- #ARE BURNOUTS BAD FOR CAR CRACKED#
- #ARE BURNOUTS BAD FOR CAR DRIVER#
- #ARE BURNOUTS BAD FOR CAR MANUAL#
The smooth application of power during a burnout won’t do that.
#ARE BURNOUTS BAD FOR CAR CRACKED#
The evidence can also be seen in the chassis as cracked suspension mounts and bent frame rails. In an automatic-equipped race car, the telltale sign is elongated bolt holes and cracks in the flexplate.
#ARE BURNOUTS BAD FOR CAR MANUAL#
In a high-horsepower race car with a manual transmission, the abrupt meeting of horsepower and traction during a burnout will almost invariably knock out the carefully adjusted clutch. This problem is aggravated by the necessity in sportsman racing to use larger tires due to the widely varying track conditions that sportsmen race under. If the tires suddenly hook up under power, the result is often instant, violent tire shake.
#ARE BURNOUTS BAD FOR CAR DRIVER#
A driver who has a good feel for the car instinctively lets off the gas before the tires grab. It’s essential to back off the throttle before the tires bite. The best procedure is a smooth, driving burnout to clean and heat the tires. In an age of electronically controlled automatic shifters and rpm limiters, how is this possible? I’ve concluded that how a drag racing engine is treated during burnouts has a lot to do with its long-term reliability. Both engines were assembled with the same components and specifications, both produced virtually the same dyno numbers, and both had made a similar number of runs – yet one looked nearly perfect, and the other was abused almost to the point of failure. How can burnouts affect engine performance and reliability? I’ve asked myself that question when two identical engines have come back to our shop for overhauls in vastly different conditions. Where I really see the effects of burnouts is in the engine shop. I’ve watched burnouts performed by championship-winning professionals and by novices at bracket races. I’ve worked with tire engineers in extended test sessions. I’m an engine builder, not a driver, but in more than 40 years in drag racing, I’ve witnessed thousands and thousands of burnouts. This time I’m going to address a different topic: How a driver’s burnout technique can affect the engine and chassis. In my recent back-page columns, I’ve focused on the mechanical side of drag racing – cooling systems, lubrication systems, fuel systems, and ignition systems. “How a drag racing engine is treated during burnouts has a lot to do with its long-term reliability.” Obviously, the stickier your tires, the stickier the road surface and the more power you are sending through the drivetrain, the more stress you will inflict on everything.By David Reher, Reher-Morrison Racing Engines So one car might be fine with a thousand burnouts, another car might toast the clutch on the first burnout, another car might blow up the rear end while yet another might rip apart the transmission. And some parts of the drivetrain will be weaker than others. Whatever is weakest.Īll of the above comes with the caveat that every car is different and some cars will be a lot closer to their limits than others, even at stock power. This kills transmissions, rear ends, etc. During wheel hop, your wheels break and then regain traction repeatedly, which sends shocks down your drivetrain. Once you're spinning, it's easy to maintain and not very stressful. The initial surge of power that breaks the wheels loose is the biggest shock to your drivetrain. The spinning actually puts relatively little stress on your drivetrain.