Not sure how I missed this. Without a doubt the BEST ever seminar on how these beasts work. 1Hr 22min if time well spent. Hats off to all who made this possible. I've always liked DSR teams but even more so now. Thank you!
My wheelchair has a titanium frame, and it cost over $6,000, I really love watching video like this with Big Horse Power!!! I am so happy I found this video, I learned a lot here. Very cool
Those 3 walls in the block was definitely a great idea when that block was made. It definitely increased the strength in the valley area where the lifters are. Very impressive... I pushed a 302 to it's max and that's where it failed. Love this motor!!!! Well designed
I learned 100 new things thanks to this vid. I've fiddled with engines long enough that the tip of turning the block 90 degrees on the stand in order torque down the bolts hit me as the most epic "doh" moment ever! From this day forth, it shall be law in my garage to always rotate the block for torquing.
Another cool thing from when I worked on these is you don't need a number one main bearing at least not at the other big-name team, due to the blower belt tension and the back of this not in the middle of the engine. Lot of very smart people that's for damn sure! Also the amount of distortion the crankshaft has during a run, they were talking about possibly putting the crank trigger on the rear at one point, I wish I remember how many degrees it would twist the crank but it was a pretty ridiculous number that you wouldn't think would be possible
And sorry not trying to be rude at all I really do need help on this so thanks if you have any suggestions on this I just know that dad has always wanted one so I'm trying
Uh, and just like my current TL and Toyota engines, they do it for 300K + miles, without being opened once, right? There are other aspects that need to be put in context, as well. And compared to a turbine of the same size and weight, it produces relatively little HP, actually, and they do it for about 18,000 times as long. Pound for pound, compared to a rocket engine, it produces basically nothing. Just sayin'. ;-)
actually the mid plate is what holds the motor in the car and carries the bulk of the forces. It's bolted in. the front mounts saddle the frame rails with "hose clamps" but are mainly to hold the weight of the motor up in the front
I love this so much! I've been waiting so long for someone to do a complete in depth walk through of these nitro cars! Thank you so much for sharing!!!
I was at Martin four years ago when Dom Lagana ran 338mph. I'll never forget that feeling when the speed was posted. The crowd went insane. It was a magical moment, frozen forever in time.
I’ve been privy to quite a few forms of racing; Sport cars, Indy cars, F1 cars, Shifter carts, NASCAR, Outlaw sprint cars, Supercross, Flat track, Hydroplanes, Drag boats, even Military air shows. Not many were as up close and personal as NHRA. Ten years ago it was a ritual for me and my brothers to make it to HPT twice a year. It is def an experience to witness the pure violence of these cars on track. For the many friends I’ve taken along; the first pass they witness just leaves them in stupefied awe. It one thing to see the launch, it’s a whole another thing to witness these cars at the top end. This video was great to really see the nitty gritty of the build. My only complaint would be, I wish they would have us not watching it over their shoulder, full screen shots instead with voice over.
Heh ... Not to nitpick, but at 38 minutes in, you're describing how the blower works in reverse. The air doesn't flow straight down and get compressed, but rather around the outside of the lobes. It's kind of counter intuitive. Like I said, a nitpick, but thought I'd throw it out there (I'm sure someone else has pointed this out as well). Lots of great info as this is way too cool!
DR - Blower speed dictates how much air will be pumped into the engine, relative to engine RPM. Obviously, the more air pumped in allows more fuel to be added, equalling more power... sometimes. If the air is 'bad', meaning high temps and humidity, you can actually make MORE power by slowing down the blower speed.
It's a typical Roots-style blower. A typical misconception is that the rotors rotate toward each other and the air is pulled down between the lobes of the rotors. The rotors actually rotate away from each other and the air is pulled to the outside in the voids between them and the housing.
I was surprised at the reuse rate of parts never thought more than an old shop teacher saying yup they sell these for a couple of bucks at every race to use as ash trays (Inverted pistons). Lots of good information on this video thanks for sharing.
Steve Morris just started making a line of billet cylinder heads. One of the few people that can make a 4000 horsepower engine, and then talk about it, like it's your average Honda Civic motor. No big deal 🤪💯💯💯
At John Force Racing (and these are basically the same) the funny cars have an external oil tank where the dragsters keep it in the pan below (they have different oil volumes as well which is cool since it's the same engine) even though it still has an external pump. A lot of people say one is dry-sump one is wet-sump... but like he says here, you have an external gear pump so not exactly, lol -- so very cool that he got to experience this and properly go through everything :-) Also rad it has as many views as it does, I wish I had more though! This is great stuff, love it!
Thank you gents for a truly entertaining and educational episode. As a Brit we do not see too much of this, but I learnt more about engines from this video than I ever have from books and I loved every minute of it. Fantastic stuff, look forward to much more!
Thank you guys for a wonderful perspective in what goes on in the pits/shops with the top fueler engine and the insanely cool numbers that surround it. Loved your laid back and very modest delivery throughout the video. You guys complement each others styles into a top notch program. Love to see more. Sub’d. Peace out..:)
Thank you so much for providing such an insiders look on what it takes to build one of these engines. I knew some of the tricks and info you provided already but for the most part I didn't know any of it and it was an incredible learning experience. One thing that I wish you would have talked about is the expansion of the rear tires and how it effects the gear ratios while going down the track. Other than that, this was an extremely well done video. Thank y'all for whom put this together 👍
Very good and in-depth video! My favorite automotive sport has always been F1, but at the same time I've always been more fascinated with top fuel drag racing. It's incredible to see the technology, money, ingenuity and blood, sweat and tears that go into this sport! It's crazy in every aspect!
In 1957 as a teen I built up a flathead V-8 for a little hot rod I made out of a 1929 Inernational truck, I had to get books and learn welding and engine work on my own and i enjoyed every minute of it, I also had a business doing this before I was out of highschool.
I used to work at Woodward Governor in Love Park, IL running Mazak Vertical Machines and I would get a chunk of block aluminum and make Fuel Control systems for Rolls Royce, GE, Pratt & Whitney jet engines. It's amazing what CNC's can do.....I mean right down. To the .0001 of an inch with sharp cutting tools The Fuel Controller's are basically carburetor's for jet engines for say even though they are not carburetor's if you know what I mean.
@@stephenmwyatt2 there you go, you listen to Scotty Kilmer!! Now I know why you think you know all there is about machining aluminum! That guy is a wack job
@Av8tore71 I am more than familiar with Woodward asynchronous governors for marine application (generators, feed pump). It’s kind of a household name for a marine engineer.
You guys are awesome thanks for taking the time to educate us on step by step, and I mean step by step, on the setup and teardown of these engines. Im just a 427 chevy guy, but I see the basics are still the basics, but the technonoligy just keeps on advancing. Thank you so much.
