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Home / what does it feel like to drive a top fuel dragster

what does it feel like to drive a top fuel dragster

Type of elevate racing vehicle

Two Summit Fuel dragsters side past side

Acme Fuel dragsters are the quickest accelerating racing cars in the world and the fastest sanctioned category of drag racing, with the fastest competitors reaching speeds of 335 miles per hr (539 km/h) and finishing the 1,000 foot (305 m) runs in iii.62 seconds.

A superlative fuel dragster accelerates from a standstill to 100 mph (160 km/h) in every bit piffling every bit 0.8 seconds (less than 1 tertiary the time required by a production Porsche 911 Turbo to reach threescore mph (100 km/h))[one] and tin exceed 297 mph (478 km/h) in just 660 feet (200 grand). This subjects the commuter to an average dispatch of nearly iv.0g 0 (39 yard/s2) over the duration of the race and with a peak of over 5.6g 0 (55 thou/due southtwo).

Considering of the speeds, this class exclusively races to but a 1,000 foot (305 m) altitude, and not the traditional one-fourth of a statute mile, or 1,320 feet (400 k). The dominion was changed in 2008 past the National Hot Rod Association following the fatal crash of Funny Auto driver Scott Kalitta during a qualifying session at Old Bridge Township Raceway Park in Englishtown, New Jersey. The shortening of the altitude was used past the FIA at some tracks, and equally of 2012 is now the standard Height Fuel altitude defined by the FIA. The International Hot Rod Clan, which at the fourth dimension sanctioned Top Fuel in Australia, dropped the 1/4 mile distance in September 2017 later on Santo Rapisarda, a automobile owner who often runs NHRA races in the United States, pushed for the change.

Top Fuel racing [edit]

2009 NHRA Superlative Fuel championship trophy

Before their run, racers oft perform a burnout in gild to clean and heat tires. Additionally, the burnout applies a layer of fresh safety to the track surface, which profoundly improves traction during launch.

At maximum throttle and RPM, the exhaust gases escaping from a dragster's open up headers produce well-nigh 900–1,100 pounds-forcefulness (four.0–iv.ix kN) of downforce. The massive airfoil over and backside the rear wheels produces much more than, peaking at around 12,000 pounds-forcefulness (53 kN) when the car reaches a speed of about 330 mph (530 km/h).

The engine of a Pinnacle Fuel dragster generates around 150 dB[2] of sound at total throttle, enough to cause physical pain or even permanent impairment. A sound that intense is not only heard, but too felt as pounding vibrations all over one's body, leading many[ who? ] to compare the experience of watching a Top Fuel dragster make a pass to 'feeling as though the entire drag strip is being bombed.'[ citation needed ] Before a run, race announcers usually propose spectators to embrace or plug their ears. Ear plugs and even earmuffs are often handed out to fans at the entrance of a Height Fuel event.

Dragsters are limited to a maximum wheelbase of 300 inches (760 cm).

Currently, the near prolific agile driver in Summit Fuel is Tony Schumacher, and the most successful coiffure primary is Alan Johnson, who was the crew chief for 6 of Schumacher's championships, the back-to-back titles won by driver Gary Scelzi and was the coiffure chief for his brother Blaine for his entire professional career.[ citation needed ] The first female driver in the Top Fuel category is also the about associated female in the drag racing globe, Shirley Muldowney, who won iii championships during her career.[ citation needed ]

Fuel [edit]

Since 2015, NHRA regulations limit the composition of the fuel to a maximum of 90% nitromethane; the rest is largely methanol. Notwithstanding, this mixture is not mandatory, and less nitromethane may be used if desired. The exhaust gas from nitromethane combustion contains nitric oxide, an important intermediate in industrial chemistry, which is formed in combustion systems and can be generated by lightning in thunderstorms. In mammals, including humans, nitric oxide is a signaling molecule in many physiological and pathological processes.[8] It was proclaimed the "Molecule of the Year" in 1992.[nine] The 1998 Nobel Prize in Physiology or Medicine was awarded for discovering nitric oxide's part as a cardiovascular signalling molecule.

Nitric oxide should not be confused with nitrogen dioxide (NO2), a brown gas and major air pollutant, nor with nitrous oxide (N2O), an anesthetic.

