Friday, December 31, 2010
Brad Keselowski Gets Nationwide Crew Chief Paul Wolfe for Cup Team
Filed under: Crew Chiefs, Sprint Cup, NASCAR
No driver competing in NASCAR's two top series showed greater disparity in results in 2010 than Brad Keselowski, who won the Nationwide series championship with six victories while eking out a couple of top-10 finishes in a forgettable Sprint Cup campaign.Both cars came from Penske Racing, and when Roger Penske is involved, nonperformance won't stand.
Thus, the organization announced Tuesday that Paul Wolfe, Keselowski's championship-winning crew chief in Nationwide, has been promoted to become his Sprint Cup crew chief, replacing Jay Guy.
In addition to the six victories and the championship, Keselowski and Wolfe scored 29 top-10 finishes in 35 races. Twenty six of those were top fives -- a series single-season record. He also won five poles, led 1,147 laps and had an average finish of 5.2.
By contrast, in his Sprint Cup car, Keselowski had no victories, one pole position, no top fives and just two top 10s -- 10th-place finishes at Martinsville and Talladega late in the season. He led 41 laps and had an average finish of 22.4.
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With Howard Stern Deal Done It's NASCAR Time
On Thursday the second of three big issues for Sirius XM Radio was solved. This time it was Howard Stern announcing a new deal to stay on the air at Sirius.
It is a five-year agreement that analysts value at $400 million. But the important part for NASCAR fans is what is hidden in the fine print.
Here is a paragraph from the Newsday story on Stern:
The new deal does offer a significant bonus to fans. Stern's show will be available on various platforms besides satellite radio including the iPhone, Android phones and BlackBerrys. "The addition of the mobile apps will be a significant one going forward because it makes him more available," said Tom Taylor, news editor of Chicago-based Radio-Info.com. "It was frustrating to some listeners [that] it wasn't available on both [mobile apps and satellite.]"
NASCAR fans can certainly identify with that last statement. Sirius NASCAR Channel 128 is not available online or through a smart phone app. Way back when, NASCAR sold all the online rights (including audio content) to Turner Sports. NASCAR fans must have a Sirius XM satellite receiver of some type to hear channel 128.
It was Tuesday, November 30th when Sirius announced that it had reached an agreement to renew and expand its contract with the NFL. This time, Sirius got what it really wanted. All NFL games beginning in 2011 will be streamed online through Sirius Internet radio. While the cell phone details are yet to be announced, adding the NFL to the Sirius online offerings is just huge.
The third piece of the puzzle has to be next. Sirius, NASCAR and Turner Sports have time now in the off-season to hammer out an agreement that extends the same sort of online streaming deal for NASCAR. Both on Sirius Internet radio and the Sirius apps for devices like smartphones.
Click here to take a peek and maybe even a listen to just how easy it is to load and go with this technology. As with everything in life, there is a price to be paid, but if NASCAR fans had Sirius 128 on laptops, iPads and all types of smartphones the sport would be much better off for 2011.
With so many things in NASCAR just not going well lately, it would be a welcome move for the parties involved to come together and get this ironed out. NASCAR would join Howard Stern and the NFL as moving online in the Sirius world.
We will update this blog with any news on the topic immediately. In the meantime, we are happy to have your comments on this topic. To add your opinion, just click on the comments button below. This is a family-friendly website, please keep that in mind when posting. Thanks for taking the time to stop by The Daly Planet.
Top 7 ?Seis Questions? Interviews
“Seis with Andrew Giangola” – NASCAR’s Director of Business Communications
“Seis with Jennifer Jo Cobb” – Driver from the NASCAR Camping World [...]
CPR R35 GTR Stage 4-5 Tuning - Engineer's Notes
For our STAGE 4 tune the working brief was to achieve a strong and repeatable 600 hp 600 ft.lb which from initial study of the stock turbo spec, would possibly be the most we could reliably find from them. Well this is when the tuning of the GTR became both interesting and more involved than basic breathing add ons. The HKS panel filters were finding 10 WHP (additional power at the wheels) in the lower tuning stages. It was an obvious thought to us that a good improvement of air intake design would result in reasonable gains over the stock air box, as peak power was influenced relatively well by the basic introduction these HKS panel filters we thought it may be a restrictive area and worth a rework.
