Software of the Month Club 1997 April

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Shareware Information - DragMax Jr registration fee is $ 60.00 U.S. dollars. Registered users will immediately receive by US Priority Mail, a 3 1/2 disk with their name/or/business name, address, phone number included in the DragMax Jr screens and this same info will be on the printout data pages, for a more professional "LOOK" that you can show or give printouts to your customers or friends. You will also receive other "FREE" software computer programs, one called " RodMax Jr" that computes piston depths every degree of crank rotation .... also reports CC volume, CFM, Rate,etc. every degree. Use to compare rod lengths/effects !!! Plus 2 other surprize computer programs !!!! (4 programs total) !! Registration will include "FREE-copies" of future updated versions being sent to your address. Also includes customizing of this program to your liking .... can enhance some areas of data you might be more interested in, can change program's colors, etc. Send all registration fees or correspondence to : Meaux Racing Heads 9831 La Hwy 343 Abbeville, La. 70510 (318) 893-1541 Larry Meaux, MaxRace Software CompuServe # 75041,1617 America Online MEAUX RACE Please read the HELP.HLP file at least once ! Thanks. -------------------< HELP.HLP >--------------------- 1) KEYBOARD INPUT - Hot keys, short-cut keys, and general information. The opening screen has " MaxRace Software " scrolling along with engine reving sounds etc., after using this program a few times, you are probably tired of this effect, just press the <ENTER> key just after the green START screen comes on, and program will bypass/jump to the input screen quicker, saving you time. Once at the BLUE-INPUT screen (Page 1 of 5), you will have to answer ALL input questions to be able to RUN the program, otherwise, you will get a red popup window saying INCORRECT INPUT if you try to bypass any one of the input questions. Once ALL the input questions have values , the <F2=RUN> will turn red, press the <F2> key to RUN program. All the input questions have DEFAULT values, by simply holding down the enter key, the program will scroll through all the input questions entering the DEFAULT values, however, most of these values will not suit your needs. Pressing the <DELETE> or <BACKSPACE> keys will completely erase your input and insert the DEFAULT value, simply begin typing your correct input again. After entering your input, you can use the UP/DOWN arrow keys to move to the next question or around the entire INPUT screen, or you can press the <ENTER> key to move to the next question. The <ESCAPE> key will NOT work in the blue INPUT screen, it will only result in the DEFAULT value being entered. Once in the ENGINE SPECS input section, if you change any of the first 5 questions, the others will be reduced to zero values, you will have to re-enter the correct values for the new input. Same for the TRANSMISSION RATIO section ...... if you change the number of transmission speeds or type of transmission, the gear ratios will be zeroed-out and revert to DEFAULT values. Another thing, you can only go downwards through the RATIO inputs, any incorrect input or pressing the <DELETE> or <BACKSPACE> keys will also zero-out input and insert DEFAULT values and also return you back to 1st gear input ! You can jump to the NUMBER OF SPEEDS input from the CLUTCH/CONVERTER input by pressing the UP-arrow, then go downwards and re-enter the Transmission ratios. Use this program as often as you can, experiment/explore keys and different input values , try " WHAT-IF " values, ..... get familiar with key functions/screens/pages etc., sort out different car/engine combinations, try different weather conditions, launch and shift rpms, tire sizes, final gear ratios, etc. .... LEARN from this program ! 2) FILES/VIEW/LOAD/SAVE - Working with DragMax Jr program files. If you have any DOS-version less than 5.0, then you will ONLY be able to view this HELP file. You need DOS-version 5.0 or higher to view/load/save program (.MAX) files. Press <F5=Files/Help> key to access/view program/help files from the BLUE-INPUT screen. Press <any other keys> to VIEW program files or press <ESCAPE> key to quit current event or return to INPUT screen. Once you are VIEWING the program's .MAX files, you can use the <UP/DOWN> arrows to scroll through file listings one at a time or press the <PAGE UP> <PAGE DOWN> keys to scroll faster. To LOAD a file press the <F3=LOAD> key, and load file name will appear along with yellow .MAX extension. Type the name of the file you want to view/load/run, then press <ENTER>, or press the <ESCAPE> key if you change your mind. If you make a mistake typing the file's name, press the <DELETE> key. To SAVE a new file, previous/old file, press <F4=SAVE> key, and either type the new file's name or press <ENTER> key to retain the old file's name if applicable. After you've entered the file's name, a dashed COMMENT line will appear. You can enter as many letters or numbers as there are numbers of dashes (NO MORE). If you make a mistake, press the <BACKSPACE> key to erase last entry or press the <DELETE> key to erase the entire comment. If there are already comments, and you wish to retain them, simply press <ENTER>. If you wish to change/append a portion of the comments, simply press the <BACKSPACE> key to reach the point you want to change/add. You can also change the text and background screen colors when viewing either the list of .MAX files or this HELP.HLP file , by toggling pressing the <F1> key. 3) HOW TO USE THIS PROGRAM EFFECTIVELY - tips on ways to use this program I'm jumping ahead to the OUTPUT