Mugen MF204 Racing Engine

February 2nd, 2012

I like the history of Honda Performance and Racing. Undoubtedly Mugen is one of the premiere Honda Tuning agencies and with their long standing ties they have built up quite a bit of history.

The Mugen MF204 F3 Racing Engine was developed some time around 1988 and ran in the F3 Racing Cars.

(Information Courtesy of www.Mugen-Power.com)
“Following F3 regulation requiring use of commercially available engine blocks and heads, B20a mounted on Prelude was modified into it. (Mugen MF204 Engine) Due to regulated exhaust limit, development was extremely difficult, however, MUGEN won the Japanese F3 constructor’s Championship for 3 consecutive years, and the engine was used in European F3 and won many times.”

Name Mugen MF204
Type B20A DOHC 16V
Displacement 1997ccm
Performance * 125 kW/170 hp at 5000 rev / min *
Torque 235 Nm at 4500 r / min
… Weight 91 kg
12.5:1 compression

* The power of 170 hp is a factory specification from Mugen, the engine rather scattered upward
it is a power of about 190 -200 HP realistic.

Mugen MF204 Racing Engine

Mugen MF204 Racing Engine

Mugen MF204 Racing Engine

Mugen MF204 Racing Engine

Mugen MF204 Racing Engine

 Mugen MF204 Racing Engine

Mugen MF204 Racing Engine

Mugen MF204 Racing Engine

Mugen MF204 Racing Engine

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Used Parts for Days !!! IPG Clearing House !!!!

January 25th, 2012

I compiled a quick list of Used Parts that we have here for sale that need to move out in a text only format.

If there is something that you are interested in please contact us through email at Sales@IPGParts.com or over the phone at 407-324-4684 for more information.

