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New Product: Progress // IPG Drag Coilovers for 92-00 Civic, 94-01 Integra

Friday, May 18th, 2012

We have been working closely with Progress Auto for the last couple of months and are finally able to introduce the Progress Drag Coilovers that have been built to the IPG Specs.

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

Tags: Blox Drag Coilovers, civic drag coilovers, civic racing coilovers, Drag Coilovers, drag springs, integra drag coilovers, integra racing coilovers, ipg drag coilovers, IPGParts.com, ipgparts.net, omni power drag coilovers, progress drag coilovers
Posted in General, Products | No Comments »

Turbo Tech: Compression Ratio with Boost

Friday, May 4th, 2012

Courtesy of TurbobyGarrett.com ( http://turbobygarrett.com/turbobygarrett/compression_ratio_with_boost )

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.

Three primary factors that influence engine knock are:

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:

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.

Tags: borg warner, compression ratio and boost, garrett turbo, high compression boost, honda compression boost, precision turbo, turbo tech, turbo technology, turbo terminology, turbobygarrett
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OEM Acura RSX K20 Shop Manual — Pass it On.

Thursday, April 19th, 2012

The OEM Shop Manual is always an excellent resource to have around. For everyone elses good fortune someone has graciously uploaded the entire 2002-2003 RSX Shop Manual Online.

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

Tags: acura service manual, Civic Si, helminc, k20 service manual, K20 Shop manual, k20 torque specs, k20a, k20a2, K20z1, K20z3, OEM ACura Manual, oem honda k20 manual, OEM RSX Shop Manual, rsx, RSX Helms, rsx service manual
Posted in General, Technical Articles | No Comments »

F1 Edition CRX and Civic Si

Wednesday, April 11th, 2012

You learn something new everyday and today I learned of a special Honda CRX and Honda Civic Si Edition that I never knew existed. It is called the F1 Special Edition and was offered in the 1986 Model Year as a CRX Si and a Civic Si. There is a very limited amount of information on this model from what I have found researching it. A couple of real sales brochures have been found and a decent looking clone car. Very difficult to even find an image of an authentic one in the real world. No idea how many of these were made but I imagine they are pretty limited and a company like Honda rarely does Special Commemorative Editions of cars so I would imagine one of these would be pretty valuable to collectors.

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.

Tags: 1st gen civic, 1st gen crx, Civic Si, commemorative edition honda, F-1 CRX, f1 crx steering wheel, F1 Edition CRX, F1 Special Edition Civic, limited edition honda
Posted in General, Rare Parts | No Comments »

Integra RS K20 Road Race Transformation

Wednesday, March 28th, 2012

A couple of months ago we purchased a nice ’94 Integra GSR that was setup for track duty. We enjoyed it at Sebring so much that we decided to convert our Integra RS Project car into a more dedicated track car by utilizing a lot of the parts that happened to be installed on the GSR. We are almost finally done with the transformation and the car has already attended its first track day at Road Atlanta. The goal for the car is to have a very fast, very reliable track rat that has the amenities to be able to use daily if you wanted to. It is turning out to be a great K20 Road Race Machine. And we secretly have a lap time in mind at Sebring that we want to achieve in order to get a Personalized License Plate for the RS.

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

Spoon Sports Gauge Cluster for Integra DC2

Tags: 15x7, a/c, enkei pf01, integra rs, integra track car, jdm type r k20, k swap air conditioning, k swap power steering kit, k-tuned billet shifter, k20 integra, k20 quaife lsd, k20 race car, k20 road race, kw v3, momo supercup, p/s, rbc intake manifold, road race k20a, spoon sports gauge cluster, track rat, variant 3 integra, wilwood integra brake kit
Posted in 1994 Integra RS - K20 Powered, General | No Comments »

IPG Camo Civic Project

Thursday, March 8th, 2012

What do you do when you get a cheap Civic and have some nice parts laying around? Well get $50 worth of Spray Paint and make it a lot cooler.

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

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

Tags: 4 door civic, camo civic, camo crx, camo integra, camouflage civic, camouflage spray paint, ccw, ccw lm5, complete custom wheel, custom civic, IPG Racing, spray painted civic, www.IPGParts.com, www.ipgparts.net
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Turbo Tech — Turbine Housing A/R and Sizing

Monday, March 5th, 2012

Courtesy of www.TurbobyGarrett.com

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.