screens/pages, because you might be already tired of reading this HELP file, and I feel this is VERY important information to read and not be bypassed !!!!! After you've answered all the input questions and have pressed the <F2=RUN> key, the program will perform all necessary calculations, and go to the red OUTPUT screen (Page 2 of 5). You will see five columns Distance Ft, IDEAL TRACTION, GOOD TRACTION, FAIR TRACTION, and POOR TRACTION, with ET/MPH predicted times for 60,330,660,1000,1320 Ft increments. To use/view this information correctly, you normally would choose between the GOOD TRACTION and the FAIR TRACTION column's predicted times/mph, as being a 95 % probability of being correct for your input values. The IDEAL TRACTION column's predictions will be correct for National Event prepared track surfaces along with a professionally built chassis and knowledge/skills. The POOR TRACTION column will represent the slowest this race car should run at a regular weekend event/track surface. Another way to use this info correctly is -> If you have a good idea of what your 60 Ft time should be, look at the column that best matches that 60 Ft time .... then apply the rest of that column's predicted times/mph to your choice. Better yet, if you've already run your car and have 60 Ft times, then choose the appropriate matching column's predictions. The 1320 Ft IDEAL column indicates to you the maximum MPH and quickest ET that your combination can achieve .... but your 60 Ft times and your MPH might match another column's times .... this is OK, the IDEAL column gives you data to compare your combination against. Sometimes when a race car is not hooking-up, its 60 Ft might match the POOR TRACTION column's 60 Ft time, and its MPH might match the GOOD or IDEAL TRACTION column's MPH ! The actual track times might run diagonally across from the POOR 60 Ft to the IDEAL 1320 Ft MPH speed !! NOTE: The ACCURACY of the predicted/run column will only be as ACCURATE as the LEVEL of hook/traction your race car can attain !!!!! ------------ Traction Levels ------------ Level 6= Ideal Traction, simulates a National event prepared track surface, with a professional chassis and knowledge. NOTE: Level=6 is this program's baseline traction setting! (Levels are from 1 to 10, above Level 6, traction is increased beyond IDEAL conditions and usually you will have no need to set this Level above 6) Level 5= Good Traction, Points meet prepared track surface, with a professional chassis and knowledge. Level 4= Fair Traction, Regular weekend event prepared surface, with a professional chassis Level 3= Poor Traction, Regular weekend with average chassis Level 2= Bad Traction, Regular weekend with poor chassis Level 1= Worst Traction, Regular weekend with bad chassis *********************** Very Important Information ************************ The SCROLLABLE screen is on Page 3 ..... The output data on that page consists of these following columns of output data ; Distance Time Speed G Engine Gear No-slip Lockup Rollout Feet ET MPH Force RPM # RPM Percent Inches You can SCROLL this screen by using the <PageUp> or <PageDown> keys. The screen will scroll 10 Ft at a time up or down, or you can use the <END> key to jump to 1320 Ft, or you can type M to jump to 660 Ft, or you could press the <HOME> key to jump back to 0 Ft distance. You will notice that the first distance listed on the Distance/Feet column will be a negative distance with a leading minus sign - , this is the amount of free-ROLLOUT distance through the stage-beams, measured in inches. The ROLLOUT TIME will also be a negative value with a leading minus sign - This is the amount of time your race car will be in motion BEFORE you start the timing clocks by breaking the infared stage-beam. Next on that line will be Speed in MPH, this will be 0 in value, because this is the real starting point and the race car hasn't moved yet. The G-force value represents the POTENTIAL G-force that this car has, as it sits motionless on the starting line, and it is the potential-force this race car could initially launch at ! The rest of the G-Force data in the G-Force column will be the actual G-Forces experienced by the driver as the race car accelerates down the 1/4 mile. Next on that same line is Engine RPM, this is the actual engine rpm. The Gear # shows you which transmission gear you are now in, also a *s will appear next to the gear number WHEN the engine rpm is at the SHIFT-point. Also the shift-point line will be HIGHLIGHTED in blue-green color. Next is the No-Slip Engine Rpm, this is the RPM the engine would theoretically be at if there were absolutely NO slippage in the converter/clutch setup. Next is the Slip-Rpm, this is the amount of RPM that the converter/clutch is slipping. Next is the Lockup % , this is the amount of lockup efficiency expressed in percent that the converter/clutch is experiencing. Finally, the Rollout-Inches is the amount the drive-tire is growing from centrifugal forces it experiences as the race car travels down the 1/4 mile. The IDEAL TRACTION column's predicted times/mph values, will always be whats viewed in the SCROLLABLE section on OUTPUT Page 3 of 5, or what will be sent to the printer, EVEN though Traction Level value is not 6 . For example -> Suppose you want to view or scroll through each and every foot distance of the output data of Poor Traction column ..... to accomplish this you would go back to the BLUE INPUT screen (Page 1 of 5), go to the Traction Level input, and input a level value of 3, then press the <F2=RUN> key to compute data, then use the arrow key to select Page 3 of 5, ..... once at Page 3, you can scroll output data in 10 Ft increments. One other