The most fascinating thing about these engines to me is the copper head gaskets. They tune the engines compression ratio based off environmental factors like temperature and humidity to determine which thickness of head gasket to use to achieve the required compression. Amazing stuff.
@59.00. I have a great story to go with that... my rookie year of drag racing I asked Jim Dunn the same question ... why don’t we bolt the heads before we leave the track. That way we have more time in the morning instead of thrashing trying to make it to the lanes.... Jim said .. you want to bolt them on then you do it .. both sides... I jumped in and bolted on both heads then we finished the motor adjusted the valves and put the car away “ready” for the next day.. I went to bed that night tired but knew the car was ready to start in the morning.... we showed up at the track the next morning and got the car out and our pit area set up... Jim showed up walked in the trailer set his stuff down came back outside and walk right up to me and said...... CHANGING HEAD GASKETS....... then ... I understood.....lol
seems like a shitty thing for him to have done just to make a point, rather than say "well, actually we like to check the atmospheric pressure etc as close to running as possible so we can tune the compression with the head gaskets. If you put it on now, we might only end up taking it off again anyway tomorrow before we run"
Love that rag around the crank hack. Definitely gonna steal that one. I'm sure I will get a ton of responses from people who are smart enough to have already known that but I have never seen it. I grew up doing homework at dad's tool box in the Mitsubishi service dept. Followed in his footsteps and spent 17 years in the biz myself and I guess the fact we probably did seven 4 cylinders and two V6 motors to each V8 and very few big blocks so our cranks were much lighter.
That’s so impressive that the formula has gotten to where it’s as simple as it is, and actually surprisingly cheap considering the conditions, and in a way that isn’t as secretive tech as some other racing. The whole process is just super impressive!
As a British person, I have never been in the presence of a top fuel dragster. I've always been fascinated by the over-engineered nature of these engines. This has answered every single one of my queries. I simply must see these in action sometime. The power. The speed. The noise. This is some bucket list stuff for me. To stand by the track and feel it all must be quite an experience. Someone invite me please.
Hi Matt, get yourself over to Santa Pod for the Main event in may or Euro Finals in September if you want to experience top fuel racing, but Festival or Power in April for your first drag racing fix which has all the classes and top fuel cars, great event, come and say hello to us (Nitro Bug) in the fuel funny car pits🏁
Ive only aeen top fuel exhibition runs, never been to a competition. But until you experience it it's hard to imagine. Even sitting high up in the stands, the sound and vibration when they go full throttle is incredible. I don't think I've experienced anything louder ever. They literally shake the ground too.
He says that nitro actually has more energy than race fuel. That's not correct at all. Nitromethane has LESS energy density than even regular old pump gasoline. The reason nitro is used is because it has a lower stoich allowing MORE fuel to be burned for the SAME amount of air pumped in. More fuel = more power output. Nitro simply burns better with less air because it has an oxygen component in the fuel itself. It absolutely doesn't have MORE energy density than gasoline however.
Great point! Nitromethane is definetly the #1 misunderstood fuels to anyone who never actually tuned or ran a Fuel engine. To this day it's still Voodoo to many people. Guy's don't realize it makes it's own atmosphere, and can NOT be lit with a match. It needs the compression, AF ratio, and ignition timing to light that flame!! Nothing on this planet like it!!
I'm not sure how knowledgeable these two are about nitro engines, but that opening description of the teardown procedure was cringeworthy. They had no clue how to describe the injector or the blower assembly, no clue about what the crewman was doing measuring the rod (he's checking for stretch) etc. If companies like Pennzoil sponsor these things, at least use experts.
I caught myself yelling at my phone when he said that, but I watched the whole thing because there isn't much videos out there getting in depth with top fuel, very cool but I would love to hear proper terminology.
What a great video. My uncle was it NHRA official back in the day and I like how you said power is learned through explosions of parts or something to that effect. My late uncle always used to say the rules were (in NHRA) written in blood. The human difficulty of surviving a run down the track with that kind of power I guess you could say. Intense.
Did I miss your run times on this build? Was waiting for that most important piece of information. I was at Portland International Raceway years ago when Big Daddy Don Garletts set a new world record in the quarter mile at 4.3 seconds I believe it was at just over 300 miles per hour. Now that was back around 1975 and why I was interested in the times here as a comparison 43 years later, one would think the technology in engine rebuilds have advanced quite a bit since then and reflected in the speed and time numbers, bottom line. I remember back then being blown away at that record setting day for Don, and still can not imagine 300 miles per hour within a quarter mile, it is both amazing and exiting for even back then. Thanx for the video, Always was curious at what went into one of these builds and to see how it was all done for one of these monster engines, well worth the time to watch.
Eddie Hill...At the 1987 Chief Auto Parts Nationals, where he was runner-up, Eddie Hill set an NHRA record of 285.98 mph On April 9, 1988, he set the first four second elapsed time (4.990 seconds) at the National Hot Rod Association (NHRA) Texas FallNationals in Ennis, TX. Hill made the run on only seven cylinders Kenny Bernstein....In 1990, following a change in NHRA rules, Bernstein began to drive in the Top Fuel Dragster class. Two years later, Bernstein became the first driver in any class to exceed 300 MPH in competition, Don Garlits....Garlits was the first drag racer to officially surpass the 170, 180, 200, 240, 250, and 270 miles per hour marks in the quarter mile; he was also the first to top 200 mph in the 1/8 mile. His last qualifying race was in May 2003 at the NHRA POWERade Drag Racing Series, 23rd annual Summit Racing Equipment NHRA Southern Nationals presented by Pontiac in Atlanta, Georgia. At the age of 71 years, 5 months and 19 days he qualified 16th, setting a personal best speed in the quarter mile with a time of 4.788 seconds at 319.98 mph. Garlits had reached 323.04 earlier in the year at the 2003 Gatornationals. Mr. Garlits lost in first round competition with his Summit Racing-Mono Winged Dragster, clocking in with a 0.064 reaction time, a personal best 4.737 elapsed time, and 307.44 mph
Can’t not comment…. But,…. Foggy memories sir… 4.3sec E.T. had just been achieved the year prior to NHRA reducing the track length that both (AA/TF -Top Fuel Dragsters & Fuel & AA/FC-Top Fuel Funny Car) to 1,000 ft. From 1320 ft.
As far as I know, nitromethane has 1/4 the energy as gasoline. But because it has a built in oxidizer for the combustion, one can burn 8 times as much as gas. Thus it can make about twice the power.
I am just a car enthusiast. Rarely ever worked on an engine. But that part about doing the head gaskets at the last minute before runnin' the car out on the track was fascinating.
