Broke In Vegas !!! 

How cool is that??? The Millifans out here in America are super happy for you, hope it makes your day

I won Clay's last giveaway and ended up with way more than a poster with autographs. Congratulations on winning.

@@TravisHargiss Thanks man! Congrats to you too!

Congratulations Jerry! I won the piston giveaway and got a Summit hat,Summit hot/cold glass and poster of his Top Fuel Dragster and I asked him to sign all of them! Clay's one of the good old boys so proud of you Jerry!

@@BenjySparky Thanks! 7 more rods and a set of pistons I can start putting my top fueler together! Hahaha

gloom despair and excessive misery when we don't find the broken part.

I believe these chassis are limited to a certain amount of passes before you inspect them 50-80 passes something like that. I could be wrong tho

As Clay's video showed there are fuel nozzles placed in several areas or "stages" of the intake/induction system - some are under the injector "hat" as they call it - (where the 3 or 4 throttle blades are), before the air enters the blower, some are in the intake manifold and some in the cylinder head itself (like his video showed). So the total amount of fuel is somewhat "spread out" throughout the intake system and is atomized before it enters the combustion chamber. Yes, some is injected in a non-atomized (liquid) state at the nozzles in the cylinder heads, but at not enough volume to hydro lock. The exhaust valve hopefully is still opening and closing like it should and the unburned fuel is just pushed out - which looks like exhaust smoke but it isn't. But SOMETIMES they do completely hydro lock and usually bend connecting rods, break pistons, piston pins, etc.

​@@kennethking3520 you are thinking in petrol / gasoline terms, not nitro methane terms. petrol has a stoichiometric value of 14.7:1 by volume, meaning that it requires 14.7 parts of air to 1 part fuel. Nitro methane has a stoichiometric value of around 1.7:1 (factoring in the minimum required 10% methanol required by the rules which has a stoichiometric value of 6.5:1) you still wind up with a stoichiometric value of somewhere around 2:1 (too lazy to do the exact math). Petrol / gasoline uses small holes in the injectors under pressure to help break up the fuel droplets (becoming a fine spray) and helps it integrate them into the incoming air stream. On methanol / nitro methane engines the fuel injected into the hat is controlled by the size of the pill in the barrel valve, and may be further controlled by the individual nozzle sizes in the hat / plate above the blower itself, but those nozzle don't break up the size of the droplets like a car fuel injector. They slightly fan them out / decrease pressure, but it is still essentially a raw stream of nitro methane and 10% methanol mixture, simply because of the sheer volume of fuel trying to be injected. Despite what most people think nitro methane is not a powerful fuel. It has a very low calorific value , much lower than most other fuels, but you are injecting roughly 8 times as much of it into the engine, which is what allows top fuel engine to produce so much power, not because of the fuel energy density which most people think. Being that you have to inject so much fuel into the engine that is why it is injected into the hat / plate above the blower, the intake manifold and the heads. As Clay mentioned in the video, the nozzles in the heads and manifold comprise of a spring and a check ball. The are nozzles not really injectors. They are a crude tap to turn on and off a large volume of raw fuel. If you think of it in physical terms. From memory the engine size limit in the US for top fuel is 500 cubic inches, so divide that by 8 and each cylinder is 62.5 cubic inches in displacement, and it is firing every second cycle. As mention about the nitro methane / methanol mixture has a stoichiometric value of roughly 2:1 so that means by volume roughly 21 cubic inches of that cylinder is filled with fuel every time that intake valve opens. Now if it doesn't fire that fuel doesn't just transform into work energy, like it would if the cylinder fires, and considering the engine might be turning at 8000 rpm, that is a whole lot of unburnt fuel going into the engine. Add to that a couple of bar of boost, and you are talking a LOT of fuel to maintain that 2:1 stoichiometric value. Which leads me back to my original questions of with such massive volumes of fuel why doesn't it frequently lock the engine when the fire goes out? Surely it can't all be getting out in time.