Advanced Computing, Testing & Simulation

Bilt Racing Service’s Porsche Cayman is seen here at the Darko Technologies Wind Tunnel in Ogden, Utah.

is the ultimate test In the virtual world of computer simulations such as THE RACE TRACK of any concept or Computational Fluid Dynamics (CFD), ever more capability is component—from the power-producing efficacy of a particular offered for less and less cost. “The progression of computing cam grind to the aerodynamic efficiency of a specific cooling power is pretty much following Moore’s Law,” observed Ray duct. Trouble is, on-track testing is expensive, which is why Leto of TotalSim US, Dublin, Ohio, “and that allows more and even high-budget teams use wind tunnels, chassis rigs, and more computation to be done in a shorter and shorter time— computer simulation to iron out the kinks before the rubber even and for less money.” gets close to the road. But even hardware-based simulation facilities (think wind “For these professional race teams,” noted Bob Simons of tunnels, shaker rigs, and K&C rigs) are looking for ways to Morse Measurements, Salisbury, North Carolina, “accurate simu- control costs—while others are offering capabilities new to the lation allows them to arrive at the track with a setup that is much motorsports industry. closer to ideal than was previously possible. And given short Blowing Hot and Cold weekends with limited track time, arriving with most of the setup Among the latter is the ACE Speed Lab, owned by the done is absolutely critical to being competitive.” University of Ontario and located in Oshawa, Ontario, Until recently, the cost of these high-tech tools kept them Canada. Previously available only to OEMs, the $100 million, beyond the reach of most sportsman teams. But that situation is changing, and changing fast, as costs come down and pre- On-track testing is expensive, which is why even high-budget race viously high-dollar facilities actively market their capabilities to teams use wind tunnels, chassis rigs, and computer simulation to a wider audience. “We see more race teams involved in simu- detect potential shortcomings. Accurate simulation allows these teams lation,” Simons added, while “those who are already using sim- to arrive at the track with an improved—and nearly complete—setup, ulation are becoming more advanced.” reported one source. Photo courtesy of Horiba MIRA. 88 Performance Racing Industry | March 2016 175,000-square-foot facility opened last namic testing, both in the same day.” Yet year to motorsports customers. Probably another feature of the ACE wind tunnel is the most unique of its five test chambers a 360-degree turntable for testing vehicle is a climatic wind tunnel incorporating a behavior in crosswinds. A nozzle that chassis dynamometer within its test cell. adjusts from 75 to 140 square feet accom- “We specialize in thermodynamic testing,” modates the additional width of the test explained Colin Howard, “optimizing body as the yaw angle increases. “If you airflow into your engine compartment, or wanted to,” Howard added, “you could through your radiator, or for brake cooling. do a 360-degree spin.” We can put your vehicle on the dyno and Additional ACE facilities include two measure the air temperature going into climate chambers with the same thermal the vehicle, and how the air flows through range as the wind tunnel; one features a the vehicle. And if you can improve your Mustang dynamometer for engine tuning thermal management, that is, ensure that at various temperatures. There’s also a more energy is used in making power and climatic four-post shaker used mostly by less is lost as heat, then theoretically you OEMs for durability testing, “but there’s can increase your horsepower.” definitely potential for the motorsport com- In addition to temperatures ranging from munity to use it as well,” said Howard. -40 to +140 degrees F, the ACE tunnel can A separate, hemi-anechoic chamber replicate weather conditions from bright houses a multi-axis shaker table, useful sun in a desert to a blizzard or freezing primarily for NVH testing at the OE level. rain. “No one else has a wind tunnel like “And because we’re owned by a uni- ours,” Howard continued, “where you can versity,” said Howard, “we have a differ- conduct both aerodynamic and thermody- ent business structure from some of our

