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NASCAR 2015
CONTENTS
4 NEWS
Haas gets ready for Formula 1, plus
the new look K&N series cars, and
News Shorts
6 TOYOTA AND THE 2015
REGULATIONS
How the Japanese company
re-homologated its underperforming
Camry ahead of the introduction of
new rules
10 UNDERSTANDING AERO N
SPRINT CUP
NASCAR R&D gives us an exclusive
look at how it is modelling airflow
around the car in an attempt to spice
up the racing
16 SIMULATING A LACK OF
SYMMETRY
How conventional software
developed for understanding how
cars perform on road courses has
been adapted to run on ovals
22 THE SECRET OF ECR ENGINES
How a piece of software inspired by
F1 allows one NASCAR engine tuner
to develop much faster than its rivals
www.racecar-engineering.com 3
STOCKCAR NEWS
NASCARs manufacturers havew enjoyed increased sales on the back of the Gen-6 cars
4 www.racecar-engineering.com STOCKCAR ENGINEERING 12
BRIEFLY
Racecar reboot
How Toyota used the 2015 rulebook to give
its Camry Cup car a dramatic overhaul
By SAM COLLINS
The new look Camry features a new nose, hood, rear quarter windows and tail. At the first attempt to get the changes
approdved by NASCAR the design was reportedly too effective and got rejected. In 2015 Cup teams will no longer be
allowed to distort the side skirts of the car to gain an aerodynamic advantage
Greater adjustability
www.racecar-engineering.com 7
The new Camry won first time out, with a Joe Gibbs run car taking the spoils in the Sprint Unlimited at Daytona
Safety compromised?
18 0 m p h w i t h o u t m o v i n g a n i n c h
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TECHNOLOGY NASCAR
Taking
stock
From short tracks to
super speedways,
NASCAR has
always recognised
the importance of
aerodynamic research
By ERIC JACUZZI
he National Association
for Stock Car Auto Racing,
or NASCAR as it is more
commonly known, is the
sanctioning body for the premier
stock car racing series in the world.
Since it was founded in the late 1940s,
the emphasis has been on the quality
of the racing for fans. This continuous
drive to make racing as exciting as
possible, while ensuring fair and
equitable competition among drivers
and teams, is at the fore of the work
done by the team at the NASCAR
Research and Development Center in
Concord, North Carolina.
While Formula 1 is viewed by
many as the pinnacle of aerodynamic
development, regulations in NASCAR
have permitted such development
within a narrower technical window
utilising scale wind tunnels, full scale
wind tunnels, and Computational
Fluid Dynamics (CFD).
The region around the Charlotte
area features two racecar-specific full
scale tunnels, the 130mph Aerodyn
Lift Total
[lbf]
Outerbody
Lift [lbf]
Underbody
Lift [lbf]
Lift Front
[lbf]
Lift Rear
[lbf]
Sideforce
Total [lbf]
Front
Sideforce
[lbf]
Rear
Sideforce
[lbf]
Yaw
Moment
[lb-ft]
% Front
L/D
-2,367
+1,416
-3,817
-1,092
-1,275
-524
-209
-315
115
46.1%
-2.05
Figure 2: Underbody flow structures. Purple represents free stream conditions, while
the red of the central jet indicates faster-than-free-stream
Figure 4: Lap 157 telemetry from number 4 of Kevin Harvick and number 48 of Jimmie
Johnson. Throttle traces are shown by dashed lines while speed is indicated by solid
lines. The lap is divided by fraction (0.00-1.00) with 0.01 of a lap equating to 0.015 miles
Aerodynamics programme
In 2012, NASCAR embarked on its first
CFD study of the problem. Previously,
the sanctioning body had relied on
occasional team support for one or
two car runs, but with the scale of
the problem requiring substantial
personnel and computational
resources, the assistance was valuable
but limited in scope and timeliness.
