Beyond the track, there's wind tunnel work to get the rear diffuser to create more downforce, and new roof flaps and diffuser treatments to increase lift-off speed. The Gen 7 car at the second test also featured exhausts exiting from the bodywork ahead of the rear wheels.
Out west at ismraceway Day 2 testing the Next Gen Car. Here is a behind the scenes look of what I know so far! The testing regimen started at Richmond, a short track with lower speeds, then to Phoenix, where cars run higher speeds and loads, and on to Homestead in Miami, the next step up in speed, aero load, and a variety of racing lines through the banking. The drivers used during testing — Austin Dillon, Joey Logano, and Erik Jones — have made positive assessments but are still getting their footing after running Gen 6 cars since And I like that piece.
Jones echoed those comments in Miami, saying, "We have a lot of sideforce in our cars now and there is a lot to lean on — when you get loose the car kind of corrects itself and straightens itself out. I think as far as development goes, there is going to be a lot more mechanical grip available than what we currently have.
We get it. Ads can be annoying. But ads are also how we keep the garage doors open and the lights on here at Autoblog - and keep our stories free for you and for everyone. No parts of the transmission may be modified without prior approval from the governing body. Reports indicate that NASCAR's next-generation stock car features a six-speed gearbox, as opposed to the four-speed gearboxes currently used.
NASCAR has relied on the four-speed H-pattern gearbox since the sport's inception in , so the upgrade to a sequential six-speed transmission in is significant. Unlike the H-pattern gearbox that NASCAR has traditionally used in cars, sequential transmissions make use of a lever that is tapped forward and backward to change gears.
This setup allows the driver to shift up or down in gear, but does not require the driver to manually find the gear they are looking for. Poor shifting and improper clutch release lead to degradation of the gears and transmission.
This is part of why mechanics must replace gears, face plates, bearings, sliders, and shafts after every race. This is a radical change for NASCAR to take, and tests have already been performed at three tracks according to a January article. Testing began in Richmond on a short track with low speeds, then to Phoenix, where the track it was tested on is designed for cars with high speeds and heavier loads.
The third track in Miami used an amalgamation of these designs, and the transmission has received positive feedback from test drivers. If all goes to plan, these transmissions and next gen modifications will begin to be introduced in into the race circuit. There is a lot of disparity between drivers who prefer manual versus automatic transmissions. The argument for the superiority of the manual design is that it offers more control to the driver, and is able to reach higher speeds.
It is also more fuel efficient and has lower service costs to have a manual transmission. It requires far more practice and requires an experienced driver. Many drivers of manual cars comment on how they enjoy the sense of control they have over their vehicle versus an automatic. The team and pit crew is responsible for bringing backups for all elements of vehicle repair, including the transmission.
The straight cut gears lessen the axial load on the gear, making it easier to switch between the gears without using the clutch. Semi-trucks and tandems use this. It requires a knowledge of your vehicle and to be at the proper revs and speed. Rumor has is that they are moving to a 6-speed manual transmission in This depends on the track. Any long track with a steep bank can be run using only the throttle. When the track is oval but shorter, they will have to brake going into the turns.
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