From the advance of gaining the Cobb Tuning PRO-ACCESS TUNER Software we are now able to 'live access' the GTR ECU during tune on our Dyno Dynamics AWD dyno and therefore gain valuable data logs of critical input signals from our previous stage tuning packages that work so well repeatedly exceeding target performance claims. More specifically data logs from output 'injector duty' and input 'air flow meter' signal on our STAGE 3 (using cobb generic tune) offered concerns as to the 'head room' left in these components to enable safe power increase. With this STAGE 3 generic tune running out quite rich in A/F ratio to mid 10:1 there would be room in the injector to find 30 -35 hp over our 580hp STAGE 3 with a more realistic and leaner target A/F of low 11:1. Unfortunately the same could not be said for the air flow meter signal as they would already reach their 'full scale deflection' of 4.9-5v in the 580hp STAGE 3. Therefore ANY increase in air flow over them would NOT be seen by the ECU and an accurate tune would be severely compromised at high load and high rpm!!
To gain headroom we chose to remount the stock air flow meter cartridge sensors into a larger body, therefore lowering the sensor voltage for a given total volume of air measured (Grammes/sec). Obviously correctly sizing this housing to allow the higher air flow and still be 'future proof' in further package development of higher power was critical. As the stock housing is the actual air box moulding we combined the development of our larger body housing into a full replacement induction kit, drawing air from the preferred forward area front panel so as not to pull ANY air from the warmer engine bay itself. To filter the air thoroughly, a cone shaped filter element was chosen to optimise flow in that given are which is in fact is capable of more than twice the flow of the panel / flat stock alternative!
With both these component limitations addressed we wanted to drop the total exhaust back pressure to a minimum and so the development of our replacement 3?front turbo outlet elbows allowed the removal of the more restrictive forward catalysts.
Time to see what increase in performance would come from these mods on the dyno, but first the critical rescaling of the airflow meter bodies was necessary to correct the ecu's interpretation of the now respectively lower voltage. This became a VERY technical necessity as side effects of getting straight into the tune would be extended to gearbox clutch control and calculated torque changes!
In our opinion there is only ONE way to skin this cat and it took time to build the file to support these hardware changes but the results were absolutely perfect, offering scaling to modify to an estimated 800hp!
Alternatively to this it is possible to buy the HKS 570 / 600 R kit which comes with NO ECU TUNE but chooses to interrupt the input signal and corrupt or clip its appropriate value. In our view and with our understanding of the side effects this technique causes at the transmission control unit (TCU) the age of corrupter and interrupter boxes have gone and should be left in the 'Nauties'. We would NEVER fit a Fuel Cut Defender (F.C.D.) to an '97 evo 4 , so why are their equivalent appearing on GTR's???
Back to the tune and it soon became obvious that the induction kit and turbine elbows combined had released far more power than expected, achieving over 530 whp but leading us to severe leaning out above 6000rpm at 15psi which we could not support with the stock fuel delivery! Injectors were flat out after 5500rpm with 17psi boost held up to this rpm offering 630+ ft.lb torque.
It became clear that this combination of hardware would need more fuel delivery on tap, so the introduction of larger 750cc/min RC injectors made safe this power level again with a comfortable amount of headroom in the injector for 800hp. Again the scaling of these injectors within the ECU is critical for its closed loop and target A/F ratio control to function accurately, amongst other side effects caused if this is not done correctly.
Alternatively, it is possible to use the same thought process as HKS used in their 600R kit and change the stock fuel reg to an adjustable unit to raise the fuel rail pressure and force more fuel through the stock injectors , which in turn, loads the stock pumps to the point they too must be changed for stronger units!! Again a very unprofessional approach in honest opinion!
This inadvertently became our STAGE 5 package but we found it necessary to add after market stronger sprung actuators to keep stable boost control. The lower exhaust back pressure limited the repeatable boost level at peak power and on back-to-back dyno runs the boost would fall dropping expected power at higher temperature. The after market actuators held consistent boost on repeated runs and deemed well worth the labour intensive fitments of them and earnt their place in this 630 hp / 630 ft.lb CPR STAGE 5 package.