March 2016 | www.performanceracing.com 89 competitors. We can offer the same high- and logistics benefits for western teams,” rections can be quickly fabricated from level equipment, and the same high-level said Tom Burkland, Darko’s aerodynamic cardboard and tape.” service, for a greatly reduced price.” consultant and himself a record-breaking And just as quickly tested: Layne Into the Darko land speed racer, builder and engineer. Christensen, who built the Darko tunnel, Darko Technologies Wind Tunnel in Further, “our scheduling flexibility allows noted that computer modeling, however Ogden, Utah, accommodates full-scale test times to be arranged around exist- sophisticated, cannot provide such quick vehicles within a notably compact cross ing event dates, minimizing added travel and accurate evaluation of ad hoc engi- section. That smaller size, along with a expenses. And our test rates are reason- neering. “And the fine-tuning of these fixed floor and an open-loop configuration, able for the data package delivered on modifications is very rewarding for the greatly reduced the initial investment and each vehicle.” customer to witness,” Christensen added. helps control ongoing costs. Specifically That data “can be used to optimize the “They finally know what each component is shaped walls and ceiling, combined with aerodynamic configuration of the vehicle,” really doing.” That’s at least partly because proprietary software, compensates for rela- Burkland continued, “whether concerning “we don’t just test your vehicle and give tively tight choke points around the vehicle drag reduction for a land speed racer or you a list of numbers; we help aero-tune and a maximum wind speed of 76 mph. total downforce and balance for a corner- performance to a higher level. We actually “Having the correct cross section, and the ing application. The actual weight on the guarantee that we’ll find improvements, or correct computer system to back it up, axles can be measured, just as the team it costs the customer nothing.” that’s the key,” said Pawel Bulka, founder would normally do with corner scales, but Burkland, meanwhile, pointed to some of Bilt Racing Services in Momence, adding aerodynamic forces to the sus- advantages a wind tunnel offers com- Illinois—and a satisfied Darko customer. pension setup. The smoke wand allows pared with on-track testing. “Many teams Another selling point for the Darko a more qualitative assessment of cooling use sensitive ride height measurements, tunnel is its geographic location, “which ducts, driver and engine airflow, and recorded by on-board data acquisition, to can provide significant transportation overall flow disturbances. Potential cor- gather aerodynamic data, but then strug-

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90 Performance Racing Industry | March 2016 any accuracy. But the wind tunnel can no longer any reason to guess about sus- create consistent conditions, and filtering pension forces. You can know.” track dynamics is unnecessary because Morse Measurements, said Simons, the vehicle remains stationary.” “sees customers from race teams in Christensen said rates are $500 per various series. The NASCAR teams, hour, with assistance getting the vehicle and particularly the Cup teams,” are the into the tunnel, properly secured, and all leaders in making use of this technology. through the testing and tuning procedure. “We also see OE automakers as well as The Force Be On You suppliers to the auto industry, UTV man- Another type of fundamentally mechan- ufacturers, and aftermarket suspension ical testing is Kinematics & Compliance companies. Not many amateur race (K&C), which applies known displacement teams have the budget to do K&C work. CFD modeling continues to deliver finer detail or force inputs to a vehicle suspension and But we’re working to change that, with while solving more complex levels of physics, according to one contact, who explained how a measures the resulting position changes at budget programs to make K&C testing complete simulated design, development and the wheel center. “K&C provides a highly more affordable.” testing process simplifies a project while reduc- detailed look at the suspension that can’t For many budget teams who are new to ing its costs and timing. This CFD image of the be found elsewhere,” said Simons. “In K&C testing, Simons continued, “simply ARX 04-b LMP2 Coupe is from Wirth Research. addition to highly accurate measurement understanding what they already have gle to filter out the track dynamics and of suspension kinematics, we can also is valuable.” It’s a big step forward just isolate the data that’s purely aero. Back- apply lateral and longitudinal loading at to locate their roll centers, analyze their to-back comparisons of multiple config- the tire contact points, and measure how anti-dive and anti-squat geometry, and to urations can be problematic, as exact the suspension flexes and bends under determine their camber curves and bump conditions are difficult to duplicate with these loads. With this capability, there is steer. For example, “even though many '034"-& .6-5*64&.0503410354&/(*/&&3*/('"$*-*5:

