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Found 6 results

  1. So we had a 69in wing that was endplate mounted back to the body last year. I had big spreader plates (hidden under the vinyl) stitch welded to the body, but after 2ish races and a bunch of track days it was pretty flimsy and had cracked through the body. On the new build I'm trying to get some reinforcement ideas. Whats everyone using to support their wings on the backside of the body? I'm considering just some tubes from the spreader plate to the frame rail, but curious to see what other are doing. Last years setup: Current location thoughts:
  2. Hi there, I've been asked about simulating the airflow of a specific racecar transport to figure out their potential savings for fuel mileage based on aero drag using some add-on parts. They rather dump the fuel into the racecar. If anyone is interested in something like that, shoot me a note with your truck and trailer brands and model year. This is mostly for those who haul over a few thousands miles a year. Perhaps some of us could benefit from the same tests. Thanks.
  3. The Team William Guarino 5 Years experience endurance racing in Chumpcar World Series. 7 Years race car design experience through FSAE, as student and mentor at 2 top-10 teams. Day job in driveline research and new technology development at a major OEM. Christopher Watson 4 Years experience endurance racing in Chumpcar World Series. 4 Years race car design experience through FSAE, 3 years in racing industry. Day job in defense vehicle structural engineering and survivability modeling. Sponsors SSSquid Tuning Bosch Motronic tuning specialists. GWR uses the SSSquidBoard, which allows the driver to switch between two different engine tunes on the fly. Ours has a custom high-rev, high power tune for setting fast laps, and a leaner-burning, lower-rev tune for fuel conservation. The Little Speed Shop European car performance specialists, parts, and race support. Just opened a new shop in the garages at Watkins Glen. TLSS built the roll cage in GWR’s current racecar. ChrissyCheeseCake Cheesecake! Whatever kind you can imagine – our favorite is a Bailey’s Irish Cream cake with Fireball soaked cherry topping. It’s delicious and may get you drunk. Based near Cleveland, OH, but ships to Detroit, Chicago, Pittsburgh, Columbus, and anywhere in between. Basics Based in Dearborn, MI Eastern and Central Regions Car #991 The Car 1987 BMW 325is Cage by The Little Speed Shop, Rochester, NY Engine tuning by SSSquid Tuning Driver selectable fuel/spark maps 15x10 wheels and 245/40R15 tires GWR designed/built splitter/airdam with integral underwing, aluminum slickbottom and diffuser, fiberglass rear wing Vented hood, fully vented front fenders GWR built engine with ram air inlet and side exit exhaust. Custom center-mount single windshield wiper – because racecar Race Record Highlights: 2 Chumpcar track records: Mid Ohio (1:43.739) and Gingerman (1:44.848) 2 Chumpionship overall podiums, 10 total overall podiums, 1 overall win, 7 class wins. Full Results (all finishing positions are overall, excluding EC): Year Event Saturday Sunday 2017 Watkins Glen DNF, major crash DNS Mid-Ohio 2nd, Track Record Road Atlanta 13th 2016 VIR North Chumpionship 3rd PIRC 2nd 2nd Gingerman 13th 2nd, Track Record VIR 24h DNF Watkins Glen 4th 3rd 2015 PIRC Chumpionship 3rd Gingerman 2nd, Track Record 2nd MIS 1st Watkins Glen 19th 7th 2014 Road America DNF 33rd Gingerman 9th 7th Watkins Glen DNF 9th Special Thanks In no particular order: Lynn Bishop, Kristian Houghton, Misha Goikhberg, Erik Hardy, Stephen Della Monica, Ben Levesque, John Lankes, Denny Barker, Brian Silvestri @Scribe, Kyle House, Mary Bellino, Alessandro Pacifici, E. Tyler Pederson @Crank Yankers Racing, Nathan Gardiner @enginerd, Andrew Johnson @red0, and all the rest who have helped us along the way, apologies if I forgot someone. We couldn't have built 2 cars without your help! Links Facebook Racecast The Long Narrative Background Chris and Will started racing together as freshmen on the University of Maryland Formula SAE team in 2008. Chris worked mostly on aero, leading the popularization of high-downforce architectures in FSAE. In his junior and senior years, he also took on significant suspension and vehicle architecture work, primarily as a means of making sure there was adequate space and clean air for the wings. By the end of his 4 years at Maryland, the cars were designed for aero first, everything else (including the powertrain, and the driver) was secondary. An FSAE skidpad (pure cornering) event win and consistent top 5 autox finishes demonstrated the effectiveness of this approach. Will worked primarily on the powertrain throughout