HISTORIC TRIO

10/2010
GANASSI’S HISTORIC TRIO


Few races in motorsports have the esteem of NASCAR’s Daytona 500 and Brickyard 400, and Indy Racing League’s Indianapolis 500. An owner winning all three of these races was unheard of until 2010. In February, McMurray, driving for Earnhardt Ganassi Racing with Felix Sabates, won the Daytona 500. On July 25, 2010, he drove the No. 1 Bass Pro Shops Chevrolet Impala to victory at Indianapolis Motor Speedway in the Brickyard 400, making him only the third driver to win both events in the same season. Dario Franchitti won the Indianapolis 500 in one of Ganassi’s cars, making Ganassi the first team owner to win all three legendary auto races in the same season.

After winning the Brickyard 400, McMurray celebrated with a smoky, tire-spinning burnout. The celebration was so enthusiastic that McMurray’s right-rear tire exploded, damaging the right-rear quarter panel. McMurray took the lead with 11 laps to go and won the race by 1.4 seconds. The win gave Ganassi owner victories in America’s three most prestigious automobile races: the Daytona 500, the Brickyard 400 and the Indianapolis 500—an unprecedented accomplishment

NASCAR QUALIFYING:BACK TO REAR RULE

What are the reasons for a driver or team to have to start the race at the rear of the field:


ENGINE CHANGE - anytime during the race weekend [except the Daytona 500, teams can change once after the Gatorade Duel 150's]


BACKUP CAR - after qualifying, if a team/driver goes to a backup car, they start at the rear of the field; if before qualifying and the backup car and engine are presented for inspection, the driver starts where they qualify.


TRANSMISSION CHANGE - anytime during the race weekend [except the road courses, new in 2009]


DRIVER CHANGE - once the car is qualified, if the driver changes, then the driver/car will start at the end of the field before the green flag

TRACK BANKING

What are the differences between flat, steep and progressively banked NASCAR Series tracks?
Most oval NASCAR tracks are banked at various degrees to create greater momentum and velocity through the turns. Banking on the 23 tracks that host NASCAR Sprint Cup Series races range from a relatively steep 36° at Talladega Superspeedway, to a somewhat flat 12° at Martinsville Speedway.
"Progressively banked" oval tracks, such as Bristol Motor Speedway, feature a racing surface that gradually increases in degrees of banking - 24° to 30° - as the track gets closer to the outside retaining wall. This permits cars in the longer outside lanes to maintain higher speeds through the corners than those in the shorter inside lanes, resulting in more competitive racing.
Our list of similar NASCAR tracks groups and compares the degree of banking at each NASCAR track.

