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ou ni itte wa, gou ni shitagae; a with it new ways of doing things and new traditional Japanese saying which technologies. It did not do as others did. CONTENTS Groughly translates as: ‘When At around the same time NASCAR R&D you enter a village you should obey the was going through the process of introducing FORD TECHNICAL CENTRE village.’ We in European-dominated parts the , something which Stockcar Engineering gets a tour of the Blue of the world would say: ‘When in Rome, also brought a new wave of oval racing Oval’s new hi-tech motorsport R&D facility do as the Romans do.’ technology with it. located in the very heart of NASCAR country , however, disobeyed the village ese two things have changed the face to an extent when it arrived in NASCAR. of stockcar racing forever. In the period since  HAAS F TEAM And when crossed the line at 2007, when Toyota first entered the Cup, Can a crack NASCAR outfit cut the mustard Homestead he achieved something no man to today, the is almost unrecognisable in Formula 1? We visited the Kannapolis base had ever done before, clinch the premier level from a R&D perspective. e new skills have of the nascent Haas F1 operation to find out NASCAR championship at the wheel of a car reached such a level that one team is even bearing the badge of a foreign brand. turning its attentions to Formula 1, while  NASCAR Sure, the Camry is a US-built car for the the domestic manufacturers like Ford are How an R&D project looking at the problem North American market, but I was taken now copying Toyota, and turning their of dirty air in the Cup led to a whole aback by how little was made of this victory. attention to the future. new aero package for the 2016 season Yes the driver had a great comeback story What the future holds is slowly becoming after serious injury at Daytona, but what of clear and there is greater change to come. STOCKCAR PRODUCTS the real milestone, NASCAR’s acceptance of ere will be new brands, new names and From wiring solutions to bellhousings; feast internationalisation and the cumulation of new rules, and it will become clear that the your eyes on our selection of the very best of Toyota’s new approach to stockcar racing? future is much sooner than anyone expects. motorsport products for stockcar engineers When it arrived in stockcar racing (the village), initially in the truck series then SAM COLLINS P  S C, M  B  D O later in Cup, the Japanese marque brought Editor

In the period since 2007, when Toyota first entered the Cup, to today, the sport is almost unrecognisable from a research and development perspective

STOCKCAR ENGINEERING -  – www.racecar-engineering.com 3 SPRINT CUP - FORD TECH CENTRE

The Blue Oval oce Stockcar paid a visit to Ford’s new technical centre to see how it’s taking the fight to its NASCAR rivals with F1 spec technology By SAM COLLINS

4 STOCKCAR ENGINEERING - - www.racecar-engineering.com ‘Part of this sport is technology and that will have to come to NASCAR’

ord has not had a great 2015 2015 season. ough in reality the changes actual race teams themselves. We don’t just NASCAR Sprint Cup season. have long been in process, with the headline of go racing, we race to perform. We are going to While its old enemy Ford Racing morphing into go out on the track and perform and test new celebrated its 750th victory and the and absorbing various other operations at the technologies and innovations and bring that The Blue manufacturers’ championship, the same time. ‘ e big shift within our company is into the rest of the product line in the company.’ FBlue Oval languished in third and last place, not just the name change but functionally how At the heart of this new hi-tech engineering with half the wins of either of its rivals. we operate,’ Pericak says. ‘We were supporting lead approaching to racing, especially NASCAR, Indeed, Ford’s last manufacturers’ our race team’s 100 per cent, nearly, out of the is a new facility in Concord, NC. While not much championship win was way back in 2002; its marketing group in the company and now that to look at externally, the Ford Performance Oval oce last drivers’ title two years later. In general, the has shifted to our product development team. Technical Center has been designed with the statistics are not great reading for the executives Our product development team has much more present and future of stockcar racing as its in Dearborn. ‘Overall we’ve struggled across all resources available, whether it is aerodynamics primary purpose. e 33,000sq.ft facility of our teams this year. We’re going to be making or engine, or no matter what it is. Realigning is equipped with a range of tools including necessary changes to strengthen everybody’s everything under product development within a K&C rig, which is in almost constant use performance,’ Dave Pericak, global director of Ford actually adds to a much larger team than by Ford teams which do not have their own Ford Performance, told the media late in the what we had before in order to support the facility. A torsional test rig is also installed as

STOCKCAR ENGINEERING - - www.racecar-engineering.com 5 SPRINT CUP - FORD TECH CENTRE

One of the most useful pieces of kit at the new facility is this Ansible Motion simulator. It’s fitted with a NASCAR buck but there are also plans for GT and road car bucks to be developed

well as a centre of gravity rig and Co-ordinate from chassis. ose parts of the company will in racing that can apply directly back to their measurement equipment, though there is space benefit from this as will the individuals. Really work in production. at back and forth has for much more equipment to be installed as we look for people with four to five years of been really beneficial already. In mainstream new technologies emerge. experience in the company in that department automobiles there is a lot of pressure and As well as giving Ford’s teams and and we evaluate them to see if they would pace still, but it’s usually a three to five year in-house engineers a place to conduct R&D work benefit from working on motorsport for a programme, everything is quite long term. In in private, one of the other purposes of the new period of three years, after which we send them motorsport the cycle time is so much quicker.’ centre is to bring the production car engineers back to production with all those new skills.’ At the heart of the centre is a tool that is closer to the racing organisation. relatively new to NASCAR and requires people ‘We have made progress already in terms Skills transfer with new skills. Indeed, the skills to create and of not just going racing for the marketing e first group of engineers in the programme install such a technology are not even available department and giving teams money,’ have been working in the racing organisation for in the USA, instead they come directly from explains Mark Rushbrook, Ford’s motorsport about two years now, most of them in NASCAR, the world of Formula 1. Ansible Motion, a engineering manager. ‘We are able to bring but one is embedded in the new Ford GT Le company based just down the road from the more to it than our tools and technologies, Mans project. ‘It’s been great as they come old Lotus Formula 1 R&D centre in Hethel, though they play a key part. We have got new with lots of knowledge and experience of the England, was contracted to design and install people into this, too. We have a thing called the mainstream and then we put them in to this a highly accurate and innovative simulator in motorsports technology exchange programme. world and give them pretty key assignments the new facility in Concord. Now, according to at means that we identify the areas where and they see and understand what’s going on,’ Rushbrook, it is beginning to prove its worth. we think there may be a good opportunity Rushbrook says. ‘Often they are aware of tools ‘We installed it about two years ago, at that for exchange, so right now we have got two used at the OEM level that have not been in point we were totally focussed on NASCAR from the engine department, one from engine motorsport before but can be very powerful. On and had not planned ahead enough to take calibration, one from vehicle dynamics and one the other hand sometimes they see something on board what we would be doing with other

6 STOCKCAR ENGINEERING -  - www.racecar-engineering.com One of the purposes of the new centre is to bring the production car engineers closer to the racing organisation

