What rev limiter?That is what happens when you bypass the rev-limiter...
What rev limiter?
Ok we are taking about different things. I assumed you ment an actual rev limiter like a studder box. What you are referring to is timing control. We can pull timing as a means of TRYING to control engine speed. Doesn't always work. And the headers you are thinking about have nothing to do with "radius". There is different angle to the pipe. Pipes are still the same size. They were 30* back when Beckman started toying around with the idea of using exhaust thrust to provide forward propulsion as well as down force. John Force really had nothing to do with that. New for 2018 is 42* which Courtney has already ran 335 with the new 42* headers. As far as the clutch "locking up" we can control that. We can control how much and how fast the secondary clutches engage. We can control how much the clutch slips through out the whole run. Mainly up to the tune of the car, track conditions.The NHRA mandated rev limiter.... Its there in tech and it functions in tech, but its not used as initally intended...
The rev-limiter is now used as a form of timing retard early in the run, thus rendering it useless later in the run. The clutches are locking up earlier and engines are attaining a higher RPM range in the lights. Its no real big secret.. They are all doing it. They are starting to run 330 + ( in 1,000ft.) everywhere they go. Lots of 295+ MPH at half-track ( 660' ) this weekend in Chandler. Engine Speed = Wheel Speed. The engines are running at higher rpm than ever before. Force has developed "big radius" F/C zoomies to help the flow at high rpm. The "old" tight radius zoomies reached their design/performance limit.
Ok we are taking about different things. I assumed you ment an actual rev limiter like a studder box. What you are referring to is timing control. We can pull timing as a means of TRYING to control engine speed. Doesn't always work. And the headers you are thinking about have nothing to do with "radius". There is different angle to the pipe. Pipes are still the same size. They were 30* back when Beckman started toying around with the idea of using exhaust thrust to provide forward propulsion as well as down force. John Force really had nothing to do with that. New for 2018 is 42* which Courtney has already ran 335 with the new 42* headers. As far as the clutch "locking up" we can control that. We can control how much and how fast the secondary clutches engage. We can control how much the clutch slips through out the whole run. Mainly up to the tune of the car, track conditions.
They can diesel. They run at the verge of being hydrolock.That is what happens when you bypass the rev-limiter...
They can diesel. They run at the verge of being hydrolock.
The performance of these engines is incredible.
I had seen many forms of auto racing. From all types of bikes and cars up to Indy, CART, and Motogp, NASCAR, etc.
Nothing even began to prepare me for standing 300’ up the track at Infineon when a top fuel dragster launched. In fact just hearing an engine start up across the paddock made me want to run because I thought a bomb went off or a terrorist attack was occurring or something, lol!
It shocked me to my core! 10,000+ HP ain’t no joke!
Edit: and I have to say TV doesn’t even begin to do it justice.