2008 Sepang Drag : Final Standing

Class A – Open
1	Lai Wee Sing	9
2	Dixon Chen	8
3	Farriz Fauzy	5
4	Tay Hock Chuan	3
5	Mohd Azlan Malik	3
Class B
1	Mohd Zamri Ahmad	20
2	Mohd Ikhwan Padah Nordin	6
3	Mohd Syukri Mohd Nor	5
4	Khairul Anuar Puteh	5
5	Jamsari Jahya	5
Class C
1	Mohd Maziz Abdullah	18
2	Ahmad Firdaus Azman	10
3	Mohd Iqbal Ismail Tajinder	8
4	Mohd Nizam Ahmad	3
5	Tay Lim Han	3
Class D
1	Ismail Mutalib	13
2	Muhamad Riduwan Othman	5
3	Mohd Yusof Zakaria	5
4	Mohd Adri Zainuddin	3
5	Mohd Fuad Ismail	2
Class E
1	Azery Mohd Norazli	15
2	Azlee Awang	10
3	Mohd Amri Na’aem	9
4	Mohd Noor Abdul Rahman	6
5	Muhammad Fariz Nordin	4

2008 Sepang Drag : Round 5 taken from www.malaysiangp.com.my

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Class A – Open (Turbocharged and supercharged allowed; Nitrous Oxide system allowed)
First	Lai Wee Sing
Second	Tay Hock Chuan
Third	Yap Jin Wee
Fourth	Muhd Azlan Malik
Class B – 2WD Forced Induction (Only one power adder allowed; 2WD vehicles only)
First	Mohd Zamri Ahmad
Second	Mohd Ikhwan Padah Nordin
Third	Fadhill Othman
Fourth	Mohd Iqbal Ismail Tajinder
Class C – 2WD Normally Aspirated (only naturally aspirated engines allowed; NOS system prohibited)
First	Ahmad Firdaus Zaman
Second	Mohd Iqbal Ismail Tajinder
Third	Abdul Fattah Ali
Fourth	Khairul Anwar Ahmad
Class D – 2WD Limited (engines 1600cc and below; only naturally aspirated engines; NOS system probihited)
First	Ismail Abd Mutalib
Second	Mohd Adri Zainuddin
Third	Zulkifli Mohd Noor
Fourth	Mohd Haris Haji Zuber
Class E – K-Car (Engines 1000cc and below; turbo-charged & supercharged engines allowed; NOS probihited)
First	Azlee Awang
Second	Azery Mohd Norzali
Third	Mohd Amree Na’aem
Fourth	Mohd Noor Abd Rahman
Class F: Avantech On The Road Class (Engines 2000cc and below: turbocharged/supercharged probihited; variable valve engine allowed; NOS probihited; cars must be road legal)
V-Tec Category
First	Zainal Abidin Abdul Rashed
Second	Usman Mohd Hanim
Third	Ooi Wee Siong
Fourth	Masri Barani
Non V-Tec Category
First	Kamarul Azeman Arshad
Second	Ahmad Nizam Ibrahim
Third	Kamarul Shah Mohd Salleh
Fourth	Ahmad Faizal Mohd Akhir
Class G – Campro (Campro Naturally Aspirated engines; up to 1601cc; suspension, brake system; engine management; gearbox & ratio free)
First	Mark Darwin (Proton Waja)
Second	Ahmad Firdaus Azman (Proton Gen 2)
Third	Hairul Nizam Mohd Kassim (Proton Satria)
Fourth	Mohd Shahrul Hafis (Proton Gen 2)

NHRA history: Drag racing's fast start

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Born on the backroads of America in the post World War II years, drag racing's roots were planted on dry lake beds like Muroc in California's Mojave Desert, where hot rodders had congregated since the early 1930s and speeds first topped 100 mph.

Wally Parks

One could even argue that drag racing was born in Goltry, Okla., in 1913, with the birth of Wally Parks, who nearly four decades later would found drag racing's most successful and influential sanctioning body.

Parks' family moved to California in the early 1920s, and Parks had an early interest in cars. He attended his first dry lake speed trials event in the 1930s, which whetted his fascination for performance. In 1937, Parks was one of the founders of the Road Runners Club.

Organized drag racing
In 1947, Parks, a military tank test-driver for General Motors who served in the army in the South Pacific in World War II, helped organize the Southern California Timing Association and later became its general manager.

The first SCTA "Speed Week," held at the famed Bonneville Salt Flats in 1949, was the result of a diligent effort of Parks, then its executive secretary. It was here that racers first began running "against the clock" - actually, a stopwatch - coaxing their vehicles to accelerate quicker rather than simply to attain high top speeds.

The first drag strip, the Santa Ana Drags, began running on an airfield in Southern California in 1950, and quickly gained popularity among the Muroc crowd because of its revolutionary computerized speed clocks.

When Parks became editor of the monthly enthusiast magazine Hot Rod, he had the forum and the power to form the National Hot Rod Association in 1951 to "create order from chaos" by instituting safety rules and performance standards that helped legitimize the sport. He was its first president.

NHRA's first races
NHRA held its first official race in April 1953, on a slice of the Los Angeles County Fairgrounds parking lot in Pomona, Calif. Four decades later, that track has undergone a $6-million expansion and renovation and hosts the NHRA season-opening Winternationals and the season finale, the Automobile Club of Southern California NHRA Finals. The aggressive upgrading of facilities to 'stadium' quality, with fan amenities, VIP towers, and tall grandstands, was the passion of NHRA President Dallas Gardner, who took the reins in 1984 when Parks became Board Chairman. In 2000, Tom Compton became just the third president in NHRA history as Gardner ascended to the role of broad chairman and Parks became chairman of the NHRA Motorsports Museum.

In 1955, NHRA staged its first national event, called simply "the Nationals" in Great Bend, Kan. Six years later, as the Nationals hop-scotched around the country to showcase the growing sport before settling in Indianapolis in 1961, the Winternationals became NHRA's second event.