Above left: The reception at the Ford Performance Technical Center celebrates the Blue Oval’s rich motorsport heritage. Modern cars and Roush Yates NASCAR powerplants are also on display Above: There is a variety of test rigs at the centre including a K&C, which is in almost constant use by Ford’s NASCAR race teams. There’s also a Torsional test rig and a centre of gravity rig Left: It took Ford engineers a little time to get the calibration right on the simulator but now it’s working well. It is not the only simulator in NASCAR but it is believed to be the most advanced

things like the sportscar project and road cars more and more,’ Rushbrook says. ‘It took us in the real environment, but you want the or really how valuable a tool it would become,’ time to get the calibration right so we worked driver to believe that he is.’ he says. ‘Part of the vision of the simulator and with our own engineers and some of the top Ford was not the first organisation in the tech centre in general is that we do want drivers until we felt confident that it was a NASCAR country to install a simulator, indeed to share technologies between racing and road reliable tool. e first application for it was a there are more and more appearing every cars so eventually we will use this simulator, or road course, and we did that for the drivers as month, though to date none are commercially a close sister to it, for road cars too. Using the a lot of them are not so used to turning right available and Ford’s is thought to be the most NASCAR body buck, as it is on the simulator as well as left. Some of them are good at it, but technologically advanced. Perhaps the reason at the moment, some of the road car engineers it can’t hurt to refresh their skills. We did that for the relatively slow uptake of simulators as a have already been on it; but we are now building and we ran them at Sonoma and Watkins Glen. key engineering tool in comparison to European a Ford GT Le Mans buck for it too. On top e teams then started to use it a bit for set-up motorsport is not only the lack of local skills, of that we will have a generic road car buck too, and in general the feedback was good. but also the effort involved in getting one to be which we can configure to suit the type of car One thing that has stuck with me was Marcos as accurate as possible. being worked on. Having those bucks means Ambrose, who has since gone back to Australia, we need quick disconnects and the original he was one of the best road course drivers we Back to reality installation did not have that, so the Ansible had and he was driving lap after lap, and it ‘We started by working through the different Motion team have now come in and installed gets hot on these things so he felt that he teams, getting the engineers and drivers in after a quick-change system.’ needed to cool himself down so instinctively he each race and them through all the Indeed, as Stockcar Engineering toured the put his hand out of the window to channel the programmes they did at the track, replicating facility English-accented engineers from Norfolk air on to himself, as you would do on the real all the set-up changes, and finding out how they augmented the Ford staff running a simulator car. He had forgotten he was driving on a felt. In some cases we were spot on but in others session for a top team. ‘Simulation is a new simulator, we knew then we had got it about we were not, so we used that information to thing out here but the sport is migrating to it right. at is the trick with this – you are not tune it. Now the teams come into the simulator

STOCKCAR ENGINEERING -  - www.racecar-engineering.com 7 SPRINT CUP - FORD TECH CENTRE

‘Marcus Ambrose had forgotten he was driving on a simulator. We knew then that we had got it about right’

before the races to run through a programme that the modern version has a great deal more facilities are the reason that European haulers and try different things so that they don’t have computational horsepower, and indeed works are adorned with giant radio masts at circuits, to waste time at the track. ey still come back much, much faster. something yet to be seen in NASCAR, but afterwards and compare again. I’m not saying Typically, in Formula 1 the engineers will something which is inevitably coming. It is it’s perfect, it’s not, but it is now an extremely be studying every intimate detail of the car’s also presents its own challenges; for instance, useful tool,’ Rushbrook says. operation when running on track during a free it will really be difficult at Las Vegas due to the In a room near the simulator there is a practice session. en, as the car returns to proximity of Nellis Air Force Base! another facility which might be familiar to the garage, a driver will be sat in the simulator ‘We call it the command centre,’ Rushbook anyone who has ever toured a top Formula 1 trying out set-up changes ahead of the next says. ‘It is still a longer term vision. During the team, or worked on a space programme: mission session. In some of the longer 90-minute WEC and IMSA races we will be getting the data control. McLaren popularised such departments sessions the simulator drivers will have streams up on the screens and the engineers in Formula 1 many years ago and now they evaluated two or three different options in the here can work with the guys at the track in real are common place in both F1 and the World time the real car would take to evaluate just time. In the medium term we expect to start Endurance Championship. one. It turns practice sessions from time where doing the same thing with NASCAR as more Just like with the Apollo programme data is you find a broad car set-up into time where and more data becomes available from those streamed back to the control areas so engineers you fine tune the tiniest details, because the cars. We genuinely believe that will happen, part can study and interact as required; it’s just big decisions have already been taken. ese of this sport is technology and that will have to come to NASCAR. I think sooner rather than later, it’s just a matter of what magnitude. We Ford’s focus have done it already with the available data, but what’s planned is much more.’ The right stu To get the best and most repeatable data a new breed of driver has started to emerge in European motor racing. e likes of Anthony Davidson (with Mercedes Grand Prix) and Pedro De La Rosa (), have found long careers as pure simulator drivers, because of their ability to drive like another driver at will. Technical feedback is also key, with some F1 teams finding drivers with ‘the right stuff’ in very low level racing classes, such as UK Formula Vee. at example, of course, is not an accident. One top team sourced one of its simulator drivers directly from this series for his skills behind the wheel and his engineering qualifications. at driver reputedly gives better technical feedback than either of the race drivers, he is also faster on the simulator. ‘We have not progressed to the level of dedicated simulator test drivers yet though we Ford will revise its Generation 6 Sprint Cup car the stickers, there are some competitive reasons do have a guy who comes in to set things up and ahead of the next year in the same for that,’ Rushbrook says. ‘Because we changed calibrate it,’ Rushbrook says. ‘We tend to just way that Toyota did ahead of the 2015 season. the shape of the street car NASCAR allows us to bring in the real drivers, but we do see the test While not yet officially announced, figures close change the shape of the racecar, but we are very pilot thing beginning to happen. During some to the manufacturer have spoken openly about the happy with the car shape we have at the moment. race weekends we do plan to have a driver new shape being introduced in an effort to improve At this point Xfinity still uses the Car of Tomorrow and team here supporting what’s going on at overall car performance. but there have been ongoing discussions about the track. We will certainly be doing that Meanwhile, in the second tier Xfinity series the series migrating to the Gen 6 car used in Cup. with the GT project, too.’ the old shape Mustang (above) will continue We decided that until NASCAR commits to using It seems that while the Ford Technical (though adorned with new stickers), despite Ford the new car and new greenhouse shape we don’t Center is generally a quiet place right now, it will introducing a new shape Mustang at the start of want to commit to doing a new car with all that it become a key part of the Blue Oval’s recovery in 2015. ‘On the street car we changed shape, but we involves. We are sitting and waiting on that at the NASCAR. And by having its new base in North did not change the shape of the Xfinity car, just moment’. e wait continues … Carolina open and operational already, Ford may have stolen a march on its rivals. SE

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8029 South 200th Street www.rottlermfg.com Kent, WA 98032 USA www.youtube.com/rottlermfg +1 253 872 7050 www.facebook.com/rottlermfg [email protected] THE CUTTING EDGE 1-800-452-0534 TECHNOLOGY TRANSFER - HAAS F1 From Kannapolis to Monaco Can a race team born in the heart of NASCAR country take on and beat the hi-tech, big budget operations of Formula 1? In 2016 intends to find out By SAM COLLINS