The need for a well-funded CFD study
was too great to ignore any longer. To
help facilitate this, NASCAR turned to
TotalSim, a US-based company that
provides software and engineering
solutions to the motorsport,
automotive and aerospace industries.
TotalSim support and develop
OpenFOAM, an open source CFD
software package, and has experience
Baseline model
The R&D centre in Concord owns
several older cars with bodies
representative of the current field
in the Sprint Cup Series. Complete
scans were made of both the outer
and underbody and pre-processed
in Beta-CAEs ANSA. Since ANSA
converts native CAD and scan
data into the Standard Tesselation
Language (STL) format, it saves
substantial time in CAD cleanup
by allowing quick corrections and
rebuilds of poor surfaces into quick,
watertight CFD geometry. The car
is broken into approximately 30
STOCKCAR ENGINEERING 12
www.racecar-engineering.com 11
TECHNOLOGY NASCAR
Figure 5: CFD model underbody. The various colours represent the force patches as
they are reported
Figure 6: XY plane velocity slice approximately 5ft behind the lead car, with the
black region representing airspeeds of less than 50 per cent of the red free stream
velocity. The large ground wake region is evident, as well as the Snoopy nose
feature at the left, caused by the rear window and decklid fins
Figure 7: Drag percentage delta of trailing car compared to the lead car
Figure 8: Downforce delta in lbf of trail car compared to the lead car
Figure 9: Underbody downforce of trailing car compared with itself alone in free air
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TECHNOLOGY NASCAR
Figure 10: Skewing the car (pre-yawing it with the rear axle). This makes the car faster
by itself but can make for poor handling in traffic
Figure 11: CFD results indicate that the hood and fender region contacting a small part
of the slow moving wake causes an increase in front downforce
Figure 12: The trailing car is forced to run in the loss region in order to run
its optimum line
Figure 13: Sideforce and traffic-handling issues: the proportion of the total cornering
force the sideforce makes up at various positions
Future steps
16/10/2014
07:41
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Asymmetric
correlation techniques
In an asymmetric car the four springs have much more of a role to play.
The big thing here is the pitch and role modes are now coupled
16 www.racecar-engineering.com STOCKCAR ENGINEERING 12
Spring rates
EQUATIONS
Equation 1
ks =
Load / MR
damper
Here
we have
ks
= Spring rate
Load
= Change in Load
damper = Change in Damper movement
MR
= Motion ration of the spring (damper/wheel)
STOCKCAR ENGINEERING 12
www.racecar-engineering.com 17
Value
50 kgf
100 kgf
150 kgf
200 kgf
250 km/h
EQUATIONS
Equation 2
CL A =
=
Equation 3
LDAMP = MR k md
= 0.6 1000 20
= 12000 N
= 1225.5kgf
Bar rates
Quantity
Spring Rate
Damper Value
Load
Motion Ratio (damper/wheel)
Value
1000 N/mm
20mm
700 kgf
0.6
Load cells are a bit like fish and chips. They are either really good or really
bad and there is no inbetween. You must always sanity check them
18 www.racecar-engineering.com STOCKCAR ENGINEERING 12
Pitch values
Figure 6: Effect of applying a softer front left spring and increasing rebound everywhere
STOCKCAR ENGINEERING 12
www.racecar-engineering.com 19
Power tool
How state-of-the-art software is
revolutionising engine tuning
By NICK BAILEY
Time saver
www.racecar-engineering.com 21
Predictable combustion
CFD comes into its own for in-cylinder propagation as its far more accurate than using a larger mesh
22 www.racecar-engineering.com STOCKCAR ENGINEERING 12
Richard Childress Racing has profited from adopting CFD the perfomance and reliability gains took the team to second in the Sprint Cup Series Championships
NASCAR has no regulations governing virtual testing pretty soon most of the paddock will be following RCRs lead
Even though NASCAR engines have been around for a long time, some
of the best tuners can now really understand what is happening
STOCKCAR ENGINEERING 12
www.racecar-engineering.com 23
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