note -> The Animation/Simulation screen will simulate whatever value you have chosen for the TRACTION LEVEL input .... also that same data will be sent to the printer, if you choose to print it. * To SCROLL the Ideal Traction column, input 6 for Traction Level on Page 1 * To SCROLL the Good Traction column, input 5 for Traction Level on Page 1 * To SCROLL the Fair Traction column, input 4 for Traction Level on Page 1 * To SCROLL the Poor Traction column, input 3 for Traction Level on Page 1 * To SCROLL the Bad Traction column, input 2 for Traction Level on Page 1 * To SCROLL the Worst Traction column, input 1 for Traction Level on Page 1 Sound complicated ??? Its simple !!! Just play around with different Traction Level values to SEE how it works. Also you will notice that another set of columns/predictions have SHIFTED/replaced the previous ones, receiving a NEW set of prediction columns !!! The BEST teacher is experience .... You can't break or wear-out this program, so don't hesitate to experiment ! Sit down, relax, kick the tires, rev the engine a little. 4) BODY TYPE - Choose the body type that best represents your race car. Type 1= Dragster, and includes front and rear-engine versions, and all classes of dragsters, such as, Jr. Dragster, ET-Bracket, Comp Eliminator, Top Fuel, etc. Type 2= Funny Car, NOTE-> includes ONLY those 2 classes of supercharged-engine, which are, Nitro Fuel Funny Car and Alcohol Funny Car. Do not choose this type for any other applications. Type 3= Sports Car, includes all sports cars, fastbacks, sedans, station wagons, mini-vans, vans, sport-utility vehicles, etc. , or anything that DOESN'T have near-vertical back glass along with an uncovered exposed open-bed area/tailgate. If its a sports car, then choose Type=3 along with AERODYNAMIC LEVEL=6....... if its a van, then choose Type=3 along with AERODYNAMIC LEVEL=4 or 5, etc. Type 4= Roadster/Truck, any race cars that resemble roadsters, that is, with exposed vertical-radiators, large fenders, open driver area/exposed driver. Not all roadster bodies are created equal, you also might have to set the AERODYNAMIC LEVEL to 5 instead of 6, to correctly model performance. Also Type=4 simulates pickup trucks. Type 5= Motorcycle, all forms of 2-wheel vehicles. In some cases, you might have to also adjust AERODYNAMIC LEVEL to 3,4, or 5 to model an upright rider, semi-crouched rider, windshield, etc. 5) NUMBER OF CYLINDERS - Valid values are 1, 2, 4, 6, or 8 cylinders. Respond accurately, other equations depend upon this information. 6) ENGINE SIZE - Valid range is 14 cid to 900 cid. 7) RPM OF PEAK HP - Valid range is 3600 rpms to 15,000 rpms. 8) PEAK HORSEPOWER - Valid range is 5 HP to 8000 HP. Enter the maximum amount of CORRECTED horsepower that was achieved during a 600 rpm/second rate acceleration dyno test. Note-> HP corrected to 29.92 inches Hg. barometric pressure, 60 degrees Fahrenheit, and 0 % percent humidity. 9) AVERAGE HORSEPOWER - Most users can skip this input, as the computer will guesstimate this for you. However, if you desire greater program accuracy and also have dyno sheets, then to use this option effectively, find the RPM that PEAK HORSEPOWER ocurred at, then from that rpm point to a 1000 rpms below that point, TOTAL-UP all the horsepower figures and divide that by the number of points to get the AVERAGE amount of HP produced over a 1000 rpm power band. This is what REALLY propels your race car down the track....NO engine can STAY at the peak HP point throughout an entire run as of yet !!!! Its the AVERAGE amount of HP produced over at least a 1000 rpm power band that is responsible for your car's performance !!!! 10) SHIFT RPM - Valid range is the HP rpm point, to a 1000 rpm ABOVE the peak HP rpm point. The ideal shift point is usually 300 to 500 rpm above the rpm point of peak HP. Also only ONE rpm shift point is asked for by this program, instead of shift points for each and every gear. Even though this program calculates data every foot of distance, the engine rpm can vary + or - 200 rpms per foot traveled, also, along with the time-delay in actually shifting gears, negate the value or necessity of having to input a shift point for each gear! 11) MAXIMUM LAUNCH RPM - Valid range is 1800 rpms to 16,000 rpms. Will not let you launch more than a 1000 rpms ABOVE the engine's peak HP rpm point, nor LOWER than 1800 rpms. For automatic transmissions with torque converters, typical launch rpms will be 1800 rpms for stock OEM converters, to 2200 rpms for HI-PERF OEM converters, all the way to all-out competition 8200-8400 stall rpm converters. 12) HOOD SCOOP - Enter 1 for YES, if your race car has ANY form of outside air induction, such as, hood scoop, cowl-induction, grille-hose, turbocharger, or supercharger. Enter 2 for NO, if your engine uses underhood air only. 13) TRACK ELEVATION - Enter the physical height of the race track surface above sea-level. Valid range is from 0 Ft to 7000 Ft. Enter 0 Ft if you are not sure. DO NOT input DENSITY altitude !!! ---------- Popular Race Track Elevations ---------- Track Ft-Height Track Ft-Height Brainerd, Minnesota 1300 Medicine Hat, AB, Canada 2300 Chandler, Arizona 1300 Inyokern, California 2400 Phoenix, Arizona 1300 Boise, Idaho 2700 Salem, Ohio 1300 Palmdale, California 2700 Medford, Oregon 1400 Liberal, Kansas 2900 Scribner, Nebraska 1400 Belle Fourche, South Dakota 3000 Wichita, Kansas 1400 Calgary, AB, Canada 3500 Marion, South Dakota 1500 Julesburg, Colorado 3500 Monterrey, Mexico 1500 Amarillo, Texas 3700 Whittmann, Arizona 1500 Roswell, New Mexico 3700 Saskatoon, SK, Canada 1600 Salt Lake City, Utah 4400 Ashcroft, BC, Canada 1700 Douglas, Wyoming 4900 Great Bend, Kansas 1900 Pueblo, Colorado 4900 Las Vegas, Nevada 2100 Anaconda, Montana 5100 Edmonton, AB, Canada 2200 Denver, Colorado 5800 * CAUTION -> If you input a value other than ZERO for Track Elevation, then you must ALSO input 29.92 for the Barometric Pressure input !!! You can also input Pressure Altitude Feet for Track Elevation, but again, you must ALSO input 29.92 for the Barometric Pressure input ! 