Haas has always done things a little differently. He has rarely followed a path just because it is the one well trodden

10 STOCKCAR ENGINEERING - 2015 - www.racecar-engineering.com tep into a Formula 1 garage and is because of the way the new Formula 1 exactly this way, looking at his competition it’s like visiting another planet. operation is being structured. and working out what not to do, and as a Here is a secretive world of Haas has teamed up with Italian engineer result created a range of lower cost, easy laptops, composites and endless Gunther Steiner, best known in the USA for to use designs. The new team will bring From Kannapolis development and optimisation; his Fibreworks composites company based in this ethos to grand prix racing, too, and it Sindeed it’s not going too far to say that these Mooresville, NC, but in the past a technical has already surprised many in Europe, let days some of the F1 teams can make the director at in Formula 1. alone those in the USA. Apollo programme look distinctly low-tech. ‘When we first started discussing this project Steiner, Haas and Joe Custer (who was And it all seems a very, very long way away four or five years ago I told Gene that you then VP of Stewart-Haas) identified a growing to Monaco from a NASCAR Sprint Cup garage. cannot do everything from scratch,’ Steiner loophole in the Formula 1 regulations which But this has not deterred from reveals. ‘At the time the new teams were seemed deliberately placed to ease the putting together an all new team to tackle racing and all struggling and I told Gene passage of new teams and to cut the costs motor racing’s premier category. And this is “they will never catch up”. F1 is such a high for existing small teams. no tilting at windmills quest for glory against technological level it was always going to be ‘We are not starting from nothing, our the odds, either, there’s serious business impossible for them. Just to get where the mechanical parts will come from Ferrari, our behind this venture; Haas seeing grand prix others are will cost you billions and takes approach is completely different to everyone racing as a great way to promote sales of five to 10 years, not one or two. An OEM else,’ Steiner says. This is because F1 teams the Haas CNC machine tool range around maybe could do it but if an OEM came in they had had to be full constructors and this meant the world, in markets where NASCAR simply would buy a team and not start from scratch, that they had to use a bespoke chassis, front has no penetration. perhaps Porsche is the exception with its WEC impact structure, suspension, suspension To house his new ‘Haas F1 Team’ operation programme, but even they would struggle as geometry, radiators, bodywork, steering Haas has constructed a large purpose-built it’s such a big step from LMP1 to F1. I don’t system, brakes, floor and fuel tank. But a very facility next door to his existing Stewart-Haas think Audi could do it because it’s not all in- quiet change to the F1 sporting regulations at building in Kannapolis, NC. But despite the house, they use a lot of contractors.’ the start of the 2014 season changed what it size of the building many people propping It was clear that if Haas was to avoid meant to be a Formula 1 constructor. up the bars in Duckworths, Iron Thunder, repeating the errors made by the last attempt The 2014 definition allowed teams to and Twin Peaks, have loudly wondered who to get into Formula 1, USF1, buy everything but the chassis, front impact will be working there. ‘How can I get a job he would have to do things a little differently, structure, suspension, suspension geometry, there man?’ one engineer asked Racecar but then he has always done things at little brake ducts and bodywork. In 2015 the rule Engineering staffers recently. And the fact of differently. Haas has rarely followed a path changed again to remove the requirement the matter is that right now very few people just because it is the one most trodden. He for teams to design their own suspension, are working inside the new F1 facility. This built up his eponymous machine tool business suspension geometry and brake ducts.

STOCKCAR ENGINEERING - 2015 - www.racecar-engineering.com 11 TECHNOLOGY TRANSFER - HAAS F

The Haas factory is in the very heart of NASCAR country in North Carolina, next door to the Stewart-Haas Sprint Cup operation. It is also located very close to the and the Haas-owned Windshear wind tunnel

Haas has succeeded in business by doing things his own way – now he’s hoping that approach will pay dividends in Formula 1

Gene Haas has already tasted much success As befits an F1 race team owned by a successful businessman, the Kannapolis on the with the crack NASCAR premises are plush and the facade is imposing. Haas will also have an in-season operation that he co-owns with European race team base at the old Marussia factory at Banbury in the UK

Haas is so far the only team which plans designing and constructing a modern grand prix blended our people with ’s because you to fully exploit these stealthy rule changes via car, and at least for now reducing the number cannot do everything from scratch, it takes a partnership with Ferrari, which will see the of staff required in Kannapolis significantly. time to build things up, to do it from scratch Italian company supply the newcomers with not Steiner continues: ‘We are focussed on the you would have to put in IT infrastructure, HR, only power unit and gearbox, but much more. wetted surfaces, cooling system and the chassis, hire the right staff, but Dallara already has all and that is what we are completing the design of of that,’ Steiner says. ‘I have known Dallara Prancing Haas now. We were in the wind tunnel in December for years and I know the strong points of the ‘We have the front suspension, rear suspension, 2014, so we have done a lot already.’ company as well as the weak points. Dallara’s hydraulics, steering, electronics all from Ferrari,’ e design and construction of the chassis engineers have not been exposed to proper F1 Steiner says. ‘Radiators we have to do as that is would become a joint project between the for some time and they accept that. So we use classified as bodywork apparently. We are using Haas engineers and the staff of Dallara in . their infrastructure, engineers and designers these things to focus on the overall car design; ‘Dallara was a good choice for us because we as well as putting our own highly experienced why make an effort to do our own damper or massively reduced the ramp up time, they people in there like Rob Taylor [who worked something when we can just get them from were already 80 per cent there,’ Steiner says. with Steiner at Red Bull in 2006]. Rob is the Ferrari? ey are second in the championship ‘ey have very good people there like Andrea best lead designer you could ask for, he is calm, and have won races, so we know that they are Vecchi who are not only engineers but very very intelligent and listens to everyone. He is fine. We will have everything the same as Ferrari good project managers.’ sitting at Dallara directing the guys there and in 2016.’ All this means that the Haas team will But to say the 2016 Haas is a Dallara would managing the car design.’ focus its design efforts entirely on the bodywork not be correct, this project is very definitely But the plan is clearly to gradually migrate and chassis, hugely streamlining the process of being run by the Haas engineers. ‘We have work from Europe back to Kannapolis and this

12 STOCKCAR ENGINEERING -  - www.racecar-engineering.com Haas is so far the only team which plans to fully exploit these stealthy rule changes

Pristine race bays are awaiting the first 2016 Haas Formula 1 chassis, Haas made a fortune in CNC so it’s no surprise there’s which will have a heavy Italian influence, with Dallara design input and a well-equipped machine shop. A big 5-axis machine plenty of premium components supplied by the Ferrari F1 operation specially designed for the team has been installed

