02 Chevrolet Monte Carlo - Motorsports Almanac

Chevrolet Monte Carlo NASCAR-car
The #31 Chevrolet Monte Carlo driven by Robby Gordon..
Technical Specifications (2003)
GM Racing’s task was to design a car that
not only conformed to the aerodynamic
standards set by NASCAR but also retained
the styling characteristics of the production
Monte Carlo. The new design reflects
Monte Carlo’s sporty style with familiar
features, including a sloping hood, unique
front and rear fascias, rear quarter glass
panels, a short rear deck and a sleek overall
shape. "The nose, front fascia and rear deck
lid are definitely Monte Carlo," said Terry
Laise, GM Racing’s chassis and aero
development manager. "The most important
part of the development program was to
meet NASCAR’s aero criteria while
retaining the lines and style of the Monte
Carlo. We are very pleased with the
results."
CHASSIS
Type : Frame rectangular tube, Braces and Cage round tube (by Hendrick Motorsports)
ENGINE
Model : Chevrolet SB2.2
Preparation : Hendricks Motorsports (various options)
Type : 90-degree V8, OHV, 2VPC
Capacity : 358 cu. in. (5853 cc)
Bore x Stroke : 4.03 x 3.50” (102.36 x 88.90 mm)
Max Power : 775 bhp @ 8400 rpm
Max Torque : 530 lbs.-ft.(719 Nm) @ 7000 rpm
Compression Ratio : 12:1
Induction : 830 cfm 4-Barrel Holley carburettor.
Ignition System : MSD
Lubrication System : Dry-sump, 16 US Quarts
Fuel : 110 octane racing gasoline
TRANSMISSION
Gearbox : 4-speed Tex Racing T-101, H-pattern shift.
Final Drive : Jericho limited slip differential (4.30 ratio)
Clutch : Tilton
SUSPENSION
Front : Double A-arm, coil-springs, Penske (various options) dampers.
Rear : Full-floating solid axle, trailing arms, coil-springs, Penske (various options)
dampers, Panhard rod.
BRAKES
Front and rear : 12” vented Wilwood cast-iron discs, 6-piston Wilwood Integra 6 calipers.
WHEELS
Front and rear : 9.5 x 15” NASCAR Aero 95 steel.
TYRES
Front and rear : 28/12/15 Goodyear Racing Eagle D5704 radials.
STEERING
Type : Power-assisted heavy-duty worm and pinion.
INTERIOR
Seat : Butler with Willans 5 point harness.
Gauges : Autometer
DIMENSIONS
Wheelbase : 110.0 in. 2794 mm
Length : 197.9 in. 5027 mm
Width : 74 in. 1980 mm
Height : 51 in. 1295 mm
Front track : 60.5 in. (60.25 in. at Superspdw.) 1537 mm / 1530 mm
Rear track : 60.5 in. (60.25 in. at Superspdw.) 1537 mm / 1530 mm
Curb Weight : 3400 lbs. 1542 kg
Ground Clearance : 4.0 in. 102 mm
Weight Distribution : 52% front, 48% rear -
Fuel Cell : 22 USG 83.3 litres

THE 2003 CHEVROLET MONTE CARLO
New Aerodynamic Design With the Heart and Soul of a Champion
As the most successful manufacturer in NASCAR history, Chevrolet is committed to continuing its winning
record in the 2003 Winston Cup Series. Led by defending Winston Cup champion Tony Stewart, a strong team
of Chevrolet drivers will depend on the new 2003 Monte Carlo race car to put them in the NASCAR winner’s
circle. "Few vehicles have enjoyed the ongoing triumphs of Chevrolet Monte Carlo," said Chevrolet General
Manager Kurt Ritter. "No manufacturer has carried more drivers to more Winston Cup championships than
Chevrolet, and Monte Carlo has won more NASCAR races than any car in history. The newly designed Monte
Carlo, coupled with an impressive group of owners, drivers, and teams, promises to continue Chevy’s
winning record in 2003 and beyond." An all-new Monte Carlo race car rolls onto the track and into the
NASCAR record book in 2003. GM Racing engineers worked diligently with NASCAR officials and Winston Cup
drivers, team owners, and engineers to develop the new Monte Carlo. Hendrick Motorsports, Dale Earnhardt
Inc., Richard Childress Racing and Joe Gibbs Racing pooled their talents and played significant roles in the
design of the new racer. "Chevrolet and GM Racing faced many challenges in 2002," said Doug Duchardt, GM
Racing group manager. "Among those were the ongoing rules changes mandated by NASCAR in its attempt to
level the playing field. We were at a definite disadvantage and wanted to establish aero parity. When we
decided to build a new Monte Carlo, Joe Gibbs Racing was a big help to us. We learned from their
experiences in building the new 2003 Pontiac Grand Prix, and applied that knowledge to create a new and
distinctive Chevrolet Monte Carlo for Winston Cup competition." GM Racing’s task was to design a car that
not only conformed to the aerodynamic standards set by NASCAR but also retained the styling characteristics