his 4 years at Maryland, often re-packaging engine parts around the wings, and continuously trying to keep the engine cool without interfering with the aerodynamics. The powertrain worked OK, and the car occasionally won the drag racing event. After graduation, both Will and Chris moved to the Detroit, MI area to work in the auto industry. Will got a job in AWD systems new technology development at an OEM and started work on a graduate degree in mechanical engineering (along with more FSAE, this time doing suspension and vehicle architecture work) and Chris started doing advanced modelling and simulation work at a major engineering services company. Both bought rotary-powered track cars, and started doing track days. Because track days are relatively boring, within a year, Will had joined @Jamie's WRC Dropouts chumpcar team, and Chris joined the same team less than a year later. The car was fast, but rarely finished a race. When Jamie moved to California the first time, WRC Dropouts was disbanded, and Chis and Will decided to start their own team. ChumpCar With a cumulative 10 years of FSAE experience between them, and some professional racecar design experience for Chris, it seemed obvious to treat starting a ChumpCar team as an optimization problem. How do we maximize the number of laps turned in a given time, working within the constraints of the rulebook (and our own time and money)? After spending a lot of time staring at the then-new VPI sheets, Wikipedia, race results, and vehicle-specific forums, we narrowed the selection down to the BMW E30 and the 4th gen Camaro/Firebird. Final decider was cost, as the weight of the GMs would require significantly more fuel and more expensive tires to turn the same lap times. We spent a few weeks searching for any E30 325is, and eventually settled on a low-rust ’87 in Indiana. We got the car to the garage in October 2013, and spent the whole winter building for the Memorial Day 2014 Watkins Glen Race. 2014 The car as built for 2014 was simple. 205 wide tires, wood splitter/airdam, wood spoiler, and lexan windows. At the time, lexan was not free, and aero devices were assigned points based on square footage. The simple setup was intended to be temporary while we gathered some data on the car and its sensitivities to different design changes, but due to some persistent reliability (and driving) issues, we spent so much time fixing the car that we never really got to do much analysis. Nevertheless, the car did OK for a first season, with 3 top 10 finishes in 3 events. As good as that sounds, we weren’t the quickest car around, nor the quickest E30, so that was not acceptable. 2015 2015 brought free lexan, which meant we took all those leftover points and built a much bigger splitter, and a wooden wing. Yes, wood. Birch veneer over a spruce frame. And that wing worked fantastically. We picked up our first track record at Gingerman (1:47.953), along with an overall win at MIS, a few podiums, and a 3rd place finish at the Eastern Chumpionship at PIRC. Still not the fastest thing around, but getting better. 2016 For 2016, we knew we were going to need more grip. The 205 wide tires were boiling in the corners. 225 wide was not going to be enough. We came very close to buying a set of 17x10 wheels and 255/40R17 Direzza ZII tires, and taking the 10 point hit for the wheel spacers, when Maxxis announced a 245/40R15. That was our tire for that year. The Maxxis wasn’t particularly grippy, but it fit a 10” wheel and it had a small OD – exactly what we were looking for. We put a set on for the first race at Watkins Glen, figured out the optimal tire pressure on the test day, and promptly blistered all 4 tires. Still didn’t have enough heat capacity. Eventually we figured out we could get them to last by shaving them, but it made the tires expensive. Oh, we also made the splitter bigger and integrated an underwing for 2016, vented the fenders, and made the car look a whole lot meaner. We knocked 3 seconds off our previous Gingerman track record, collected 5 more podium finishes, and threw away a second place at the Eastern Chumpionship with a bad strategy call, finishing 3rd. 2017 Over the winter of 2017, we set a goal to knock 5 seconds off our 2016 lap times. Wouldn’t be able to hit that everywhere, but it was the goal. A new tire, the Hankook RS4, came out in 245/40R15. It wasn’t as grippy as hoped, but it was just as grippy as the Maxxis, lasted longer, was cheaper, and had much better heat resistance. With little time before the Road Atlanta race in February, not much changed on the car other than the tires and some maintenance, but we still went for it. After running 1st and 2nd all day, we broke a ball joint with 2 