Fahlin, I don't think you understand the magnitude of gaining 70 mph on the drag strip. There are cars that use different fuel, weigh a lot less and have the correct gearing etc...... It's called Top Fuel. Let's shoot for a much more realistic goal and see if we can get in the fives and around 250 mph first.
That will be as we progress QuickKid. I understand that for one we have a resistance, a resistance that is compounded by rolling resistance AND aerodynamics regardless of vehicle. Weight has a great influence in any vehicle. If we grow in power we are obviously keeping friction horsepower at a standstill, for now. The fact that we can shed weight in engines on our rotating mass as well as chassis weight, body weight, yada yada yada. The race to 300 just may be a difficult one but I am no one to call it unrealistic, I shoot for goals and just come across whats on the way. Increment processes are fine, I just think as a whole.
Scooter's Roofing wrote
you got a mouse in that old chevy truck?
No, I have a few weeds in the wheel well.
Displacedtexan wrote
The thought I have on the fuel is reducing heavies within. Anyone who knows high rpm we need quick burn to keep pace with the rpm levels and still display the torque production within the usable window before blow-down. With operation over the band we need to contour how we employ the distribution of our combustion to mechanical to drive us. Schied's hot fuel or whatever it is, I was told by one of the employees is just Cetane added. The unfortunate thing is diesel having such heavy molecules. Granted we need the BTU, allowing the burn envelope to cover more densely as in higher energy release per degree, which diesel does, we need it in a different fashion than a 'street' engine. Quicker. We have more time to consume all oxygen present at low rpms plain and simple. Running something on the dynamometer you can read your torque curve, adjusting your cam and injections is what will teach each of us where you can best benefit, with adjustable injections why shouldn't we have a change in fuel. Its needed. Not this pump fuel that seems to roll and expand due to combustion flying into other WET droplets that either have no chance to evaporate or have barely started becoming gaseous and burning. The heavies are mostly the late-bloomers of combustion.
Pistons need to lighten up I know that, Cummins 5.9 compared to a Duramax? 2 lbs different just in factory? With heavy parts, more BTU is wasted pushing weight that should be whirling up in rpm. Think about it like this, heavy = heat absorption = slower until the 'momentum' of heavy parts has arrived. I don't want to sit and wait for a heavy rotating assembly. We are not pulling here. Pro Stock carb'd engines don't spin 10,000 for nothing. More rpm, more work done, more usuable output to put through the chassis to the ground no way around it in the same amount of time given from reaction time to the finish line.
Stingpuller, I have a couple friends who mention something like that to me, NP.
My view of the two loads between pulling and drag racing.
Drag racing, aerodynamics and rolling with high rpm operation, with each shift you get a droop, as you loose rpm also I believe it is a limitation in the setup causing a drop. I could be wrong in my interpretation. Every valve size will have a peak where it becomes less efficient once it has passed that particular point. Once that happens your cylinder charge usually is effected, being force-fed there may be a little cushion.
Pulling, you want a setup to keep momentum at the end of the pull, so you have a gradual build up of rpm for when you begin dragging the weight sled. Constantly being held back you have a increasing weight going against your tires, inturn, you have it moving backwards in the powertrain until you hit the crankshaft. Things slow down since momentum has become less.
There is a difference and John and Oldest hit on it, both resistances created become at different rates and produce different situations. Both are over a length of time, but, things are stressed differently especially in a I-6 or a V-8 engine configuration. The load that is applied narrows it down to two things IMO if you make everything else perfect. How do we make our Torque & Horsepower.
1.Induction charge quality
2.Combustion quality
Entailling, fuel quality is need to be addressed too.
So we have Duramax and Cummins 6BT etc, are there any other platforms that are being used?
