Arlo1, In this extreme example we are discussing, it basically boils down to dynamic weight transfer. Unless we are talking about a vehicle with a wheel base considerably longer than a TF or with some crazy not invented/allowed yet aero systems, then under track conditions the rear tires will be able to provide sufficient traction for maximum weight transfer.
Let's make it as simple as possible with a comparable physics case. It is lacking the aero/downforce component and steering isn't a factor either:
Think about a MotoGP racer slowing down in the straights from a high velocity under maximum braking conditions. If the upper limit of braking force that can be used in this system for ideal deceleration is perfectly applied, then the rear tire will be just beyond the transition from skimming the ground to being slightly lofted in the air with the rear suspension fully unloaded. Would you argue with that?
Please don't, because that is proven by many in every race. Although it varies, some of the modern GP bikes have such a minuscule rear brake it is catoonishly funny. Most racers do not use it at all for 100% deceleration efforts (because it will lead to tire lockups and upsetting the chassis) and it only exists for more control in loading/unloading the rear suspension and trail braking techniques in other parts of the race track.
Now, applying the exact same concepts in acceleration, you will see the same thing. The modern anti-wheelie systems used in MotoGP are devised not to keep the front wheel on the ground, but just an inch or two off of it. People who have spent far more man-hours and millions of dollars to win races than you or I have spent on our toys or engineering degrees have deemed the vehicle accelerates the best this way.
Extrapolate that to our dragster argument in which we must stretch the wheel base, apply two more tires, steering, and aero. What good is the extra weight and complexity of turning the front wheels going to provide you if physics dictates that under maximum acceleration for this type of system dynamic weight transfer properties dictate the front end be essentially weightless? Adding extra downforce to the front for providing traction to the front tires is pointless if there is already enough available at the rear it will also be met with an increased drag and weight penalty.
In an ideal world with no rules I would build an EV dragster from a Top Fuel frame with the following mods:
1. Replace the the two front wheels with a single wheel fully faired in the body
2. Utilize 2 electric motors to drive the rear wheels
3. Have a combination of motor control for low speed steering and aero for effective high speed steering
4. Have automated adjustable AOA for wings front and rear to minimize drag and optimize downforce balance F/R bias to keep the front end weightless all the way to the traps
I guess time will tell what the future fastest dragster in the world will look like when people with EV dragsters start catching up to the Top Fuel technology's timeslips. It is such a shame the fastest dragsters in the world have been stifled for so long by the rules to keep it safe. Who knows how much faster and better the ICE variants would be now if they had not limited them so much. They likely would have devised new control systems, better safety gear, and higher levels of crash understandings that would have trickled down to all motorsports and humanity.
Thanks, Arlo1. This has become a fun dispute and thought project. I think we all have a good grasp on the subject, it is just going to depend on where the hairs are split with the rules defining EV drag cars and airplanes! Basically what kind of EV dragster machine is still allowed to run on a dragstrip before it is relegated to runways or salt flats. I can't wait to find out!