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March 2016 | www.performanceracing.com 91 teams will measure and set bump steer in K&C equipment allows Horiba-MIRA to is deployed for best effect.” their shop, we have found that bump steer “perform whole-vehicle dynamic char- Established in Nuneaton, Warwickshire, under load—with springs in the car—can acterization, plus moment of inertia mea- in 1946, MIRA now comprises more than be very different from what is measured surements, on the same rig, in rapid 35 major test facilities, covering “every crit- in an unloaded condition.” succession. So running a complete suite ical area of race car design,” said Adams, “K&C allows our engineers to determine of tests is now faster and more accurate. “including crash safety, aerodynamics, the performance of suspension and steer- ing systems under all dynamic conditions,” “For these professional race teams, accurate added Richard Adams of Horiba-MIRA in the United Kingdom’s Midlands. In the simulation allows them to arrive at the past year MIRA (Motor Industry Research track with a setup that is much closer to ideal Association) “has added a second K&C than was previously possible.” rig, at the cost of $4.5 million. Our new machine provides higher-precision mea- “Looking wider, we can see our vehicle dynamics, body engineering, surement than our original K&C rig, as well increased computing power driving thermal management, and electronics,” as adding moment-of-inertia measure- higher-resolution CAE solutions in the which are all “integrated with simula- ment, and the option to activate suspen- same timescale; or, alternatively, solu- tion and consultancy support. This close sions at frequencies up to 5 Hz, in order tions of the same complexity delivered pairing of simulation and testing means to study the effects of damping and hys- faster,” continued Adams. “We always our customers can conﬁdently engage teresis.” The facility is currently using this work hard to make sure the potential with one company to access all of the new high-frequency capability to further reduction in computing ‘crunch time’ design and development services needed improve their Computer Aided Engineering is reflected in our overall project out- to win—all in one location, saving time (CAE) simulations. Additionally, the new comes, and that computational overhead and money.”

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92 Performance Racing Industry | March 2016 The Digital Wind steady-state flows are somewhat transient effect, whereas in a transient simulation Certainly, computer simulations offer in nature, with wakes and vortices that are you’d see how that flow around the front their own unique capabilities. “As com- moving. And in order to model that, you tire is flickering. Steady-state simulation is puter power continues to increase,” noted need a simulation where the flow is varying still quicker, and works well for most situa- David Dupont of Wirth Research, Bicester, with time. Those are a lot more computa- tions. But if we’re looking for more detail, or Oxfordshire, United Kingdom, “simulation tionally extensive, and they still take a long if we’re looking at areas of the car where in general, but CFD modeling in particu- time to do, usually a matter of days.” But we know the flow separates, then we have lar, has been able to deliver even finer only a few years ago the same simulation to do the transient simulation.” detail while solving more complex levels would require a week or more. The engine beneath TotalSim’s propri- of physics. A complete simulated design, Leto cited a car in a wind tunnel—intu- etary software is Open Foam, which Leto development and testing process reduces itively a steady-state situation. But even described as “a suite of software in com- the need for the wasteful manufacture of there, “where the flow separates at the mand-line Linux. “We’ve taken that and developmental models and prototypes. back of the vehicle, vortices form, and the put an engineering process around it, so Our entirely digital development process shape of that wake oscillates. Portions of engineers can use it to solve problems. also reduces overall project timing and the flow over the roof will stay attached, We’ve essentially automated the process, costs—and has created a string of record- then separate, then re-attach. And that’s from building your initial 3D CAD model breaking designs.” the transient behavior that we’re trying to to setting up simulations and then the TotalSim’s Leto emphasized better mod- capture, because it can influence that last post-processing to get the information eling of transient, even ephemeral phe- couple of percent in performance that the you need. And once you have a base-line nomena. “In the past, the majority of CFD customer is looking for.” Consider also how model, changing out parts is even easier.” was done through a steady-state method the aerodynamic wake of a front tire affects For the most part, TotalSim collects cus- called Reynolds Averaged Navier-Stokes the rear tire behind it. “In a steady-state tomer data and performs the simulations, (RANS). But in reality, even most so-called simulation, you’ll likely overestimate that “but we also have a large number of what