While nitromethane has a much lower energy density (11.two MJ/kg (one.21 Mcalth/lb)) than either gasoline (44 MJ/kg (iv.8 Mcalthursday/lb)) or methanol (22.7 MJ/kg (2.46 Mcalth/lb)), an engine burning nitromethane can produce upward to ii.4 times as much power as an engine burning gasoline. This is made possible by the fact that, in improver to fuel, an engine needs oxygen in order to generate force: xiv.7 kg (32 lb) of air (21% oxygen) is required to burn down one kilogram (two.2 lb) of gasoline, compared to only 1.7 kg (3.vii lb) of air for one kilogram of nitromethane, which, dissimilar gasoline, already has oxygen in its molecular composition. For a given amount of air consumed, this ways that an engine can burn 7.6 times more nitromethane than gasoline.

Nitromethane also has a loftier latent heat of vaporization, meaning that it will absorb substantial engine rut equally it vaporizes, providing an invaluable cooling machinery. The laminar flame speed and combustion temperature are higher than gasoline at 0.five m/s (1.6 ft/southward) and 2,400 °C (iv,350 °F) respectively. Ability output can be increased by using very rich air-fuel mixtures. This likewise helps prevent pre-ignition, which is oftentimes a problem when using nitromethane.

Due to the relatively boring burn rate of nitromethane, very rich fuel mixtures are oftentimes not fully ignited and some remaining nitromethane tin escape from the exhaust pipe and ignite on contact with atmospheric oxygen, burning with a feature yellowish flame. Additionally, later sufficient fuel has been combusted to consume all available oxygen, nitromethane can combust in the absence of atmospheric oxygen, producing hydrogen, which tin can often be seen burning from the exhaust pipes at nighttime as a bright white flame. In a typical run the engine tin can swallow between 12 US gallons (45 L) and 22.75 U.s.a. gallons (86.ane L) of fuel during warmup, burnout, staging, and the quarter-mile run.[3] [four] [5]

Pinnacle fuel engines [edit]

Rules [edit]

Like many other motor sport formulas originating in the U.s., NHRA-sanctioned drag racing favors heavy restrictions on engine configuration, sometimes to the detriment of technological evolution. In some cases, teams are required to use technologies that may be decades old,[ which? ] resulting in cars that may seem substantially less avant-garde than the average family car. However, while some basic facets of engine configuration are heavily restricted, other technologies, such as fuel injection, clutch operation, ignition, and machine materials and blueprint, are nether constant development.[vi]

NHRA competition rules limit the engine deportation to 500 cubic inches (8,190 cmthree). A iv.1875-inch (106 mm) diameter with a 4.v-inch (114 mm) stroke are customary dimensions. Larger bores have been shown to weaken the cylinder block.[ commendation needed ] Compression ratio is about six.5:1,[ citation needed ] as is common on engines with overdriven Roots-type superchargers.

Engine [edit]

The engine used to power a Top Fuel elevate racing car is based on a 2nd generation Chrysler RB Hemi, just is congenital exclusively of specialized parts, it retains the basic configuration with two valves per cylinder activated by pushrods from a centrally-placed camshaft. The engine has hemispherical combustion chambers, a 90-degree valve stalk bending; 4.eight inches (120 mm) bore pitch.

The block is machined from a slice of forged aluminum. It has press-fitted, ductile iron liners. There are no h2o passages in the block, which adds considerable strength and stiffness. The engine is cooled past the incoming air/fuel mixture and the lubricating oil. Similar the original Hemi, the racing cylinder block has a deep skirt for strength. There are five main bearing caps, which are attached with aircraft-standard-rated steel studs, with additional reinforcing chief studs and side bolts ("cross-bolting"). There are iii canonical suppliers of these custom blocks; Kieth Black, Brad Anderson, and Alan Johnson.

