The early days (1960’s) Nitromethane was a little rough on the pit crews
In part one of this story I explained how nitromethane came to be used as a racing fuel and some of its traits, both good and bad. It’s been over sixty years since Vic Edlebrock starting experimenting with nitromethane as a racing fuel in the early 1950’s. In the sixty years of hands-on education since…along with the help of modern technology, there have been some amazing results…lets have a look.
A Short Review
Nitromethane is known as a monopropellant fuel, which means it has the potential to combust without any air at all. That's why nitromethane was once used as a rocket fuel. Fortunately for hot rodding, nitromethane also has industrial-world uses-primarily as a dry cleaning solvent, which makes it readily available.
Nitromethane has a lasting harmful affect on everything it touches. It is also very toxic to humans. Care should be exercised to avoid exposure to the skin and lungs.
An excess of nitromethane is needed within the cylinder so that enough water is created during the combustion process to cool the valves and pistons. Not enough nitromethane will cause an engine to meltdown… literally. It is also common to see the tachometer read 2000 -2500 for up to ten seconds after the fuel is shut off. This is common until the cylinders cool down enough to stop igniting the leftover nitromethane. – 1954 Hot Rod Yearbook
Some is Good…More is Better…
Now to this already violent racing fuel what if you added a supercharger to the engine to force yet more fuel and air into the engine to develop even more horsepower…? As the old saying goes, if some is good, more is better, at least in theory. So lets test that theory.
A Modern Top Fuel Dragster in Action
Example of Top Fuel Cylinder heads made of billet aluminum
The supercharger will build approx. fifty pounds of manifold pressure. With 3000 CFM of air being forced into the cylinders along with the fuel, the mixture is compressed into almost a solid form before ignition. At full throttle the cylinders are on the verge of hydraulic lock.
That is where the ignition comes into play. Modern top fuel dragsters run two magnetos. The output of each magneto is 44 amps to each cylinder. That is about the same amperage as an arc welder. Should ignition fail the resulting violent explosion will literally blow the cylinder heads right off of the engine block and often times will break the engine block in half sending very expensive parts and pieces flying everywhere.
Meanwhile…
Initial spark advance at the starting line is 56 degrees. At about a hundred feet from the starting line the computer controlled ignition reduces the advance to about 27 degrees to help with traction.
A top fuel engine develops about 8,000 horsepower. It takes about 700 of those horsepower to turn the supercharger the 12,000 rpms at engine redline of 9500 rpms. Maximum boost from the supercharger at redline is 45 psi.
NHRA rules say a maximum of 85 percent nitromethane is allowed. The rest is alcohol that also helps cool the cylinders. You will need to be at least 85 inches away from the header pipes to avoid getting burnt by the nitro flames exiting those pipes. A 55-gallon drum of nitromethane today costs about $900.
By the 500-foot mark about half of the spark plugs will be melted (just as Vic experienced all those years ago). It is not uncommon to see part of the cylinders not firing past the 500-foot mark. You will see the telltale white smoke instead of the bright yellow burn of firing cylinders at the exhaust. Most of the other cylinders are dieseling from the heat inside of the cylinders. The temperature of the exhaust valves at this point is about 1400 degrees.
Under full throttle a modern top fuel dragster engine burns approx.11 gallons of fuel a minute. The fuel pump is capable of delivering seventy seven gallons per minute thru a 2.5 “ diameter fuel line. The fuel tank holds 17 gallons of fuel.
The cost of a complete top fuel dragster engine is in the $58,000 range depending on options. The engine will be stripped down to the bare block after every run and be rebuilt in a span of 40 minutes. The engine will be torn down and rebuilt 184 times in a year if the car makes it to the finals at every race.
It costs about $5000 in replacement parts and fuel for every run if nothing major breaks. The $5000 includes things like fuel, engine bearings, spark plugs, piston rings and valve spring things that are replaced after every run. If the ignition happens to misfire you could end up with something like this…and the price increasing in proportion.
This is what happens when the ignition misfires….
The wheelbase of a modern top fuel dragster is 300 inches. There is about 250 feet of chrome moly tubing in the chassis which remains unpainted do to constantly having to repair cracks. There are 58 Bead Lock bolts used to retain each rear tire to the wheel. Tire pressures are set between 6.5 and 7.5 psi.
The slicks will grow 8.0 inches in height from 36” to 44” from the starting line thru the first fifty feet. The width of the slicks will also be reduced by a third as they grow in diameter. By the way a pair of slicks only last about four runs and cost $700 each so add that expense into the budget.
Here is a sneaky trick…
12,000 pounds is the amount of down force, in pounds, generated by the rear wing of a top fuel dragster at 325 mph. The downward thrust made by the exhaust gases escaping the headers generates 800 pounds of that down force. Pretty sneaky…eh?
The computer controls all of the ignition and related functions…
All of the ignition is controlled by computer and are programmed at the starting line using a laptop computer. The computer in the car is set based on watching the run of the previous car. The computer can control things like timing advance, how fast the clutches engage to control traction, and at what point, along with fuel delivery. The computer also records things like top engine rpms, wheel slippage, axle revolutions and a host of other details.
To illustrate how much valuable data the race teams get from the onboard computers... race teams have learned that a top fuel engine will turn 540 revolutions light to light. Including the burnout the engine only has to survive 900 revolutions under load, before it is disassembled and all of the broken or stressed parts replaced.
So there you have it, and update to the nitromethane story. The real thrill would have been the first time a super charger was added to an engine running on nitromethane. No doubt the learning curve was a little steep but oh what a thrill it would have been when the driver nailed the throttle for the first time.
Five Top Fuel Facts You Probably Didn’t Know
The noise you here from an exploded nitro powered top fuel engine comes in part from the cylinder firing outside of the engine block.
A Top Fuel engine will consume about 14 gallons of fuel from start-up, in the burnout and the full run to the finish line.
At peak power, each 62cubic inch cylinder generates about a 1,000 horsepower, equaling 16 hp/per cubic inch.
All 12 quarts of engine oil are changed after warming the engine due to fuel dilution that turns the oil a sickly mustard color.
The horsepower in a nitro burning engine doesn’t really come from peak cylinder pressure. It actually comes from the longer burn time of the nitro. That forces the piston down deeper into the cylinder allowing for a greater volume of fuel to be pushed into the cylinders.
The long burn rate has a major effect on cam timing. For example, if you try to open the exhaust valves any sooner than 82 degrees (BBC) the cylinder pressure is high enough that the exhaust valves simply can’t open.
All this might change your mind about sponsoring a team. You can expect these expenses to go up every year which is making it more difficult each year for the teams to find sponsors, and keep the sponsors they have currently.