Adapted from information by NASCAR Media

About the NASCAR Car of Tomorrow

About the NASCAR Car of Tomorrow


The NASCAR Car of Tomorrow aka 'CoT'. Or, the Car of Right Now aka 'CoRN'.
However you refer to it, it's here for the 2007 NASCAR season.
Just what are the differences from the previous NASCAR stock car?
Here is the scoop on the Car of Tomorrow.
Why make the Car of Tomorrow?
The Car of Tomorrow has been in the works by NASCAR's Research and Development Center for 7-years. The number one reason for developing the Car of Tomorrow is driver safety. All the changes that we see in the body (rear wing, front splitter, etc.) are really a result of the changes that NASCAR R&D made to the chassis.
Bigger is Better
Prior to the 1980 season, NASCAR cars were much bigger than what has evolved into the cars NASCAR is currently racing.
The bigger Monte Carlo's and Oldsmobile's were wider. NASCAR research determined that these cars were safer because they were bigger.
Specific Chassis Changes to Increase Driver Safety
A big change is that there is now a Larger Cockpit. The Car of Tomorrow is 2-1/2" taller and 4" wider than the current NASCAR car. The driver is also located closer to the center of the car.
Additionally, the CoT has a Double Frame Rail with Steel Plating on the driver's side with steel plating covering the door bars to help prevent anything coming through in a side-impact crash.
An Energy Absorbing Material (much like the Safer Barrier) is used around the side roll cage to absorb the impact of a crash.
The side rails of the roll cage used to run horizontally to one another. Now the side rails are stepped inward to also help absorb the impact of a side crash.
Changes to Fuel Cell
The CoT has a Smaller Fuel Cell which holds about 18 gallons. This fuel cell is raised slightly from last year and has a strengthened bladder, thicker container and safer check valve.
The Rear Protection Bars at the rear bumper of the car are bigger & stronger than previous NASCAR cars. This protects the fuel cell and driver in case of a rear impact crash.There is also an Aluminum Energy Absorbing Honeycomb material surrounding the fuel cell. In the past, the teams used wood.
Another safety enhancement is the Enclosed Drive Shaft Area. It is completely enclosed in a metal tunnel to prevent it from coming through the floor into the driver area.
Adjutable Rear Wing
The rear wing of the Car of Tomorrow is an adjustable aerodyamic feature that replaces the rear spoiler.
Teams used to twist the car body to suit a drivers driving style. Now, since all bodies are the same, the wing is what will be adjusted to suit the driver.
When a team gets to the track, they will have the rear mounting brackets already in place. The size and location of the brackets will already be dictated by NASCAR.
The teams are then issued a carbon fiber rear wing.
Teams can 'tune' the angle of the rear-wing from 0° to 16°. This is how the teams affect the drag and rear downforce of the car.
In addition to the angle of the rear wing, the teams have 2 end-plates to choose from to install on the side of the wing. These end-plates generate side force. There are flat end-plates and curved end-plates.
The teams can use both flat or curved or a combination of the two to get the right feel for the driver.
Adjustable Front Splitter
The adjustable front splitter is how the teams will 'tune' the front downforce of the car to suit the driversdriving style.
The flat part of the splitter must be level with the ground and no more than 4 1/2" off the ground. The splitter lip can't be further in than flush with the front bumper. Nor, can it be further out than 2". The amount of 'in and out' distance can vary across the width of the bumper though. So, in this sense the teams can still 'fine tune' the front bumper for downforce.
The Car of Tomorrow's front bumper is much higher than the current NASCAR car.
The reason for this is so that when a car goes underneath a car in front of it, it won't be able to get to the fuel cell, lift the rear wheels off the ground and spin the car out.
Are the Cars Too Much AlikeAlthough the bodies are the same. The front end and rear end remain unique to the manufacturer.
In addition to the adjustments that can be made to the front splitter and the rear wing, there are many other ways a team can continue to adjust the cars.
The Upper & Lower Control Arms are adjustable up and down. The Sway Bar is still adjustable. The Drag Link configuration is still adjustable.
These are major adjustments that the teams still have control over ot affect the handling of their cars.
Manufacturer Identity
Among other complaints is that the manufacturers will lose their identity with NASCAR's Car of Tomorrow.
While the body of the cars are the same. Chevrolet, Ford, Dodge and Toyota brands will all have different front and rear templates. The Car of Tomorrow will actually more closely resemble each manufacturers production model of the car. NASCAR feels that the Car of Tomorrow will have an increased branding impact for the car manufacturers.

Anatomy of a NASCAR Racecar

Anatomy of a NASCAR Racecar


Ever wonder what NASCAR fans and broadcasters are talking about when mentioning different sections, pieces and parts of a NASCAR Sprint Cup Series car?

Front Splitter: Allows teams to tune the front downforce to individual drivers and tracks.

Brake Air Intake: Directs outside air to brake discs and rotors for additional cooling.

Radiator Air Intake: Directs outside air into the radiator to cool engine fluids.

Body Panels: Fabricated from 24-guage/0.0247-inch (minimum) cold-rolled sheet metal.

Hood Pins: Four, quick-release metal pins with wire tethers that keep the hood closed.

Cowl Induction: Housing for the air cleaner that connects the air intake at the base of the winshield to the carburetor.

Jack Post: Area where the jackman places the jack to lift the car during pit stops.

Roll Cage: A cage of steel tubing inside the car that protects the driver during impacts and rollovers.

Windshield Clips: Allow for easy removal of the windshield should a driver need to be extricated from the car.