Go sift through insidetopalcohol or a Facebook group...used parts are pennies on the dollar of new. They'll last forever if you're only making 1,500-2,000HP
Get a repaired one. Teams only repair them x amount of times. Windowed blocks from Rods Kicking out . Deck and Heads get Torched from Head Gaskets pushing out. After several runs Blocks get " Out of Tolerance" and can't be CNC'd back into "Critical Tolerance" anymore.
Truly Amazing!! 11000 HP. . Can remember back in late 70`s early 80`s 2000+ Ish HP??? Top 5second runs were special . . Love watching Dom Lagana (on ere) 4.48 secs at 338+ MPH!!! and QUARTER MILE!!! Mind Blowing stuff. .
+1 I too I would like to see an extensive explanation of the workings and sequenced operation of the clutch fingers, because this is the second most important part of the car.
there are no timing secrets they advance the timing to 30 something degrees then down track it retards the timing to 20 something degrees because the spark plugs break causing dieseling affect which means they dont fire also why they run two spark plugs on each cylinder
imagine doing this but on a F1 engine....full blurred video and "well this is a [beep] [beep] [beep] piston with a [beep][beep][beep] diameter and then the [beep][beep] rod with the [beep][beep]"....damn you cheating F1 Teams!
WTH?! So an F1 team has spent millions designing critical hundredths of a second advantages and you call that cheating? Guess you don't understand racing of any kind.
Wow, that was really informative, thx a million for taking your time and being descriptive! The clean video without all the foul language is a breath of fresh air too---Thx again!
Not trying to be that guy, but wings on "imports" do serve a huge purpose in time attack and road racing situations. There are time attack cars putting down 1000's of pounds of downforce with countless hours spend engineering diffusers, wings, canards, etc. Regardless, great video. Kinda crazy how much is similar to your normal engine, and how much of the process is run of the mill for such an insane engine.
I had a Honda 750 Chopper built in 1969. It had Weber side drafts, and an ARD belt driven Magneto on the side. That thing was so hot, I put a set of brand new ngks in that bike, in a week and a half later it would melt the whole electrode arm off the plug! That bike was hot and had a cam titanium valves and keepers, a big huge clutch custom chain 906 kit, and it was built in the late sixties. Good times, good times
I'll never complain about the fuel mileage on my 2001 Chrysler Towne and Country again. With 285,000 miles on it, and the original engine, I think I'm doing dang good.
Someone may have already mentioned this but at 33:51, you state the tubing is for oil, I think you are mistaken, pretty sure they are fuel lines for more nozzles in the intake valve tracts. At 6:08 you can see the fuel lines coming from the metering valve, you can also see the smaller lines going into the intake manifold runner. Great shots in this video, well done! This is a great channel, nice work. Yes, I hit the subscribe button... :)
@@dirtmonkey92 At 6:08 you can see the fittings for the rail inside the head connect to the rest of the fuel system (the fuel lines are lined up on both heads, but not connected). That would mean the rail inside the head, and all the small tubes that connect to it, are for fuel.
They are for fuel delivery. These are the Cylinder head down nozzles, one constantly sprays fuel while the mechanically driven gear pump is on/open. Each sprays directly at the top/back side of the intake valve internal the intake runner of the head. Both nozzles have adjustable orifice jets threaded between the Stainless lines and the brass down nozzles bodies. One of the each pair is considered to be the idle circuit due to it constantly spraying or on. The second of each pair has a check ball with adjustable spring rates to prevent it from spraying at idle ONLY and possibly “putting the cylinder out” which potentially increases the possibility of hydraulically locking a cylinder and the resulting explosion. The check ball equipped nozzle unseats instantly once OFF IDLE via fuel pressure increasing relative to RPM increase of the mechanically driven fuel pump. This is repeated for each cylinder @ each intake runner of the intake manifold. + 4 nozzles spraying directly into the top of the supercharger (which helps cool its rotating internals, as well as fueling all 8 cylinders + 6 more nozzles in the carbon fiber injector atop the super charger (again to cool and fuel) This is how you squeeze 100 Gallons Per Minute of NitroMethane into 500 C.I. Of Hemi !!!
That was a great show, the only other things I wish you had shown is how they start the car on gasoline or alcohol (I believe is what they are doing) then switch it over to Nitro. It's so cool to hear the contrast when they flip the switch, it sounds like a regular engine until they switch it then it sounds like it gets really pissed off. The other is how they mount the engine in the frame with a few hose clamps, a friend that built the frames for those cars told me about that and how they don't really worry about clearances and tolerances in the engine too much, like you would a normal race or street engine, because it only has to run less than a minute or so. They basically throw it all together is what he said.
@ 33:48, Those tubes aren't "Oil passages". Top fuel heads have additional Mechanical fuel injectors in the heads. You can tell this by the fact that the are threaded in to the Intake runner....Not going to spray oil into the runners of a 4 cycle. engine.
Intake Valve Nozzles. 2 per Valve. Entire Fule system is driving off the 4 Stage pump. 1 line feeds the Blower Injectors and 1 Line splits and feeds the heads. Regulated by Jets in each injector. Not all cylinders get equal fuel because that's how these things are. For instance we ran 6 different compressions on JRs Top Fuel. So that was 6 different fuel volumes.
You could make a 10 part mini-series about a top fuel dragster’s components if you wanted to get really specific and unpack all the details. A serious documentary without any flash, just pure substance and technical details with the occasional anecdote thrown in. A stodgy British man could narrate like they do so well in WWII exposés and other historical programs.
I build engines and cars for myself. I clicked on this and had seen the hour and a half time and said oh no I cant watch this! but once I sat for about 1 minute I couldn't stop watching. don't know why but I never really thought about what goes into an 11000 HP engine, 1000 is incredible enough sorry to say I did not finish the video I only wanted to see the teardown however I cant imagine the price for all the parts on this monster.
Oh what a great documentation with nice guys talking about a wonderworld of fuel and bunch of billeted dreams... I watched this twice - because it so much to see. And i like the cool and informational style of doing it, not like these silly tv- shows out there . what a luck to find you and this movie! ....the engines i design biuld by myself are much more smaller, but they got a othe r destination. And beside i ride a Ford302 slightly modified for smooth run and good on gas as Daily driver - in summer Great video! Greetings from Germany!
eh john force used to say 30 gallons a run at 30 dollers, on one of those tnn network shows on racing that showed on sunday about 20 years ago so unless they have toned it down it is 30 gallons, in a funnycar
I would love one of those blower veins on my desk! This is a must watch video for petrol heads! Lots of great info on building a winning engine. Well done!,
@@odysseas7705 I think you are slightly confused. They didn't make a 440 hemi, but mopar made a 426 hemi, which this 11,000 horsepower engine is based off. The 440 on the other hand, is a wedge based engine that was more torque related. The pistons and heads are very much different, and the 440 was made to 1978, where the hemi stopped in 1971.
