We actually got our first set of these last October before the 2011 World Cup Finals and we have been running them on the IPG All Motor Drag Civic for the last couple of months.

These have been built with FWD Street cars in particular in mind. Specifically the Street All Motor, True Street, SFWD and Outlaw FWD Classes. But will work for a wide array of setups

The worst part about buying the usual off the shelf Drag Coilovers is that they are not valved with exact spring rates in mind. Rather they throw a heavy spring at the damper in order to try to stiffen things up. We have gone a completely different route. Using Drag Specific Valving as the base to start the coilover design and then matching a spring to meet our desired results.

Progress Technology develops and builds these right here in the United States for us. This is key to ensure quality control from unit to unit and ultimately if you ever want to make a change to a spring rate or valving it can be done quickly and efficiently as all the replacement parts are located right in Califorinia.

Our exclusive take-apart dampers are tunable and rebuild-able; in addition, the threaded steel bodies are plated with attractive corrosion-resistant electroless nickel. This kit will get you the ride height adjustments you are looking for whether on the track or at the show. These kits are covered under a one year warranty to protect you from any manufacturing defects or parts failure; must keep original invoice and one year starts at the date of purchase.

Height adjustability is from 1″ to 3″ Lower than Stock.
The Front Spring Rate is 500 lbs/in
The Rear Spring Rate is 800 lbs/in

We can also offer a 500 lbs/in Rear Spring if you would like to use this setup on a street car.

You will need to use your OEM Top Hats with these coilovers. They are not included.

http://www.ipgparts.net/store/Progress-Drag-Coilovers-for-92-00-Civic-94-01-Integra-Custom-Valved-Matched-Spring-Rates.html

Before discussing compression ratio and boost, it is important to understand engine knock, also known as detonation. Knock is a dangerous condition caused by uncontrolled combustion of the air/fuel mixture. This abnormal combustion causes rapid spikes in cylinder pressure which can result in engine damage.

• Knock resistance characteristics (knock limit) of the engine: Since every engine is vastly different when it comes to knock resistance, there is no single answer to “how much.” Design features such as combustion chamber geometry, spark plug location, bore size and compression ratio all affect the knock characteristics of an engine.
• Ambient air conditions:   For the turbocharger application, both ambient air conditions and engine inlet conditions affect maximum boost. Hot air and high cylinder pressure increases the tendency of an engine to knock. When an engine is boosted, the intake air temperature increases, thus increasing the tendency to knock. Charge air cooling (e.g. an intercooler) addresses this concern by cooling the compressed air produced by the turbocharger
• Octane rating of the fuel being used: octane is a measure of a fuel’s ability to resist knock. The octane rating for pump gas ranges from 85 to 94, while racing fuel would be well above 100. The higher the octane rating of the fuel, the more resistant to knock. Since knock can be damaging to an engine, it is important to use fuel of sufficient octane for the application. Generally speaking, the more boost run, the higher the octane requirement.

This cannot be overstated: engine calibration of fuel and spark plays an enormous role in dictating knock behavior of an engine. See Section 5 below for more details.

Now that we have introduced knock/detonation, contributing factors and ways to decrease the likelihood of detonation, let’s talk about compression ratio. Compression ratio is defined as:

or

where                               CR  = compression ratio                               V_d  = displacement volume                               V_cv = clearance volume

The compression ratio from the factory will be different for naturally aspirated engines and boosted engines. For example, a stock Honda S2000 has a compression ratio of 11.1:1, whereas a turbocharged Subaru Impreza WRX has a compression ratio of 8.0:1.

There are numerous factors that affect the maximum allowable compression ratio. There is no single correct answer for every application. Generally, compression ratio should be set as high as feasible without encountering detonation at the maximum load condition. Compression ratio that is too low will result in an engine that is a bit sluggish in off-boost operation. However, if it is too high this can lead to serious knock-related engine problems.

Factors that influence the compression ratio include: fuel anti-knock properties (octane rating), boost pressure, intake air temperature, combustion chamber design, ignition timing, valve events, and exhaust backpressure. Many modern normally-aspirated engines have well-designed combustion chambers that, with appropriate tuning, will allow modest boost levels with no change to compression ratio. For higher power targets with more boost, compression ratio should be adjusted to compensate.

There are a handful of ways to reduce compression ratio, some better than others. Least desirable is adding a spacer between the block and the head. These spacers reduce the amount a “quench” designed into an engine’s combustion chambers, and can alter cam timing as well. Spacers are, however, relatively simple and inexpensive.

A better option, if more expensive and time-consuming to install, is to use lower-compression pistons. These will have no adverse effects on cam timing or the head’s ability to seal, and allow proper quench regions in the combustion chambers.

This is very handy for torque specs, fastening sequences and a heck of a lot more.

Here is a direct link to open or download it at your discretion FREE of charge.

Feel free to pass it on and let others know about this great tool as well.