14) BAROMETRIC PRESSURE - Valid range is from 23.00 to 31.00 inches Hg. Enter the "uncorrected" barometric pressure, read directly-off barometer gauge, or as seen on TV's weather channel. DO NOT enter any barometric pressure reading that has ALREADY been corrected by a computer program or electronic guage!! The "uncorrected" barometric pressure is defined as the TOTAL weight of the atmosphere including the weight of water vapor in the air. This program NEEDS the uncorrected pressure ..... and along with the dry bulb temperature and the humidity percent, this program will compute the amount of vapor pressure present , and will then CORRECT the barometric pressure reading. So if you enter a CORRECTED barometric pressure reading .... it will be corrected TWICE, an error will occur!!, predicted times/speed will be in error !!! 15) TEMPERATURE - Valid range is 32 to 120 degrees Fahrenheit scale (U.S.) 16) RELATIVE HUMIDITY % - Valid range is 5 to 100 % percent relative humidity, and also at the same time, .01 to 3.4477 inches Hg. This program features an automatic toggling between either input of relative humidity or vapor pressure. Note-> You cannot enter 0 % humidity input, ... you can enter .01 vapor pressure instead, thats the closest you will be able to simulate 0 % humidity. 17) WIND SPEED MPH - Valid range is from -30 to 30 mph wind speed. A headwind is defined as wind direction coming from the finish line towards the starting line, and a headwind will cause a LOSS in car's ET/MPH performance. A tailwind is defined as wind direction coming from the starting line going towards the finish line, and a tailwind will result in an IMPROVEMENT in ET/MPH performance. A tailwind should be entered as example-> -20 for a tailwind of 20 mph speed. A crosswind is defined as wind direction going across the track's axis at a 45 degree angle. To simulate a headwind-crosswind direction multiply the headwind's mph speed by .707 , then enter that amount. Example-> 20 mph headwind-crosswind will be-> 20 x .707 = 14.14 mph. The same principle/math used to figure a tailwind-crosswind situation. Example-> -20 mph tailwind-crosswind will be-> -20 x .707 = -14.14 mph 18) TOTAL CAR WEIGHT - Valid range is from 200 to 6000 lbs including driver. Enter the total car's weight (including the driver), as ready to race on the starting line (w/helmet,gloves,suit,fuel,water,etc). This is one of the greatest source of program input error !!!!!, many people guesstimate total car weight. Garbage in / garbage out !!!!!! 19) STAGE-BEAM ROLLOUT - Valid range is from 7 to 16 inches of rollout. A good guesstimate for front tire staging-beam rollout distance, is to divide your front tire's diameter by 2, then ADD to that figure any wheelbase offset built-into your car's chassis (usually 0-2 in.). If you shallow-stage, then most probably rollout will be between 12 to 16 inches. If you deep-stage, then between 7 to 9 inches. 7 inches is the LEAST amount of rollout you can have and still keep both the pre-stage and stage bulbs lit !!! 20) DRIVE-TIRE ROLLOUT - Valid range is from 18 to 38 inches diameter, and also between 57 to 119 inches circumference. This program features an automatic input toggling between diameter and rollout. Enter the drive-tire's rollout/diameter as measured at race-ready tire air pressure and with the driver in place, etc. Also this tire's measurement must be taken in the center of the tire's width. Typically the car/tire is push-rolled over the 1/4 wide tape measure until both ends can be grabbed together to take a circumference reading. Diameter= circumference divided by 3.1416 Circumference/rollout= diameter x 3.1416 21) DRIVE-TIRE WIDTH - Valid range is from 6 to 18 inches in tread width. Enter the ACTUAL-measured tire's tread width at the race-ready air pressure. DO NOT use the tire manufacturer's specs !!!, instead USE what you measured. Rim/wheel width, tire air pressure, total car weight/front-to-rear percentages, tire temperature, tire sidewall design, etc. all influence what the actual width will measure. ( SEE the tire chart below for METRIC conversions to inches ) 22) WHEEL/RIM WIDTH - Valid range is from 6 to 18 inches. USE the manufacturer's specs for this one !!!, because its hard to properly measure with a mounted tire in place. The rim width is defined as the distance between the inboard tire's bead-seat .... to the outboard tire's bead-seat .... and NOT the distance between the inside to outside rim flanges, as sometimes thought !!! 23) DRIVE-TIRE LAUNCH - Enter 1 for race slick launch, or enter 2 for an optimized lanuch. If you enter 1 for race-slick launch, the car's launch is primarily determined by the slick's width, final gear ratio, transmission gear ratio, engine torque at launch rpm, engine size and number of cylinders, and converter multiplication if applicable. If you enter 2 for optimized-launch, then the car's launch is NOT affected by the tire's width at all, and also the rim's width has no direct effect on launch performance. Also the launch rpm is optimized a point of 1000 rpms below peak HP rpm point. Also the final gear ratio is optimized to approximately 95 percent of the predicted ratio. However, NONE of these OPTIMIZED values will take the place of your inputed values NOR will they be displayed on the screen, the program will instead adjust launch performance internally. The OPTIMIZED-launch option is beneficial for the following reasons: a) Lets you analyze how hard you could launch your car if you had the correct tire/rim width, final gear ratio, transmission gear ratio, and launch rpm/converter stall. b) Sometimes its necessary to MODEL cars equipped with street tires and stock suspensions, on less than ideal traction surfaces, etc. c) May have to set to OPTIMIZED-launch for correlation/modeling to some magazine car evaluation test results. 