K20a2 Longblock – CP Pistons (low compression, Turbo), Eagle Rods, Supertech Valvetrain — sold
K20z1 Longblock – All Stock — $1800
K20z1 6 Speed Transmission — $895
EP3 K20a3 5 Speed Transmission, needs new synchro’s (pops out of 3rd), No Diff — sold
OEM K20a Type R LSD Differential — $440
Competition Twin Disc Clutch Kit K20 – only about 1k miles since being checked out — $900
(2) Sets of Hasport Mounts – K series into 92-95 Civic, 94-01 Integra — $380/each
DSS 3.9 Axles – K series into EG/DC – complete with Spindles (hubs already pressed in) — $900
5 Lug Suspension, 36mm for Civic/Integra (front spindles/brakes, rear trailing arms/brakes only) – $1200
JDM Red Recaro’s from DC2 Type R — sold
Civic Aluminum Half Size Radiator with Electric Fan (unknown manufacturer) – $120
Precision 6265 Journal Bearing Turbo, T4, 0.81 A/R, S Cover — $775
Garrett GT35r Turbocharger, T3 Flange, 0.82 A/R, some shaft play, still worked wonderfully up until we pulled the turbo from the engine – makes great power — $950
(2) Tial Silver 44mm Wastegate (clamps, no flanges) — $275/each
(2) Tial Q 50mm BOV, Silver, with new Aluminum Flange — $175/each
K Series Sidewinder Manifold, T4 with W/G Dumptube (unknown manufacturer) — $750
BRMS K Series Sidewinder Manifold, T3 with W/G Dumptube and 3” Downpipe — $999
K Series Intercooler Kit, Inlet/Outlet Same Side, spray painted black, aluminum intercooler pipes powder coated matte black, complete with silicone, clamps, etc (setup for sidewinder manifold) — $600
Treadstone K series intercooler, with most aluminum pipes, silicone, t bolts – sold
NRG D Shaped Steering Wheel with Civic/Integra Hub and Quick Release — $195
Tanabe Medallion Touring Catback Exhaust for 94-01 Integra — $400
Blox 2.5” Test Pipe — $60
K20a2 Throttle Body (complete with sensors) –$100
K20a2 Intake Manifold with K20a2 Throttle Body — $175
AEM K Series Fuel Rail – Silver — $90
K20 Thermal Intake Manifold Gasket (unknown manufacturer) — $20
K20z1 Engine Harness — $175
K20a2 Engine Harness — $175
RBC Intake Manifold with K20 Throttle Body — $300
Karcepts Throttle Body Adapter — $40
Koni Yellow Sport Shocks with Custom Rate Ground Control Coilovers and Ground Control Top Hats (EG/DC) — $850
(2) Corbeau Forza-W Seats – Black (Seats only, No Rails or Sliders) — $200/each
Integra GSR Gauge Cluster — $65
Edelbrock Victor X intake Manifold for B16 Head, with secondary fuel rail and nitrous ports (capped off currently) as well as a mustang style throttle body – $200
Accel DFI Engine Management System with Honda B series Harness, sensors, etc — $800
SpeedPro Engine Management System with Honda B series Harness, Sensors, etc – $800
MSD Digital 7, Part # 75314 — $595
OEM Integra Front Seats – Charcoal — $100/pair
Tilton Cerametallic Twin Disc Clutch Kit, Hydro B Series, Freshly rebuilt, 1 new disc, 1 good condition used disc, freshly resprung pressure plate, flywheel, etc — $1000
Tilton hydraulic Release Bearing for Cerametallic B Series Clutch (no master or adapter) — $200
Fluidyne Radiator for 92-00 Civic—Bowed Out, seen better days — $75
205/50/14 Falken Azenis Tires – lots of tread left — $160/set of 4
Bare K20a3 Block — $100
K20a3 Crankshaft — $100
94-01 Integra Doors – Teal — $90/each
94-01 Integra Front Bumper, Teal (grille cut out) — $75
94-01 Integra Hatch – Teal — $95
92-95 Civic Coupe Taillights – Half Red, Half Clear — $75
RSX Shifter Box with Cables and Custom Mount for Swap — $175
JDM EG Gauge Cluster, Black Face, 7200 RPM Redline, KM Speedometer — $65
Black 92-95 EG Armrest — $75
92-95 Civic Coupe Rear Window Visor — $75
OEM EG/DC Shocks with Generic Adjustable Coilovers, Top Hats, Assembled — $100
KYB AGX with Skunk2 Adjustable Coilovers (drag) for EG/DC (no top hats) — $275
Civic / Integra Generic Rear Upper Strut Bar , Silver — $25
Civic / Integra Generic Rear Lower Tie Bar, Silver — $25
PasswordJDM Carbon Fiber Passenger Side Headlight Scoop for EG with Black Intake Arm (B series) — $300
Skunk2 70mm B16/B18 Throttle Body (No TPS, Map) — $175
Injen Cold Air Intake for 96-00 Honda Civic DX (includes filter cover) — $175
Skunk2 Tuner 3 Camshafts for B16/B18c — $450/pair
NGK Spark Plug Wires for D16y7 — $40
JDM K20 Type R Wrinkle Red Valve Cover — $125
Z10 B16/B18 Wet Sump Oil System — $850
Moroso B16/B18 Wet Sump Oil System — $750
Black Vibrant Timing Belt Tensioner for B16/B18 — $90
OEM B Series Intermediate Shaft — $75
Used GSR Pauter Connecting Rods — $500
Used 85mm JE Pistons, B Series, Low Compression — $250
JimFab Torque Mounts for EG/DC/EK — $75
(2) B Series Alternators — $75/each
RPM 74mm B16/B18 Throttle Body, Power Coated Black — $195
JDM 90-93 Integra Gauge Cluster — $75
94-97 Integra OEM Taillights — $80
94-01 Integra LS Gauge Cluster — $50
94-97 Integra Driver Side Headlight — $65
(2) MSD HVC II Coils – Part # 8261 — $145/each
Chase Bays OBD1 B series Engine Harness, mostly complete, setup with AEM EMS — $95
(4) Moroso Oil Filters, Part # 22459 — $8/each
(4) Precision 1000cc Injectors (need to be checked out) — $160/set
(5) B Series Cam Seals, 2 golden eagle, 2 hi boost, 1 str — $10/each

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6 Hour Enduro Wrap Up — Strong Finishing Position

January 18th, 2012

The longest race ever attempted by the IPG Race Team was a huge success.  6 Hours of road racing takes a toll on the car, drivers and crew but the IPG Team managed to run the entire race and actually finished in great position.

The event was the annual PBOC Winterfest 6 Hour Enduro at Sebring Intl Raceway. (January 12th, 2012)

A tough qualifying session put the team in the back of the pack in 42nd place to begin the race.  But endurance racing isn’t always about where you start, it is about consistency and reliability.  Drivers Louis Murphy, Russell McMullen and Richy Gonzalez took turns with 1 hour driving stints throughout the 6 hours and consistent lap times and minimal problems lead the team to a 23rd finishing spot.  Not bad at all considering the front running cars were from the likes of Aston Martin, Riley, and Porsche.

