Is Racing “Entertainment”?

Is Racing “Entertainment”? Or, is it a Study in Automotive Engineering, Time Management, and Human Endeavor?

Dateline 12.11.20 Mike Waal has gasoline in his veins when it comes to Corvettes and Corvette Racing. Mike follows the Corvette Racing Team and e-mail publishes qualifying results and hourly race reports. Mike and I have spent hours talking/griping about the arbitrary nature of IMSA’s BoP system and how it is the antithesis of what IMSA racing was in the 1970s when if a team had a better, faster car, you just had to work harder. The odd 2020 racing season is over and BRAVO to the Corvette Racing Team, another Championship, and achieved with a new car! Mike has some interesting thoughts about what is being passed off as “racing” today. Hit the gas, Mike! – Scott

Photo by: Pete Callaway

Good morning Corvette racing fans and enthusiasts, in actual fact ….. fans and enthusiasts of all automotive racing types. Trust this correspondence finds everyone well and safe.

Everyone appreciates the immense efforts by the Pratt&Miller C8.R Corvette and the Callaway Competition C7 GT3 Corvette Racing Teams. Albeit, it was a strange and challenging year in many ways for IMSA & ADAC organization management as well. We express our sincere Congratulations to both teams and organizations. And, we all look forward to a less stressful 2021 season for all.

Photo by: Richard Prince / https://www.rprincephoto.com/

Since we just experienced the 2020 season’s ending races in IMSA and ADAC, a few of you have sent Thank You notes for the Race Updates; truly not necessary. In truth, I thank you for putting up with my numerous Race Update emails. I truly enjoy sharing the Corvette racing experience.

Some, especially in racing organization management, look at racing as ‘entertainment.’ I do not. Never have. If I/we want entertainment we go to the movies, or, nowadays, watch a movie at home. I believe, truly, we fans and enthusiasts of racing look at racing as a study in automotive engineering, time management, and human endeavor.’ Especially the enduro races; Daytona/LeMans-24s, Sebring-12, Rd Atl Petite LeMans-10, and Watkins Glen-6.

Graphic by http://www.RacecarEngineering.com

Who among us doesn’t think about all of the rotating parts and pieces of a race car when we watch a race; the constantly changing engine revs, the numbers of transmission shifts, the glow of brake rotors, and the strategies playing out? Especially when we watch thru the eye of the In-Car-Cam, seeing what drivers see and experience, albeit with the lack of accelerating, braking, and centripetal forces acting upon us.

Just a thought, but I believe true race fans and enthusiasts, like us, understand what is going on in every race. We try to figure out race strategies, calculate time, or laps, between or until the next pit stop, and we think about ‘can they make it to the end!’ Entertainment? I think not. We are ‘engaged’ racing fans and enthusiasts.

Photo by: Richard Prince / https://www.rprincephoto.com/

I talk about the technical aspects of racing during some of my Race Report presentations at club meetings. Not computer technology, but the mechanical technology. Ya know, 6000RPMs expressed in seconds is 100Revs/Second. Wrap your head around that for a ….. second! 1 rotation of a crankshaft in 1/100 of a second. During that 1 rotation, 1/100 of a second, 4 explosions have taken place in 4 cylinders, creating kinetic energy that motivates a car; 400 explosions in a second. I’m amazed at NASCAR engines that now rev to 9000RPMs, 150 Rev/Second, 600 explosions/second. I remember when 7000RPM was cutting edge.

Photo by: Richard Prince / https://www.rprincephoto.com/

A lot going on in that small-block racing engine that the mind’s eye can and does create images of, in addition to that crankshaft turning; camshaft spinning, push rods pushing, rocker arms rocking, valves opening/closing, springs compressing, so much can, and sometimes does, go wrong, in nanoseconds.

Illustration and Graphics by K. Scott Teeters

During an enduro race, like the Watkins Glen 6hr, just as an example, with 14 turns, and let’s just say on-average 2-downshifts then 2 up-shifts per corner, that tranny will see over 10,000 shifts in a race at a stressing race-competitive-pace. The design, engineering, metallurgy that goes into racing engines, transmissions, and transaxles, wheel bearing and spindles, shocks and springs, suspension components. Oh. Yea. And tires, being the retired tire and rubber guy. The average tire rotates at 13 rev/sec at 60 mph, that’s 26r/s @ 120mph, 39 @ 180, 45+ @ 210. Holy Kryptonite! Well, it’s all mechanically fascinating, isn’t it. Doesn’t sound or look like ‘entertainment’, does it?

Photo by: Richard Prince / https://www.rprincephoto.com/

Looking forward to a successful 2021 racing season for Callaway and Pratt&Miller in ADAC and IMSA, with hopefully more competitors in GTLM, although it doesn’t look promising, and my best wishes expressed for all to enjoy Thankful Thanksgiving, Blessed Christmas, and Joyous New Year Celebrations.

