Pete Jackson was also the originator of the "Pete Jackson - Dual Idler" cam timing system. Pete's brother, Charles "Kong" Jackson was the builder of the original "ROTO-FAZE" racing ignition systems and his company, JERD(Jackson Engineering Research Development) manufactured parts for Ford V8 flatheads, Model "A", and Model "B" engines. Kong and Wes Cooper shared a shop in Burbank, CA. A lot of shenanigans went on in that shop. Volvo insert rod bearings to replace poured Babbitt bearings in Model "A" engines. OHV conversions for "A", "B", and Flathead V8's. Men like Pete, Kong, and Wes were the driving force..... the Grandfathers.... of drag racing as we know it today. There are countless others, Vic Edelbrock, Ed Iskendarian, Ed Winfield, Phil Weiand, and so many others. I was lucky enough, through my friendship with Kong's sons, Thomas and Robert, to learn a little bit from the masters.
Thanks Mike and Clay for taking the time to connect with your fans through these videos. It's especially nice that you take time to respond to many of these comments, Clay. With covid-19 keeping most of us away from the live experience these videos help bring us closer to the action. Hoping for a win for you guys this weekend. Be safe!
Clay is, by far, the nicest guy in the sport! Thanks for the videos Clay, we ALL appreciate it. I'm a bracket racer and I use the Ron's mechanical fuel injection on my old Spitzer dragster and it's cool seeing the differences in the barrel valve y'all use, compared to the style I use. Thank you again and good luck down in Atlanta!!
Thanks to you for another great video. This is the kind of content that all of us gear heads just can't get enough of.... The more we know about the details of what's happening is what keeps us so pumped up about the sport we love. Hope yours is always the Loudest pedal on race day.
These videos are great! It's really great to see the details of how things work and what you guys do to make a successful pass. Thanks for taking the time to do these videos.
Many thanks from Australia for your wonderful explanation of the Barrel valve . l am 72 yr old mechanic all my life good to get to see how things work.
Great, Great tech article. I’m writing this in 2023, would be nice to get more of these, but since Clay’s car is running so good, I don’t think he has time! :-)😊
Clay I could listen to you two all day long. I wish you all the best the rest of the season. Thank you guys for explaining how things work. Now……Stomp on that LOUD Pedal!!! Lol 😆
Pete Jackson was a good guy,.... we were running his gear drives on late model dirt cars,.... back in the day,.... when you'd call,... Pete alway's picked up the phone...... great video guy's,.... lotta juice goin' through that valve..... when it's open......fuel pressure is just..... nut's,......... those thing's have come a long way,...... take care.........
Now that was sweet. Please thank Mike for taking the time to contribute. Those little details are what us gear heads yern for. 10-15 years ago when I was involved with blown alcohol stuff I thought 200 psi of fuel pressure was a lot. 750 psi for nitro is crazy. You could pull the jet out of the nozzle and probably cut your finger off with it.
As a fan from the UK I really appreciate and enjoy theses videos Clay. I don't understand why Fox still can't get the sound correct in their broadcast but team videos can and ESPN used to be able to.
Thanks Clay and Mike, I in Australia and always followed T/F & F/C really enjoy your vids and all the detailed information you impart regarding the car and racing….about 5 years ago I was in the states for a holiday and got the opportunity to go to Pomona for 2 days of the Winter Nat’s……still puts a huge smile on my face every time I think of it……you guys do it to a hole other level in USA……at meet in australia you might get at best 4 T/F and 4 F/C if you’re lucky…..thanks again and keep up the great work & content👏🏻👏🏻🙏🏻🙏🏻💪🏻💪🏻
You should invite uncle Tony's garage out for a week end of racing im sure he would be thrilled too see the advancements of today compared too the old days !!!
o thank you so much ,l love the lesson 101 , l want to suggest others subjects very interesting for your fans and myself - cooling system -fuel system from the tank to all injectors head,intake manifold and blower hat -ignition system -braking system -engine lubrification system -clutch timing -tuning vs altitude , air fuel ratio , engine timing , compression - security system in car for the driver - vieuw of the dash in cokpit and some questions about - NHRA car inspections after the run - penalties for engine leaking in burn out or at the starting line - what causing after the start ,some cylinders have no combustion believe me , l love pro drag racing about 40 years but the nitro is no more accept in my canada . bravo for your work , it is pleasant to follow you on FS1 with your smile . wilson
Old school mechanical fuel injection where it started. No computer to run things. New TEC helps but you still need know your shit. Thanks for another vid.
Another nitro mystery explained. Thank you!!! I've been going to drag races for years but had no idea that there are basically two circuits feeding the engine.
That was awesome! A lot more to it than I thought. I remember years ago hearing about changing the "pill" in the barrel valve. That was probably the enderle style. I just thought it was kinda like a nitrous jet. Maybe it was. I never had any hands on experience with any of it and I could be totally off in the wrong direction. LOL! Cool stuff! Great video!
