Automobile Rallying and Rally Racing
Rallying (international) or rally racing (US) is a form of motor competition that takes place on public or private roads with modified production or specially built road-legal cars. This motorsport is distinguished by running not on a circuit, but instead in a point-to-point format in which participants and their co-drivers drive between set control points (stages), leaving at regular intervals from one or more start points. Rallies may be won by pure speed within the stages or alternatively by driving to a predetermined ideal journey time within the stages.
Brass era
The term "rally", as a branch of motorsport, dates from the first Monte Carlo Rally of January 1911. Until the late 1920s, few if any other events used the term. But rallying itself can be traced back to the 1894 Paris-Rouen Horseless Carriage Competition (Concours des Voitures sans Chevaux), sponsored by a Paris newspaper, which attracted considerable public interest and entries from leading manufacturers. Prizes were awarded to the vehicles by a jury based on the reports of the observers who rode in each car; the joint winners were Panhard et Levassor and Peugeot, two companies still in business today.
This event led directly to a period of city to city road races in France and other European countries, which introduced many of the features found in later rallies: individual start times with cars running against the clock rather than head to head; time controls at the entry and exit points of towns along the way; road books and route notes; and driving over long distances on ordinary, mainly gravel, roads, facing hazards such as dust, traffic, pedestrians and farm animals.
The first of these great races was the Paris-Bordeaux-Paris of June 1895, won by Emile Levassor in a Panhard-et-Levassor. His time for the 1,178 km (732 mile) course, running virtually without a break, was 48 hours and 48 minutes, an average speed of 24 km/h (15 mph). Just eight years later, in the Paris-Madrid race of May 1903, the Mors of Fernand Gabriel, running over the same roads, took just under five and a quarter hours for the 550 km (342 miles) to Bordeaux, an average of 105 km/h (65.3 mph). Speeds had now far outstripped the safe limits of dusty highways thronged with spectators and open to other traffic, people and animals; there were numerous crashes, many injuries and eight deaths. The French government stopped the race and banned this style of event. From now on, racing in Europe (apart from Italy) would be on closed circuits, initially on long loops of public highway and then, in 1907, on the first purpose-built track, England's Brooklands. Racing was going its own separate way.
Italy had been running road events since 1895, when a reliability trial was run from Turin to Asti and back. The country's first true motor race was held in 1897 along the shore of Lake Maggiore, from Arona to Stresa and back. This led to a long and thriving tradition of road racing, including events like Sicily's Targa Florio (from 1906) and Giro di Sicilia (1912), which went right round the island, both of which continued on and off until after World War 2. The first Alpine event was held in 1898, the Austrian Touring Club's three-day Automobile Run through South Tyrol, which included the infamous Stelvio Pass.
In April and May 1900, the Automobile Club of Great Britain (the forerunner of the Royal Automobile Club) organised the Thousand Mile Trial, a 15-day event linking Britain's major cities, in object to promote this novel form of transport. Seventy vehicles took part, the majority of them trade entries. They had to complete thirteen stages of route varying in length from 43 to 123 miles at average speeds of up to the legal limit of 12 mph, and tackle six hillclimb or speed tests. On rest days and at lunch halts, the cars were shown to the public in exhibition halls.
In Germany, the challenging Herkomer Trophy Trial was first held in 1905, and the famous Prinz Heinrich Fahrt (Prince Henry Trial) in 1908. The first Alpine Trial was held in 1909, in Austria; by 1914, this was the toughest event of its kind, producing a star performance from Britain's James Radley in his Rolls Royce Alpine Eagle. Then in 1911 came the first Monte Carlo Rally (later known colloquially as the "Monte"), organised by the operators of the famous casino to attract wealthy sporting motorists. The competitive elements were slight, but getting to Monaco in winter was a challenge in itself. A second event was held in 1912.
Two ultra long distance challenges took place at this time, the Peking-Paris of 1907 ("won" by Prince Scipio Borghese and Luigi Barzini in an Itala) and the New York-Paris of the following year (won by George Schuster and others in a Thomas Flyer), which went via Japan and Siberia. Each event attracted only a handful of adventurous souls, but in both cases the winners exhibited characteristics that modern rally drivers would recognise: meticulous preparation, mechanical skill, resourcefulness, perseverance and a certain single-minded ruthlessness. The New York-Seattle race of 1909, if shorter, was no easier. Rather gentler (and more akin to rallying) was the Glidden Tour, run by the American Automobile Association between 1902 and 1913, which had timing between control points and a marking system to determine the winners.
In Britain meanwhile, the Scottish Automobile Club started its tough annual trial in 1902, the Motor Cycling Club allowed cars to enter its trials and runs from 1904 (London-Edinburgh, London-Land's End, London-Exeter — all these events are still in being as mud-plugging classic trials). In 1908 the Royal Automobile Club held its 2,000 mile International Touring Car Trial, and 1914 the important Light Car Trial for manufacturers of cars up to 1400 cc, to test comparative performances and improve the breed. In 1924, the exercise was repeated as the Small Car Trials.
Rally courses
Rally is also unique in its choice of where and when to race. Rallies take place on all surfaces and in all conditions: asphalt (tarmac), gravel, or snow and ice, sometimes more than one in a single rally, depending on the course and event. Rallies are also run every month of the year, in every climate, bitter cold to monsoon rain. This contributes to the notion of top rally drivers as some of the best car control experts in the world. As a result of the drivers not knowing exactly what lies ahead, the lower traction available on dirt roads, and the driving characteristics of small cars, the drivers are much less visibly smooth than circuit racers, regularly sending the car literally flying over bumps, and sliding the cars out of corners.
A typical rally course consists of a sequence of relatively short (up to about 50km/30mi), timed "special stages" where the actual competition takes place, and untimed "transport stages" where the rally cars must be driven under their own power to the next competitive stage within a generous time limit. Rally cars are thus unlike virtually any other top-line racing cars in that they retain the ability to run at normal driving speeds, and indeed are registered for street travel. Some events contain "super special stages" where two competing cars set off on two parallel tracks (often small enough to fit in a football stadium), giving the illusion they are circuit racing head to head. These stages, ridiculed by many purists, seem increasingly popular with event organizers. Run over a day, a weekend, or more, the winner of the event has the lowest combined special and super special stage times. Given the short distances of super special stages compared to the regular special stages and consequent near-identical times for the frontrunning cars, it is very rare for these spectator-oriented stages to decide rally results, though it is a well-known axiom that a team can't win the rally at the super special, but they can certainly lose it.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Rallying
Tuesday, January 9, 2007
Automobile TipTronic - Automatic/Manual
Automobile TipTronic - Automatic/Manual
Tiptronic is a type of discrete automatic transmission developed by Porsche and used in its vehicles and those of its licensees. A Tiptronic transmission can operate just as the common type of automatic transmission, but it also allows the driver to override the automatic mode by moving the shift lever into a second (Tiptronic) shift gate equipped with two spring-loaded positions: "upshift" and "downshift". Once in this gate, the driver takes over most of the shifting decisions ordinarily performed by the transmission's computer, permitting, for example, the delaying of an upshift for increased acceleration or explicitly commanding a downshift to increase the braking effect of the engine. On some cars, the upshift and downshift operations can also be commanded by pushbuttons or rocker switches installed on the steering wheel with an optional display in the instrument panel indicating the current gear selection.
Though Tiptronic transmissions allow the driver a certain measure of discrete control, the Tiptronic design is implemented using a torque converter like other automatic transmissions. A Tiptronic is not a computer controlled clutch-manual transmission or semi-automatic transmission. Most Tiptronic implementations still make some shifts automatically, primarily to protect the engine and transmission. For example, as used by Audi, a five-speed Tiptronic will make the upshifts from 1 to 2 automatically when moving off from a stop even when in Tiptronic mode; the transmission then waits for the user's upshift command before proceeding from 2 to 3, 3 to 4 and 4 to 5, although the transmission will still upshift if the redline is approached. On deceleration, the transmission will make all downshifts automatically to avoid running the engine at too-low an RPM although the user can accelerate any downshift (that would not violate the redline), thus allowing improved engine braking or preparation for future acceleration. There are some exceptions to this; the system used in the Aston Martin DB9 is designed to hold the gear at the engine's redline, though it will still downshift automatically. This system also allows the engine to blip the throttle during downshifts for a sportier drive.
Most luxury vehicles with a Tiptronic transmission have two fully-automatic modes: One, identified as "Comfort" or similar, and another, usually called "Sport," which delays upshifts for a sportier driving at the expense of fuel, wear, comfort, and noise. Then, within each major mode there are additional hidden modes selected by the transmission itself; these modes adapt to the demands being placed upon the car by the driver. In this way, shift quality has been improved due to better electronic controls; these electronics modify the shift points to adapt to a given operator's driving style.
Some makers such as Aston Martin, BMW and Smart offer paddle shifters behind the steering wheel for controlling their similar transmissions.
Some systems such as Ferrari's F1-Superfast and Volkswagen's DSG are different from Tiptronic transmissions in that they are actually based on sequential transmisions but have an electronically controlled clutch (or in Audi's case, two clutches). These are generally not referred to as tiptronics but are considered to be true semi-automatic transmissions.
Tiptronic is a type of discrete automatic transmission developed by Porsche and used in its vehicles and those of its licensees. A Tiptronic transmission can operate just as the common type of automatic transmission, but it also allows the driver to override the automatic mode by moving the shift lever into a second (Tiptronic) shift gate equipped with two spring-loaded positions: "upshift" and "downshift". Once in this gate, the driver takes over most of the shifting decisions ordinarily performed by the transmission's computer, permitting, for example, the delaying of an upshift for increased acceleration or explicitly commanding a downshift to increase the braking effect of the engine. On some cars, the upshift and downshift operations can also be commanded by pushbuttons or rocker switches installed on the steering wheel with an optional display in the instrument panel indicating the current gear selection.
Though Tiptronic transmissions allow the driver a certain measure of discrete control, the Tiptronic design is implemented using a torque converter like other automatic transmissions. A Tiptronic is not a computer controlled clutch-manual transmission or semi-automatic transmission. Most Tiptronic implementations still make some shifts automatically, primarily to protect the engine and transmission. For example, as used by Audi, a five-speed Tiptronic will make the upshifts from 1 to 2 automatically when moving off from a stop even when in Tiptronic mode; the transmission then waits for the user's upshift command before proceeding from 2 to 3, 3 to 4 and 4 to 5, although the transmission will still upshift if the redline is approached. On deceleration, the transmission will make all downshifts automatically to avoid running the engine at too-low an RPM although the user can accelerate any downshift (that would not violate the redline), thus allowing improved engine braking or preparation for future acceleration. There are some exceptions to this; the system used in the Aston Martin DB9 is designed to hold the gear at the engine's redline, though it will still downshift automatically. This system also allows the engine to blip the throttle during downshifts for a sportier drive.
Most luxury vehicles with a Tiptronic transmission have two fully-automatic modes: One, identified as "Comfort" or similar, and another, usually called "Sport," which delays upshifts for a sportier driving at the expense of fuel, wear, comfort, and noise. Then, within each major mode there are additional hidden modes selected by the transmission itself; these modes adapt to the demands being placed upon the car by the driver. In this way, shift quality has been improved due to better electronic controls; these electronics modify the shift points to adapt to a given operator's driving style.
Some makers such as Aston Martin, BMW and Smart offer paddle shifters behind the steering wheel for controlling their similar transmissions.
Some systems such as Ferrari's F1-Superfast and Volkswagen's DSG are different from Tiptronic transmissions in that they are actually based on sequential transmisions but have an electronically controlled clutch (or in Audi's case, two clutches). These are generally not referred to as tiptronics but are considered to be true semi-automatic transmissions.
Semi-automatic transmission
Semi-automatic transmission
Semi-automatic transmission, or also known as clutchless manual transmission, automated manual transmission or paddle shift gearbox is a system which uses electronic sensors, processors and actuators to do gear shifts on the command of the driver. This removes the need for a clutch pedal which the driver otherwise needs to depress before making a gear change, since the clutch itself is actuated by electronic equipment which can synchronise the timing and torque required to make gear shifts quick and smooth. The system was designed by European automobile manufacturers to provide a better driving experience, especially in cities where congestion frequently causes stop-and-go traffic patterns.
Operation
In standard mass-production automobiles, the gear lever appears similar to manual shifts, except that the gear stick only moves forward and backward to shift into higher and lower gears, instead of the traditional H-pattern. The Bugatti Veyron uses this approach for its 7-speed transmission. In Formula One, the system is adapted to fit onto the steering wheel in the form of two paddles; depressing the right paddle shifts into a higher gear, while depressing the left paddle shifts into a lower one. Numerous road cars have inherited the same mechanism.
Hall effect sensors sense the direction of requested shift, and this input, together with a sensor in the gear box which senses the current speed and gear selected, feeds into a central processing unit. This unit then determines the optimal timing and torque required for a smooth clutch engagement, based on input from these two sensors as well as other factors, such as engine rotation, the Electronic Stability Program, air conditioner and dashboard instruments.
The central processing unit powers a hydro-mechanical unit to either engage or disengage the clutch, which is kept in close synchronization with the gear-shifting action the driver has started. The hydro-mechanical unit contains a servomotor coupled to a gear arrangement for a linear actuator, which uses brake fluid from the braking system to impel a hydraulic cylinder to move the main clutch actuator.
The power of the system lies in the fact that electronic equipment can react much faster and more precisely than a human, and takes advantage of the precision of electronic signals to allow a complete clutch operation without the intervention of the driver.
