Introduction to HPC

Product Demonstration

Main Features

	The horsepower calculator is applicable to all levels of buildup from the most basic bolt on packages to the more advanced engine builds. The calculator will help entry level enthusiasts find the best specifications for bolt on power parts such as cold air intakes, streetable long tube headers, and cat-back exhaust systems as well as ignition and tuning upgrades to maximize the performance and efficiency of a slightly modified street engine.
	For more advanced all motor buildups, the calculator will help recommend a proper match of parts that all target peak power new redline including tuned length intake manifolds (or individual throttle body setups), shorty headers for peak power extraction, ported high flow cylinder heads, ideal lift and duration camshafts and a recommended static compression ratio that will match both the engine demand and the camshaft profile of the specific buildup.
	For turbocharged applications, the calculator specifies everything needed to perform a complete and matched turbocharged conversion covering everything from choosing the right sized compressor, to selecting an optimal turbine aspect ratio (A/R) for best spool, to recommending a proper single or dual wastegate size for solid boost control, to coupling properly sized exhaust manifolds, and intercoolers in order to maximize the performance of the system.
	Similarly, for supercharged applications the calculator specifies everything needed to perform a complete and matched supercharger setup including the proper supercharger head unit, a header designed for maximum exhaust gas evacuation and minimum back-pressure, a split patter camshaft selection to minimize exhaust gas reversion and supercharged air dilution, and the proper match of cold side and hot side piping for best torque response.
	On Nitrous applications, our calculator does complete calculations for a higher demand fuel system to cope with the nitrous kit’s fuel demand. We also calculate exact single fogger and direct port jettings for your target shot size as well designing a unique dual mode exhaust that is matched from the header to the exhaust cutout for peak on-the-bottle performance, while suggesting a more docile cat-back exhaust size making the car more streetable in off-the-bottle driving conditions.

Unique Features

	For all of the above applications, the horsepower calculator delivers recommendations for a complete fuel system that is compatible with your power target from the fuel pump to the main fuel feed line to the fuel injectors to the return line… for both return and return-less fuel systems. By following these recommendations you will always be sure to have enough fuel on hand for your nitrous, boost pressure or horsepower level and avoid detonation caused by lean fuel mixtures.
	Our innovative octane center allows you to convert your setup from running gasoline to running any one of 13 common hydrocarbon based fuels including E85, NitroMethane, and Methanol. For any combination of these fuels and in any mixture, the calculator is able to adjust all the specifications of all of the engine parts to match the new fuel’s characteristics including correcting the intake system, fuel delivery system and exhaust system sizing based on the fuel mixture’s new energy density, target air to fuel ratio and specific gravity, and the volume of exhaust gas released per horsepower.
	Our thermal modeling center works in tandem with our octane center for all applications from all motor all the way to TWIN-CHARGED (both turbocharged and supercharged) applications. The thermal model will help you calculate a highly accurate density ratio, find the exact boost level required to reach a power goal given that density ratio, and make sure that the final mix of boost pressure, compression and cooling does NOT exceed the fuel mixture’s octane and auto ignition temperature ratings that were calculated by the octane center!
	In our support for many racing classes such as Group-N rally and Formula SAE, we have developed a cold side intake restrictor model composed of a combined pipe wall friction model as well as a Bernoulli pressure drop model to find the maximum expected horsepower level that will be produced by the restricted engine. Once the restricted power and the restriction rpm point is found, we can then cater all of our calculator’s results to produce the best average horsepower level below this point, rather than designing for peak power at flow and rpm level that will never be achieved by the engine due to the restriction.
	Our charger database is one of our core strengths in the calculator. We have over 220 chargers in our database between superchargers and turbochargers. The software is able to select chargers and recommend them based on the applications boost pressure and flow level requirements based on calculated engine demand and your target power level. Moreover, all of the standardized compressor maps in our database have been scaled to allow the software to plot demand lines on the map showing compressor efficiency at key flow points and ensuring proper design and matching for your buildup. Manufacturers include: Vortech, Eaton, Eaton TVS, Whipple, Lysholm, Rotrex, Procharger, Ogura Clutch, Sprintex, ASA, Mitsubishi (MHI), Garrett, KKK, Aerocharger, Borg Warner and IHI

Lifetime business access for just $197 Lifetime enthusiast access for just $79

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Bonus – The Power Guide:

The power guide details everything you need to know to upgrade the performance of your vehicle and contains:

57 pages on performance upgrades including:

• Three stages of performance upgrades
• Straight forward TO DO LIST and TO AVOID tips for each performance part
• A complete section on tuning
• A list of products and manufacturers that are considered the best of the best in the industry

Bonus – The ultimate engine tuning guide (included with the pro and tuner packages)

It’s a common hot-rodder saying that “All the power is made in the head”. Swapping in a high performance set of heads, with the right combustion chamber volume, proper cooling and oiling passages, properly sized, finished and flowed ports, positively shaped valve angles and lightweight valves, properly damped valve springs, and the correct lift, duration, and overlap camshafts can significantly alter the operating characteristics of the motor. You can turn a 5000 rpm truck motor into a 9000 rpm race engine simply by swapping in the right top end.