The 440 is in the B and RB (Raised Deck B) family of engines. The hemi is a seperate family. They did make a 426 Hemi and a 426 Wedge but they are not the same engine. Sort of like how a 351 windsor ford is not the same as a 351 Clevland ford.
Great detail video. At the 33:55 minute mark. That a fuel rail feeding the 2 nozzle per intake port. Plus great info on what type of oil is used in the blower gears. 2 stoke oil! A great reason why too.
Nitro is used because it runs cooler has oxygen in it and burns slower relative to the amount injected vs it’s perspective counterpart gasoline. Nitro keeps the engine from pre igniting due to high compression and excessive boost and high charge temps “detonation” is what kills pistons and connecting rods due to the fuel air mixture igniting before piston hits top dead center. Ps By half way down the track the ends of the spark plugs are melted off and the engine is dieseling the rest of the way down the track. the only way to shut it off is to turn off the fuel supply.
Engine life is 12 runs at 5 sec per run. Thats only one minute of use. And how much for a rebuild....maybe $60k. Thats $5k per sec it costs to run this motor. Outrageous. We ran speedway bikes on Nitro and methanol. One gal gone in a 4 lap race...One mile. The guy who brews up the fuel mixture had to wear full hazmat gear and poured it into the tank from a class lab beaker. That was cool. The other reason methanol is good is because it runs cooler. The engines we used were 500cc SOHC producing 100hp at 11,000rpm and compression ratio of 14:1 naturally aspirated.
Not so accurate!You need to consider the time from when they first start the engine,do the burn-out until they shut it down,it would be more considerably more than 5 seconds.
Allen Johnson of AJPE said $ 11,000 for a clean , competitive run on a 1,000' track. Connie Kallita said 3 million pwr car per year and 1 million pwr Hauler or Support truck. Kallita has 4 cars and at least 2 support trucks = 18 million a year
Alcohol in Nitro NHRA is just so cars run 90%. Basically just takes up space. Rules were 100% till Doug Herberts blew up in Pamona 1999 at the Hit. The Roter from the Blower ended up in the RV Parking lot. Then they went to 85% for that season.2000 season it was and still is 90%. About this time Rev Limiter was required. Currently 7,800 rpm i believe. Activated after 3.0 seconds. About the time of clutch lock up around 660'. That's the time of max power when it's climbing the Torque Curve after Clutch go's 1:1 Crankshaft = Input Shaft.
![[LIVE] : ONE ลุมพินี 88 | คู่เอก "ป้อมเพชร vs อัสลามจอน"](http://i.ytimg.com/vi/1ZqTVVbMgbo/mqdefault.jpg)
The beginning says it all. Just looking at the size and knowing what that engine is capable of absolutely send chills down my spine.
Not sure how I missed this. Without a doubt the BEST ever seminar on how these beasts work. 1Hr 22min if time well spent.
Hats off to all who made this possible. I've always liked DSR teams but even more so now.
Thank you!
My wheelchair has a titanium frame, and it cost over $6,000, I really love watching video like this with Big Horse Power!!! I am so happy I found this video, I learned a lot here. Very cool
Those 3 walls in the block was definitely a great idea when that block was made. It definitely increased the strength in the valley area where the lifters are. Very impressive... I pushed a 302 to it's max and that's where it failed. Love this motor!!!! Well designed
Ford 302 right? They're kinda famous for that. hehe
I really appreciate these long in depth videos just as much as I love the time lapse, I'm glad you separate them into different videos
0 to 300 plus mph in under 4 seconds, plus or minus depending on track conditions. Great vid.
I learned 100 new things thanks to this vid. I've fiddled with engines long enough that the tip of turning the block 90 degrees on the stand in order torque down the bolts hit me as the most epic "doh" moment ever! From this day forth, it shall be law in my garage to always rotate the block for torquing.
Another cool thing from when I worked on these is you don't need a number one main bearing at least not at the other big-name team, due to the blower belt tension and the back of this not in the middle of the engine. Lot of very smart people that's for damn sure! Also the amount of distortion the crankshaft has during a run, they were talking about possibly putting the crank trigger on the rear at one point, I wish I remember how many degrees it would twist the crank but it was a pretty ridiculous number that you wouldn't think would be possible
1 cylinder makes around 1400 HP, that puts it in context for ya
Landon Roy ya for each cylinder they loose going down the track is like loosing a whole nascar engine
@@mikebonnett7730 try 2 Nascar engines, they are about 750HP
And sorry not trying to be rude at all I really do need help on this so thanks if you have any suggestions on this I just know that dad has always wanted one so I'm trying
tiny 1 what?
Uh, and just like my current TL and Toyota engines, they do it for 300K + miles, without being opened once, right? There are other aspects that need to be put in context, as well. And compared to a turbine of the same size and weight, it produces relatively little HP, actually, and they do it for about 18,000 times as long. Pound for pound, compared to a rocket engine, it produces basically nothing. Just sayin'. ;-)
actually the mid plate is what holds the motor in the car and carries the bulk of the forces. It's bolted in. the front mounts saddle the frame rails with "hose clamps" but are mainly to hold the weight of the motor up in the front
One of the best TH-cam videos I have watched so far.
Absolutely agree.
This gentleman explains things so eloquently. He made it easy to understand for engine dummies like myself!
This has to be one of the coolest, most informative videos ever seen on TH-cam. I love it. Just amazing. Many thanks for sharing!
I love this so much! I've been waiting so long for someone to do a complete in depth walk through of these nitro cars! Thank you so much for sharing!!!
Thanks for the amazingly well presented and most detailed review. Greatly appreciate the education and entertainment!
I was at Martin four years ago when Dom Lagana ran 338mph. I'll never forget that feeling when the speed was posted. The crowd went insane. It was a magical moment, frozen forever in time.
Great video! Got earraped though using headphones, between the coughing and sudden jumpcuts to racing cars :S
I’ve been privy to quite a few forms of racing; Sport cars, Indy cars, F1 cars, Shifter carts, NASCAR, Outlaw sprint cars, Supercross, Flat track, Hydroplanes, Drag boats, even Military air shows. Not many were as up close and personal as NHRA.
Ten years ago it was a ritual for me and my brothers to make it to HPT twice a year. It is def an experience to witness the pure violence of these cars on track. For the many friends I’ve taken along; the first pass they witness just leaves them in stupefied awe. It one thing to see the launch, it’s a whole another thing to witness these cars at the top end.
This video was great to really see the nitty gritty of the build. My only complaint would be, I wish they would have us not watching it over their shoulder, full screen shots instead with voice over.
Heh ... Not to nitpick, but at 38 minutes in, you're describing how the blower works in reverse. The air doesn't flow straight down and get compressed, but rather around the outside of the lobes. It's kind of counter intuitive. Like I said, a nitpick, but thought I'd throw it out there (I'm sure someone else has pointed this out as well). Lots of great info as this is way too cool!
this was very amiably presented, well said.