24) FINAL GEAR RATIO - Valid range is from 2.50 to 9.00:1 ratios. Jr. Dragsters typically use from 5.00 to 9.00:1 ratios. Top Nitro Fuel Dragsters and Nitro Fuel Funny Cars typically use 3.20 gear ratios. Normally, street cars use ratios between 2.50 to 4.30:1 All other race cars usually use between 4.56 to 6.50:1 ratios. If the final gear ratio you inputted causes the engine to rpm higher than 1750 rpms above the rpm point of peak horsepower, then ZEROs will be inserted for ALL output data from that rpm point up. This lets you know that you've chosen the wrong gear ratio. When modeling Jr. Dragsters, its OK to SEE zeros past the 1/8 mile. 25) TRANSMISSION TYPE - Enter 1 for automatic trans/torque converter, or enter 2 for manual trans/clutch setup. 26) NUMBER OF TRANSMISSION SPEEDS - Valid range is from 1 to 6 speeds/gears. 27) TRANSMISSION GEAR RATIOS - If you press the <DELETE> or <BACKSPACE> keys at anytime of gear ratio input, you will be returned to the 1st gear input and the default values will be inserted at all relevant gears. You will notice that 3 green DOWNWARD arrows have lighted-up, they signify that you can only move downward at this point, you cannot go upwards through the gear ratio inputs, only downwards. Also a helpful trans gear recommendation chart appears to the right. 28) CLUTCH/CONVERTER EFFICIENCY PERCENT - Valid ranges are from 85 to 97 % for converters, and 90 to 100 % percent lockup for clutches. Best torque converters will usually lockup between 94 to 97 percent and fair converters will lockup between 89 to 93 percent. Anything less than 89 % percent is considered unacceptable for converters ! Hint/Tip-> You can keep adjusting this value to match the rpm you cross at if you've raced your car already, then this value will equate to the lockup percent of your converter/clutch. 29) OVERALL EFFICIENCY PERCENT - Valid range is from 95 to 105 % percent. Note-> 100 % percent is this program's baseline. Normally, this value will remain at 100 percent, and the only reasons to adjust this differently, would be to account for differences in Dynos or the types of dyno test rates/methods, such as, steady-state non-acceleration testing versus acceleration testing. Note-> This program is also calibrated to the 600 rpm/sec. acceleration test method, so any SLOWER rates or steady-state tests will SHOW more engine HP than the 600 rpm/sec rate. To properly model these higher HP producing test methods, and also bogus or high reading dynos, you would have to adjust the overall efficiency percent to BELOW 100 percent ...... likewise, if your dyno is more conservative than mine, you would adjust the overall efficiency percent value to ABOVE 100 percent. You will have to experiment and also have much track data to LOCK-ON to this value, but once locked-on, your dyno will use this same percent value from this point on, unless you switch dynos. Also it will be very helpfull to work with professional racers that have good-hooking consistent cars to gather data to correlate this program to your dyno/test rate !!! Remember-> Conservative dynos= Higher than 100 percent Bogus dyno/or different rates= Lower than 100 percent * Enter 100 % for Overall Efficiency if you are not sure 30) AERODYNAMIC LEVEL - Valid range is from 1 to 10. 1= Worst aerodynamics 2= Bad aerodynamics 3= Poor aerodynamics Note-> Levels 7 to 10 increase aerodynamics 4= Fair aerodynamics to values that are better than normal. 5= Good aerodynamics 6= Ideal aerodynamics This program uses computer logic that will automatically determine and adjust for proper amounts of frontal area, drag and lift coefficients, based upon type of body style input, the engine HP, and predicted ET/MPH ranges. Level=6 is this program's baseline setting. You would only have reason to differ from the value of 6, if for example, you were racing an early model Chevy II with its box-appearing shape, .... even though its BODY TYPE=3 for sports car, you would typically also adjust the aerodynamic level to 5 instead of 6, to simulate a greater than normal loss. Likewise, other cases/reasons to differ from Level=6 value are: If you were racing a motorcycle, you would choose BODY TYPE=5, then if you made one pass with the driver crouched down for better aerodynamics you would set the aero level to 6, .... then if you made another pass, this time the driver was sitting upright and caused greater aerodynamic losses, you would adjust the aero level value to 3, 4, or 5 to simulate/model this effect. Same goes for dragsters that have wings versus ones that don't ! Roadsters have such varying degrees of aerodynamic losses that aero levels will be between 4 to 6. 31) TRACTION LEVEL - Valid range is from 1 to 10. 1= Worst traction 2= Bad traction 3= Poor traction Note-> Levels 7 to 10 increase traction beyond 4= Fair traction normal values. 