While there is plenty of meeting space at the Kannapolis headquarters There are eight people currently working in the Kannapolis Haas F1 has invested heavily in state of the art video conferencing kit machine shop, mostly on parts for the Formula 1 wind so that it is able to keep in touch with its team in the tunnel model. Stewart-Haas shop next door is also used is clear to see walking around the new factory. It new F1 team is set up another composites shop think we have seven or eight people in the has been deliberately designed with redundancy from scratch. Dallara are very good at things machine shop at the moment and three more so that as the team expands its US staffing level like wings and deflection because they have to coming and at the moment they are primarily and manufacturing capacity it already has the do it on other projects all of the time. ey own working on parts for the wind tunnel model,’ space waiting. is includes a space for a full a composite manufacturer so they can produce Steiner says. ‘I think about 50 per cent of the composites facility including mountings for the what we need and they are very good at that. parts on the model are made here, all the metal autoclaves and a clean room. So we will have most of the composites done in components, while all the SLA [3D printing] Europe and focus on the bits we are good at, like parts are done at Dallara. Next year we will European expertise machining and fabrication.’ make 100 per cent of the scale model parts here, However, for at least 2016 and probably 2017 Indeed, for Haas the machining and but right now Dallara has eight SLA machines the composites work will be done in Europe. fabrication is an obvious point of focus, when and we are waiting to install our first. We are ‘We are prepared to do all the composites in Racecar visited the facility a large new 5-axis making the pit equipment here and filling a house, but it’s difficult and you have to only take machine was being installed, a prototype shipping container with it all. We make all on what you can manage at first,’ Steiner says. specifically designed for the team. In another that kind of stuff here, USA is the home of ‘We already have the rooms set aside and laid area a large machine shop kitted out with the fabrication. Making this stuff in the USA is out and we could put the machines in but you latest Haas CNC equipment (including some much cheaper than in Europe. It takes about still need the people. It’s very difficult to find bespoke tools created by Haas just for F1) is two days to ship the parts from here to Dallara good composites people in the USA, it took me already working on car parts and pit equipment. so we know that something that if you were years to build up my company Fibreworks, and It is complemented by the equally well-equipped doing in Europe would take four days, we would the last thing I want to do when setting up a machine shop next door at Stewart-Haas. ‘I take five instead as it takes two days rather than

STOCKCAR ENGINEERING -  - www.racecar-engineering.com 13 TECHNOLOGY TRANSFER - HAAS F

Haas has played the regulations very cleverly and will have the Ferrari engine and many other choice Scuderia components at its disposal next season

one to ship. But we know that and factor that here from good universities, we think actually others. e collapse of the Marussia team in into the production schedules.’ it’s better to have them here so we keep them late 2014 came just at the right time for Haas In the plush design offices on the first out of the mainstream of CFD in F1, and we are F1, which was not only looking for a cluster but floor of the new factory much of the space is doing some very interesting and different things a European base of operations for the racing unoccupied, but will rapidly fill as the team in that area. I expect we will reach the maximum team, and the near demise of the then Russian- grows. But one key group of engineers is allowed next season, we are doing some heavy branded operation gave Haas both of those already working long hours on the 2016 car ‘We stuff already. At the moment we can do what things. He acquired the former Marussia HQ in have about 10 people in the CFD group at the we like, the usage restrictions do not apply until Banbury and some of the equipment within. moment, by next year that will be about 20, next year so we are doing a lot of stuff.’ ‘e designers and the wind tunnel right now the main engineering work we are programme are in Italy and the race team will doing here in Kannapolis is the CFD. I think we NASCAR crossover be in England,’ Steiner explains. ‘We have the have about four Phds in the CFD group at the Here the links with the NASCAR team start CFD engineers here in the USA but the cluster is moment,’ Steiner says. to become apparent, for while the engineers at Banbury. Marussia had quite a good cluster, e group of CFD engineers is disarmingly do not work on both, an experienced engineer quite new as they had to replace it about nine young, many of them relatively recent from Stewart Haas is playing a key role. ‘at months before the team collapsed. It was very graduates, but this is something Steiner sees as CFD group is run by Matt Borland, who was difficult to take out the cluster and re-install it an advantage. ‘We do have a lot of young guys the technical director at the Stewart Haas somewhere so we decided to leave it where it in the team, but for CFD especially there are no NASCAR team for a long time,’ Steiner says. was. We have since put in MPLS lines between old guys who know the cutting edge technology. ‘He is responsible for managing the knowledge the sites. While it costs quite a bit it means we ese are scientists really and therefore it’s a transfer between the two. Technical approaches have very fast data transfer. We’ve also invested good thing to have the CFD here, they don’t and methodologies, things like that.’ quite a lot in video conferencing between the need the big F1 experience they just need to be e CFD cluster used by Haas F1 is not facilities, it’s much better to see people than just clever people that know how to use computers located in the USA and this highlights how talk on the phone. Especially when it’s new and and understand physics. We have bright people misfortune for some can be good fortune for you need to get to know the people.’ ‘We do have a lot of young guys in the team, but for CFD especially there are no old guys who know the cutting edge technology’

14 STOCKCAR ENGINEERING -  - www.racecar-engineering.com

TECHNOLOGY TRANSFER - HAAS F ‘We do not want to buy our way to success, we have a fair budget, but we are trying to do things the most ecient way’

Experienced F1 man Gunther Steiner, The show car is actually a 2013 Marussia bought at the auction at which Haas also pictured left in discussion with the acquired its UK team base. The Formula 1 project will be a shop window for the Haas team’s owner Gene Haas, is the technical CNC business; with the aim of taking the Haas name to new markets across the globe director at the Haas Formula 1 operation

e aerodynamic programme was expected three years.’ One major factor in choosing to use racing, right in line with the philosophy of Gene by many to utilise the nearby Windshear full the facility at Ferrari was that Agathangelou had Haas: ‘Our approach is different but could be scale wind tunnel which has over the years been recently overseen its modernisation. A few of copied and that could be good for F1,’ Steiner used by a number of Formula 1 teams, and in the Italian-based Haas staff are based at Ferrari, says. ‘We don’t want to buy our way to success, which Haas has a significant interest. But the but the bulk of them are to be found at Dallara. we have a fair budget but we are trying to do use of full scale wind tunnels in Formula 1 has things the most efficient way, not cheap, not been banned for some time now and today only Tip of the iceberg low budget but efficient. Sometimes that means a 60 per cent scale model can be used. It is clear that there is still a lot of growing for doing things outside of the box. Gene Haas has Haas F1 to do, and for many it seems that little based his whole business on being efficient. Tunnel vision is happening at the team, but this is perhaps It’s not just throw money at it and if it does Steiner and his newly appointed chief because its operations are still rather spread not work then we are bankrupt in three years, aerodynamicist, Ben Agathangelou, had to out. ‘ ere is a lot more happening here than as some others have done before, it is about find a suitable facility. One early idea was to people realise,’ Steiner says. ‘At first you don’t spending the money wisely.’ adapt Windshear in order to accept 60 per get any credibility, but now people are realising With Ferrari supplying much of the 2016 cent models, but converting the huge working that this is serious. We have about 50 per cent Haas car it perhaps could be expected that it section designed primarily for stockcar racing of the mechanics employed already and we are could be rather more competitive than the to something that would meet the demands of interviewing more at the moment. If we had to cars of other new teams in recent years, but F1 would be difficult, Steiner says. ‘Adapting it, race in two months’ time we could do, though Steiner makes it clear just what the team’s own we knew you could do it, you could put a sting if we did have to do that we would not be as performance expectations are. ‘I don’t want to in like a normal tunnel, but it would be very prepared as we should be.’ Yet while the team make big claims because we will be judged on big or change the scales under the belt; it was does not have to comply with the F1 testing the race track, not before. In the first year we are all doable, but would have to still be adaptable ban until 1 January 2016, it has nothing to not out there to beat Ferrari or Mercedes, that’s to NASCAR as that is the main business there. test on track. It will have to wait until Ferrari not our target. at switching was one of the concerns, it finishes the design of its 2016 car before it can ‘But it’s important to say we do not want to was possible but at what price, and what risk? finalise its own design. be last,’ Steiner adds. ‘I’m not going racing just We felt it was just easier to do a 60 per cent ‘Right now the car is virtual, its design is not to be there, just to be in Formula 1, and nor model and go somewhere designed for model complete, but we have seven months [at time of is Gene. Our aim is not just to participate, for testing. We are developing a racing car, not writing, now four] before we have to run. e us our aim is to get points, to be competitive. a wind tunnel, so we decided not to adapt proof of all of this will be seen on March 1 in To win is difficult and will take time but to get Windshear for the time being. Maybe in a few Barcelona. ough we may do a shakedown in points, that is what we must do.’ years we will look at it again.’ Italy at Fiorano, or Vairano, first, but it depends e Haas F1 car is scheduled to make its So the hunt was on for a suitable tunnel, and on the production schedule,’ Steiner says. track debut on 1 March 2016 at the Barcelona that meant looking beyond the USA. ‘We could Some may believe that the new definition circuit in Spain. It is also expected the team will have rented Dallara’s tunnel but it is only 50 of a F1 constructor being used by Haas is some stage a formal launch in Europe ahead of that per cent and we wanted to test at 60 per cent. way down the slope towards full customer cars, date. For the rest of the season those in the Ferrari had capacity so we decided to use it. We but Steiner argues that it is still a major piece of industry on both sides of the Atlantic are sure to plan to continue like this for the next two or engineering and it is an efficient way of going be looking on with interest. SE