of the production Monte Carlo. The new design reflects Monte Carlo’s sporty style with familiar features,
including a sloping hood, unique front and rear fascias, rear quarter glass panels, a short rear deck and a
sleek overall shape. "The nose, front fascia and rear deck lid are definitely Monte Carlo," said Terry Laise,
GM Racing’s chassis and aero development manager. "The most important part of the development program
was to meet NASCAR’s aero criteria while retaining the lines and style of the Monte Carlo. We are very
pleased with the results." Chevy teams will continue to communicate with each other and with GM Racing
engineers as they hone the performance of the new Monte Carlo. This cooperative effort among many of the
best teams in the sport is a key component in Chevrolet’s strategy for success in stock car competition. "GM
Racing works with the teams as a facilitator to see how we can help," said Alba Colon, GM Racing program
manager. "There is constant communication between the Chevy teams. During the building of the new Monte
Carlo race cars, we held joint test sessions and worked with the teams in the wind tunnel. This close
relationship will definitely be a plus for us in 2003." The 2003 season also marks the first year for Joe Gibbs
Racing to field a pair of Chevrolets for reigning Winston Cup champ Tony Stewart and 2000 Winston Cup
champion Bobby Labonte. Having won two titles for Pontiac in the past three years, the Joe Gibbs Racing
operation is a powerful addition to Team Monte Carlo. Hendrick Motorsports continues as a leading force for
Team Monte Carlo with four-time Winston Cup champion Jeff Gordon, two-time champion Terry Labonte,
Joe Nemechek and Jimmie Johnson. Gordon, the Labonte brothers and Stewart have dominated Winston Cup
competition with seven titles in the past eight years. Richard Childress Racing is fielding a tough trio on the
race track in 2003 with former NASCAR Busch Series champs Kevin Harvick and Jeff Green, along with former
Indy, CART, and off-road racer Robby Gordon. Dale Earnhardt Inc. is also expected to be on the move with
their winning drivers Dale Earnhardt Jr., Michael Waltrip and Steve Park. Andy Petree Racing remains in the
Chevy camp in 2003 to round out an impressive field of five teams and 13 drivers for Team Monte Carlo.
TALE OF TWO CHEVYS by Ben Stewart
Chevy's Monte Carlo wins NASCAR races on Sunday and is sold at dealerships on Monday. But what's the
same besides the nameplate?
Better brace yourself because we're going to dispel some major myths. First, professional wrestling is a
show, not a sport. Second, Janet Jackson's looks are a product of modern science, not heredity. And third, a
Winston Cup car has more in common with an NHRA funny car than anything in a new car dealership. Sorry,
but it's true. Even in NASCAR's earliest years, stock cars were never really "stock." As dirt tracks gave way to
paved speedways, the races got longer and tougher and the stock parts began to fail. In the '50s, racers
pirated heavy-duty suspension and axle components from trucks and bolted them onto their cars. Now that
NASCAR has more than a half-century of evolution under its hood, the race cars are very far from their
showroom origins. Everyone knows that all Winston Cup cars have a 4-barrel V8 up front driving the rear
wheels and that the showroom versions of current Winston Cup cars are V6 front-drivers. But still, we
thought it would be interesting to see if Winston Cup cars and their production counterparts share any
discernible DNA. To help us find out, we enlisted the aid of Hendrick Motorsports. The folks there graciously
offered the #25 car - the UAW-Delphi Chevrolet Monte Carlo - its entire team and driver Joe Nemechek. We
were able to work with the team at Virginia International Raceway (VIR) as Nemechek and the team were
dialing in the 25 car's road-course chassis at the track's 2.25-mile north course in preparation for tackling
Sears Point. During breaks in the normal testing routine, Nemechek put his race car through our test regimen
of acceleration, slalom, skidpad and braking that's normally reserved for more pedestrian transportation. He
repeated the tests with a stone-stock Chevrolet Monte Carlo SS Dale Earnhardt Signature Edition. Oh yeah,
we also had Nemechek lap both cars mercilessly around VIR to get his impressions of both. So here's what
happened.