Incredible success
Now in its fifth decade, NHRA is the world's largest motorsports sanctioning body with 80,000 members, 140 member tracks, more than 35,000 licensed competitors, and more than 5,000 member-track events.

"No one could have conceived what has happened," Parks said of the NHRA's tremendous growth and success. "But we did have ambitions of its becoming a national sports entity. We weren't planning or marketing geniuses or anything like that. Things happened and we went with our instincts.

"We just had an idea and a strong desire to be self-sustaining ... to control our own destiny and be our own masters. We wanted to build the organization on its own merit. We saw a need -- that being an avenue for safe drag racing -- and with the help of a lot of good people and a little luck we seem to have had some success."

About the term "drag racing"
Although the tiretracks of its history are clear, the origin of the term "drag racing" is not. The theories are almost as many and varied as the machines that have populated its ranks for five decades. Explanations range from a simple challenge ("Drag your car out of the garage and race me!") to geographical locale (the "main drag" was a city's main street, often the only one wide enough to accommodate two vehicles), to the mechanical (to "drag" the gears meant to hold the transmission in gear longer than normal).

The first "dragsters" were little more than street cars with lightly warmed-over engines and bodies chopped down to reduce weight. Eventually, professional chassis builders constructed purpose-built cars, bending and welding together tubing and planting the engine in the traditional spot, just in front of the driver; the engines, and the fuels they burned, became more exotic, more powerful, and, naturally, more temperamental.

Like almost all racing cars, they have undergone tremendous evolution as racers upgraded, experimented, theorized, and tested their equipment.

Safety and innovation paved the way to rear-engined Top Fuel cars in the early 1970s, and once drag racing legend Don Garlits - himself a victim of the front-engined configuration when his transmission, which was nestled between his feet, exploded in 1970, severing half of his right foot - perfected the design, the sport never looked back. Today's Top Fuel dragsters are computer-designed wonders with sleek profiles and wind-tunnel-tested rear airfoils that exert 5,000 pounds of downforce on the rear tires with minimal aerodynamic drag.

As racers became smarter, the speed barriers fell: 260 mph toppled in 1984; 270 in 1986; 280 in 1987; 290 in 1989: and the magic 300 mph barrier fell before the wheels of former Funny Car champion Kenny Bernstein on March 20, 1992. Just seven years later, Tony Schumacher became the first to top 330 mph in February 1999, in Phoenix, Ariz.

have been taking from http://www.nhra.com/aboutnhr/history.html

Sprintest Festival - Cars and Motorcycles DRAG

	Sprintest Festival - Cars and Motorcycles EVENT DAY 1 – FRIDAY 20.07.2007 3.00 – 7.00 pm Registration Pit Setting Track Free Running Category Check Classic Moto & Scooter Shows setup EVENT DAY 2 – SATURDAY 28.07.2007 9.00 - 1.00pm TIME QUALIFYING - BIKES Category M1 - 110cc Stdbody Otr Category M2 - 125cc Stdbody Otr Category M3 - 150cc Stdbody Otr Category M4 - 4T Stdbody Otr Category M5 - 110cc Open Category M6 - 125cc Open Category M7 - 150cc Open Category M8 - 4T Open 2.00 - 6.00pm TIME QUALIFYING – CARS Category C1 - Perodua Turbo + NA > 1.8cc Category C2 - Vtec 1.6 –1.8 Category C3 - Production Cars Open Category C4 - 2 Wheels Open Category C5 - 2 Wheels Turbo Category C6 - Proton Special Open Category C7 - Perodua + Kcar NA Category C8 - OPEN 6.00 – 7.00pm QUALIFYING ANNOUNCEMENT MOTOR SHOWS : Classic Motor and Scooter Dress-up at The Grand Entrance EVENT DAY 3 – SUNDAY 29.07.2007 9.00 - 1.00pm FINAL – MOTOR BIKES M1/110STD - 110cc Stdbody Otr M2/125STD - 125cc Stdbody Otr M3/150STD - 150cc Stdbody Otr M4/4TSTD - 4T Stdbody Otr M5/110OPEN - 110cc Open M6/125OPEN - 125cc Open M7/150OPEN - 150cc Open M8/4TOPEN - 4T Open 2.00 - 6.00pm FINAL - CARS C1/PR/NA -Perodua Turbo + NA > 1.8cc C2/VTEC -Vtec 1.6 –1.8 C3/SUPER -Production Cars Open C4/2W/OPEN -2 Wheels Open C5/W/TURBO -2 Wheels Turbo C6/PE/SPECIAL -Proton Special Open C7/KCAR -Perodua + Kcar NA C8/OPENRR -OPEN 6.00 – 7.00pm PRIZE GIVING CEREMONY taking from http://www.lensamalaysia.com drag-info.blogspot.com dragster sepangf1 dragbattle sepang malaysiangp drag sprintest

Result Sepang DRAG Battle Round 2

Class A – Open (Turbocharged and supercharged allowed; Nitrous Oxide system allowed)
POSITION	TRACK
First	Dixon Chen Teck Sun (Mitsubishi Evo IV)
Second	Mohd Putra (Proton Wira)
Third	Mohd Farriz Fauzi (Nissan Skyline)
Fourth	Lai Wee Sing (Proton Satria)
Class B – 2WD Forced Induction (Only one power adder allowed; 2WD vehicles only)
First	Mohd Zamri Ahmad
Second	Khairul Anuar
Third	Chua Soon Chuan
Fourth	Mohd Iqbal
Class C – 2WD Normally Aspirated (only naturally aspirated engines allowed; NOS system probihited)
First	Ahmad Firdaus Azman
Second	Mohd Maziz Abdullah (Honda)
Third	Mohd Iqbal Ismail
Fourth	Hanizam Alias
Class D – 2WD Limited (engines 1600cc and below; only naturally aspirated engines; NOS system probihited)
First	Mohd Yusof
Second	Mohd Fuad Ismail
Third	Mohd Aimi Abd Mutalib
Fourth	Mohd Rasul
Class E – K-Car (Engines 1000cc and below; turbo-charged & supercharged engines allowed; NOS probihited)
First	Azery Mohd Norzali (Perodua Kancil)
Second	Mohd Fariz Nordin
Third	Mohd Nor Abdul Rahman
Fourth	Idris Abd Rahman
Class F – Avantech On The Road Class (Engines 2000cc and below: turbocharged/supercharged probihited; variable valve engine allowed; NOS probihited; cars must be road legal)
V-Tec Category
First	Baharul Aslan Abu Bakar (Honda Civic)
Second	Suhaimi Hamid (Honda Civic)
Third	Mohd Reduan Baharuddin (Honda Civic)
Fourth	Ooi Wei Siong (Honda Civic)
Non V-Tec Category
First	Mezam Akram
Second	Mohd Johan Khairuddin
Third	Ahmad Nizam Ibrahim
Fourth	B. Geevan Baskaran
Class G – Campro (Campro Naturally Aspirated engines; up to 1601cc; suspension, brake system; engine management; gearbox & ratio free)
First	Ahmad Firdaus Azman
Second	Mark Darwin
Third	Heryandy Ramli
Fourth	Nor Azam

