Ford teams continue to struggle for answers to speed, aero woes

0 Comments

With eight wins in the first 19 Cup races this season – including three in the last six – you’d think Ford would be at the top of its game.

But such is not the case. While Toyota’s Martin Truex Jr. and Chevrolet’s Kyle Larson have been at or near the front often in recent races, Fords have dropped off in performance.

The two premier Ford teams, Team Penske and Stewart-Haas Racing, have both struggled for more speed and to overcome aerodynamic issues.

“Aero is definitely an area we’re struggling,” Dave Pericak, Director, Ford Performance, said Thursday at Eldora Speedway. “We’re definitely not struggling from an engine perspective and many other areas, but yeah, aero, for sure, and we’re working on it.”

Paul Wolfe, crew chief for Brad Keselowski, has watched his driver slip from third in the Cup standings to eighth in the last eight races. During that stretch, Keselowski has finished 30th or worse (crashes) four times, and had just two top fives.

“We’re not in the best spot we’d like to be in,” Wolfe admitted Thursday on SiriusXM NASCAR Radio. “Seems like the last couple months have definitely been a challenge and a little bit of a struggle for all of us at Team Penske, not just the No. 2 car.

“We’re really just trying to find out what to do to get some speed back in our cars. It seems like where we get the cars driving and the drivers are somewhat happy with what we call a raceable balance, we’re just off on speed at that point. We can get the cars to run a fast lap time, but the drivers say they’re just not drivable and can’t race that way. It’s been a challenge trying to get both right now, and for whatever reason, we seem to be off.”

MORE: Brad Keselowski says ‘poorly designed car’ makes it difficult ‘to put on a show’

Time is not a luxury Wolfe or anyone else at Team Penske has. Seven races remain until the playoffs.

“We’ve got our work cut out for us,” Wolfe said. “There’s not too many races here until Chicago comes around, so we’re trying to figure it out, that’s for sure.”

Wolfe’s Team Penske counterpart, Todd Gordon, faces an even greater sense of urgency with the No. 22 of Joey Logano. Even though Logano won at Richmond earlier this season, the victory doesn’t count toward playoff eligibility because his car failed inspection after the race.

As a result, Logano is not locked into the playoffs and is in a seemingly must-win situation to secure a playoff berth. Things have gone from bad to worse of late: since his encumbered win at Richmond, Logano has finished between 21st and 37th seven times, with just one top-five and one other top-10 (plus a 12th-place finish) in the other three events.

Logano has fallen from fifth to 13th in the NASCAR Cup standings.

Wolfe can empathize with the plight of Logano and Gordon.

“We’ve got our work cut out for us, but this sport over the years, there’s peaks and valleys,” Wolfe said. “We’re been on the good side and bad side before.

“We’re going to have confidence everyone at Team Penske and Ford will continue to work in the right direction and hopefully get our speed where we need it to contend for a championship later this year.”

A tale of two seasons in just 19 races

Fords enjoyed early season success, winning the season’s first two races at Daytona (Kurt Busch) and Atlanta (Keselowski).

Ford also won at Martinsville, Richmond and Talladega – and earned three more wins in the last six races, but those came on a road course (Sonoma), a restrictor-plate track (Daytona) and a triangle that is seemingly part superspeedway and part road course (Pocono).

Ricky Stenhouse Jr. has two wins (Talladega and Daytona), as does Keselowski (Atlanta and Martinsville), while Kurt Busch (Daytona 500), Joey Logano (Richmond), Ryan Blaney (Pocono) and Harvick (Sonoma) all have one win each.

But check out some of the other recent Ford stats:

* At Michigan, in its corporate backyard, Ford had one car in the top five and led just two of the 200 laps.

* At Kentucky, Ford had no cars in the top five and led just seven laps.

* At New Hampshire last weekend, Ford had one car in the top five and led zero laps.

How did things fall off so quickly for Ford when it came to downforce and lack of speed? Wolfe has a theory.

