Nhraã‚â® Top Fuel Dragster Slot Car Set # 294537 Auto World Reviews
Two Top Fuel dragsters side by side
Summit 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 60 minutes (539.ane km/h) and finishing the one,000 foot (304.8 thousand) runs in 3.62 seconds.
A tiptop fuel dragster accelerates from a standstill to 100 mph (160.ix km/h) in equally fiddling as 0.8 seconds (less than 1 third the fourth dimension required past a production Porsche 911 Turbo to reach 60 mph (96.6 km/h))[1] and can exceed 297 mph (478.0 km/h) in simply 660 feet (201.2 g). This subjects the driver to an average acceleration of most 4.0g 0 (39 m/stwo) over the elapsing of the race and with a peak of over v.6chiliad 0 (55 chiliad/due south2).
Because of the speeds, this grade exclusively races to only a ane,000 foot (304.8 m) altitude, and non the traditional one-fourth of a statute mile, or 1,320 feet (402.3 grand). The dominion was changed in 2008 by the National Hot Rod Association following the fatal crash of Funny Car driver Scott Kalitta during a qualifying session at Former Span Township Raceway Park in Englishtown, New Jersey. The shortening of the distance was used by the FIA at some tracks, and as of 2012 is now the standard Top Fuel distance defined by the FIA. The International Hot Rod Association, which at the fourth dimension sanctioned Tiptop Fuel in Australia, dropped the ane/4 mile distance in September 2017 afterward Santo Rapisarda, a automobile possessor who oftentimes runs NHRA races in the United States, pushed for the change.
Top Fuel racing [edit]
2009 NHRA Top Fuel title bays
Before their run, racers often perform a burnout in order to clean and heat tires. Additionally, the burnout applies a layer of fresh prophylactic 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 virtually 900–ane,100 pounds-force (4.0–4.9 kN) of downforce. The massive airfoil over and behind the rear wheels produces much more than, peaking at around 12,000 pounds-force (53.4 kN) when the motorcar reaches a speed of almost 330 mph (531.one km/h).
The engine of a Top Fuel dragster generates around 150 dB[ii] of sound at full throttle, enough to cause physical pain or fifty-fifty permanent harm. A sound that intense is not merely heard, just also felt as pounding vibrations all over i's body, leading many[ who? ] to compare the feel of watching a Meridian Fuel dragster brand a laissez passer to 'feeling as though the entire elevate strip is existence 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 archway of a Top Fuel event.
Dragsters are express to a maximum wheelbase of 300 inches (7.6 k).
Currently, the most prolific active driver in Top Fuel is Tony Schumacher, and the virtually successful crew chief is Alan Johnson, who was the crew master for 6 of Schumacher'southward championships, the back-to-dorsum titles won by driver Gary Scelzi and was the crew master for his brother Blaine for his unabridged professional career.[ commendation needed ] The first female driver in the Tiptop Fuel category is too the nearly associated female in the elevate racing world, Shirley Muldowney, who won three 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 residue is largely methanol. However, this mixture is non mandatory, and less nitromethane may exist 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 Twelvemonth" in 1992.[9] The 1998 Nobel Prize in Physiology or Medicine was awarded for discovering nitric oxide'due south role as a cardiovascular signalling molecule.
Nitric oxide should not be dislocated with nitrogen dioxide (NO2), a brown gas and major air pollutant, nor with nitrous oxide (N2O), an anesthetic.
While nitromethane has a much lower free energy density (11.two MJ/kg (1.21 Mcalth/lb)) than either gasoline (44 MJ/kg (4.8 Mcalth/lb)) or methanol (22.seven MJ/kg (2.46 Mcalth/lb)), an engine burning nitromethane can produce up to two.iv times as much power as an engine burning gasoline. This is fabricated possible by the fact that, in addition to fuel, an engine needs oxygen in order to generate forcefulness: 14.7 kg (32 lb) of air (21% oxygen) is required to burn i kilogram (ii.2 lb) of gasoline, compared to merely 1.7 kg (3.vii lb) of air for one kilogram of nitromethane, which, different gasoline, already has oxygen in its molecular composition. For a given corporeality of air consumed, this means that an engine can burn 7.half-dozen times more nitromethane than gasoline.