DRAG eCLUTCHMASTER 6 Puck Sprung Racing Disc® for Honda CIVIC 89

eCLUTCHMASTER STAGE II Racing Clutch Kit ® is a brand new heavy duty racing pressure plate with 6 puck spurng racing disc setup can hold up to 350HP / Rated 319lb-ft of torque and 60% more pressure increase over stock.


All eCLUTCHMASTER Racing pressure plates are made from ductile iron (1800 LBS CLAMPING LOAD) which is about 60-70% stronger than conventional cast iron pressure plates other racing clutch manufactures use.
It is recommended for use with 'modified' vehicles used for "street and strip". This unit has also proven itself to be very capable for four wheel drive and off-road use, also heavy duty towing and commercial applications.

It offers 120% more holding capacity than a stock 'OEM' clutch while maintaining a stock pedal feel.

About eCLUTCHMASTER 6 Puck Sprung Racing Disc®-
If you want the best the industry has to offer -- Ask for eCLUTCHMASTER 6 Puck Sprung Racing Disc.
The eCM Racing 6 puck strip disc also uses our high torque internal assembly, but goes one step further in terms of friction. This disc uses an advanced hybrid iron and carbon combination delivering aggressive bite and increased thermal capacity. Uncharacteristic of the typical aggressive racing disc, the IronMan disc provides outstanding stability, smooth engagement, and less wear on opposing plates.

This combination has proven to be premier unit with regards to both performance and driveablitity for the daily driver with serious torque holding requirement.

This system is recommended as the finest quality 'upgrade' from the original equipment clutch.
This kit comes with everything you need for a new clutch job or clutch upgrade.
Lastly, resurface and rebalance the flywheel prior to installation for best performance and result!

Features of eCLUTCHMASTER STAGE II RACING CLUTCH SYSTEM:

• Heavy Duty Stage II racing pressure plate
• Hi-Leverage Design
• Preceision heat treated single diaphragm
• Re-Arched Diahragm for Superior Engagement
• High clamping force
• NO unnessaary increase in pedal pressure
• 6-Wings Ceramic Button Disc
• Sprung hub for daily driving
• Decal
  **The throwout bearing and pilot bearing (if required) included ($80 value) for free!

Street or Long life of clutch BREAK-IN required.

CONTACT INFORMATION
- General Info : info@eclutchmaster.com - Sales : sales@eclutchmaster.com - Order: order@eclutchmaster.com - Purchase : purchasing@eclutchmaster.com - Customer Support : support@eclutchmaster.com - Web Master : webmaster@eclutchmaster.com, julie@eclutchmaster.com

Haltech Idle Speed Control Motor & Housing DRAG

The Haltech Idle Speed Motor is a 4 wire stepper motor controlled idle valve, this valve allows the ECU to control the volume of air entering the intake manifold at idle.

Once the ECU has control of the volume of air entering the intake manifold it can control idle speed regardless of engine temperature, engine load (from an automatic gearbox or AC compressor) or additional electrical load (from AC controls or headlights).

The Haltech Idle Speed Motor has been designed specifically for use with the Haltech idle speed control housing (although it can also be used directly with some GM throttle bodies). The Haltech idle speed control housing is machined from block aluminum to exacting tolerances required for a perfect seal every time. The housing is then anodized black for that stealth look inside your engine bay.

The Haltech Idle Speed Motor connects via a weatherproof 4 wire connector.

enquiries

AUSTRALIA
Address: 3 Centre Place Wetherill Park NSW Australia 2164
Ph: 61 2 9729 0999 - Monday to Friday, 9am - 5pm Aus EST
Fax: 61 2 9729 0900 - 24 hours

The Basic VTEC Mechanism DRAG

The basic mechanism used by the VTEC technology is a simple hydraulically actuated pin. This pin is hydraulically pushed horizontally to link up adjacent rocker arms. A spring mechanism is used to return the pin back to its original position.

The VTEC mechanism is covered in great detail elsewhere so it is redundant to go through the entire mechanism here. Instead we will look at the basic operating principles which can be used in later sectionse to explain the various implementations VTEC by Honda.
To start on the basic principle, examine the simple diagram below. It comprises a camshaft with two cam-lobes side-by-side. These lobes drives two side-by-side valve rocker arms.

The two cam/rocker pairs operates independently of each other. One of the two cam-lobes are intentionally drawn to be different. The one on the left has a "wilder" profile, it will open its valve earlier, open it more, and close it later, compared to the one on the right. Under normal operation, each pair of cam-lobe/rocker-arm assembly will work independently of each other.

VTEC uses the pin actuation mechanism to link the mild-cam rocker arm to the wild-cam rocker arm. This effectively makes the two rocker arms operate as one. This "composite" rocker arm(s) now clearly follows the wild-cam profile of the left rocker arm. This in essence is the basic working principle of all of Honda's VTEC engines.

Currently, Honda have implemented VTEC in four different configurations. For the rest of this feature, we will examine these four different implementations of VTEC.

