NHRA

They don't. Not the way you think about cooling an engine. First, they run for maybe a minute only. The 12 quart oil system absorbs a lot of heat during the run and then there is a physics thing called 'the latent heat of vaporization'. That means that any liquid absorbs a large amount of heat as it evaporates. And those things pump an enormous amount of fuel through them in a run. So the fuel itself absorbs a lot of heat. Each cylinder of the eight consumes the same amount of fuel as a gas hose at the gas station pump running wide open. Only this is nitromethane at $25 a gallon. So there are 8 hoses running full blast at $25/gal. Wow!

I run a stock rear sprocket and 15 front. does great for 500 ft drags

15X3.5. Narrow tire=less friction.

By Red Lighting or going before the green light on the Christmas tree or crossing the center line before the finish or hitting the wall before the finish

A top fuel funny car can use up to 15 US gallons per pass

Parachute-aided braking

4

There is no difference between the two. It is also called profile drag.

i don't know,but that's not the fastest a drag race car has ever gone. so that wouldn't really be so important.

yes

John Force

You don't. Assembly lube should be used on cams, rocker arms, lifters, springs, etc, but not on cranks or main bearings. Assmebly lube is a high pressure lubricant used for initial start up and break in. It will clog the oil galleys on the crank, and may even give false readings when torquing the mains back down. Motor oil will be just fine, more specifically, 5w30 or 10w30 and convential, not synthetic oil should be used.

It has happened on more than one occassion that cars are sent with a broken car at the other end. The idea of the taillight is to prevent that from occurring during night time races. Even though it may only help during darkness, it is easier to insist that it be there working for all races then try to determine and manage what hours or conditions would require a light.

= ATV history = February 23, 2002 During the past 30 years, all-terrain vehicles have been made safer, more powerful and better able to navigate difficult terrain. * 1967: Honda, at the request of its U.S. division, begins working on a new product dealers could sell when motorcycle sales cool off in the winter. * 1970: Honda introduces the first all-terrain vehicle. The three-wheeled US90 had a seven horsepower engine. It sells for $595. * 1975: Honda improves its wheels and tires, making them less vulnerable to punctures. * 1979: Yamaha introduces its first ATV, the YT125. * 1981: Honda introduces the first high-performance two-stroke ATV adapted from motocross technology. Kawasaki introduces its first ATV, the KTL200-A1. * 1982:Suzuki introduces its first ATVs, including the first four-wheeled ATV. It has an odometer, five forward speeds plus reverse. * 1984: Yamaha and Honda begin selling four-wheeled ATVs. * 1985: Polaris Industries of Medina becomes the first North American company to enter the ATV business, introducing snowmobile technology such as automatic transmissions to replace manual gearboxes. Kawasaki offers its first four-wheeled ATV. * 1987: Polaris offers improved brakes and automatic four-wheel drive, replacing manual four-wheel drive. * 1988:ATV manufacturers agree to stop selling three-wheeled models after the U.S. government raised safety concerns. The industry launches safety programs to train drivers. * 1989: Kawasaki introduces its first model with four-wheel-drive, the Bayou 300 4x4. * 1993: Kawasaki offers the first 400cc engine. * 1995: Arctic Cat, based in Thief River Falls, Minn., begins production of ATVs. * 1996: Arctic Cat ATVs go on sale. * 1998: Bombardier of Montreal begins selling ATVs. * 2000: Honda introduces a 500cc engine and continuously variable transmission. * 2001: Polaris offers a 683cc engine, the largest ever, on its Sportsman model. It sells for $7,399. Source: Polaris Industries, Arctic Cat and the Specialty Vehicle Institute of America * http://4wheeldrive.about.com/od/historyofsuvs4wds/4WD_History_Facts_Ab…

You usually don't see that BEFORE a race, unless it's during a practice session. What they are doing is scraping off rubber that was picked up on the hot tires in order to find the wear indicators. These are little "holes" in the tire surface. By measureing how deep the hole is, it tells them how much rubber is left on the tire, which then tells them how much tire wear there was on that run. There are about 5 holes across the tire, and at about 6 places around the tire. So this can tell them a lot about how the car set up is working. By heating and scraping off the build-up, it gives them a more accurate measurement, by making sure they are measureing the surface of the tire, and not the build-up. The build-up is usually picked up when the car drops down to the apron to come into the pits. I have seen teams ruff up tires with a wire brush or in some cases steel for traction