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10,000HP @100 gallons to the mile
10,000HP @100 gallons to the mile
Top Fuel Dragsters are the quickest wheeled vehicles on the planet
and theyre not that economical with 10,000 HORSEPOWER @100
gallons to the mile. Thats right, 100 gallons to the mile !
These are the absolutely quickest wheeled vehicles in the world. Fast is an
understatement. The G loads alone are a staggering 5gs
In a matter of seconds 22gallons of fuel is burned and you have blasted the track
at 350mph, nearly rotating the Earth !
Driving a bomb couldnt be any more dangerous. Pinned in the car at launch,
your eyes blurring and 3.5 seconds feels like 10minutes because everything is
slow motioned to you- the driver.
Any error or malfunction could be catastrophic. Even when things go well it can
change in milliseconds and disaster awaits.
Many competitors have been killed and this sport is not for the meek.
Imagine 350mph in 3 seconds from a standing start ! Just 3 seconds.
Heres how they make these monsters fly-
Top Fuel racing is a class of drag racing in which the cars are run on a mix of
approximately 90% nitromethane and 10% methanol (also known as racing
alcohol) rather than gasoline or simply methanol. The cars are purpose-built for
drag racing, with an exaggerated layout that in some ways resembles open-wheel
circuit racing vehicles. However, top fuel dragsters are much longer, much
narrower, and are equipped with large tires on the back and small tires in front, all in order to
maximize their straight-line acceleration and speed.
Top fuel dragsters are the fastest sanctioned category of drag racers, with the fastest competitors
reaching speeds of 330 MPH (531 KPH) and finishing the 1,000 foot (305m) runs in less than 3.8
seconds.
Because of the speeds, this class almost exclusively races to only the 1,000 foot (305m) distance, and
not the traditional 1/4 mile (1,320 foot / 402m). A 2008 rule change by the National Hot Rod
Association following the fatal crash of Funny Car driver Scott Kalitta during qualifying at the
SuperNationals, held at Old Bridge Township Raceway Park in Englishtown, NJ, that June led to the
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distance change. The shortening of the distance was used in the FIA at some tracks, and for 2012 is
now the standard Top Fuel distance. ANDRA also switched to 1,000 foot racing in 2012 at Adelaide
and is expected also to switch full-time to the distance for Top Fuel for the 2012-13 season.
A top fuel dragster accelerates from a standstill to 100 MPH (160 km/h) in as little as 0.7 seconds (less
than one fifth the time required by a production Porsche 911 Turbo to reach 60 MPH or (96.5
km/h)and can exceed 280 MPH (450 km/h) in just 660 ft (201 m). This acceleration subjects the
driver to an average force of about 4.0 G over the duration of the race
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. A burnout may cover up to one quarter of the tracks distance.
At maximum throttle and RPM, the exhaust gases escaping from a dragsters open headers produce
about 8001000 pounds (3.6 kilonewtons) of downforce. The massive foil over and behind the rear
wheels produces much more, peaking at around 12,000 lbf (53 kN) when the car reaches a speed of
about 324 mph (521 km/h).
The engine of a Top Fuel dragster generates around 150 dB 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 ones body, leading many to compare the experience of watching a Top
Fuel dragster make a pass to feeling as though the entire drag strip is being bombed. 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 length of 300 inches.
Currently, the most prolific active driver in Top Fuel is seven time champion Tony Schumacher, and
the winningest crew chief is Alan Johnson, who was the crew chief for all seven of Schumachers
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. 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 legendary career.
The fuel
NHRA regulations limit the composition of the fuel to a maximum of 90% nitromethane (Since 2008);
the remainder is largely methanol. However, this mixture is not mandatory, and less nitromethane
may be used if desired.
Kenny Bernstein was the first drag racer in NHRA history to break 300 mph (480 km/h) in such a class
of car on the 1/4 mile in March, 1992.
While nitromethane has a much lower energy density (11.2 MJ/kg) than either gasoline (44 MJ/kg) or
methanol (22.7 MJ/kg), an engine burning nitromethane can produce up to 2.3 times more power
than an engine burning gasoline. This is made possible by the fact that, in addition to fuel, an engine
must admit air in order to generate force: 14.7 kg of air is required to burn one kilogram of gasoline,
compared to only 1.7 kg of air for one kilogram of nitromethane. This means that an engine can burn
8.7 times more nitromethane than gasoline.
Nitromethane also has a high temperature 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 0.5 m/s and 2400 C respectively. Power output
can be increased by using very rich air fuel mixtures. This is also something that helps prevent pre-
ignition, something that is usually a problem when using nitromethane.
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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 as much as 22.75 Gallons (103
Liters) of fuel during warmup, burnout, staging, and the quarter-mile run.
