HINGA Drag

A pissed of hawaiian ,a Stateside DSM, and a garret GT61 produce a 6.8 150m run complete with a 1st gear BOGG and a mad opponent who thought he won. Not bad for a NON shop car thats daily driven. Too bad his cams fucked him up and killed his HP . Reversion is a bitch! Come on UFA ....................600hp eclipse dammit! Lets see what he can do out in jersey at the 1/4mile shoot-outs with the help of a dogg mission and some drag radials (AWD slaughter house)

GT40 comp wheel/to4s comp cover 70.ar AGP GT61hot side is p-trim 58 ar.boost 1.7.= 25 lbscams were int=+6 exhaust=-6Run was done in fifth gear, because 4th was no traction. A/F was at 12.0 average. I'll be ordering a 70 a/r housing turbine side soon...also new to the Mod list:rc engineering 1000cc injectorsLM-1 wide bandearl's oil coolersummit 10" fan.And a shit load of other stuff i still gotta ask him about.

Its a 1806cc, 83mm bore/83.6mm stroke, CA18DET,running Crower connecting rods with CP stock bore 8.5 compression ratio pistons. The cylinderhead was modified for less restriction and improved airflow capacity. No TVIS with 264in and ex cams flowing though the still restrictive intake manifold and TB (Not for long!).The turbo T04E. Its a 50 trim compressor with a .60 A/R compressor housing. The turbine section is a stage 3 wheel,.64 A/R housing with high heat coating. The center section has a 360 degree thrust bearing. SDS EM4-4F for fuel and ign and a WMS wideband for tuning.The car dynoed in at 390 HP while the 275/50/15 nitto drag radials rubbed the fender. The turbo ran around 1.5 kilo(21 psi) of boost. The 720cc injectors ran at 70% duty cycle. We orderd 1000cc injectors ,a custom intake manifold ,BBK 70mm TB,HKS 272intake and exaust cams and plan to run it at 1.7(25psi). 500hp+ and a nasty powerband is the goal. The car is currently under the knife in ENGLAND with the Hinga they call ZO. To4r, 2bar of boost and race gas .........coming soon!

TECH tip of the day!!!!! Taken from the SDS tech FAQInjector Duty CycleDuty cycle refers to the amount of time an injector is held open vs. the amount of time available at a certain rpm before the next injection event happens and is expressed as a percentage. The electrical characteristics of injectors make it undesirable to drive them at 100% duty cycle due to heat distress on the injector windings and drive circuitry. We like to limit maximum duty cycle to a value between 70 and 85% for most applications. If we take our figure of 400 hp and multiply it by 0.8, we get a maximum figure of 320 hp. Working back, we can determine that the injector duty cycle should only be about 50% on our example engine with these injectors, so we are very safe here.We can calculate hp and fuel consumption from duty cycle directly using our assumptions above and can even develop rough hp and torque curves using the DUTY readout from your SDS programmer.At 3000 rpm and full throttle, we stabilize rpm momentarily by using the brakes. Wait 2 seconds for any acceleration enrichment to stop which affects duty cycle. Let's say that the duty cycle reads 15% on our example setup. We need to take our 400 hp figure and multiply by 0.15. This gives us 60 hp. Working back, we can figure that we are burning about 30 lbs./hr under these conditions. This can be converted to gallons per hour and even MPG if velocity is known. This procedure can be used at 500 rpm intervals to develop a hp curve.Torque output can be calculated from hp by using: Torque = 5252 times hp divided by rpm. Conversely, if torque is known from a dyno test, you can play with the numbers and calculate hp using HP=torque times rpm divided by 5252. In our example, torque works out to 105 ft./lbs. It should be noted that most properly mapped engines will run at a lower BSFC figure during cruise conditions because of the leaner AFRs generally used here. You could use a BSFC figure of 0.38 to 0.45 here if the AFRs are in the 16 to 17 to 1 range as indicated on your mixture meter.