The cylinder heads are machined from aluminum billets. As such, they, too, lack water jackets and rely entirely on the incoming air/fuel mixture and lubricating oil for their cooling. The original Chrysler design of two large valves per cylinder is used. The intake valve is made from solid titanium and the exhaust from solid Nimonic 80A or like. Seats are of ductile iron. Beryllium-copper has been tried simply its employ is express due to its toxicity. Valve sizes are around ii.45 in (62.two mm) for the intake and 1.925 in (48.9 mm) for the exhaust. In the ports there are integral tubes for the button rods. The heads are sealed to the block by copper gaskets and stainless steel o-rings. Securing the heads to the block is done with aircraft-rated steel studs and stud nuts.

The camshaft is billet steel, fabricated from 8620 carbon or S7 through-hardened tool steel or similar. It runs in five oil pressure level lubricated bearing shells and is driven by gears in the front of the engine. Mechanical roller lifters (cam followers) ride atop the cam lobes and drive the steel push rods up into the steel rocker artillery that actuate the valves. The rockers are of roller tip blazon on the intake and frazzle sides. Similar the cam follower rollers, the steel tip roller rotates on a steel roller bearing and the steel rocker artillery rotate on a pair of through-hardened tool steel shafts within bronze bushings. Intake and exhaust rockers are billet. The dual valve springs are of coaxial type and fabricated out of titanium. Valve retainers are likewise made of titanium, every bit are the rocker covers.

Barracks steel crankshafts are used; they all have a cross plane a.k.a. 90 degree configuration and run in five conventional begetting shells. 180 caste crankshafts have been tried and they tin offering increased ability. A 180 degree crankshaft is also near x kg (22 lb) lighter than 90 degree crankshaft, but they create a lot of vibration. Such is the strength of a top fuel crankshaft that in one incident, the unabridged engine cake was dissever open and blown off the machine during an engine failure, and the crank, with all eight connecting rods and pistons, was left notwithstanding bolted to the clutch.

Pistons are made of forged aluminum. They have three rings and aluminum buttons retain the i.156 in × three.300 in (29.4 mm × 83.viii mm) steel wrist pin. The piston is anodized and Teflon coated to prevent galling during the high thrust load operation encountered. The top band is an 50-shaped section "Dykes" band that provides a good seal during combustion simply a 2nd band must be used to prevent excessive oil from entering the combustion sleeping accommodation during intake strokes as the Dykes-mode ring offers less than optimal opposite gas/oil sealing. The third band is an oil scraper ring whose role is to scrape the majority of the oil motion picture off of the cylinder wall every bit the piston descends, to forestall oil being exposed to combustion heat and contaminating the upcoming round of fuel/air. This "oil scraping" also provides a key heat removal footstep for the cylinder walls and piston skirts, the oil picture is renewed as the piston moves upward after BDC.

The connecting rods are of forged aluminum and practise provide some shock damping, which is why aluminum is used in identify of titanium, because titanium connecting rods transmit too much of the combustion impulse to the big-finish rod bearings,[ citation needed ] endangering the bearings and thus the crankshaft and block. Each con rod has ii bolts, shell bearings for the big end while the pivot runs directly in the rod.[ commendation needed ]

Superchargers [edit]

The supercharger must be a fourteen-71 type Roots blower. It has twisted lobes and is driven by a toothed belt. The supercharger is slightly offset to the rear to provide an even distribution of air. Absolute manifold pressure is normally 56–66 pounds per square inch (390–460 kPa), but upward to 74 pounds per square inch (510 kPa) is possible. The manifold is fitted with a 200 pounds per square inch (ane,400 kPa) burst plate. Air is fed to the compressor from throttle butterflies with a maximum surface area of 65 sq in (419 cmtwo). At maximum pressure, information technology takes approximately ane,000 horsepower (750 kW) to drive the supercharger.

These superchargers are in fact derivatives of Full general Motors scavenging-air blowers for their two-stroke diesel engines, which were adapted for automotive use in the early days of the sport. The model name of these superchargers delineates their size – the once commonly used 6-71 and four-71 blowers were designed for General Motors diesels having half dozen cylinders of 71 cu in (1,160 cm3) each, and iv cylinders of 71 cu in (i,160 cm3) each, respectively. Thus, the currently used fourteen-71 design tin be seen to be a huge increase in power delivery over the early designs, purpose-congenital for the GM Detroit Diesel truck powerplants.

