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 As soon as we got the new...  As soon as we got the new SLP Ram Air H.O. hood, we brought it to our local body shop, Charlie's Auto Collision in Little Egg Harbor, New Jersey. Here, Justin is wet-sanding the (Cyclops) hood in preparation for primer and paint. |
 After primer and paint (basecoat-clearcoat)...  After primer and paint (basecoat-clearcoat) Bob and Chad bolted on the hood. We should have followed SLP's instructions and trial-fitted the hood before having it painted. |
 Here we see the rear portion...  Here we see the rear portion of the hood sitting a little too high and rearward (about 11/44 inch). Our hood was the first one produced (preproduction). SLP assured us all of the following hoods produced would be scalloped in the hinge area to prevent any fitment problems. |
 We ended up elongating the...  We ended up elongating the bolt holes in the hinges about 11/44 inch. This will let the hood sit more forward in perfect position. |
In Parts I and II of this story, we learned that the SLP bolt-ons (airbox, headers, hi-flow cat, after-cat exhaust, and 1.8:1 rockers) were worth over 35 hp and 15.8 lb-ft of torque at the wheels, but we wanted to see if our GT could e.t. as quickly as a stock GTP. Unfortunately, I couldn't get the Grand Prix from my busy wife for bone-stock baseline e.t.'s. At different tracks and on SLP's Customer Appreciation Day, we noticed stone-stock, naturally aspirated 3800's usually turn high 15s to low 16s at 82-84 mph. We'll have to use those observed e.t.'s for our baseline. With the SLP mods, we were hoping to go high 14s or low 15's-that's stock supercharged 3800 territory.
Another mod for testing is the new SLP Ram Air H.O. hood (nicknamed Cyclops). This new fiberglass hood will not only save some weight, but it will also allow the engine to ingest cooler outside air and will provide a meaner appearance.
Before installation, technicians at Charlie's Auto Collision (Little Egg Harbor, New Jersey) block-sanded and painted the SLP hood. I later found out I should have followed SLP's instruction sheet and trial-fitted the hood before installation (see captions).
At The Track - Our co-workers from GM High-Tech Performance and Muscle Mustangs & Fast Fords magazines arranged a test day at Raceway Park, English-town, New Jersey. Most racers know that E-Town is one of America's leading tracks when it comes to traction and low e.t.'s. For our strip test, we were greeted with a wonderful Indian summer day for October with a high of 72 degrees.
When we began testing, the temperature was a cool 68 degrees, and the crew at E-Town sprayed the track surface with the sticky stuff to ensure a good bite. We inflated the tires to 35 psi front and 45 psi rear. Our heavy toolbox was removed from the trunk before any passes were made.
After a one-hour cooldown from the 90-minute ride, we pulled our Poncho up to the line. By slowly stepping on the go pedal to avoid wheelspin, we were rewarded with a 15.12 at 89.72 mph. We hot lapped (minute-later-backup run) for more starting line practice and turned a 15.19 at 89.34 mph.
For the entire day, we cooled down the 3800 by utilizing the SLP fan switch. All runs would be made with the stock gauge just rising from the 160-degree mark for when we pulled up to the line. Consistent driving and temperature control would be the best we could do for reliable strip test results.
Next we removed the solid, holeless lid from the top of the SLP airbox and installed the ram-air lid with the hole to let the cooler and denser outside air in via the hoodscoop. At this point, it was 70 degrees. A quicker 15.06 at 90.26 mph was the result. Impressed from the gains the fresh-air hood provided, we were now aiming for the 14s.
In our quest for a lower e.t.s, we removed the screen from the MAF sensor/throttle body. Right away we noticed better throttle response, but would we be rewarded with a quicker quarter-mile? The mod helped us to a best-of-the-day 2.16 60-foot along with a slightly improved 15.05 at 90.00 mph. We tried a minute later backup run, but slight wheelspin slowed us to a 2.24 60-foot and 15.15 e.t.
We weren't about to give up on the 14s, but like a real knucklehead, I forgot to bring SLP's Air Temperature Module. The module could have added a couple more degrees of spark timing to help reduce e.t.'s further, just what we were after.