Right Click, Save As — http://IPGParts.com/AcuraRSXShopManualK20.pdf

Here is what I have found. Sales Brochures for the CRX and Civic Si Model:

Things to note from a basic CRX and Civic Si are the Wheels, Steering Wheel and Seats in particular along with the Special F-1 Badging.  This car has been noted as being a Clone car but it does have some of the Limited F-1 Parts on it.  This is about as close as I have come to finding an image of a real car.  If anyone has more information on this we are all ears as we would like to learn more about them and a picture of one in the real world would be even better.

First order of business was to remove the Turbo K20 Engine that was installed in the RS.  In it’s place went a JDM Type R K20, internally stock with a RBC Intake Manifold, RCrew Header, and Short Ram Intake.  Tuned with a Hondata KPro this basic engine makes a very solid 225 whp.  Mated to the JDM Type R K20 Transmission including the 4.7 Final Drive and Quaife LSD really keeps the car in the powerband and the power to the ground.

Suspension duties fall on a KW Variant 3 Coilover Suspension, ASR Subframe Brace and adjustable 24mm Rear Sway Bar.  And what fun is it to go fast if you can’t stop fast so Wilwood 4 Piston Front Calipers hide behind Enkei PF01 15×7 wheels.

Daily Driving amenities include Ice Cold A/C and Power Steering while seated in the Momo Supercup Race Seats holding the Momo Mod 78 Suede Steering wheel and gazing at the Spoon Sports Gauge Cluster.

We are very excited to continue to use, develop and test product with this car into the future and will continue to update our Blog and Project Car section as appropriate.

Here is the complete parts list for reference:
2004 DC5R K20A Engine
DC5R K20a 6 Speed Transmission
Quaife LSD
Hasport Mounts
Hondata KPro – 226whp/169wtq
RBC Intake Manifold
Modified Karcepts Intake
RCrew header
K-Tuned Fuel Rail
K-Tuned Fuel Pressure Regulator and Gauge
K-Tuned Billet Adjustable Shifter
Custom 3″ catback exhaust
Mishimoto Aluminum Radiator
Competition Clutch Stage 4
Competition Cluch 7lb Aluminum Flyhweel
KW Variant 3 coilovers – Custom valved - Custom spring rates
ASR subframe brace and adjustable 24mm swaybar with endlinks
Mines front subframe brace
Skunk2 Front and Rear Camber Kit
Full Race Traction Bar
Momo SuperCup Race Seats
Racequip FIA Hans Camlock 6 Point Harness
Momo Mod 78 Steering Wheel, 350mm, Black Suede
Chris Leone Motorsports 4 Point Roll Bar
Spoon Sports Gauge Cluster
Wilwood 4-piston brake kit by Fastbrakes
Wilwood Polymatrix A front pads, Carbotech XP10 rear
Stainless brake lines
Motul RBF600 brake fluid
15×7 et35 Enkei PF01 Wheels
225/45-15 Shaved Hankook RS3 Tires
15×7 ATS Comp Lite Wheels with Toyo 205/50/15 R888 for Track Use
Hybrid Racing K Series Swap Power Steering Kit
Hybrid Racing K Series Swap A/C Kit

Integra RS K20 Powered Street Car

Integra RS K20 Powered Street Car

Spoon Sports Gauge Cluster for Integra DC2

There are two different types of turbocharger manifolds; cast log style (see Figure 3.) and welded tubular style (see Figure 4.).

Figure 3. Cast log style turbocharger manifold

Figure 4. Welded tubular turbocharger manifold

Manifold design on turbocharged applications is deceptively complex as there many factors to take into account and trade off .

General design tips for best overall performance are to:

•   Maximize the radius of the bends that make up the exhaust primaries to maintain pulse energy
•   Make the exhaust primaries equal length to balance exhaust reversion across all cylinders
•   Avoid rapid area changes to maintain pulse energy to the turbine
•    At the collector, introduce flow from all runners at a narrow angle to minimize “turning” of the flow in the collector
•    For better boost response, minimize the exhaust volume between the exhaust ports and the turbine inlet
•    For best power, tuned primary lengths can be used

Cast manifolds are commonly found on OEM applications, whereas welded tubular manifolds are found almost exclusively on aftermarket and race applications. Both manifold types have their advantages and disadvantages. Cast manifolds are generally very durable and are usually dedicated to one application. They require special tooling for the casting and machining of specific features on the manifold. This tooling can be expensive.

On the other hand, welded tubular manifolds can be custom-made for a specific application without special tooling requirements. The manufacturer typically cuts pre-bent steel U-bends into the desired geometry and then welds all of the components together. Welded tubular manifolds are a very effective solution. One item of note is durability of this design. Because of the welded joints, thinner wall sections, and reduced stiffness, these types of manifolds are often susceptible to cracking due to thermal expansion/contraction and vibration. Properly constructed tubular manifolds can last a long time, however. In addition, tubular manifolds can offer a substantial performance advantage over a log-type manifold.

A design feature that can be common to both manifold types is a ” DIVIDED MANIFOLD” , typically employed with ” DIVIDED ” or “twin-scroll” turbine housings. Divided exhaust manifolds can be incorporated into either a cast or welded tubular manifolds (see Figure 5. and Figure 6.).

The concept is to DIVIDE or separate the cylinders whose cycles interfere with one another to best utilize the engine’s exhaust pulse energy.