Double Frame Rail and Energy Absorbing Material: A combination of steel plating and energy absorbing materials installed in between the roll cage door bars and door panels that attenuate upon impact.

Window Net: Safety device located in the driver-side window that keeps the driver's head and arms inside the car during an accident.

TV Camera: Allows NASCAR fans to view the racing from the driver's perspective.

Roof Strips: Two half-inch-tall aluminum strips which run lengthwise on the roof to help prevent the car from flipping when turned sideways during a spin or accident.

Alternate Exit: Also known as a "roof hatch," it allows drivers to exit the car in the event of an emergency situation.

Roof Flaps: Help prevent the car from becoming airborne when it is turned sideways or backwards during a spin or accident.

Cooling Vents: Help remove warm air from the cockpit.

Goodyear Eagle Racing Tires: Treadless radial tires designed specifically for racing.

Jacking Bolt: Area where the crew uses a tool to adjust the handling of the car by altering the pressure of the rear springs.

Adjustable Rear Wing: Directs air flowing over the rear of the car, providing better balance and control in traffic.

Dry Break Fuel Cell: Holds 17.75 gallons of Sunoco racing fuel inside a protective, puncture-resistant bladder.

Adapted from information by NASCAR Media

NASCAR Pit Stop

NASCAR Pit Stop


NASCAR teams take about 14-seconds to complete a full pit stop. But what are all the things they do during a normal pit stop?

Anatomy of a Pit Stop

Seven crew members are routinely allowed over the wall during pit stops per NASCAR rules. At times, NASCAR will inform teams that an eighth crew member will be allowed over the wall for a pit stop with the responsibility of cleaning the windshield.

An average efficient pit stop that consists of the changing of all four tires and a full tank of fuel can take anywhere between 13 and 15 seconds. The amount of pit stops during a race vary due to numerous factors:

Race Length

Caution Flags

Fuel Mileage

Tire Wear

Pit Strategy

Below is a look at the pit crew and thier responsibilities during a routine stop during a race.

Rear Tire Carrier: Assists the rear tire changer by handing him a new right-side tire he has carried from behind the pit wall. May also adjust the rear jack bolt to change the car's handling.

Jackman: Operates a 20-pound hydraulic jack that is used to raise the car for tire changes. After new tires are bolted on to the right side of the car, he drops the car to the ground and repeats the process on the left side.

Rear Tire Changer: First removes and replaces right rear tire using an air-powered impact wrench to loosen and tighten five lug nuts holding the tire rim in place. He then moves to the opposite side of the car to change the left rear tire.

Front Tire Carrier: Assist the front tire changer by handing him a new, right-side tire that he has carried from behind the pit wall. He repeats the process on the left side of the car with a tire rolled to him by another crew member from behind the pit wall.

Front Tire Changer: First removes and replaces right front tire using an air-powered impact wrench to loosen and tighten five lug nuts holding the tire rim in place. He then moves to the opposite side of the car to change the left front tire.

Gas Man: Empties two 12-gallon (81 pounds each) dump cans of fuel into the car's 17.75-gallon fuel cell.

Catch Can Man: Holds a can that collects overflow from the fuel cell as it is being filled. He also signals the rest of the team that the refueling process is finished by raising his hand.

Support Crew: Assists the "over the wall" crew by rolling them tires, handing them fuel, and retrieving air hoses and wrenches. According to NASCAR rules, support crew members must remain behind the pit wall during all stops.

Extra Man: On occasion, and at the discretion of NASCAR officials, an eighth or "extra man" is allowed over the wall to cleand the windshield and assist the driver if neccessary.

NASCAR Official: Watches for rules violations and helps maintain pit lane safety.

Adapted from information by NASCAR Media

NASCAR DOUBLE FILE RESTARTS

NASCAR Announces “Double-File Restarts – Shootout Style”: NASCAR announced a change to its race format with the addition of “Double-File Restarts – Shootout Style” throughout each race. Beginning with this weekend at Pocono Raceway, the first- and second-place drivers will line up side-by-side as the green flag flies for each restart. “We’ve heard the fans loud and clear: ‘double-file restarts – shootout style’ are coming to the NASCAR Sprint Cup Series,” said NASCAR Chairman and CEO Brian France. “This addition to the race format is good for competition and good for the fans.”