Nitromethane also has a high latent heat of vaporization, significant that it will absorb substantial engine heat as information technology vaporizes, providing an invaluable cooling mechanism. The laminar flame speed and combustion temperature are higher than gasoline at 0.5 thousand/south (1.6 ft/s) and 2,400 °C (4,350 °F) respectively. Power output can be increased by using very rich air-fuel mixtures. This likewise helps prevent pre-ignition, which is ofttimes 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 xanthous flame. Additionally, subsequently sufficient fuel has been combusted to swallow all available oxygen, nitromethane tin combust in the absence of atmospheric oxygen, producing hydrogen, which can oft be seen burning from the exhaust pipes at night as a bright white flame. In a typical run the engine tin consume between 12 The states gallons (45.42 L) and 22.75 United states of america gallons (86.12 L) of fuel during warmup, burnout, staging, and the quarter-mile run.[3] [4] [5]
Top fuel engines [edit]
Rules [edit]
Similar many other motor sport formulas originating in the Usa, 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 exist decades old,[ which? ] resulting in cars that may seem essentially less advanced than the boilerplate family car. Nonetheless, 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 nether abiding development.[6]
NHRA competition rules limit the engine deportation to 500 cubic inches (8.19 l). A 4.1875-inch (106.36 mm) diameter with a iv.five-inch (114.30 mm) stroke are customary dimensions. Larger bores have been shown to weaken the cylinder block.[ commendation needed ] Pinch ratio is about 6.5:one,[ commendation needed ] every bit is common on engines with overdriven Roots-type superchargers.
Engine [edit]
The engine used to power a Peak Fuel drag racing machine is based on a second generation Chrysler RB Hemi, but is built exclusively of specialized parts, it retains the basic configuration with ii valves per cylinder activated by pushrods from a centrally-placed camshaft. The engine has hemispherical combustion chambers, a xc-degree valve stem angle; 4.8 inches (121.92 mm) bore pitch.
The block is machined from a piece of forged aluminum. Information technology has printing-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. 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 ("cantankerous-bolting"). There are three approved 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 2 large valves per cylinder is used. The intake valve is fabricated from solid titanium and the exhaust from solid Nimonic 80A or similar. Seats are of ductile fe. Beryllium-copper has been tried but its use is limited due to its toxicity. Valve sizes are around 2.45 in (62.23 mm) for the intake and one.925 in (48.90 mm) for the exhaust. In the ports there are integral tubes for the push rods. The heads are sealed to the cake by copper gaskets and stainless steel o-rings. Securing the heads to the block is washed with aircraft-rated steel studs and stud nuts.
The camshaft is billet steel, made from 8620 carbon or S7 through-hardened tool steel or similar. It runs in five oil pressure lubricated begetting 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 button rods up into the steel rocker arms that actuate the valves. The rockers are of roller tip blazon on the intake and frazzle 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 frazzle rockers are barracks. The dual valve springs are of coaxial blazon 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. 180 caste crankshafts have been tried and they can offer increased power. A 180 degree crankshaft is also about 10 kg (22 lb) lighter than 90 degree crankshaft, but they create a lot of vibration. Such is the force of a top fuel crankshaft that in one incident, the entire engine block was separate open up 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 iii rings and aluminum buttons retain the one.156 in × 3.300 in (29.36 mm × 83.82 mm) steel wrist pin. The piston is anodized and Teflon coated to forestall galling during the high thrust load operation encountered. The meridian band is an 50-shaped department "Dykes" ring that provides a good seal during combustion merely a second band must be used to forestall excessive oil from entering the combustion chamber during intake strokes as the Dykes-fashion ring offers less than optimal reverse gas/oil sealing. The third band is an oil scraper ring whose function is to scrape the majority of the oil moving-picture show 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" too provides a primal heat removal footstep 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 daze 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-finish rod bearings,[ citation needed ] endangering the bearings and thus the crankshaft and cake. Each con rod has two bolts, shell bearings for the large end while the pin runs straight in the rod.[ commendation needed ]
Superchargers [edit]
The supercharger must be a xiv-71 blazon Roots blower. It has twisted lobes and is driven by a toothed belt. The supercharger is slightly start to the rear to provide an even distribution of air. Absolute manifold pressure level is usually 56–66 pounds per square inch (386–455 kPa), but up to 74 pounds per square inch (510 kPa) is possible. The manifold is fitted with a 200 pounds per foursquare inch (one,379 kPa) outburst plate. Air is fed to the compressor from throttle collywobbles with a maximum surface area of 65 sq in (41,935 mm2). At maximum force per unit area, it takes approximately i,000 horsepower (745.vii kW) to bulldoze the supercharger.