Mandatory prophylactic rules require a secured Kevlar-mode coating over the supercharger assembly as "blower explosions" are not uncommon, from the volatile air/fuel mixture coming from the fuel injectors existence drawn directly through them. The absence of a protective blanket exposes the commuter, team and spectators to shrapnel in the upshot that nearly any irregularity in the induction of the air/fuel mixture, the conversion of combustion into rotating crankshaft movements, or in the exhausting of spent gasses is encountered.

Note that Detroit Diesel fuel did not produce a 14-71.

Oil and fuel systems [edit]

The oil system has a wet sump which contains sixteen Usa quarts (15 fifty) of SAE lxx mineral or synthetic racing oil. The pan is made of titanium or aluminum. Titanium can be used to prevent oil spills in the result of a blown rod. Teams are fined and points are lost if oil is spilled on the rail surface, so all teams make provision for absorbent blankets/diapers below the engine. Oil pump pressure is somewhere around 160–170 psi (ane,100–1,200 kPa) during the run, 200 psi (1,400 kPa) at offset up, but actual figures differ between teams.

Fuel is injected by a constant menstruation injection organisation. There is an engine driven mechanical fuel pump and about 42 fuel nozzles. The pump tin flow 100 US gallons (380 fifty) per minute at 7500 rpm and 500 psi (3,400 kPa) fuel force per unit area. In general 10 injectors are placed in the injector hat above the supercharger, 16 in the intake manifold and two per cylinder in the cylinder head. Usually a race is started with a leaner mixture, and then as the clutch begins to tighten as the engine speed builds, the air/fuel mixture is enriched. Every bit the increased engine speed builds upwardly pump pressure, the mixture is fabricated bacteria to maintain a predetermined ratio that is based on many factors, especially race track surface friction. The stoichiometry of both methanol and nitromethane is considerably greater than that of racing gasoline, as they have oxygen atoms fastened to their carbon chains and gasoline does not. This means that a "fueler" engine will provide ability over a very broad range from very lean to very rich mixtures. Thus, to reach maximum performance, before each race, past varying the level of fuel supplied to the engine, the mechanical coiffure may select power outputs barely beneath the limits of tire traction. Power outputs which create tire slippage will "smoke the tires" and as a result the race is often lost.

Ignition and timing [edit]

The air/fuel mixture is ignited by two xiv mm (0.55 in) spark plugs per cylinder. These plugs are fired past two 44-ampere magnetos. Normal ignition timing is 58-65 degrees BTDC (This is dramatically greater spark advance than in a petrol engine every bit "nitro" and alcohol fire far slower). Directly afterward launch the timing is typically decreased by virtually 25 degrees for a short time as this gives the tires time to reach their correct shape. The ignition organization limits the engine speed to 8400 rpm. The ignition system provides initial 60,000 volts and 1.2 amperes. The long duration spark (up to 26 degrees) provides energy of 950 millijoules (0.23 calth). The plugs are placed in such a mode that they are cooled by the incoming charge. The ignition organization is not allowed to reply to real time information (no computer-based spark atomic number 82 adjustments), and so instead a timer-based retard organisation is used.

Frazzle [edit]

The engine is fitted with eight private open frazzle pipes, 2.75 in (69.eight mm) in diameter and 18 in (457 mm) long. These are made of steel and fitted with thermocouples for measuring of the exhaust gas temperature. They are chosen "zoomies" and exhaust gases are directed upward and backwards. Exhaust temperature is about 500 °F (260 °C) at idle and 1,796 °F (980 °C) past the stop of a run. During a night upshot, the slow-burning nitromethane can be seen to extend flames many feet out from the frazzle pipes.

The engine is warmed up for about 80 seconds. Later on the warm up the valve covers are taken off, oil is changed and the car is refueled. The run including tire warming is well-nigh 100 seconds which results in a "lap" of almost iii minutes. After each lap, the entire engine is disassembled and examined, and worn or damaged components are replaced.