March 2016 | www.performanceracing.com 93 we call supported customers. We install makes ChassisSim unique is its transient offered an online version. To that we just the software for them, and then support lap time simulation algorithm. ChassisSim added the option of unlimited use for $350 their use of the software.” allows customers to reverse-engineer a month.” Other recent additions have Most of TotalSim’s motorsports custom- vehicle parameters from race data. Then, included track replay simulation, aero ers are “manufacturer-supported race using our transient simulation engine, replay analysis, and the ability to predict teams” (including Aston Martin, for its they can evaluate what will or won’t work. hot-running tires. Vantage GTE race car, though Leto would Combining that with the ability to overlay New from Wirth Research, said engi- say nothing about that). But Leto esti- our data across a wide variety of exist- neering manager Rob Roswell, is a mates that perhaps 20 percent are priva- ing data-acquisition platforms (includ- “revised performance simulation vehicle teers, and “just in the last three years, as ing Cosworth, MoTeC, Magneti Marelli, model” using Dymola, a commercial we continue to lower the barriers, we’ve Bosch and McLaren Atlas) provides an modeling and simulation environment penetrated deep into the grassroots. unbeatable one-two-three punch. More developed by Dassault Systèmes AB of We’ve had conversations about Late importantly, it gives racers an innate feel Sweden. “This revised model will provide Models and modiﬁeds.” A free web app of the numbers that they can use to make a common physics core for all of our full- for Formula SAE students was slated to changes on pit road.” vehicle simulation. It can quickly generate roll out in January 2016. “So we see this Nowlan pointed to Australian new suspension mechanisms as true multi- ramping up, and the barriers to entry con- ChassisSim dealer Pat Cahill, who “used body models that can run at high compu- tinuing to drop.” our shaker-rig toolbox to develop a setup tation frequencies in real time.” Danny Nowlan of ChassisSim in Carrum methodology for GT3 cars, which played At the same time, “we are continu- Downs, Victoria, Australia, likens older- a critical role for the winning team in the ing to evolve our thermo-mechanical tire style simulations to a series of snap- 2014 Bathurst 12 Hour.” model, called MuRiTyre, adding higher- shots—where transient simulation is more He continued,“And we are always ﬁdelity physics for the same computation like watching digital TV. “The thing that adding features. For some time now we’ve time,” said Robin Gearing, Wirth’s technol-

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Call Now For our Free 20 Page Indy Parts Guide www.indyheads.com • 317-862-3724 94 Performance Racing Industry | March 2016 A number of different race vehicles can be tested mechanics, thermodynamics, chemistry in wind tunnels. One example is stock cars, which and fluid flow separately, it’s all done at can find fractions-of-a-second improvements by the same time. As a result, multiphysics taping certain vents to enhance aerodynamics. Scott Steckly’s 2015 NASCAR Canadian Tire simulations can produce a very compre- Series championship stock car is seen here at the hensive representation of what’s happen- ACE Speed Lab, which is owned by the University ing to and in a physical system. of Ontario. “This enables engineers to see and thor- Colorado. “Engine designers typically oughly understand the big picture of a new have a pretty good idea of what will design more quickly than if running analy- happen inside the engine as a result of ses separately,” he added. “Using these specific design changes. CFD analysis new multiphysics platforms for R&D can gives you an actual image of how those give performance racing teams significant specific changes will in fact affect the advantages on multiple levels—simula- ogy manager. Wirth’s “complete suite of forces, reactions and interactions at work tion quality, design insights and iteration vehicle design services” include CFD and inside that black box. It’s a powerful tool speed—which can all pay off on the track.” aerodynamic analysis, vehicle modeling that enables you to confirm the expected As a specialized engineering firm, Czero and simulation, tire modeling, circuit scan- results very quickly without the hassle and offers race teams high-level design anal- ning and modeling, finite element analy- cost of making hardware and testing it.” ysis, including Finite Element Analysis sis (FEA) and composite manufacturing. Babbitt continued, “Multiphysics plat- (FEA), Computational Fluid Dynamics CONVERGE and other CFD tools forms, such as GT-SUITE and ANSYS, (CFD), multiphysics simulations, embed- are extremely effective for visualizing enable engineers to simulate multiple ded controls and testing. airflow through the engine, according to physical phenomena simultaneously. For “We use the same sophisticated soft-