“As the season went on, NASCAR started changing enforcement of some templates and some aero things, and for whatever reason, it seems like it affected the Fords maybe more than Toyota,” Wolfe said on SiriusXM NASCAR Radio. “Obviously, Toyota came out with a new car, they were slow getting going, but they definitely have it figured out and seem to have a little bit of an advantage right now.

“I feel like some of the rule changes on the aero side has really affected our cars a lot and trying to get them balanced out, back to where they were before some of those changes has been difficult for us.”

When Wolfe thinks he is starting to get a handle on things, other questions arise he told “The Morning Drive.”

“Is it more of a mechanical area that we’re missing with this package because of the aero shift?” Wolfe said. “Or the amount of downforce it is, is there something we’re missing mechanically with the platform of how we control our splitter or ride heights?

“Or is it just the fact those guys just have more downforce than us? Those are all the question marks and we don’t really have the answers right now. Maybe we can get out of our comfort zone and mindset of what has had success in the past and explore new things. We’ll continue to do that and pay attention to teams that are having success.”

Stewart-Haas Racing also has woes

Wolfe’s counterpart at Stewart-Haas Racing, Rodney Childers, crew chief for Kevin Harvick, admitted to “Tradin’ Paint” on Thursday that his team is pretty much in the same boat as Team Penske.

“I hate to even say it but I agree with (Wolfe),” Childers said on SiriusXM NASCAR Radio. “On one side of me, I feel that we’re in trouble. I don’t know if we will get caught up to where we need to be.

“I feel l like it’s time that Ford is going to have to push hard and come up with a new body and do something to get us back in the ballgame from the downforce side of things.”

Childers would like to see NASCAR get more involved in the disparity he believes has developed between Ford, Toyota and Chevrolet.

“I think it’s time for NASCAR to take all the cars to the wind tunnel again and figure out where we’re all at,” Childers said. “If there are people that are way off, other teams, then we need to figure out how to make it more equal. You hate to get into that again.”

Even so, Childers remains confident in his team, given that Harvick is the highest-ranked Ford driver (fourth) in the Cup standings.

“The downforce stuff, we’re not way off,” he said. “I feel like we’ve kind of had the best Ford week after week here lately. We’re pushing hard and we’re not going to give up by any means and I think everybody will see that in our performance.

“But on the other hand I do feel like it has hurt us a little bit more and we just have to figure out how to dig through it.”

Ups and downs are cyclical

Childers also mentioned the irony that it wasn’t all that long ago that SHR and Harvick were being looked upon as the kings of performance (albeit in Chevrolets), much like Truex and Larson are today.

“I look back at the 2014 and 2015 seasons and everybody used to complain about us being the fastest car every week, leading all those laps and always have a shot at winning,” Childers said. “Looking back, I don’t even know if we understood then exactly what we were doing to be that much faster than everybody else.

“I think it’s the same way with (Truex and Larson) right now. They’ve done a good job, have their cars where they need them to be, their drivers are doing excellent jobs, the pit crews are doing a good job.”

But there’s still the bottom line.

“We have to get faster race cars,” Childers said. “Our pit crews have done excellent, Kevin’s done excellent, we just have to be faster when we unload off the haulers. Hopefully, we can get caught up a little bit.”

Follow @JerryBonkowski

Appeal panel gives William Byron his 25 points back

0 Comments

William Byron is back in a transfer spot after the National Motorsports Appeals Panel rescinded his 25-point penalty Thursday for spinning Denny Hamlin at Texas.

By getting those 25 points back, Byron enters Sunday’s elimination playoff race at the Charlotte Roval (2 p.m. ET on NBC) 14 points above the cutline.

Daniel Suarez is now in the final transfer spot to the Round of 8. He is 12 points ahead of Chase Briscoe and Austin Cindric. Christopher Bell is 45 points behind Suarez. Alex Bowman will not race this week as he continues to recover from concussion symptoms and has been eliminated from Cup title contention.