16 STOCKCAR ENGINEERING -  - www.racecar-engineering.com Untitled-110 1 22/09/2015 11:01 TECHNOLOGY - NASCAR AERODYNAMICS

Air conditioned In 2016 the Sprint Cup will race with a new low downforce aero set-up. In September we talked to NASCAR R&D about how the package came to be By ERIC JACUZZI

18 STOCKCAR ENGINEERING -  - www.racecar-engineering.com Sprint Cup cars are at their limit through the four corners, while an IndyCar can run very near to flat out around

Low drag package at Kentucky

erodynamics have pushed the car lap a track as quickly as possible, for while the racing. In an era when the show is always a capabilities of modern racecars many enjoy qualifying, the main event has talking point, it is very easy to see why this has vastly beyond what might have always been multiple cars on track. Yet while become such a hot topic, particularly in the fan- conditioned ever been imagined before the the track surface itself is the same for every car, friendly environment of the NASCAR Sprint science was understood and the air those cars move through is constantly Cup [the writer works as an aerodynamics/ Aharnessed to the very high level it is today. influenced by the passage of the high vehicle performance engineer at NASCAR]. Of course, whether that’s a good thing for the objects going through it. A car behind needs to actual racing – for our sport as a spectacle – is run in the wash of the car in front, and while Clean air another matter entirely. that can be beneficial on a straight, it is not A leading car has everything going for it. It’s For most major motorsport series the world always easy through a corner, and this can probably the fastest car on the track. e over, fans do not pay to simply see a single have a detrimental impact on the quality of driver has no traffic to contend with (except

STOCKCAR ENGINEERING -  - www.racecar-engineering.com 19 TECHNOLOGY - NASCAR AERODYNAMICS

for lapped cars) and he or she can focus on air behind the lead car is both a blessing and a high banked corners with no downforce. driving perfect corners. Aerodynamically, the curse. On a straight, the entrained air means less ere is a saying beloved by many air passing over and under the car has the energy for the car to push through, resulting in motorsport fans and drivers that goes maximum energy possible to be converted into drafting. But the curse occurs when that same something like this: ‘if there isn’t any downforce downforce, as well as sideforce in oval racing. reduced energy is needed to produce cornering to begin with, there won’t be any to lose in Depending on the vehicle shape and downforce forces. e result of this depends on how much traffi c’. It’s easy to accept that if we evacuated generating mechanisms, air is moved opposite aero performance is needed to get through all of the air at a race track, and somehow could to the direction of force. Generating downforce the corner. For a corner that is at the limits of still make the engines work, there would be results in a wake that moves upward, while in adhesion, any loss of aero performance will result zero aerodynamics to contend with (and no NASCAR there is also a movement of air to the in reduced lateral cornering capability and a time drafting), and racing would be determined right of the tail of the car due to the sideforce loss compared to the leading car. If the corner purely by mechanical grip and the driver. generation. Plots of both the Computational does not require maximum downforce for the car Since we can never achieve this, we have to (CFD) calculated wake and the to navigate it at maximum speed, there will be accept the fact that aerodynamics will play a wake measured via Kiel probe rake are shown in little to no implications on the car’s performance role in the car’s performance no matter what. Figure 1. In addition to the upward movement due to the ‘dirty’ air it is experiencing. An So, if we move the total downforce up and of air, there is entrainment of air – air that is example of this is any car going down a straight, down, what is the eff ect? pulled along with the car due to the movement or highly banked ovals such as NASCAR’s In total magnitude, a reduced level of total of the car through the air. Daytona and Talladega tracks, where the car downforce will fl uctuate less in traffi c. However, For the trailing car this moving column of is easily able to navigate the large radii and the percentage change is nearly the same. Sideforce fl uctuations buck this trend, and change on a similar magnitude due to the fact that the body shape is responsible for the vast majority of sideforce generation. In NASCAR, lap simulation of vehicles in traffi c yields a similar time loss between a low downforce package, and the 2015 intermediate rules package. e major drawback of low downforce is the resultant low drag of the vehicle. With drag being extremely low to begin with, the draft is nearly non- existent. us, there is no real advantage to be gained while behind another vehicle and only losses will be encountered. Kentucky low drag e characteristics of tracks on the NASCAR calendar vary wildly, from the 0.5-mile paperclip shaped , to highly banked 1.5-mile ovals like Charlotte and Texas, to unique long and low banked tracks like the 2.5-mile Pocono and Indianapolis. While these tracks are very diff erent in their demands, there has historically only been two rules packages: the superspeedway package for Talladega and Daytona, and then one for everywhere else, for reasons of simplicity and costs. is leads to some tracks being more suitable to the car performance parameters, rather than varying the car to specifi c tracks. At , an extremely rough 1.5-mile oval that has not always generated the best racing, NASCAR made the decision to reduce downforce by approximately 1000lbf (lb-force). At 200mph, a Kentucky car made approximate 1700lbf of downforce with around 850lbf of drag. is was achieved by reducing the splitter overhang by 1.75in from the front of the car, and reducing the radiator pan size Figure 1: This shows CFD-predicted NASCAR Sprint Cup car wake versus aerodynamic to 25in in width. e radiator pan forms the rake measurement at the wind tunnel. Note the boundary layer development which is diff user surface for the splitter, for those not due to cessation of boundary layer suction and blowing towards the rear of the racecar familiar. Rear spoiler size was reduced to 3.5in.