Well depends if its a roots or a twin screw
OrfiCaldaRi True, but clearly Roots-type are being discussed here.
His comment at 1:07:53 is a little strange too. What is so baffling about blower speed being geared to be a bit faster or slower? It's just a pump.
DR - Blower speed dictates how much air will be pumped into the engine, relative to engine RPM. Obviously, the more air pumped in allows more fuel to be added, equalling more power... sometimes. If the air is 'bad', meaning high temps and humidity, you can actually make MORE power by slowing down the blower speed.
It's a typical Roots-style blower. A typical misconception is that the rotors rotate toward each other and the air is pulled down between the lobes of the rotors. The rotors actually rotate away from each other and the air is pulled to the outside in the voids between them and the housing.
finally, there's video that answers my question about the top fuel engine. i'm enlightened!
Happy to help! Thanks for being a fan.
@@Hagerty 9
Quit whining you sissy sissy la la's!!
Just support your people!!
I was surprised at the reuse rate of parts never thought more than an old shop teacher saying yup they sell these for a couple of bucks at every race to use as ash trays (Inverted pistons). Lots of good information on this video thanks for sharing.
I work with F-15s, 220, 229, 110, and 135 engines. This engine beats them all. I am in love.
How many pounds of thrust do those motors make?
Steve Morris just started making a line of billet cylinder heads. One of the few people that can make a 4000 horsepower engine, and then talk about it, like it's your average Honda Civic motor. No big deal 🤪💯💯💯
Super super super.... i like the way you setup all this very complex item in a simple and nice understandable explanation.
At John Force Racing (and these are basically the same) the funny cars have an external oil tank where the dragsters keep it in the pan below (they have different oil volumes as well which is cool since it's the same engine) even though it still has an external pump. A lot of people say one is dry-sump one is wet-sump... but like he says here, you have an external gear pump so not exactly, lol -- so very cool that he got to experience this and properly go through everything :-)
Also rad it has as many views as it does, I wish I had more though! This is great stuff, love it!
Thank you gents for a truly entertaining and educational episode. As a Brit we do not see too much of this, but I learnt more about engines from this video than I ever have from books and I loved every minute of it. Fantastic stuff, look forward to much more!
Thank you guys for a wonderful perspective in what goes on in the pits/shops with the top fueler engine and the insanely cool numbers that surround it. Loved your laid back and very modest delivery throughout the video. You guys complement each others styles into a top notch program. Love to see more. Sub’d. Peace out..:)
It would be cool if you could cover the rest of the drive line as well... Great video!!!!!!
Thank you so much for providing such an insiders look on what it takes to build one of these engines. I knew some of the tricks and info you provided already but for the most part I didn't know any of it and it was an incredible learning experience. One thing that I wish you would have talked about is the expansion of the rear tires and how it effects the gear ratios while going down the track. Other than that, this was an extremely well done video. Thank y'all for whom put this together 👍
Man this was the best hour and a half i ever spend on youtube. Thanks für making this pornographic piece of art
Better then pornhub , youjizz etc!!!!!!!!!!
Very good and in-depth video! My favorite automotive sport has always been F1, but at the same time I've always been more fascinated with top fuel drag racing. It's incredible to see the technology, money, ingenuity and blood, sweat and tears that go into this sport! It's crazy in every aspect!
Drag racers: "If only we could get more boost out of these blowers"
Teflon seal company: "Hold my beer"
In 1957 as a teen I built up a flathead V-8 for a little hot rod I made out of a 1929 Inernational truck, I had to get books and learn welding and engine work on my own and i enjoyed every minute of it, I also had a business doing this before I was out of highschool.
Very cool video! I love going to the NHRA Top Fuel Drags at the Pacific Dragstrip in Kent. A guaranteed good time!
I never get tired of his excitement explaining the win his engine got.
I used to work at Woodward Governor in Love Park, IL running Mazak Vertical Machines and I would get a chunk of block aluminum and make Fuel Control systems for Rolls Royce, GE, Pratt & Whitney jet engines. It's amazing what CNC's can do.....I mean right down. To the .0001 of an inch with sharp cutting tools
The Fuel Controller's are basically carburetor's for jet engines for say even though they are not carburetor's if you know what I mean.
no, not one ten, that is silly. aluminum fucks around more than that at room temp (the part continuously expands and contracts)
@@stephenmwyatt2 there you go, you listen to Scotty Kilmer!! Now I know why you think you know all there is about machining aluminum! That guy is a wack job
if you are a machinist, or worse, please remember you are really stupid compared to most people @@av8tore71
@Av8tore71
I am more than familiar with Woodward asynchronous governors for marine application (generators, feed pump). It’s kind of a household name for a marine engineer.
@@stephenmwyatt2 That's a really funny comment, I'm laughing my fat, greasy ass off!! Ha ha!
You guys are awesome thanks for taking the time to educate us on step by step, and I mean step by step, on the setup and teardown of these engines. Im just a 427 chevy guy, but I see the basics are still the basics, but the technonoligy just keeps on advancing. Thank you so much.
70K for 11.000 hp. Thats $6.36/hp. Suddenly my lawn mower motor is way more expensive.😁
Your lawnmower is good for more that 5 or 10 runs, though.
@@devilsoffspring5519 You haven't seen my lawn mower😁
😆👍🏻
@@devilsoffspring5519 You haven't seen my lawn
A top fuel dragster costs an estimated $1,000 per second to operate, roughly $4,000 per mile. So yea, the mower is a MUCH better value
The most fascinating thing about these engines to me is the copper head gaskets. They tune the engines compression ratio based off environmental factors like temperature and humidity to determine which thickness of head gasket to use to achieve the required compression. Amazing stuff.
@59.00. I have a great story to go with that... my rookie year of drag racing I asked Jim Dunn the same question ... why don’t we bolt the heads before we leave the track. That way we have more time in the morning instead of thrashing trying to make it to the lanes.... Jim said .. you want to bolt them on then you do it .. both sides... I jumped in and bolted on both heads then we finished the motor adjusted the valves and put the car away “ready” for the next day.. I went to bed that night tired but knew the car was ready to start in the morning.... we showed up at the track the next morning and got the car out and our pit area set up... Jim showed up walked in the trailer set his stuff down came back outside and walk right up to me and said...... CHANGING HEAD GASKETS....... then ... I understood.....lol
seems like a shitty thing for him to have done just to make a point, rather than say "well, actually we like to check the atmospheric pressure etc as close to running as possible so we can tune the compression with the head gaskets. If you put it on now, we might only end up taking it off again anyway tomorrow before we run"
Love that rag around the crank hack. Definitely gonna steal that one. I'm sure I will get a ton of responses from people who are smart enough to have already known that but I have never seen it. I grew up doing homework at dad's tool box in the Mitsubishi service dept. Followed in his footsteps and spent 17 years in the biz myself and I guess the fact we probably did seven 4 cylinders and two V6 motors to each V8 and very few big blocks so our cranks were much lighter.