For the needs of parking, reversing and nuetralizing the transmission, the driver must engage both paddles at once, after this has been accomplished the car will prompt for one of the three options.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Semi-automatic_transmission
Semi-automatic transmission, or also known as clutchless manual transmission, automated manual transmission or paddle shift gearbox is a system which uses electronic sensors, processors and actuators to do gear shifts on the command of the driver. This removes the need for a clutch pedal which the driver otherwise needs to depress before making a gear change, since the clutch itself is actuated by electronic equipment which can synchronise the timing and torque required to make gear shifts quick and smooth. The system was designed by European automobile manufacturers to provide a better driving experience, especially in cities where congestion frequently causes stop-and-go traffic patterns.
Operation
In standard mass-production automobiles, the gear lever appears similar to manual shifts, except that the gear stick only moves forward and backward to shift into higher and lower gears, instead of the traditional H-pattern. The Bugatti Veyron uses this approach for its 7-speed transmission. In Formula One, the system is adapted to fit onto the steering wheel in the form of two paddles; depressing the right paddle shifts into a higher gear, while depressing the left paddle shifts into a lower one. Numerous road cars have inherited the same mechanism.
Hall effect sensors sense the direction of requested shift, and this input, together with a sensor in the gear box which senses the current speed and gear selected, feeds into a central processing unit. This unit then determines the optimal timing and torque required for a smooth clutch engagement, based on input from these two sensors as well as other factors, such as engine rotation, the Electronic Stability Program, air conditioner and dashboard instruments.
The central processing unit powers a hydro-mechanical unit to either engage or disengage the clutch, which is kept in close synchronization with the gear-shifting action the driver has started. The hydro-mechanical unit contains a servomotor coupled to a gear arrangement for a linear actuator, which uses brake fluid from the braking system to impel a hydraulic cylinder to move the main clutch actuator.
The power of the system lies in the fact that electronic equipment can react much faster and more precisely than a human, and takes advantage of the precision of electronic signals to allow a complete clutch operation without the intervention of the driver.
For the needs of parking, reversing and nuetralizing the transmission, the driver must engage both paddles at once, after this has been accomplished the car will prompt for one of the three options.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Semi-automatic_transmission
Automobile Manual Transmission
Automobile/Automotive Manual Transmission
Manual transmission (also known as a stick shift, straight drive, or standard transmission) is a type of transmission used in automotive applications. Manual transmissions often feature a driver-operated clutch and a movable gear selector, although some do not. Most automobile manual transmissions allow the driver to select any gear at any time, but some, such as those commonly mounted on motorcycles and some types of racing cars, only allow the driver to select the next-highest or next-lowest gear ratio. This second type of transmission is sometimes called a sequential (manual) transmission.
Manual transmissions are characterized by gear ratios that are selectable by engaging pairs of gears inside the transmission. Conversely, automatic transmissions feature epicyclic (planetary) gearing controlled by brake bands and/or clutch packs to select gear ratio. Automatic transmissions that allow the driver to manually select the current gear are called semi-automatic transmissions.
Contemporary automotive manual transmissions are generally available with four to six forward gears and one reverse gear, although manual transmissions have been built with as few as two and as many as eight gears. Some manuals are referred to by the number of forward gears they offer (e.g., 5-speed) as a way of distinguishing between automatic or other available manual transmissions. Similarly, a 5-speed automatic transmission is referred to as a 5-speed automatic.
Other types of transmission in mainstream automotive use are the automatic transmission, semi-automatic transmission, and the continuously variable transmission.
Manual transmissions come in two basic types: simple unsynchronized systems, where gears are spinning freely and their relative speeds must be synchronized by the operator to avoid noisy and damaging "clashing" and "grinding" when trying to mesh the rotating teeth; and synchronized systems, which eliminate this necessity while changing gears.
Clutch
In all vehicles using a transmission (virtually all modern vehicles), a coupling device is used to separate the engine and transmission when necessary. The clutch accomplishes this in manual transmissions. Without it, the engine and tires would at all times be inextricably linked, and anytime the vehicle was at a stop, so would the engine. Moreover, without the clutch, changing gears would be very difficult, even with the vehicle moving already: deselecting a gear while the transmission is under load requires considerable force, and selecting a gear requires the revolution speed of the engine to be held at a very precise value which depends on the vehicle speed and desired gear. In a car the clutch is usually operated by a pedal; on a motorcycle, a lever on the left handlebar serves the purpose.
* When the clutch pedal is fully depressed, the clutch is fully disengaged, and no torque is transferred from the engine to the transmission, and by extension to the drive wheels. In this state, it's possible to select gears or stop the car.
* When the clutch pedal is fully released, the clutch is fully engaged, and essentially all of the engine's torque is transferred. In this state, the clutch does not slip, but rather behaves like a rigid coupling. Power is transmitted to the wheels with minimal loss.
* In between these extremes, the clutch slips to varying degrees. When the clutch slips, it transmits torque, in spite of the difference in speeds between the engine crankshaft and the transmission input. Because the torque is transmitted by means of friction, a lot of power is wasted as heat, which must be dissipated by the clutch. Slip allows the vehicle to be started from a standstill, and when it is already moving, slip allows the engine rotation to gradually adjust to a newly selected gear ratio, resulting in a smooth, jolt-free gear change.
* Because of the heat that a slipping clutch generates, slip cannot be maintained for a long time. Moreover, because energy is wasted, it would be undesirable to do so. Skilled drivers rarely allow a clutch to slip for more than about one second. Making effective use of clutch slip requires the development of feeling through practice, similar to learning to play a musical instrument or to play a sport.
* A rider of a highly-tuned motocross or off-road motorcycle may "hit" or "fan" the clutch when exiting corners to assist the engine in revving to point where it makes the best power.
* Note: Automatic transmissions also use a coupling device, however, a clutch is not present. In these kinds of vehicles, the torque converter is used to separate the engine and transmission.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Manual_transmission
Manual transmission (also known as a stick shift, straight drive, or standard transmission) is a type of transmission used in automotive applications. Manual transmissions often feature a driver-operated clutch and a movable gear selector, although some do not. Most automobile manual transmissions allow the driver to select any gear at any time, but some, such as those commonly mounted on motorcycles and some types of racing cars, only allow the driver to select the next-highest or next-lowest gear ratio. This second type of transmission is sometimes called a sequential (manual) transmission.
Manual transmissions are characterized by gear ratios that are selectable by engaging pairs of gears inside the transmission. Conversely, automatic transmissions feature epicyclic (planetary) gearing controlled by brake bands and/or clutch packs to select gear ratio. Automatic transmissions that allow the driver to manually select the current gear are called semi-automatic transmissions.
Contemporary automotive manual transmissions are generally available with four to six forward gears and one reverse gear, although manual transmissions have been built with as few as two and as many as eight gears. Some manuals are referred to by the number of forward gears they offer (e.g., 5-speed) as a way of distinguishing between automatic or other available manual transmissions. Similarly, a 5-speed automatic transmission is referred to as a 5-speed automatic.
Other types of transmission in mainstream automotive use are the automatic transmission, semi-automatic transmission, and the continuously variable transmission.
Manual transmissions come in two basic types: simple unsynchronized systems, where gears are spinning freely and their relative speeds must be synchronized by the operator to avoid noisy and damaging "clashing" and "grinding" when trying to mesh the rotating teeth; and synchronized systems, which eliminate this necessity while changing gears.
Clutch
In all vehicles using a transmission (virtually all modern vehicles), a coupling device is used to separate the engine and transmission when necessary. The clutch accomplishes this in manual transmissions. Without it, the engine and tires would at all times be inextricably linked, and anytime the vehicle was at a stop, so would the engine. Moreover, without the clutch, changing gears would be very difficult, even with the vehicle moving already: deselecting a gear while the transmission is under load requires considerable force, and selecting a gear requires the revolution speed of the engine to be held at a very precise value which depends on the vehicle speed and desired gear. In a car the clutch is usually operated by a pedal; on a motorcycle, a lever on the left handlebar serves the purpose.
* When the clutch pedal is fully depressed, the clutch is fully disengaged, and no torque is transferred from the engine to the transmission, and by extension to the drive wheels. In this state, it's possible to select gears or stop the car.
* When the clutch pedal is fully released, the clutch is fully engaged, and essentially all of the engine's torque is transferred. In this state, the clutch does not slip, but rather behaves like a rigid coupling. Power is transmitted to the wheels with minimal loss.
* In between these extremes, the clutch slips to varying degrees. When the clutch slips, it transmits torque, in spite of the difference in speeds between the engine crankshaft and the transmission input. Because the torque is transmitted by means of friction, a lot of power is wasted as heat, which must be dissipated by the clutch. Slip allows the vehicle to be started from a standstill, and when it is already moving, slip allows the engine rotation to gradually adjust to a newly selected gear ratio, resulting in a smooth, jolt-free gear change.
* Because of the heat that a slipping clutch generates, slip cannot be maintained for a long time. Moreover, because energy is wasted, it would be undesirable to do so. Skilled drivers rarely allow a clutch to slip for more than about one second. Making effective use of clutch slip requires the development of feeling through practice, similar to learning to play a musical instrument or to play a sport.
* A rider of a highly-tuned motocross or off-road motorcycle may "hit" or "fan" the clutch when exiting corners to assist the engine in revving to point where it makes the best power.
* Note: Automatic transmissions also use a coupling device, however, a clutch is not present. In these kinds of vehicles, the torque converter is used to separate the engine and transmission.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Manual_transmission
Automotive Automatic Transmission
Automatic Transmission
An automatic transmission is an automobile gearbox that can change gear ratios automatically as the car or truck moves, thus freeing the driver from having to shift gears manually. (Similar but larger devices are also used for railroad locomotives.)
Most cars sold in the United States since the 1950s have been equipped with an automatic transmission. This has, however, not been the case in Europe and much of the rest of the world. Automatic transmissions, particularly earlier ones, reduce fuel efficiency and power. Where fuel is expensive and, thus, engines generally smaller, these penalties are more burdensome. In recent years, automatic transmissions have significantly improved in their ability to support high fuel efficiency but manual transmissions are still generally more efficient. (This balance may finally shift with the introduction of practical continuously variable transmissions; see below.)
Most automatic transmissions have a set selection of possible gear ranges, often with a parking pawl feature that will lock the output shaft of the transmission.
However, some simple machines with limited speed ranges and/or fixed engine speeds only use a torque converter to provide a variable gearing of the engine to the wheels. Typical examples include forklift trucks and some modern lawn mowers.
Recently manufacturers have begun to make continuously variable transmissions commonly available (earlier models such as the Subaru Justy did not popularize CVT). These designs can change the ratios over a range rather than between set gear ratios. Even though CVTs have been used for decades in a few vehicles (e.g. DAF saloons and the Volvo 340 series that succeeded them, and later the Subaru Justy), the technology has recently gained greater acceptance among manufacturers and customers.
Automatic transmission modes
In order to select the mode, the driver must move a gear shift lever which can be located on the steering column or on the floor next to the driver. In order to select gears/modes the driver must push a button in (called the shift lock button) or pull the handle (only on column mounted shifters) out.
Automatic Transmissions have various modes depending on the model and make of the transmission. Some of the common modes are:
Park (P) – This selection mechanically locks the transmission, restricting the car from moving in any direction. A pin prevents the transmission from moving forward (although wheels, depending on the drive train, can still spin freely), it is recommended to use the hand brake (or emergency brake) because this actually locks the wheels and prevents them from moving, and increases the life of the transmission and the park mechanism. In order for the car to be moved out of park, the driver must depress the brake fully, same goes for putting it into park. The driver also must come to a complete stop before putting it into park to prevent damage to the transmission. This is only one of two selections in which the car can be started.
Reverse (R) – This puts the car into the reverse gear, giving the ability for the car to back up. In order for the driver to select reverse they must come to a complete stop, and push the shift lock button in and select reverse. Not coming to a complete stop can cause severe damage to the transmission.
Neutral (N)– This disconnects the transmission from the wheels so the car can move freely under its own weight. This is the only other selection in which the car can be started.
Drive (D)– This allows the car to move forward and accelerate through a range of gears. The number of gears a transmission has depends on the model, but they can commonly range from 3, 4 (the most common), 5, 6 (found in VW/Audi Direct Shift Gearbox), and 8 in the new model of Lexus cars.
* D4 – In Honda and Acura automatics this mode is used commonly for highway use (as stated in the manual) and uses all 4 forward gears.
* D3 – This is also found in Honda and Acura automatics and only uses the first 3 gears and according to the manual it is used for stop & go traffic such as city driving.
* + - and M – This is the manual selection of gears for automatics with Tiptronic. The driver can shift up and down at their will.
Second (2 or S) – This mode limits the transmission to the first two gears, or more commonly locks the transmission in second gear. This can be used to drive in adverse conditions such as snow and ice, as well as climbing or going down hills in the winter time.
First (1 or L) – This mode locks the transmission in first gear only. It will not accelerate through any gear range. This, like second, can be used during the winter season, or towing.
Some cars when put into D will automatically lock the doors or turn on the daytime running lights.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Automatic_transmission
An automatic transmission is an automobile gearbox that can change gear ratios automatically as the car or truck moves, thus freeing the driver from having to shift gears manually. (Similar but larger devices are also used for railroad locomotives.)