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March 2016 | www.performanceracing.com 95 Tier 1 suppliers, plus we’ve developed tion software with the increased process- buy a model of a 1955 Chevy for a couple our own tools and integrations that enable ing power now readily available via cloud of hundred bucks. And it will be pretty us to iterate faster,” noted Babbitt. “This computing is really taking simulation and close. We often start with things like that. means whether we’re improving an indi- testing to the next level.” But that’s still the barrier to entry for a lot of vidual solenoid or a complete powertrain, Where to Begin? people—not having a CAD model of their Czero can help designers and builders for So where, we wondered, does the car. Obviously, then the only way to do it is racing teams move a concept from napkin initial data used in computer simulations to 3D scan it or reverse-engineer it some sketch to dyno to track signiﬁcantly faster.” come from? “Spring forces and anti- other way. Fortunately, 3D scanning has The custom automotive hardware Czero roll bar rates can be sourced from stan- come a long way in the past ﬁve years, develops includes valvetrains (variable dard setup sheets,” Nowlan suggested. and in the past two years it’s become less timing and lift, deactivation, camless), “The same applies for engine power and and less expensive to do.” ultra-fast solenoids, actuators, cylinder gearing. Damping rates can be sourced Time for the Track heads, fuel injection systems, high-band- from a damper dyno, and ChassisSim can Finally, how well and how often does width hydraulics, and hybrid and energy reverse-engineer aero and tire properties advanced testing and simulation trans- recovery systems, according to Babbitt. from race data. late into faster lap times? And for whom? “At Czero, in automotive R&D we focus “Honestly,” he said, “getting going is “Most of the time we can’t say anything,” primarily on powertrains. The biggest easier than you think.” said ACE’s Howard about clients. “I can advancements we’re seeing in that More and more, however, computer sim- tell you that we don’t get many open wheel domain are in the sophistication, power, ulation relies on 3D CAD models, which cars, because they do better in a rolling- integration and ease of use of simula- just about anyone designing a new car road tunnel—at four or five times what tion packages, especially those for CFD today will have made already. And accord- our tunnel costs. We have worked with and multiphysics simulations,” Babbitt ing to Leto, models of popular production some Trans Am teams, including CBRT.” explained. “Combining this next-genera- cars are surprisingly available. “You can Canada’s Best Racing Team “came in for ENGINE SHOP CNC 5-Axis

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96 Performance Racing Industry | March 2016 a day, and they told us quite confidently point, for the fastest lap possible.” significant discoveries while testing one that they found some time on the track. Burkland recalled how a land speed of Bilt Racing’s own Porsche Caymans in We’ve also worked with some real grass- racing team running a highly modified the Darko Technologies tunnel. His team roots racing teams. One brought in a two-stroke Saab was running into the limits presumed that the Cayman’s stock side Nissan 350Z, and in just a few hours found of front-wheel-drive traction at over 300 mirrors were causing significant drag; they had a whole bunch of lift on the front mph. “Their wind tunnel testing had three testing proved the mirrors produced end—it kind of blew their mind how much. primary objectives: One, to demonstrate almost no drag while contributing a slight But after some adjusting, they made some the aerodynamic stability of the car in but significant downforce. “So if we’d serious improvement, and again they told yaw and pitch, which affected both driver replaced them with smaller door mirrors,” us that the car drove better for the rest of comfort and safety; two, to verify the effec- he said, “like we were planning to do, we’d the season.” tiveness of the canard dive planes added have actually lost downforce on the car.” Additionally, stock cars have used the to the front of the body”—that is, did they And that wasn’t all. “We’d already installed tunnel’s climate capabilities to improve provide enough downforce to make the NACA ducts, to improve engine induction qualifying laps. “They want the car to necessary traction available; and three, and brake cooling. And we learned that perform at the highest level for that one “to find any drag reductions that could be where we’d placed them was completely lap,” he added. “So they tape up certain easily incorporated. All three objectives incorrect. They were in a dead spot, where vents to improve aerodynamics, while sac- were met, and the car owner commented the air wasn’t going in them but glancing rificing engine cooling.” But if the engine that it was the best financial investment in over them, which actually created suction, heats up too much or too early, they lose terms of performance gained ever made the opposite of what we were trying to horsepower. “So they come in, and they do in the project.” achieve. So we were able to test those a bunch of taping at different temperatures Bilt Racing builds, preps, services and things immediately, and the next weekend and different wind speeds, and measure manufactures high-performance parts for we implemented those changes, and they engine heat. They try to find that balance road racing Porsches. Bulka made some helped us on the track.” z Class of 1 AURORA Bearing RAM-16T-3 THE ONLY 1” X 1 ¼” ROD Aurora Bearing AT3200 END WITH THESE FEATURES: Mil Spec PTFE Liner Heat Treated Nickle Chrome Moly Manufactured under a Body with UNJF Threads for quality system approved increased fatigue resistance. to ISO 9001:2008 and Heat Treated Chrome Moly Race. AS9100:2009 REV.C.

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