Tial BOV - 50mm - 714341 DRAG

Tial BOV - 50mm - 714341 The Garrett (Tial) Blow-Off valve design is the result of extensive development and testing. The 50mm compressor bypass valve is a vital component of any turbocharged blow-through induction system. This custom Tial manufactured blow-off valve will improve throttle (time to boost) response as well as help relieve the damaging effects of compressor “surge loading”. The CNC machined housings are available in red, blue, grey, violet, and machined aluminum.

INTERCOOLER FAQ DRAG

1. What is intercooler heat soak?
   Heat soak is when the intercooler can't dissipate the heat that it absorbs from the turbo fast enough. When an intercooler can't cool the charge air by removing the heat from it, it loses its effectiveness. This explains why turbo cars tend to run slower or have slightly less power when the weather is warm.
   
   
   
   
2. What is the purpose of an Intercooler?
   An intercooler's primary function is to cool the charge air after it has been heated due to boosting and the heat that is produced by the turbo before sending the air into the engine. As the air is cooled, it becomes denser, and denser air makes for better combustion (more power). Additionally, the denser, cooler air helps reduce the chances of knock.
   
   
   
   
3. FMIC, TMIC, SMIC - what do they mean?
   (Front Mounted Intercooler, Top Mounted Intercooler, Side Mounted Intercooler) terms which refer to the placement of the charge air cooler in the engine bay and in reference to the engine. Typically FMICs provide the best cooling capability, as they are located in front of the radiator for optimum airflow. SMICs and TMICs are commonly found on factory-turbo'd cars. TMICs are more prone to heatsoak as they are placed over the engine directly in the path of the rising heat and very close to the hood. However, when a TMIC is used in conjunction with a hood scoop, they can provide adequate cooling.
   
   
   
   
4. Will an intercooler help make more horsepower?
   Yes, although it is only indirectly responsible for helping make more power. Since the intercooler increases the charge air density, an intercooled engine will typically make more power than a non-intercooled engine with the same setup by allowing more air to be crammed into each cylinder.
   
   
   
   
5. What is the difference between an air-to-air intercooler and a water-to-air (liquid-to-air) intercooler?
   An Air-to-Air intercooler uses ambient air flowing over the fins to cool the charge air, while an Air-to-Water intercooler uses coolant (water) with a system similar to that of a radiator's cooling system. Traditionally, air-to-air intercoolers are used for street applications because of their lower cost and reduced complexity, while air-to-water intercoolers are used in race and packaging-constrained applications.
   
   
   
   
6. How do I select the proper intercooler core size?
   A major limiting factor in choosing an intercooler size is space constraints within the engine bay. If there is not enough room for an intercooler with adequate flow, then often a water-to-air intercooler is used instead to maximize the cooling capability of the surface area of the core.
   You want to make sure that the intercooler you choose is large enough to effectively handle the air. Too small of a core, and you will restrict the potential of the turbo by not allowing the charge air to be cooled adequately.
   
   
   
   
7. What is the best placement of my intercooler?
   The best place for your intercooler is directly in the path of the inflow of ambient air. Traditionally this has been right in front of the radiator in the front of the car, hence the term Front Mount Intercooler.
   
   
   
   
8. Will a FMIC block flow to my radiator?
   No. Since the intercooler allows air to pass through it, airflow to the radiator will not be blocked. However, using an intercooler core that is too thick and does not allow air to pass through it quickly or completely and airflow to the radiator can be restricted which can lead to potential overheating problems.
   
   
   
   
9. What is intercooler effectiveness and how do I measure it?
   Effectiveness is defined as the ratio of how many degrees of temperature that were removed from the charge air by the intercooler to the original temperature that is put into the charge air by the turbo.
   
   Example:
   If the turbo compresses the charge air to a temperature of 140° F, but after passing through the intercooler the air is 115° cooler (resulting in a 25° F charge air temperature), the efficiency would be:
   Effectiveness: 115/140 = 0.82 or 82% efficiency
   Typically, air-to-air intercoolers for normal street applications range between 60% and 70% efficiency. Often, liquid-to-air intercoolers have effectiveness ratings from 75% to 95%. One common method of improving the cooling of the charge air dramatically in an air-to-water intercooler is the inclusion of ice as a coolant.
   
   
   
   
10. What exactly is 'pressure drop/loss' / 'flow loss' and how are they measured?
    Pressure loss, or pressure drop, refers to the change in pressure when comparing the air entering the intercooler with the exiting air. This change is mostly affected by the internal flow area of the intercooler. Flow loss, however, is measured not just with pressure loss but with how much restriction to airflow exists.
    Maximum performance can be obtained if the pressure loss is kept below 1.0 to 1.5 psi. Anything in excess of these numbers, especially higher than 3.8 psi, and the intercooler is not properly fitted for the application which results in hindered performance and dramatically decreased functionality of the intercooler system itself.
    
    
    
    
11. I want to turn up my boost, is a larger intercooler necessary?
    Usually, it is not necessary to upgrade the intercooler when raising boost levels. The pressure drop contributed by the intercooler is proportional to it's flow (CFM) squared. This relationship shows that it is highly unlikely the change resulting in loss from higher boost levels will require a larger intercooler. If there is a significant change however, such as 40% or 50%, then a larger intercooler may be necessary.
    
    
    
    
12. Is there a maximum amount of boost I can run on my intercooler?
    While it is possible that an intercooler can fail from boost levels being too high, it is a very rare scenario. However, if not properly designed to handle high boost, cracking along seams and of the endtanks can occur.
    
    
    
    
13. How significant is a leak in my intercooler?
    For an air-to-air intercooler, a leak, as long as it is not a significantly large one, will not hinder performance at all. However, if an air-to-water intercooler develops a leak in the main core, it could lead to other more significant problems with the engine itself. Be sure to fix these problems as soon as they occur to prevent other damage.
    
    
    
    
14. I want my car to remain a sleeper/stealth. Can I paint or anodize my intercooler so it is not easily visible?
    Yes! It is not uncommon at all for an intercooler and endtanks to be anodized black to keep attention away from the car and help it maintain a sleeper appearance. A very light coat of paint on the core and endtanks is also another option, usually much cheaper and easier than anodizing, with a negligible performance loss.
    