Performance [edit]

Measuring the power output of a summit fuel engine direct is not always feasible. Certain models utilize a torque sensor incorporated as part of the RacePak data arrangement. Dynamometers that can measure out the output of a Meridian Fuel engine be; nonetheless, the main limitation is that a Top Fuel engine cannot be run at its maximum ability output for more than 10 seconds without overheating or possibly destroying itself explosively. Making such high ability levels from such relatively limited displacement is a consequence of using very loftier heave levels and running at extremely high RPMs; both of these stress the internal components to a high degree, significant that the peak power can simply safely be achieved for cursory periods of time, and fifty-fifty then only by intentionally sacrificing components. The engine power output can also be calculated based upon the car'south weight and its performance. The calculated power output of these engines is most probable somewhere betwixt viii,500 and x,000 hp (half dozen,340 and vii,460 kW),[7] which is nigh twice as powerful as the engines installed on some modern diesel fuel locomotives, with a torque output of approximately 7,400 pound force-anxiety (10,000 Due north⋅m)[8] and a restriction mean effective pressure of ane,160–1,450 psi (8.0–x.0 MPa).

In late 2015, tests using sensors adult by AVL Racing showed peak power of over 11,000 hp (8,200 kW).[9]

For the purposes of comparison, a 2009 SSC Ultimate Aero TT, which at the time was among the world's most powerful production automobiles, produces 1,287 hp (960 kW) of power and i,112 lbf⋅ft (i,508 Due north⋅m) of torque.

From start to finish the engine will turn 240 revolutions. Including outset upward, burnout, staging and the race, the engine must survive just 500 revolutions before being rebuilt.[ citation needed ]

Engine weight [edit]

  • Cake with liners 187 lb (84.eight kg)
  • Heads 40 lb (18.1 kg) each
  • Crankshaft 81.v lb (37.0 kg)
  • Complete engine 496 lb (225 kg)

Mandatory safety equipment [edit]

Much of organized drag-racing is sanctioned past the National Hot Rod Association. Since 1955, the association has held regional and national events (typically organized as single elimination tournaments, with the winner of each two automobile race advancing) and has set rules for safe, with the more than powerful cars requiring ever more safety equipment.

Typical safe equipment for contemporary top fuel dragsters: full face helmets with fitted HANS devices; multi-point, quick release rubber restraint harness; full trunk fire suit made of Nomex or like material, consummate with face mask, gloves, socks, shoes, and outer sock-like boots, all made of fire-resistant materials; on board burn down extinguishers; kevlar or other synthetic "bullet-proof" blankets around the superchargers and clutch assemblies to contain broken parts in the event of failure or explosion; damage resistant fuel tank, lines, and fittings; externally accessible fuel and ignition shut-offs (built to be accessible to rescue staff); braking parachutes; and a host of other equipment, all built to the very highest standards of manufacturing. Any quantum or invention that is probable to contribute to driver, staff, and spectator safety is likely to be adopted equally a mandated rule for competition. The 54-twelvemonth history of NHRA has provided hundreds of examples of prophylactic upgrades.

In 2000, the NHRA mandated the maximum concentration of nitromethane in a car'southward fuel be no more ninety%. In the wake of a Gateway International Raceway fatality in 2004, involving racer Darrell Russell, the fuel ratio was reduced to 85%. Complaints from teams in regards to cost, withal, has resulted in the rule being rescinded starting in 2008, when the fuel mixture returns to xc%, as NHRA team owners, crew chiefs, and suppliers complained most mechanical failures that can result in oildowns or more severe crashes acquired by the reduced nitromethane mixture. They also mandated enclosed whorl cages.[10]

The NHRA also mandated that unlike rear tires be used to reduce failure, and that a titanium "shield" be fastened around the back-half of the coil-cage to prevent whatever debris from entering the cockpit. This besides was the result of the fatal crash at Gateway International Raceway. The rear tire force per unit area is also heavily regulated by Goodyear Tire and Rubber on behalf of the NHRA, at 7 psi (48 kPa), the accented minimum pressure allowed.

At present, last bulldoze ratios higher than iii.20 (iii.ii engine rotations to one rear axle rotation) are prohibited, in an effort to limit top speed potential, thus reducing the level of danger.