These superchargers are in fact derivatives of Full general Motors scavenging-air blowers for their two-stroke diesel engines, which were adjusted for automotive apply in the early days of the sport. The model name of these superchargers delineates their size – the once commonly used vi-71 and 4-71 blowers were designed for Full general Motors diesels having 6 cylinders of 71 cu in (1.16 l) each, and four cylinders of 71 cu in (1.16 50) each, respectively. Thus, the currently used 14-71 design can exist seen to be a huge increase in power delivery over the early designs, purpose-congenital for the GM Detroit Diesel truck powerplants.
Mandatory rubber 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 coating exposes the commuter, squad and spectators to shrapnel in the effect that near any irregularity in the consecration 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 fourteen–71.
Oil and fuel systems [edit]
The oil organisation has a moisture sump which contains sixteen US quarts (15.14 l) of SAE 70 mineral or synthetic racing oil. The pan is made of titanium or aluminum. Titanium can be used to forestall oil spills in the event of a blown rod. Teams are fined and points are lost if oil is spilled on the runway surface, so all teams make provision for absorbent blankets/diapers below the engine. Oil pump pressure is somewhere around 160–170 psi (ane,103–1,172 kPa) during the run, 200 psi (1,379 kPa) at start up, only actual figures differ between teams.
Fuel is injected by a abiding flow injection system. There is an engine driven mechanical fuel pump and well-nigh 42 fuel nozzles. The pump can flow 100 US gallons (378.54 fifty) per minute at 7500 rpm and 500 psi (3,447 kPa) fuel pressure. In general ten injectors are placed in the injector hat above the supercharger, sixteen in the intake manifold and two per cylinder in the cylinder head. Usually a race is started with a leaner mixture, and so as the clutch begins to tighten equally the engine speed builds, the air/fuel mixture is enriched. Equally the increased engine speed builds up pump pressure, the mixture is made leaner to maintain a predetermined ratio that is based on many factors, peculiarly race rails 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 non. This ways that a "fueler" engine volition provide power over a very broad range from very lean to very rich mixtures. Thus, to reach maximum functioning, before each race, by varying the level of fuel supplied to the engine, the mechanical coiffure may select power outputs barely below the limits of tire traction. Power outputs which create tire slippage will "fume the tires" and as a result the race is often lost.
Ignition and timing [edit]
The air/fuel mixture is ignited past 2 14 mm (0.55 in) spark plugs per cylinder. These plugs are fired by two 44-ampere magnetos. Normal ignition timing is 58-65 degrees BTDC (This is dramatically greater spark advance than in a petrol engine as "nitro" and alcohol burn far slower). Straight after launch the timing is typically decreased by nigh 25 degrees for a short time as this gives the tires time to attain their correct shape. The ignition organisation limits the engine speed to 8400 rpm. The ignition system provides initial 60,000 volts and i.2 amperes. The long elapsing spark (up to 26 degrees) provides energy of 950 millijoules (0.23 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.
Frazzle [edit]
The engine is fitted with eight individual open up exhaust pipes, 2.75 in (69.85 mm) in diameter and 18 in (457.20 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. Frazzle temperature is well-nigh 500 °F (260 °C) at idle and ane,796 °F (980 °C) by the end of a run. During a night consequence, the tedious-burning nitromethane can be seen to extend flames many anxiety out from the exhaust pipes.
