The IPGParts.com Race Team travelled to Gainesville Raceway this past weekend (February 12th, 2012) for the Import Face Off Drag Racing event.  Running in the All Motor Pro Class the competition was stiff and the team ran a best pass of 10.54 @ 134 MPH during the 2nd round qualifying session.  This was the best MPH for the IPG All Motor Civic since being raced.

Unfortunately there were no times to write home about ET wise for the weekend but in the end that doesn’t matter.  Going rounds and doing whatever is necessary to win is what matters and that is exactly how Innes managed to take home the win and the bragging rights.

Thanks to all of our friends and fans for the support.  We look forward to a successful racing season.

Gotta Love the New IFO Winner Trophies -- "I Talk Shit and Actually Back it Up"

And what race weekend wouldn’t be complete without some truck maintenance at the track.  The water pump on our 5.9L Cummins decided to expire on the way to the track.  Luckily the local auto parts store had the parts needed to fix it and the job wasn’t too terribly difficult to do at the track.  (Thanks Louis and Wray)

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

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

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

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. 

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.)

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.

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 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 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

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.

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

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 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)

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