Straight-Line Shocker
You don't have to be an Einstein to figure out the 25 car's 780-plus horsepower should put a serious beating
on a box-stock Monte Carlo in every speed contest. But what happened at the dragstrip was a surprise to
everyone. Even with a freshly assembled Hendrick Motorsports 358-cu.-in. small-block Chevy engine, the

Winston Cup car didn't produce neck-snapping off-the-line acceleration. Nemechek's best 0-to-60 time in his
car was a lackluster 6.21 seconds, only 2 seconds better than in our 200-hp, fresh-off-the-showroom-floor V6
Monte. Why? Because on road courses, NASCAR teams use different gears in the transmission and rear end.
And to make all four transmission gears usable at those tracks, they use a First gear in the 1.50:1 range, way
too tall for a drag race. "I had to slip the clutch all the way out of the hole," says Nemechek. In fact, at over
60 mph he was still slipping the clutch. After that, however, the acceleration curve was steeper than the
Matterhorn. From 40 to 70 mph, the race car accelerated quicker than a Dodge Viper GTS and nearly three
times as fast as the stock Monte Carlo. When he finished the quarter-mile, Nemechek was doing over 130
mph. It was incredible to watch. The Monte Carlo SS didn't stand a chance--it crossed the same mark at just
over 85 mph. If we had been testing an oval-track car with a deeper First gear, the race car would have
been even quicker. A Winston Cup car has 12-in. race rotors and 6-piston calipers, so we expect it to have
incredible brakes. And the 25 car does. But these brakes work best when they're warm. During our testing,
they were cooler than a Klondike bar. Even so, Nemechek halted the race car from 60 mph, with little
smoke or drama, in only 99 ft. That's 10 ft. less than the last Z06 Corvette we tested, and it's comparable to
the CART and IRL cars we tested in 1998.
Maximum G-Force
The differences between Winston Cup cars designed for the speedways and those designed for a road course
are most apparent in the suspensions. For both tracks, all teams use an independent double-wishbone
suspension in the front and a Ford 9-in. live axle in the rear with trailing arms and a Panhard rod, coil
springs and shocks. But the springs, shocks and Panhard rod location are totally different between the two
race car setups. In fact, the springs and shocks are rated and valved differently at each corner of the car.
And because 80 percent of Sears Point consists of right turns, camber settings are flip-flopped compared to
an oval car. Also, those turns generate less g-force than at Talladega or Daytona, so the suspension is much
softer too. As are the tire compounds. A Sears Point tire compound would make an oval car much faster, but
the tires would be ready to blow out in less than three laps. Any way you slice it, a Winston Cup car chassis
is worlds apart from the unibody, MacPherson-strut setup on a stock Monte Carlo SS. So with fresh 27.5x12-
15 Goodyear road-course racing slicks, the UAW-Delphi Monte Carlo tore into our 200-ft. skidpad with
Formula One ferocity. And its peak of 1.12 g's in both directions is better than any production car we've
tested and close to Alex Zanardi's CART car we tested in 1998. The stock Monte SS squealed around the
circle generating .80 g's. Not the stickiest sport coupe but not the sloppiest either. Due to a combination of
time and testing conditions, our slalom results weren't representative of the true performance potential of a
Winston Cup car. Nemechek drove both cars hard through our standard slalom, but some cooling problems
forced our session to come to a close prematurely. In our abbreviated test, the Winston Cup car was about
20 percent faster through the gates.
Track Time
When Nemechek lapped both cars around VIR's north course, we got more impressive and indicative
comparison test results. Naturally, the Winston Cup car was at home here--it was created from the ground
up for this specific task. And it was fast, pushing almost 150 mph on the short straights. It ran the 2.25-mile
track in about 1 minute, 30 seconds. That was about 30 seconds faster than the showroom Monte Carlo.
Interestingly, it was Nemechek's first experience on a road course in a street car. "I was amazed. I could
actually make that car go anywhere I wanted. This thing really turned," he says. Impressive comments
considering the production-line Monte makes do with modest street tires. Still, in Virginia's Miami-like
summertime heat, we figured the stock Monte Carlo's brakes would be cooked after just one lap. "There was
a little brake fade, but not much," says Nemechek. "I could drive it down hard in the corners, stand on the
brakes and let the ABS do the work for me. In my car, I have to worry about locking the rears." In a sport in
which victory is decided in split seconds, half a minute every lap is an eternity. In a 60-lap race at this
track, that's a half-hour. And in our test, those 30 seconds made the production car about 40 percent slower
than the Hendrick Motorsports version.
Finish Line
In the end, the hard numbers showed the two cars to be light-years apart in both performance and
technology. Nemechek's race car easily out-accelerated, outhandled and outstopped the production car.
Still, on the ride home, we felt something deep inside the domesticated Monte Carlo we hadn't noticed
before.