The engine is warmed up for nearly 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 near 100 seconds which results in a "lap" of nearly iii minutes. After each lap, the entire engine is disassembled and examined, and worn or damaged components are replaced.
Performance [edit]
Measuring the ability output of a height fuel engine straight is not always feasible. Sure models use a torque sensor incorporated every bit part of the RacePak data organization. Dynamometers that tin measure the output of a Top Fuel engine exist; nonetheless, the principal limitation is that a Top Fuel engine cannot be run at its maximum power output for more than 10 seconds without overheating or mayhap 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 acme ability can but safely be achieved for brief periods of time, and fifty-fifty and then only by intentionally sacrificing components. The engine ability output can besides be calculated based upon the car'southward weight and its performance. The calculated power output of these engines is most likely somewhere between 8,500 and 10,000 hp (6,338.45 and 7,457.00 kW),[7] which is about twice as powerful as the engines installed on some modern diesel locomotives, with a torque output of approximately 7,400 pound forcefulness-feet (x,033.05 N⋅m)[eight] and a brake mean effective pressure of 1,160–1,450 psi (7.998–nine.997 MPa).
In late 2015, tests using sensors developed by AVL Racing showed peak power of over 11,000 hp (8,202.70 kW).[9]
For the purposes of comparing, a 2009 SSC Ultimate Aero TT, which at the fourth dimension was amidst the world's most powerful production automobiles, produces 1,287 hp (959.72 kW) of ability and 1,112 lbf⋅ft (1,507.67 N⋅m) of torque.
From get-go to finish the engine volition turn 240 revolutions. Including start upward, exhaustion, staging and the race, the engine must survive but 500 revolutions before being rebuilt.[ citation needed ]
Engine weight [edit]
- Block with liners 187 lb (84.822 kg)
- Heads 40 lb (eighteen.144 kg) each
- Crankshaft 81.5 lb (36.968 kg)
- Complete engine 496 lb (224.982 kg)
Mandatory condom equipment [edit]
Much of organized elevate-racing is sanctioned past the National Hot Rod Association. Since 1955, the association has held regional and national events (typically organized every bit single elimination tournaments, with the winner of each ii car race advancing) and has ready rules for safe, with the more powerful cars requiring ever more safety equipment.
Typical safe equipment for contemporary top fuel dragsters: full face helmets with fitted HANS devices; multi-bespeak, quick release safety restraint harness; full trunk fire adapt made of Nomex or similar cloth, complete with face up mask, gloves, socks, shoes, and outer sock-like boots, all made of fire-resistant materials; on board burn 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; impairment resistant fuel tank, lines, and fittings; externally accessible fuel and ignition shut-offs (built to exist accessible to rescue staff); braking parachutes; and a host of other equipment, all congenital to the very highest standards of manufacturing. Any breakthrough or invention that is likely to contribute to commuter, staff, and spectator condom is likely to exist adopted as a mandated rule for competition. The 54-yr history of NHRA has provided hundreds of examples of safety upgrades.
In 2000, the NHRA mandated the maximum concentration of nitromethane in a machine's fuel exist no more than 90%. 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, notwithstanding, has resulted in the rule being rescinded starting in 2008, when the fuel mixture returns to 90%, equally NHRA team owners, coiffure chiefs, and suppliers complained almost mechanical failures that tin can result in oildowns or more astringent crashes caused by the reduced nitromethane mixture. They also mandated enclosed roll cages.[10]
The NHRA also mandated that different rear tires exist used to reduce failure, and that a titanium "shield" be attached around the back-one-half of the roll-cage to prevent any debris from entering the cockpit. This too was the result of the fatal crash at Gateway International Raceway. The rear tire pressure is likewise heavily regulated by Goodyear Tire and Rubber on behalf of the NHRA, at 7 psi (48 kPa), the accented minimum pressure allowed.
At present, final bulldoze ratios higher than iii.xx (3.two engine rotations to one rear beam rotation) are prohibited, in an effort to limit meridian speed potential, thus reducing the level of danger.