hours to go in the 14 hour race. Car was certainly good, but needed to be faster, and we needed to be more diligent on maintenance. Over the next 2 months, we rebuilt the engine, moved the exhaust to the side to make room for an undertray, and got on the dyno to have SSSquid make us a tune. We didn’t get cooling with the underbody sorted out in time for Mid Ohio, but with the new exhaust and tune, managed to set a track record and finish 2nd overall. We finally got the slickbottom, RS4s, diffuser, new tune, and air dam on for Watkins Glen. This had been our target race – the first track we could directly compare race laptimes at. Less than an hour after the race start, Misha set a blistering 2:14.388 – our 3rd chumpcar track record, and 5.12 seconds than he’d gone on the same track the year before. We’d hit our 5 second bogey. 8 laps later we also hit another car, and then the wall. Hard. The car was a write-off, and we got to watch as the Ecotec Miata broke our newly-set record later that afternoon. The new car The Little Speed Shop has a race support shop setup in one of the garages at Watkin’s Glen. The owner was there, and saw both our fast lap, and the crash. Turns out he had a rust-free 1987 325is shell sitting in the corner of his shop, seam welded and gorgeous cage already installed. After a few phone calls, We were back in Watkins Glen the next weekend to pick it up. We spent the next 2.5 months working almost nonstop to rebuild all the custom parts we had on the old car, make the new one chump legal, get a new engine ready (old one bent all the valves), rebuild all the aero, and generally scrambling to get a car together in time for our home race, at Gingerman. On August 12, the new car showed up to a test day at Nelson Ledges, running but with no doors, brake lights, bumper, or fan, and driving almost sideways the alignment was so bad. We finished getting the car track ready in the paddock, got through tech at noon, and finally got on track around 1. We spent the next day and a half alternately doing shakedown runs and building the car. By the end of Saturday, the car had all its body panels, a good alignment, a wing, a fan, and a bumper. By the end of Sunday the piece of plywood in the trailer had turned into a splitter, and a roll of plastic into an air dam. By Sunday afternoon, the car was nearly running race pace. At 4:30 on Sunday, the shifter broke. Turns out it had cracked in the WGI crash. There were other things to fix, we packed it up, went home, and started prepping for Gingerman. And that’s where we are now. The car still isn’t painted, but by the time the Gingerman practice day rolls around on Friday, it should be chump-legal and race ready. If we’re lucky, there won’t be any problems, and we’ll go right back to setting track records.
  4. A couple of old and/or inconsequential threads inspired me to collect some thoughts in a place that people are likely to find it. I will start with the high level point and then include some supporting info. A shout out to @skierman64 and @Hi_Im_Will for their input on this. SUMMARY: All car owners that don't have rear "glass" installed (i.e. lexan) should strongly consider installing it. Reasons: It may save a life. The lack of side and rear windows causes the windshield to create a low pressure area where the driver is sitting and can suck fire (or Carbon Monoxide) into the cockpit. This isn't a hypothetical - both have happened and one of them was a very close call. Had the car owner not been young, nimble, and very familiar with his car, he would have been badly injured or killed. It may make your car faster. In almost all cases, you will reduce drag by putting the rear "glass" back in. (Note, I am not talking about cars that have no front "glass"). It drastically reduces the amount of rain/mist that swirls into the cockpit, and will make driving in wet conditions safer and more enjoyable. There are reasons why the rules used to tell you to remove your glass, but events that have happened since then have provided data to suggest that the reasoning was misguided. I'm not going to write a novel on that - you can find it in other posts if you choose to look for it. I wasn't sure if just putting the back window in would do the job, so I consulted with Will. He shot me a bunch of impressive stuff and an interpretation that said having the side glass gave some benefit, but the vast majority of the benefit could be gained by the installation of just the rear glass. Here is the link to what happens if you don't have any glass other than the windshield and you have a fire: Here is some more of the backstory. It was posted in an E36 thread so I can't imagine very many people were reading it @skierman64 