Tags: borg warner, bullseye, garrett turbo, how to select A/R, performance turbocharging, precision turbo, turbo specs, turbo tech, turbobygarrett, what does A/R mean
Posted in General, Technical Articles | No Comments »

Winner !!! All Motor Pro Class Winner at IFO Gainesville

Wednesday, February 15th, 2012

Everyone loves a winner.

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)

Tags: all motor civic, all motor pro, amp, civic drag racing, gainesville raceway, ifo gainesville, import face off, IPG Racing, IPGParts.com, ipgparts.net
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Used Parts for Days !!! IPG Clearing House !!!!

Wednesday, 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 — sold
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) — sold
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
(1) Tial Silver 44mm Wastegate (clamps, no flanges) — $275/each
(1) Tial Q 50mm BOV, Silver, with new Aluminum Flange — sold
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 — sold
Tanabe Medallion Touring Catback Exhaust for 94-01 Integra — sold
Blox 2.5” Test Pipe — $60
K20a2 Throttle Body (complete with sensors) –sold
K20a2 Intake Manifold with K20a2 Throttle Body – sold
AEM K Series Fuel Rail – Silver — sold
K20 Thermal Intake Manifold Gasket (unknown manufacturer) — $20
K20z1 Engine Harness — $175
K20a2 Engine Harness — sold
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) — sold
(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 – sold
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, 2 brand new discs, freshly resprung pressure plate, flywheel, etc – sold
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 — sold
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 — sold
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 – sold
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) — sold
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) — sold
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 — sold
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 — sold
(4) Moroso Oil Filters, Part # 22459 — $8/each
(4) Precision 1000cc Injectors (need to be checked out) — sold
(3) B Series Cam Seals, 2 hi boost, 1 str — $10/each
Fast Engine Management System with Honda B Series Harness — $700
Skunk2 Front Camber Kit for EG/DC — $100
MSD 7224 Digital 7 Ignition Box — $500
Nuformz Rear Spindle Mount Suspension with Strange Coilovers for 92-00 Civic, 94-01 Integra — $1800
Bogart Wheel for Nuformz Rear Spindle Mount Suspension Setup — $750
Penske Front Coilover for 92-00 Civic, 94-01 Integra, Remote Reservoir, Drag Valved — $1375
Weldon 2015 Fuel Pump — $495
B Series Front Mount Turbo Manifold with Downpipe and W/G Dumptube — $750
Lexan for 92-95 Civic Hatcback (Windshield, 1/4 windows, hatch) — $600
Fiberglass Doors for 92-95 Honda Civic (includes lexan, latches, etc) — $600/pair
One Piece Drag Front End (based on a 92-95 Civic, may other models) — $450
(2) One Piece Drag Front Ends for 02-06 Acura RSX — $450/each
Fiberglass Doors for 02-06 Acura RSX — $600/pair
Mark Williams Axle Kit for 92-00 Civic, 94-01 Integra (Spindle, Brakes, Axles, Intermediate Shaft) — $2800
RCI Aluminum Race Seat with Cover – $100
GM 4T65 Auto Race Transmission with K Series Adapter Plate and 2nd Mockup Transmission Case — $2900
RSX Carbon Fiber Hatch — $650
Bogart 15×10 Double Beadlock Drag Wheels with Dunlop 28x10x15 Tires — $1200
Weld Racing 15×10 Magnum Drag Wheels (5×114.3) with Brand New MT 28×10.5×15 Slicks – $1200
Weld Racing Spindle Mount Magnum 15×3.5 Wheels (gold centers) — $900
Hayward K20/K24 Intake Manifold with Dual Fuel Rails — $1000
Accufab 90mm Throttle Body — $200
Borg Warner S475 74mm Turbo — $850

Tags: accel dfi, honda clearance, ipg used parts, IPGParts.com, k swap, k20, k20z, moroso oil pump, msd, used honda parts, used k series parts
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6 Hour Enduro Wrap Up — Strong Finishing Position

Wednesday, 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