12000 hp car

12000 hp car DEFAULT

When Dodge recently revealed its newest Charger SRT Hellcat Widebody Funny Car drag racer with 11, horsepower, the one question on everyone's minds was simple: What'll it do? After the NHRA Mile-High Nationals in Colorado, we now know: With two-time NHRA Funny Car champ Matt Hagen at the wheel, this Dodge-sponsored Funny Car scorched the drag strip with an elapsed time of seconds and a trap speed of mph. During that run, the car delivered an incredible average acceleration of just over g's.

We were there in Colorado for the Charger's debut, so we grabbed the skinny on the machinery that delivers that incredible performance. Follow along for an in-depth look at the tech behind Dodge's quite serious Hellcat-branded Funny Car:

11,HP Engine

The Funny Car's key component is an liter ( cubic inch!) V-8 developing about 11, horsepower and some lb-ft of torque. Oh, and it is capable of revving to rpm. The engine is a development of the legendary Hemi V-8, using a block and heads machined from solid aluminum billets. This is possible because the engine has no water passages. Its usual running time is so short, it gets by without a liquid cooling system. The compression ratio is about to 1.

The Mother of All Superchargers

When drag racers first started fitting superchargers to their engines, they repurposed Roots-type blowers originally developed by General Motors for a line of pre-World-War-II-era two-stroke diesel heavy-equipment engines. Those blowers, so named because they force-fed six cubic-inch cylinders, have evolved into the purpose-built blowers used today (GM, by the way, never built a cylinder engine). The blower uses inch-long rotors nearly six inches in diameter to pump some cubic inches (nearly nine liters!) of air per revolution. That's nearly four times the throughput of a Hellcat supercharger. Running at about 40 percent higher rpm than the engine crankshaft, the supercharger develops about 55 psi of boost pressure. At full power, the supercharger requires the better part of horsepower to do its work. Obviously, it gives back more horsepower in return.

The Rocket Fuel Is Key

The Funny Car burns a mixture of 90 percent nitromethane and 10 percent alcohol—and it gulps down some 20 gallons of that mix in a single run. Nitromethane has a number of key properties that make it the ideal drag-racing fuel. First, it contains some of its own oxygen, so that instead of the pounds of air needed to burn one pound of gasoline, only pounds of air is needed per pound of nitromethane. Even though nitro contains much less energy per pound than gasoline, its ability to burn richer means that it generates times as much power. Its other key property is a high heat of vaporization, which means that it has a tremendous cooling effect as it turns from liquid to vapor. That's how the Funny Car engine gets by with no liquid cooling system and no intercoolers.

Lots and Lots of Fuel Injectors

Funny Cars use a continuous-flow fuel-injection system with a mess of injectors. The Dodge car has 32 of them: two in each intake port of the cylinder head, one in each intake manifold runner (shown), and eight of them upstream on the supercharger (which serve to cool and lubricate the blower). These injectors are fed by a gallon-per-hour fuel pump with dual-stage operation. Only the manifold and blower injectors operate during idle, while all 32 flow during full-power runs.

An Ignition System That Could Almost Power a Welder

The engine uses two spark plugs per cylinder, and they are energized by dual magnetos. Those operate with some 40 amps of primary current to produce the very powerful spark needed to fire the super-rich and dense air-fuel mixture. Ignition timing is controlled by a crank trigger system that retards the spark during the launch to reduce engine power and not overwhelm the tires. As the vehicle's speed increases, the spark reverts to the maximum power advance of around 60 degrees.

No Transmission, but a Hell of a Clutch

The Funny Car has no transmission other than a simple device to allow the car to back up after a prelaunch burnout. However, the Funny Car does use a complex multiplate centrifugal clutch to achieve the gradual engagement needed to go from zero to over mph without any ratio changes. There are some six driven plates, made from sintered iron, sandwiched between the flywheel; plus five steel floaters and a centrifugal pressure plate, making an assembly about 10 inches in diameter and 10 inches long. The driver's clutch pedal initiates the clutch engagement, but it's basically an on/off switch. The actual degree of engagement—and slippage—is regulated by the fingers in the centrifugal pressure plate, and force is provided by a pneumatic cylinder that is controlled through nine stages of pressure by a timer. Controlling the clutch slippage by varying the weight and travel of the arms on the centrifugal clutch, and the timing of the pneumatic cylinder is probably the most important tuning adjustment on the car.