    
    
    
15. Is there any maintenance required for my intercooler? Are there any special things to do to keep it working longer?
    In a water-to-air intercooler, check the water level often as this is crucial for the intercooler to operate properly. In cold weather, just like a car, it will need antifreeze in order to function effectively and properly. With an air-to-air intercooler, there really is no maintenance that needs to be done other than just the routine checking of hoses and clamps to make sure everything is tight. Additionally, the intercooler fins may be picked-out or de-smashed to ensure maximum cooling. Every 20,000 miles or so it is recommended that the intercooler core be inspected, and if necessary, flushed/washed out to remove any accumulated oil or buildup.

TURBO FAQ DRAG

1. What are the main tuning problems when dealing with Turbos?
   Engine calibration - fueling and ignition timing. Under boost, it is crucial that there is no engine-killing detonation occurring within the cylinder. This is done by fine tuning the air/fuel ratio a bit rich to help cool the combustion gas, and by tuning the ignition advance curve to ensure that combustion chamber pressures stay below the level that causes unburned fuel to ignite ahead of the advancing flame front.
   
   


2. What are the main differences between a Single and Twin Turbo setup?
   
   1. A single turbo receives exhaust flow from and supplies air to all cylinders.
   2. The most common type of twin turbo setup is the parallel system where each turbo is fed by ½ of the engine's cylinders. Here, both compressors supply air to the intake manifold simultaneously.
   3. There are also sequential twin turbo systems, which run on one small turbo at low engine speeds and switch to two parallel turbos at a predetermined engine speed and/or load.
   4. Furthermore, there are series twin turbo systems where one turbo feeds the other turbo. These are primarily used on diesel engines due to the extremely high boost levels that can be generated.
   For this FAQ, we will just refer to the first two setups identified above.
   Choosing between a single or parallel twin turbo setup is primarily based on packaging constraints in the engine bay, or a personal choice by the tuner. In most cases, for top performance, a single turbo is preferable because larger turbos are generally more efficient than smaller turbos. However, often there is not room for one large single, or the tuner wants the visual impact of twin turbos. The notion that two smaller turbos will build boost faster than one large turbo is not always accurate because even though the turbos are smaller, each one is only getting half of the exhaust flow. Sequential systems seem to have the capacity to support big power. In theory, the sequential twin turbo setup is a potent combination. A few O.E.s have produced systems of this type but control issues have proven significant, making them challenging to function seamlessly. One slight draw back to a sequential twin turbo system is that sometimes during daily driving (specifically, in cornering) if the driver is not constantly aware, the second turbo will spool and result in a lot of unpredicted power.
   
   
   
   
3. What is Turbo Lag?
   Turbo lag is the time delay of boost response after the throttle is opened when operating above the boost threshold engine speed. Turbo lag is determined by many factors, including turbo size relative to engine size, the state of tuning of the engine, the inertia of the turbo's rotating group, turbine efficiency, intake plumbing losses, exhaust backpressure, etc.
   
   
   
   
4. What is Boost Threshold?
   Boost threshold is the engine speed at which there is sufficient exhaust gas flow to generate positive manifold pressure, or boost.
   
   
   
   
5. What is a boost leak?
   A boost leak means that somewhere in the turbo or intake, there is an area where the air (boost) is escaping. Typically a boost leak is caused by a loose or bad seal, cracked housing, etc. When a boost leak is present, the turbo will be able to generate boost, but it may not be able to hold it at a constant level and pressure will drop off proportionally to the size of the leak.
   
   
   
   
6. How can I adjust the turbo boost?
   Adjusting the boost is straightforward. However, it depends on the type of boost controller.
   
   1. For a standard Wastegates actuator, simply recalibrate the actuator to open (more or less) for a given pressure. Changing the length of the rod that attaches to the Wastegates lever accomplishes this adjustment.
   2. For mechanical boost control systems, adjustments may involve changing the setting on a regulator valve(s).
   3. For electronic boost control systems, adjustments may need to be made to the vehicle's engine management system.
   4. For an external Wastegates, adjusting the boost often requires turning the adjustment screw (when equipped) to increase/decrease spring load, changing Wastegates springs, or shimming Wastegates springs.
   IMPORTANT: WHILE ADJUSTING THE BOOST IS STRAIGHTFORWARD, OFTEN THIS CHANGE REQUIRES MODIFICATIONS TO THE ENGINE FUEL MANAGEMENT SYSTEM!
   
   
   
   
7. What is boost spike?
   A boost spike is a brief period of uncontrolled boost, usually encountered in lower gears during the onset of boost. Typically spikes occur when the boost controller cannot keep up with the rapidly changing engine conditions.
   
   
   
   
8. What is boost creep?
   Boost creep is a condition of rising boost levels past what the predetermined level has been set at. Boost creep is caused by a fully opened Wastegates not being able to flow enough exhaust to bypass the housing via the Wastegates itself. For example, if your boost is set to 12psi, and you go into full boost, you will see a quick rise to 12 or 13psi, but as the rpm's increase, the boost levels also increase beyond what the boost controller or stock settings were. Boost creep is typically more pronounced at higher rpm's since there is more exhaust flow present for the Wastegates to bypass.
   Effective methods of avoiding or eliminating boost creep include porting the internal Wastegates opening to allow more airflow out of the turbine, or to use an external Wastegates.
   