C u all in January,
Mike


 

The C7 Corvette Chassis, Pt 6: The Chassis Tadge Juechter Built

Tagdge Juechter’s Genesis Program C7 Chassis

 

Dateline: 1-20-20, Illustrations & graphics by K. Scott Teeters – The C6 Corvette was a much-improved C5 and was well-received upon release. Fans liked the crisp new look, the new interior (for a while), and the extra grunt. Since the successful arrival of the performance Z06 model in 2001, every new generation Corvette is expected to have a Z06. Within minutes of the C6’s debut, the next question was, “Where’s the Z06?” The following year when the C6 Z06 was unleashed, there was an unanticipated surprise; an aluminum chassis.

This wasn’t on anyone’s wish list and was a total surprise. It wasn’t even on Zora Arkus-Duntov’s Christmas list! Weighing in at just 3,132-pounds, you have to go back to 1964 to find a lighter Corvette (3,125-pounds). Powered by the mighty 427 LS7 engine with 505 net-horsepower, with C5-R suspension technology, the C6 Z06 was better suited for the track, although many learned how to drive the new beast successfully on the street. The C6 Z06’s aluminum chassis had no trouble handling 638-horsepower in the ZR1 configuration. Bravo Corvette chassis engineers!

When Tadge Juechter’s C7 Corvette debuted, fans were stunned to learn that the base model C7 was built an even better version of the Z06’s aluminum chassis. But wait, there’s more! The same new aluminum chassis would be used for the coupe AND convertible Corvette. This was a major breakthrough and bespeaks of advanced engineering. Here’s how Juechter’s team did it.


Juechter’s objective was to build a modern performance car that delivered enhanced driving experience, more efficiency that yielded more performance. Every element had to contribute to the overall performance and there would be nothing fake. That explains everything that we see on the C7 Corvette, but what’s unseen is even more amazing.

As we learned from the C5 with its hydroformed side rails, stiffness matters. Juechter is on record stating that while hydroforming was an engineering game-changer, the downside is that parts have a uniform thickness; even in areas where it isn’t needed. Hydroformed parts cannot be tailored for areas that need greater or less strength. Enter the Genesis Software Program.

This is almost computer magic. Engineers first determine the overall block space they want; length, width, and height. Then they determine where they want to place the major components; engine, transmission, suspension assemblies, cabin parts, etc. This creates negative spaces where the structure needs to be to hold everything together. The Genesis Program then synthesizes an optimum structure so that engineers can then take the load design and break it down into parts that can be fabricated and joined together. Afterward, dynamic stress and crash testing is performed and parts modified to meet predetermined objectives.

The C7’s hydroformed aluminum frame rails were optimized for the best the aluminum industry could offer, in terms of tensile strength, lightweight, and materials-joining technology. New aluminum metallurgy and aluminum fastening technologies allow engineers to augment the hydroformed frame with 7000-Series aluminum extrusions designed for specific areas; such as engine/front suspension assembly, transaxle/rear suspension assembly mounting points and frontal collision areas.

Careful consideration to the placement of major components was also critical. Juechter’s team felt that the C6 was slightly nose-heavy. Components were adjusted so that the C7 is now rear-biased, allowing more load on the rear wheels for better traction at launch; like a racecar. The front wheels were moved forward 1-inch making the wheelbase 106.7-inches. This is the longest wheelbase Corvette ever made. The shortest was the C4, measuring 96.2-inches. Moving the wheels forward also allowed for more space under the hood for the new LT1 engine and various auxiliary systems. This also preserved “crash space” in the front.

Offering an aluminum frame for the coupe and convertible was a big challenge for the team. But because the basic frame structure is so strong, it didn’t need additional roof structure via a fixed roof. The net result is that not only can the Z06 and ZR1 have lift-off rood panels, but both can also be offered as a convertible. This was unimaginable for the C5 Z06, C6 Z06, and the C6 ZR1. According to Ed Moss, the C7 structural engineer group manager, his engineering team tailored sixteen different thicknesses of various grades of aluminum from 11-mm to 2-mm. The completed C7 aluminum frame is 100-pounds lighter than the C6’s steel frame and is 60-percent stiffer. Juechter said that engineers consider the C7’s aluminum chassis to be the most beautiful part of the C7. Perhaps someday Chevrolet will offer a transparent carbon fiber body option.

The C7 frame was also designed for aerodynamic efficiency. In the past, engineers tended to only consider how air passed over and under a performance car. The C7 literally breathes. Spaces under the car’s skin and in between the chassis structure were designed for the internal ducting for engine cooling, brakes, transmission, and differential cooling, and venting. Other spaces allowed for electrical and plumbing fixtures for coolant, fuel, and air conditioning ducting.