Our STAGE 4 tune saw the emittance of the turbine elbows and the forward cats replaced. This corrected the boost control inconsistency and dropped power to the desired level that could be SAFELY supported by the stock fuel injectors. So we found our 600hp/ 600ft.lb torque package by essentially detuning the power found using hardware that is now our STAGE 5 630hp package!
Strange how things can work out!
Old School has no Chance in Sports Marketing
The game was The Big Chill. The University of Michigan and Michigan State University faced off in a hockey game, outside, in U of M’s stadium. Announced attendance was over 113,000. Incredible spectacle. [...]
Thursday, December 30, 2010
2010 Season Review: David Reutimann
2010 Ride: No. 00 Aaron’s Toyota
2010 Primary Sponsors: Aaron’s, TUMS
2010 Owners: Michael Waltrip & Robert Kauffman
2010 Crew Chief: Rodney Childers
2010 Stats: 36 races, 1 win, 6 top 5s, 9 top 10s, 18th in points.
Best Finish: 1st – Chicagoland.
Average Finish: 18.1.
High Point: Obviously, the Chicago race, where Reutimann ran down Jeff Gordon in the late stages and passed him, grabbing his only victory of 2010.
Lewis Hamilton?s thoughts on the new track in Korea
The race is far from over for the McLaren drivers Lewis Hamilton [...]
NASCAR Driver Pictures from Phoenix Sunday
I got some nice raceday pics of NASCAR drivers before the Kobalt Tools 500 at Phoenix International Raceway Sunday. Hope you enjoy them.
Photo credit: BethAnne Heisler - OnPitRow.com
END OF SEASON - CAR PLANET RACING ACHIEVEMENTS
* T.O.T.B. 2009 DRAG SHOOT-OUT CHAMPIONS
* T.O.T.B. 2009 OVERALL RUNNERS UP
* TIME ATTACK 2009 CHAMPION CLUB-PRO CLASS
* TIME ATTACK 2009 PRO-CLASS HIGHEST FINISHING MITSUBISHI EVO
* ULTIMATE STREET CAR U.S.C. 2009 DRAG CHAMPION
* WORLD TIME ATTACK 2009, ASSEN, 1ST + 2ND + 3RD PLACE PRO-CLASS
CPR - Car Planet Racing would like to thank our following sponsors and partners for their continued support throughout CPR's motorsport season;
Also special thanks to Bob Moore, James Nicholls & Gareth Lloyd for their commitment and drive in achieving victory.
Pre-Race Report Snetterton October 2010
Greetings Race Fans,
Well it?s the final countdown� once again as yet� another year has flown past and we head towards the grand finale at Snett.
This year the title is up for grabs and it looks as though� again it will go right to the wire with� James Walpole, Dave Brook and [...]
Wednesday, December 29, 2010
CPR Evo wins at USC 2009 - Santa Pod
Even though CPR concentrates on building the quickest circuit Mitsubishi Evo's in Europe, we are still able to produce exceptional times in Drag, and we recently entered the Yellow CPR Evo 6 into the 2009 Ultimate Street Car Championships at Santa Pod.
The competition is open for Road-Legal Street Car's, where victory is assured by running the quickest time up the drag strip over the weekend.
Congratulations to James Nicholls, owner and racer of the CPR Yellow Evo, who won Class D - F.I. 4WD with a 9.90s @ 144.84mph , in full Circuit Trim (still fully Road Legal) on Toyo R888 Tyres.
Full results: http://www.ultimatestreetcar.co.uk/
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Happy Holidays To Our Wonderful Readers
The Daly Planet started on a wing and a prayer after some encouragement from friends and support from my family.
Now, after four seasons, I have an entirely new extended family. It's been wonderful to interact with NASCAR fans all over America. Thanks to the wonders of the Internet, our readership also extends to many countries around the world.
I will be taking a short break over the holiday weekend and resuming with original columns early next week. In the meantime, thank you once again for helping with this project and I hope you have a wonderful holiday season.