8:43 nothing special or anything to click on this is just me marking where I left off
Love seeing that they hand lap the valves. It's the way I still do it.
The bolts that go into the side are called buttress bolts. Great video!
Good of Army Racing to show all this detailed build. Excellent info and gives me a whole new appreciation of these engines and their crews.
WOW what a Great Vid , That was very interesting to see the Behind the scenes of of 11,.000 HP engine WOW !! Thank s
That’s so impressive that the formula has gotten to where it’s as simple as it is, and actually surprisingly cheap considering the conditions, and in a way that isn’t as secretive tech as some other racing. The whole process is just super impressive!
Thoroughly enjoyable. Quite a few things I didn't know.
As a British person, I have never been in the presence of a top fuel dragster. I've always been fascinated by the over-engineered nature of these engines. This has answered every single one of my queries. I simply must see these in action sometime. The power. The speed. The noise. This is some bucket list stuff for me. To stand by the track and feel it all must be quite an experience. Someone invite me please.
Hi Matt, get yourself over to Santa Pod for the Main event in may or Euro Finals in September if you want to experience top fuel racing, but Festival or Power in April for your first drag racing fix which has all the classes and top fuel cars, great event, come and say hello to us (Nitro Bug) in the fuel funny car pits🏁
Ive only aeen top fuel exhibition runs, never been to a competition. But until you experience it it's hard to imagine. Even sitting high up in the stands, the sound and vibration when they go full throttle is incredible. I don't think I've experienced anything louder ever. They literally shake the ground too.
He says that nitro actually has more energy than race fuel. That's not correct at all. Nitromethane has LESS energy density than even regular old pump gasoline. The reason nitro is used is because it has a lower stoich allowing MORE fuel to be burned for the SAME amount of air pumped in. More fuel = more power output. Nitro simply burns better with less air because it has an oxygen component in the fuel itself. It absolutely doesn't have MORE energy density than gasoline however.
Great point! Nitromethane is definetly the #1 misunderstood fuels to anyone who never actually tuned or ran a Fuel engine. To this day it's still Voodoo to many people. Guy's don't realize it makes it's own atmosphere, and can NOT be lit with a match. It needs the compression, AF ratio, and ignition timing to light that flame!! Nothing on this planet like it!!
Joe Soliwoda IV
Voodoo?...its just chemistry
I'm not sure how knowledgeable these two are about nitro engines, but that opening description of the teardown procedure was cringeworthy. They had no clue how to describe the injector or the blower assembly, no clue about what the crewman was doing measuring the rod (he's checking for stretch) etc. If companies like Pennzoil sponsor these things, at least use experts.
I caught myself yelling at my phone when he said that, but I watched the whole thing because there isn't much videos out there getting in depth with top fuel, very cool but I would love to hear proper terminology.
Yeah something like 4 times less energy, but 8 times as much can be burned.
What a great video. My uncle was it NHRA official back in the day and I like how you said power is learned through explosions of parts or something to that effect. My late uncle always used to say the rules were (in NHRA) written in blood. The human difficulty of surviving a run down the track with that kind of power I guess you could say. Intense.
Did I miss your run times on this build? Was waiting for that most important piece of information. I was at Portland International Raceway years ago when Big Daddy Don Garletts set a new world record in the quarter mile at 4.3 seconds I believe it was at just over 300 miles per hour. Now that was back around 1975 and why I was interested in the times here as a comparison 43 years later, one would think the technology in engine rebuilds have advanced quite a bit since then and reflected in the speed and time numbers, bottom line. I remember back then being blown away at that record setting day for Don, and still can not imagine 300 miles per hour within a quarter mile, it is both amazing and exiting for even back then. Thanx for the video, Always was curious at what went into one of these builds and to see how it was all done for one of these monster engines, well worth the time to watch.
Eddie Hill...At the 1987 Chief Auto Parts Nationals, where he was runner-up, Eddie Hill set an NHRA record of 285.98 mph
On April 9, 1988, he set the first four second elapsed time (4.990 seconds) at the National Hot Rod Association (NHRA) Texas FallNationals in Ennis, TX. Hill made the run on only seven cylinders
Kenny Bernstein....In 1990, following a change in NHRA rules, Bernstein began to drive in the Top Fuel Dragster class. Two years later, Bernstein became the first driver in any class to exceed 300 MPH in competition,
Don Garlits....Garlits was the first drag racer to officially surpass the 170, 180, 200, 240, 250, and 270 miles per hour marks in the quarter mile; he was also the first to top 200 mph in the 1/8 mile. His last qualifying race was in May 2003 at the NHRA POWERade Drag Racing Series, 23rd annual Summit Racing Equipment NHRA Southern Nationals presented by Pontiac in Atlanta, Georgia. At the age of 71 years, 5 months and 19 days he qualified 16th, setting a personal best speed in the quarter mile with a time of 4.788 seconds at 319.98 mph. Garlits had reached 323.04 earlier in the year at the 2003 Gatornationals. Mr. Garlits lost in first round competition with his Summit Racing-Mono Winged Dragster, clocking in with a 0.064 reaction time, a personal best 4.737 elapsed time, and 307.44 mph
Kenny Bernstein was the first to go 300 mph at the 1992 Gatornationals. Couldn't have been 300 in 1975...
Can’t not comment…. But,…. Foggy memories sir… 4.3sec E.T. had just been achieved the year prior to NHRA reducing the track length that both (AA/TF -Top Fuel Dragsters & Fuel & AA/FC-Top Fuel Funny Car) to 1,000 ft. From 1320 ft.
I will never forget my first experience watching top fuel dragsters. I couldn't even see straight when they blasted by. Truly amazing!
Fascinating video, thanks!
Would you please give my racing channel a Subscribe
O2 Cool, Top Fuel! Great vid, and a big thanks to the folks at DPR for letting you all have the opportunity to bring this to us.
As far as I know, nitromethane has 1/4 the energy as gasoline. But because it has a built in oxidizer for the combustion, one can burn 8 times as much as gas. Thus it can make about twice the power.
Timing can be radically advanced. Longer Burn Time. Our Baseline Timing was set at 65° of Advice. Yes Sixtyfive!
I am just a car enthusiast. Rarely ever worked on an engine. But that part about doing the head gaskets at the last minute before runnin' the car out on the track was fascinating.
Barometric pressure, track temp, air temp, humidity.