Most cars sold in the United States since the 1950s have been equipped with an automatic transmission. This has, however, not been the case in Europe and much of the rest of the world. Automatic transmissions, particularly earlier ones, reduce fuel efficiency and power. Where fuel is expensive and, thus, engines generally smaller, these penalties are more burdensome. In recent years, automatic transmissions have significantly improved in their ability to support high fuel efficiency but manual transmissions are still generally more efficient. (This balance may finally shift with the introduction of practical continuously variable transmissions; see below.)
Most automatic transmissions have a set selection of possible gear ranges, often with a parking pawl feature that will lock the output shaft of the transmission.
However, some simple machines with limited speed ranges and/or fixed engine speeds only use a torque converter to provide a variable gearing of the engine to the wheels. Typical examples include forklift trucks and some modern lawn mowers.
Recently manufacturers have begun to make continuously variable transmissions commonly available (earlier models such as the Subaru Justy did not popularize CVT). These designs can change the ratios over a range rather than between set gear ratios. Even though CVTs have been used for decades in a few vehicles (e.g. DAF saloons and the Volvo 340 series that succeeded them, and later the Subaru Justy), the technology has recently gained greater acceptance among manufacturers and customers.
Automatic transmission modes
In order to select the mode, the driver must move a gear shift lever which can be located on the steering column or on the floor next to the driver. In order to select gears/modes the driver must push a button in (called the shift lock button) or pull the handle (only on column mounted shifters) out.
Automatic Transmissions have various modes depending on the model and make of the transmission. Some of the common modes are:
Park (P) – This selection mechanically locks the transmission, restricting the car from moving in any direction. A pin prevents the transmission from moving forward (although wheels, depending on the drive train, can still spin freely), it is recommended to use the hand brake (or emergency brake) because this actually locks the wheels and prevents them from moving, and increases the life of the transmission and the park mechanism. In order for the car to be moved out of park, the driver must depress the brake fully, same goes for putting it into park. The driver also must come to a complete stop before putting it into park to prevent damage to the transmission. This is only one of two selections in which the car can be started.
Reverse (R) – This puts the car into the reverse gear, giving the ability for the car to back up. In order for the driver to select reverse they must come to a complete stop, and push the shift lock button in and select reverse. Not coming to a complete stop can cause severe damage to the transmission.
Neutral (N)– This disconnects the transmission from the wheels so the car can move freely under its own weight. This is the only other selection in which the car can be started.
Drive (D)– This allows the car to move forward and accelerate through a range of gears. The number of gears a transmission has depends on the model, but they can commonly range from 3, 4 (the most common), 5, 6 (found in VW/Audi Direct Shift Gearbox), and 8 in the new model of Lexus cars.
* D4 – In Honda and Acura automatics this mode is used commonly for highway use (as stated in the manual) and uses all 4 forward gears.
* D3 – This is also found in Honda and Acura automatics and only uses the first 3 gears and according to the manual it is used for stop & go traffic such as city driving.
* + - and M – This is the manual selection of gears for automatics with Tiptronic. The driver can shift up and down at their will.
Second (2 or S) – This mode limits the transmission to the first two gears, or more commonly locks the transmission in second gear. This can be used to drive in adverse conditions such as snow and ice, as well as climbing or going down hills in the winter time.
First (1 or L) – This mode locks the transmission in first gear only. It will not accelerate through any gear range. This, like second, can be used during the winter season, or towing.
Some cars when put into D will automatically lock the doors or turn on the daytime running lights.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Automatic_transmission
Hybrid Vehicle
Hybrid Vehicle
A hybrid vehicle (HV) is a vehicle that uses two distinct power sources such as:
* An on-board rechargeable energy storage system (RESS) and a fueled power source for vehicle propulsion
* Human powered bicycle with battery assist
* A sail boat with electric power[1]
The term most commonly refers to petroleum electric hybrid vehicle, also called Hybrid-electric vehicle (HEV) which use internal combustion engines and electric batteries to power electric motors.
The term hybrid when used in relation with cars also has other uses. Prior to its modern meaning of hybrid propulsion, the word hybrid was used in the United States to mean a vehicle of mixed national origin; generally, a European car fitted with American mechanical components. This meaning has fallen out of use. In the import scene, hybrid was often used to describe an engine swap. Some have also referred to flexible-fuel vehicles as hybrids because they can use a mixture of different fuels — typically gasoline and ethanol alcohol fuel.
Gasoline
Gasoline engines are used in most hybrid designs, and will likely remain dominant for the foreseeable future. A 2006 article, "Hybrid Vehicles Gain Traction", in Scientific American (April 2006), co-authored by Joseph J. Romm and Prof. Andrew A. Frank, argues that hybrid cars that can be plugged into the electric grid (Plug-in hybrid electric vehicles) will soon become standard in the automobile industry.[1]
While petroleum-derived gasoline is the primary fuel, it is possible to mix in varying levels of ethanol created from renewable energy sources. Like most modern ICE-powered vehicles, hybrids can typically use up to about 15% bioethanol. Manufacturers may move to flexible fuel engines, which would increase allowable ratios, but no plans are in place at present.
Nowadays petroleum gasoline engines can use directly biobutanol (see direct biofuel).
Diesel
One hybrid vehicle combination uses a diesel engine for power generation. Diesels have advantages when delivering constant power for long periods of time, suffering less wear while operating at higher efficiency. The Diesel engine's high torque, combined with hybrid technology, may offer performance in a car of over 100 mpg US (2.35 litres/100 km). Most diesel vehicles can use 100% pure biofuels (biodiesel), so they can use but do not need petroleum at all; if diesel-electric hybrids were in use, this benefit would likely also apply. For passenger vehicles, no diesel-electric hybrids are currently commercially available, although demonstration vehicles have been shown.
As with regular diesel engines, diesel-electric hybrids may be more appropriate for high-mileage, intensive-use applications, such as buses, trucks, and delivery vehicles, and less appropriate for passenger vehicles. Diesel-electric vehicles are increasingly being used for applications with high usage profiles, such as city buses, where the significantly higher mileage and lower emissions may be important. Both parallel and serial hybrids are in use.
Diesel-electric hybrids with parallel drivetrains like the Prius may have a substantial cost disadvantage to other options for use in passenger cars. Diesel engines are generally more expensive than gasoline equivalents, due to the demands for higher compression (although this also makes diesels more durable). If this "diesel premium" is added to any additional expense for the hybrid, the diesel-electric combination may make the payback period for such vehicles even longer and less feasible for many consumers. In addition, the higher torque of diesel engines may obviate one of the advantages of the electric motors.In addition, regular diesel vehicles may get similar mileage to gasoline-electric hybrids, for a smaller premium, and the marginal benefit of "hybridization" may not be viable.
Diesels are not widely used for passenger cars in the United States, as US diesel fuel has long been considered very "dirty", with relatively high levels of sulfur and other contaminants in comparison to the Eurodiesel fuel in Europe, where greater restrictions have been in place for many years. Despite the dirtier fuel at the pump, the US has tough restrictions on exhaust, and it has been difficult for car manufacturers to meet emissions levels as higher sulfur levels are damaging to catalytic converters and other emission control systems. However, ultra-low sulfur diesel was mandated and became widely available in the U.S. in October 2006 for highway vehicles, which will allow the use of newer emissions control systems.
Diesel-electric motors are common for use as locomotives, but using a serial hybrid design. In locomotives, the diesel engine is used to generate electricity for the electric drivetrain. This configuration allows the internal combustion engine to be operated at more efficient operating parameters, while removing the need for a separate transmission for the ICE unit and allowing the efficient delivery of torque from the electric motors. Such a system may need a smaller diesel engine and allow for better emissions controls, since the operating range of the diesel engine would be optimized for electric generation rather than power delivery through the mechanical transmission and wheels. There have been studies of this type of diesel-electric hybrid, but there are no confirmed attempts to commercialize such a vehicle for passenger use.
PSA Peugeot Citroën has unveiled two demonstrator vehicles featuring a diesel-electric hybrid powertrain: the Peugeot 307 and Citroën C4 Hybride HDi (PDF). VW made a prototype diesel-electric hybrid car that achieved 2 litres/100 km (118 mpg US) fuel economy, but has yet to sell a hybrid vehicle. General Motors has been testing the Opel Astra Diesel Hybrid. There have been no concrete dates suggested for these vehicles, but press statements have suggested production vehicles would not appear before 2009.
Hybrid Orion VI Metrobus
Hybrid Orion VI Metrobus
So far, production diesel-electric engines have mostly just appeared in mass transit buses. Current manufacturers of diesel-electric hybrid buses include New Flyer Industries, Gillig, Orion Bus Industries, and North American Bus Industries. In 2008, NovaBus will add a diesel-electric hybrid option as well.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Hybrid_vehicle
A hybrid vehicle (HV) is a vehicle that uses two distinct power sources such as:
* An on-board rechargeable energy storage system (RESS) and a fueled power source for vehicle propulsion
* Human powered bicycle with battery assist
* A sail boat with electric power[1]
The term most commonly refers to petroleum electric hybrid vehicle, also called Hybrid-electric vehicle (HEV) which use internal combustion engines and electric batteries to power electric motors.
The term hybrid when used in relation with cars also has other uses. Prior to its modern meaning of hybrid propulsion, the word hybrid was used in the United States to mean a vehicle of mixed national origin; generally, a European car fitted with American mechanical components. This meaning has fallen out of use. In the import scene, hybrid was often used to describe an engine swap. Some have also referred to flexible-fuel vehicles as hybrids because they can use a mixture of different fuels — typically gasoline and ethanol alcohol fuel.
Gasoline
Gasoline engines are used in most hybrid designs, and will likely remain dominant for the foreseeable future. A 2006 article, "Hybrid Vehicles Gain Traction", in Scientific American (April 2006), co-authored by Joseph J. Romm and Prof. Andrew A. Frank, argues that hybrid cars that can be plugged into the electric grid (Plug-in hybrid electric vehicles) will soon become standard in the automobile industry.[1]
While petroleum-derived gasoline is the primary fuel, it is possible to mix in varying levels of ethanol created from renewable energy sources. Like most modern ICE-powered vehicles, hybrids can typically use up to about 15% bioethanol. Manufacturers may move to flexible fuel engines, which would increase allowable ratios, but no plans are in place at present.
Nowadays petroleum gasoline engines can use directly biobutanol (see direct biofuel).
Diesel
One hybrid vehicle combination uses a diesel engine for power generation. Diesels have advantages when delivering constant power for long periods of time, suffering less wear while operating at higher efficiency. The Diesel engine's high torque, combined with hybrid technology, may offer performance in a car of over 100 mpg US (2.35 litres/100 km). Most diesel vehicles can use 100% pure biofuels (biodiesel), so they can use but do not need petroleum at all; if diesel-electric hybrids were in use, this benefit would likely also apply. For passenger vehicles, no diesel-electric hybrids are currently commercially available, although demonstration vehicles have been shown.
As with regular diesel engines, diesel-electric hybrids may be more appropriate for high-mileage, intensive-use applications, such as buses, trucks, and delivery vehicles, and less appropriate for passenger vehicles. Diesel-electric vehicles are increasingly being used for applications with high usage profiles, such as city buses, where the significantly higher mileage and lower emissions may be important. Both parallel and serial hybrids are in use.
Diesel-electric hybrids with parallel drivetrains like the Prius may have a substantial cost disadvantage to other options for use in passenger cars. Diesel engines are generally more expensive than gasoline equivalents, due to the demands for higher compression (although this also makes diesels more durable). If this "diesel premium" is added to any additional expense for the hybrid, the diesel-electric combination may make the payback period for such vehicles even longer and less feasible for many consumers. In addition, the higher torque of diesel engines may obviate one of the advantages of the electric motors.In addition, regular diesel vehicles may get similar mileage to gasoline-electric hybrids, for a smaller premium, and the marginal benefit of "hybridization" may not be viable.
Diesels are not widely used for passenger cars in the United States, as US diesel fuel has long been considered very "dirty", with relatively high levels of sulfur and other contaminants in comparison to the Eurodiesel fuel in Europe, where greater restrictions have been in place for many years. Despite the dirtier fuel at the pump, the US has tough restrictions on exhaust, and it has been difficult for car manufacturers to meet emissions levels as higher sulfur levels are damaging to catalytic converters and other emission control systems. However, ultra-low sulfur diesel was mandated and became widely available in the U.S. in October 2006 for highway vehicles, which will allow the use of newer emissions control systems.
Diesel-electric motors are common for use as locomotives, but using a serial hybrid design. In locomotives, the diesel engine is used to generate electricity for the electric drivetrain. This configuration allows the internal combustion engine to be operated at more efficient operating parameters, while removing the need for a separate transmission for the ICE unit and allowing the efficient delivery of torque from the electric motors. Such a system may need a smaller diesel engine and allow for better emissions controls, since the operating range of the diesel engine would be optimized for electric generation rather than power delivery through the mechanical transmission and wheels. There have been studies of this type of diesel-electric hybrid, but there are no confirmed attempts to commercialize such a vehicle for passenger use.
PSA Peugeot Citroën has unveiled two demonstrator vehicles featuring a diesel-electric hybrid powertrain: the Peugeot 307 and Citroën C4 Hybride HDi (PDF). VW made a prototype diesel-electric hybrid car that achieved 2 litres/100 km (118 mpg US) fuel economy, but has yet to sell a hybrid vehicle. General Motors has been testing the Opel Astra Diesel Hybrid. There have been no concrete dates suggested for these vehicles, but press statements have suggested production vehicles would not appear before 2009.