History [edit]
In 1958, NHRA banned nitro in all categories; the American Hot Rod Clan (AHRA) still immune it, 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, non NHRA sanctioned, offered venues for the fuel racers.[12] Smokers Machine Gild hosted the kickoff U.Southward. Fuel and Gas Championship at Famoso Raceway in March 1959.[13] Bob Hansen won Top Fuel Eliminator (TFE) in his A/HR, with a speed of 136 mph (218.9 km/h).[14]
Jimmy Zero, who previously ran a Summit Gas dragster; Jim Johnson, who ran a Dodge Polara stocker, and who had won the B/SA title in 1963; Jim Nelson; and Dode Martin pioneered TF/FC.[15] (Nix tried to persuade Chrisman to get Mercury Racing Managing director Fran Hernandez to let him to run his Comet's 427 on nitro, as a way to gain leverage on NHRA, so Nix could use nitro himself).[sixteen] These cars ran in NHRA's S/FX class, variously defined equally "Super Mill Experimental" or "Supercharged Manufacturing plant Experimental".[17]
They were shortly turning in Eastward.T.s in the depression 11s and trap speeds of over 140 mph (225.3 km/h); at Long Embankment on 21 March, an xi.49 pass at 141.66 mph (228.0 km/h) was recorded.[xviii] These cars ran in NHRA's Southward/FX class, variously defined as "Super Factory Experimental" or "Supercharged Manufacturing plant Experimental".[19]
Bob Sullivan's Pandemonium (a '65 Plymouth Barracuda) joined about six other nitro-fuelled early funny cars facing fuel dragsters in the 1965 season.[xx]
In 1971, Don Garlits introduced the Swamp Rat 14, a rear-engined Summit Fuel dragster. While others had been developed in the previous decade, it was the first successful one, winning the 1971 NHRA Winternationals.[21] [22]
In 1984, Top Fuel was at a depression point. It was having problem alluring full sixteen-car fields, leading to cutting back to eight-automobile rosters, while the International Hot Rod Association dropped Top Fuel entirely.[23] The same year, Joe Hrudka offered a major handbag, the Cragar-Weld Top Fuel Classic and "Big Daddy" Don Garlits returned to Meridian Fuel full-fourth dimension.[24] By 1987, NHRA Elevation Fuel Funny Auto was drawing twice as many entrants as positions available.[25]
Near NHRA Top Fuel wins [edit]
| Commuter | 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 | nineteen |
| Darrell Gwynn | xviii |
| Brandon Bernstein | eighteen |
| Spencer Massey | 18 |
| Shirley Muldowney | 18 |
| Scott Kalitta | 17 |
| Dick Lahaie | xv |
| Shawn Langdon | fifteen |
| Gary Ormsby | 14 |
| Don Prudhomme | 14 |
| Eddie Hill | 13 |
| Mike Dunn | 12 |
| Morgan Lucas | 12 |
| Brittany Force | 12 |
| Doug Herbert | 10 |
| Connie Kalitta | 10 |
| Richie Crampton | 10 |
| Leah Pritchett | 9 |
| Del Worsham | 8 |
| Billy Torrence | 8 |
| Rod Fuller | vii |
| Khalid alBalooshi | iv |
| David Grubnic | iv |
| Melanie Troxel | 4 |
| Mike Salinas | 4 |
| Clay Millican | 3 |
| Bob Vandergriff Jr. | 3 |
| Justin Ashley | 3 |
| Pat Dakin | 2 |
| Terry McMillen | 2 |
| Blake Alexander | ii |
| Josh Hart | 2 |
| Tripp Tatum | 1 |
| Austin Prock | i |
See also [edit]
- ANDRA Top Fuel
References [edit]
- ^ Clarke, John. "Just how fast is a Elevation Fuel drag car?". NobbyVille.com. John Clarke. Retrieved 8 Nov 2015.
- ^ "The Mag: Drag racing, the loudest sport". ESPN.com. 2010-11-05. Retrieved 2016-07-24 .
- ^ "NHRA 101". NHRA.com. National Hot Rod Association. Retrieved 21 March 2017.