   
   
   
9. What is compressor surge?
   The surge region, located on the left-hand side of the compressor map (known as the surge line), is an area of flow instability typically caused by compressor inducer stall. The turbo should be sized so that the engine does not operate in the surge range. When turbochargers operate in surge for long periods of time, bearing failures may occur. When referencing a compressor map, the surge line is the line bordering the islands on their far left side.
   Compressor surge is when the air pressure after the compressor is actually higher than what the compressor itself can physically maintain. This condition causes the airflow in the compressor wheel to back up, build pressure, and sometimes stall. In cases of extreme surge, the thrust bearings of the turbo can be destroyed, and will sometimes even lead to mechanical failure of the compressor wheel itself.
   Common conditions that result in compressor surge on turbocharger gasoline engines are:
   • A compressor bypass valve is not integrated into the intake plumbing between the compressor outlet and throttle body
   • The outlet plumbing for the bypass valve is too small or restrictive
   • The turbo is too big for the application
   
   
   
   
10. How does a Wastegate work?
    A Wastegate is simply a turbine bypass valve. It works by diverting some portion of the exhaust gas around, instead of through, the turbine. This limits the amount of power that the turbine can deliver to the compressor, thereby limiting the turbo speed and boost level that the compressor provides.
    
    • The Wastegate valve can be "internal" or "external". For internal Wastegates, the valve itself is integrated into the turbine housing and is opened by a turbo-mounted boost-referenced actuator.
    • An external Wastegate is a self-contained valve and actuator unit that is completely separate from the turbocharger.
    • In either case, the actuator is calibrated (or set electronically with an electronic boost controller) by internal spring pressure to begin opening the Wastegate valve at a predetermined boost level.
    • When this boost level is reached, the valve will open and begin to bypass exhaust gas, preventing boost from increasing.
    
    
    
    
    
    
11. What is the difference between a BOV and a Bypass Valve? How do they work, and are they necessary?
    A Blow Off Valve (BOV) is a valve that is mounted on the intake pipe after the turbo but before the throttle body. A BOV's purpose is to prevent compressor surge. When the throttle valve is closed, the vacuum generated in the intake manifold acts on the actuator to open the valve, venting boost pressure in order to keep the compressor out of surge.
    Bypass valves are also referred to as compressor bypass valves, anti-surge valves, or recirculating valves. The bypass valve serves the same function as a BOV, but recirculates the vented air back to the compressor inlet, rather than to the atmosphere as with a BOV.
    
    
    
    
12. How should I break in a turbo?
    A properly assembled and balanced turbo requires no specific break-in procedure. However, for new installations a close inspection is recommended to insure proper installation and function. Common problems are generally associated with leaks (oil, water, inlet or exhaust).
    
    
    
    
13. What is/causes Shaft Play?
    Shaft play is caused by the bearings in the center section of the turbo wearing out over time. When a bearing is worn, shaft play, a side to side wiggling motion of the shaft occurs. This in turn causes the shaft to scrape against the inside of the turbo and often produces a high-pitched whine or whizzing noise. This is a potentially serious condition that can lead to internal damage or complete failure of the turbine wheel or the turbo itself.
    
    
    
    
14. What is causing my turbo to sound like a sewing machine's whistle?
    The "sewing machine whistle" is a distinct cyclic noise cause by unstable compressor operating conditions known as compressor surge. This aerodynamic instability is the most noticeable during a rapid lift of the throttle, following operation at full boost.
    
    
    
    
15. I want to make x horsepower, which turbo kit should I get? or Which turbo is best?
    Select a turbocharger to achieve desired performance. Performance includes boost response, peak power and total area under the power curve. Further decision factors will include the intended application. The best turbo kit dictated by how well it meets your needs. Kits that bolt on without any modification are best if you don't have fabrication capabilities. Less refined kits can be cost effective if you access to fabrication capabilities.
    For more information on the right Garrett turbocharger for you, please visit the Turbo Application Search Engine
    
    
    
    
16. Does my turbo require an oil restrictor?
    Oil requirements depend on the turbo's bearing system type. Garrett has two types of bearing systems; traditional journal bearing; and ball bearing.
    
    The journal bearing system in a turbo functions very similarly to the rod or crank bearings in an engine. These bearings require enough oil pressure to keep the components separated by a hydrodynamic film. If the oil pressure is too low, the metal components will come in contact causing premature wear and ultimately failure. If the oil pressure is too high, leakage may occur from the turbocharger seals. With that as background, an oil restrictor is generally not needed for a journal-bearing turbocharger except for those applications with oil-pressure-induced seal leakage. Remember to address all other potential causes of leakage first (e.g., inadequate/improper oil drain out of the turbocharger, excessive crankcase pressure, turbocharger past its useful service life, etc.) and use a restrictor as a last resort. Garrett distributors can tell you the recommended range of acceptable oil pressures for your particular turbo. Restrictor size will always depend on how much oil pressure your engine is generating-there is no single restrictor size suited for all engines.
    
    Ball-bearing turbochargers can benefit from the addition of an oil restrictor, as most engines deliver more pressure than a ball bearing turbo requires. The benefit is seen in improved boost response due to less windage of oil in the bearing. In addition, lower oil flow further reduces the risk of oil leakage compared to journal-bearing turbochargers. Oil pressure entering a ball-bearing turbocharger needs to be between 40 psi and 45 psi at the maximum engine operating speed. For many common passenger vehicle engines, this generally translates into a restrictor with a minimum of 0.040" diameter orifice upstream of the oil inlet on the turbocharger center section. Again, it is imperative that the restrictor be sized according to the oil pressure characteristics of the engine to which the turbo is attached. Always verify that the appropriate oil pressure is reaching the turbo.
    
    The use of an oil restrictor can (but not always) help ensure that you have the proper oil flow/pressure entering the turbocharger, as well as extract the maximum performance.

TODA camshaft DRAG

TODA Racing has been producing billet VTEC camshafts since 1994, longer than any other manufacturer. Years of experience with B16A and B18C engines have allowed TODA Racing to produce the best performing and most proven DOHC VTEC camshafts available.

TODA Racing uses the latest design and manufacturing technologies to produce their camshafts. All TODA parts are designed, tested, and manufactured using the IBM CATIA CAD/CAM/CAE system. This is the same system used by Honda, Boeing, Ferrari, Porsche, and other leading high technology manufacturers.

TODA Spec B & C camshafts have large primary and secondary lobes. This is a design pioneered by TODA over 6 years ago. Now our competition is copying this design feature. Imitation parts may look the same, but there’s one thing that can’t be copied, TODA quality and reliability.