It Has a Simple but Strong Chassis

This engine and all of the other components are attached to a spaceframe chassis fabricated from stout chrome-moly steel tubing. The differential and front and rear axles are bolted solidly to this frame, which is designed to be somewhat flexible; its deflection serves as a rudimentary suspension. The strength of the integral roll cage and the flexibility of the extremities are controlled by varying both the diameter and thickness of the tubing. The wheelbase measures about inches—just under five inches longer than the production Charger SRT Hellcat sedan's dimension.

It's Got One Doozy of a Wing

The Charger Hellcat Funny Car's fully enveloping carbon-fiber body is designed to generate maximum downforce with minimum drag. Basically, it consists of a strong wedge that terminates in a large, boxed-in rear wing. The body tapers, so it's narrower in the rear than in the front.

As in All Racing, Aero Matters

By the time the Dodge hits the speed traps at the drag strip, Matt Hagen says, the car develops about pounds of downforce. It isn't clear if that figure includes the roughly pounds of downforce produced by the upward-firing exhaust headers (yep, the exhaust's flow is so voluminous and hot, it contributes to downforce), but downforce figures in the thousands of pounds are impressive either way.

Widebody? Eh . . .

Yes, there is some irony in the Funny Car's needle-shaped body and Dodge's "widebody" graphics mimicking the production Charger SRT Hellcat Widebody's wide-track design. Try not to think too hard about it.

Minimal Controls and Instruments

Inside the central cockpit, you'll find no instruments, as there isn't much for the driver to do but launch and steer (we'd add "hang on," but then that's obvious). There is a very short-travel throttle pedal along with a clutch pedal. To the driver's right is a hand brake, which operates single-piston brake calipers on all four wheels. To the left is a fuel-control lever that shifts from the idle to full-power fuel operation.

So, What's It Like to Launch This Puppy?

After the obligatory pre-race burnout to warm the tires (which lead a short, hard life), driver Hagen engages the clutch, which will be slipping liberally at these speeds, and uses the hand brake to inch the car forward into the staging lights. By now, he has switched the fuel system to "high" and is holding the car stationary with the hand brake. He launches the car just before all the lights come on by releasing the hand brake and flooring the throttle, which produces some g's of acceleration. Now, Hagen is simply steering and holding on. If he has to release full throttle or touch the clutch, there is a problem, and the run is toast. Hagen says peak acceleration of g's occurs at about two seconds into the run, when the clutch fully engages and the car is at about mph. When he pops the twin drag chutes at the end of the strip, he briefly gets socked with g's worth of deceleration.

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Sours: https://www.caranddriver.com/news/g/dodge-charger-srt-hellcat-widebody-funny-car-in-depth/

12, Horsepower Truck Does MPH, is World's Fastest

There are car mods, and then there's the Flash Fire Jet Truck–a jet-powered Chevrolet built by Neal Darnell and his Team Chaos cohorts.

Flash Fire does in just over one second, has a top speed of miles per hour and a jaw-dropping 12, horses under its belt. This vehicle will definitely put some hair on your chest. During a regular performance, Flash Fire drops close to 60 gallons of fuel in a 10 minute stint.

Skip to the mark in the video below to see all of Flash Fire's testosterone in action!

click to play video

The truck's jet engine is made by Pratt & Whitney, which Darnell picked up on eBay. Originally it was used on a Navy T-2 Buckeye jet.

You can see the truck in action at the Oregon International Air Show or at many shows throughout North America.

Follow me @jerryjamesstone or friend me on Facebook.

Sours: https://www.seeker.com/horsepower-truck-doesmph-is-worlds-fastesthtml
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This Dodge Charger Packs 10,hp, Weighs 2,lbs

While the main focus of the SEMA Show in Las Vegas is to showcase new aftermarket accessories for street legal vehicles, there is also a major motorsports presence and the Mopar display is often a good place to see the latest and greatest in the world of drag racing. This year, Mopar rolled out their Dodge Charger R/T funny car which will begin competing during the championship season and while the Charger Hellcat made big news for packing horsepower – the Charger funny car laughs in the face of any high performance road car thanks to its cubic inch Hemi engine that delivers a bone chilling 10, horsepower.