NASCAR recently used the “double-file” format for its non-points NASCAR Sprint All-Star Race, which produced an unpredictable finish. The format will be adapted for the NASCAR Nationwide Series and NASCAR Camping World Truck Series in the near future. Under the previous format, cars on the lead lap would restart in a single-file line while cars that had been lapped would start in a line next to them. Under the new format, the race leader will have the option to restart on the inside or outside lane. The second-place driver would then restart next to the leader. Regardless of where the leader starts, drivers in odd number positions (3rd, 5th, 7th places, etc.) will restart on the inside lane, while drivers in even number positions (4th, 6th, 8th places, etc.) will restart on the outside. All restarts will use the same format regardless of the number of laps remaining in the race.

The first-place driver will continue to control the timing of restarts in a designated zone on the track. Likewise, cars are to stay in line until they reach the start/finish line. The first eligible car a lap or more down will continue to earn one lap back following a caution, which is known as the “free pass.” However, a new element beginning this week will be that the “free pass” will remain in effect the entire race [before it was all race until 10 or less laps to go, then none was awarded]. Lapped cars choosing to remain on the track will be “waved around” the caution car and will restart the race in respective track position, thus picking up a lap to the leader provided the leader also pits. This will also remove lapped cars from behind the pace car, allowing the leaders to take the green without interference [so the leader will not restart in the middle of the pack].

NASCAR RESTART RULES

NASCAR’s Robin Pemberton explains new restart rules: NASCAR Vice President of Competition Robin Pemberton gave an explanation Friday of the new double-file restart rules. Here are excerpts of the conversation with the media and his answers to some questions ask.


SD: What is the procedure for double-file restarts?

Pemberton: “When the caution comes out, the field will be frozen as it is today. The free-pass car will be identified as it is today and it will be the same format. As the cars are gathered behind the pace car, the pit road is opened for leaders, the second time by it will be open for the lap-down cars, and that is how it is today. And when we come to the one [lap]-to-go [until the green drops], the cars that have elected not to pit that are lap-down cars that will be in front of the lead-lap cars that have pitted, will be waved around to join the field at the tail end. The lineup will be on the double-file restart, lead-lap cars to the front, lap-down cars, … then it will be the free-pass car, then it will be the cars that have been waved around and then it will be the penalty cars.

SD: If a guy on the lead lap opts not to pit, he’s the leader?

Pemberton: Correct. Still P1 [the leader].

SD: Is there an option for the lead car to select which lane?

Pemberton: When we give the 1-to-go, the leader throughout the entire race will get lane choice, high or low. He has to make that choice when we come to the 1-to-go at the stripe. One other thing we have added is the free pass will take place from start to finish throughout the entire race.

SD: If a car on the lead lap pits a second time with the lap-down cars, does he restart with the lap-down cars?

Pemberton: He will start in his respective track position how he came off of pit road. If you have a lead-lap car who makes multiple pit stops to work on his car, he is not in that lead-lap group that pitted that first-time by. He’ll be scored where he comes off pit road [with lapped cars]

SD: The lap-down cars that don’t pit and the get the wave around the leader, do they get to come all the way around to rear of the field?

Pemberton: That’s correct but they will not be able to hit pit road for tires and fuel. Pit road won’t be closed but they will forfeit their wave-around status if they hit pit road for tires and fuel.

SD: At tracks like Martinsville and Bristol and you’re waiting for the 1-to-go, are you anticipating that the wave around could be hard to be completed?

Pemberton: There could be issues. Every track has its different set of challenges. We’ll have to address those when we get to them. The whole field will be double file so they won’t be as strung out.

SD: If multiple lead-lap cars stay out, do the lap-down cars that don’t pit still get waved around?

Pemberton: The only way you can be waved around is if you are between the leader and the pace car. As pit stops take place, you need to be in front of the lead-lap cars. You get waved around regardless if you’re one or two or three laps down [or more].

SD: Are you going to use double-file restarts throughout the race for every race?