Top fuel engines
Engine of a top fuel car Rules
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 regards, teams are forced to use technologies that may be decades old,
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.
NHRA competition rules limit the engine displacement to 500 cubic inch (8194 cc). A 4.1875 in.
(106.4 mm) bore with a 4.5 in. (114.3 mm) stroke are customary dimensions. Larger bores have been
shown to weaken the cylinder block.[citation needed] Compression ratio is about 6.5:1, as is common
on engines with overdriven superchargers (that is, the supercharger is driven faster than the
crankshaft).
Engine
The engine used to power a Top Fuel drag racing car follows the basic layout found in the second
generation Chrysler Hemi 426 Elephant Engine made from 1964-71. This engine platform was the
unquestioned standard until the McGees Australian designed DOHC multi-valve engine started
breaking records, the NHRA under pressure from every other traditional race engine builder,
mandated the Chrysler type as a standard. Although the Top Fuel engine is built exclusively of
specialist 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 V
angle; 4.8 in. bore pitch and a .54 in. cam lift. The configuration is identical to the overhead valve,
single camshaft-in-block Hemi V-8 engine which became available for sale to the public in selected
Chrysler Corporation (Chrysler brand) automotive products in 1950 (model year 1951).
The block is machined from a piece of forged aluminium. 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. Like the original Hemi, the racing cylinder block has a long
skirt (to reduce piston rocking at the lower limit of piston travel). There are five main bearing caps,
which are fastened with aircraft-standard-rated steel studs, with additional reinforcing main studs and
side bolts. 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 for their cooling. The original Chrysler design of two
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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 cost. Valve sizes are around 2.45 in. (62.2 mm) for the intake and 1.925 in. (48.9 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 steel o-rings. Securing the heads to the block is done with
aircraft-rated steel studs.
The camshaft is billet steel, made from 8620 carbon 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 ride
atop the cam lobes and drive the steel push rods up into the steel rockers that actuate the valves. The
rockers are of roller type on the intake side, but high exhaust pressure limits their use to the intake
side only. The steel roller rotates on a steel roller bearing and the steel rocker arms rotate on a pair of
titanium shafts within bronze bushings. Intake rockers are billet while the exhausts are investment
cast. 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. 180 degree crankshafts have been tried and they can offer increased
power, even though the exhaust is of open type. A 180 degree crankshaft is also about 10 kg 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 aluminium. They have three rings and aluminium buttons retain the 1.156
x 3.300 in. steel pin. The piston is anodized and Teflon coated to prevent galling during high
temperature operation. The top ring is an L-shaped Dykes ring that provides a good seal during
combustion but a second ring must be used to prevent oil from entering the combustion chamber
during intake strokes as the Dykes-style ring offers less than optimal combustion gas sealing. The third
ring is an oil scraper ring whose function is helped by the second ring. The connecting rods are of
forged aluminium 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, 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.
Superchargers
The supercharger can be a 14-71 type Roots blower although Screw blowers are also sometimes used.
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 3.8-4.5 bar (56-66 PSI), but
up to 5.0 bar (74 PSI) is possible. The manifold is fitted with a 200 psi burst plate. Air is fed to the
compressor from throttle butterflies with a maximum area of 65 sq. in. At maximum pressure, it takes
approximately 350 horsepower (260 kW) to drive the supercharger.
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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 6-71 and 4-71 blowers
were designed for General Motors diesels having six cylinders of 71 cubic inches each, and four
cylinders of 71 cubic inches each, respectively. Thus, the currently used 14-71 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.
Oil and fuel systems
The oil system has a wet sump which contains 16 quarts of SAE 70 mineral or synthetic racing oil. The
pan is made of titanium or aluminium. Titanium can be used to prevent oil spills in the event of a
blown rod. Oil pressure is somewhere around 160170 PSI during the run, 200 PSI 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 100 gallons per minute at 8000 rpm and 500 PSI 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 the race is often lost.
Ignition and timing
The air/fuel mixture is ignited by two 14 mm 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
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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 8400 rpm. The ignition system
provides initial 50,000 volts and 1.2 amperes. The long duration spark (up to 26 degrees) provides
energy of 950 millijoules. 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.
Exhaust
The engine is fitted with eight individual open exhaust pipes, 2.75 in diameter and 18 long. These
are made of steel and fitted with thermocouples for measuring of the exhaust temperature. They are
called zoomies and exhaust gases are directed upward and backwards. Exhaust temperature is about
500F (260C) at idle and 1796F (980C) by the end of a run. During a nighttime event, the slow-
burning nitromethane can 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 100 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.
Performance
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. The engine power output can also be calculated based upon the cars weight and its
performance. The calculated Power output of these engines is most likely somewhere between 8500
and 10,000 horsepower (approximately 4500-6000 kilowatts), which is about twice as powerful as
the engines installed on modern Diesel locomotives, and approaches the power output of the largest
aviation turboprop engines, with a torque output of approximately 6000 lbfft (8135 Nm) and a
brake mean effective pressure of 80100 bar (8.0-10 MPa).