For example, on a four-cylinder engine with firing order 1-3-4-2, cylinder #1 is ending its expansion stroke and opening its exhaust valve while cylinder #2 still has its exhaust valve open (cylinder #2 is in its overlap period). In an undivided exhaust manifold, this pressure pulse from cylinder #1′s exhaust blowdown event is much more likely to contaminate cylinder #2 with high pressure exhaust gas. Not only does this hurt cylinder #2′s ability to breathe properly, but this pulse energy would have been better utilized in the turbine.

The proper grouping for this engine is to keep complementary cylinders grouped together– #1 and #4 are complementary; as are cylinders #2 and #3. Because of the better utilization of the exhaust pulse energy, the turbine’s performance is improved and boost increases more quickly.

Figure 5. Cast manifold with a divided turbine inlet design feature

Figure 6. Welded tubular manifold with a divided turbine inlet design feature

Figure 7. Illustration of divided turbine housing

We recently acquired this Civic and the immediate idea was to build it into a Chump Car.  We of course knew we wanted a Camouflage Theme so that was the first step working with the car.  $50 worth of Camo Spray Paint later we actually like it even more than when we got it with its basic Gloss Green paint job.  Plans changed briefly as we happened to have a set of CCW LM5 16″ Wheels at the shop and some Function and Form Coilovers.  Might as well throw them on and see what it looks like right??  Of Course !!! 

So in the matter of a day we transformed a plain jane 2000 Honda Civic into at least what one could call personalized.  And we like it a LOT !!!!

Chump Car Plans are still being tossed around with it, we will see where it goes.

IPGParts.com Camouflage Civic with CCW LM5 Wheels

IPGParts.com Camouflage Civic with CCW LM5 Wheels

IPGParts.com Camouflage Civic with CCW LM5 Wheels

IPGParts.com Camouflage Civic with CCW LM5 Wheels

IPGParts.com Camouflage Civic with CCW LM5 Wheels

CCW LM5 Wheels, 4x100, 16x8.5 Front, 16x8 Rear

CCW LM5 Wheels, 4x100, 16x8.5 Front, 16x8 Rear

A/R (Area/Radius) describes a geometric characteristic of all compressor and turbine housings. Technically, it is defined as:

the inlet (or, for compressor housings, the discharge) cross-sectional area divided by the radius from the turbo centerline to the centroid of that area (see Figure 2.).

Figure 2. Illustration of compressor housing showing
A/R characteristic

The A/R parameter has different effects on the compressor and turbine performance, as outlined below.

Compressor A/R – Compressor performance is comparatively insensitive to changes in A/R. Larger A/R housings are sometimes used to optimize performance of low boost applications, and smaller A/R are used for high boost applications. However, as this influence of A/R on compressor performance is minor, there are not A/R options available for compressor housings.

Turbine A/R – Turbine performance is greatly affected by changing the A/R of the housing, as it is used to adjust the flow capacity of the turbine. Using a smaller A/R will increase the exhaust gas velocity into the turbine wheel. This provides increased turbine power at lower engine speeds, resulting in a quicker boost rise. However, a small A/R also causes the flow to enter the wheel more tangentially, which reduces the ultimate flow capacity of the turbine wheel. This will tend to increase exhaust backpressure and hence reduce the engine’s ability to “breathe” effectively at high RPM, adversely affecting peak engine power.

Conversely, using a larger A/R will lower exhaust gas velocity, and delay boost rise. The flow in a larger A/R housing enters the wheel in a more radial fashion, increasing the wheel’s effective flow capacity, resulting in lower backpressure and better power at higher engine speeds.

When deciding between A/R options, be realistic with the intended vehicle use and use the A/R to bias the performance toward the desired powerband characteristic.

Here’s a simplistic look at comparing turbine housing geometry with different applications. By comparing different turbine housing A/R, it is often possible to determine the intended use of the system.

Imagine two 3.5L engines both using GT30R turbochargers. The only difference between the two engines is a different turbine housing A/R; otherwise the two engines are identical:
1. Engine #1 has turbine housing with an A/R of 0.63
2. Engine #2 has a turbine housing with an A/R of 1.06.

What can we infer about the intended use and the turbocharger matching for each engine?

Engine#1: This engine is using a smaller A/R turbine housing (0.63) thus biased more towards low-end torque and optimal boost response. Many would describe this as being more “fun” to drive on the street, as normal daily driving habits tend to favor transient response. However, at higher engine speeds, this smaller A/R housing will result in high back pressure, which can result in a loss of top end power. This type of engine performance is desirable for street applications where the low speed boost response and transient conditions are more important than top end power.

Engine #2: This engine is using a larger A/R turbine housing (1.06) and is biased towards peak horsepower, while sacrificing transient response and torque at very low engine speeds. The larger A/R turbine housing will continue to minimize backpressure at high rpm, to the benefit of engine peak power. On the other hand, this will also raise the engine speed at which the turbo can provide boost, increasing time to boost. The performance of Engine #2 is more desirable for racing applications than Engine #1 since Engine #2 will be operating at high engine speeds most of the time.

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