Other Dodge SEMA Galleries:
The Dodge Challenger T/A Concept
The Dodge Viper ACR Concept

You read that right – the supercharged Hemi V8 in the Dodge Charger R/T funny car is capable of producing 10, horsepower. That is enough power to send the 2, pound Charger race car down the quarter mile in the high 3 second range with speeds well over miles per hour. It achieves this incredible power with forced induction and a monster nitro methane fuel system that delivers 90 gallons of fuel per minute.

That is 90 gallons of fuel every minute to make the prescribed 10, horsepower in the Dodge Charger R/T funny car.

NHRA Charger VS Hellcat Charger
To put the figures for the Dodge Charger R/T funny car into perspective, let’s compare this purpose built drag car to the Dodge Charger SRT Hellcat road car. Of course, this isn’t a realistic comparison, but it helps to show what kind of power the new drag car (and all modern NHRA funny cars) makes in comparison to one of the most powerful production cars in the world.

The Hellcat Charger packs horsepower and weighs around 4, pounds (estimated) for a power to weight ratio of pounds per horsepower. The Charger R/T funny car has 10, horsepower and weighs 2,lbs for a power to weight ratio of pounds per horsepower. The Hellcat Charger is capable of dashing from a stop to 60 miles per hour in the high 3 second range while running the quarter mile in 11 seconds flat en route to a top speed of miles per hour – all of which make the Hellcat Charger the best performance sedan in the world. In the same high 3 second range, the Charger R/T funny car is able to get to miles per hour and it does so in the length of a quarter mile drag strip. Finally, while the world’s fastest sedan can reach a top speed of miles per hour, the Charger R/T funny car can reach speeds in excess of miles per hour – in the quarter mile.

Hitting the Track in
While this new Dodge Charger drag car made its formal debut at the SEMA Show in Las Vegas, it will make its on-track debut when the NHRA season opens next February at the Winter Nationals in Sonoma California. One of the drivers piloting this new Charger race car will be Matt Hagan, who currently leads the NHRA funny car championship race in his Dodge Charger. Hagan took the title back in with a Charger while Jack Beckman claimed the title in , also in a Charger. This means that the Charger funny car body will have some big shoes to fill, but I would expect to see continued success from the Mopar factory back drag racing program with the help of this new body.

Sours: https://www.torquenews.com//dodge-charger-packshp-weighslbs
FASTEST car we’ve EVER filmed..10,000hp - 300mph in the 1/4mile!

Top Fuel

Type of drag racing vehicle

Two Top Fuel dragsters side by side

Top Fueldragsters are the quickest accelerating racing cars in the world and the fastest sanctioned category of drag racing, with the fastest competitors reaching speeds of miles per hour (&#;km/h) and finishing the 1, foot (&#;m) runs in seconds.

A top fuel dragster accelerates from a standstill to &#;mph (&#;km/h) in as little as seconds (less than one third the time required by a production Porsche Turbo to reach 60&#;mph (&#;km/h))[1] and can exceed &#;mph (&#;km/h) in just feet (&#;m). This subjects the driver to an average acceleration of about &#;g0 (39&#;m/s2) over the duration of the race and with a peak of over &#;g0 (55&#;m/s2).

Because of the speeds, this class exclusively races to only a 1, foot (&#;m) distance, and not the traditional one-fourth of a statute mile, or 1, feet (&#;m). The rule was changed in by the National Hot Rod Association following the fatal crash of Funny Car driver Scott Kalitta during a qualifying session at Old Bridge Township Raceway Park in Englishtown, New Jersey. The shortening of the distance was used by the FIA at some tracks, and as of is now the standard Top Fuel distance defined by the FIA. The International Hot Rod Association, which now sanctions Top Fuel in Australia, dropped the 1/4 mile distance in September after Santo Rapisarda, a car owner who often runs NHRA races in the United States, pushed for the change. In recent years, only exhibition races in Martin, Michigan's, US Motorsports Park are run as Top Fuel races to the quarter-mile.