20 STOCKCAR ENGINEERING -  - www.racecar-engineering.com The moving column of air behind the lead car is both a blessing and a curse

e tyre compound was not altered to Michigan – CFD studies were initiated to the polycarbonate spoiler extension with a provide more grip, and practice lap times determine how much drag could be added to composite band. e total drag ended up in the were in the order of 1.2 seconds slower than the car and how eff ective it could be expected order of 720 drag horsepower, substantially the lap times from tyre testing earlier in the to perform. Figure 3 shows the drag diff erence reducing the top speed of the car. year. e cars proved diffi cult to drive on the between a trail and lead car. Currently, at Controlling the downforce was the next bumpy surface, leading to a record number of three car lengths back, there is a 50-60 challenge. Lowering the tail of the car with caution fl ags and a noted increase in overtaking drag horsepower advantage for the trail car. NASCAR’s existing superspeedway tail throughout the fi eld. However, as the car approaches the leader, this extension not only helped make a larger wake, is race was much re-viewed by drivers advantage is gradually reduced and by one car but also cut the downforce potential of the large and fans alike. Yet a wind tunnel impound length it actually inverts and the trailing car has spoiler by over 1000lbf. is resulted in around test of three cars after the race showed that more drag than the leader. 2500lbf of total downforce at 200mph. e race performance was not directly linked to Since the goal was to add as much drag as package is shown in the picture (next page) on aerodynamic performance at this event. ere possible to the cars and make the largest wake ’s No.2 Penske at was a complicating factor: a major reduction in for drafting, a 9in spoiler with a 1in wicker were Aerodyn Wind Tunnel, where we tested the Indy practice time due to rain may have helped with used. e wicker is mounted perpendicular package on the three racecars impounded from the excitement, as many teams struggled with to the spoiler, and is an incredibly ineffi cient Kentucky, to verify performance estimates. set-up early on in the race. device, adding on the order of a pound of An interesting characteristic of this package drag for a pound of downforce. e wicker is that by extending the tail to counteract Indy aero also provided an opportunity to reinforce the large spoiler, downforce was ere are two main ‘crown jewel’ races in NASCAR: the Daytona 500 and the Brickyard 400 at Indianapolis. Yet while NASCAR has now been racing at Indianapolis for 21 years, it has struggled at times with the realities of the track, especially in comparison to IndyCar and its iconic . Why is this? Let’s take a look at what makes a lap at Indianapolis. e track is 2.5 miles in total length, with four identical turns, banked at 9 degrees, 12 minutes, with two long straights at 5/8 of a mile, and two short chutes of 1/8 mile between Turns 1-2 and 3-4. In 2014, this meant a 200mph-plus entry at the end of the straights, followed by heavy braking, and cornering at around 175mph. e track is approximately 50ft wide, so there is only a single racing line for Sprint Cup cars through the corners. e only way to successfully execute Figure 2: A lap of Indianapolis Motor Speedway in the 2014 NASCAR Sprint Cup aerodynamic a pass is on the long straights, with the passing confi guration – the blue trace shows that the racecar is on the limit in each of the four turns car getting back into position to take the optimum line through the corners. Sprint Cup cars are at their limit through the four corners, as evidenced by the blue throttle trace in Figure 2. While an IndyCar can run close to fl at out around Indianapolis, every ounce of mechanical and aerodynamic grip is required to run as fast as possible for a NASCAR Sprint Cup car. Even if the leader is only the slightest fraction of a per cent better, over the course of 400 miles this translates into a considerable gap. e only recourse is to off er some sort of advantage to the trailing car. Without gimmicks like increasing engine power or reducing aero drag, drafting is the only way to achieve this goal. But how strong does the draft need to be to counteract cornering losses? High drag package After the decision was made to attempt to Figure 3: This shows the drag deltas for both a leading and a trailing NASCAR Sprint Cup improve the racing at Indianapolis – and at car using the current 2015 aerodynamic package and the Indianapolis high drag package

STOCKCAR ENGINEERING -  - www.racecar-engineering.com 21 TECHNOLOGY - NASCAR AERODYNAMICS

redistributed from under the car to the outer body. is was predicted in CFD and verifi ed with undercar pressure taps to compare the low downforce Kentucky package to the same car fi tted with the Indianapolis high drag package, as plotted in Figure 4. is raised an interesting in-race learning experience on whether more downforce on the body is better than relying on the underbody. Penske No.2 Sprint Cup Ford sporting the high drag package in the Aerodyn wind tunnel e general industry consensus is undercar – three cars impounded by NASCAR R&D after the Kentucky race were tested here aerodynamics are better in traffi c, but this has been contradicted by CFD and wake measurements which indicate a NASCAR Sprint Cup car leaves a large wake on the ground behind the car. Coupled with the fact that the sedan body generates positive lift, any time it is in the wake of the car in front the greenhouse actually gains downforce. is is refl ected in the CFD results that show the high drag package actually has less total downforce variation on the trailing car than the current rules package. Wake variation between the two packages is shown in Figure 5. Moving to lap simulation, the predicted eff ect of the draft from the high drag package is shown in Figure 6. e green trace represents track test data from a 2014 specifi cation car. e red trace represents a single car with the high drag package, lapping approximately 1.4 seconds slower and reaching a top speed of Figure 4: An underbody pressure comparison of the low downforce Kentucky car 192mph vs a 2014 peak speed of 208mph. e compared with a car fi tted with the Indianapolis high drag aerodynamic package black trace represents a car in the draft three car lengths back, with the ChassisSim model activating the drag delta using the DRS option on the long straights only. e drafting car would come to the end of the straight going 5.6mph faster than the isolated car, covering fi ve to six car lengths at 200mph. e total time advantage is 0.6 seconds per lap. e hope was that the increased draft advantage would outweigh cornering losses. Indianapolis race While there was an observable gain in drafting performance by the Sprint Cup cars at Indianapolis, overall the eff ect was not as pronounced as hoped. Post-race analysis showed there were two major factors at play: cornering losses resulting in reduced corner exit momentum, and diffi culty in obtaining the optimum lateral positioning to capture maximum draft advantage. e momentum problem was created by Turn 2 and Turn 4 at Indianapolis. Since the cars could not take the corner fl at out due to mechanical grip and downforce limitations, Figure 5: The wake delta between a current 2015 Sprint Cup intermediate rules car and the second place car was at a cornering the Indianapolis high drag package – the latter has less total downforce variation on disadvantage. is resulted in a cornering the trailing car. Black regions indicate lower energy areas and a more favourable draft speed loss and thus, distance loss on the lead

22 STOCKCAR ENGINEERING -  - www.racecar-engineering.com 180 mph without moving an inch

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WSI-28_Motorsports.vF.inddWINDSHERE MAR13.indd 1 1 8/15/0831/01/2013 11:08:14 08:56 AM TECHNOLOGY - NASCAR AERODYNAMICS

