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DISTRO 03.08.13 THE RACING LINE: EXPLORING NASCAR’S TECHNOLOGICAL DICHOTOMY
JOEY LOGANO
DRIVER OF #22
FORD FUSION
F1-STYLE ACTIVE
AERODYNAMICS
“Our cars are not as
sensitive as theirs
[Formula 1], but we
can use all the help
we can get.”
streets in 1995 — but NASCAR ran it until 2007.)
It’s the “E” in EFI that’s most important. Before, a
complicated, but purely mechanical series of needles,
springs and bowls dribbled gasoline into the engine. Now,
a 32-bit Freescale microprocessor more precisely calculates
fuel flow, a system made ready for racing by the boffins
at McLaren. (Yes, F1 fans, that McLaren.) Since its
introduction last season, mandated for use in every single
car in the pit lane, the engine control unit (ECU) hasn’t
suffered a single failure.
This change has, for the first time, allowed teams to
gather a very limited amount of telemetry on race weekends.
Telemetry is, basically, the science of getting accurate data
from the car. In Formula One or Le Mans or many other top
racing series, there are hundreds of data sources feeding back
information to the pits in real-time, enabling data wizards
huddled over laptops to know everything from fuel levels to
brake temperatures instantly. In NASCAR, this sort of data is
GEN-6 CAR
This is NASCAR’s newest car, debuting in the 2013
season. It’s lighter than before, and safer, with the
driver positioned more toward the center of the car.
Also, the nose of the car has been redesigned to allow
for greater personalization, meaning Fords, Chevys
and Toyotas don’t all look exactly the same.