Top Fuel racing[edit]

NHRA Top Fuel championship trophy

Before their run, racers often perform a burnout in order to clean and heat tires. Additionally, the burnout applies a layer of fresh rubber to the track surface, which greatly improves traction during launch.

At maximum throttle and RPM, the exhaust gases escaping from a dragster's open headers produce about –1, pounds-force (–&#;kN) of downforce. The massive airfoil over and behind the rear wheels produces much more, peaking at around 12, pounds-force (53&#;kN) when the car reaches a speed of about &#;mph (&#;km/h).

The engine of a Top Fuel dragster generates around &#;dB[2] of sound at full throttle, enough to cause physical pain or even permanent damage. A sound that intense is not just heard, but also 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 advise spectators to cover or plug their ears. Ear plugs and even earmuffs are often handed out to fans at the entrance of a Top Fuel event.

Dragsters are limited to a maximum wheelbase of inches (&#;cm).

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


Since , NHRA regulations limit the composition of the fuel to a maximum of 90% nitromethane; the remainder is largely methanol. However, this mixture is not mandatory, and less nitromethane may be used if desired. The exhaust gas from nitromethane combustion contains nitric oxide, which contributes to air pollution, acid rain, and ozone layer depletion.

While nitromethane has a much lower energy density (&#;MJ/kg (&#;Mcalth/lb)) than either gasoline (44&#;MJ/kg (&#;Mcalth/lb)) or methanol (&#;MJ/kg (&#;Mcalth/lb)), an engine burning nitromethane can produce up to times as much power as an engine burning gasoline. This is made possible by the fact that, in addition to fuel, an engine needs oxygen in order to generate force: &#;kg (32&#;lb) of air (21% oxygen) is required to burn one kilogram (&#;lb) of gasoline, compared to only &#;kg (&#;lb) of air for one kilogram of nitromethane, which, unlike gasoline, already has oxygen in its molecular composition. For a given amount of air consumed, this means that an engine can burn times more nitromethane than gasoline.

Nitromethane also has a high latent heat of vaporization, meaning that it will absorb substantial engine heat as it vaporizes, providing an invaluable cooling mechanism. The laminar flame speed and combustion temperature are higher than gasoline at &#;m/s (&#;ft/s) and 2,&#;°C (4,&#;°F) respectively. Power output can be increased by using very rich air-fuel mixtures. This also helps prevent pre-ignition, which is often a problem when using nitromethane.

Due to the relatively slow burn rate of nitromethane, very rich fuel mixtures are often not fully ignited and some remaining nitromethane can escape from the exhaust pipe and ignite on contact with atmospheric oxygen, burning with a characteristic yellow flame. Additionally, after sufficient fuel has been combusted to consume all available oxygen, nitromethane can combust in the absence of atmospheric oxygen, producing hydrogen, which can often be seen burning from the exhaust pipes at night as a bright white flame. In a typical run the engine can consume between 12 US gallons (45&#;L) and US gallons (&#;L) of fuel during warmup, burnout, staging, and the quarter-mile run.[3][4][5]

Top fuel engines[edit]


Like many other motor sport formulas originating in the United States, NHRA-sanctioned drag racing favors heavy restrictions on engine configuration, sometimes to the detriment of technological development. In some cases, teams are required to use technologies that may be decades old,[which?] resulting in cars that may seem substantially less advanced 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 car materials and design, are under constant development.[6]

NHRA competition rules limit the engine displacement to cubic inches (8,&#;cm3). A inch (&#;mm) bore with a inch (&#;mm) stroke are customary dimensions. Larger bores have been shown to weaken the cylinder block.[citation needed]Compression ratio is about ,[citation needed] as is common on engines with overdriven Roots-typesuperchargers.


The engine used to power a Top Fuel drag racing car is based on a second generation Chrysler RB Hemi, but is built 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 degree valve stem angle; inches (&#;mm) bore pitch.