The high drag package actually has less total downforce variation on the trailing car than the current rules package

car, which played into a reduced draft due to approximate 500lbf contribution to the drag turns before the long straight. separation distance. Drivers described a ‘loose’ of the vehicle. Since the tail of the car is off set e second major contributor was the handling condition, also known as oversteer. 4in to the right to generate sideforce, the narrowness of the wake. Even with the very While an increase in spoiler size contributes spoiler is also 4in to the right of vehicle large spoiler, the wake of a Sprint Cup car is to dramatic increases in downforce, the spoiler centre-line. e centre of pressure of the mostly confi ned to the vehicle width. is is in itself contributes something in the order of spoiler is thus off set to the right of vehicle contrast to the relatively wide wake of an open 150lbf to the total downforce of the car. e center-line, causing a dramatic rise in rear wheel car, caused by the exposed tyres. e majority of the downforce increase is due to sideforce. In comparison to the Kentucky low eff ect means that even a 2ft lateral off set from increasing separation on the lift-generating downforce package, the yaw moment of the centre-line meant a 50-85 per cent less eff ective greenhouse, which by nature is centred on the vehicle increased by over 200 per cent. draft, visible in Figure 7. is was particularly car. Overall downforce levels were lower than is is perfect for driver stability, a car with pronounced in race conditions with a lead car the 2015 intermediate track rules package great rear cushion. However, in traffi c, when the moving with the intent to shake the draft and due to a lower tail height, which does not spoiler met the wake of a car in front, it reduced the trail car having to react and attempt to allow the underbody to work as eff ectively. the yaw moment of a car that was already set in maintain the best position. Downforce does not appear to be contributing the corner and utilising maximum downforce to the handling evils. and rear sideforce. e eff ect of the wake was The next steps e large spoiler does not escape blame, thus a dramatic snap oversteer condition, At the time of writing, both low downforce though. e spoiler itself contributes nearly causing a lack of driver confi dence and inability and high drag packages were still to have all of the drag increase, and thus exerts an to carry suffi cient momentum through the another opportunity on track at Darlington and Michigan respectively. One variation was that the at Darlington was to have a Goodyear tyre specifi cally designed for the track and downforce level, with hopes high that varying tyre falloff will lead to more variation and passing throughout the fi eld. e tyre features an increase in grip when compared to the tyre last raced at the circuit. e ultimate goal is not to fi nd one perfect rules package for all of the tracks, but use track characteristics to craft the best solutions for the many challenging tracks on which NASCAR races. Furthermore, work continues to make the cars race as competitively as possible at every venue. On some tracks, this may mean low downforce, while on other tracks drag will play more of a factor. is not only gives the drivers more unique challenges on the demanding NASCAR calendar, but gives fans the Figure 6: This shows a ChassisSim Indianapolis lap simulation for a NASCAR Sprint Cup racecar opportunity to see the best stock car racers deal – the green trace is the 2014 car while the red trace is a car sporting the high drag package with varied tracks and vehicle characteristics week in and week out. Meanwhile, work continues with an experimental low downforce, low sideforce racecar to make its testing debut at in mid-September. It is hoped this experimental vehicle will further our understanding of the relationship between aerodynamic forces and their ability to infl uence racing quality. e real point is that, unless we can convince the racing industry to collectively forget all it has learned about harnessing the air to make speed, we must accept that aerodynamics will be both our friend and our enemy for a long, long time into the future. Management of this all-powerful force will continue to be of Figure 7: This diagram shows drafting position sensitivity – the scale is in drag horsepower. paramount importance for all parties in the A narrow wake limited the ability to produce drafting between stockcars out on a race track motorsport community. SE

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Fuel cells To the very last drop

Holley’s new patent-pending HydraMat is Capillary action is an impressive process designed to deliver the last droplet of fuel because the flow is unassisted; it even defies in a tank or fuel cell thanks to the gravity. As a result it invests the HydraMat introduction of two clever principles: fluid with the ability to draw fuel from any area wicking and surface tension. that is in contact with it. ‘Surface tension’ refers to sealing the tiny Designed to operate in stock fuel tanks or pores of the HydraMat media with fuel in the racing cells, HydraMat’s shapes and sizes vary same way water clings to the fine mesh of a from a single section to cross sections and from screen door. is has the effect of accumulating square- to rectangular-shaped mats. Holley also and sequestering fuel in the reservoir, delaying tells us that HydraMat is highly effective under any vapour intrusion until the fuel supply is hard cornering, acceleration and braking. Brakes exhausted. ‘Wicking’ is capillary action, www.holley.com which promotes liquid flow in narrow Tough brakes spaces and in small diameter tubes. Caparo has launched a range of five calipers for NASCAR, able to cover short track, intermediate and speedway set-ups. Four of the five calipers have a monobloc design. Some of them feature ceramic coated caps to improve thermal performance. www.caparovehicletechnologies.com

Components Cool to be a race fan

C&R Racing/PWR has added the 16in fan ring it uses in NASCAR, as well as the SPAL high performance fan, to its new line of Electronics commercially available radiators. e fan ring is water jetted out of .100 Throttle control for lead foots aluminium and is bolted directly to the radiator, making for a stronger part, says C&R. is new electronic throttle control (ETC) system with late model GM LS crate and With this arrangement there is no chance module allows an electronic throttle body transplant engines that are equipped with for the fan to move around on the radiator. e to be used with FAST EFI systems. electronic throttle bodies. fan is also sealed to the core which increases e FAST Electronic rottle Control e ETC Module takes readings from a GM the cooling capability. e new unit comes Module enables the use of any FAST EFI LS-type pedal assembly and opens or closes the pre-assembled with the SPAL curved blade electronic throttle body in response. is creates puller fan and SPAL 40 amp relay. A C&R Racing a drive-by-wire system and eliminates the need developed inlet can also be included. for problematic throttle cables and linkages. www.crracing.com e module also features optional, user- selectable throttle response curves for more or less throttle-blade opening based on a given position. is affects how aggressively the engine responds to movement of the driver’s foot. e FAST Electronic rottle Control Module is plug-and-play with all FAST EFI systems, select OEM GM pedals and throttle bodies, and the FAST 102mm Electronic rottle Body. www.fuelairspark.com

