
 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.
                   ------------------------------------------