TECHNICAL NOTE

All TODA Racing camshafts must be tuned using TODA adjustable campulleys to attain maximum performance. Valve lash for all cams is 0.2mm cold. Spec B & C camshafts require TODA valve springs. For Spec A camshafts, Integra Type-R inner and outer valvespring components maybe used up to 8400rpm on both the intake and exhaust side.

With Spec A camshafts if engine will be operating beyond 8400rpm, TODA valve spring kit must be used. Using Spec C camshafts on engines with milled cylinder heads, thin head gaskets, or non TODA Racing high compression pistons may cause valve-to-piston clearance issues. For maximum performance, Spec C camshafts must be used with TODA high compression pistons and upgraded fuel injection system. Some aftermarket campulleys use connecting bolts that are not compatible with TODA camshafts. The use of these bolts could damage the TODA camshafts. If you plan to use TODA camshafts, we only recommend using TODA campulleys to prevent damage to the camshafts.

The TODA High Power Timing Belt is highly recommended when using Spec B and C camshafts.

drag-info@blogspot.com dragster sepangf1 dragbattle sepang malaysiangp drag sprintest

info@inlinefour.com Or Sales@inlinefour.com

SPOON vtec Controller DRAG

The Spoon vtec controller is a concealed unit that is controlled by the turn of a knob. The knob is located in the dash panel and features an LED light to help distinguish vtec point adjustments. The Spoon vtec controller takes full advantage of the vtec operation, allowing you to adjust the incorporation of the high-cam throughout the rpm range. This is very useful for course racing where slow tight cornering is common and the need for a quick vtec engagement is necessary to help pull you out of the turn. The Spoon vtec controller is available for 92-95 EG Civic.

drag-info@blogspot.com dragster sepangf1 dragbattle sepang malaysiangp drag sprintest

$485.00

info@inlinefour.com Or Sales@inlinefour.com

Dog Engagement DRAG

Dog Engagement (Dog ‘box)

Essentially a “race only” style of gear engagement, this has become more and more popular for highly modified street cars. Dog Engagement gear selection is available on either Helical or Straight cut PPG Gearsets for a variety of applications. And a combination of Dog and Synchro’ is available on our Subaru sets.

Providing fast, positive gear selection, with or without the use of clutch. The PPG Dog Engagement gear sets are undoubtedly the strongest and most “user friendly” on the market. However it should be pointed out that Dog Engagement Gearsets require fast, firm gear selection and are quite noisy on each gear change with a noticeable "clunk" when the dogs engage the next gear. Not suggested for slow driving in traffic. Clutchless shifting of gears and flat shifting on the rev limiter or engine cut is possible with these sets. This means zero turbo lag and boost drop on gearchanges.

DRAG Hoosier - Sprint Car Tyre (front)

Size: 85.0/8.0-15 With D12 Compound

SEPANG DRAG SAFETY & TECHNICAL REGULATIONS

SAFETY & TECHNICAL REGULATIONS
Safety Requirements:

a. All participants must posses an approved crash helmet that must be used during the meet.
b. Seat belts must be worn all the times during the meet.
c. Headlights, taillights and brake lights must be in working order.
d. Headlights must be switch on during the runs and when the vehicle is moving in the pit lane.
e. Speeding is totally prohibited in the pit lane. The speed limit is 40 km/h that must be respected all the times. Anyone found speeding in the pit lane will be excluded from the meet. Entry fees will not be refunded.
f. All participants must wear a minimum attire of long pants and t-shirts during the meet.
g. All participants must wear a proper shoe during the meet. No slippers and sandals are allowed.
h. All participants must not be under the influence of alcohol or drugs during the meet. If found guilty, the competitor(s) will immediately be excluded from the competition. The competitor(s) might also face a certain period of exclusion from future event.
i. All participants must obey the instructions given by the officials in charge during the meet.
j. It is recommended for the vehicles participating in the challenge to have a fire extinguisher.
k. No passenger is allowed in the car during the race.

THE ORGANISER AND PROMOTER HAVE THE RIGHTS TO REFUSE AN ENTRY IF THE VEHICLE OR DRIVER IS FOUND TO BE UNSAFE TO COMPETE IN THE EVENT. THE DECISION ON THIS WILL BE FINAL.

Technical Regulations for each Category:

Category A: Open

1. Engine of any capacity.
2. Turbocharged and supercharged are allowed.
3. Nitrous Oxide System (N.O.S) system is allowed.
4. 4WD or 2WD vehicles.
5. Slick tyres are allowed.

Category B: 2WD Forced Induction

1. Engine of any capacity.
2. Only one power adder allowed. Turbocharged, supercharged or Nitrous Oxide System (N.O.S)
3. 2WD vehicles only.
4. Slick tyres are allowed.

Category C: 2WD Normally Aspirated

1. Engines of any capacity.
2. Only naturally aspirated (Non-turbocharged and non-supercharged) engines are allowed.
3. Variable valve timing engines allowed.
4. Nitrous Oxide System (N.O.S) system is prohibited.
5. No slick tyres allowed.

Category D: 2WD Limited

1. Engines must be 1600 cc and below.
2. Only naturally aspirated (Non-turbocharged and supercharged) engines are allowed.
3. Variable valve timing engines are not allowed.
4. Nitrous Oxide System (N.O.S) system is prohibited.
5. No slick tyres allowed

Category E: K-Car

1. Engines must be 1000 cc and below.
2. Turbocharged or supercharged engines are allowed.
3. Nitrous Oxide System (N.O.S) system is prohibited.
4. No slick tyres allowed.
5. An 800 kg minimum weight must be respected at all times during the meet.

