Drag Racing Engines: A Comprehensive Guide
Drag Racing Engines: A Comprehensive Guide – There are no rules for engine size, but engine builders should look to build consistency in this class.
What does it take to build a winning engine for Super Comp drag racing? The Super Comp drag racing class is run on an 8.90 time limit, and has basically no rules regarding engine displacement, carburetion or vehicle type. Engines can burn gasoline or alcohol, but not nitro or nitrous. Engines can be naturally aspirated or turbocharged. Most racers run a single four-barrel Dominator style carburetor, but a few use injectors on their engines.
Drag Racing Engines: A Comprehensive Guide
To be competitive in the Super Comp class, you don’t need the fastest car in the field. In fact, that’s why many who compete in this class prefer Super Comp. Cars run in this class typically go 165 to 175 mph in the traps, but speeds range from 150 to 190 mph. It’s not the speed that matters most – it’s the elapsed time. In Super Comp, you have to beat the other guy to the finish line without breaking the 8.90 mark. If you run a low ET and both runners break, the winner is the one closest to the 8.90 time.
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Super Comp is an affordable alternative to other drag racing classes where it takes a lot of power and a lot of money to be a winner. In Super Comp, you can compete in a rear engine dragster with a 600 to 800 hp engine. Some racers run as high as 1,200 hp, but they don’t really need that much power. In fact, some racers say that if a car gets too much power and is too fast, it makes it harder for the driver to judge the distance to the finish line and the car in the other lane. Ideally, you want to clear the other car at the finish line while staying within the 8.90 time limit.
The majority of vehicles run in supercomp are rear-engine rail dragsters because they are lightweight, relatively simple and affordable. Most dragsters are powered by big-block Chevys ranging from 509 to 632 cid, but some racers run Chrysler engines or even small-block Chevy V8s. A popular setup is the 565 cid big block Chevy, built to redline at 7,500 rpm, making 900 to 1,000 horsepower.
Charles Lynn, president of the Pacific Northwest Super Comp Association, says his team competes in four different bars and averages 15 to 20 competitors per event. “You need at least 800 horsepower to be competitive in our series, but you don’t need any special tricks to be a winner. It depends more on driver skill than engine or chassis.
Lynn runs a Super Comp dragster and has his car dialed in to run a consistent 8.90 ET. “Once you establish a baseline, you can fine-tune your car to consistently run 8.88 to 8.92.”
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Linne says racing in Super Comp doesn’t require much engine maintenance compared to some top class competitors like the Comp Eliminator who are constantly tearing their engines apart and replacing parts. “I run two seasons before I refresh my engine,” he says.
Linne believes that every super comp rider needs an accurate weather station to monitor temperature, humidity and atmospheric pressure. These are variables that affect engine tuning so you need to know what type of jets and timing changes to make as the weather changes.
Rich Kwasiborski of the Midwest Super Comp Series says a typical Super Comp event at a local track in Illinois usually attracts 26 to 27 competitors. At an NHRA divisional event, there may be 80 or more cars, while at an NHRA National Super Comp event, the field is usually limited to 140 cars.
Part 1 – A good project car brings people together. Driving a rare Lincoln Blackwood to Ohio Technical College (OTC) turned heads. After ASE-certified technician Joe Keene of Babcox Media and trainee technicians at OTC got to pop the cap and slide over a spot to get their hands on it, its service should raise eyebrows.
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There are 3,356 Lincoln Blackwoods in the world. For comparison, the Ford F-150—Blackwood’s inspiration—has made more than $40 million since its 1948 launch. Guess what spare parts are hard to find? Joe Keene of Babcox Media, an ASE-certified technician, has found his fair share of obscure parts, but
The road to this year’s AAPEX is a tale of two tracks: one metaphor consists of issues facing the automotive aftermarket, such as the impact of EV adoption and sustainability efforts; At the turn of the 20th century, pavements were laid and the first transcontinental highway was conceived, and it was a very literal one. Starting Lincoln Highway
Last year, the idea was simple: Find a junker, outfit it with the best from the automotive aftermarket, and drive it to Las Vegas for AAPEX 2022. This year, it’s anything but simple. Related Articles – Race Oil – Engine Bearing Facts – Does Connecting Rod Length Matter? Cars are aftermarket
It looks like a normal inline 4-cylinder flat engine. Essentially it is, but it has a huge cult following here in the UK.
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On the third day of Sick Week 2024, we met Matt Moore of Moore Race Chassis and his Ford Mustang with a turbocharged 388 cid LS engine as the competitors took to the Gainesville track. His impressive performance on the track made us want to know more about this engine build. It is our engine
A customer recently approached Alex Null at Summit Diesel in Weatherford, TX looking to turn a junk truck into something extra special. To do that, Alex and his customer chose to build a 5.9L Cummins engine with the goal of competing in the 6.70 ODSS class. It’s our diesel
Former recreational car world champion Jack Beckmann will drive for John Force for the remainder of the 2024 season.
In total, the 2025 NHRA Mission Foods Drag Racing Series schedule currently includes 20 races at outstanding facilities across the country.Engine Guides, LS Engines L76 6.0L Car Engine Upgrade Guide: Expert Advice for L76 Car Engine Mods to Maximize Performance
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This L76 engine upgrade guide is the second in a series of LS engine upgrade guides assembled by a team of LS experts at Summit Racing. The L76 engine is a Gen IV, 6.0L aluminum-block V8 car engine that first appeared in the 2006 Holden VZ Commodore, but most in the USA recognize it as the engine that powered the 2008-09 Pontiac G8 GT. The 2006 Silverado/Sierra also had an L76 truck version that added VVT on top of the AFM technology. In this article, we will focus on the car engine. For a primer on the LS engine universe, read on
The L76 is a Gen IV, 6.0L, aluminum block, automotive engine that found its way under the hood of GM performance sedans between 2006 and 2010. In some ways, it narrowed the gap between LS2 and LS3. It used the same block as the LS2, but had the same rectangular port heads as the LS3. In this trim, it made 361 horsepower and 385 ft./Lbs. from torques.
Without the VVT system used in the truck engine, it had true flat top pistons resulting in a high compression ratio of 10.4:1.
They are in the U.S. Models equipped with Active Fuel Management (AFM). It was discontinued in Holden’s except for the 2009-10 Holden equipped with automatic transmissions.
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At first glance, these engines are very similar. The easiest way to tell them apart is to check the 8th digit of the VIN code.
If you don’t have the VIN, you’ll need to look closely. Unlike the LS2 or LS3, it has a ribbed AFM valley cover.
The aluminum block is cast in the rear right 6.0 and has the casting number 12568952. Cylinder heads have casting numbers 5364 or 823.
If you have an L76 and are looking for the best models, you are in the right place. Here’s the road map for upgrading your L76 power plant to achieve maximum performance.
Holley 4 Barrel: The Ultimate Guide
The factory exhaust system is restricted in an effort to reduce drone in 4-cylinder mode. A set of headers and an aftermarket exhaust system will provide more power, but the drone can be unpleasant. So how do we deal with it? Easy, we tune it with an AFM deactivator or increase the overall performance with a programmer.
We recommend speaking with your local chassis dyno tuner to select a computer programmer. Here are some benefits:
Getting a tune makes it easy