SHOP TALK WITH GM RACING ENGINEER DOUG DUCHARDT
GM racing engineer, Doug Duchardt, answers some of your questions about the current Monte Carlo on the
street and on the track:
Q. An all-new Monte Carlo race car debuted in 2000. What are three major differences between the
current race car configuration and the 1999 model that it replaced?
A. The 2000 Monte Carlo race car differs from the 1999 model in the following ways:
• The roof is lower – creating more rear downforce.
• The rear-window area is narrower – also creating more rear downforce.
• And the nose is squarer – creating less downforce and drag.
Q. NASCAR Winston Cup officials periodically take a race car from each manufacturer (Chevrolet,
Pontiac, Dodge and Ford) to a wind tunnel in Marietta, Ga. What is the purpose of this test?
A. The purpose of the NASCAR wind tunnel test is to compare aerodynamic characteristics (downforce and
drag) to ensure equal performance from the different cars.
Q. How does the size of the rear spoiler and the front air dam effect the Monte Carlo race car?

A. The size of the rear spoiler controls the rear downforce and drag. The larger the rear spoiler, the greater
the downforce at the expense of increased drag. The position of the bottom edge of the front sir dam
controls the front downforce.
Q. Was the all-new Monte Carlo that debuted in 2000 first designed to be a race car or production car?
A. The 2000 Monte Carlo was first designed to be a production car. Although GM Racing engineers worked
with production engineers to ensure that product styling cues are in the race car as well.
Q. How do the Chevrolet engineers assist the NASCAR Chevy teams during a race weekend and/or during
a season?
A. The Chevrolet engineers assist the teams as problem solvers. We address each team's specific difficulty at
a race or throughout the season. Areas we work on include engine power, engine reliability, fuel economy,
body downforce and drag, chassis setup and reliability, tire management and any other problems that are
encountered.
Q. Please explain the "stock" in a NASCAR stock car. What parts must conform to the measurements of
the production Monte Carlo?
A. The Monte Carlo race car uses a stock hood, windshield shape, roof, rear glass shape and decklid. Several
of the templates very nearly fit the production Monte Carlo.
Q. Why have the Monte Carlos outperformed the other manufacturers on the "super speedways" in past
races?
A. The Monte Carlo success on the "super speedways" is a result of outstanding teams and drivers, an
aggressive aerodynamic development program in optimizing the Monte Carlo to the NASCAR rules and a
substantial wind tunnel and track study to help the drivers manage the draft.
Q. What happens during the pre-race inspection?
A. NASCAR uses up to 20 templates and 40 other dimensions to assure the cars fit the rules. They also check
engine components, compression ratio and safety items.
Q. What are some of the similarities between the SB2 racing engine and the 3800 engine in the
production Monte Carlo?
A. Some of the similarities between the SB2 and 3800 include basic two-valve push rod engine geometry,
valvetrain technology and increased engine speeds for efficiency and power.
Q. What technology transferred between the race car and the streetcar?
A. Technology transfers include the following:
• Aerodynamics, including drag reduction and managed lift balance
• Combustion management
• Engine airflow management
• Materials applications
• Chassis tuning
• Brake cooling
THE CHEVROLET SB2 ENGINE
On March 26, 1955, the world of stock car racing changed forever. On that fateful day, Fonty Flock drove
Frank Christian’s 1955 Chevrolet to victory in a 200-lap Grand National race on a dusty half-mile oval in
Columbia, S.C. It was Chevrolet’s first NASCAR victory and the first major win for the legendary smallblock
V8. It would not be the last. GM has produced more than 65 million small-block V8s – and a fair number of
them ended up on race tracks. In fact, the classic Chevy is the most successful production engine in
motorsports history. This lightweight, high-revving engine dominated stock car competition for decades,
eclipsed only during periods when the rulebook favored behemoth big-block powerplants. GM engineers kept
the small-block V8 forever young with a steady flow of new heavy-duty components. Improved blocks, freebreathing
aluminum cylinder heads and forged-steel crankshafts maintained the little Chevy’s place on the
cutting edge. But as the all-conquering small-block approached its 40th birthday in 1995, GM Racing
engineers realized that the venerable motor was reaching its limits. Work began on the small-block’s
successor, designated "SB2" – shorthand for "Small-Block – Second Generation." First presented to NASCAR
officials in October 1995, the SB2 finally won approval for Winston Cup competition at the start of the 1998
season. The SB2 was subsequently introduced to the Busch Grand National and Craftsman Truck series. The
SB2 is a comprehensive engine package that was designed by GM Racing to improve durability, to simplify
preparation procedures and to reduce the overall cost of building and maintaining a stock car racing engine.