The C7 design team worked closely with the Corvette Racing Team on airflow management because even racecars are concerned about fuel consumption, as well as top speed dynamics and stability. Two of the most obvious ducting and venting features is the air extractor on the hood, and the NACA ducts on the top of the rear fenders.

Image: GM Archives

Taking a lesson from the C6.R Corvette racecars, the C7’s radiator is tilted forward. One-third of the air that passes through the radiator is vented out of the hood. The hood louvers are angled so that the exiting air flows tightly over the car creating additional downforce to the nose of the car; thus eliminating the dreaded nose lift.

Heat exchangers (radiators) for the transmission were placed in the back, close to the transaxle with air ducted through the NACA duct feeding into the heat exchangers and then vented out through vents next to the taillights. This is just another example of how every element on the C7 has a defined purpose.

All of the foundational work that went into the C7’s chassis laid down a structure what was easily adaptable to the $2,780 Z51 suspension option that included; performance brakes with slotted rotors; dry-sump oil system; suspension upgrades; special wheels and tires; electronic limited-slip differential with a cooler, performance gearing, and an aero package. The Z51 was for drivers that wanted to use more of the C7 460-horsepower and explore the pleasures of the C7’s superior structure.

The 2015 Z06 with its supercharged 650-horsepower LT4 engine, wide-body, suspension, and tire enhancements work wonderfully with the C7’s basic structure. The same can be said for the 755-horsepower ZR1; the basic structure is up to the task. Arguably, the most interesting use of available C7 components is the Grand Sport. It has the aggressive-looking Z06 body and suspension parts that take using the base model’s 460-horsepower to a whole new level.

I will now go out on a limb. At the C7 ZR1 debut in 2018, Juechter said that his engineers had taken the C7 as far as they could with the ZR1. Are they working on a C9 Corvette to sell alongside the mid-engine C8? If so, will it be built on a carbon fiber chassis? When it comes to Corvettes, things always evolve upward. – Scott

Corvette Chassis History, Pt 1 – C1 Chassis – HERE

Corvette Chassis History, Pt 2 – C2/C3 Chassis – HERE

Corvette Chassis History, Pt 3 – C4 Chassis – HERE

Corvette Chassis History, Pt 4 – C5 Chassis – HERE

Corvette Chassis History, Pt 5 – C6 Chassis – HERE

 


 

Take a Few Laps around Daytona in a ’56/’57 Corvette – 2 Videos

Watch some old school fun in this ride-along video from the passenger-side seat of this racing 1956/1957 Corvette.

Dateline: 11.13.18 – Corvette racecars from the 1950s look absolutely prehistoric from our modern perspective. They were 100-percent mechanical beasts. This video beautifully captures the sights and sounds of this old world racing Corvette.

Back in the day, just like today, Corvettes had plenty of grunt and only needed improved suspension and brakes. That’s what Chevy’s RPO racing parts program was all about. Chevrolet general manager, Ed Cole, charged engineers Zora Arkus-Duntov and three-time Indy 500 winner Mauri Rose, with running the program.

Duntov oversaw the engineering in Detroit and tested the special parts at the GM Proving Ground, and Rose was the field engineer that worked with Smokey Yunick and various racers to field test and improve the parts. By the end of the 1959s, Corvettes were winning championships and were beginning to dominate.

Just for some contrast, I’ve included an in-car video from one of the C7.R Corvettes. Here’s Tommy Milner in the C7.R at Daytona in 2014.

WOW! What a contrast! Enjoy! – Scott


 

Speed Society Delivers Stunning Z06 C7.R-Inspired Street-Beast! – VIDEO

Speed Society’s Salute to the awesome success of the Corvette Racing Team

Dateline 11.10.18 – What sets the Corvette apart from every other car in America is that since 1955 the Corvette has always been about racing. From the glory days of Duntov to today, every Corvette chief engineer has made sure that lessons learned from racing are poured into production Corvettes.

With the 2018 racing season completed and the Corvette Racing Team racking up another championship, the timing of the Speed Society Z06 couldn’t be better. The Z06’s LT4 engine has been goosed up to 850-horsepower and the deco on the car is a salute to the C7.R. The rear wing and ADV.1 two-piece forged alloy wheels pulls the whole look together.

Photo Credit: Kenrem Chevrolet Corvette C7.R

Check out the rest of the details and gallery of photos HERE. – Scott


 

 

Corvette Racing Team Wins 3rd Championship in a Row, Plus the Driver’s Championship – Videos

How do you win a championship without winning a single race? Outstanding teamwork!

Dateline: 10.17.18 – The Corvette Racing Team beautifully finished their 20th season with a spectacular Team Championship and Driver’s Championship. And 2018 is the third year in a row that the Corvette Racing team has won the Championship. Chris Draper from the YouTube Channel, “My Corvette Life” delivered the below overview of the 2018 Petit le Mans race at Road Atlanta on October 13, 2018. Chris is also the editor and chief of www.BadBoyVettes.com the exclusively covers the Corvette Racing Team.