I remember back when I used to own a 2.2 liter Toyota Celica equipped with the 5sfe engine that a tuning shop in Texas used to offer a dyno-proven 40whp upgrade that consisted of a SteveM 185hp head and a fuel pressure regulator. Of course the head alone cost 2000 dollars as an upgrade and included everything from a milled surface to boost the compression ratio to a reshaped combustion chamber, to reshaped ports, to resized valves, to custom ground cams with a lot of R&D behind them. With such a huge jump in power output, the factory injectors would have been maxed out at full duty cycle and still running the motor lean, and the addition of the fuel pressure regulator was required to at least get the car to run safely (yet not at its peak potential without a full retune).

However, even though all the power is made in the head, all that power is enhanced and maintained by tuning!

When adding several bolt on performance upgrades to your engine, or even going with more advanced upgrades such as internal work or forced induction, then the amount of power gained by simply slapping on these parts without a re-tune is always going to be less, and sometimes even significantly less than what you would get if you tuned for your specific combination.

Performance upgrades change the shape of the power curve, ultimately changing the engine’s volumetric efficiency at different points in the rpm range. These changes are typically non linear and biased towards one rpm or another. For example, a header tuned for resonance at 7500 rpms will give a boost in power in the range from 6500 to 8500 rpms, requiring the mixture to be richened in that range to compensate for the added airflow. What happens on typical fuel injection systems is that the entire fuel curve is trimmed up or down to prevent any overly lean conditions. But even thought this kind of trim keeps things safe, if the range between 6500-8500 is now properly tuned, the entire range below 6500 is now overly rich due to the fuel trim and is sacrificing horsepower.

Tuning your engine management system for your modifications gives you the ability to tailor the fuel delivery, ignition timing and camshaft timing events to make the most amount of power out of your combination, and to maintain that power over a long period of time by keeping your motor safe and reliable.

A mastermind is a group of people who all are working towards the achievement of a specific goal. It’s a think-tank and center for activism.

What is most impressive about this tuning guide is that it was researched and prepared using the mastermind methodology. By taking directive, input, and contributions from some of the most renowned engine tuners worldwide, we are able to bring you a mega-guide that covers everything from full throttle performance to drivability, from dyno-time troubleshooting to preventive pre-tune checks.

I pose that this is the ultimate tuning guide… incorporating input from people who have experience with Japanese Imports, European Tourers, and American Muscle; people with experience in building all motor big blocks, nitrous injected drag vehicles, and turbocharged / supercharged pressure cookers; people that have been north of the 1000hp mark on their customer cars time and time again, people who have tuned-up cars to 4x times their factory horsepower, and people who are sought after so much so, that they have spent a significant portion of their careers as travel tuners, that travel from city to city, from one high power build to another, from one tuning session to another, working full time, as the tuning elite.

I have consulted with them, consolidated their input and created this unique guide. Their knowledge is now yours!

Tuning Goals

In this guide I will cover 6basic goals that you will tune towards, these goals are:

• A smooth start
• A clean idle
• A responsive motor with good throttle response
• A ‘lean cruise’ condition giving you best MPG even from a large displacement, gas thirsty motor.
• A ‘Power Enrichment’ zone for high demand conditions (full throttle and full boost).
• A safe ‘standing mile’ endurance run.

And for each of these tuning objectives I will cover the fuel, ignition, and cam tuning (as well as other methods of tuning and adjustment) that are required for that aspect of your engine’s performance.

Typically taking your car to a dyno operator or tuner only gets your setup tuned for power enrichment, which is great when you are at full throttle or in boost. However, having a complete tune for your motor will produce a car that is both faster, safer, cleaner, and more efficient in real world conditions in mid throttle, mid turn, mid traffic, during repetitive high speed passing on the highway or even just idling in your driveway. A complete tune by a tuning house is typically a very expensive proposition and so this guide gives you the information, concepts and tools necessary to pull this off on your own.

What you will also find in this guide is a lot of trouble shooting advice both on and off they dyno. The reason for this, as some of you may be aware, is that having faults in your ignition, electrical or fuel systems may significantly reduce power output. Sometimes it is possible to ‘tune around’ these problems (for example a weak fuel pump may cause a drop in fuel pressure causing a lean condition, adjusting the injector duty cycle upwards can correct for the leanness, however with time, the root cause of the problem which is the faulty fuel pump will continue to weaken, and the mixture will lean out again, possibly causing catastrophic engine failure)

You may be able to temporarily tune around a problem masking it’s symptoms but in the long run it is always best to fix the problem at the cause to maintain a setup that will be safe and reliable, not just today, but in the future as your components age. Since this guide is geared towards power AND reliability, you will find a lot of trouble shooting advice and pre-tuning pre-checks that must be satisfied in order to ensure that you are getting the best performance and safety out of your tune.

The bottom line:

No matter how much money you’ve spent on performance parts and products, if you haven’t tuned the car for your modifications, then you are definitely leaving power on the table. Furthermore, the more you have invested, the more you should tune … here is a simple example:

HorsepowerCalculators.net is 100% committed to your on-line safety,

and the privacy of your information. Proceed with confidence.

Instant Access & Downloads

Our checkout process is handled by clickbank.com and the next page will look like the image below…

After completing your payment with our checkout partner, don’t close your browser as you will be redirected back to our website. Once back on our website you will be directed to the new user page where you can instantly create your username and password to access the power calculator; you will also be able to instantly download our power guide.

If you need any assistance , please make sure to contact us or  email me — mr.humsi@gmail.com directly

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