The Indianapolis Motor Speedway Street Team Wraps up 2010
Richard McDonald Evo 7 Circuit Car - Complete!
CPR complete another Full Race Car conversion project for Richard McDonald.
The car started life off as a mild tuned 500hp Evo 7 GT-A Automative, but Richard requested a conversion project to allow it to compete in the UK Time Attack Club Series for 2010.
FULL PHOTO GALLERY HERE;
http://www.flickr.com/photos/car-planet-racing/sets/72157622848454342/
CPR stripped the entire car down to a bareshell, and then built a Full FIA Weld-In Cage Cell, along with ligtening the car and RS Differential Conversion.
Autobahn Paintworks in Blackpool fitted a Carbon Roof Skin and repaired the original Chargespeed Aero Kit and Carbontrix Front Bumper, aswell as painting the entire interior and cage in black
Tein Super Racing Suspension (previously fitted to the CPR Orange Works Evo) was fitted, along with full Polybush kit to stiffen up the suspension links.
Whiteline and Cusco ARB's completed the suspension setup for the car.
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The Motor was left at the original spec, which is 2.0L Forged with CPR500HP Full Turbine Kit.
CPR changed the Intake Plenum for the CPR Spec D.I. Intake Plenum and 75mm Boomba Racing Billet Throttle Body, along with Aeromotive Fuel Rail
A major upgrade required for preparing a car for serious work is the upgrade to the conventional Oil System, due to the fact that hard cornering can cause Oil starvation. One route is to go for a Full Dry Sump Kit, but a similar prevention system can be achieved by installing an Accusump System, as Rick chose.
The Accusump system accumulates oil in a reservoir, and then in the cause of low oil pressure being sensed, the system will blast oil into the motor under high pressure, to save the bearings/turbocharger.
Rick's car previously had a lethargic automatic transmission fitted as Rick is unable to drive conventional clutch vehicle to his disability, however, Rick decided that to ensure the car was competitive, an upgrade to the transmission would be required to reduce transmission losses. CPR have converted this car from Automatic, to a Manual 5 Speed Car, and have installed the Drenth Full Race Dog Gear Set into the new 5 speed housing, along with the Ikeya Sequential Shifter conversion, as fitted to our Time Attack Evo's.
CPR then had a specialist mobility company in Liverpool called 'Da Vinci Mobility' install an automatic clutch system, whereby a trigger operates a motor which control the clutch pedal. CPR then modified the system further to bring it up to a level where Rick could use the system in a racing application, along with Flappy Paddles and Pro-Shift Solenoid Operating the Ikeya Shifter. The original Handcontrols that Rick had previously on his Evo 7 were modifed and re-installed, so that throttle and brake can be operated by hand. The interior was finished off with a Flocked Dash, Suede Sparco Steering Wheel, and AIM Digital Dash Cluster, with custom wiring from CPR to enable Rick to monitor everything on the car from the digital dash.
To meet Time Attack regulations and for safety, a full FIA Lifeline Fire Extinguishing System was installed also.
Full Group N Brake Line Kit, modified ABS System, and Twin Bore Hydraulic Handbrake were then fabricated and installed by CPR, to compliment the AP Racing brake set up.
Massive amounts of weight saving have been achieved with this project, and now with a full sequential dogbox installed, the car has been totally transformed, where Rick has planned extensive track testing to become familiar with the new setup, before competing in Time Attack next season. CPR wishes Rick all the best in his first season of UK Motorsport.
FULL PHOTO GALLERY HERE;
http://www.flickr.com/photos/car-planet-racing/sets/72157622848454342/
Tuesday, December 28, 2010
How Did the 2011 Suzuki GSX-R 600 Lose 20 lbs?
Perhaps a bike that hasn’t gotten enough press after its debut at Intermot, the 2011 Suzuki GSX-R 600 managed to shed roughly 20 lbs from its supersport design, making Suzuki the 600cc class leader once again, at least on paper.�Suzuki was the only Japanese manufacturer to update its Supersport line for the new year, and instead of a casual redesign (although the GSX-R 600 doesn’t stray far from its predecessor’s aesthetic), the Hamamatsu-based company made ...
Chuck Little Fred Lorenzen Randy MacDonald