NASCAR did not penalize Byron after his incident with Hamlin because series officials did not see the contact. Two days later, NASCAR penalized Byron 25 points and fined him $50,000 for intentionally wrecking Hamlin.

The National Motorsports Appeals Panel stated that Byron violated the rule but amended the penalty to no loss of driver and owner points while increasing the fine to $100,000.

The panel did not give a reason for its decision. NASCAR cannot appeal the panel’s decision.

The panel consisted of Hunter Nickell, a former TV executive, Dale Pinilis, track operator of Bowman Gray Stadium and Kevin Whitaker, owner of Greenville-Pickens Speedway.

Here is the updated standings heading into Sunday’s race at the Roval:

Byron’s actions took place after the caution waved at Lap 269 for Martin Truex Jr.’s crash. As Hamlin slowed, Byron closed and hit him in the rear. 

Byron admitted after the race that the contact was intentional, although he didn’t mean to wreck Hamlin. Byron was upset with how Hamlin raced him on Lap 262. Byron felt Hamlin forced him into the wall as they exited Turn 2 side-by-side. Byron expressed his displeasure during the caution.

“I felt like he ran me out of race track off of (Turn) 2 and had really hard contact with the wall,” Byron said. “Felt like the toe link was definitely bent, luckily not fully broken. We were able to continue.

“A lot of times that kind of damage is going to ruin your race, especially that hard. I totally understand running somebody close and making a little bit of contact, but that was pretty massive.”

On the retaliatory hit, Byron said: “I didn’t mean to spin him out. That definitely wasn’t what I intended to do. I meant to bump him a little bit and show my displeasure and unfortunately, it happened the way it did. Obviously, when he was spinning out, I was like ‘I didn’t mean to do this,’ but I was definitely frustrated.”

Drivers for Drive for Diversity combine revealed

0 Comments

The 13 drivers who will participate in the Advance Auto Part Drive for Diversity Combine were revealed Thursday and range in age from 13-19.

The NASCAR Drive for Diversity Development Program was created in 2004 to develop and train ethnically diverse and female drivers both on and off the track. Cup drivers Bubba Wallace, Daniel Suarez and Kyle Larson came through the program.

The 2020 and 2021 combines were canceled due to the impact of COVID-19.

“We are thrilled that we are in a position to return to an in-person evaluation for this year’s Advance Auto Parts Drive for Diversity Combine,” Rev Racing CEO Max Seigel said in a statement. “We are energized by the high-level of participating athletes and look forward to building the best driver class for 2023. As an organization, we have never been more positioned for success and future growth.”

The youngest drivers are Quinn Davis and Nathan Lyons, who are both 13 years old.

The group includes 17-year-old Andrés Pérez de Lara, who finished seventh in his ARCA Menards Series debut in the Sept. 15 race at Bristol Motor Speedway.

Also among those invited to the combine is 15-year old Katie Hettinger, who will make her ARCA Menards Series West debut Oct.. 14 at the Las Vegas Bullring. She’s also scheduled to compete in the ARCA West season finale Nov. 4 at Phoenix Raceway.

 

 

Name

Age Hometown
Justin Campbell 17 Griffin, Georgia
Quinn Davis 13 Sparta, Tennessee
Eloy Sebastián

López Falcón

17 Mexico City, Mexico
Katie Hettinger 15 Dryden, MI
Caleb Johnson 15 Denver, CO
Nathan Lyons 13 Concord, NC
Andrés Pérez de Lara 17 Mexico City, Mexico
Jaiden Reyna 16 Cornelius, NC
Jordon Riddick 17 Sellersburg, IN
Paige Rogers 19 New Haven, IN
Lavar Scott 19 Carney’s Point, NJ
Regina Sirvent 19 Mexico City, Mexico
Lucas Vera 15 Charlotte, NC

 

Dr. Diandra: Crashes: Causes and complications

0 Comments

Two drivers have missed races this year after hard rear-end crashes. Kurt Busch has been out since an incident in qualifying at Pocono in July. Alex Bowman backed hard into a wall at Texas and will miss Sunday’s race at the Charlotte Roval (2 p.m. ET, NBC).