Category F: Avantech On The Road Class

1. Engines must be 2000 cc and below.
2. Turbocharged or supercharged engines are not allowed.
3. Variable Valve engine is allowed.
4. Nitrous Oxide System (N.O.S) system is prohibited.
5. No slick tyres are allowed.
6. Cars must be road legal.
7. Interior and exterior must be complete and present

NEW Category in SIC Drag Battle 2008

Pleased to invite Campro Modders to the first in history for CAMPRO Category to battled in our proud hotspot “SEPANG International Circuit”. Proud of our home made engine and the ingredients which our modders add-on, gives the satisfaction and proven that Campro engine goes more then expected. Sepang Drag Battle pits modified Campro in a contest to determine the fastest among them in a 402-meter dash at the front straight of the circuit.This would be an opportunity for year 2008, Campro modders from all states will come in one to be on our home circuit, Sepang.This category open wide to ALL CAMPRO 1300 CC to 1601 CC.

1. Proton Gen2 Campro

2. Proton Satria Neo Campro

3. Proton Waja Campro

4. Proton Saga Campro

5. Proton Persona Campro

SEPANG DRAG BATTLE 5th APRIL 2008

Date: 5th April 2008

Time: 7pm till Late

Location: Sepang Circuit

Entry Fee (Participant): RM 180.00 (oWNER & 2 PeRSON TO PIT)

Entry Fee (Supporter): - Pit RM 30.00/person
- Grand Stand RM 10.00/person

Proton Putra Evo 3 for sale DRAG

Proton Putra Evo 3 for sale
Year : 1997 , 2nd Owner, Nice number
Details:
E3 engine with port and polished
Power metal gasket
Semilock LSD gearbox
Toda Flywheel
Power Metal head gasket
Billion Thermostat
NGK spark plug cable
Sard fuel regulator
Samco radiator hose
Stainless steel intercooler piping
Walbro fuel pump
E-manage (blue)
Defi BF boost and exhaust temp
Apexi RSM Imamura limited edition
Apexi pen turbo timer
FGK exhaust
HWL adjustable absorber
Promote bumper with E3 original intercooler spray
Ori mivec side skirt
Asti spoiler (EG type)

Call me 019 2113311

BATU GAJAH DRAG4FUN

RESULT DRAG VTEC KOTA BHARU SPRINT 2008

kategori vtec

1. ABR 600

2. DS alex garage

3. JEH B'work auto

kategori 2wd 2000 cc

1. putra ali cina DAG

2. satria WHV ali cina

3. satria WHE

KOTA BHARU DRAG 2008

Jumaat...... 7/3/2008.........bertempat di TESCO, tepi sungai kelantan.......

sprint test sempena PILIHANRAYA 2008..

pendaftaran rm 50 satu kategori...( body on the road )

hadiah setiap kategori..

no 1 rm 1000 + sijil + hamper

no 2 rm 700 + sijil + hamper

no 3 rm 400 + sijil + hamper

no 4 rm 200 + sijil + hamper

perserta yang sudah mendaftarkan diri...........

KATEGORI KANCEY TURBO<1000cc>

1.DAG 2#@1 oemmmm motorsports

2. RD 26 ALEX GARAGE

3. TW #$%^ ALEX GARAGE

4.DAF *&^% hanif motor

5.WEX %^&$ suwe motorsports

6. DAN kuba ijau group

7. JEL kuba ijau group

8. DAP D-one motorsports

9. TT johan motorsports

ader yg lain tp kawe x ingat...

KATEGORI VTEC

1. ABR 600 camzone

2. DS *&^% ALEX GARAGE

3. ADABI B-work auto

4. JEH B-work auto

KATEGORI TEBO 2WD 2000 CC

1. DAG putra ali cina PCSB

2. WHV satria ali cina PCSB

3. WHE satria KL ( Nuar Subang )

4. DAC @@77 MAEL GARAGE

5. KAQ ripin motorsports

6. JEH wira evo 3

7. WHQ satria gti pok yie

8. DAS satria ALEX GARAGE

DRAG CHRISTMAS TREE

FULL TREE: Used in Competition, Stock, and Super Stock, for which a handicap starting system is used to equalize competition. The three amber bulbs on the Christmas Tree flash consecutively five-tenths of a second apart, followed five-tenths later by the green starting light. A perfect reaction time on a full Tree is .000.

PRE-STAGE INDICATOR LIGHTS: Yellow bulbs warn drivers that they are approaching the startling line and the “staged” position.

STAGE INDICATOR LIGHTS: Signal drivers that they are on the starting line ready for a run. These yellow bulbs come on when the front wheels of a race car interrupt the beam from a light source to the photo cells. These same photo cells start the timing equipment.

THREE-AMBER STARTING SYSTEM: All three amber floodlights in a driver’s lane flash simultaneously before the green light comes on. This is called a “Pro start” system. Racers running in handicap categories get a countdown of one amber light at a time until the green light comes on. The Pro start system runs with a .4-second difference between amber and green lights, while the handicap system runs with a .5-second difference between bulbs.

GREEN LIGHT: This is the one that makes it happen. Once the green light is flashed, the driver in that lane is free to make a run. Any time a green light is shown in a driver’s lane it indicates that a fair start was accomplished.

RED LIGHT: When a car leaves the starting line before the green light comes on, or, in some cases, is staged too deeply into the staging beams, the red light will flash in that lane. It indicates the driver in that lane has been disqualified. During competition, only one red light will illuminate, thus eliminating only the first offender.

DRAG STRIP

NHRA offers two types of drag racing: heads-up and handicap. Heads-up racing is the easiest to understand because both cars leave the starting line at the same time, and the first to cross the finish line wins. Top Fuel, Funny Car, Pro Stock, Pro Stock Motorcycle, Top Alcohol Dragster, and Top Alcohol Funny Car race heads-up.

In handicap racing, the object of the game is to predict how many seconds it will take your car to get to the finish line, then try to run as close to that number as possible without going quicker, or "breaking out." The driver who comes closest is the winner. Handicap racing allows cars of different speeds to race one other because the slower car gets a head start. In some categories, the driver chooses his or her own handicap, or dial-in/dial-under. These are Super Stock, Stock, E.T. bracket, and Jr. Dragster classes. In other categories, the class handicap is predetermined and may not be changed. These classes are Comp, Super Comp, Super Gas, and Super Street. In Super Comp, Super Gas, and Super Street, breakout rules apply.