Since we like nice, round numbers, here’s a review of the Corvette Racing Team’s 20 years of success.

* 1999 was the official debut of the Corvette Racing Team with the launch of the partnership of Chevrolet with Pratt & Miller.

* Since the Corvette team was launched, the team has racked up 107 total wins, more than any other IMSA entrant.

* The Corvette Racing Team has won its class at at Le Mans eight times.

* The Corvette Racing Team has won its class at the Rolex 24 Hours at Daytona three times.

* The Corvette Racing Team has won its class at at the 12 Hours of Sebring 11 times.

* From 1999 to 2013 the Corvette Racing Team lead the American Le Mans Series (ALMS) in all-time wins and 1-2 finishes.

* To date the Corvette Racing Team has won 11 ALMS Team Championships.

* To date the Corvette Racing Team has won 10 ALMS Manufacturer Championships.

* To date the Corvette Racing Team has won 10 Driver’s Championships.

Photo: CorvetteRacing.com

The last 20 years of extraordinary racing success has more than made of for previous years of spotty and sometimes embarrassing performance. Corvettes were long looked down upon as cars that were loud, brash, set track records, had pole starts, but rarely finished races.

Yes, there were exceptions, but overall Corvettes were the Rodney Dangerfield of sports race cars, “I’ll tell’m ya, I get no respect!”

Photo: Retroland.com

With the launch of the C5-R Corvette Racing Team, Corvettes have become the Charles Atlas of the sports racing car world. No one kicks sand in our faces anymore. All it took was training and teamwork.

In November 2012 I had the opportunity to see Doug Fehan and the Corvette Racing Team at the Simeone Museum for Simeone’s first “Corvette Racing” seminar. The C6.R “show car” was there along with Simeone’s 1963 Wintersteen Grand Sport #002. As part of the program, they presented a film explaining how the Corvette Racing Team prepared for one of their Le Mans assaults. They are consummate professionals and their level of professionalism is truly world-class. Everyone came away with a whole new level of respect and admiration for the Corvette Racing Team.

Here’s the view from inside Tommy Milner’s #4 office!

Yet, despite IMSA’s efforts with their Balance of Power (BoP) rules, the Corvette Racing Team out-flanked all competitors by being a better and more efficient team. “Racing” is supposed to be about the best car and team winning races, but IMSA is practically giving everyone a participation trophy by attempting to have an even race. Leave that to the spec racers.

While I am seriously at odds with IMSA and their absurd BoP rules, this year’s third team Championship is sweet revenge from a team that has obviously been held back by IMSA. Consequently, the team did not win any races in 2018, but took the championship just the same. The Corvette Racing Team also vanquished that tired old claptrap about how the Corvette’s front-mid-engine design is outdated. Really? The Ford GT and Porsche didn’t just score their third team Championship in a row, did they?

C8.R
Photo: Motor1.com The C8.R Corvette race car was seen in testing in summer 2018.

I’m very much looking forward to seeing the mid-engine C8.R competing in the 2019 season. I have no “inside connections” but I do believe we will see the C8.R debut at Daytona in February 2019. Why? Because we have already seen the C8.R being tested last July. They wouldn’t have let out those images if the C8.R was going to compete in 2020. At least, that’s my speculative guess.

Till then, CONGRADULATIONS to the entire Corvette Racing Team, and drivers; Antonio Garcia, Jan Magnussen, Oliver Gavin, Tommy Milner, and Marcel Fassler! – Scott

Enjoy the eye candy!



2016 Special Edition C7.R Z06 Corvette #001 Sells for $500,000 at Barrett-Jackson Las Vegas Auction!

The “First” 2016 C7.R Z06 Corvette #001 brings in the BIG BUCKS – Video2016-Chevrolet-Corvette-Z06-C7R-Edition-2A

Dateline: 9.26.15 – Barrett-Jackson knows how to put on a show. The roster for the 3 day auction fest in Vegas was packed with beauties… and the girls were nice too. But seriously folks, the car and truck eye candy was a treat and #001 2016 Special Edition C7.R Z06 Corvette was saved for later on the last day. With “first and last” cars becoming highly collectible in the Corvette community and with so many models and special editions having been produced, we’ll no doubt see many more of these.

Ever since 1999 when the first all-out, factory-backed, long-term Corvette racing team unleashed the C5-R, adding the suffix “R” after the generation designates “racer.” So far we have the C5-R, C6.R, and the current C7.R. Continue reading


2016 Special Edition C7.R Z06 Corvette #001 Sells for $500,000 at Barrett-Jackson Las Vegas Auction!”