Speedway Motorsports and the International Speedway Corporation own most of the tracks on the NASCAR circuit, several of which have multiple race dates per year, and they’re likely not going to give them up.

Why stop at one jump? Here’s 46 minutes of General Lee jumps.

Mind sharing pictures? Last comp I was at (Michigan 2013) I don’t recall a single team running variable intakes.

A few FSAE teams have tried it, the complexity isn’t outweighed by power gains in that application.

+1 Dino’s Bar & Grill

The host also takes what seems to be a counter-intuitive approach to figuring out maximum acceleration, not by looking at how quick cars getting to 60 mph, but rather how quick they can slow down

Burn it.

I get what you’re saying, but wrong Zak Brown.

Carlos Ghosn looks a lot like Rowan Atkinson’s mad face.

Exactly. Anyone who has written an acceleration simulation using real engine data sees the instantaneous acceleration fluctuate as RPMs climb. Then factor in road/rolling resistance and drag, and one sees how nonlinear acceleration really is.

Top Fuel dragsters actually use their exhaust as downforce, which is how they get up to 5G

Road car, sure. To my knowledge the GT3 car didn’t exist in 2014, I don’t recall any engineers mentioning one.

Heimholtz Resonance is a beautiful thing.

Now you’re going away from blown Methanol engines into something different that’s unproven under monster truck conditions.

Speed of Darkness is a Flogging Molly album. That’s the correct answer, right?

Well, I don’t know of any trucks putting out 2k hp, and even Top Alcohol and Top Fuel engines aren’t near 600ci, so I don’t know where you’ll source an engine from. But you do you, I guess.

Those are actual numbers ran by many trucks these days, gives decent power and engines last a decently long time.

540 cubic inch, 1200hp engines.

Competition cautions and mid-race points have been a part of short-course off-road for a while, yet no one complains about that.