Phoenix Top Fuel Test

The testing scheduled in Las Vegas never materialized but the Phoenix Test Session held January 28-30 went off with banner results!

Testing was conducted on Kenny Bernstein’s Budweiser King Top Fuel dragster piloted by Brandon Bernstein. NHRA’s Ray Alley was also on hand keeping tabs on the car's performance.

This is the first time the Budweiser team had used the Digital Pro Mag Controller, PN 8971, and Graphical Hand Held Programmer, PN 7570. The team was just getting familiar with the products before we arrived. We gave them a quick overview on the workings of the components. They were a little overwhelmed by what the unit is capable of, other than just changing timing but were impressed by the added features. It will only be a matter of time that they’ll appreciate them. The installation was first rate, with the Digital programmer located on the dash panel for easy access to the communication port next to the RacePak data acquisition computer.

Prior to starting the engine we made a “Dry Run” with the Digital Pro Mag Controller using our PN 8993 Top Fuel Tester. This Tester triggers the timing control unit that simulates the engine running down the track while the RacePak computer records the ignition timing curve. The RacePak then confirmed that the data transferred from the Graphical Hand Held Programmer was the correct file. Tim Richards seemed relived to see the data matched. We then ran a second “Dry Run” test that would actuate NHRA’s “Engine Rpm / Ignition Timing Control" circuit that was set at 8100 RPM. Again the RacePak displayed the timing at 4.00 seconds starting to retard at 8100 RPM at rate of 50º per second. The team was impressed by the accuracy of the targets 4.00 sec. at 8100 RPM. I think this also gave them the confidence to go to the next step starting the engine.

We also showed them the test fixture that we’ll be using to test or validate the accuracy of the products and its ability to “Print” the results or store them in a file folder. This product will be offered to teams for their own personal testing. To use the test fixture all that’s needed is a PC or laptop and an AC outlet. The Controller PN 8971 simply plugs into the test fixture so the test can be performed on or off the car. The fixture has a fixed rpm map that will run below 8,000 rpm and just before 4 seconds, it then ramps up to 9,000 rpm to purposely run into the NHRA 8400 limit. The data acquisition side of the unit will then record and display the actual timing curve programmed and show the timing results if the engine exceeds 8,400 RPM. Teams will be able to see how quick the timing ramps out and measure the actual trigger points of 4.00 seconds and 8400 rpm and store the data in a file form or print a copy.

During the “Dry run” test the team detected a flaw in the operation of the unit, they saw an issue in a “Reset” function. Normally this would have ended our test session prematurely but we had our engineers on site. Our guys quickly rewrote a few lines of code to correct the problem then we were able to proceed with the testing.


Next came warming up the engine with the Digital Pro Mag Controller, the controller can add additional data to this common routine. It can provide real time feedback via the graphical programmer. It’s capable of showing the timing offset between the two crank trigger pickups and gives the ability to “unlock” the mirror input circuit to timing the individual mags by touching the “Isolate Mag A/B” tab on the touch screen. With out this feature timing the engine will result in identical timing values on both mags. It took them a few minutes to organize themselves as to who was going to do what during this process of starting the engine for the first time, but everything turned out fine. It will just take them time to adjust this into their routine.

The real test came on the track Friday, the first two attempts resulted in tire smoke then tire shake. (10.646 at 75.28 mph, and followed with a 6.030 at 143.40 mph).

Saturday we had a full pass with the NHRA circuit set at 8100 RPM the Budweiser King netted a 4.543 at 325.92 mph. The car launched hard and towards the top end it appeared to drop cylinders. Back in the pits as the crew serviced the car the RacePak data was retrieved by crew chief Tim Richards. The data show exactly at 4.00 seconds and at 8100 RPM the timing started to retard to a total of 22º of retard and a max engine speed was 8222 RPM. After reviewing the data Tim Richards said he may have influenced the dropping of cylinders from his tune-up. Unfortunately the rain came and we were done for the day but pleased with the results.

Sunday before the first run Tim Richards elected to change the Digital Control unit with the spec. 8,400 rpm limit program. This is a race style unit just like what the teams will be running in the near future. Sunday’s first pass was a clean run resulting in a 4.519 at 330.63 mph. The data showed the engine rpm at 8,330 just below the target limit of 8,400 rpm, so the NHRA retard circuit was not activated. The second and final run at 5:45 PM was a 4.530 at 328.94 mph again not touching the NHRA limiter.

Both NHRA and the Budweiser team were happy with the results, but not as happy as we were. MSD sends a great amount of gratitude to the entire Budweiser King Team for having the confidence in MSD to test our newest products. Their time and efforts helped us, the NHRA and all of the racers in the Top Fuel categories. Thanks guys!