Nick Laham/Getty Images for Mobil 1

Kligerman: May the downforce be with you! Or is the ultimate downforce actually . . . none?

1 Comment

If you’re reading this, I will assume you are a racing fan. If you’re a racing fan, then you will know the most-watched form of racing worldwide started its season this past weekend  —  Formula One.

Meanwhile, on the other side of the world, the next most-watched form of racing conducted one of its 36 points-paying events in the NASCAR Monster Energy Cup Series.

Both series involve four-wheeled machinery, human drivers and Monster Energy sponsorship.

But that’s where the similarities end. Because the two largest racing series in the world have decided to go in two completely opposite directions in how they want to entertain their fans.

And I am not talking about technology, formats, or grid girls. These two massive series have chosen the opposing ends of the spectrum on something that only 30 years ago was elusive.

Downforce.

In Formula One, the teams and the sanctioning body agreed two years ago to make the 2017 cars “5–7 seconds faster” than their 2015 counterparts. How would they do this? By opening up the aerodynamic rules and therefore adding downforce — tons of it.

In NASCAR, we have done the opposite over the last few years. The level of achievable downforce constantly has been reduced by cutting spoilers and splitters and getting stricter on the aerodynamic rules.

Which brings me to a question I was asked.

This weekend, a friend texted (I know, groundbreaking stuff in the year 2017) to ask, “How do you feel about the cars being stuck to the ground vs. skating around? I think you are on to something where road racing stuck to the ground is interesting and oval skating around is interesting.”

(This also was groundbreaking because someone was asking my opinion. Which comes with a disclaimer: It’s free for a reason.)

But in all seriousness, the question was incredible. The reason was that it was only a mere 30 years ago when the conversation in racing was more about “How fast could cars possibly go?” or “Will humans be able to keep up with the speed of racing cars?”

Now with the advent of technology, we no longer question how fast a car could go, because we know. When the F1 world simply can tweak rules with the knowledge it’s going to be exactly “X” amount faster, there is no more mystery.

As a sport, racing has reached the point where it’s no longer, “May the force be with you.” It’s “How much force would you like?”

This monumental change in philosophy is why, as I write this, there are amateur “aerodynamicists” on Twitter, commentators on YouTube and alleged experts on the Internet telling you whether NASCAR or F1 is right.

On one hand they will tell you the high downforce makes it faster, which is better! On the other, they will tell you downforce is the devil incarnate and should be eliminated from the sport.

The thing is, neither series’ race was particularly memorable.

In Australia, you had a pass for the lead occur when neither driver could see each other (via pit strategy). While the biggest storyline out of the California race was that the driver who seemed forever the bridesmaid finally won.

Nothing of what occurred will be replayed on YouTube illegally for years to come. And I don’t think either showed us a clear-cut path to the elusive “Great Racing!” everyone wants.

No, it’s become apparent that even with all the knowledge in the world about cars and aerodynamics, there still is mystery in what makes a good race occur.

How did I answer my friend’s question?

Fast road racing cars look insane. Meanwhile, sideways and dynamic oval racing looks insane. Speed is tough to see on an oval. It’s far easier to see and appreciate on a street or road course.

That’s why we have what we have.

Road racing needs downforce to achieve incredible speeds and produce what I described watching qualifying from Australia as “Sparking, twitchy, on-the-ragged-edge stuff.” It was obvious the drivers were at the limits of possible control.

While with low downforce in NASCAR, we see far more dynamic slides. The drivers are working harder. And the speeds may be way down as they get into a race run, but it doesn’t hurt the show whatsoever. Seeing cars that visibly move around and make the driver fight is far more interesting than watching a car go in circles on rails.

We never might know which philosophy — low or high downforce – is correct. But the most memorable and best race of any premier series this weekend happened directly between Formula One and NASCAR.

In Qatar, the Moto GP series held its season opener and put on one of the best races I have ever seen in my life.

How much downforce do those bikes make?

Essentially none.

 

Danica Patrick has a Daytona 500 team: Premium Motorsports

Jared C. Tilton/Getty Images
1 Comment

The first piece of the “Danica Double” has been fully confirmed.

According to the Associated Press, Danica Patrick will drive the No. 7 Chevrolet for Premium Motorsports in next month’s Daytona 500. The AP reported that the car will be locked into the field through a charter and will receive engineering support from Richard Childress Racing.

Patrick entered NASCAR driving the No. 7 for JR Motorsports in the Xfinity Series from 2010-12. For the Feb. 18 race, she also will be reunited with crew chief Tony Eury Jr., who helped guide Patrick to her career-best NASCAR finish of fourth in a 2011 Xfinity race at Las Vegas Motor Speedway.

The car will be sponsored by GoDaddy, which announced last week that it would sponsor Patrick in both this year’s Daytona 500 and Indianapolis 500. Patrick has yet to reveal which team she will drive for in the Indy 500, which will conclude her racing career.

She already has made history in both events.

