NHRA has an opportunity

[none]

Ken,

Not arguing, just asking. One block per weekend? I think that rule would have many consequences.
Like, if I spin a main bearing, can I fix it?
If I shoot out a head gasket and torch the deck, can I fix it?
If I can't fix it, do the fans watch a bye run?
If I get a bye run because my oppenent can't fix his, I would take the tree and shut off knowing that if something happens I would be out for the day.
If I'm in the final, and find a crack in the crank, I could change the short block and be ready to go, or I could bolt it back together and cross my fingers that is doesn't break and blow the body off. Which is the better option?

Again, just discussing. If you're driving my Funny Car or if you're in the other lane, which would you prefer?

Edit: Just thought of something else, what if I have a short block and the crank has four runs until it's time to cycle it out? Right now I would run it in qualifying then swap it out for Sunday As teams rarely change a crank at the track, so what should I do?

Alan

 

[Just Paul]

one block per weekend period

It's not 1987 anymore.

 

[T.Smith]

It's not 1987 anymore.

Well, you know they never blew up in the 1970's & 80's.

 

[ironpony]

Ken,

Not arguing, just asking. One block per weekend? I think that rule would have many consequences.
Like, if I spin a main bearing, can I fix it?
If I shoot out a head gasket and torch the deck, can I fix it?
If I can't fix it, do the fans watch a bye run?
If I get a bye run because my oppenent can't fix his, I would take the tree and shut off knowing that if something happens I would be out for the day.
If I'm in the final, and find a crack in the crank, I could change the short block and be ready to go, or I could bolt it back together and cross my fingers that is doesn't break and blow the body off. Which is the better option?

Again, just discussing. If you're driving my Funny Car or if you're in the other lane, which would you prefer?

Edit: Just thought of something else, what if I have a short block and the crank has four runs until it's time to cycle it out? Right now I would run it in qualifying then swap it out for Sunday As teams rarely change a crank at the track, so what should I do?

Alan

Mostly valid points,
I was thinking catastrophic failures, split blocks from explosions, if it is repairable fine
Did the spun bearing take out the block or it is it a bearing swap ? Yes
JB weld and run it, kidding Yes
No you wouldn't because you want the data just like they do now.
I would have to say we would be going back to necessity is the mother of invention
I will have to think on this.
As to your last crank example, strictly physical block not short block so you can change out a crank, cam, heads etc.

 

[ironpony]

Well, you know they never blew up in the 1970's & 80's.

At least not every pass.

 

[ch streetcars]

Is it fair to say , often the smallest hickup, or valvetrain issue , turns the engine into a bomb because of either the RPM of the engine or the amount of fuel going into it ? What about restricting the amount of air coming in ? Wouldn't running on the rich side be less volatile? What areas could be addressed to lessen the severity of the bomb, when something goes wrong, or is a possible sacrifice of an engine every pass something that cannot be controlled in any matter ? Just asking.

 

[none]

Often times they are repairable, but the team will decide to swap it out and repair it at the shop where they can take the time to make sure it is done properly and decked or line honed to be perfect instead of "Close Enough"

And if you think a crank can be swapped between rounds, you have never degreed a cam in a Fuel Engine. You don't just drop it in and go. That's why the short blocks are built in the shop.

You also mentioned a cam swap, (same issue degreeing it in) and if a lifter fails they often get stuck in the block. Sometimes a slide hammer will get them out and the lifter bore is OK, sometimes not. So they swap the short block and fix it at the shop. That drastically reduces the chance of a catastrophic failure if a new lifter is put in a galled bore and run.

And I know you were kidding, but I have seen JB weld used in a pinch. Sometimes it even worked, but I wouldn't want to see it become normal.

I do think that if a team can fix it with a band aid that may or may not hold a better option is to swap it out and fix the damaged one properly at the shop. Not only is it safer, but the chances of causing an oil down are much less as well. If you think the teams don't care about blowing up engines, go back and look at Jim-Os interview last week in Dallas.

Alan

 

[ironpony]

Often times they are repairable, but the team will decide to swap it out and repair it at the shop where they can take the time to make sure it is done properly and decked or line honed to be perfect instead of "Close Enough"

And if you think a crank can be swapped between rounds, you have never degreed a cam in a Fuel Engine. You don't just drop it in and go. That's why the short blocks are built in the shop.

You also mentioned a cam swap, (same issue degreeing it in) and if a lifter fails they often get stuck in the block. Sometimes a slide hammer will get them out and the lifter bore is OK, sometimes not. So they swap the short block and fix it at the shop. That drastically reduces the chance of a catastrophic failure if a new lifter is put in a galled bore and run.

And I know you were kidding, but I have seen JB weld used in a pinch. Sometimes it even worked, but I wouldn't want to see it become normal.

I do think that if a team can fix it with a band aid that may or may not hold a better option is to swap it out and fix the damaged one properly at the shop. Not only is it safer, but the chances of causing an oil down are much less as well. If you think the teams don't care about blowing up engines, go back and look at Jim-Os interview last week in Dallas.

Alan

Thank you for the explanation you always provide useful information some of us lay people do not know. I should of went to work for Head when I was offered a job

 

[none]

I enjoy discussion, there are things I know, but I'm also always looking to learn. That's why I like talking to people with different points of view.

I think you and I should have a beer sometime and talk in person.

Alan

 

[Jim]

IMO cutting the size of the fields is NOT the way to grow participation. And remember, while we've had some short fields in TF this year, we've gone through periods like this before, decades ago in fact.

You are probably right. I was thinking that cutting the cost per event might encourage more teams to run a full season.

 

[65 Goatboy]

Is it fair to say , often the smallest hickup, or valvetrain issue , turns the engine into a bomb because of either the RPM of the engine or the amount of fuel going into it ? What about restricting the amount of air coming in ? Wouldn't running on the rich side be less volatile? What areas could be addressed to lessen the severity of the bomb, when something goes wrong, or is a possible sacrifice of an engine every pass something that cannot be controlled in any matter ? Just asking.

RPM is certainley a factor but it's mostly the huge amount of nitro and air that can be rammed in by the supercharger and lit by 16 spark plugs and two high amperage magnetos creating 12,000+ hp. Then the slightest hickup and KABOOM. Not at all hard to change things, to quote Alan Reinhart "you have to know what the problem is and want to fix it". I think a lot of those involved are afraid of change and hurting the "SHOW". If you are near the finish line can you really tell if two cars are crossing the stripe at 290 or 340? I can't. These things will always be bombs but surely the show would be better without the long delays and not to mention the possibility of injured fans or track personel.

 

[ironpony]

I enjoy discussion, there are things I know, but I'm also always looking to learn. That's why I like talking to people with different points of view.

I think you and I should have a beer sometime and talk in person.

Alan

I am in Ohio a mile from National Trail