- ^ Smith, Jeff; Asher, Jon (ane September 2010). "8,000HP Top Fuel Engine". Hot Rod Network. Hot Rod Network. 10: The Enthusiast Network. Retrieved 7 September 2015.
- ^ "Top Fuel by the Numbers". MotorTrend Magazine. Ten: The Enthusiast Network. February 2005. Retrieved 7 September 2015.
- ^ Jodauga, John. "Top 10 Elevation Fuel Innovations" (PDF). Archived from the original (PDF) on vi September 2015. Retrieved 5 September 2015.
- ^ "FORGET 8,000 HORSEPOWER ... Elevation FUEL IS At present OVER 10,000 HORSEPOWER!". TMC News . Retrieved 24 June 2015.
- ^ "FORGET 8,000 HORSEPOWER ... Acme FUEL IS Now OVER 10,000 HORSEPOWER! [National Dragster]". world wide web.nfvzone.com . Retrieved 2016-07-24 .
- ^ Magda, Mike (8 Dec 2015). "Test Shows Top Fuel Nitro Engine Makes Over 11,000 Horsepower". Engine Labs . Retrieved 2 May 2016.
- ^ NHRA News: Nitro percent to exist raised to 90 in Top Fuel, Funny Car in 2008 (9/xv/2007) [ permanent dead link ]
- ^ McClurg, Bob. Diggers, Funnies, Gassers and Altereds: Drag Racing's Golden Age. (CarTech Inc, 2013), p.46.
- ^ McClurg, Diggers, p.46.
- ^ McClurg, Diggers, p.46.
- ^ McClurg, Diggers, p. 46. McClurg does not mention his e.t.
- ^ McClurg, Bob. "50 Years of Funny Cars: Part 2" in Drag Racer, Nov 2016, p.35; Burgess, Phil National Dragster Editor. "Early Funny Motorcar History 101", written 22 Jan 2016, at NHRA.com (retrieved 23 May 2017)
- ^ Burgess, Phil National Dragster Editor. "Early Funny Auto History 101", written 22 January 2016, at NHRA.com (retrieved 23 May 2017)
- ^ Burgess, Phil National Dragster Editor. "Early Funny Car History 101", written 22 Jan 2016, at NHRA.com (retrieved 23 May 2017)
- ^ Wallace, Dave. "50 Years of Funny Cars" in Drag Racer, Nov 2016, p.22 and explanation.
- ^ Burgess, Phil National Dragster Editor. "Early Funny Machine History 101", written 22 Jan 2016, at NHRA.com (retrieved 23 May 2017)
- ^ Wallace, p.xxx caption.
- ^ Hot Rod. Dec 1986. p. 28.
- ^ Forepart to dorsum: The rear-engine transition (Part 1, Office ii) - Phil Burgess, NHRA, Feb 2015
- ^ Ganahl, Pat. "Wintertime Heat: '87 NHRA Wnternationals", in Hot Rod, May 1987, p.88.
- ^ Ganahl, Pat. "Winter Heat: '87 NHRA Wnternationals", in Hot Rod, May 1987, p.88.
- ^ Ganahl, Pat. "Winter Heat: '87 NHRA Wnternationals", in Hot Rod, May 1987, p.88.
- "The Top Fuel V8" (9). Race Engine Engineering science: 60–69.
- "Running the Army Motor" (8). Race Engine Applied science: 60–69.
- Kiewicz, John. "Top Fuel by the Numbers". Motor Tendency. No. Feb 2005.
- Phillips, John. "Drag Racing: Information technology'south Like Plunging Your Toilet with a Claymore Mine". Machine and Commuter. No. August 2002.
- Szabo, Bob. "Blown Nitro Racing on a Budget" (Jan 2013). Szabo Publishing.
External links [edit]
- Restored Top Fuel Dragsters from the 60s & 70s
- NHRA National Hot Rod Association Website
- WSID Website
- IHRA International Hot Rod Association Website
- Santa Pod Raceway - the abode of European Drag Racing
Source: https://en.wikipedia.org/wiki/Top_Fuel
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