All said and done the team went through about 50 gallons of gas, 4 Toyo R888 Tires, 1 Brake Rotor, and 1 Quart of oil during the approximately 450 miles of racing.

It was a great experience and the team looks forward to competing in another similar race in the near future.

See more images on the IPG Facebook Page at www.Facebook.com/IPGParts

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Time to Go Racing — 6 Hour Enduro

January 10th, 2012

Racing Season is Back !!!

The IPG Race Team is headed to Sebring Intl Raceway January 11th-15th, 2012 for the Annual PBOC Winterfest Event.  The week starts off with a qualifying session Wednesday night in preparation for the 6 Hour Enduro that the team will be competing in Thursday night.  Fielding 3 drivers for the event (Louis Murphy, Russell McMullen and Richy Gonzalez) the team expects to be competitive and keeps the main goal of just finishing the race.  The car being raced is the IPG ITA Acura Integra.  The car will basically run in the same ITA trim that it always runs in with the exception of removing all the ballast weight and adding the Hella Fog lights as approximately 3.5 hours of the Enduro will be run at night time.  The Enduro starts at 3pm on Thursday, January 12th and runs into the darkness with the checkered flag falling around 9pm.  This is the longest event the team will of ever competed in and preparation began as soon as the last race for 2011 ended.

After the 6 Hour Enduro on Thursday evening the team will stick around for the rest of the weekend to enjoy the open track day activities.  If you are in the area feel free to come and check us out. 

 

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Turbo Tech – Wheel Trim

January 5th, 2012

Courtesy of www.TurbobyGarrett.com

Getting a little more complex here.

Trim is a common term used when talking about or describing turbochargers. For example, you may hear someone say “I have a GT2871R 56 Trim turbocharger”. What is ‘Trim?’ Trim is a term to express the relationship between the inducer* and exducer* of both turbine and compressor wheels. More accurately, it is an area ratio.

* The inducer diameter is defined as the diameter where the air enters the wheel, whereas the exducer diameter is defined as the diameter where the air exits the wheel.

Based on aerodynamics and air entry paths, the inducer for a compressor wheel is the smaller diameter. For turbine wheels, the inducer it is the larger diameter (see Figure 1.)

inducer and exducer diameter of compressor and turbine wheels

Figure 1. Illustration of the inducer and exducer diameter of compressor and turbine wheels

Example #1:
GT2871R turbocharger (Garrett part number 743347-2) has a compressor wheel with the below dimensions. What is the trim of the compressor wheel?

Inducer diameter = 53.1mm
Exducer diameter = 71.0mm

Example #2:
GT2871R turbocharger (part # 743347-1) has a compressor wheel with an exducer diameter of 71.0mm and a trim of 48. What is the inducer diameter of the compressor wheel?

Exducer diameter = 71.0mm
Trim = 48

The trim of a wheel, whether compressor or turbine, affects performance by shifting the airflow capacity. All other factors held constant, a higher trim wheel will flow more than a smaller trim wheel. However, it is important to note that very often all other factors are not held constant. So just because a wheel is a larger trim does not necessarily mean that it will flow more.

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Turbo Tech Part 3 — Wastegates

January 2nd, 2012

Courtesy of www.TurbobyGarrett.com

On the exhaust side, a Wastegate provides us a means to control the boost pressure of the engine. Some commercial diesel applications do not use Wastegates at all. This type of system is called a free-floating turbocharger.

However, the vast majority of gasoline performance applications require a Wastegate. There are two (2) configurations of Wastegates, internal or external. Both internal and external Wastegates provide a means to bypass exhaust flow from the turbine wheel. Bypassing this energy (e.g. exhaust flow) reduces the power driving the turbine wheel to match the power required for a given boost level. Similar to the BOV, the Wastegate uses boost pressure and spring force to regulate the flow bypassing the turbine.

Internal Wastegate

Internal

Wastegates are built into the turbine housing and consist of a “flapper” valve, crank arm, rod end, and pneumatic actuator. It is important to connect this actuator only to boost pressure; i.e. it is not designed to handle vacuum and as such should not be referenced to an intake manifold.
External Wastegate

External

Wastegates are added to the exhaust plumbing on the exhaust manifold or header. The advantage of an external Wastegates is that the bypassed flow can be reintroduced into the exhaust stream further downstream of the turbine. This tends to improve the turbine’s performance. On racing applications, this Wastegated exhaust flow

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Turbo Tech — Journal versus Ball Bearings

December 29th, 2011

Courtesy of www.TurbobyGarrett.com.