The block is machined from a piece of forged aluminum. It has press-fitted, ductile iron liners. There are no water passages in the block, which adds considerable strength and stiffness. The engine is cooled by the incoming air/fuel mixture and the lubricating oil. Like the original Hemi, the racing cylinder block has a deep skirt for strength. There are five main bearing caps, which are fastened with aircraft-standard-rated steel studs, with additional reinforcing main studs and side bolts ("cross-bolting"). There are three approved suppliers of these custom blocks.

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 similar. Seats are of ductile iron. Beryllium-copper has been tried but its use is limited due to its toxicity. Valve sizes are around &#;in (&#;mm) for the intake and &#;in (&#;mm) for the exhaust. In the ports there are integral tubes for the push rods. The heads are sealed to the block by copper gaskets and stainless steelo-rings. Securing the heads to the block is done with aircraft-rated steel studs and stud nuts.

The camshaft is billet steel, made from carbon or S7 through-hardened tool steel or similar. It runs in five oil pressure 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 arms that actuate the valves. The rockers are of roller tip type on the intake and exhaust sides. Like the cam follower rollers, the steel tip roller rotates on a steel roller bearing and the steel rocker arms 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 made out of titanium. Valve retainers are also made of titanium, as are the rocker covers.

Billet steel crankshafts are used; they all have a cross plane a.k.a. 90 degree configuration and run in five conventional bearing shells. degree crankshafts have been tried and they can offer increased power. A degree crankshaft is also about 10&#;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 entire engine block was split open and blown off the car during an engine failure, and the crank, with all eight connecting rods and pistons, was left still bolted to the clutch.

Pistons are made of forged aluminum. They have three rings and aluminum buttons retain the &#;in ×&#;&#;in (&#;mm ×&#;&#;mm) steel wrist pin. The piston is anodized and Teflon coated to prevent galling during the high thrust load operation encountered. The top ring is an L-shaped section "Dykes" ring that provides a good seal during combustion but a second ring must be used to prevent excessive oil from entering the combustion chamber during intake strokes as the Dykes-style ring offers less than optimal reverse gas/oil sealing. The third ring is an oil scraper ring whose function is to scrape the majority of the oil film off of the cylinder wall as the piston descends, to prevent oil being exposed to combustion heat and contaminating the upcoming round of fuel/air. This "oil scraping" also provides a key heat removal step for the cylinder walls and piston skirts, the oil film is renewed as the piston moves upward after BDC.

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


The supercharger must be a 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 usually 56–66 pounds per square inch (–&#;kPa), but up to 74 pounds per square inch (&#;kPa) is possible. The manifold is fitted with a pounds per square inch (1,&#;kPa) burst plate. Air is fed to the compressor from throttle butterflies with a maximum area of 65&#;sq&#;in (&#;cm2). At maximum pressure, it takes approximately 1, horsepower (&#;kW) to drive the supercharger.

These superchargers are in fact derivatives of 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 and blowers were designed for General Motors diesels having six cylinders of 71&#;cu&#;in (1,&#;cm3) each, and four cylinders of 71&#;cu&#;in (1,&#;cm3) each, respectively. Thus, the currently used design can be seen to be a huge increase in power delivery over the early designs, purpose-built for the GM Detroit Diesel truck powerplants.

Mandatory safety rules require a secured Kevlar-style blanket over the supercharger assembly as "blower explosions" are not uncommon, from the volatile air/fuel mixture coming from the fuel injectors being drawn directly through them. The absence of a protective blanket exposes the driver, team and spectators to shrapnel in the event 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 did not produce a

Oil and fuel systems[edit]

The oil system has a wet sump which contains 16 US quarts (15&#;l) of SAE 70 mineral or synthetic racing oil. The pan is made of titanium or aluminum. Titanium can be used to prevent oil spills in the event of a blown rod. Oil pump pressure is somewhere around –&#;psi (1,–1,&#;kPa) during the run, &#;psi (1,&#;kPa) at start up, but actual figures differ between teams.

