George Doty / Inglewood, CA
We first met Big George Doty a couple of years ago while interviewing people for the Aug. '12 article "L.A. Street Racers." His shop and cars were so over the top, we wouldn't have been able to do them justice in that article. George has owned his business Harleys and Hot Rods for more than 25 years and has been operating in the same building in Inglewood since the beginning. Driving down his street, you'd never know there was a nitro Funny Car inside, parked next to several other blown Hemi and big-block Chevy-powered street cars. We will get to them in a few months, but for your reading pleasure, we present this nitro-swilling Hemi in his Hot Wheels–sponsored Nostalgia Funny Car. The car was in the middle of getting rebuilt for next season's fun.
Lying on the floor behind the car are the 21⁄2-inch zoomies that shoot exhaust and flames out the side of the flopper's body.
With such a dense air/fuel ratio, fuel cars need a big spark to start the combustion process, and a magneto distributor is capable of generating enough power on its own to accomplish that task. Though it wasn't installed at the time, George uses a distributor from Cirello Magnetos. Class rules limit its output to 10 amps.
When looking at a car like this, your eyes immediately go to the supercharger; it's impossible to ignore the big belt-driven power-adder that makes such cool noises. But look past George's PSI supercharger, and you'll see a seemingly endless array of fuel lines and nozzles. "We're limited to a total of 32 nozzles in Nostalgia Funny Car Racing," says George. Nitro-fueled cars rely on mechanical injection systems, and George's is from Enderle. That's a Waterman Racing Components fuel pump hanging off the front of the engine. It's driven off the camshaft via the black driveshaft just below the blower belt tensioner pulley. It flows as much as 21 gallons per minute at 200 psi (that's 1,260 gph), and with the potential of running nearly 1:1 air/fuel ratios on nitromethane, this thirsty engine needs every drop that pump can muster. The fuel is pumped to the black fitting near the throttle butterflies, entering a barrel valve that opens at the same rate as the throttle to let more fuel to the distribution block on the back of the supercharger, then on to the nozzles located above and below the supercharger. The exact mixture ratio is determined by the nozzle sizes, and you can change them like jets in a carburetor.
Those heads from Brad Anderson Enterprises are practically a staple in the Nitro- and Alcohol-powered world, and the pair probably cost more than most magazine writers make in four months of laboring behind a keyboard. Why so much? Because they are CNC-machined from chunks of billet. They house titanium and Inconel valves of an unspecified size and roller-tipped Stage V rocker arms. A BAE copper head gasket seals the heads to the block.
The foundation is a cast-aluminum Hemi from Keith Black Racing Engines. It is manufactured with a raised cam tunnel and comes with billet main caps and 5⁄8-inch main studs. The cylinder head studs are a beefy 9⁄16-inch. No water runs through the engine, and the cylinder bores accept press-in sleeves, which often get changed during the routine teardown between rounds on a race weekend. In this engine, the bore size is 4.130-inch. Combine that with a billet 3.75-inch stroke Velasco crankshaft for a total displacement of 440 ci. Arias pistons and billet-aluminum connecting rods from Brooks round out the rotating assembly. A dry-sump oiling system is in place, with a Keith Black oil pump scavenging the pan and sending pressurized oil back into the block.