The journal bearing has long been the brawn of the turbocharger, however a ball-bearing cartridge is now an affordable technology advancement that provides significant performance improvements to the turbocharger.

Ball bearing innovation began as a result of work with the Garrett Motorsports group for several racing series where it received the term the ‘cartridge ball bearing’. The cartridge is a single sleeve system that contains a set of angular contact ball bearings on either end, whereas the traditional bearing system contains a set of journal bearings and a thrust bearing

Journal Bearings
Ball Bearings

 

Turbo Response – When driving a vehicle with the cartridge ball bearing turbocharger, you will find exceptionally crisp and strong throttle response. Garrett Ball Bearing turbochargers spool up 15% faster than traditional journal bearings. This produces an improved response that can be converted to quicker 0-60 mph speed. In fact, some professional drivers of Garrett ball-bearing turbocharged engines report that they feel like they are driving a big, normally aspirated engine.

Tests run on CART turbos have shown that ball-bearings have up to half of the power consumption of traditional bearings. The result is faster time to boost which translates into better drivability and acceleration.

On-engine performance is also better in the steady-state for the Garrett Cartridge Ball Bearing

Reduced Oil Flow – The ball bearing design reduces the required amount of oil required to provide adequate lubrication. This lower oil volume reduces the chance for seal leakage. Also, the ball bearing is more tolerant of marginal lube conditions, and diminishes the possibility of turbocharger failure on engine shut down.

Improved Rotordynamics and Durability – The ball bearing cartridge gives better damping and control over shaft motion, allowing enhanced reliability for both everyday and extreme driving conditions. In addition, the opposed angular contact bearing cartridge eliminates the need for the thrust bearing commonly a weak link in the turbo bearing system.

Competitor Ball Bearing Options – Another option one will find is a hybrid ball bearing. This consists of replacing only the compressor side journal bearing with a single angular contact ball bearing. Since the single bearing can only take thrust in one direction, a thrust bearing is still necessary and drag in the turbine side journal bearing is unchanged. With the Garrett ball bearing cartridge the rotor-group is entirely supported by the ball bearings, maximizing efficiency, performance, and durability.

Ball Bearings in Original Equipment – Pumping up the MAZDASPEED Protegé’s heart rate is a Garrett T25 turbocharger system. With Garrett technology on board, the vehicle gains increased acceleration without sacrificing overall efficiency and it has received many rave reviews from the world’s top automotive press for it’s unprecedented performance.

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Basic Turbo Tech — Gotta Start Somewhere

December 27th, 2011

We are big fans of the Garrett Turbochargers. Over the years they continue to offer a great product with great value. Reliability is very important to us when it comes to the products we sell and use and the Garrett Turbo Product line are some of the most reliable turbochargers on the market.

This excerpt is taken from the www.TurbobyGarrett.com website — they are a wealth of information and we will do what we can to get the knowledge to our customers.

http://www.turbobygarrett.com/turbobygarrett/basic

How a Turbo System Works

Engine power is proportional to the amount of air and fuel that can get into the cylinders. All things being equal, larger engines flow more air and as such will produce more power. If we want our small engine to perform like a big engine, or simply make our bigger engine produce more power, our ultimate objective is to draw more air into the cylinder. By installing a Garrett turbocharger, the power and performance of an engine can be dramatically increased.

So how does a turbocharger get more air into the engine? Let us first look at the schematic below:

 1 Compressor Inlet
2 Compressor Discharge
3 Charge air cooler (CAC)
4 Intake Valve
5 Exhaust Valve
6 Turbine Inlet
7 Turbine Discharge

The components that make up a typical turbocharger system are:
  • The air filter (not shown) through which ambient air passes before entering the compressor (1)
  • The air is then compressed which raises the air’s density (mass / unit volume) (2)
  • Many turbocharged engines have a charge air cooler (aka intercooler) (3) that cools the compressed air to further increase its density and to increase resistance to detonation
  • After passing through the intake manifold (4), the air enters the engine’s cylinders, which contain a fixed volume. Since the air is at elevated density, each cylinder can draw in an increased mass flow rate of air. Higher air mass flow rate allows a higher fuel flow rate (with similar air/fuel ratio). Combusting more fuel results in more power being produced for a given size or displacement
  • After the fuel is burned in the cylinder it is exhausted during the cylinder’s exhaust stroke in to the exhaust manifold (5)
  • The high temperature gas then continues on to the turbine (6). The turbine creates backpressure on the engine which means engine exhaust pressure is higher than atmospheric pressure
  • A pressure and temperature drop occurs (expansion) across the turbine (7), which harnesses the exhaust gas’ energy to provide the power necessary to drive the compressor