Fuel is injected by a constant flow injection system. There is an engine driven mechanical fuel pump and about 42 fuel nozzles. The pump can flow US gallons (&#;l) per minute at rpm and &#;psi (3,&#;kPa) fuel pressure. 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, then as the clutch begins to tighten as the engine speed builds, the air/fuel mixture is enriched. As the increased engine speed builds up pump pressure, the mixture is made leaner 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 attached to their carbon chains and gasoline does not. This means that a "fueler" engine will provide power over a very broad range from very lean to very rich mixtures. Thus, to attain maximum performance, before each race, by varying the level of fuel supplied to the engine, the mechanical crew may select power outputs barely below 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 14&#;mm (&#;in) spark plugs per cylinder. These plugs are fired by two amperemagnetos. Normal ignition timing is degrees BTDC (This is dramatically greater spark advance than in a petrol engine as "nitro" and alcohol burn far slower). Directly after launch the timing is typically decreased by about 25 degrees for a short time as this gives the tires time to reach their correct shape. The ignition system limits the engine speed to rpm. The ignition system provides initial 60, volts and amperes. The long duration spark (up to 26 degrees) provides energy of millijoules (&#;calth). The plugs are placed in such a way that they are cooled by the incoming charge. The ignition system is not allowed to respond to real time information (no computer-based spark lead adjustments), so instead a timer-based retard system is used.


The engine is fitted with eight individual open exhaust pipes, &#;in (&#;mm) in diameter and 18&#;in (&#;mm) long. These are made of steel and fitted with thermocouples for measuring of the exhaust gas temperature. They are called "zoomies" and exhaust gases are directed upward and backwards. Exhaust temperature is about &#;°F (&#;°C) at idle and 1,&#;°F (&#;°C) by the end of a run. During a nighttime event, the slow-burning nitromethane can be seen to extend flames many feet out from the exhaust pipes.

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


Measuring the power output of a top fuel engine directly is not always feasible. Certain models use a torque sensor incorporated as part of the RacePak data system. Dynamometers that can measure the output of a Top Fuel engine exist; however, the main limitation is that a Top Fuel engine cannot be run at its maximum power output for more than 10 seconds without overheating or possibly destroying itself explosively. Making such high power levels from such relatively limited displacement is a result of using very high boost levels and running at extremely high RPMs; both of these stress the internal components to a high degree, meaning that the peak power can only safely be achieved for brief periods of time, and even then only by intentionally sacrificing components. The engine power output can also be calculated based upon the car's weight and its performance. The calculated power output of these engines is most likely somewhere between 8, and 10,&#;hp (6, and 7,&#;kW),[7] which is about twice as powerful as the engines installed on some modern diesel locomotives, with a torque output of approximately 7, pound force-feet (10,&#;N⋅m)[8] and a brake mean effective pressure of 1,–1,&#;psi (–&#;MPa).

In late , tests using sensors developed by AVL Racing showed peak power of over 11,&#;hp (8,&#;kW).[9]

For the purposes of comparison, a SSC Ultimate Aero TT, which at the time was among the world's most powerful production automobiles, produces 1,&#;hp (&#;kW) of power and 1,&#;lbf⋅ft (1,&#;N⋅m) of torque.

From start to finish the engine will turn revolutions. Including start up, burnout, staging and the race, the engine must survive just revolutions before being rebuilt.

Engine weight[edit]

  • Block with liners &#;lb (&#;kg)
  • Heads 40&#;lb (&#;kg) each
  • Crankshaft &#;lb (&#;kg)
  • Complete engine &#;lb (&#;kg)

Mandatory safety equipment[edit]

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

Typical safety equipment for contemporary top fuel dragsters: full face helmets with fitted HANS devices; multi-point, quick release safety restraint harness; full body fire suit made of Nomex or similar material, complete with face mask, gloves, socks, shoes, and outer sock-like boots, all made of fire-resistant materials; on board fire 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 breakthrough or invention that is likely to contribute to driver, staff, and spectator safety is likely to be adopted as a mandated rule for competition. The year history of NHRA has provided hundreds of examples of safety upgrades.