Jerry, the pill is a fuel return restrictor but works the opposite way to a nitrous jet. A bigger nitrous jet is more to the engine whereas a bigger injector pill is more back to the tank so less to the engine. We still run the old Hilborn style blown fuel system at Bonneville since we need to go 5 miles multiple times without burning it down. Our best effort at one meet with a blown hemi on 60% is 12 runs without pulling the heads. That's probably some kind of record in it's own right!
@@jerrycoon3369 when he was talking about the magical numbers he won’t share for the idle return check valves, thats the same thing those jet sizes controlled. The less fuel it allows by, the higher the system pressure, the more it lets by the lower the system pressure. The difference here is they can control how much fuel even goes to the barrel valve by the handle in the cockpit that is attached to the pumps. For the burnout, the driver sets the pump shutoff to get the dash to read the pressure the crew chief wants. Before the run, they open the shutoff all the way.
@@slowpoke96Z28 Ahhhhh!!! That makes sense! Thanks for the lesson! Thats why I like mechanical things. They are easier to understand for me but you have to understand how the system is laid out. Thanks again.
The regular 80A Enderle pump is like 50-100 psi. This is a standard 7 gallon a minute pump a lot of people run at the track. Probably good for about 800-1000 h.p. I about crapped my pants when your Chief said 750 psi of fuel pressure! WOW!!!
Thank you thank that answered a question I asked a couple years ago, didn't get near that good of an answer. And Mike , it isn't a gas pedal , it's a Loud Pedal !!
Great video most technical people love this It's great to see the individual components Very similar to early diesel systems I have a question When the system is delivering more fuel than needed(idle) does the excess return to the tank? Normally you only see only a primary feed tube on the modern fueler The old "Moon" tank Hilborn had return lines Do they new engines "recycle " the fuel momentarily until launch? And if so is heat in the fuel a concern It would be great if you would do a complete series on this and all the other intricacies of the entire engine and clutch All that you can reveal without the hard-earned secrets!
Back to the pump inlets. The net in a fluid schematic would be the same as going back to the tank, but why plumb and take the power loss when it’s gonna end up back at the pump inlet anyway.
Kind of. It doesn’t carburize though. The flat slide has to do it all, and at part throttle too. The Enderle did as well, except carburizing. They basically got rid of the circuits they didn’t need while making it more durable and operator friendly. Pete Jackson was a genius.
So the check valves in the idle return are also the idle fuel pressure regulator, which crew chiefs chose and set based on their own mojo for their desired after burnout engine temperature? Got it. Now if someone could explain the slide valve and BDK valve and their timers, that’d be great.
boy oh boy....if there was only a way we could compress all that fuel even more to achieve another 25-30% more power output but that darned fluid dynamic thing just throws a big wrench in that...lol
Does the moment it goes full fuel , is it washing down all the cylinders , is there a chance of hydro locking one of these engineering wonders of the world
At full throttle, what percentage of the total fuel going into the motor goes through the barrel valve, is that the only fuel source for the motor? Clay asks excellent questions and Mike gives great answers, thanks!
The barrel valve is the metering device for the fuel. As seen in the video, at WOT the idle return circuits are shut off so 100% of the fuel going through the barrel valve goes to the engine. All fuel has to pass through the valve before it gets to any injectors/nozzles.
From what I understand it's kinda like the same as heavy equipment hydraulic system. Low side being low pressure or minimums as we call it and high pressure being maximums. ??
@@slowpoke96Z28 More like "Fluid Dynamics" . Pretty basic though the more you return to the tank the leaner you get. Kinda opposite of a jet in a carb.
Long story short we cut the clutch disc flatter than we used to. We use to whack the throttle to seat the clutch and it’s not necessary anymore. I miss the whacks. Thank you for watching 😎😎😎
@@claymillican25 There's a screw type valve at the bottom of the injector hat at the intake manifold that I see many tuners adjust just before they wave drivers forward. I really see tuners adjust what you were showing today before a run
@@christopherlaing7338 that’s another air bleed. They have the one on the throttle blades, but when they use that it moves the barrel valve too. The one at the bottom of the hat allows control over air only, not affecting fuel flow.
normally your vids are good. but....you blast us with the noise of the race in the opening clip, it was like +110db loud, clipping out my speakers the level was soo high compared to the video i watch prior to this one (its sound was on par, the levels were not too high or too low), then you start talking at -100db (practically a whisper)...that is really bad video editing like extremely bad! the largest shift in sound should only be 10 to 15% louder or softer enough to accent quiet or loud parts of a movie/video, but not so much you blow our speakers when we turn it up to hear what you are saying..get what I mean? also, you always have fans and other things washing out your sound, try and turn off fans, speak up for the mic so it's sensitivity can be turned down (it wont catch so much background noise),even better you should wear body mics,
@@slowpoke96Z28 i do love the roar of the races maybe put that at the end of your vids and open with an idle, ohh and a burnout in the middle ;) ...looking forward to the next one