1 Ball Bearings (support and control the rotating group)
2 Oil Inlet
3 Turbine Housing (collects exhaust gases from the engine and directs it to the turbine wheel
4Turbine Wheel (converts exhaust energy into shaft power to drive the compressor)
5 Center Housing (supports the rotating group)
6 Oil Outlet
7 Compressor Housing (collects compressed air and directs it to the engine)
8 Compressor Wheel (pumps air into the engine)
9 Backplate (supports the compressor housing provides aero surface)

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Initial Drag Strip Testing with Integra RS

December 21st, 2011

We had our recently completed Integra RS project out to the drag strip last Friday night at the Orlando Speedworld Dragway for some initial testing.  We decided to put some MT 22″ x 8″ x 15″ ET Drag Slicks on it since they are a similar size to the street tires that we are running so we can avoid changing the ride height for the various racing activities we want to be able to enjoy with the car.  Unfortunately that tire size is not ideal at all for a 500 horsepower FWD car but we will keep on working with them and continue to go after that 10 second pass with the Integra as we know it is possible.

The best pass of the night was a 11.6 @ 126 mph pass with a stellar 2.0 60ft time.  Car feels good after you get it out of first gear and the tires hold surprisingly well once you are out of first gear.  After the first of the year we will make some more time to get some more passes on the setup and see if we can get that time slip we are after.

Here are all the specs on the car if you are interested — Integra RS Project

 

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Everyone Loves a Winner…IPG Wins NSCRA Quick 32 Class

December 6th, 2011

Everyone Loves a Winner.  This past weekend (December 3rd-4th, 2011) the IPG Racing crew traveled down to West Palm Beach, Florida for the 2011 Season Finale of the National Sports Car Racing Association (NSCRA).  The organizers of the NSCRA recently changed the class format which means that for this event both IPG Race Cars in attendance would be running in the Quick 32 Bracket Class.  This event also marked the re-debut of the IPGParts.com True Street Civic after a several year hiatus.  First round qualifying got off bright and early as James Innes piloted the All Motor Civic to a 10.36 @ 131 MPH pass to start things off.  The True Street Civic took a nice smooth pass down the track as driver John Ferguson got reacquainted with the car.  2nd round qualifying continued the consistency for Innes with a 10.35 @ 131 MPH pass and Ferguson had some shifting issues but still managed to complete his run. 

Going into the elimination rounds Ferguson knew he had some work to do to get the win lights and he did just that against his first opponent pulling a .021 reaction time to Hole Shot win against his opponent who ran perfect on his dial in.  Ferguson also ran the best pass for the car for the weekend a 10.15 @ 145 mph thanks to the Motec tweaking by Darin @ Double D Tuning.  Innes had a bye run and went after it to see if another 10.3x pass was possible but as he went to shift into 2nd gear nothing was there.  The car coasted down the track and returned to the pits for evaluation.  2nd round eliminations were next and the All Motor Civic decided to not have 2nd gear anymore.  The goal was do to some creative shifting, slow down the dial in time and hopefully pull out the win light.  Shifting 1st to 3rd is interesting to try for the first time during an elimination round and Innes couldn’t get the gears to engage going down the track but still just got edged out at the finish line by a little over a tenth of a second.  Valiant effort but the All Motor Civic was out.  Ferguson had the luck of the draw this time with a bye run to advance to the Quarterfinal round.  Another solid pass in the Quarterfinal round moved Ferguson into the Semifinals where again consistency and showing up pays off with another by run into the Finals.  The final round match up was for sure going to be the toughest of the day against Hector Juan who has been one of the most consistent and toughest to beat racers in 2011.  Every part of the run was going to be crucial but as the lights came down Juan left too early turning on the red light automatically giving Ferguson the Win !!!! 

It is unbelievable to bring this car back out after however many years and pull out a win the first time out.  Just goes to show you the most important thing about racing is to be at the event.  You have to be there to even have a shot and anything can happen.  As always we couldn’t do any of this without our support system and of course our customers.  Special thanks to John Ferguson, Louis Murphy, Darin @ Double D Tuning, Marc Podkowik, the NSCRA and everyone else involved with what we do.

This was a great way to cap off the 2011 Racing Season and as the team has a bit of downtime for the next month they are already preparing for the 2012 Race Season.  See everyone soon !!!

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