Technical Summary

Bore and stoke is equal to 4.5 x 4.5 by using a Batten 4-valve dry three (3) spark plug cylinder head.  This head has fairly small combustion chamber volume for nitro work.  We opened them to 112 c.c.  Other components are:

We decided to run a small 3-stage dry sump oil system by Stock Car Products and a pro-stock oil tank by Moroso.  This is necessary because the cylinder heads do not drain back through the block.  The dry sump system helps to evacuate the oil pan.

 The fuel system is unique because of the two-tank set-up.  One of the tanks runs nitro and the other one run ethanol (80% & 20%) race gas.  The car starts and burns out on alcohol, and then switches to nitro for the run.  No squirt can needed.  This is done for two reasons.   

1. Nitro costs BIG money & you burn lots of it
2. Nitro turns oil to “slop” & is a highly flammable mixture

Ø        The oil stays cleaner with an alcohol start-up and burn out

This does require two complete and separate fuel systems.  The alcohol side uses an Enderle pump feeding four 170 lb/hr electric injectors.  The system is controlled by a Motec M8 system, which runs the alcohol, ignition and data gathering.  One spark plug is used per cylinder on the burn out.

The nitro side uses a Waterman Red Bertha pump feeding an Enderle barrel valve to four 170 lb/hr injectors and four large down nozzles.  With the NOS, this gives us four injectors per cylinder.  A Motec M48 runs the injectors and the fuel maps are set-up to switch back and forth (driver control).  We have four (4) Heraeus temp sensors going to the data logger and two (2) wide band oxygen sensors.  No one seams to know for sure if these O2 sensors will read the A/F ratio with nitro methane.  We know they work OK with ethanol.

We purchased a top fuel flow bench from Batten Engineering with a 15-HP motor to run the pumps, hydraulically controlled.  (See pictures)  This will allow us to compare the data from the ECU’s to the system flow values.  

 The turbos are Turbonetics Q76, which are good for 1000 HP worth of air each.  They have ceramic ball bearings and are coated to take the heat. The clutch can comes from Trick Titanium at 8-3/4”.  East West provides the flywheel, throw out bearing and clutch.  Lenco offers the fuel reverser and Lenco drive shaft.  The car has a Strange rear end (basic AA funny car).

 We purchased a funny car chassis kit from Mark Williams.  This kit has all the major ‘bends’ done and is a well thought out system.  We also used their front suspension A-frame kit.  We narrowed the front end more than the standard set-up because of our narrow body.  The tin was done here in the shop with the exception of the seat, which was done by Mastercraft.

 The car has a Honda Type R body.  We chose this because of the aerodynamics.  It has the “look” of most import cars.

 We joined up with the gang at Mastercraft Body Works to achieve the car’s body style.  An Acura body was lengthened 14” and the front narrowed by 22”.  The doors were blocked off.  (See pictures)  This “plug” was used to make the mold.  The mold was set-up to make carbon fiber bodied (high temp mold).  The first body was pulled in fiberglass to check for accuracy.  We liked it so much that we decided to use it for the first go-around.  We are glad that we did.  A few changes are needed such as deeper sides on the skirts and modifications to the flare of the front spoiler.  Since the car is not narrow at the top (like current funny cars), and has a narrow front end, we end up with a very distinctive look.  Mastercraft painted the car. Robert Opel did the airbrush work. We plan to do a Toyota Supra Body next, which will be for sale in carbon fiber.

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