5= Good traction 6= Ideal traction Level=6 is this program's baseline setting. Very seldom should you set this level above 6. ( SEE-> "HOW TO USE THIS PROGRAM EFFECTIVELY" # 3 above for additional help info on traction level settings ) 32) COMPUTED WEATHER DATA - The wet-bulb temperature, dewpoint temperature, vapor and saturation pressures, pressure and density altitudes, air density percent, and dyno/air correction factor, are all computed and displayed on page 3 of 5 on screen ouput. The accuracy of this computed weather data will match the National Weather Service data, and also match or exceed the accuracy of published weather data. NOTICE-> This program's weather data may not match your friend's or other racer computer program output data, etc., instead believe this program's weather data, because it is CORRECT !!!! For instance, the formula used to compute the vapor and saturation pressures is accurate to 5 decimal places or greater, and will exceed the accuracy of most published data. 33) COMPUTER RECOMMENDATIONS - If you adhere to the approximate maximum recommended rpm ranges for launch/leave rpm, for shift rpm, and for crossing rpm, .... then this program's ET/MPH predictions will more than likely correlate/model your dragstrip performance to within a few thousandths of a second ET accuracy all the way down !!! The ram-air HP gain computed is the amount of HP gain produced from your form of outside air induction, and this amount is the maximum HP gain measured at the finish line. The best final gear ratio recommended is that gear ratio that will cause your engine to be at approximately 750 rpms ABOVE the peak HP rpm point .... this is necessary to ensure that maximum acceleration has been achieved in the quarter mile (or 1/8 mile if Jr Dragster) . The best header specs recommend pipe/collector diameters/lengths for the best use of the negative pressure acoustical wave. The 2nd best header specs should be used for engines that make their peak HP at rpms at or below 6000 rpms. These specs make use of the 2nd best negative pressure acoustical wave's rpm tuning range, but horsepower gains will not be as great as the 1st header specs! 34) HP/TORQUE CURVE DATA - Computes an IDEAL HP/Torque curve based upon engine size, number of cylinders, and rpm point of peak HP. The HP/Torque data generated produces an IDEAL curve ... it might not agree with your dyno sheet data, but you should use this IDEAL curve/values to compare against your dyno sheet data to see how closely your engine follows that IDEAL curve, look for dips/holes/peaks etc. in your dyno data. The Volumetric Efficiency ( Ve% ) shown is actual trapped Ve % , this is, whats actually in the cylinder regardless of what was measured going into the engine. Trapped Ve%= Measured Ve% - ( Wasted during overlap + ring blowby ) 35) TRANSMISSION OVERALL RATIO/MASS/EFFECTIVE WEIGHT - This section shows the computed overall transmission gear ratios, the maximum attainable mph speed in each gear at 750 rpms above the peak HP rpm point. The mass factor is computed for each gear number and ratio, then used together with the total car's weight to calculate the effective weight in each gear. This is necessary to have a means to compute HP losses for different transmission gears and number of gears. The effective weight simulates what the car's weight feels like to the engine in different gears. 36) ROTATIONAL INERTIA DATA - Computes HP losses from accelerating/rotating a mass. Things that must be accelerated/rotated are engine parts, transmission parts, flywheel, driveshaft, chains, wheels, rotors, tires, etc. Also in this section is the overall final gear ratio, this is the number of revolutions the engine will make BEFORE the drive-tire will turn ONCE ! The performance factor indicates at what degree your race car is HOOKING/(traction). Normal performance factors range between 1310 to 1385. Below 1310, indicates that your car is over-geared, or might have hood-scoop problems, or fuel-pump delivery problems, or valve-float, etc. Above 1385 indicates that your car is loosing traction or bogging very badly, also might indicate not enough overall final gear ratio, etc. The launch/leave engine HP computed is how much HP was HOOKED during the first 60 feet of acceleration. 37) MISCELLANEOUS OUTPUT DATA - Torque converter multiplication is computed from the 1st 5 feet of acceleration. For converters this is typically between 2.50 to 1.00 in value. Very high rpm stall converters that lockup very efficient will have low multiplication, ... and stock OEM low-rpm stall converters might have as much as 2.50 multiplication. The intake system flow @ 28 inches of test pressure, represents what the complete intake system is capable of flowing at 87 % percent of the camshaft's theoretical valve lift. This is the amount of flow that would be measured on a flowbench at 28 inches of test pressure, and represents the amount of flow directly responsible for the amount of peak HP output. * Note-> You would ADD another 4 to 45 cfm to this figure depending if you have a dual-plane intake, single-plane intake, restricted size carb, etc. --> for bare-head flow ! * To compute/simulate what your bare head is flowing -> mounted on top of the same bore size flow-fixture as your engine, and with the intake valve opened to .87 times the maximum theoretical camshaft's intake lift, and with a radius entry-plate, and at 28 inches test pressure...you would ADD the following respective CFM amounts to the computed Intake System Flow ! Dual-plane intake -> Add 35 to 45 cfm to complete intake system flow Restricted carb -> Add 13 to 45 cfm to complete intake system flow Single-plane intake -> Add 13 to 25 cfm to complete intake system flow Tunnel Ram intake -> Add 4 to 13 cfm to complete intake system flow If your cam's maximum theoretical valve lift = .600" Then .600" times .87 % = .522" valve lift ..... you would open the valve to .522" lift, then checkout how much CFM your complete intake system is