10 Easy Ways to Increase Engine Performance

IQ Newswire


Since the invention of the internal combustion engine over a century ago, many performance claims have been made, each with its own set of letdowns. These promises include miraculous lubricants, gasoline additives, innovative carburetors, fire-injector spark plugs, and several other miraculous paths to power.

However, in the realm of high-performance engines, nothing comes for free. Physics, mathematics, and the method of converting thermal energy into mechanical motion are the main subjects of engines.

So how can we use that heat energy and rotating monkey motion to get an extra twist?

Here are ten quick and simple techniques to improve your vehicle’s horsepower and engine performance. Ensure that everything is completed correctly and doesn’t affect the manufacturer’s guarantee.

Synthetic lubricants

    Synthetic lubricants extend the life of engines by lowering friction. Compared to conventional oils, synthetic lubricants improve the lubrication between moving parts. 

    Because they don’t malfunction in high-stress, high-heat environments, performance applications frequently use them. They also provide exceptional protection against high temperatures and cold weather performance. 

    Synthetic oil is designed to be more resilient regarding pumpability at low temperatures, stability at high temperatures, and deposit protection.

    Fuel line right-sizing

      You might laugh, but you’d be surprised how often we get this wrong. You cannot achieve 450 horsepower with a 5/16-inch gasoline line. You will not do well like trying to gulp iced tea quickly via a cocktail straw. High-performance engines need fuel and lots of it. 

      A minimum 3/8-inch gasoline line size is advised for most applications. For engines with more than 500 horsepower, a 7/16-inch fuel line is needed. 

      If your system is now set up poorly, you might want to consider getting a fuel line repair so your engine can run as efficiently as possible.

      Check Ignition

        We don’t examine ignition systems unless we see a misfire and a “Check Engine” light because they have become minimal maintenance during the previous 20 years. The reality is that ignition systems should always be maintained on cars.

        Furthermore, spark plugs still require routine replacement. When it’s time to replace your ignition components, choose the best high-performance ignition parts available, such as platinum tip spark plugs, ignition wires, and coils.

        Your best bet is either original equipment grade or premium aftermarket parts like MSD. The explanation is that power equals precise ignition action. Misfires and dim lightouts result in power outages, fuel waste, and higher emissions from the exhaust system.

        No matter how tiny, a strong spark from a high-energy ignition system does affect power. The takeaway is that these factors add up to considerable overall horsepower gains.

        Another power characteristic you should experiment with carefully is ignition timing, as too much of it can harm your engine. Using traditional distributor ignition systems, start your work at 32 degrees BTDC (Before Top-Dead Centre) by doing a road test or dyno pull.

        Set overall timing at 2500 rpm. Next, proceed with the road/dyno testing and the timing, one degree at a time: 33, 34, 35, and so on. Never take a timing reading of more than 36 degrees BTDC.

        It’s ridiculous that some tuners go as high as 38, 40, or 42 degrees BTDC. Any temperature above 36 degrees BTDC carries a detonation risk.

        In the event of an abrupt lean condition and early timing, the engine may fail at wide-open throttle in nanoseconds.

        For ignition timing with electronic engine control, a specialist who understands how to adjust fuel and ignition maps to obtain power without causing engine damage is necessary.

        Larger throttle body and injectors

          More horsepower will be produced via a larger high-performance throttle body. You may increase your horsepower and torque by as much as 10–20%, depending on the kind of engine you have. There’s just a catch, though. You risk losing power if you get too big.

          You must prepare beforehand because not every engine suits a larger throttle body. Explore the internet to find out what other people using the same engine are doing, then follow their example.

          Additionally, remember that higher-flow fuel injectors are needed for greater throttles. The size of the injector and throttle body are proportionate.

          You ought to have your car tuned by a trustworthy dyno tuner, who will alter the fuel and spark curves to optimize your throttle body/injector upgrade.


            The most efficient approach to gaining horsepower is to raise compression. By adding compression to your engine, you can increase power. There has never been a more sensible method of generating power in more than a century of internal combustion.

            However, exercise caution when increasing compression. Because cam selection impacts cylinder pressure or working compression, compression and cam selection go hand in hand.

            Your engine builder is the best person to counsel you on compression and cam choice. To obtain power without causing harm to your engine, both must be selected cooperatively.

            These days, compression ratios higher than 10.0:1 might result in spark knock, pre-ignition, detonation, or what’s commonly referred to as “pinging” if insufficient octane is used. As you bump compression, watch the fuel and spark curves.