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Electronics The Wire: undercover Heat management Ron Francis Wiring has launched a clever a variety of needs, including tight bundles or new form of protection for wiring looms. multiple pathways. Sheath Its new braided fabric heat shrink wire e braided heat shrink wire is easy to cut covering looks and feels like cloth but is and size, even in situations where wires need executive actually a heat shrink. to exit in various locations, and it can handle It is available in three sizes and is sold in temperatures up to 260degF. Design Engineering’s new lightweight 10ft or 50ft lengths, allowing customisation for www.ronfrancis.com Ultra Sheath MA reflects the direct and radiant heat that can damage under-hood components, burn ignition Pit equipment wires and wiring, or excessively heat up brake and fuel lines. Scaling up the race team Designed as a replacement to aluminium or foil sleeving, and said to be the most advanced Intercomp Racing has recently e app to drive the system is protection for cable lines, wire and hose, the launched this new scale system, available for free on iTunes and Google product sustains direct heat up to 1100degF called SW656 iRaceWeigh. Play, and can be downloaded to as and is over 40 per cent lighter than foil covered e system features four wireless many devices as desired. sleeving. More flexible than standard foil or billet scale pads plus the newly As new updates become available bonded aluminium products, Ultra Sheath is updated iRaceWeigh Module; a the app can be updated from the easy to trim to desired lengths for quick and scale system that is said to be a device, keeping racers armed with easy installation. Ultra Sheath MA can be convenient way for scaling your car the most up-to-date features and purchased in multiple sizes and lengths. using a smartphone or tablet. functionality. e system includes www.designengineering.com It is claimed to be the first app four 15in x 15in x 2.5in (381 x 381 to control, view, and record live x 64mm) wireless RFX billet scale scale data, with fully integrated RFX pads, an updated iRaceWeigh Module, Heat management Wireless Weighing Technology. It also batteries for the pads, plus a two provides complete, secure control over year warranty. The gold standard scales and set-up data. www.intercompracing.com Reflect Gold Heat Barrier is a metalised polyamide polymer laminated glass cloth with a high temperature pressure sensitive adhesive, designed for use in extreme environments. According to its maker Reflect is extremely lightweight and capable of handling continual operating temperatures of 850degF. Suggested applications are firewalls, Drivetrain fuel cells, engine covers, bulkheads and driver seat bottoms. Rev for big power www.firesleevetec.com

QA1 has launched a range of carbon fibre with either 1310 or 1350 series U-joints, with which provides improved abrasion resistance driveshafts for vehicles with up to 2000bhp popular conversion joint options also available. and longevity, higher compressive strength and with a max torque rating of 1500lb.ft. While other carbon fibre driveshafts are minimal water absorption for increased torque Available for many applications (particularly often made by cutting a pre-made tube to capacity and longevity, we’re told. ), these driveshafts are lighter, stiffer length, QA1’s driveshafts are designed and QA1’s driveshafts are currently offered in a and stronger than aluminium, steel and – its manufactured in-house, using filament-winding 3.2in and 3.7in diameter with several length, maker claims – other composite driveshafts. e equipment. e part features an exclusive 3M slip yoke and U-joint options. Rev series of driveshafts is currently available matrix resin that uses spherical nano scale silica, www.qa1.net

28 STOCKCAR ENGINEERING -  - www.racecar-engineering.com Why Guess when you can Measure? In Depth Suspension Analysis with '533UHFLVLRQ³3XOO'RZQ´6\VWHPV Quickly and Accurately Measure: Static Wheel Positions & Weights Dynamic Wheel Positions & Weights Total Grip, Dynamic Bite & Forward Drive A/B Test Suspension Components Analyze Suspension Movement (Discover Binds) Camber & Caster Curves Bump Steer, Rear Steer, Wheel Base & Contact Patch Alignment Acceleration Curves Sway Bar Timing Bump Stop Loads & Curves Pull Bar/Lift Arm Timing

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Sensors Fluid transfer Good sense Kistler has added a new product to its Flexible flow solutions 4080A range of piezoresistive absolute pressure sensors for racing applications Specialty Fasteners, in conjunction with said it was impressed with the benefits – the Type 4080AT combined pressure technical partner Samco, have released the new system brings. Oly Collins, team and temperature sensor. is comes in a AeroFlo: a brand new integral silicone hose manager at Motorbase, said: ‘We were compact package with a body length of and fluid coupling assembly for water and delighted to work with Specialty Fasteners 24.4mm and it weighs less than 12g. air transfer which is said to eliminate the and Samco on this project. e flexibility Suitable for universal use, this sensor need for complex tube bending. it offers is great, and it allows for faster features a temperature probe and integrated e new product features the unique component changing. Add to this the fact signal conditioning. Specifically designed to Hydraflow 14J21 coupling with a Samco that it is a cost effective solution, and it cope with harsh ambient conditions in motor Xtreme Aramid ticks all the boxes.’ racing as well as demanding requirements fibre reinforced Sales manager for Specialty on the test bench, the new sensor can be silicone hose. is Fasteners, Graham Leo, said of the installed directly in the vehicle. It supports allows for smooth product: ‘Ever since we started the reliable monitoring of low pressure cooling and safe water prototype project we knew this water, fuel and oil circuits, to enable early and air transfer for quick release radiators and would give great benefits to the detection of problems, optimisation of intercoolers. e hose removes the need for teams and our testing has shown system complex tube bending and allows for greater this. It is now production ready and design and real-time monitoring of packaging options. An additional benefit in when Samco took it to the SEMA critical operating conditions. the cut and thrust of stockcar racing is the show recently it picked up a Global e additional integrated PT1000 greater resistance of hoses or tubes to becoming Media Award straight away, so that probe allows dynamic temperature dislodged in case of an impact. is very encouraging.’ measurements in liquids at up to 200degC. It comes in a range of configurations AeroFlo is available in a variety of Maximum flexibility for connection to a and sizes (from 32mm up to 63mm, larger configurations, some suitable for stock car data acquisition system is ensured by a or smaller upon request) with specials also racing – including a 2in water hose for high unique concept that includes integrated signal available. It is offered in both coupling to pressure systems. It will be on display at PRI conditioning and an analogue voltage output coupling and coupling to push fit variants. on the US distributor Coast Fabrication’s booth from 0.2 to 4.4 VDC (pressure) and 0.5 to 4.5 Extensive prototype testing was undertaken (3706) and Samco Sport’s booth (4524). VDC (temperature). with BTCC team Motorbase Performance, which www.AeroFlo.co.uk With its 5, 10 and 20bar pressure ranges, the Type 4080AT is suitable for universal use in low pressure applications in cooling water, Transmissions fuel and oil circuits. e Type 4080AT is FIA- homologated and can be supplied with either a Clearance to fly low LEMO plug connector or a flylead cable. www.kistler.com Quarter Master’s new LGC (Low strengthening ribs to maximize Ground Clearance) Bellhousing strength and stiffness while reducing Kit is designed to maximise parasitic drag. e kit is designed Lubrication downforce and lower the for oval track or road racers using centre of gravity by allowing 5.5in clutches and a rear-mount Slick shifting the nose of a car to be as low starter. It can be used as a retro-fit to the track as possible. option or an entirely new package. A new transmission fluid from Driven used e additional ground clearance Quarter Master LGC Bellhousing exclusively in the 2015 NASCAR Sprint Cup is achieved through a smaller ring Kits featuring either magnesium or Series, with wins in six races, is now also gear and a flat-bottom bellhousing aluminium bellhousings are also to available for all race teams running on short that makes it flush with the bottom be launched soon. tracks and road courses. of the tightest-fitting dry-sump www.quartermasterusa.com Driven’s 75W-140 Racing Gear Oil is a oil pans. e bellhousing also synthetic blend used by top race teams. Its maker features both internal and external claims that it reduces operating temperatures more effectively than other brands. e oil is also said to reduce friction and it provides shear-stable viscosity for outstanding gear durability. It also eliminates the pitting and scratching of gear sets often seen with lower viscosity oils, and it does not increase drag or reduce horsepower. Even after six hours of driving it maintains its viscosity, and extended change intervals allow it to be used race after race. It is available in quart bottles or cases of 12. www.drivenracingoil.com SE

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