In , the NHRA mandated the maximum concentration of nitromethane in a car's fuel be no more than 90%. In the wake of a Gateway International Raceway fatality in , involving racer Darrell Russell, the fuel ratio was reduced to 85%. Complaints from teams in regards to cost, however, has resulted in the rule being rescinded starting in , when the fuel mixture returns to 90%, as NHRA team owners, crew chiefs, and suppliers complained about mechanical failures that can result in oildowns or more severe crashes caused by the reduced nitromethane mixture. They also mandated enclosed roll cages.[10]

The NHRA also mandated that different rear tires be used to reduce failure, and that a titanium "shield" be attached around the back-half of the roll-cage to prevent any debris from entering the cockpit. This also was the result of the fatal crash at Gateway International Raceway. The rear tire pressure is also heavily regulated by Goodyear Tire and Rubber on behalf of the NHRA, at 7&#;psi (48&#;kPa), the absolute minimum pressure allowed.

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


In , NHRA banned nitro in all categories; the American Hot Rod Association (AHRA) still allowed it, and Fuel Dragsters (FD), Hot Roadsters (HR), and Fuel Coupés (FC): this led to Fuel Altereds (AA/FAs), Factory Experimentals (A/FXs), and (ultimately) Funny Cars (TF/FCs).[11]

Independent drag strips, not NHRA sanctioned, offered venues for the fuel racers.[12]Smokers Car Club hosted the first U.S. Fuel and Gas Championship at Famoso Raceway in March [13]Bob Hansen won Top Fuel Eliminator (TFE) in his A/HR, with a speed of &#;mph (&#;km/h).[14]

Jimmy Nix, who previously ran a Top Gas dragster; Jim Johnson, who ran a Dodge Polarastocker, and who had won the B/SA title in ; Jim Nelson; and Dode Martin pioneered TF/FC.[15] (Nix tried to persuade Chrisman to get Mercury Racing Director Fran Hernandez to allow him to run his Comet's on nitro, as a way to gain leverage on NHRA, so Nix could use nitro himself).[16] These cars ran in NHRA's S/FX class, variously defined as "Super Factory Experimental" or "Supercharged Factory Experimental".[17]

They were shortly turning in E.T.s in the low 11s and trap speeds of over &#;mph (&#;km/h); at Long Beach on 21 March, an pass at &#;mph (&#;km/h) was recorded.[18] These cars ran in NHRA's S/FX class, variously defined as "Super Factory Experimental" or "Supercharged Factory Experimental".[19]

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

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

In , Top Fuel was at a low point. It was having trouble attracting full sixteen-car fields, leading to cutting back to eight-car rosters, while the International Hot Rod Association dropped Top Fuel entirely.[23] The same year, Joe Hrudka offered a major purse, the Cragar-Weld Top Fuel Classic and "Big Daddy" Don Garlits returned to Top Fuel full-time.[24] By , NHRA Top Fuel Funny Car was drawing twice as many entrants as positions available.[25]

Most NHRA Top Fuel wins[edit]

See also[edit]