In short, the SB2 makes state-of-the-art technology affordable and accessible. "The SB2 marks the first time
in the history of the GM small-block V8 that a package of engine components was specifically developed for
NASCAR racing competition," said Jim Covey, NASCAR engine development manager for GM Racing. "GM had
never designed a cylinder head specifically for a single four-barrel stock car engine," explained GM Racing
Lead Engine Designer Roger Allen. "When the SB2 project began in earnest, we had an opportunity to make a
significant improvement over existing engines." The new SB2 small-block V8 powers Team Monte Carlo in
NASCAR Winston Cup and Busch Grand National competition, as well as Silverado pickups in the Craftsman
Truck Series. The SB2 engine package was developed specifically for single fourbarrel NASCAR engines. The
SB2’s valves and intake runners are positioned to provide a direct "line-of-sight" path from the carburetor to
the combustion chambers. All eight intake ports are angled toward the center of the engine; the runners
that supply the front cylinders are a mirror image of the ports that feed the rear cylinders. This innovative
valve layout lead to corresponding revisions in the small-block’s camshaft, intake manifold, pistons,
headers, and valvetrain. "The SB2 was a ‘clean-sheet-of-paper’ design, although we did honor the smallblock’s
traditional architecture and head bolt pattern," explained Allen. "We applied airflow technology
from road racing and Pro Stock drag racing engines to the single four-barrel stock car package. "One of the

keys to the SB2’s performance is the shape of the inlet runners," he continued. "The SB2 was designed to use
shaft-mounted offset rocker arms which relocated the pushrods away from the ports. We did not have to
compromise the port width to clear the pushrods, so we were able to achieve a more constant crosssectional
area throughout the runner." NASCAR regulations mandate a maximum compression ratio of 12:1.
Material was added to the SB2 casting to accommodate this rule. The SB2's two-piece intake manifold
comprises a "spider" (plenum and runners) and a separate lifter valley cover that incorporates the water
cross-over, water outlet, and distributor mount. This two-piece design simplifies at-track service because
the manifold section can be removed without draining the coolant or removing the distributor. When GM
Racing engineers set out to build a better small-block, they enlisted the aid of NASCAR teams who build
literally hundreds of competition engines every season. This partnership between racers and engineers
benefited both groups. "By working with GM teams from the very beginning of the project, we were able to
meet their concerns about service and reliability issues that we may not have considered as designers," Allen
noted. Although the SB2 is firmly rooted in the classic small-block architecture, it is a purposeful and
thoughtful revision designed specifically for NASCAR stock car racing. Working within the boundaries
established by the rulemakers, GM Racing has created a two-valve pushrod V8 for the 21st century.
CHEVROLET DEBUTS SB2 SMALL-BLOCK V8 AT DAYTONA 15/02/1998
WARREN, Mich. - Chevrolet NASCAR Winston Cup teams will debut the new SB2 ("Small-Block- Second
Generation") racing engine in the season-opening event of the NASCAR Winston Cup series at Daytona
International Speedway. The new SB2 engine marks the first time in the 43-year history of the Chevrolet
small-block V8 that a package of engine components has been developed specifically for Winston Cup
competition. "The SB2 small-block V8 is the most comprehensive new competition engine package that has
been designed, tested, developed, and marketed by General Motors," said Herb Fishel, director of GM
Motorsports. "It is the most innovative approach to delivering advanced technology to engine builders and
racing teams in the long history of the small-block V8." Like the production 3.8-litre 3800 Series II V6 that
powers the 1998 Monte Carlo Z34, the SB2 racing engine is a highly refined two-valve pushrod powerplant.
The Monte Carlo's 200-horsepower V6 has been acclaimed as one of the 10 best engines for three consecutive
years by the authoritative Ward's Auto World; the SB2 racing engine has been described as a revolutionary
development in Winston Cup stock car racing. The SB2's mission is to maintain the Monte Carlo's standing as
the winningest nameplate in NASCAR history. GM Motorsports engineers, working in conjunction with top
Winston Cup engine builders and aftermarket parts suppliers, developed the SB2 package to improve
durability, simplify preparation procedures, and reduce the cost of building and maintaining a small-block V8
racing engine. The SB2's design is optimized for a single four-barrel induction system as required by NASCAR
Winston Cup rules. Compared to the Chevrolet Bow Tie cylinder heads used previously by NASCAR teams, the
SB2's intake and exhaust valves are repositioned and relocated to provide a direct "line of sight" path from
the carburetor to the combustion chambers. The SB2's intake ports are angled toward the carburetor, giving
the head an innovative "mirror port" design that is radically different from both conventional small-block
Chevrolet heads and Ford racing heads. The SB2 small-block was designed to make life simpler and less
expensive for NASCAR teams. Airflow and power output are equivalent to the highly-modified Bow Tie heads
used previously-but preparation time is dramatically shortened, and valvetrain and piston reliability is
significantly improved. Major components of the SB2 small-block V8 are available from GM Performance
Parts, including a heavy-duty engine block, aluminum cylinder heads, intake manifold, valley cover, and
rocker covers. Related components such as pistons, cams, rocker arms, and gaskets are produced by
aftermarket manufacturers.