Hybrid Orion VI Metrobus
Hybrid Orion VI Metrobus
So far, production diesel-electric engines have mostly just appeared in mass transit buses. Current manufacturers of diesel-electric hybrid buses include New Flyer Industries, Gillig, Orion Bus Industries, and North American Bus Industries. In 2008, NovaBus will add a diesel-electric hybrid option as well.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Hybrid_vehicle
Automotive Drag Racing
Automotive Drag Racing
Drag racing is a form of auto racing in which any two vehicles (most often two cars or motorcycles) attempt to complete a fairly short, straight and level course in the shortest amount of time, starting from a dead stop. Drag racing originated in the United States and is still the most popular there. The most common distance is one quarter mile (402 m / 1320 ft.), although one-eighth of a mile (201 m / 660 ft.) tracks are also popular. The dragstrip extends well beyond the finish line to allow cars to slow down and return to the pit area.
While usually thought of as an American and Canadian pastime, drag racing is also very popular in Brazil, Australia, New Zealand, Japan, the Caribbean in particular Aruba, Mexico, Greece, Malta, South Africa and most European and Scandinavian countries especially Finland and Sweden. At any given time there are over 325 drag strips operating world-wide.
Drag racing usually involves two cars racing each other over a set distance, usually 1/4 mile. Although distances range from two hundred meters to one kilometer, the four-hundred metre drag race is the most popular. Races of this nature test a vehicle in terms of acceleration and top speed, as well as the driver with regard to skill and concentration. Although the driver does not have any turns to negotiate or opponents to defend against, apart from the competitor in the other lane, he or she must be very accurate with gear shifting and throttle modulation.
During drag racing events, vehicles are classified into different divisions by various criteria that take into account the extent of modifications to the car. These criteria include engine capacity, configuration of cylinders, frame type, vehicle construction materials, wheelbase, horsepower to weight ratio, number of cylinders, whether or not power adding devices such as turbochargers, superchargers or nitrous oxide are employed, vehicle type (such as car, truck, et cetera), or even make and model for limited entry fields. The aforementioned divisions are in place to ensure that the cars are evenly matched during the race.
Drag racing vehicles are special in that they are modified to be lighter and more powerful than in their standard form. A lighter vehicle means that the power-to-weight ratio is increased and hence a greater acceleration will be achieved. Power increases vary depending on the extent of the modifications to the engine. The table below illustrates some common outputs for different induction configurations for a typical drag-racing vehicle. Please note that the numbers expressed are not by any means limits for power, but they're rather accurate indications of typical levels of power produced by daily driven drag racing vehicles.
Four cylinder vehicles
* Normally aspirated 4 cyl. engine* (typical) = 65 horsepower-300 horsepower [50kW-170kW]
* Turbocharged 4 cyl. engine* (typical) = 170 horsepower-400 horsepower [127kW-300kW]
* Supercharged 4 cyl. engine* (typical) = 120 horsepower-270 horsepower [90kW-202kW]
* Nitrous oxide may be added to any one of these engine configurations. Nitrous oxide will produce different levels of added power depending on mechanical considerations. For instance: A nitrous oxide injection setup will add far more power to a vehicle equipped with a turbocharger, but lacking an intercooler/aftercooler, than a vehicle with an intercooler/aftercooler due to adiabatic efficiency considerations. Adding nitrous oxide can produce as little as a ten horsepower addition, or as much as three-hundred to five-hundred horsepower in some high-performance applications.
Six cylinder vehicles
* Normally aspirated 6 cyl. engine* (typical) = 120hp-300hp [90kW-225kW]
* Turbocharged 6 cyl. engine* (typical) = 220hp-550hp [165kW-410kW]
* Supercharged 6 cyl. engine* (typical) = 145hp-450hp [108kW-335kW]
* Some Dragracing modified 6cylinder cars have reached 1600hp when turbocharged and running 40-50psi.
* Nitrous oxide may be added to any one of these engine configurations. Nitrous oxide will produce different levels of added power depending on mechanical considerations. For instance: A nitrous oxide injection setup will add far more power to a vehicle equipped with a turbocharger, but lacking an intercooler/aftercooler, than a vehicle with an intercooler/aftercooler due to adiabatic efficiency considerations. Adding nitrous oxide can produce as little as a ten horsepower addition, or as much as three-hundred to five-hundred horsepower in some high-performance applications.
Eight cylinder vehicles
* Normally aspirated 8 cyl. engine* (typical) = 190hp-550hp [140kW-410kW]
* Turbocharged 8 cyl. engine* (typical) = 485hp-1000hp [360kW-746kW]
* Supercharged 8 cyl. engine* (typical) = 350hp-765hp [260kW-570kW]
* "Top Fuel" 8 cyl. engine (typical) = 6,500hp+ (these are 500 cubic inch V8 Hemi Engines running on a mix of 85% Nitromethane to 15% methanol - they produce phenomenal power and propel the vehicle to speeds of over 300mph (500+kmh) in under 5 seconds.
* Nitrous oxide may be added to any one of these engine configurations. Nitrous oxide will produce different levels of added power depending on mechanical considerations. For instance: A nitrous oxide injection setup will add far more power to a vehicle equipped with a turbocharger, but lacking an intercooler/aftercooler, than a vehicle with an intercooler/aftercooler due to adiabatic efficiency considerations. Adding nitrous oxide can produce as little as a ten horsepower addition, or as much as three-hundred to five-hundred horsepower in some high-performance applications.
Other engine types
Ten cylinder, twelve cylinder and Rotary engines are not typically found in drag race settings, and are typically more difficult to modify. Ten and twelve cylinder engines can be found in certain German and British cars but are not common in drag racing. Rotary engines are, however, found in certain Mazda cars and can be heavily modified to produce immense power. In some cases upwards of 1000hp is possible to achieve. As such they have rapidly risen to prominence in some drag racing categories within the Sport Compact classes. Whilst it is impossible to reach the power levels of most types of V8 drag motors when using a rotary engine, the light weight of the rotary helps contribute to a power-to-weight ratio that enables them to compete with cars utilising V8 engines with greater hp. The world record E.T's are in the high sixes for rotary engines.
Some street registered vehicles are eventually capable of six second passes through the quarter-mile (400m). Most daily driven vehicles never get under the ten second time in the quarter-mile (400m). Times are usually taken to an accuracy of one one-thousandth of a second (1 ms) because of the possible closeness of the races.
Drag racing is a form of auto racing in which any two vehicles (most often two cars or motorcycles) attempt to complete a fairly short, straight and level course in the shortest amount of time, starting from a dead stop. Drag racing originated in the United States and is still the most popular there. The most common distance is one quarter mile (402 m / 1320 ft.), although one-eighth of a mile (201 m / 660 ft.) tracks are also popular. The dragstrip extends well beyond the finish line to allow cars to slow down and return to the pit area.
While usually thought of as an American and Canadian pastime, drag racing is also very popular in Brazil, Australia, New Zealand, Japan, the Caribbean in particular Aruba, Mexico, Greece, Malta, South Africa and most European and Scandinavian countries especially Finland and Sweden. At any given time there are over 325 drag strips operating world-wide.
Drag racing usually involves two cars racing each other over a set distance, usually 1/4 mile. Although distances range from two hundred meters to one kilometer, the four-hundred metre drag race is the most popular. Races of this nature test a vehicle in terms of acceleration and top speed, as well as the driver with regard to skill and concentration. Although the driver does not have any turns to negotiate or opponents to defend against, apart from the competitor in the other lane, he or she must be very accurate with gear shifting and throttle modulation.
During drag racing events, vehicles are classified into different divisions by various criteria that take into account the extent of modifications to the car. These criteria include engine capacity, configuration of cylinders, frame type, vehicle construction materials, wheelbase, horsepower to weight ratio, number of cylinders, whether or not power adding devices such as turbochargers, superchargers or nitrous oxide are employed, vehicle type (such as car, truck, et cetera), or even make and model for limited entry fields. The aforementioned divisions are in place to ensure that the cars are evenly matched during the race.
Drag racing vehicles are special in that they are modified to be lighter and more powerful than in their standard form. A lighter vehicle means that the power-to-weight ratio is increased and hence a greater acceleration will be achieved. Power increases vary depending on the extent of the modifications to the engine. The table below illustrates some common outputs for different induction configurations for a typical drag-racing vehicle. Please note that the numbers expressed are not by any means limits for power, but they're rather accurate indications of typical levels of power produced by daily driven drag racing vehicles.
Four cylinder vehicles
* Normally aspirated 4 cyl. engine* (typical) = 65 horsepower-300 horsepower [50kW-170kW]
* Turbocharged 4 cyl. engine* (typical) = 170 horsepower-400 horsepower [127kW-300kW]
* Supercharged 4 cyl. engine* (typical) = 120 horsepower-270 horsepower [90kW-202kW]
* Nitrous oxide may be added to any one of these engine configurations. Nitrous oxide will produce different levels of added power depending on mechanical considerations. For instance: A nitrous oxide injection setup will add far more power to a vehicle equipped with a turbocharger, but lacking an intercooler/aftercooler, than a vehicle with an intercooler/aftercooler due to adiabatic efficiency considerations. Adding nitrous oxide can produce as little as a ten horsepower addition, or as much as three-hundred to five-hundred horsepower in some high-performance applications.
Six cylinder vehicles
* Normally aspirated 6 cyl. engine* (typical) = 120hp-300hp [90kW-225kW]
* Turbocharged 6 cyl. engine* (typical) = 220hp-550hp [165kW-410kW]
* Supercharged 6 cyl. engine* (typical) = 145hp-450hp [108kW-335kW]
* Some Dragracing modified 6cylinder cars have reached 1600hp when turbocharged and running 40-50psi.
* Nitrous oxide may be added to any one of these engine configurations. Nitrous oxide will produce different levels of added power depending on mechanical considerations. For instance: A nitrous oxide injection setup will add far more power to a vehicle equipped with a turbocharger, but lacking an intercooler/aftercooler, than a vehicle with an intercooler/aftercooler due to adiabatic efficiency considerations. Adding nitrous oxide can produce as little as a ten horsepower addition, or as much as three-hundred to five-hundred horsepower in some high-performance applications.
Eight cylinder vehicles
* Normally aspirated 8 cyl. engine* (typical) = 190hp-550hp [140kW-410kW]
* Turbocharged 8 cyl. engine* (typical) = 485hp-1000hp [360kW-746kW]
* Supercharged 8 cyl. engine* (typical) = 350hp-765hp [260kW-570kW]
* "Top Fuel" 8 cyl. engine (typical) = 6,500hp+ (these are 500 cubic inch V8 Hemi Engines running on a mix of 85% Nitromethane to 15% methanol - they produce phenomenal power and propel the vehicle to speeds of over 300mph (500+kmh) in under 5 seconds.
* Nitrous oxide may be added to any one of these engine configurations. Nitrous oxide will produce different levels of added power depending on mechanical considerations. For instance: A nitrous oxide injection setup will add far more power to a vehicle equipped with a turbocharger, but lacking an intercooler/aftercooler, than a vehicle with an intercooler/aftercooler due to adiabatic efficiency considerations. Adding nitrous oxide can produce as little as a ten horsepower addition, or as much as three-hundred to five-hundred horsepower in some high-performance applications.
Other engine types
Ten cylinder, twelve cylinder and Rotary engines are not typically found in drag race settings, and are typically more difficult to modify. Ten and twelve cylinder engines can be found in certain German and British cars but are not common in drag racing. Rotary engines are, however, found in certain Mazda cars and can be heavily modified to produce immense power. In some cases upwards of 1000hp is possible to achieve. As such they have rapidly risen to prominence in some drag racing categories within the Sport Compact classes. Whilst it is impossible to reach the power levels of most types of V8 drag motors when using a rotary engine, the light weight of the rotary helps contribute to a power-to-weight ratio that enables them to compete with cars utilising V8 engines with greater hp. The world record E.T's are in the high sixes for rotary engines.
Some street registered vehicles are eventually capable of six second passes through the quarter-mile (400m). Most daily driven vehicles never get under the ten second time in the quarter-mile (400m). Times are usually taken to an accuracy of one one-thousandth of a second (1 ms) because of the possible closeness of the races.
NASCAR Craftsman Truck Series
NASCAR Craftsman Truck Series
The NASCAR Craftsman Truck Series is a popular NASCAR racing series that features modified pickup trucks. It is one of the three national divisions of NASCAR, together with the Busch Series and the Nextel Cup.
History
The idea for the Truck Series dates back to 1993, when a group of off road racers made a prototype for a NASCAR-style pickup truck. These were first shown off during the 1994 Daytona 500, and a number of demonstration races were held during the season. These trucks proved to be extremely popular, and it led to NASCAR creating the series, originally known as the "SuperTruck Series", in 1995.
While a new series, it managed to garner quite a lot of support from prominent Winston Cup people immediately. Prominent Cup owners Richard Childress, Rick Hendrick, and Jack Roush owned truck teams, and top drivers such as Dale Earnhardt and Ernie Irvan also fielded SuperTrucks for others. The series became known as the Craftsman Truck Series in 1996.
Initially, the series used a number of rules that differed from both Nextel Cup and Busch Series racing. Most of the first races were no longer than 125 miles in length, with many being 150 lap races on short tracks. To save teams money by not requiring teams to hire pit specialists and buy extra tires, and because some tracks -- Saugus, CA, Flemington, NJ, Tucson, AZ, Monroe, WA and Dacono, CO most notably -- did not have a pit road safe enough for pit stops, or had pits outside the track, starting with the second race of the series in Tucson, AZ, NASCAR adopted a ten-minute "halftime" break, in place of pit stops, where teams could make any changes they'd want to the truck. The only time tire changes were possible were for the interest of safety, such as a tire failure, or a danger to the tire. The rule was popular with television and fans, and was spread for the entire schedule afterwards as pit reporters could interview drivers and crew chiefs for the break in a time without stress.