  1. ^Clarke, John. "Just how fast is a Top Fuel drag car?". NobbyVille.com. John Clarke. Retrieved 8 November
  2. ^"The Mag: Drag racing, the loudest sport". ESPN.com. Retrieved
  3. ^"NHRA ". NHRA.com. National Hot Rod Association. Retrieved 21 March
  4. ^Smith, Jeff; Asher, Jon (1 September ). "8,HP Top Fuel Engine". Hot Rod Network. Hot Rod Network. TEN: The Enthusiast Network. Retrieved 7 September
  5. ^"Top Fuel by the Numbers". MotorTrend Magazine. TEN: The Enthusiast Network. February Retrieved 7 September
  6. ^Jodauga, John. "Top 10 Top Fuel Innovations"(PDF). Archived from the original(PDF) on 6 September Retrieved 5 September
  8. ^"FORGET 8, HORSEPOWER TOP FUEL IS NOW OVER 10, HORSEPOWER! [National Dragster]". www.nfvzone.com. Retrieved
  9. ^Magda, Mike. "Test Shows Top Fuel Nitro Engine Makes Over 11, Horsepower". Engine Labs. Retrieved 2 May
  10. ^NHRA News: Nitro percentage to be raised to 90 in Top Fuel, Funny Car in (9/15/)[permanent dead link]
  11. ^McClurg, Bob. Diggers, Funnies, Gassers and Altereds: Drag Racing's Golden Age. (CarTech Inc, ), p
  12. ^McClurg, Diggers, p
  13. ^McClurg, Diggers, p
  14. ^McClurg, Diggers, p. McClurg does not mention his e.t.
  15. ^McClurg, Bob. "50 Years of Funny Cars: Part 2" in Drag Racer, November , p; Burgess, Phil National Dragster Editor. "Early Funny Car History ", written 22 January , at NHRA.com (retrieved 23 May )
  16. ^Burgess, Phil National Dragster Editor. "Early Funny Car History ", written 22 January , at NHRA.com (retrieved 23 May )
  17. ^Burgess, Phil National Dragster Editor. "Early Funny Car History ", written 22 January , at NHRA.com (retrieved 23 May )
  18. ^Wallace, Dave. "50 Years of Funny Cars" in Drag Racer, November , p and caption.
  19. ^Burgess, Phil National Dragster Editor. "Early Funny Car History ", written 22 January , at NHRA.com (retrieved 23 May )
  20. ^Wallace, p caption.
  21. ^Hot Rod. Dec p.&#;
  22. ^Front to back: The rear-engine transition (Part 1, Part 2) - Phil Burgess, NHRA, February
  23. ^Ganahl, Pat. "Winter Heat: '87 NHRA Wnternationals", in Hot Rod, May , p
  24. ^Ganahl, Pat. "Winter Heat: '87 NHRA Wnternationals", in Hot Rod, May , p
  25. ^Ganahl, Pat. "Winter Heat: '87 NHRA Wnternationals", in Hot Rod, May , p
  • "The Top Fuel V8" (9). Race Engine Technology: 60–
  • "Running the Army Motor" (8). Race Engine Technology: 60–
  • Kiewicz, John. "Top Fuel by the Numbers". Motor Trend. No.&#;February
  • Phillips, John. "Drag Racing: It's Like Plunging Your Toilet with a Claymore Mine". Car and Driver. No.&#;August
  • Szabo, Bob. "Blown Nitro Racing on a Budget" (January ). Szabo Publishing.

External links[edit]

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

Car 12000 hp

Time-lapse videos are always interesting to watch, but when the subject is something as complex as an internal combustion engine it’s even better. And this isn’t any old engine – you’re looking at the beating heart of the quickest-accelerating car on the planet. This massive nitro-fueled V8 mill is from the Top Fuel dragster of Tony Schumacher, who also happens to be the winningest driver in the history of the National Hot Rod Association’s Top Fuel category.

Enjoy more time-lapse activity:

Schumacher holds the world record for the fastest quarter-mile pass at mph ( km/h), and that should never be broken because these cars are so fast that today they only race to the 1,foot mark, for which Schumacher also holds the current speed record of ( km/h). At launch, his Top Fuel dragster can pull 6gs and if all goes well, he passes mph ( km/h) in around seconds. So yeah, this is a freaking serious engine and is likely why the folks from Hagerty stopped in for a visit.

Top Fuel Dragster Engine RebuildTop Fuel Dragster Engine Rebuild

Despite having such capability, it’s not a very complicated engine. It uses a simple cam-in-block design as opposed to a pair of spinning overhead camshafts, and since its purpose is to run only briefly in a straight line, it requires no accessories such as power steering like you’d find on a normal engine. It’s pretty neat to see the rough casting on the engine block, and what’s up with the blurred intake opening on the supercharger housing? It must be concealing some kind of proprietary design to help this engine make an estimated 11, horsepower (8, kilowatts). Why estimated? Because there isn’t an engine dyno in the world that can measure such power.

The rebuild actually looks like a fairly simple process, but then most things look easier when an hour of work is condensed into seven minutes. Yes, it only takes Schumacher’s crew an hour to completely tear down and reassemble the engine, and that’s good because it’s such a high-strung mill that it needs such attention after every run. Then again, compared to how fast this engine sends Schumacher down the track, an hour seems like an eternity.

Source:Hagerty via YouTube

Sours: https://www.motor1.com/news//watch-dragster-engine-get-rebuilt/


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