Other drivers have noted that the hits they’ve taken in the Next Gen car are among the hardest they’ve felt in a Cup car.

“When I crashed it (at Auto Club Speedway in practice), I thought the car was destroyed, and it barely backed the bumper off. It just felt like somebody hit you with a hammer,” Kevin Harvick told NBC Sports.

The three most crucial parameters in determining the severity of a crash are:

  • How much kinetic energy the car carries
  • How long the collision takes
  • The angle at which the car hits

Angle

The last of these factors requires trigonometry to explain properly. You can probably intuit, however, that a shallower hit is preferable to a head-on — or rear-on — hit.

A graphic show shallower (low-angle) hits and deeper (high-angle) hits
Click for a larger view

When the angle between the car and the wall is small, most of the driver’s momentum starts and remains in the direction parallel to the wall. The car experiences a small change in velocity.

The larger the angle, the larger the change in perpendicular speed and the more force experienced. NASCAR has noted that more crashes this season have had greater angles than in the past.

Busch and Bowman both had pretty large-angle hits, so we’ll skip the trig.

Energy — in pounds of TNT

A car’s kinetic energy depends on how much it weighs and how fast it’s going. But the relationship between kinetic energy and speed is not linear: It’s quadratic. That means going twice as fast gives you four times more kinetic energy.

The graph shows the kinetic energies of different kinds of race cars at different speeds. To give you an idea of how much energy we’re talking about, I expressed the kinetic energy in terms of equivalent pounds of TNT.

A vertical bar graph showing kinetic energies for different types of racecars and their energies

  • A Next Gen car going 180 mph has the same kinetic energy as is stored in almost three pounds of TNT.
  • Because IndyCars are about half the weight of NASCAR’s Next Gen car, an IndyCar has about half the kinetic energy of a Next Gen car when both travel at the same speed.
  • At 330 mph, Top Fuel drag racers carry the equivalent of six pounds of TNT in kinetic energy.

All of a car’s kinetic energy must be transformed to other types of energy when the car slows or stops. NASCAR states that more crashes are occurring at higher closing speeds, which means more kinetic energy.

Longer collisions > shorter collisions

That seems counterintuitive, doesn’t it? Who wants to be in a crash any longer than necessary?

But the longer a collision takes, the more time there is to transform kinetic energy.

A pitting car starts slowing down well below it reaches its pit box. The car’s kinetic energy is transformed into heat energy (brakes and rotors warming), light energy (glowing rotors), and even sound energy (tires squealing).

The same amount of kinetic energy must be transformed in a collision — but much faster. In addition to heat, light and sound, energy is transformed via the car spinning and parts deforming or breaking. (This video about Michael McDowell’s 2008 Texas qualifying crash goes into more detail.)

The force a collision produces depends on how long the car takes to stop. Compare the force from your seat belt when you slow down at a stop sign to what you feel if you have to suddenly slam on the brakes.

To give you an idea of how fast collisions can be, the initial wall impact in the crash that killed Dale Earnhardt Sr. lasted only eight-hundredths (0.08) of a second.

SAFER barriers use a car’s kinetic energy to move a heavy steel wall and crush pieces of energy-absorbing foam. That extracts energy from the car, plus the barrier extends the collision time.

The disadvantage is that a car with lower kinetic energy won’t move the barrier. Then it’s just like running into a solid wall.

That’s the same problem the Next Gen car seems to have.

Chassis stiffness: A Goldilocks problem

The Next Gen chassis is a five-piece, bolt-together car skeleton, as shown below.

A graphic showing the five parts of the Next Gen chassis.
Graphic courtesy of NASCAR. Click to enlarge.
The foam surrounding the outside of the rear bumper
The purple is energy-absorbing foam. Graphic courtesy of NASCAR. Click for a larger view.

That graphic doesn’t show another important safety feature: the energy absorbing foam that covers the outside of the bumpers. It’s purple in the next diagram.