Pemberton: Yes.

SD: It was said that Trucks and Nationwide will use it later this year? Any timetable?

Pemberton: It’s just later. We need to work through some of these details here. We’ve got three races in three different states [this weekend]. We want to make sure we concentrate on this [in Cup] and get everything as right as we can.

NASCAR Wave-Around Rule

NASCAR tweaks wave-around rule for Cup, Nationwide: NASCAR has tweaked its rule on wave-around cars under caution. The new rule now dictates that cars under penalty at the time of the caution are ineligible for the wave around. The change began last week with the Sprint Cup race at Kansas Speedway after a situation came up in the Nationwide Series race that was new to the double-file restart system instituted in June. In the Nationwide race, Roush Fenway Racing's Carl Edwards was penalized for speeding under green, and then the caution came out. He stayed out and didn't pit and then was among those cars on the end of the lead lap. He then got the "wave around" the caution car (along with the rest of the cars that had stayed out and were on the end of the lead lap) to get to the rear of the line of lead-lap cars. Edwards then went to the end of the line to serve his penalty. That move would not be allowed anymore. The driver would not get the wave around and would start a lap down at the rear of the field on the restart, the penalty for a driver who had a speeding penalty under green but never served it before the caution came out. The new rule in general is any driver under penalty is no longer eligible for the wave around.

NASCAR RESTART ZONE

NASCAR creates formula for setting restart zone: NASCAR has established a formula for determining the length of the restart zone on the track. officials will take the pit-road speed limit, double that figure and then set that as the distance in feet of the restart zone. At the start of this season, NASCAR created a zone where the leader must restart the race instead of giving the leader discretion from a certain area coming out of Turn 4 up to the starting line to restart the race. The rule is designed to create a more consistent restart at each track. Pit-road speeds typically range from 30 to 55 mph, depending on the length of the track. That means the restart zone will vary from 60-110 feet, depending on the track. "It will be twice the pit-road speed," Pemberton said. "It's a means to get variable lengths in there for the race track itself. It's something the garage area asked us to do.

Restart Line changes again: NASCAR is still experimenting with new distances for the restart zone. This weekend at Las Vegas Motor Speedway, it’s 90 feet. The zone two weeks ago was 50 feet at Daytona. Last week, it was 110 feet at Auto Club Speedway in California. NASCAR has created the restart zone to limit the area where the leader may restart the event.

NASCAR GREEN-WHITE CHECKERED

Green-White-Checker OFFICIAL and: A “green-white-checkered” finish format will be used for the NASCAR SprintcupSeries and NASCARNationwide Series . “The green-white-checkered format is an attempt to achieve everyone’s goals – a green-flag finish,” NASCAR President Mike Helton said. “This change hopefully will provide competitive finishes in the relatively rare occasions it is warranted. This format has been successful in the NASCAR Craftsman Truck Series, and considering the tight competition week in and week out in the other two national series, we feel the time is right to use the same procedure in all three national series.”


The new procedure will consist of a restart of two laps – green flag for the first lap of the restart and the white flag signaling the final lap leading to the checkered flag. All additional laps will be counted and scored. The new format will not guarantee a green-flag finish. Only 3 restart under the “green-white-checkered” format will be attempted. If a caution comes out during that period, the race will be complete. This procedure will eliminate the need for a red flag in the final laps to immediately stop the race in an attempt to finish under green-flag conditions. The announcement expands the single attempt “green-white-checkered” format to all three of NASCAR’s national series,

NASCAR AGE REQUIREMENT

NASCAR lowers age for some series: NASCAR announced it was implementing a Learner’s Permit License for its NASCAR Whelen All-American Series tracks beginning in 2010. The license will lower the age-limit for NASCAR-sanctioned tracks’ entry-level division from 16-years-old to 14. The change provides an intermediate step for young drivers looking to make the move from non-NASCAR beginner-level racing series to running at their NASCAR home track. The NASCAR Whelen All-American Series is NASCAR’s national championship program for its more than 55 sanctioned short tracks across North America. More than 10,000 drivers compete in the series annually.(NASCAR