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Streetracing.co.za • View topic - Toyota NHRA Supernationals
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 Post subject: Toyota NHRA Supernationals
PostPosted: Thu Jun 07, 2012 12:27 pm 
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Now on ESPN. Some mean machinery.

Since when does Toyota sponsor the Top Fuel dragsters?

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 Post subject: Re: Toyota NHRA Supernationals
PostPosted: Thu Jun 07, 2012 1:12 pm 
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Long time,some of them run toy engines!!! Also busy watching it now!!!


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 Post subject: Re: Toyota NHRA Supernationals
PostPosted: Thu Jun 07, 2012 1:16 pm 
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 Post subject: Re: Toyota NHRA Supernationals
PostPosted: Thu Jun 07, 2012 1:17 pm 
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 Post subject: Re: Toyota NHRA Supernationals
PostPosted: Thu Jun 07, 2012 1:20 pm 
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 Post subject: Re: Toyota NHRA Supernationals
PostPosted: Thu Jun 07, 2012 1:21 pm 
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 Post subject: Re: Toyota NHRA Supernationals
PostPosted: Thu Jun 07, 2012 1:35 pm 
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top fuel engine 1.JPG
top fuel engine 1.JPG [ 73.05 KiB | Viewed 10768 times ]

top fuel engine 2.JPG
top fuel engine 2.JPG [ 74.65 KiB | Viewed 10768 times ]

:thumb: :worship:


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 Post subject: Re: Toyota NHRA Supernationals
PostPosted: Thu Jun 07, 2012 1:42 pm 
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NHRA FOCUS: NO ORDINARY CLUTCH

Top Fuel and Funny Car drivers don't rev up their engines on the starting line and pop the clutch to launch their cars – no "pedal" clutch in the world could withstand the unimaginable power and torque of an 8,000-horsepower nitro engine.
Instead, drivers take their left foot completely off the clutch pedal when they're ready to stage (the engines have so much power, they don't come close to stalling) and roll into the staged beam at a dead idle. When the Tree flashes and they stomp on the throttle, their engines go from about 2,650 rpm to about 8,200 almost instantaneously, and a complicated and carefully choreographed mechanical dance begins inside the bellhousing.

"We're trying to control when the clutch applies itself and exactly how hard it does it," says Dickie Venables, crew chief of the Al-Anabi Racing Toyota Funny Car driven by 25-time national event champion Del Worsham. "How you make it do all that is the complicated part. It would take a week to explain it, and no two crew chiefs do it the same way."

Top Fuel and Funny Car clutches are centrifugal in design, made of titanium, have five discs and four floaters, and are controlled by how fast and how soon the hydraulically-controlled throwout bearing moves. The discs are connected via splines on their inside diameters to the input shaft, and between them are floaters, each connected via grooves on their outside diameters to stands on the flywheel.

The clutch slips for about two-thirds of the run, generating intense heat in the process. Fifteen minutes after a nitro car crosses the finish line, after it's been towed back to the pits and completely disassembled, the clutch pack is still literally red hot, more than 1,000 degrees Fahrenheit. There's no way to measure how hot the unit itself is during a run, but probes inside the bellhousing indicate that the particles thrown off of it register 1,200 degrees.

The amount of slippage is governed by a complicated, infinitely adjustable hydraulic management system that is regarded as the single biggest determinant of success in nitro racing. "If it isn't the most important part of making a fuel car run, it's way up on the list," says Jason McCulloch, crew chief of the Toyota-supported Al-Anabi Racing dragster driven by Larry Dixon, the top-ranked driver in the current NHRA Top Fuel standings.

"The easiest way to think about a fuel clutch it is that it's like a go-kart clutch," Venables says. "The more rpm the clutch sees, the more plate load it's going to have. And the more counterweight you bolt on the levers, the harder the clutch is going to apply."

The clutch has 18 levers (also called "fingers" and "arms"), but only six of them, the "primaries," which are slightly wider and, thus, heavier, are used to launch the car. The power is far too great to be applied all at once; the car has to have built up enough momentum to handle the increased plate load when the remaining levers come in.

Levers are made of heat-treated steel and have between 70 and 100 grams of counterweight bolted to them (usually about 90), but the weight of the levers themselves is much more critical than the amount of counterweight added to them because the counterweight is affixed so close to the base of the lever. (Centrifugal force has a much greater effect on the ends of the levers.)

"There aren’t two cars out here with the exact same levers," Venables says. "That's one of the 'voodoo' parts of all of this, and every crew chief has his own thoughts about what's the best design."

From about one second after the car blasts off the starting line to about the two-and-a-half-second mark, the remaining 12 levers come in, one by one, each increasing the plate load in small but significant increments. Eventually, enough plate load is generated to completely lock up the clutch, and the car either accelerates even harder than it already was or loses traction completely as the massive rear slicks break free of the track surface.

"The clutch slips until about two-and-a-half-or three seconds, somewhere just before half-track," Venables says. "At that point, [the crankshaft and the driveshaft] are one-to-one. The earlier you can get them one-to-one [completely locked up] – and still keep the tires from spinning – the faster the car's going to run. Do it too soon, and you're up in smoke."

McCulloch uses another analogy. "The best way to think about what we're trying to do is that we're making it as if the driver is taking his foot off the clutch pedal a little bit at a time for the first half of the run," he says. "We do it with a cannon that controls the arms, sliding back and letting them apply. We used to use air cannons, but when you do it hydraulically, the way the clutch is applied isn't affected by the rpm going up because fluid can't be compressed. Air can. Some people use jets to control the movement of the throwout bearing; our team uses flow controls. But however you do it, it all comes down to two things: What time are you going to start moving the bearing, and how quick do you want to let it go?"


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 Post subject: Re: Toyota NHRA Supernationals
PostPosted: Thu Jun 07, 2012 4:54 pm 
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:thumb:

Mind mind can't really comprehend the speed these guys do.

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