All cars are designed so that the strongest part of the car surrounds the occupants. Race cars are no different.

The center section of the Next Gen chassis is made from stout steel tubing and sheet metal. Components become progressively weaker as you move away from the cockpit. The bumper, for example, is made of aluminum alloy rather than steel. The goal is transforming all the kinetic energy before it reaches the driver.

Because the Next Gen car issues are with rear impacts, I’ve expanded and highlighted the last two pieces of the chassis.

The rear clip and bumper, with the fuel cell and struts shaded

The bumper and the rear clip don’t break easily enough. The rear ends of Gen-6 cars were much more damaged than the Next Gen car after similar impacts.

If your initial thought is “Just weaken the struts,” you’ve got good instincts. However, there are two challenges.

I highlighted the first one in red: the fuel cell. About the only thing worse than a hard collision is a hard collision and a fire.

The other challenge is that a chassis is a holistic structure: It’s not like each piece does one thing independent of all the other pieces. Changing one element to help soften rear collisions might make other types of collisions harder.

Chassis are so complex that engineers must use finite-element-analysis computer programs to predict their behavior. These programs are analogous to (and just as complicated as) the computational fluid dynamics programs aerodynamicists use.

Progress takes time

An under-discussed complication was noted by John Patalak, managing director of safety engineering for NASCAR. He told NBC Sports’ Dustin Long in July that he was surprised by the rear-end crash stiffness.

The Next Gen car’s crash data looked similar to that from the Gen-6 car, but the data didn’t match the drivers’ experiences. Before addressing the car, his team had to understand the disparity in the two sets of data.

They performed a real-world crash test on a new configuration Wednesday. These tests are complex and expensive: You don’t do them until you’re pretty confident what you’ve changed will make a significant difference.

But even if the test goes exactly as predicted, they aren’t done.

Safety is a moving target.

And always will be.

NASCAR weekend schedule for Charlotte Motor Speedway Roval

0 Comments

NASCAR Cup Series drivers race on the road for the final time this season Sunday, as the Charlotte Motor Speedway Roval course ends the playoffs’ Round of 12.

The 17-turn, 2.28-mile course incorporating the CMS oval and infield will determine the eight drivers who will advance to the next round of the playoffs. Chase Elliott won last Sunday at Talladega Superspeedway and is the only driver who has qualified for a spot in the Round of 8.

Entering Sunday’s race, Austin Cindric, William Byron, Christopher Bell and Alex Bowman are below the playoff cutline. Bowman will not qualify for the next round because he is sidelined by concussion-like symptoms.

The race (2 p.m ET) will be broadcast by NBC.

Charlotte Motor Speedway Roval (Cup and Xfinity)

Weekend weather

Friday: Sunny. High of 81 with a 6% chance of rain.

Saturday: Mixed clouds and sun. High of 67 with a 3% chance of rain.

Sunday: Sunny. High of 68 with a 3% chance of rain.

Friday, Oct. 7

(All times Eastern)

Garage open

  • 12 – 5 p.m. — Xfinity Series

Saturday, Oct. 8

Garage open

  • 7 a.m. – 2:30 p.m. — Cup Series
  • 8:30 a.m. — Xfinity Series

Track activity

  • 10 – 10:30 a.m. — Xfinity practice (NBC Sports App)
  • 10:30 – 11:30 a.m. — Xfinity qualifying (NBC Sports App)
  • 12 – 1 p.m. — Cup practice (NBC Sports App, USA Network coverage begins at 12:30 p.m.)
  • 1 – 2 p.m. — Cup qualifying (USA Network, NBC Sports App)
  • 3 p.m. — Xfinity race (67 laps, 155.44 miles; NBC, Peacock, Performance Racing Network, SiriusXM NASCAR Radio)

Sunday, Oct. 9

Garage open

  • 11 a.m. — Cup Series

Track activity

  • 2 p.m. — Cup race (109 laps, 252.88 miles; NBC, Performance Racing Network, SiriusXM NASCAR Radio)