I use to work in NASCAR and the owner put his friends drag motor on the dyno. It destroyed it. Had to rebuild the dyno. At 1500 hp it quit.
Now I want to see a "$$Dyno fails$$" compilation of nitro motors destroying engine dynos. 😆
What an incredible video. I had no idea how complex the process is. I learned things that will overwhelm the guys when we watch NHRA again. Thank You.
Man I’d love to get my hands on one of those blocks to build myself
with no water jackets??? No Thanks - that's just a toy.
Go sift through insidetopalcohol or a Facebook group...used parts are pennies on the dollar of new. They'll last forever if you're only making 1,500-2,000HP
Get a repaired one. Teams only repair them x amount of times. Windowed blocks from Rods Kicking out
. Deck and Heads get Torched from Head Gaskets pushing out.
After several runs Blocks get " Out of Tolerance" and can't be CNC'd back into "Critical Tolerance" anymore.
thank you for this video. i learned more about engines on this video than i have my entire life. top fuel dragsters are awesome machines man.
“At the end of the day, phenomenal”..... good video, very informative.
Thanks for a Outstanding video
Truly Amazing!! 11000 HP. . Can remember back in late 70`s early 80`s 2000+ Ish HP??? Top 5second runs were special . .
Love watching Dom Lagana (on ere) 4.48 secs at 338+ MPH!!! and QUARTER MILE!!! Mind Blowing stuff. .
This was a great video. Thank you!
Could you do one on the clutch and the timing system without revealing the tuning secrets?
+1 I too I would like to see an extensive explanation of the workings and sequenced operation of the clutch fingers, because this is the second most important part of the car.
there are no timing secrets they advance the timing to 30 something degrees then down track it retards the timing to 20 something degrees because the spark plugs break causing dieseling affect which means they dont fire also why they run two spark plugs on each cylinder
The comment on the carbon cover for the headers the way I think the lighter you can make everything the more stuff you can stuff in the hauler
Great in-depth conversation. Thanks!
Really wonderful narration and explanation. Felt like I was sitting with friends.
Ken Mohler
Yepper
Drink a beer and pick his brain for my 406sbc
imagine doing this but on a F1 engine....full blurred video and "well this is a [beep] [beep] [beep] piston with a [beep][beep][beep] diameter and then the [beep][beep] rod with the [beep][beep]"....damn you cheating F1 Teams!
I'm surprised this was allowed
WTH?! So an F1 team has spent millions designing critical hundredths of a second advantages and you call that cheating? Guess you don't understand racing of any kind.
@@laneeric f1 teams bend rules aka cheat to gain advantages
relax friend, I was joking about it...but I'm pretty sure all team have a couple of dirty little secrets....
And? that's auto racing. If your team doesn't push the rules to the limit, another team will. Leaving you in last place.
Wow, that was really informative, thx a million for taking your time and being descriptive!
The clean video without all the foul language is a breath of fresh air too---Thx again!
Not trying to be that guy, but wings on "imports" do serve a huge purpose in time attack and road racing situations. There are time attack cars putting down 1000's of pounds of downforce with countless hours spend engineering diffusers, wings, canards, etc. Regardless, great video. Kinda crazy how much is similar to your normal engine, and how much of the process is run of the mill for such an insane engine.
My bedcover and 5000 lbs give me plenty downfoce.
Okay Taylor you keep tellin ur self that and one day even you might believe it !!!! LMFAO
thats IF they can go fast enough for it to apply downforce...if not then its just weight and drag ;-p
that is just only for stupid cosmetic. that's it.
@@HighAway not on time attack cars...
I had a Honda 750 Chopper built in 1969. It had Weber side drafts, and an ARD belt driven Magneto on the side. That thing was so hot, I put a set of brand new ngks in that bike, in a week and a half later it would melt the whole electrode arm off the plug! That bike was hot and had a cam titanium valves and keepers, a big huge clutch custom chain 906 kit, and it was built in the late sixties. Good times, good times
This is like some guy snuck out some video footage from the plant and is now talking about it while watching it with a friend.
I'll never complain about the fuel mileage on my 2001 Chrysler Towne and Country again. With 285,000 miles on it, and the original engine, I think I'm doing dang good.
Someone may have already mentioned this but at 33:51, you state the tubing is for oil, I think you are mistaken, pretty sure they are fuel lines for more nozzles in the intake valve tracts.
At 6:08 you can see the fuel lines coming from the metering valve, you can also see the smaller lines going into the intake manifold runner. Great shots in this video, well done!
This is a great channel, nice work. Yes, I hit the subscribe button... :)
Was going to post the same, but you beat me to it. Would be a weird place to inject oil.
@@dirtmonkey92 At 6:08 you can see the fittings for the rail inside the head connect to the rest of the fuel system (the fuel lines are lined up on both heads, but not connected). That would mean the rail inside the head, and all the small tubes that connect to it, are for fuel.
Yeah, those are the lines for the down nozzles.
They are for fuel delivery.
These are the Cylinder head down nozzles, one constantly sprays fuel while the mechanically driven gear pump is on/open.
Each sprays directly at the top/back side of the intake valve internal the intake runner of the head.
Both nozzles have adjustable orifice jets threaded between the Stainless lines and the brass down nozzles bodies.
One of the each pair is considered to be the idle circuit due to it constantly spraying or on. The second of each pair has a check ball with adjustable spring rates to prevent it from spraying at idle ONLY and possibly “putting the cylinder out” which potentially increases the possibility of hydraulically locking a cylinder and the resulting explosion. The check ball equipped nozzle unseats instantly once OFF IDLE via fuel pressure increasing relative to RPM increase of the mechanically driven fuel pump.
This is repeated for each cylinder @ each intake runner of the intake manifold.
+ 4 nozzles spraying directly into the top of the supercharger (which helps cool its rotating internals, as well as fueling all 8 cylinders
+ 6 more nozzles in the carbon fiber injector atop the super charger (again to cool and fuel)
This is how you squeeze 100 Gallons Per Minute of NitroMethane into 500 C.I. Of Hemi !!!
That was a great show, the only other things I wish you had shown is how they start the car on gasoline or alcohol (I believe is what they are doing) then switch it over to Nitro. It's so cool to hear the contrast when they flip the switch, it sounds like a regular engine until they switch it then it sounds like it gets really pissed off. The other is how they mount the engine in the frame with a few hose clamps, a friend that built the frames for those cars told me about that and how they don't really worry about clearances and tolerances in the engine too much, like you would a normal race or street engine, because it only has to run less than a minute or so. They basically throw it all together is what he said.
@ 33:48, Those tubes aren't "Oil passages".
Top fuel heads have additional Mechanical fuel injectors in the heads. You can tell this by the fact that the are threaded in to the Intake runner....Not going to spray oil into the runners of a 4 cycle. engine.