            Additionally, keep in mind that the pump gas has changed. However, if you have the money, five-gallon high-octane, smog-legal unleaded fuel cans are available.

            Found-bonus power

              Take a moment to consider this: your engine truly generates more power than it consumes. Think about the energy wasted due to internal friction in parts that require enormous amounts of energy to move.

              And think about all the heat energy wasted in the atmosphere and not converted into electricity. Are you aware that 70–75 percent of the heat energy produced by gasoline and air is wasted by your engine when it is off?

              Twenty-five percent goes through the cooling system, and 50% exits the exhaust. This indicates that we only extract about 25% of the BTUs (British Thermal Units) from the fuel. Discuss waste. It is derogatory to efficiency specialists worldwide.

              So, how do you reduce friction and free up power?

              • Roller tappet camshaft
              • Roller rocker arms
              • Dual-roller timing set
              • Needle-bearing cam sprocket
              • Low-tension piston rings
              • Greater piston-to-cylinder wall clearances (within limits)
              • Greater bearing clearances (within limits)
              • Greater valve-to-guide clearances (within limits)
              • Windage tray (oil windage at high rpm robs power

              Remember that there is always a trade-off. You save money using low-friction parts like rocker arms and roller tappets but also lose money. Durability is somewhat sacrificed when using low-tension piston rings and more generous clearances.

              How much power is stolen from you by your car’s driveline? Furthermore, tire inflation and wheel/tire size contribute to sluggishness, despite the fact that this may sound like an old saw.

              The more force required to move your car, the larger its contact patch is. When you accelerate quickly, an underinflated tire will give the impression that your car is tethered to a tree.

              Depending on the outside temperature, inflate tires to the manufacturer’s recommendation. Pressure is directly impacted by temperature.

              Velocity stack

                A trumpet-shaped device called a velocity stack is installed at the air entry of an engine’s intake system, carburetor, or fuel injection to enhance airflow. As a result of the product’s reduction of induction turbulence, horsepower should rise.

                Dual-plane manifold

                  This is another one that most performance enthusiasts get wrong. We overlook torque since we’re too preoccupied with focusing on horsepower. Not horsepower, but torque is your friend on the street. 

                  When the throttle is wide open, you want the torque to easily transition into horsepower. However, using a single-plane intake manifold won’t get you there efficiently.

                  With a dual-plane intake manifold, an engine can breathe at high rpm and still have excellent low-to-mid-range torque. This results in higher torque values during acceleration and higher horsepower values overall.

                  Long intake runners on the dual-plane manifold provide torque, while high ceilings produce horsepower. Another option is to use a carburetor spacer to increase the torque a traffic light produces.

                  Experiment with jet size

                    Dyno testing has repeatedly shown us that jet swaps can positively or negatively impact power. You should get a Holley jet kit and explore a little since either too much or too little can result in power losses.

                    Start with primaries and work your way up to secondaries, increasing the jet size one at a time to observe what results. Err on the side of richer rather than leaner, always. Start regressing one jet size at a time if you lose power as you become wealthier.

                    When at it, take a spark plug reading immediately following a wide-open throttle shutdown to decide what to do next.

                    While you’re in there, take out the fuel line screen from any carburetor that has one located at the fuel bowl. There is no need to worry about fuel supply hindrances with an in-line fuel filter.

                    Cylinder head

                      Choosing a cylinder head was formerly very modest when it came to increasing engine performance. These days, selection is blatantly immoral. If done correctly, a decent cylinder head swap will increase your power. Not always does bigger equate to better.

                      To make an informed choice, consider:

                      • flow numbers
                      • valve and port sizes
                      • other factors.

                      Keep in mind that torque is what you want on the street. Therefore, appropriate exhaust scavenging with a decent intake velocity is required. To get there, you don’t need enormous valves and enormous ports.

                      Additionally, you want a camshaft shape that complements the cylinder heads, resulting in excellent overlap and flow-through momentum.

                      Final Thoughts

                      In conclusion, boosting your engine’s performance can be straightforward and effective with these ten easy tips. By regularly maintaining your engine, using high-quality fuel, and making a few simple upgrades, you can enjoy better performance and a smoother ride. 

                      Remember, taking care of your engine enhances its power and extends its lifespan, saving you money in the long run. Start implementing these tips today and experience the difference in your vehicle’s performance.

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