added this to the thread: "Oh, while you're at it, make sure all the holes in your firewall are sealed with some kind of metal or at least metallic tape. There was a under hood fire at COTA last year that got into the cabin of the car through firewall holes. The driver suffered some significant burns due to someone not prepping the car properly and sealing up firewall holes before the race." Here is the link to that incident, as well as a thread that went into the topic pretty well http://sopwithmotorsports.com/blog/short-track-racing/item/342-trapped-in-a-burning-race-car-part-i.html If you decide to blow off the suggestion, you may still want to consider getting this for your cockpit (thanks @Jamie). It will let your driver figure out whether or not the stuff coming into the cockpit will kill him (not fire, Carbon Monoxide) https://www.amazon.com/Quantum-Multi-Level-Carbon-Monoxide-Detector/dp/B003UDAHIO/ref=sr_1_1?ie=UTF8&qid=1488932145&sr=8-1&keywords=carbon+monoxide+detector+for+car My final safety item for the evening: I saw a car at VIR that had the fuel filler almost straight above the side-exhaust pipe. I assume they located the filler there (it wasn't the stock location) because they wanted to have the filler on the side nearest the pit wall (most tracks, that will be the passenger side). I assume they decided to exit the exhaust on the passenger side because it made for slightly less noise for the driver. Both decisions make sense when made alone, but when the inevitable "small spill" occurs we will have a very ugly situation on our hands. Please look at your car and make sure you aren't at risk for what follows below (OK so I MIGHT have exaggerated on this one!) In all seriousness, if the spill happens and a small fire ball erupts, the gas man could drop the dump can which would provide a LARGE fire ball that could affect a lot of people.
  5. Long story short, I had a rear decklid spoiler off a Q45 land speed car laying around AND I have kia sephia chumpcar that essentially has stock aero. The rough draft of the combined parts is shown in the images. The potential problem is that I think it may be too much area, thereby creating too much downforce. Has anyone experimented with a large front splitter on a front wheel drive car before? How much is too much? I know at some point there would need to be balance by adding a rear spoiler, I just wonder if anyone has tried and can spare me some R&D time and $$$. Thanks!
  6. POST VALENTINES BUMP ----- price dropped to $20K ITS NOW OFFICIALLY TRACK SEASON Not Eligible for Chump ….. but I figure that most other people are involved in other forms of racing …. so worth posting for free on Chump boards 302 hp Turbo Miata Race Car This high quality, professional build started off as a full caged 1990 SPEC MIATA and finished with a 302 rwHP Monster with 275 hoosiers and front / rear aero. This car was quicker that a new Porsche Turbo around Pocono and killed most porsches in the red run instructor group at the mighty Watkins Glen - see 2 videos below Check out new WATKINS GLEN video here: >https://vimeo.com/102491832 Check out POCONO video here: >https://vimeo.com/99497249 I am using CAR CONNECTIONS USA to sell the car for me on consignment so check out their FOR SALE link here: http://www.carconnectionsusa.com/1990-Mazda-MX-5-Miata-TURBO-RACECAR-Pennsylvania-19380/5221372 Details: 1990 Spec Miata chassis with full roll cage 1994 1.8 engine - rebuilt with the best of everything - capable of handling 400 hp but tuned to 302 hp for reliability Mazdaspeed 6 speed transmission 949 racing twin disc racing clutch Torsen 4.1 LSD Wiseco pistons with Eagle H-beam connecting rods Mazdaspeed crankshaft with ACL racing bearing Supertec valve springs/retainers/keepers Stock valves GT2871RS turbo 750cc Injector Dynamic injectors Deatschwerks 300lph intank pump Turbos-smart Comp-gate 40mm waste gate Mocal 235 matrix 25 row oil cooler AEM EMS v1 (30-1710 box) AEM EBC solenoid Monster mad max front splitter Supermiata GTC 200 wing repainted gloss black #302 TrackSpeed BBK 11.75 with DTC60s Prothane complete bushing kit Flyin' Miata AFCO suspension - 750/450 15 x 9" Konig Dial In wheels 275 Hoosier R6 with -3 degrees camber 2450 lbs inc driver and full tank o' gas Tuned by Evans Tuning to 302 rear wheel hp / 230 tq at 11 psi on 93 octane For sale for LESS THAN 50% of what I have into the car - $22,995 I am using CAR CONNECTIONS USA to sell the car for me on consignment so check out their FOR SALE link here: http://www.carconnectionsusa.com/1990-Mazda-MX-5-Miata-TURBO-RACECAR-Pennsylvania-19380/5221372 3 photos attached below - many more on Car Connections USA website
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