For a short time in 1995, NASCAR adopted traditional short-track rules by inverting a number of cars at the front of the grid after complaints about some races where drivers led the entire event. That was dropped quickly after some races ended as walkovers for drivers, leading entire races.
In 1996, some races went to two intermissions for full tire and fuel stops, while longer races were stopped at three times -- a limited break near the one-quarter and three-quarter marks for fuel stops, and at the halfway point for fuel and tire stops. If tire wear was a concern, NASCAR also permitted two tire changes if necessary in the first and third period breaks.
These rules were influential in driver development. Drivers had to learn to conserve tire wear for up to a half race, which allowed them to learn conserving the truck. Some drivers used the rules to learn tire conservation for other series.
In 1997, NASCAR started phasing pit stops. During the 1997 season, trucks could only legally take fuel and make adjustments during pit stops during the race. Tire changes were still illegal except for emergency causes and at break times.
By 1998, most of the short tracks were phased out in favor of speedways of 1 to 2 miles in length, and more of the races were held at tracks that hosted Cup and Busch events concurrently, but some races were held with Champ Car and Indy Racing League events. In mid-1998, at Fountain, CO, NASCAR switched to limited pit stops resembling other series where only two tires could be changed during caution periods. The rule was later removed and teams could change four tires, although there is a limit of how many sets a team could have during the entire race weekend, usually four sets per weekend. (In 2005, NASCAR adopted a similar rule in the Busch Series, with six sets per weekend.) Road courses were phased out by 2001.
A more popular rule that was effective until the middle of the 2004 season was the "overtime" rule. Unless interrupted by weather, Craftsman Truck Series races had to end under green flag conditions, and the rule mandated that all races must end with a minimum of two consecutive laps in green flag condition, often referred to as a "green-white-checkered" finish. Since racing to the yellow flag was prohibited until 1998 (and again in 2003 under the current free pass rule), scoring reverted to the last completed lap, and until racing back to the line was legalized in 1998, if the yellow waved during the first lap of a green-white-checkered finish, the entire situation would be reset.
This rule meant some races would be greatly extended. In 1998, a CBS-televised race in Fountain, CO scheduled for 186 laps ran 198 laps (12 extra laps) because of multiple attempts, and the last such race, in Madison, IL, in 2004, lasted 14 additional laps (16.25 miles).
A July 24, 2004 rule change for NASCAR's three national series meant only one "green-white-checkered" finish can be attempted, and the race can end under yellow in one of four situations -- inclement weather, darkness, the yellow flag waving because of an incident during the final lap of a race, or the yellow flag waving after the one attempt at "green-white-checkered" begins.
Ironically, the first Series race under the new rules ended with a yellow flag on the final lap.
Most of the first drivers in the series were veteran short trackers who hadn't made it into the other NASCAR series. It is worth noting that most of the early champions have used their title to become Nextel Cup regulars at one point in their careers. As the years went on, a number of younger drivers debuted in the series, using the series as a springboard for their racing careers. Current NASCAR stars Scott Riggs, Greg Biffle, Kevin Harvick, Jamie McMurray, Kurt Busch, Carl Edwards, and Kyle Busch each started in the series. Kyle Busch was 16 when thrown out of a 2001 Craftsman Truck Series race in Fontana, CA by CART (which sanctioned the Marlboro 500 that weekend) because tobacco sponsorship regulations prohibited competitors under 18 in any race during the meet, and resulted in a 2002 NASCAR minimum age requirement of 18.
In later years, though, the Truck series has also become a place for Cup veterans without a ride to make their living which currently includes Ricky Craven, Jimmy Spencer, Dennis Setzer, Brendan Gaughan (who started his career in a family-owned team, and after his Nextel Cup attempt, returned to the family operation), Rich Bickle, Andy Houston, Todd Bodine, Bobby Hamilton, Jr. and previous champions Mike Skinner, Ron Hornaday, Ted Musgrave, Bobby Hamilton and Jack Sprague. A notable part-time driver in the Truck series is long-time NEXTEL Cup star Mark Martin, who has a full-time NEXTEL Cup ride.
Most races nowadays will last around 250 miles at larger tracks, 150 to 200 miles at most others, and 200-250 laps around the shortest tracks.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Craftsman_Truck_Series
The NASCAR Craftsman Truck Series is a popular NASCAR racing series that features modified pickup trucks. It is one of the three national divisions of NASCAR, together with the Busch Series and the Nextel Cup.
History
The idea for the Truck Series dates back to 1993, when a group of off road racers made a prototype for a NASCAR-style pickup truck. These were first shown off during the 1994 Daytona 500, and a number of demonstration races were held during the season. These trucks proved to be extremely popular, and it led to NASCAR creating the series, originally known as the "SuperTruck Series", in 1995.
While a new series, it managed to garner quite a lot of support from prominent Winston Cup people immediately. Prominent Cup owners Richard Childress, Rick Hendrick, and Jack Roush owned truck teams, and top drivers such as Dale Earnhardt and Ernie Irvan also fielded SuperTrucks for others. The series became known as the Craftsman Truck Series in 1996.
Initially, the series used a number of rules that differed from both Nextel Cup and Busch Series racing. Most of the first races were no longer than 125 miles in length, with many being 150 lap races on short tracks. To save teams money by not requiring teams to hire pit specialists and buy extra tires, and because some tracks -- Saugus, CA, Flemington, NJ, Tucson, AZ, Monroe, WA and Dacono, CO most notably -- did not have a pit road safe enough for pit stops, or had pits outside the track, starting with the second race of the series in Tucson, AZ, NASCAR adopted a ten-minute "halftime" break, in place of pit stops, where teams could make any changes they'd want to the truck. The only time tire changes were possible were for the interest of safety, such as a tire failure, or a danger to the tire. The rule was popular with television and fans, and was spread for the entire schedule afterwards as pit reporters could interview drivers and crew chiefs for the break in a time without stress.
For a short time in 1995, NASCAR adopted traditional short-track rules by inverting a number of cars at the front of the grid after complaints about some races where drivers led the entire event. That was dropped quickly after some races ended as walkovers for drivers, leading entire races.
In 1996, some races went to two intermissions for full tire and fuel stops, while longer races were stopped at three times -- a limited break near the one-quarter and three-quarter marks for fuel stops, and at the halfway point for fuel and tire stops. If tire wear was a concern, NASCAR also permitted two tire changes if necessary in the first and third period breaks.
These rules were influential in driver development. Drivers had to learn to conserve tire wear for up to a half race, which allowed them to learn conserving the truck. Some drivers used the rules to learn tire conservation for other series.
In 1997, NASCAR started phasing pit stops. During the 1997 season, trucks could only legally take fuel and make adjustments during pit stops during the race. Tire changes were still illegal except for emergency causes and at break times.
By 1998, most of the short tracks were phased out in favor of speedways of 1 to 2 miles in length, and more of the races were held at tracks that hosted Cup and Busch events concurrently, but some races were held with Champ Car and Indy Racing League events. In mid-1998, at Fountain, CO, NASCAR switched to limited pit stops resembling other series where only two tires could be changed during caution periods. The rule was later removed and teams could change four tires, although there is a limit of how many sets a team could have during the entire race weekend, usually four sets per weekend. (In 2005, NASCAR adopted a similar rule in the Busch Series, with six sets per weekend.) Road courses were phased out by 2001.
A more popular rule that was effective until the middle of the 2004 season was the "overtime" rule. Unless interrupted by weather, Craftsman Truck Series races had to end under green flag conditions, and the rule mandated that all races must end with a minimum of two consecutive laps in green flag condition, often referred to as a "green-white-checkered" finish. Since racing to the yellow flag was prohibited until 1998 (and again in 2003 under the current free pass rule), scoring reverted to the last completed lap, and until racing back to the line was legalized in 1998, if the yellow waved during the first lap of a green-white-checkered finish, the entire situation would be reset.
This rule meant some races would be greatly extended. In 1998, a CBS-televised race in Fountain, CO scheduled for 186 laps ran 198 laps (12 extra laps) because of multiple attempts, and the last such race, in Madison, IL, in 2004, lasted 14 additional laps (16.25 miles).
A July 24, 2004 rule change for NASCAR's three national series meant only one "green-white-checkered" finish can be attempted, and the race can end under yellow in one of four situations -- inclement weather, darkness, the yellow flag waving because of an incident during the final lap of a race, or the yellow flag waving after the one attempt at "green-white-checkered" begins.
Ironically, the first Series race under the new rules ended with a yellow flag on the final lap.
Most of the first drivers in the series were veteran short trackers who hadn't made it into the other NASCAR series. It is worth noting that most of the early champions have used their title to become Nextel Cup regulars at one point in their careers. As the years went on, a number of younger drivers debuted in the series, using the series as a springboard for their racing careers. Current NASCAR stars Scott Riggs, Greg Biffle, Kevin Harvick, Jamie McMurray, Kurt Busch, Carl Edwards, and Kyle Busch each started in the series. Kyle Busch was 16 when thrown out of a 2001 Craftsman Truck Series race in Fontana, CA by CART (which sanctioned the Marlboro 500 that weekend) because tobacco sponsorship regulations prohibited competitors under 18 in any race during the meet, and resulted in a 2002 NASCAR minimum age requirement of 18.
In later years, though, the Truck series has also become a place for Cup veterans without a ride to make their living which currently includes Ricky Craven, Jimmy Spencer, Dennis Setzer, Brendan Gaughan (who started his career in a family-owned team, and after his Nextel Cup attempt, returned to the family operation), Rich Bickle, Andy Houston, Todd Bodine, Bobby Hamilton, Jr. and previous champions Mike Skinner, Ron Hornaday, Ted Musgrave, Bobby Hamilton and Jack Sprague. A notable part-time driver in the Truck series is long-time NEXTEL Cup star Mark Martin, who has a full-time NEXTEL Cup ride.
Most races nowadays will last around 250 miles at larger tracks, 150 to 200 miles at most others, and 200-250 laps around the shortest tracks.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Craftsman_Truck_Series
Truck Racing
Truck Racing
Truck racing is form of motor racing that runs race modified versions of heavy trucks on racing circuits. This type of racing is popular in Europe. For the American version of truck racing, see the NASCAR Craftsman Truck Series.
The sport started over twenty years ago and enjoyed great success, but declined in the 1990's. However, in the last few years the profile of truck racing in Europe and the UK has increased and currently over 30 teams regularly compete. The sporting regulations came under the control of the FIA later to ensure that the vehicles conform to the layout and original style of the truck whilst defining the safety standards required to race.
Maximum race speed is restricted to 160km/h (100 mph) for safety reasons and a minimum weight limit is 5500kgs. Races start from a rolling start and commonly races last from 8 to 12 laps. Although a non contact sport, due to the closeness of trucks to one another during races minor collisions can occur. However, injuries to drivers are very rare.
Unlike other forms of motor sport race trucks look like and conform to regulations to ensure that major components used are the same as their road going counterparts.
All drivers must hold a race licence issued by the Motor Sports Association or the national motorsport body from the drivers country.
The makes of truck currently represented in truck racing cover most of the common marques over the last 20 years.
The regulations allow for trucks to compete in two classes, so trucks with less sophisticated engine management systems, suspension, and braking systems can compete effectively.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Truck_racing
Truck racing is form of motor racing that runs race modified versions of heavy trucks on racing circuits. This type of racing is popular in Europe. For the American version of truck racing, see the NASCAR Craftsman Truck Series.
The sport started over twenty years ago and enjoyed great success, but declined in the 1990's. However, in the last few years the profile of truck racing in Europe and the UK has increased and currently over 30 teams regularly compete. The sporting regulations came under the control of the FIA later to ensure that the vehicles conform to the layout and original style of the truck whilst defining the safety standards required to race.
Maximum race speed is restricted to 160km/h (100 mph) for safety reasons and a minimum weight limit is 5500kgs. Races start from a rolling start and commonly races last from 8 to 12 laps. Although a non contact sport, due to the closeness of trucks to one another during races minor collisions can occur. However, injuries to drivers are very rare.
Unlike other forms of motor sport race trucks look like and conform to regulations to ensure that major components used are the same as their road going counterparts.
All drivers must hold a race licence issued by the Motor Sports Association or the national motorsport body from the drivers country.
The makes of truck currently represented in truck racing cover most of the common marques over the last 20 years.
The regulations allow for trucks to compete in two classes, so trucks with less sophisticated engine management systems, suspension, and braking systems can compete effectively.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Truck_racing
Grand Prix Motor Racing
Grand Prix Motor Racing
Grand Prix motor racing has its roots in organized automobile racing that began in France as far back as 1894. It quickly evolved from a simple road race from one town to the next, to endurance tests for car and driver. Innovation and the drive of competition soon saw speeds exceeding 100 mph, but because the races were held on open roads there were frequent accidents with the resulting fatalities of both drivers and spectators.