SB2 Background
American auto manufacturers introduced a new generation of overhead valve V8 engines in the late 1940's
when NASCAR was in its infancy. Engines such as Oldsmobile's Rocket V8, which debuted in 1949, offered
performance that was vastly superior to the flathead engines that powered most mass-produced vehicles.
The overhead valve engines quickly established their dominance in stock car racing. In 1955, Chevrolet
introduced an all-new small-block V8 that changed the automotive landscape forever. Chevy's amazing
small-block was lighter, simpler, easier to manufacture, and less expensive than other overhead valve
engines. With its high-revving valvetrain and efficient port design, the small-block was also more powerful
and responsive than its competition. Everyday drivers and racers both recognized the advantages of the
small-block V8: General Motors has produced more than 65 million small-block engines since 1955, and the
little Chevy V8 has become the most successful engine in motorsports. The original small-block Chevrolet V8
produced 162 horsepower in 1955; today Winston Cup engine builders extract 700 horsepower from the same
basic engine design. Winston Cup teams have paid a price for this dramatic increase in performance,
however. The limitations of the original design were most apparent in the reduced reliability of the cylinder
head and pistons. Chevrolet's Bow Tie cylinder heads, which were originally designed in 1989 for drag racing,
required extensive and expensive modifications to withstand the stress of oval track racing. Since 1992, Bow
Tie heads have been the only heads approved by NASCAR for GM entries in Winston Cup competition. In
1995, GM Motorsports engineers submitted the SB2 for approval by NASCAR officials. Their request was
turned down, and Chevrolet teams continued to race with conventional Bow Tie heads. Development of the
SB2 continued, however, and a revised version was designated "SB2.2." In August, 1997, NASCAR announced
that the SB2.2 would be eligible for Winston Cup competition in 1998.
SB2 Design Features
Intake Ports - The SB2's intake ports are aimed toward the single four-barrel carburetor. These four equallength
intake runners provide the straightest possible path from the carburetor to the intake valves. This
design improves efficiency and promotes more uniform fuel distribution among the cylinders. GM engineers

changed the layout of the intake and exhaust valves in the SB2 head to accommodate the new port design.
The SB2's intake valves are tilted ("splayed") four degrees toward the center of the cylinder. This compound
intake valve angle (an innovation introduced on Chevy's "Mystery Motor" at the 1963 Daytona 500) improves
breathing by moving the valve away from the cylinder wall at high lift. Pistons - The SB2 has a more durable
piston design than its predecessor. SB2 pistons do not require the deep valve notches that are necessary
with conventional Bow Tie cylinder heads. As a result, the pistons are less susceptible to cracking. Intake
Manifold - The SB2 intake manifold is a two-piece casting with a lifter valley and a separate "spider"
(carburetor pad and runners). The spider can be quickly removed and replaced without draining the engine
coolant or removing the distributor, permitting race teams to change manifolds quickly.
SB2 Summary
The goals of the SB2 project were to design a more durable, more affordable and more efficient small-block
V8 racing engine. As the 1998 Winston Cup season unfolds, the second-generation small-block will take its
place as the successor to the winningest engine in auto racing. Chevrolet Media Online: http://media.gm.com/chevy
NASCAR AERODYNAMICS
The winds of change blow at hurricane force in the GM Aerodynamics Laboratory. Driven by a 4,000horsepower
electric motor and pushed by a 43-foot propeller, the wind is on call 24 hours a day to provide
data on aerodynamic forces. In the ultra-competitive world of Winston Cup racing, the curve of a fender or
the shape of a windshield pillar can make the winning difference in a 500-mile marathon. Through constant
testing and development, racing teams refine their cars’ aerodynamic packages to suit both the tracks and
the drivers’ preferences. Low aerodynamic drag is a prerequisite for fast laps on NASCAR’s immense
superspeedways. On short and intermediate circuits the emphasis shifts toward downforce to enhance
handling. The NASCAR rulebook strictly limits the options, however. Critical dimensions such as overall
length, width, height, wheelbase, and spoiler size are tightly regulated. "Advances in aerodynamics are
predicated on testing and experience," said GM Racing engineer Terry Laise, the group’s aerodynamics
specialist. "It is an advantage to have our own dedicated aerodynamics laboratory here at General Motors."
