Trailing car turbulence should be our main topic for the new cars raciness, imho
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Trailing car turbulence should be our main topic for the new cars raciness, imho
TO clarify, I would prefer we were discussing the potential to run closer, reduction of the leading trailing car interference
. Also aerodynamic efficiency which is much nicer than horsepower as the speeds approach 180.
I know the goal of this car is to improve in almost every measurable aspect on the performance of the current cars and it's immediate predecessors.
How many of the design aspects are the effects of these goals would be nice to know at some future date, for example, Swift has produced many excellent papers detailing how their designs came to be, what restrictions influenced them.
Here is an excerpt on the last gen Atlantic:
The directive from Champ Car, for the car to be faster in all aspects (straight line, cornering, decreased lap time) would prove to be quite a challenge.
Initial calculations showed that although the new power plant provided a 25% increase in power over the engine previously used in the series, the maximum speed of the vehicle would only increase by approximately 12 MPH, assuming the drag of the vehicle remained the same. Since the new car was larger in several dimensions and with wings of greater chord and span, a drag increase was inevitable. 50% scale wind tunnel models of both the old (014.a) car and the new car were created. The model of the new vehicle being very much a “work in process” as the design progressed.
Both models were evaluated in the Swift wind tunnel and the data received, analyzed and fed back to the group working on finalizing the design. The use of the Swift wind tunnel data in conjunction with lap simulation programs enabled a study to be made incorporating both the aerodynamic changes and the weight increase of the car. Using these tools enabled the Champ Car directive to be achieved.
The Swift 016.a represents an evolution of the successful 008.a and 014a. The Swift 016.a Formula Atlantic racing car is the culmination of a comprehensive customer review of the 008.a and an application of Swift's extensive knowledge of racecar design. Evolutionary in design, the Swift 016.a utilized the Swift wind tunnel to aerodynamically shape the chassis elements and new bodywork.
Application of the state-of-art principles in composite technology and component engineering has increased the durability and performance of the bodywork, driveline, steering, suspension, and cooling systems. Finally, a brand new Swift SG4 gearbox complements the improved chassis. Improvements to the Swift 016.a represent an advanced step and new standard in the evolution of the Toyota Atlantic Series chassis.
The DP01 and now this car are the reversal of the trend of specs forcing the slowing of cars we saw in CART from the late 90's to 2003.
I look forward to the next few years seeing how this works out.
just my 2 cents
The new car ran with the new Honda engine in place, not the existing engine. The existing engine is branded a Honda, built by Ilmor, and Ilmor were not allowed at the shakedown.Quote:
Originally Posted by anthonyvop
The air scoop feeds the single turbo inlet on the car, instead of having a snorkel on the right side. This allows cleaner air flow over the top of the car to the rea, which in turn increases the downforce produced by the new (two-piece split) undertray. There are also some air flow directed to the bell housing which houses the turbo.
Dallara have a done a great job of balancing safety, cost, aero, etc. to produce a car that, in my opinion, looks pretty good. I find it unfair to label it "ugly" or to state that Dallara make ugly cars.
Riddle me this race fans?
If the car doesn't do 240 next May why bother?
What if the current dallara is faster?
If a car even approaches 240 next May, air dams will be bolted on before it turns another lap.Quote:
Originally Posted by SarahFan
Then why bother with a whole new design?
This is a point worth discussing.Quote:
Originally Posted by SarahFan
We are talking about racecars. If the next generation is not meant/designed to go faster (more safely) then really, what is the point.
240 at Indy is too dangerous. There were two fatalities at the speedway in the 90's when speeds were that high.
Were their more fatalities with speeds under 200 or over 200?
Honest question
There are fatalities in auto racing for a myriad of reasons. The point, I think, is that speed improvements should obviously come along with safety improvements. I do think that the safety aspects of IndyCar design have come a long ways since the 90s when 240 was a very dangerous number. Shouldn't "Faster+Safer" be a motto in new car design? If "next-gen" in racecar design these days is basically "safer", then you've lost me as a fan, and probably a vast majority of other fans.Quote:
Originally Posted by NickFalzone