Organized racing
A seminal event in racing came in 1900 when James Gordon Bennett, Jr. (1841–1918), the owner of the New York Herald newspaper and the International Herald Tribune in Paris, established the Gordon Bennett Cup in Europe, an annual race that attracted international competitors. Each country was allowed to enter up to three cars. Following Bennett's lead, in the United States, the wealthy William Kissam Vanderbilt II launched the Vanderbilt Cup at Long Island, New York in 1904. Influenced by these racing events, Louis Chevrolet (1878–1941), a Swiss-born employee of a French motor vehicle manufacturer would move to the United States. Beginning in 1910, he would become a major figure in American racing and the designer of a car for General Motors that bears his name.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Grand_Prix_motor_racing
Grand Prix motor racing has its roots in organized automobile racing that began in France as far back as 1894. It quickly evolved from a simple road race from one town to the next, to endurance tests for car and driver. Innovation and the drive of competition soon saw speeds exceeding 100 mph, but because the races were held on open roads there were frequent accidents with the resulting fatalities of both drivers and spectators.
Organized racing
A seminal event in racing came in 1900 when James Gordon Bennett, Jr. (1841–1918), the owner of the New York Herald newspaper and the International Herald Tribune in Paris, established the Gordon Bennett Cup in Europe, an annual race that attracted international competitors. Each country was allowed to enter up to three cars. Following Bennett's lead, in the United States, the wealthy William Kissam Vanderbilt II launched the Vanderbilt Cup at Long Island, New York in 1904. Influenced by these racing events, Louis Chevrolet (1878–1941), a Swiss-born employee of a French motor vehicle manufacturer would move to the United States. Beginning in 1910, he would become a major figure in American racing and the designer of a car for General Motors that bears his name.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Grand_Prix_motor_racing
Formula One Motor Racing
Formula One Motor Racing
Formula One, abbreviated to F1, and also known as Grand Prix racing, is the highest class of auto racing defined by the Fédération Internationale de l'Automobile (FIA), motor sport's world governing body. The "formula" in the name is a set of rules which all participants and cars must meet. The F1 world championship season consists of a series of races, known as Grands Prix, held usually on purpose-built circuits, and in a few cases on closed city streets. The results of each race are combined to determine two annual World Championships, one for drivers and one for constructors.
It is a massive television event with millions of people watching each race in more than 200 countries. The cars race at high speeds, often well above 300 km/h (190 mph). The formula introduces a number of restrictions and specifications that cars must meet. These are designed, amongst other things, to keep the ever-increasing cornering speeds in safe ranges. The performance of the cars is highly dependent on electronics, aerodynamics, suspension and tyres. The formula has seen many evolutions and changes through the history of the sport. There have been many different types of engines; normally aspirated, supercharged and turbocharged, ranging from straight-4 to H16, with displacements from 1.5 litres to 4.5 litres. The maximum power achieved in the history of the series was around 1200 bhp (900 kW) in racing trim, during the 1980s turbo era.
Europe is Formula One's traditional centre and remains its leading market. However, Grands Prix have been held all over the world and, with new races in Bahrain, China, Malaysia, Turkey and the United States since 1999, its scope continues to expand. As the world's most expensive sport, its economic effect is significant, and its financial and political battles are widely observed. Its high profile and popularity makes it an obvious merchandising environment, which leads to very high investments from sponsors, translating into extremely high budgets for the constructor teams. In recent years several teams such as Prost and Arrows have gone bankrupt.
The sport is regulated by the Fédération Internationale de l'Automobile (International Automobile Federation more commonly abbreviated as FIA), with its headquarters in Place de la Concorde, Paris. Its current president is Max Mosley. Formula One's commercial rights are vested in the Formula One Group, now owned by Alpha Prema. Although now a minority shareholder, the sport is still generally promoted and controlled by Bernie Ecclestone. Since CVC's purchase the complicated (and according to some sources such as The Economist "murky") business structure has been simplified, leading to suggestions that the Formula One Group could soon be floated.
Racing and strategy
A Formula One Grand Prix event spans an entire weekend, beginning with two free practices on Friday, and one free practice on Saturday. Third drivers are allowed to run on Fridays for teams that finished the preceding season in 5th place or lower. After these practice sessions, a qualifying session is held.
The format of this qualifying session has been through several iterations since 2003. Attempts were made to reinvigorate interest in the qualifying session by using a "one-shot" system in which each driver would take turns on an empty track to set their one and only time.
For the 2006 season a knockout qualifying system has been introduced. The FIA revised the 2006 procedures starting with Round 11, the 2006 French Grand Prix.[7] In the first phase, all 22 cars are permitted on the track for a 15-minute qualification session. Only their fastest time will count and drivers may complete as many laps as they wish. In the original format, the clocks were stopped immediately at the end of the session, which meant that drivers on a timed lap did not have their time registered once the 15 minutes were up. From Round 11, any car running a timed lap at the time of the chequered flag is entitled to complete the lap. The slowest six cars can take no further part in qualifying, these cars will make up the last six grid positions in the order of their times.
The times for the sixteen remaining cars are reset for the next 15-minute session. In the original format, the clocks were stopped immediately at the end of the session. From Round 11, cars running timed laps at the chequered flag are allowed to complete the lap. The slowest six cars will make up the grid in positions 11 to 16 in the order of their times.
The times for the ten remaining cars will be reset for the next session. The shootout session lasted 20 minutes under the original regulations, changed to 15 minutes from Round 11. For the final period, the cars will be arranged on the grid in positions one to ten in the order of their times. In the first two 15-minute sessions, cars may run any fuel load and drivers knocked out after those sessions may refuel ahead of the race. However, the top-ten drivers must begin the final 15-minute session with the fuel load on which they plan to start the race. They will be weighed before they leave the pits. Whatever fuel they use in the 15 minutes may be replaced at the end of the session provided that the laps they complete are all within 110% of their best session time; outlaps (a lap that started in the pitlane) and inlaps (a lap that ended in the pitlane) are permitted to be no more than 120% of the driver's best session time. Any fuel for a lap outside of the 110% time will not be replaced. As with the first two 15 minute sessions, if a driver starts a timed lap before the chequered flag falls for the 15 minute session, their time will count even if they cross the finish line after the session has ended.[8]
The race begins with a warm-up formation lap, after which the cars assemble on the starting grid in the order they qualified. If a driver stalls before the parade lap, and the rest of the field passes him, then he must start from the back of the grid. As long as he moves off and at least one car is behind him, he can retake his original position. A racer may also elect to start from pit-lane if he has any last minute problems with the car. If they choose to do this, they must wait for all cars to pass pit-lane before they may begin the race.
A light system above the track then signals the start of the race. Races are a little over 305 kilometres (190 miles) long and are limited to two hours, though in practice they usually last about ninety minutes. Throughout the race, drivers may make one or more pit stops in order to refuel and change tyres. Drivers have access to seven sets of dry-weather tyres, four sets of wet-weather tyres and three sets of extreme-weather tyres for the entire weekend. Drivers must choose the dry-weather compound they will use for the race ahead of qualifying.
The FIA awards points to the top eight drivers and their respective teams of a grand prix on a 10-8-6-5-4-3-2-1 basis (the race winner receives ten points, the first runner-up eight, and so on). The winner of the two annual championships are the driver and the team who have accumulated the most points at the end of the season. If any drivers and/or teams have the exact amount of points and are both competing for the driver and/or team championships, the driver and/or team who has won more Grand Prix races during the course of the season is declared the winner.
Formula One, abbreviated to F1, and also known as Grand Prix racing, is the highest class of auto racing defined by the Fédération Internationale de l'Automobile (FIA), motor sport's world governing body. The "formula" in the name is a set of rules which all participants and cars must meet. The F1 world championship season consists of a series of races, known as Grands Prix, held usually on purpose-built circuits, and in a few cases on closed city streets. The results of each race are combined to determine two annual World Championships, one for drivers and one for constructors.
It is a massive television event with millions of people watching each race in more than 200 countries. The cars race at high speeds, often well above 300 km/h (190 mph). The formula introduces a number of restrictions and specifications that cars must meet. These are designed, amongst other things, to keep the ever-increasing cornering speeds in safe ranges. The performance of the cars is highly dependent on electronics, aerodynamics, suspension and tyres. The formula has seen many evolutions and changes through the history of the sport. There have been many different types of engines; normally aspirated, supercharged and turbocharged, ranging from straight-4 to H16, with displacements from 1.5 litres to 4.5 litres. The maximum power achieved in the history of the series was around 1200 bhp (900 kW) in racing trim, during the 1980s turbo era.
Europe is Formula One's traditional centre and remains its leading market. However, Grands Prix have been held all over the world and, with new races in Bahrain, China, Malaysia, Turkey and the United States since 1999, its scope continues to expand. As the world's most expensive sport, its economic effect is significant, and its financial and political battles are widely observed. Its high profile and popularity makes it an obvious merchandising environment, which leads to very high investments from sponsors, translating into extremely high budgets for the constructor teams. In recent years several teams such as Prost and Arrows have gone bankrupt.
The sport is regulated by the Fédération Internationale de l'Automobile (International Automobile Federation more commonly abbreviated as FIA), with its headquarters in Place de la Concorde, Paris. Its current president is Max Mosley. Formula One's commercial rights are vested in the Formula One Group, now owned by Alpha Prema. Although now a minority shareholder, the sport is still generally promoted and controlled by Bernie Ecclestone. Since CVC's purchase the complicated (and according to some sources such as The Economist "murky") business structure has been simplified, leading to suggestions that the Formula One Group could soon be floated.
Racing and strategy
A Formula One Grand Prix event spans an entire weekend, beginning with two free practices on Friday, and one free practice on Saturday. Third drivers are allowed to run on Fridays for teams that finished the preceding season in 5th place or lower. After these practice sessions, a qualifying session is held.
The format of this qualifying session has been through several iterations since 2003. Attempts were made to reinvigorate interest in the qualifying session by using a "one-shot" system in which each driver would take turns on an empty track to set their one and only time.
For the 2006 season a knockout qualifying system has been introduced. The FIA revised the 2006 procedures starting with Round 11, the 2006 French Grand Prix.[7] In the first phase, all 22 cars are permitted on the track for a 15-minute qualification session. Only their fastest time will count and drivers may complete as many laps as they wish. In the original format, the clocks were stopped immediately at the end of the session, which meant that drivers on a timed lap did not have their time registered once the 15 minutes were up. From Round 11, any car running a timed lap at the time of the chequered flag is entitled to complete the lap. The slowest six cars can take no further part in qualifying, these cars will make up the last six grid positions in the order of their times.
The times for the sixteen remaining cars are reset for the next 15-minute session. In the original format, the clocks were stopped immediately at the end of the session. From Round 11, cars running timed laps at the chequered flag are allowed to complete the lap. The slowest six cars will make up the grid in positions 11 to 16 in the order of their times.
The times for the ten remaining cars will be reset for the next session. The shootout session lasted 20 minutes under the original regulations, changed to 15 minutes from Round 11. For the final period, the cars will be arranged on the grid in positions one to ten in the order of their times. In the first two 15-minute sessions, cars may run any fuel load and drivers knocked out after those sessions may refuel ahead of the race. However, the top-ten drivers must begin the final 15-minute session with the fuel load on which they plan to start the race. They will be weighed before they leave the pits. Whatever fuel they use in the 15 minutes may be replaced at the end of the session provided that the laps they complete are all within 110% of their best session time; outlaps (a lap that started in the pitlane) and inlaps (a lap that ended in the pitlane) are permitted to be no more than 120% of the driver's best session time. Any fuel for a lap outside of the 110% time will not be replaced. As with the first two 15 minute sessions, if a driver starts a timed lap before the chequered flag falls for the 15 minute session, their time will count even if they cross the finish line after the session has ended.[8]
The race begins with a warm-up formation lap, after which the cars assemble on the starting grid in the order they qualified. If a driver stalls before the parade lap, and the rest of the field passes him, then he must start from the back of the grid. As long as he moves off and at least one car is behind him, he can retake his original position. A racer may also elect to start from pit-lane if he has any last minute problems with the car. If they choose to do this, they must wait for all cars to pass pit-lane before they may begin the race.
A light system above the track then signals the start of the race. Races are a little over 305 kilometres (190 miles) long and are limited to two hours, though in practice they usually last about ninety minutes. Throughout the race, drivers may make one or more pit stops in order to refuel and change tyres. Drivers have access to seven sets of dry-weather tyres, four sets of wet-weather tyres and three sets of extreme-weather tyres for the entire weekend. Drivers must choose the dry-weather compound they will use for the race ahead of qualifying.
The FIA awards points to the top eight drivers and their respective teams of a grand prix on a 10-8-6-5-4-3-2-1 basis (the race winner receives ten points, the first runner-up eight, and so on). The winner of the two annual championships are the driver and the team who have accumulated the most points at the end of the season. If any drivers and/or teams have the exact amount of points and are both competing for the driver and/or team championships, the driver and/or team who has won more Grand Prix races during the course of the season is declared the winner.
Open Wheel Car Racing
Open Wheel Car Racing
Open wheel car is a term for cars with the wheels located outside the car's main body. Open wheel cars contrast with street cars, stock cars, or touring cars which have their wheels below the body or fenders. Open wheel cars are usually purpose-built for racing.
Design
A typical open-wheeler has a minimal cockpit sufficient only to enclose the driver's body, with the head exposed to the air. In modern cars, the engine is often located directly behind the driver, and drives the rear wheels. Depending on the rules of the class, many types of open-wheeler have wings at the front and rear of the vehicle, as well as a very low and virtually flat undertray that helps achieve additional aerodynamic downforce pushing the car on to the road.
Most open-wheeler races are on dedicated road race circuits. Some major races are held on temporary street circuits, and in the US many are held on oval "superspeedways" — most notably the famous Indianapolis 500 in Indianapolis, Indiana; speeds on these ovals can range in constant excess of 210-220 mph (335-350 km/h), and at Indianapolis in excess of 230 mph (370 km/h).