The Monte Carlo shows its aggressive side with speedway-inspired styling. The contours of the street and
racing versions were sculpted in the GM Aero Lab with an emphasis on aerodynamic efficiency. The racing
version shares its hood, roof, and decklid sheetmetal with the production vehicle. "GM Racing engineers
were involved in the very early stages of Monte Carlo’s development," said Monte Carlo Brand Manager Don
Parkinson. "Their input helped Monte Carlo achieve a look that is attractive and functional. It’s a shape that
works well on the street and on the racetrack." The science of aerodynamics has its own specialized
vocabulary. "In the Aerodynamics Laboratory, we examine the way an automobile cuts through the wind in
terms of its drag, lift, and yaw stability," Laise explained. "Drag is the resistance of a body moving through
the air. The resistance you feel when you put your hand outside of a moving car is drag. The term
‘coefficient of drag,’ or Cd, is a reflection of the aerodynamic efficiency of a body’s shape. Using the same
example, when you turn your palm toward the wind, the coefficient of drag is high; when you turn your hand
sideways, the drag is reduced. "A related concept is drag force, which takes into account the car’s frontal
area and several constants. A jumbo jet, for example, has a lower Cd than a race car, but its drag force is
much greater because of its larger frontal area. Safety is a critical element in stock car aerodynamics. Roof
flaps and rails on the roof, decklid, and rear window are designed to prevent a spinning car from becoming
airborne. The shapes of production and racing vehicles are refined in the GM Aerodynamics Laboratory to
improve their aerodynamic efficiency. "NASCAR teams are concerned about aerodynamic drag because it has
such an impact on speed," Laise continued. "When a car is running at 200 mph, improving its drag coefficient
by just seven counts – a .007 reduction in its Cd – adds one full mile-perhour to its speed. "With NASCAR’s
stringent rules, the race cars are very closely matched," he noted. "Consequently, even minute gains in
aerodynamics, power, or chassis can be decisive. That is why the top teams are constantly working on
engines and aerodynamics." Off the superspeedways the attention turns to downforce, the use of negative
lift to hold the vehicle more tightly to the track. "On almost every race course that requires a change in
speed because of a turn, you can achieve a greater improvement in lap times by making the car corner
faster than by any other approach," Laise observed. "Stability is also essential when cars are racing just
inches apart at high speeds," he continued. "Pitch is a measure of the lift at the front and rear of the
automobile. Yaw is a measure of stability, like an airplane turning from side to side. A van that wanders
from side to side on a windy day is an example of what happens when the center of pressure is far from the
yaw center of the chassis. Ideally we tune these variables so a race car goes down the track like an arrow."
Safety is another critical element in stock car aerodynamics. Rails on the roof, decklid, and rear window are
designed to prevent a spinning car from becoming airborne by disrupting the flow of air. Roof flaps are also
intended to keep the tires on terra firma. Without these aerodynamic devices, a car sliding backward acts
like an airplane wing. The rails and roof flaps interrupt the flow of air across the roof that creates lift. The
knowledge gained by teams and GM Racing engineers in the wind tunnel is one of the keys to Chevrolet’s
success in major league auto racing. At the GM Aerodynamics Laboratory, the answers are blowing in the
wind.