History [edit]

In 1958, NHRA banned nitro in all categories; the American Hot Rod Association (AHRA) still allowed information technology, and Fuel Dragsters (FD), Hot Roadsters (60 minutes), and Fuel Coupés (FC): this led to Fuel Altereds (AA/FAs), Manufacturing plant Experimentals (A/FXs), and (ultimately) Funny Cars (TF/FCs).[eleven]

Independent drag strips, not NHRA sanctioned, offered venues for the fuel racers.[12] Smokers Car Club hosted the get-go U.S. Fuel and Gas Championship at Famoso Raceway in March 1959.[13] Bob Hansen won Elevation Fuel Eliminator (TFE) in his A/Hour, with a speed of 136 mph (219 km/h).[14]

Jimmy Nix, who previously ran a Top Gas dragster; Jim Johnson, who ran a Dodge Polara stocker, and who had won the B/SA championship in 1963; Jim Nelson; and Dode Martin pioneered TF/FC.[fifteen] (Nix tried to persuade Chrisman to get Mercury Racing Director Fran Hernandez to allow him to run his Comet'southward 427 on nitro, every bit a mode to gain leverage on NHRA, then Nix could use nitro himself).[16] These cars ran in NHRA's S/FX class, variously defined every bit "Super Factory Experimental" or "Supercharged Manufactory Experimental".[17]

They were shortly turning in Eastward.T.s in the low 11s and trap speeds of over 140 mph (230 km/h); at Long Embankment on 21 March, an eleven.49 pass at 141.66 mph (227.98 km/h) was recorded.[18] These cars ran in NHRA's Due south/FX class, variously divers as "Super Factory Experimental" or "Supercharged Factory Experimental".[nineteen]

Bob Sullivan'south Pandemonium (a '65 Plymouth Barracuda) joined about six other nitro-fuelled early funny cars facing fuel dragsters in the 1965 season.[20]

In 1971, Don Garlits introduced the Swamp Rat XIV, a rear-engined Top Fuel dragster. While others had been developed in the previous decade, information technology was the first successful one, winning the 1971 NHRA Winternationals.[21] [22]

In 1984, Tiptop Fuel was at a low point. It was having trouble alluring full 16-motorcar fields, leading to cutting dorsum to eight-car rosters, while the International Hot Rod Clan dropped Top Fuel entirely.[23] The aforementioned year, Joe Hrudka offered a major purse, the Cragar-Weld Top Fuel Classic and "Big Daddy" Don Garlits returned to Top Fuel full-fourth dimension.[24] By 1987, NHRA Top Fuel Funny Automobile was drawing twice equally many entrants as positions available.[25]

Most NHRA Peak Fuel wins [edit]

Driver Wins
Tony Schumacher 85
Larry Dixon 62
Joe Amato 52
Antron Brown 52
Steve Torrence 51
Doug Kalitta 49
Kenny Bernstein 39
Don Garlits 35
Cory McClenathan 34
Gary Scelzi 29
Gary Beck 19
Darrell Gwynn 18
Brandon Bernstein 18
Spencer Massey 18
Shirley Muldowney 18
Scott Kalitta 17
Dick Lahaie fifteen
Shawn Langdon xv
Gary Ormsby 14
Don Prudhomme fourteen
Eddie Colina 13
Mike Dunn 12
Morgan Lucas 12
Brittany Force 12
Doug Herbert 10
Connie Kalitta 10
Richie Crampton 10
Leah Pritchett ix
Del Worsham viii
Billy Torrence 8
Rod Fuller 7
Khalid alBalooshi four
David Grubnic four
Melanie Troxel iv
Mike Salinas four
Clay Millican three
Bob Vandergriff Jr. 3
Justin Ashley 3
Pat Dakin 2
Terry McMillen 2
Blake Alexander ii
Josh Hart 2
Tripp Tatum 1
Austin Prock 1

See also [edit]

  • ANDRA Top Fuel

References [edit]