Open-wheel vehicles, due to their light weight, aerodynamic capabilities, and powerful engines, are often considered the fastest racing vehicles available, and the best way for aspiring racers to learn their craft[citation needed]. Virtually all Formula One drivers spent some time in various open-wheel categories before joining the F1 ranks. However, because the cars do not particularly resemble road cars, and the aerodynamics favour leading drivers over tailing ones thus making overtaking more difficult. The fragility of the cars also make the bumping and jostling common in touring and stock car racing impossible.
Driving an open wheel car is substantially different from driving a car with fenders. The lower weight of an open wheel racecar allows for better performance, while the exposure of the wheels to the airstream causes a very high aerodynamic drag at high speeds (the top of the tire is moving at double the speed of the car relative to the surrounding air, and aerodynamic drag force varies with the square of the speed) but also allows improved cooling of the brakes (important on road courses with their frequent changes of pace). The visibility of the wheels to the driver makes a high degree of precision possible in their placement; on the other hand, wheel-to-wheel contact is dangerous, particularly when the forward edge of one tire contacts the rear of another tire, and is suddenly and powerfully flung upwards.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Open-wheel
Open wheel car is a term for cars with the wheels located outside the car's main body. Open wheel cars contrast with street cars, stock cars, or touring cars which have their wheels below the body or fenders. Open wheel cars are usually purpose-built for racing.
Design
A typical open-wheeler has a minimal cockpit sufficient only to enclose the driver's body, with the head exposed to the air. In modern cars, the engine is often located directly behind the driver, and drives the rear wheels. Depending on the rules of the class, many types of open-wheeler have wings at the front and rear of the vehicle, as well as a very low and virtually flat undertray that helps achieve additional aerodynamic downforce pushing the car on to the road.
Most open-wheeler races are on dedicated road race circuits. Some major races are held on temporary street circuits, and in the US many are held on oval "superspeedways" — most notably the famous Indianapolis 500 in Indianapolis, Indiana; speeds on these ovals can range in constant excess of 210-220 mph (335-350 km/h), and at Indianapolis in excess of 230 mph (370 km/h).
Open-wheel vehicles, due to their light weight, aerodynamic capabilities, and powerful engines, are often considered the fastest racing vehicles available, and the best way for aspiring racers to learn their craft[citation needed]. Virtually all Formula One drivers spent some time in various open-wheel categories before joining the F1 ranks. However, because the cars do not particularly resemble road cars, and the aerodynamics favour leading drivers over tailing ones thus making overtaking more difficult. The fragility of the cars also make the bumping and jostling common in touring and stock car racing impossible.
Driving an open wheel car is substantially different from driving a car with fenders. The lower weight of an open wheel racecar allows for better performance, while the exposure of the wheels to the airstream causes a very high aerodynamic drag at high speeds (the top of the tire is moving at double the speed of the car relative to the surrounding air, and aerodynamic drag force varies with the square of the speed) but also allows improved cooling of the brakes (important on road courses with their frequent changes of pace). The visibility of the wheels to the driver makes a high degree of precision possible in their placement; on the other hand, wheel-to-wheel contact is dangerous, particularly when the forward edge of one tire contacts the rear of another tire, and is suddenly and powerfully flung upwards.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Open-wheel
Stock Car Racing
Stock Car Racing
Stock car racing is a form of automobile racing found mainly in the United States and Great Britain held largely on oval rings of between approximately ½ mile and 2.66 miles (about 0.8 to 4.2 kilometres) in length, but also raced occasionally on road courses. Ovals shorter than one mile (1.6 km) are called short tracks; unpaved short tracks are called dirt tracks; longer ovals are typically known as superspeedways. Top level races are generally 200 to 600 miles (300-1000 km) in length. Average speeds in the top classes are around 160 mph (275.5 km/h), compared to 220 mph (354 km/h) in comparable levels of open wheel racing. Some NASCAR races can get up to speeds of 200 mph at tracks such as the Daytona International Speedway and the Talladega Superspeedway.
A stock car, in the original sense of the term, is an automobile that has not been modified from its original factory configuration. Later the term stock car came to mean any production-based automobile used in racing. This term was used to differentiate such a car from a race car, a special, custom-built car designed only for racing purposes with no intent of its ever being used as regular transportation.
When NASCAR was first formed by Bill France Sr. in 1948 to regulate stock car racing, there was a requirement that any car entered be made entirely of parts available to the general public through automobile dealers, and that all cars must be from a model run of which at least 500 cars of that model were sold to the general public. This is referred to as "homologation". In NASCAR's early years, the cars were so "stock" that it was commonplace for the drivers to drive themselves to the competitions in the car that they were going to run in the race. While automobile engine technology had remained fairly stagnant in WWII, advanced aircraft piston engine developement had provided a great deal of available data, and NASCAR was formed just as some the improved technology was about to become available in production cars. Until the advent of the Trans-Am series in 1967, NASCAR homologation cars were the closest thing the public could buy that was actually very similar to the cars that were winning the national races.
Stock car series
The most prominent championship in stock car racing is the NASCAR championship, currently called the Nextel Cup after its sponsor (formerly known as Winston Cup after a previous sponsor). It is the most popular racing series in the United States, drawing over 6 million spectators in 1997, an average live audience of over 190,000 people for each race. The most famous event in the series is undoubtedly the Daytona 500, an annual 500-mile race at Daytona Beach, Florida. The series' second-biggest event is probably The Brickyard 400, an annual 400-mile race held at the Indianapolis Motor Speedway, the legendary home of the Indianapolis 500 of the Indy Racing League, an open-wheeled racing series. NASCAR also runs the Busch Series, a stock car junior league, and the Craftsman Truck Series, a junior league where pickup trucks are raced. Together the two car-based series (Nextel Cup and Busch Series) drew 8 million spectators in 1997, compared to 4 million for both American open-wheel series (CART and IRL). In 2002, 17 of the 20 US top sporting events in terms of attendance were NASCAR races. Only football drew more television viewers that year.
Besides NASCAR, there are a number of other national or regional stock-car sanctioning bodies in the United States. The Automobile Racing Club of America (ARCA), American Speed Association (ASA), and United Speed Alliance Racing (USAR) all sanction their own forms of stock-car racing, on varying types of track, and with various levels of national and media coverage. Young drivers from these series generally aspire to move to the Busch Series or Craftman Truck Series in NASCAR. The International Race of Champions (IROC) series uses stock cars, but is usually perceived as being outside of the usual stock car racing scene because of its 'All-Star' design.
Brazilian stock car in 2006
Brazilian stock car in 2006
Internationally, stock car racing has not enjoyed the same success as within the United States. In Canada CASCAR organizes three racing series (two regional and one national) that enjoy generally strong car-counts; the base of the sport in Canada is the short-oval region of Southern Ontario. In Europe there has been a persistent effort to introduce stock car racing. The Stock Car Speed Association ASCAR or Days of Thunder is based in Rockingham, United Kingdom, though the series has raced at the Lausitzring in Germany as well. Brazil also has a successful stock car racing series, with starting grids of 40 or more cars, and three brands competing: Chevrolet, Mitsubishi and Volkswagen. Brazilian Stock Car also has two developing series. Argentina also have a popular stock series, called Turismo Carretera. Unsuccessful efforts have been made in Australia, South Africa, and Japan as well.
Stock car racing is also a popular local event. Many tracks exist in the United States (and a few in Canada) catering to a wide variety of car types and fans. There are a few organizations that cater to these local short tracks, such as ARCA, ASA and IMCA. NASCAR also supports local short track racing with their Elite Division and NASCAR Dodge Weekly Series racing.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Stock_car_racing
Stock car racing is a form of automobile racing found mainly in the United States and Great Britain held largely on oval rings of between approximately ½ mile and 2.66 miles (about 0.8 to 4.2 kilometres) in length, but also raced occasionally on road courses. Ovals shorter than one mile (1.6 km) are called short tracks; unpaved short tracks are called dirt tracks; longer ovals are typically known as superspeedways. Top level races are generally 200 to 600 miles (300-1000 km) in length. Average speeds in the top classes are around 160 mph (275.5 km/h), compared to 220 mph (354 km/h) in comparable levels of open wheel racing. Some NASCAR races can get up to speeds of 200 mph at tracks such as the Daytona International Speedway and the Talladega Superspeedway.
A stock car, in the original sense of the term, is an automobile that has not been modified from its original factory configuration. Later the term stock car came to mean any production-based automobile used in racing. This term was used to differentiate such a car from a race car, a special, custom-built car designed only for racing purposes with no intent of its ever being used as regular transportation.
When NASCAR was first formed by Bill France Sr. in 1948 to regulate stock car racing, there was a requirement that any car entered be made entirely of parts available to the general public through automobile dealers, and that all cars must be from a model run of which at least 500 cars of that model were sold to the general public. This is referred to as "homologation". In NASCAR's early years, the cars were so "stock" that it was commonplace for the drivers to drive themselves to the competitions in the car that they were going to run in the race. While automobile engine technology had remained fairly stagnant in WWII, advanced aircraft piston engine developement had provided a great deal of available data, and NASCAR was formed just as some the improved technology was about to become available in production cars. Until the advent of the Trans-Am series in 1967, NASCAR homologation cars were the closest thing the public could buy that was actually very similar to the cars that were winning the national races.
Stock car series
The most prominent championship in stock car racing is the NASCAR championship, currently called the Nextel Cup after its sponsor (formerly known as Winston Cup after a previous sponsor). It is the most popular racing series in the United States, drawing over 6 million spectators in 1997, an average live audience of over 190,000 people for each race. The most famous event in the series is undoubtedly the Daytona 500, an annual 500-mile race at Daytona Beach, Florida. The series' second-biggest event is probably The Brickyard 400, an annual 400-mile race held at the Indianapolis Motor Speedway, the legendary home of the Indianapolis 500 of the Indy Racing League, an open-wheeled racing series. NASCAR also runs the Busch Series, a stock car junior league, and the Craftsman Truck Series, a junior league where pickup trucks are raced. Together the two car-based series (Nextel Cup and Busch Series) drew 8 million spectators in 1997, compared to 4 million for both American open-wheel series (CART and IRL). In 2002, 17 of the 20 US top sporting events in terms of attendance were NASCAR races. Only football drew more television viewers that year.
Besides NASCAR, there are a number of other national or regional stock-car sanctioning bodies in the United States. The Automobile Racing Club of America (ARCA), American Speed Association (ASA), and United Speed Alliance Racing (USAR) all sanction their own forms of stock-car racing, on varying types of track, and with various levels of national and media coverage. Young drivers from these series generally aspire to move to the Busch Series or Craftman Truck Series in NASCAR. The International Race of Champions (IROC) series uses stock cars, but is usually perceived as being outside of the usual stock car racing scene because of its 'All-Star' design.
Brazilian stock car in 2006
Brazilian stock car in 2006
Internationally, stock car racing has not enjoyed the same success as within the United States. In Canada CASCAR organizes three racing series (two regional and one national) that enjoy generally strong car-counts; the base of the sport in Canada is the short-oval region of Southern Ontario. In Europe there has been a persistent effort to introduce stock car racing. The Stock Car Speed Association ASCAR or Days of Thunder is based in Rockingham, United Kingdom, though the series has raced at the Lausitzring in Germany as well. Brazil also has a successful stock car racing series, with starting grids of 40 or more cars, and three brands competing: Chevrolet, Mitsubishi and Volkswagen. Brazilian Stock Car also has two developing series. Argentina also have a popular stock series, called Turismo Carretera. Unsuccessful efforts have been made in Australia, South Africa, and Japan as well.
Stock car racing is also a popular local event. Many tracks exist in the United States (and a few in Canada) catering to a wide variety of car types and fans. There are a few organizations that cater to these local short tracks, such as ARCA, ASA and IMCA. NASCAR also supports local short track racing with their Elite Division and NASCAR Dodge Weekly Series racing.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Stock_car_racing
Dirt Track Automotive Racing
Dirt Track Automotive Racing
Dirt track racing is a type of auto racing performed on oval tracks. It began in the United States before World War I and became widespread during the 1920s and 30s. Two different types of racecars predominated—open wheel racers in the Northeast and West and stock cars in the South. The open wheel racers were built for racing, and the stock cars were ordinary automobiles modified to varying degrees.
Dirt track racing is the single most common form of auto racing in the United States. There are hundreds of local and regional racetracks throughout the nation: some estimates range as high as 1500. The sport is popular in Australia and Canada also. Many of the cars may also race on asphalt short tracks during the racing season.
North America
Nearly all tracks are oval and less than a mile in length with most being 1/2 mile or less. The most common increments in the U.S. are 1/2 mile, 3/8 mile, 1/3 mile, 1/4 mile, and 1/8 mile. With the longer tracks, the racecars achieve higher speeds and the interval between cars increases. This decreases the chance of crashes but increases the damage and chance of injury when cars do crash.
The track surface may be composed of any soil, but most racers prefer a track with a clay base. The track operators usually try to keep the surface tacky and may sprinkle water on it if it begins to dry. Some operators build flat ovals, but many are highly banked.
United Kingdom
Dirt track racing in the U.K.
In Great Britain the oval tracks are normally on grass with lengths of 400m to 800m. The race consists of several qualifying heats, each lasting four laps of the track leading up to the final.
Grass Track is very much a family sport suitable for all ages and abilities. Boys and girls from as young as six can compete on automatic machines. The ages and capacity classes progress right through to adult status. There are also classes in youth grass track to run motocross machines on a grass track circuit. Youth events are carefully controlled to provide good racing for young competitors.