2003 NASCAR WINSTON CUP SERIES TEAMS
Car Owner Team Driver Manufacturer
#0 Gene Haas Haas CNC Racing Jack Sprague Pontiac
#1 Teresa Earnhardt Dale Earnhardt Inc. Jeff Green Chevrolet
#01 Nelson Bowers MB2 Motorsports Jerry Nadeau Pontiac
#01 Nelson Bowers MB2 Motorsports Mike Wallace Pontiac
#01 Nelson Bowers MB2 Motorsports Jason Keller Pontiac
#2 Roger Penske Penske Racing Rusty Wallace Dodge
#4 Larry McClure Morgan-McClure Motorsports Mike Skinner Pontiac
#5 Rick Hendrick Hendrick Motorsports Terry Labonte Chevrolet
#6 Jack Roush Roush Racing Mark Martin Ford
#7 James Smith Ultra Motorsports Jimmy Spencer Dodge
#07 James Smith Ultra Motorsports Ted Musgrave Dodge
#8 Teresa Earnhardt Dale Earnhardt Inc. Dale Earnhardt Jr. Chevrolet
#9 Ray Evernham Evernham Motorsports Bill Elliott Dodge
#10 James Rocco MBV Motorsports Johnny Benson Pontiac
#11 Diane Bodine Brett Bodine Racing Geoffrey Bodine Ford
#11 Diane Bodine Brett Bodine Racing Brett Bodine Ford
#12 Roger Penske Penske Racing Ryan Newman Dodge
#14 A J Foyt A.J. Foyt Racing Larry Foyt Dodge
#15 Teresa Earnhardt Dale Earnhardt Inc. Michael Waltrip Chevrolet
#16 Geoffrey Smith Roush Racing Greg Biffle Ford
#17 Mark Martin Roush Racing Matt Kenseth Ford
#18 Joe Gibbs Joe Gibbs Racing Bobby Labonte Chevrolet
#19 Ray Evernham Evernham Motorsports Jeremy Mayfield Dodge
#20 Joe Gibbs Joe Gibbs Racing Tony Stewart Chevrolet
#21 Glen Wood Wood Brothers Racing Ricky Rudd Ford
#22 Bill Davis Bill Davis Racing Ward Burton Dodge
#23 Gail Davis Bill Davis Racing Kenny Wallace Dodge
#24 Rick Hendrick Hendrick Motorsports Jeff Gordon Chevrolet
#25 Joe Hendrick Hendrick Motorsports Joe Nemechek Chevrolet
#29 Richard Childress Richard Childress Racing Kevin Harvick Chevrolet
#30 Richard Childress Richard Childress Racing Steve Park Chevrolet
#31 Richard Childress Richard Childress Racing Robby Gordon Chevrolet
#32 Calvin Wells PPI Motorsports Ricky Craven Pontiac
#33 Andy Petree Andy Petree Racing Christian Fittipaldi Chevrolet
#37 Derrike Cope Quest Motor Racing Derrike Cope Chevrolet
#38 Robert Yates Robert Yates Racing Elliott Sadler Ford
#40 Chip Ganassi Chip Ganassi Racing Sterling Marlin Dodge
#41 Chip Ganassi Chip Ganassi Racing Casey Mears Dodge
#42 Chip Ganassi Chip Ganassi Racing Jamie McMurray Dodge
#43 Richard L Petty Petty Enterprises John Andretti Dodge
#45 Pattie Petty Petty Enterprises Kyle Petty Dodge
#48 Jeff Gordon Hendrick Motorsports Jimmie Johnson Chevrolet
#49 Elizabeth Morgenthau BAM Racing Ken Schrader Dodge
#57 Edward Campbell CLR Jeff Fultz Ford
#60 Rick Hendrick Hendrick Motorsports David Green Chevrolet
#66 Travis Carter Travis Carter Motorsports Hideo Fukuyama Ford
#74 Bill Baumgardner BACE Motorsports Tony Raines Chevrolet
#77 Douglas Bawel Jasper Motorsports Dave Blaney Ford
#88 Robert Yates Robert Yates Racing Dale Jarrett Ford
#90 W.C. "Junie" Donlavey Donlavey Racing Jason Hedlesky Ford
#97 Georgetta Roush Roush Racing Kurt Busch Ford
#99 Jack Roush Roush Racing Jeff Burton Ford
#135 Ed Rensi Team Rensi Motorsports Bobby Hamilton Jr. Ford
#154 Sam Belnavis/Travis Carter BelCar Racing Todd Bodine Ford
#171 Donna Lepage Matrix Motorsports Kevin Lepage Ford
#183 Armando Fitz FitzBradshaw Racing Kerry Earnhardt Chevrolet
#184 Norm Benning Benning Racing Norm Benning Chevrolet
#189 Cindy Shepherd Shepherd Racing Morgan Shepherd Ford
#275 Mike Starr Team Texas David Starr Chevrolet

IMAGE GALLERY
Steve Park at Las Vegas during ’03 Kevin Harvick showing the Monte Carlo rear at Dover’03.
The cockpit of Joe Nemechek’s Hendrick Motorsports car. The venerable 5.9litre push-rod V8.
Joe Nemechek at Daytona with his NASCAR Chevrolet Monte Carlo.
SOURCES
http://media.gm.com/chevy/98news/c980215d.htm
http://media.gm.com/gmracing/nascar/chevy_technology.pdf
http://media.gm.com/gmracing/press_kits/chevy/chevymontecarlo.htm
http://www.chevrolet.com/chevyracing/winston/
http://www.jeffgordon.com/car/car.html
http://www.nascar.com/drivers/list/wc/tps/owner_team_series_index.html
http://www.geocities.com/MotorCity/1290/wccarspec.html
http://popularmechanics.com/automotive/motor_sports/2002/11/two_chevys/print.phtml
© Compilation by Rainer Nyberg 2003-06-23 Fact-sheet 03/081