For the purposes of comparison, a 2009 SSC Ultimate Aero TT, the worlds most powerful production
automobile, produces 1,287 hp (960 kW) of power and 1112 lbfft (1508 Nm) of torque.
Engine weight
Block with liners 187 lbs (85 kg)
Heads 40 lbs (18 kg) each
Crankshaft 81.5 lbs (37 kg)
Complete engine 496 lbs (225 kg)
Mandatory safety equipment
Much of organized drag-racing is sanctioned by 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 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 54-year history of NHRA has provided hundreds of examples of safety upgrades.
In 2000, the NHRA mandated the maximum concentration of nitromethane in a cars fuel be 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, however, has
resulted in the rule being rescinded starting in 2008, 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.
The NHRA also mandated that different rear tires be used to reduce failure, and that a titanium
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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 7psi, the
absolute minimum pressure allowed.
At present, final drive ratios higher than 3.20 (3.2 engine rotations to one rear axle rotation) are
prohibited, in an effort to limit top speed potential, thus reducing the perceived level of danger
Facts about Top Fuel
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. A burnout may cover up to one quarter of the tracks distance.
At maximum throttle and RPM, the exhaust gases escaping from a dragsters open headers produce
about 8001000 pounds (3.6 kilonewtons) of downforce. The massive foil over and behind the rear
wheels produces much more, peaking at around 12,000 lbf (53 kN) when the car reaches a speed of
about 324 mph (521 km/h).
The engine of a Top Fuel dragster generates around 150 dB 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 ones body, leading many to compare the experience of watching a Top
Fuel dragster make a pass to feeling as though the entire drag strip is being bombed. 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 length of 300 inches.
Currently, the most prolific active driver in Top Fuel is seven time champion Tony Schumacher, and
the winningest crew chief is Alan Johnson, who was the crew chief for all seven of Schumachers
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. 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 legendary career.
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Are these incredible machines ?
Isnt that speed mind boggling ?
John Speed Staff Sr. Writer
Little Jon, Freelance the digger man
August 22, 2012
3:32 pm
ricklentless
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August 23, 2012
3:14 pm
BillTheGreat
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August 23, 2012
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Cedrick72
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August 25, 2012
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RealTruth
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August 25, 2012
1:01 pm
HunkALuv
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August 25, 2012
9:34 pm
FineWine
19 COMMENTS
this isnt a blog its a book !
nice though
you got it, the mileage is crappy but what a ride.
I have some friends that work on these and they love it.
I liked the blog.
I go to the drag races all the time. Thetre right you can feel a top
fueler going down the track. I was at infinion in the pits when a
300mph pass was made and I felt it all the way in the pis.
Very cool
this was a crazy story. i mean 100 gallons to the mile is crazy !!!!!

you need to own a fuel station before owning these things.

just a thought
Straight up you guys.
I dont think I understood everything but very informative
Late
Whoa-
10,000 horsepower ????????
For real ???????
Its inconcievable the anount of fuel they use. Really.
Is this a new site ?
Hey there hunkAluv great avatar
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August 26, 2012
5:37 pm
TuffOne
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August 26, 2012
6:41 pm
XtraLarge
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August 28, 2012
6:04 am
UnderDog
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August 28, 2012
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August 29, 2012
12:55 am
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August 29, 2012
11:18 pm
360
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August 29, 2012
11:44 pm
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August 29, 2012
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August 29, 2012
11:58 pm
MightyMouse
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August 30, 2012
7:37 am
wayne
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August 30, 2012
ricklentless
I thought my truck got bad mileage .. shesh !
Very informative blog.
Im with tuff on the mileage
Im back.
I was shocked when I saw 100 gallons TO the mile.
I thought I was reading it wrong. hehe
Long article but interseting
Holy crap !
100 gallons of fuel to the mile WTF ? I thought it was wrong, i had
to read that a couple of times
.nice article
i think this is almost bizarre so much petrol biggles the mind no
Excellent article/story. I can apreciate that. Hello everyone, yes Im a
noob.
what the hell kind of diatribe is this and the freakn mileage is
ridiculous
IMO
That kind of mileage and its time for a new car.just kidding boys !
Whew ! Nice blog
For real, 100 gallons of fuel to the mile..
Why dont they just buy a jet
Serious power and equally serious fuel mileage.truly unimaginable
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1:14 pm
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August 31, 2012
7:09 am
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January 22, 2013
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BigDaddy
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Just couldnt believe the fuel it burns.

..Just Tony ba-bay
huh. all that and it still needs a truck to get it around.

Truck u babylmao
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