flowing with the carb, carb-spacer, intake manifold, attached! This is what this program is predicting, (i.e.), what your complete intake system is flowing,(in this example at .522" lift). To get a good idea what your "bare" head with only a radius entry is flowing, and for example you are running a single-plane intake manifold, then ADD 13 CFM to the total intake system flow (if your Compression Ratio is on the high-side) or ADD 25 CFM (if your CR is on the low-side) to compute what the bare head is actually flowing at .522" lift ! Volumetric efficiency percents that are greater than 136 percent indicate bogus data or that nitrous oxide is being used, or that a supercharger or turbocharger is being used. To get a good idea of what the complete intake system may be flowing under these conditions, then -> Intake flow= ( 136 divided by Ve% ) x intake system flow Torque/CID ratios much over 1.60 (on gasoline) indicate a bogus reading dyno. For small single-float bowl carbs such as Q-Jets, then multiply the fuel-pump GPH needed times 1.5 to be safe !!!! 38) Animation/Simulation - (Page 5 of 5) To get to the animation screen, you must first answer all input questions on Page 1, then press <F2> key to compute data, then from any red output screen you can press the <F6>=Print/Animation key, then press <F5> key to go to the animation page. The first sound you hear will be the engine cranking, then running, soon the Tree lights start counting down and a green arrow >> represents your race car accelerating down the 1/4 mile in REAL-TIME ! The shift points are also in REAL-TIME ! Time-to-shift is displayed for each transmission gear along with engine RPM and G-Forces. The finish line clock displays Elapsed Time in seconds in REAL-TIME !! If the computed data shows your race car to RUN the 1/4 mile in 10 seconds flat .... then the SIMULATION will take exactly 10 seconds!! Note -> After the animation has finished, you can press the <ESC> key or any other keys to EXIT the animation screen, or press <F2> key to <REPLAY>. The <ESC> key will work in all screens EXCEPT the blue input screen (Pg. 1 of 5). 39) Printing Data - Due to the great variety of printers out there, I have setup this program to print one page at a time .... you will have to press the appropriate button on your printer to manually form-feed each page out after printing .... this will SAVE wasted sheets of paper that are sometimes wasted between printouts with other programs/printers !! To printout computed data ... you MUST first press the <F2>=RUN key to compute the input data, then you will reach the RED-colored ouput screens where you will see <F6>=Print/Animation on the bottom line of the screen .... press <F6> key and it will jump to the print screen, once there, you can press <F1> to print Page 1, or press <F2> to print Page 2, or press <F3> to print Page 3 . After pressing the appropriate key, .... WAIT till the printer STOPS printing that page then eject that sheet out manually, then press <F2> to print the 2nd page sheet and so on. (If you don't do it this way, it will begin printing page 2 on the bottom of page 1 and across the perforation line). ---------- Gear Ratio Chart of Popular Transmissions --------- - Automatic Transmissions - Transmission Number 1st 2nd 3rd 4th 5th 6th Description of Gears Ratio Ratio Ratio Ratio Ratio Ratio GM Powerglide 2 1.76 1.00 2 1.82 1.00 GM Turbo-350 3 2.52 1.52 1.00 GM Turbo-400 3 2.48 1.48 1.00 Chrysler A-727 3 2.45 1.45 1.00 Chrysler A-904 3 2.45 1.45 1.00 Ford C-4 3 2.46 1.46 1.00 Ford C-6 3 2.46 1.46 1.00 GM TH-200R4 4 2.74 1.57 1.00 .67 GM TH-700R4 4 3.06 1.62 1.00 .70 Ford AOD 4 2.40 1.47 1.00 .67 Ford AOD-wide ratio 4 2.84 1.55 1.00 .70 Ford E4OD 4 2.71 1.53 1.00 .71 Ford AL4D 4 2.47 1.47 1.00 .75 Cadillac Eldorado 4 2.96 1.63 1.00 .68 Lexus GS300 car 4 2.80 1.53 1.00 .70 Mercedes E320 car 4 3.87 2.25 1.44 1.00 - Standard Transmissions - Transmission Number 1st 2nd 3rd 4th 5th 6th Description of Gears Ratio Ratio Ratio Ratio Ratio Ratio GM Saginaw close 3 2.54 1.50 1.00 GM Saginaw wide 3 2.85 1.68 1.00 Chrysler 3 3.02 1.76 1.00 Ford 3 3.41 1.86 1.00 GM Muncie-close 4 2.20 1.64 1.28 1.00 GM Muncie-wide 4 2.52 1.88 1.46 1.00 GM Saginaw 4 2.85 2.02 1.35 1.00 GM Saginaw 4 3.11 2.20 1.35 1.00 Chrysler BW T-10 4 2.20 1.64 1.31 1.00 Chrysler BW T-10 4 2.54 1.89 1.51 1.00 Chrysler 4 2.66 1.91 1.39 1.00 Ford BW T-10 4 2.36 1.76 1.41 1.00 Ford BW T-10 4 2.73 2.06 1.62 1.00 Ford 4 2.32 1.69 1.29 1.00 Ford 4 2.78 1.93 1.36 1.00 Richmond Gear T-10 4 2.43 1.61 1.23 1.00 Richmond Gear T-10 4 2.64 1.75 1.34 1.00 Richmond Gear T-10 4 2.64 1.60 1.23 1.00 Richmond Gear T-10 4 2.88 1.91 1.33 1.00 Richmond Gear Nash 5 3.27 2.14 1.57 1.23 1.00 Borg Warner T-5 5 2.95 1.94 1.34 1.00 .63 Borg Warner T-5 5 2.95 1.94 1.34 1.00 .80 Tremec 5 3.18 2.06 1.39 1.00 .65 Tremec 5 3.27 1.98 1.34 1.00 .68 Ford 5 3.35 1.99 1.33 1.00 .68 Pontiac Sunfire-GT 5 3.73 2.04 1.33 .92 .70 GM ZF 6 2.68 1.80 1.31 1.00 .75 .50 Firebird/Camaro 6 2.97 2.07 1.43 1.00 .80 .62 Chrysler 6 2.66 1.78 1.30 1.00 .74 .50 ------------ Tire Chart of popular size Street Tires --------- Tire Tire Section Section Tread Effective Description Diameter Width Height Width Width 185-60-14 22.740 7.283 4.370 5.568 4.666 195-70-14 24.748 7.677 5.374 5.869 4.918 75-14 25.516 7.677 5.758 5.869 4.918 60-15 24.213 7.677 4.606 5.869 4.918 65-15 24.980 7.677 4.990 5.869 4.918 70-15 25.748 7.677 5.374 5.869 4.918 75-15 26.516 7.677 5.758 5.869 4.918 205-70-14 25.299 8.071 5.650 6.170 5.170 75-14 26.106 8.071 6.053 6.170 5.170 50-15 23.071 8.071 4.035 6.170 5.170 55-15 23.878 8.071 4.439 6.170 5.170 60-15 24.685 8.071 4.843 6.170 5.170 65-15 25.492 8.071 5.246 6.170 5.170 70-15 26.299 