under your specific conditions.

Another major distinction between race and pump fuel is RVP (Reid Vapor Pressure). The easiest, overly simplified, way to think of RVP is as a scale to rate the tendency for the fuel to want to evaporate. In general racing fuels have a much lower RVP than would be found in pump fuel due to the poor starting characteristics that come along with low RVP fuels.

Burn speed is another major difference. Race fuels are blended towards a specific application. The desired burn rate in a Kart at 16k RPM is very different than the target burn rate of something like a big block V8 at 9k RPM. Too fast of a burn and you may experience less than optimum power. Too slow and your exhaust valves may be opening before maximum pressure is reached.

Without going into specific gravity, dielectric constant, and numerous other variables, you should now have a basic understanding that there is a lot more to fuel than just octane. Altering these variables randomly can serve to be counter productive. For the purpose of objectivity lets look at one of the most common indicators. Price Includes an addtioanl Special Hazard Handling Charge of $12.95 per case for HZMAT fees.
  $46.95 
  View More Info  
 
  Add to Cart  
 
cssbody=[dvbdy2] cssheader=[dvhdr2] fade=[on] fadespeed=[0.05] header=[ZEX 2010 Chevy Camaro V6 Nitrous System] body=[<img src="images/82380.jpg" border="0" alt="" width="200" height="155.43358946213">]   ZEX 2010 Chevy …
ZEX™ introduces the first nitrous system on the market specifically designe...
ZEX™ introduces the first nitrous system on the market specifically designed for the new 2010 Chevy V6 Camaro, capable of up to 100 additional horsepower With the release of the new 2010 Chevy Camaro, ZEX™ engineers have custom designed a nitrous system specifically tailored for the new technology, direct injection V6. ZEX™ engineers not only tuned the kit to add 55-100 additional horsepower but also made the installation easy and ensured engine safety at the same time. This innovative nitrous system’s Active Fuel Control™ adjusts fuel delivery with changes in nitrous bottle pressure, so that your engine never runs too rich or too lean while spraying. In addition, the system also offers an electronic TPS switch for reliable system activation at wide-open throttle; perfect for the Camaro’s throttle-by-wire system. These patented, innovative features are what makes a ZEX™ nitrous system unlike any other nitrous system out there. The easy-to-install ZEX™ nitrous kit is available in both the classic purple powder-coated bottle and our new Blackout series with its black powder-coated bottle. The ZEX™ kit is simply the easiest way to add serious performance to the new Camaro while at the same time ensuring engine safety. With all of the extra torque and horsepower, you will be passing SS Camaros in no time! For more information about the ZEX™ 2010 V6 Camaro Nitrous System or any other ZEX™ product, call us. Quick Summary
Product:   ZEX™ 2010 Chevy Camaro V8 Nitrous System (LS3 Engines)
Part Number:  #82380  (Classic Purple Nitrous System); #82380B (Blackout™ Nitrous System)
Features & Benefits:
?  Nitrous system is adjustable from 75-175 additional horsepower
?  Active Fuel Control™ adjusts fuel delivery with changes in nitrous bottle pressure
?  Nitrous system operates at an engine safe air/fuel ratio – eliminating potential for damage
?  Throttle-by-wire TPS switch activates nitrous at wide-open throttle
?  Easy two hour plug-and-play installation 
  $699.99 
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cssbody=[dvbdy2] cssheader=[dvhdr2] fade=[on] fadespeed=[0.05] header=[ZEX 2010 Chevy Camaro V8 Nitrous System ] body=[<img src="images/82380.jpg" border="0" alt="" width="200" height="155.43358946213">]   ZEX 2010 Chevy …
The first nitrous system on the market specifically designed for the new 2010...
The first nitrous system on the market specifically designed for the new 2010 Chevy Camaro V8, instantly delivering up to 175 additional horsepower 
 
With the release of the 2010 Chevy Camaro, ZEX™ engineers have custom designed a nitrous system specifically tailored to the Gen V Camaro’s LS3 V8 engine. We not only tuned the kit to add 75-175 additional horsepower but also made the installation easy and ensured engine safety at the same time. 
 
This innovative nitrous system’s Active Fuel Control™ adjusts fuel delivery with changes in nitrous bottle pressure so that your engine never runs too rich or too lean while spraying. In addition, the system also offers an electronic TPS switch for reliable system activation at wide-open throttle; perfect for the Camaro’s throttle-by-wire system. These patented, innovative features make ZEX™ nitrous systems unlike any other kits on the market.
 
The easy-to-install ZEX™ system is available in both the classic purple or the new Blackout™ series with its black powder coated bottle and all necessary accessories for a simple, two hour installation. The ZEX™ 2010 Chevy Camaro V8 Nitrous Kit is simply the easiest way to add serious performance to this new vehicle, while at the same time ensuring engine safety. With all the extra torque and horsepower, it’s not uncommon to see over one second quicker e.t.s in the quarter mile. For more information about the ZEX™ 2010 Chevy Camaro V8 Nitrous System or any other ZEX™ product, call us. Quick Summary
Product:   ZEX™ 2010 Chevy Camaro V8 Nitrous System (LS3 Engines)
Part Number:  #82380  (Classic Purple Nitrous System); #82380B (Blackout™ Nitrous System)
Features & Benefits:
?  Nitrous system is adjustable from 75-175 additional horsepower
?  Active Fuel Control™ adjusts fuel delivery with changes in nitrous bottle pressure
?  Nitrous system operates at an engine safe air/fuel ratio – eliminating potential for damage
?  Throttle-by-wire TPS switch activates nitrous at wide-open throttle
?  Easy two hour plug-and-play installation 
  $699.99 
  View More Info  
 
  Add to Cart  
Displaying 21 to 27 (of 27 products) Result Pages: [<< Prev]   1  2  3 
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