As a rookie in 2005, she became the first woman to lead the Indy 500 before taking fourth (and became the highest-finishing female in the race’s history with a third in 2009).

In the 2013 Daytona 500, she became the first woman to win the pole position and lead a race in NASCAR’s premier series.

New details of road course at Charlotte Motor Speedway

Getty Images
Leave a comment

CONCORD, North Carolina — The Sept. 30 Cup race on Charlotte Motor Speedway’s road course will be on a slightly altered 2.28-mile circuit.

The race, which airs on NBC, will serve as the conclusion of the first round of the playoffs. It is the first road course race in the 14-year history of the playoffs.

The alterations shorten the original 2.4-mile, 13-turn layout of the circuit. The track is now 2.28 miles and 17 turns after the removal of two of the last three infield turns. There will be more than 35 feet of elevation changes between Roval Turn 4 – the lowest point in the track – and Roval Turn 9, the highest point.

A chicane has also been added to the backstretch right before the entrance of Turn 3 of the oval. The track is adding 440 temporary rumble strips.

The distance for the race will be announced at a later date.

NASCAR held a test on the road course last October with Kurt Busch, Martin Truex Jr., Daniel Hemric and Jamie McMurray. Busch suggested the elimination of those turns in order to “speed up the track.”

“There are a lot of slow sections with Turns 5, 6 and 7,” Busch said. “Those are good rhythmic corners. … (But) a 3,500-pound car going 35 mph too many times isn’t too exciting.”

Truex was part of Monday’s presentation and gave his thoughts on the change.

“The lap times were so long that we were going to be looking at a race that was, I don’t even know how many hours,” Truex said. “Way too long. Basically taking out those two turns cut out quite a bit of lap time off the laps. It’s more so like a regular road course like Watkins Glen … we’ll be in kind of that realm.”

Steve O’Donnell, NASCAR’s chief racing development officer, said that the race could be held at night if pushed back for various reasons. The race is scheduled to begin at 2 p.m. ET.

“We’re working with the track who we believe will have something in place,” O’Donnell said. “Goodyear will be ready with rain tires if we had to make some adjustments.’’

There will be a Goodyear tire test in March and an open test for Cup teams in July.

O’Donnell said NASCAR is “comfortable” with the current layout of the course and that no changes are expected to be made following the tests.

NASCAR on NBC analysts Dale Jarrett and Jeff Burton took a few laps around the new layout and shared their thoughts on Facebook Live.

 and on Facebook

ThorSport Racing partners with Ford in Truck Series

Getty Images
Leave a comment

ThorSport Racing has partnered with Ford in a multi-year deal in the Camping World Truck Series, the team announced Monday.

The team’s announcement comes a week after it revealed the mutual decision to part ways with Toyota.

“With 23 years in the NCWTS, we look forward to our new partnership with Ford Performance in NASCAR,” team owner Duke Thorson said in a press release. “Our pursuit of wins and championships remains at the forefront of our objectives.”

ThorSport, based in Sandusky, Ohio, had been paired with the Toyota for six years, winning two titles with Matt Crafton.

“We’re excited that ThorSport Racing has decided to switch to a F-Series truck for the 2018 NASCAR Camping World Truck Series,” said Mark Rushbrook, global director of Ford Performance Motorsports in a press release. “ThorSport is a proven championship-level team in the series, and we look forward to providing them the aero and simulation technical support that will ensure they remain at the top level of the Truck Series.”

In 2017, Brad Keselowski Racing fielded the only two full-time Ford entries in the series. That team shut down following the end of the season.

Crafton will be returning to ThorSport for his 17th season – and 14th consecutive – with the team. The rest of the team’s driver lineup will be announced at a later date.

The Truck Series season begins Feb. 16th at Daytona International Speedway.

 and on Facebook

D.J. Kennington to attempt to qualify for Daytona 500 with Gaunt Brothers Racing

Getty Images
Leave a comment

Canadian driver D.J. Kennington will try to qualify for the Daytona 500 with Gaunt Brothers Racing for the second year in a row, the team announced Monday.

Kennington, a native of St. Thomas, Ontario, will drive the No. 96 Toyota sponsored by Lordco Auto Parts and Castrol.

The team, sponsor and driver combination made the 2017 edition of the race, making Kennington the first Canadian driver to compete in the Daytona 500 in 29 years.

Kennington started 28th and finished 36th following a multi-car crash at the start of Stage 2.

“Last year was an awesome experience for my sponsors, Lordco and Castrol, and me,” Kennington said in a press release. “We knew once it was over, we wanted to do it again. (Team owner) Marty (Gaunt) and everybody at GBR is pulling out all the stops for us this year. I’m looking forward to getting back behind the wheel of the Lordco/Castrol Toyota Camry and seeing the difference a year makes.”

The 40-year-old driver has five Cup starts with a best finish of 26th in last November’s race at Phoenix.

Gaunt Brothers Racing does not own a charter, meaning Kennington is not guaranteed a starting spot in the Feb. 18 Daytona 500.

 and on Facebook