  1. ^ Clarke, John. "Merely how fast is a Tiptop Fuel elevate car?". NobbyVille.com. John Clarke. Retrieved 8 November 2015.
  2. ^ "The Mag: Drag racing, the loudest sport". ESPN.com. 2010-eleven-05. Retrieved 2016-07-24 .
  3. ^ "NHRA 101". NHRA.com. National Hot Rod Association. Retrieved 21 March 2017.
  4. ^ Smith, Jeff; Asher, Jon (one September 2010). "viii,000HP Top Fuel Engine". Hot Rod Network. Hot Rod Network. X: The Enthusiast Network. Retrieved 7 September 2015.
  5. ^ "Peak Fuel past the Numbers". MotorTrend Magazine. X: The Enthusiast Network. February 2005. Retrieved 7 September 2015.
  6. ^ Jodauga, John. "Acme 10 Top Fuel Innovations" (PDF). Archived from the original (PDF) on half-dozen September 2015. Retrieved 5 September 2015.
  7. ^ "FORGET 8,000 HORSEPOWER ... TOP FUEL IS Now OVER 10,000 HORSEPOWER!". TMC News . Retrieved 24 June 2015.
  8. ^ "FORGET 8,000 HORSEPOWER ... TOP FUEL IS NOW OVER 10,000 HORSEPOWER! [National Dragster]". world wide web.nfvzone.com . Retrieved 2016-07-24 .
  9. ^ Magda, Mike (viii December 2015). "Exam Shows Peak Fuel Nitro Engine Makes Over 11,000 Horsepower". Engine Labs . Retrieved 2 May 2016.
  10. ^ NHRA News: Nitro percentage to be raised to 90 in Top Fuel, Funny Car in 2008 (9/15/2007) [ permanent dead link ]
  11. ^ McClurg, Bob. Diggers, Funnies, Gassers and Altereds: Elevate Racing's Golden Age. (CarTech Inc, 2013), p.46.
  12. ^ McClurg, Diggers, p.46.
  13. ^ McClurg, Diggers, p.46.
  14. ^ McClurg, Diggers, p. 46. McClurg does not mention his eastward.t.
  15. ^ McClurg, Bob. "50 Years of Funny Cars: Part ii" in Drag Racer, November 2016, p.35; Burgess, Phil National Dragster Editor. "Early Funny Car History 101", written 22 January 2016, at NHRA.com (retrieved 23 May 2017)
  16. ^ Burgess, Phil National Dragster Editor. "Early Funny Auto History 101", written 22 Jan 2016, at NHRA.com (retrieved 23 May 2017)
  17. ^ Burgess, Phil National Dragster Editor. "Early Funny Car History 101", written 22 January 2016, at NHRA.com (retrieved 23 May 2017)
  18. ^ Wallace, Dave. "l Years of Funny Cars" in Drag Racer, Nov 2016, p.22 and caption.
  19. ^ Burgess, Phil National Dragster Editor. "Early Funny Car History 101", written 22 January 2016, at NHRA.com (retrieved 23 May 2017)
  20. ^ Wallace, p.30 explanation.
  21. ^ Hot Rod. Dec 1986. p. 28.
  22. ^ Front to back: The rear-engine transition (Part one, Role 2) - Phil Burgess, NHRA, February 2015
  23. ^ Ganahl, Pat. "Winter Rut: '87 NHRA Wnternationals", in Hot Rod, May 1987, p.88.
  24. ^ Ganahl, Pat. "Wintertime Heat: '87 NHRA Wnternationals", in Hot Rod, May 1987, p.88.
  25. ^ Ganahl, Pat. "Winter Heat: '87 NHRA Wnternationals", in Hot Rod, May 1987, p.88.
  • "The Top Fuel V8" (9). Race Engine Technology: 60–69.
  • "Running the Army Motor" (8). Race Engine Engineering: 60–69.
  • Kiewicz, John. "Tiptop Fuel by the Numbers". Motor Trend. No. February 2005.
  • Phillips, John. "Drag Racing: Information technology's Similar Plunging Your Toilet with a Claymore Mine". Car and Driver. No. Baronial 2002.
  • Szabo, Bob. "Blown Nitro Racing on a Budget" (Jan 2013). Szabo Publishing.

External links [edit]

  • Restored Elevation Fuel Dragsters from the 60s & 70s
  • NHRA National Hot Rod Clan Website
  • WSID Website
  • IHRA International Hot Rod Association Website
  • Santa Pod Raceway - the home of European Drag Racing

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Source: https://en.wikipedia.org/wiki/Top_Fuel