Rest of Europe
In mainland Europe Long Tracks can be used on grass, or sand and can be up to 1000m long.
The race vehicle
A typical dirt track "street stock" car racing in Wisconsin, USA
A typical dirt track "street stock" car racing in Wisconsin, USA
Each racetrack or sponsoring organization maintains a rule book outlining each class of racecar; including dimensions, engine size, equipment requirements, prohibitions, etc. The requirements for each class are usually coordinated with other racetracks and associations to allow for the widest available venue for each type of car. This coordination allows the drivers to enter many different racetracks, increasing their chances of winning; allows the racetrack to field as many cars as possible; lets the racing associations develop a series of race events; and promotes fan interest.
Many fans prefer one or the other of the different type cars. Open wheel fans say, "Real racecars don't have fenders." Stock car (shown right and above) fans point out that even minimal contact between open wheel racers usually disables both cars. In reality, both types of vehicles have weak and strong points. Open wheel racers are usually lighter and nimbler. Stock cars can push and shove their way to advancement.
Many tracks support both types of racer in their programs. Both types range from powerful V8 engines to small, still powerful, 4-cylinder engines. Some of the smaller open wheel racers even have classes for single-cylinder power plants. Depending on the class, the cars may have wings to aid in handling at higher speeds.
Dirt track racing is a type of auto racing performed on oval tracks. It began in the United States before World War I and became widespread during the 1920s and 30s. Two different types of racecars predominated—open wheel racers in the Northeast and West and stock cars in the South. The open wheel racers were built for racing, and the stock cars were ordinary automobiles modified to varying degrees.
Dirt track racing is the single most common form of auto racing in the United States. There are hundreds of local and regional racetracks throughout the nation: some estimates range as high as 1500. The sport is popular in Australia and Canada also. Many of the cars may also race on asphalt short tracks during the racing season.
North America
Nearly all tracks are oval and less than a mile in length with most being 1/2 mile or less. The most common increments in the U.S. are 1/2 mile, 3/8 mile, 1/3 mile, 1/4 mile, and 1/8 mile. With the longer tracks, the racecars achieve higher speeds and the interval between cars increases. This decreases the chance of crashes but increases the damage and chance of injury when cars do crash.
The track surface may be composed of any soil, but most racers prefer a track with a clay base. The track operators usually try to keep the surface tacky and may sprinkle water on it if it begins to dry. Some operators build flat ovals, but many are highly banked.
United Kingdom
Dirt track racing in the U.K.
In Great Britain the oval tracks are normally on grass with lengths of 400m to 800m. The race consists of several qualifying heats, each lasting four laps of the track leading up to the final.
Grass Track is very much a family sport suitable for all ages and abilities. Boys and girls from as young as six can compete on automatic machines. The ages and capacity classes progress right through to adult status. There are also classes in youth grass track to run motocross machines on a grass track circuit. Youth events are carefully controlled to provide good racing for young competitors.
Rest of Europe
In mainland Europe Long Tracks can be used on grass, or sand and can be up to 1000m long.
The race vehicle
A typical dirt track "street stock" car racing in Wisconsin, USA
A typical dirt track "street stock" car racing in Wisconsin, USA
Each racetrack or sponsoring organization maintains a rule book outlining each class of racecar; including dimensions, engine size, equipment requirements, prohibitions, etc. The requirements for each class are usually coordinated with other racetracks and associations to allow for the widest available venue for each type of car. This coordination allows the drivers to enter many different racetracks, increasing their chances of winning; allows the racetrack to field as many cars as possible; lets the racing associations develop a series of race events; and promotes fan interest.
Many fans prefer one or the other of the different type cars. Open wheel fans say, "Real racecars don't have fenders." Stock car (shown right and above) fans point out that even minimal contact between open wheel racers usually disables both cars. In reality, both types of vehicles have weak and strong points. Open wheel racers are usually lighter and nimbler. Stock cars can push and shove their way to advancement.
Many tracks support both types of racer in their programs. Both types range from powerful V8 engines to small, still powerful, 4-cylinder engines. Some of the smaller open wheel racers even have classes for single-cylinder power plants. Depending on the class, the cars may have wings to aid in handling at higher speeds.
Monday, January 8, 2007
Sports Car Auto Racing
Sports Car Auto Racing
Sports car racing is a form of circuit auto racing with automobiles that have two seats and enclosed wheel wells. They may be purpose-built or related to road-going sports cars.
A kind of hybrid between the purism of open-wheelers and the familiarity of touring car racing, this racing is often associated with the annual Le Mans 24 Hours endurance race. First run in 1923, it is one of the oldest motor races still in existence. Other classic but now defunct sports car races include the Targa Florio and Mille Miglia. Most top class sports car races emphasise endurance (races are typically anywhere from 2.5 to 24 hours in length), reliability and strategy over pure speed. Longer races usually involve complex pit strategy and regular driver changes - sports car racing is seen more as a team sport than a gladiatorial individual sport and team managers like John Wyer, Tom Walkinshaw, driver-turned-constructor Henri Pescarolo, Peter Sauber and Reinhold Jöst have become almost as famous as many of their drivers.
The prestige of Ferrari, Porsche, Lotus, Maserati, Alfa Romeo, Mercedes-Benz, Jaguar, and Aston Martin derives in part from success in sports car racing and the World Sportscar Championship. Road cars sold by these manufacturers have in many cases been very similar to the cars that were raced, both in engineering and styling. It is this close association with the 'exotic' nature of the cars that serves as a useful distinction between sports car racing and Touring Cars.
The 12 Hours of Sebring, 24 Hours of Daytona, and 24 Hours of Le Mans were once widely considered to be the trifecta of sports car racing; driver Ken Miles would have been the only driver to win all three in the same year, but an error in the team orders of the Ford GT40 team at Le Mans in 1966 took the win from him, although he finished first.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Sports_car_racing
Sports car racing is a form of circuit auto racing with automobiles that have two seats and enclosed wheel wells. They may be purpose-built or related to road-going sports cars.
A kind of hybrid between the purism of open-wheelers and the familiarity of touring car racing, this racing is often associated with the annual Le Mans 24 Hours endurance race. First run in 1923, it is one of the oldest motor races still in existence. Other classic but now defunct sports car races include the Targa Florio and Mille Miglia. Most top class sports car races emphasise endurance (races are typically anywhere from 2.5 to 24 hours in length), reliability and strategy over pure speed. Longer races usually involve complex pit strategy and regular driver changes - sports car racing is seen more as a team sport than a gladiatorial individual sport and team managers like John Wyer, Tom Walkinshaw, driver-turned-constructor Henri Pescarolo, Peter Sauber and Reinhold Jöst have become almost as famous as many of their drivers.
The prestige of Ferrari, Porsche, Lotus, Maserati, Alfa Romeo, Mercedes-Benz, Jaguar, and Aston Martin derives in part from success in sports car racing and the World Sportscar Championship. Road cars sold by these manufacturers have in many cases been very similar to the cars that were raced, both in engineering and styling. It is this close association with the 'exotic' nature of the cars that serves as a useful distinction between sports car racing and Touring Cars.
The 12 Hours of Sebring, 24 Hours of Daytona, and 24 Hours of Le Mans were once widely considered to be the trifecta of sports car racing; driver Ken Miles would have been the only driver to win all three in the same year, but an error in the team orders of the Ford GT40 team at Le Mans in 1966 took the win from him, although he finished first.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Sports_car_racing
Auto Racing
Auto racing (also known as automobile racing, autosport or motorsport) is a sport involving racing automobiles. Auto racing began in France in 1895 and is now one of the world's most popular spectator sports.
History
Redline began soon after the construction of the first successful petrol-fuelled autos. In 1894, the first contest was organized by Paris magazine Le Petit Journal, a reliability test to determine best performance. But the race was changed to: Paris to Rouen 1894. Competitors included factory vehicles from Karl Benz's Benz & Cie. and Gottlieb Daimler and Wilhelm Maybach's DMG.
In 1895, one year later, the first real race was staged in France, from Paris to Bordeaux. First over the line was Émile Levassor but he was disqualified because his car was not a required four-seater.
An international competition began with the Gordon Bennett Cup in auto racing.
The first auto race in the United States took place in Chicago on November 28, 1895 over a 54.36 mile (87.48 km) course, with Frank Duryea winning in 10 h and 23 min, beating three petrol-fuelled cars and two electric.[1] The first trophy awarded was the Vanderbilt Cup.
Sports Car Racing
In sports car racing, production versions of sports cars and purpose-built prototype cars compete with each other on closed circuits. The races are often conducted over long distances, at least 1000 km, and cars are driven by teams of two or three drivers (and sometimes more in the US), switching every now and then. Due to the performance difference between production based sports cars and sports racing prototypes, one race usually involves many racing classes. In the US the American Le Mans Series was organized in 1999, featuring GT, GTS, and two prototype classes, LMP1 (Le Mans Prototype 1) and LMP2. Manufacturers such as Audi and Acura/Honda field or support entries in the Prototype class. Another series based on Le Mans began in 2004, the Le Mans Endurance Series, which included four 1000 km races at tracks in Europe. A competing body, Grand-Am, which began in 2000, sanctions its own endurance series the Rolex Sports Car Series.
Famous sports car races include the 24 Hours of Le Mans, the 24 Hours of Daytona and the 12 Hours of Sebring.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Auto_racing
History
Redline began soon after the construction of the first successful petrol-fuelled autos. In 1894, the first contest was organized by Paris magazine Le Petit Journal, a reliability test to determine best performance. But the race was changed to: Paris to Rouen 1894. Competitors included factory vehicles from Karl Benz's Benz & Cie. and Gottlieb Daimler and Wilhelm Maybach's DMG.
In 1895, one year later, the first real race was staged in France, from Paris to Bordeaux. First over the line was Émile Levassor but he was disqualified because his car was not a required four-seater.
An international competition began with the Gordon Bennett Cup in auto racing.
The first auto race in the United States took place in Chicago on November 28, 1895 over a 54.36 mile (87.48 km) course, with Frank Duryea winning in 10 h and 23 min, beating three petrol-fuelled cars and two electric.[1] The first trophy awarded was the Vanderbilt Cup.
Sports Car Racing
In sports car racing, production versions of sports cars and purpose-built prototype cars compete with each other on closed circuits. The races are often conducted over long distances, at least 1000 km, and cars are driven by teams of two or three drivers (and sometimes more in the US), switching every now and then. Due to the performance difference between production based sports cars and sports racing prototypes, one race usually involves many racing classes. In the US the American Le Mans Series was organized in 1999, featuring GT, GTS, and two prototype classes, LMP1 (Le Mans Prototype 1) and LMP2. Manufacturers such as Audi and Acura/Honda field or support entries in the Prototype class. Another series based on Le Mans began in 2004, the Le Mans Endurance Series, which included four 1000 km races at tracks in Europe. A competing body, Grand-Am, which began in 2000, sanctions its own endurance series the Rolex Sports Car Series.
Famous sports car races include the 24 Hours of Le Mans, the 24 Hours of Daytona and the 12 Hours of Sebring.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Auto_racing
3A Racing
3A Racing
3A Racing, Inc. was established in 1976 with the dedication to manufacture top-quality products with the intentions of presenting their clientele with only the best. Their goal is to be among the finest in performance, efficiency, reliability, and safety.
With its corporate headquarters based in New York, 3A Racing has extended its branch offices to Los Angeles, Beijing, Shanghai and Taiwan. Throughout the years, 3A Racing has been exclusively known worldwide with 1200 employees; 4 factories including thier infamously known racing seats and exhaust system manufacturing plants; 4 subsidiaries with separate warehouses and 12 sales offices throughout the world.
3A Racing, Inc. has developed a prestigious reputation for their immaculately in manufacturing some of the finest automotive performance products being offered at the some of the best values. They have graciously honored on the top 500 Best Global Auto Parts and accessories suppliers. In 1990, 1992, and 1998, 3A Racing has represented the Auto Parts and Accessories Industry for the U.S. in World Auto Parts and Accessories conferences and shows. Not only have they served in these extremely reputable positions, they have also been featured in numerous publications and television broadcasts such as CNN, ESPN, New York Times, Super Street, Sport Compact Car, Motor Trend, China Auto Pictorial, and Import Automotive Parts and Accessories.
3A Racing, Inc. was established in 1976 with the dedication to manufacture top-quality products with the intentions of presenting their clientele with only the best. Their goal is to be among the finest in performance, efficiency, reliability, and safety.
With its corporate headquarters based in New York, 3A Racing has extended its branch offices to Los Angeles, Beijing, Shanghai and Taiwan. Throughout the years, 3A Racing has been exclusively known worldwide with 1200 employees; 4 factories including thier infamously known racing seats and exhaust system manufacturing plants; 4 subsidiaries with separate warehouses and 12 sales offices throughout the world.
3A Racing, Inc. has developed a prestigious reputation for their immaculately in manufacturing some of the finest automotive performance products being offered at the some of the best values. They have graciously honored on the top 500 Best Global Auto Parts and accessories suppliers. In 1990, 1992, and 1998, 3A Racing has represented the Auto Parts and Accessories Industry for the U.S. in World Auto Parts and Accessories conferences and shows. Not only have they served in these extremely reputable positions, they have also been featured in numerous publications and television broadcasts such as CNN, ESPN, New York Times, Super Street, Sport Compact Car, Motor Trend, China Auto Pictorial, and Import Automotive Parts and Accessories.
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