Intake Valve Nozzles. 2 per Valve. Entire Fule system is driving off the 4 Stage pump.
1 line feeds the Blower Injectors and 1 Line splits and feeds the heads.
Regulated by Jets in each injector.
Not all cylinders get equal fuel because that's how these things are.
For instance we ran 6 different compressions on JRs Top Fuel. So that was 6 different fuel volumes.
You could make a 10 part mini-series about a top fuel dragster’s components if you wanted to get really specific and unpack all the details. A serious documentary without any flash, just pure substance and technical details with the occasional anecdote thrown in. A stodgy British man could narrate like they do so well in WWII exposés and other historical programs.
It's not "what goes into" 11000 horsepower Top Fuel motor but what ""comes out of"".
Half the crankshaft, #3-4 piston, etc..
Those engines are scary, I wouldn't want to be anywhere near them when they run...
Man that much power is simply phenomenal!
Awesome enjoyed the hell out of the video!!!
I build engines and cars for myself. I clicked on this and had seen the hour and a half time and said oh no I cant watch this! but once I sat for about 1 minute I couldn't stop watching. don't know why but I never really thought about what goes into an 11000 HP engine, 1000 is incredible enough sorry to say I did not finish the video I only wanted to see the teardown however I cant imagine the price for all the parts on this monster.
"We're trying to spin the world" 1:33:15
Oh what a great documentation with nice guys talking about a wonderworld of fuel and bunch of billeted dreams... I watched this twice - because it so much to see. And i like the cool and informational style of doing it, not like these silly tv- shows out there .
what a luck to find you and this movie!
....the engines i design biuld by myself are much more smaller, but they got a othe r destination. And beside i ride a Ford302 slightly modified for smooth run and good on gas as Daily driver - in summer
Great video! Greetings from Germany!
Lots of info here, well done!
07canuck true but there is a lot of incorrect info in this video as well.
Well there goes my knowledge of engine basics! Outstanding coverage. Thanks guys.
18 gallons of fuel in a quarter mile...Mind blown!
vincent ...1000 ft !!
vincent ...no 1000 ft is the length of the race. Been that length since Kalitta got killed in '08
Ah ok. Thanks for clearing that up.
Yeah, and in only like 3 seconds...
eh john force used to say 30 gallons a run at 30 dollers, on one of those tnn network shows on racing that showed on sunday about 20 years ago so unless they have toned it down it is 30 gallons, in a funnycar
I would love one of those blower veins on my desk! This is a must watch video for petrol heads! Lots of great info on building a winning engine. Well done!,
You guys are gods. You should rebuild a hemi 440 though. Again GOOD JOB!!!
@@ShinyChroma Hemi 440 m8 the 7,2 liters one
@@odysseas7705 I think you are slightly confused. They didn't make a 440 hemi, but mopar made a 426 hemi, which this 11,000 horsepower engine is based off. The 440 on the other hand, is a wedge based engine that was more torque related. The pistons and heads are very much different, and the 440 was made to 1978, where the hemi stopped in 1971.
Hemi 440s are not a thing
Just another guy that's just a rb
The 440 is in the B and RB (Raised Deck B) family of engines. The hemi is a seperate family. They did make a 426 Hemi and a 426 Wedge but they are not the same engine. Sort of like how a 351 windsor ford is not the same as a 351 Clevland ford.
Great detail video. At the 33:55 minute mark. That a fuel rail feeding the 2 nozzle per intake port. Plus great info on what type of oil is used in the blower gears. 2 stoke oil! A great reason why too.
We ran BellRay Motorcycle Fork oil in our Blower Cases. That was 20 years ago.
Awesome in detail video. It would awesome to that video followed up with the detail workings of the clutch.
Will you guys ever do an explanation video on the hemi you rebuilt a while ago? What about a mazda rotary?
The only thing that could have been better is these guy drinking a beer while explaining it
Having a nice scoob off camera while you chat are we guys?😂
The video actually was fairly short considering the quality of the content!!
Incredible piece of work!!!
Nitro is used because it runs cooler has oxygen in it and burns slower relative to the amount injected vs it’s perspective counterpart gasoline. Nitro keeps the engine from pre igniting due to high compression and excessive boost and high charge temps “detonation” is what kills pistons and connecting rods due to the fuel air mixture igniting before piston hits top dead center. Ps By half way down the track the ends of the spark plugs are melted off and the engine is dieseling the rest of the way down the track. the only way to shut it off is to turn off the fuel supply.
Burned plugs happen like 2 percent of the time. They shut the fuel off so it doesn't hydrolock
How do you feel coming back and reading what you posted??
Love this video, one thing I notice is that they wire tie all the plug wires together, I am surprised they have no worries about cross firing
No electrical leakage
Huge gauge wires
I've always wondered the same thing.
Him: "Count to ten"
Me: "1...2...3...4...5...6...7...8.."
Video: *cuts*
I know right?
Fastest vehicles on earth. Greatest show on earth literally shakes the ground.
Quickest(acceleration)...Not fastest(which is top speed).
Engine life is 12 runs at 5 sec per run. Thats only one minute of use. And how much for a rebuild....maybe $60k. Thats $5k per sec it costs to run this motor. Outrageous.
We ran speedway bikes on Nitro and methanol. One gal gone in a 4 lap race...One mile. The guy who brews up the fuel mixture had to wear full hazmat gear and poured it into the tank from a class lab beaker. That was cool. The other reason methanol is good is because it runs cooler. The engines we used were 500cc SOHC producing 100hp at 11,000rpm and compression ratio of 14:1 naturally aspirated.
Not so accurate!You need to consider the time from when they first start the engine,do the burn-out until they shut it down,it would be more considerably more than 5 seconds.
They can go faster then five seconds
Allen Johnson of AJPE said $ 11,000 for a clean , competitive run on a 1,000' track.
Connie Kallita said 3 million pwr car per year and 1 million pwr Hauler or Support truck.
Kallita has 4 cars and at least 2 support trucks = 18 million a year
Alcohol in Nitro NHRA is just so cars run 90%. Basically just takes up space.
Rules were 100% till Doug Herberts blew up in Pamona 1999 at the Hit. The Roter from the Blower ended up in the RV Parking lot.
Then they went to 85% for that season.2000 season it was and still is 90%. About this time Rev Limiter was required. Currently 7,800 rpm i believe. Activated after 3.0 seconds. About the time of clutch lock up around 660'. That's the time of max power when it's climbing the Torque Curve after Clutch go's 1:1 Crankshaft = Input Shaft.
Between turnarounds, there’s warm up, possibly more than one, then start, burnout, back up, staging shenanigans, then the pass.
Henry Ford's wet dream! Henry Ford would be so happy to see manufacturing process, time control type thinking in racing.