8.071 5.650 6.170 5.170 75-15 27.106 8.071 6.053 6.170 5.170 55-16 24.878 8.071 4.439 6.170 5.170 225-50-15 23.858 8.858 4.429 6.772 5.675 60-15 25.630 8.858 5.315 6.772 5.675 70-15 27.402 8.858 6.201 6.772 5.675 75-15 28.287 8.858 6.644 6.772 5.675 50-16 24.858 8.858 4.429 6.772 5.675 60-16 26.630 8.858 5.315 6.772 5.675 70-16 28.402 8.858 6.201 6.772 5.675 75-16 29.287 8.858 6.644 6.772 5.675 235-60-15 26.102 9.252 5.551 7.073 5.927 70-15 27.953 9.252 6.476 7.073 5.927 75-15 28.878 9.252 6.939 7.073 5.927 50-16 25.252 9.252 4.626 7.073 5.927 55-16 26.177 9.252 5.089 7.073 5.927 60-16 27.102 9.252 5.551 7.073 5.927 70-16 28.953 9.252 6.476 7.073 5.927 75-16 29.878 9.252 6.939 7.073 5.927 245-60-14 25.575 9.646 5.787 7.374 6.179 50-16 25.646 9.646 4.823 7.374 6.179 70-16 29.504 9.646 6.752 7.374 6.179 45-17 25.681 9.646 4.341 7.374 6.179 255-60-15 27.047 10.039 6.024 7.675 6.431 70-15 29.055 10.039 7.028 7.675 6.431 65-16 29.051 10.039 6.526 7.675 6.431 40-17 25.031 10.039 4.016 7.675 6.431 50-17 27.039 10.039 5.020 7.675 6.431 265-75-16 31.650 10.433 7.825 7.976 6.684 275-60-15 27.992 10.827 6.496 8.277 6.936 60-17 29.992 10.827 6.496 8.277 6.936 295-40-18 27.291 11.614 4.646 8.878 7.440 315-35-17 25.681 12.402 4.341 9.480 7.945 335-35-17 26.232 13.189 4.616 10.082 8.449 1 millimeter = .039370078 inches or 25.4 millimeters = 1 inch The effective tread width is the tire's tread minus the width of all the tire grooves. Use this width to simulate for street tire width input. You might have to set drive-tire launch to the OPTIMIZED-launch setting along with effective tread widths that are less than 9 inches wide, in order to MODEL car performance correctly. --------------------------------------------------------- DragMax Jr .MAX files (45 files) BERN4608 - Bernstein 's 4.608/313.15 .841,2.136,3.089/264,3.900 TOPFUEL - Top Fuel dragster baseline model TOPFUEL2 - Top Fuel dragster at 3500 Ft density altitude FUNNYCAR - baseline model of Nitro Fuel Funny Car with 500 cid engine TAD - Top Alcohol dragster 1996 baseline model TAFC - Top Alcohol funny car 1996 baseline model PROMOD - IHRA-Pro Mod baseline model IHRA-PRO - IHRA-Pro Stock baseline model PROSTOCK - NHRA-Pro Stock model of WJ's 1995 Houston national record PROBIKE2 - Pro Stock Bike at 96 Pontiac Nats., Schultz 7.503/182.07 3500 Ft BIKE1996 - Pro Stock Bike 1996 performance model BIKE1993 - Pro Stock Bike 1993 performance model MOTORCYC - Motorcycle baseline model, ran 11.50s in 1/4 mile DUCATI88 - Ducati 888 SPO motorcycle ran 11.33/120.6 mph,optimized launch KAWABIKE - Kawasaki ZX-7 motorcycle ran 11.30/122.5 mph, optimized launch SUPERCMP - 8.90 ET dragster baseline model SUPERGAS - 9.90 ET car baseline model SUPERSTR - 10.90 ET car baseline model CED - C/ED econo-dragster baseline model, 750 cfm carb, 18 deg. heads DED - D/ED econo-dragster baseline model, Chevy V6, 1050 cfm carb CSR - C-street roadster, Chevy V6, ran 9.006/142.85 Houston 1996 CEA - C-econo altered, ran 9.03/151.00 1.26 60 Ft, Motorplex 1988 SSDM - 93 Houston WCS, ran 9.47-9.51/141.95 mph, Dart-Buick heads SSDA - 1969 Camaro, ran 10.02/132.04 1.395 60 Ft SSIA - 1968 Camaro, Q-Jet carb, Powerglide, super stocker SS/IA class SSKA - 1966 Chevy II Nova, 11.10s/121+mph, 4 GC carb, Victor Jr intake GSA - Pontiac TransAm NHRA stocker, ran 11.99/110.82mph, 455 cid ISA - Dodge Aspen NHRA stocker, ran 11.956/109.99 1.591-1.620 60 Ft CALLACR1 - 93 Callaway Corvette CR-1, ran 13.2/111.5 mph, + 150 lbs driver VIPER-RT - 93 Dodge Viper RT-10, 13.1/109.0 mph, + 150 lbs driver CAMARO97 - 97 Camaro,ran 13.597-13.740/100.68, 1.977-2.062 60-Ft times FIREBIRD - 93 Pontiac Trans Am, ran 14.8/95.5 mph, + 150 lbs driver MUSTNG97 - 97 Mustang,ran 13.487-13.622/101.70mph, optimized launch,+150 lbs SAAB900S - 93 Saab, ran 16.3/85.2 mph, optimized launch + 150 lbs driver FTRK150 - 97 Ford pickup F150-XLT ran 16.8/81.1mph, optimized, +150 driver TAHOELT - Chevy Tahoe LT, ran 15.7/84.0 mph, optimized launch, +150 driver AUDI-A4 - Ran 16.8/84.3 mph, optimized launch used, + 150 lbs driver incl. CARAVAN - 96 Dodge Caravan, ran 17.4/77.6 mph, optimized, + 150 lbs driver BMW-318I - Ran 16.6/84.3mph, optimized launch used, + 150 lbs driver inclu. SUNFIRE - 96 Pontiac Sunfire GT Coupe, ran 15.9/86.6, optimized,150-driver BENZE320 - Ran 16.9/83.9mph, optimized launch,+150 lbs driver included BRIGG5HP - Baseline model of Raptor/Briggs 5 HP engine Jr Dragster JRDRAG1 - Jr Dragster baseline model, 5 HP and 4000 rpm launch JRDRAG2 - Jr Dragster baseline model, 27 HP and 7800 rpm launch JRDRGMAX - Jr Dragster baseline model of maximum HP for 1996 ============================================================================ PS- Be sure to try out the sight/sound ANIMATION in " Real-Time " on (Page 5 of 5 ) of the output screen ! After you've inputted all data and have pressed the <F2=RUN> key to perform calculations , you can access the ANIMATION/SIMULATION page by pressing the <F6> key , then press <F5> for the ANIMATION/SIMULATION screen (Page 5 of 5). PS- Don't forget to register, to receive 4 drag racing/engine building related computer programs, plus some other surprize materials !!!! * One other note -> This program "might" run faster in WINDOWS than in DOS on some computers, ..... and then again it might run faster in DOS on others.... try DOS first, (experiment) ! If while running in Windows, and you are in the ANIMATION screen (Page 5 of 5) and the sound of the reving engine sounds like its missing, EXIT the program, and run it in DOS instead of Windows. Another thing, program colors and text shape may look different than what was originally programmed, if running in Windows. ------------------------------------------