Car Parts Archives : Page 6 of 9 : Building Speed

Kansas Wrap Up: What Caused all the Engine Failures?

2012-04-26 dr. diandra 5

The defining characteristic of the Kansas race was the surprising number of engine problems. Many of those problems can be attributed to the change in rear gear from a 3.89 to a 4.00. At 190 mph at a track like Kansas, your wheels make 2270 revolutions per minute (rpm). If you watch the telemetry on the television broadcast, you know that the engine is rotating around 9500-9900 rpm. Since the engine is attached to the wheels, there has to be something to change the rotation rate between the engine and the gears. […]

Kansas: Temperature and Horsepower

2012-04-23 dr. diandra 8

There were a lot of engine problems at the Kansas race last Sunday. Also, a lot of theories as to why there were a lot of engine problems. Let’s start with the cooler-than-expected temperatures. […]

The Truth about Cell Phones, ECUs and Car Control

2012-03-16 dr. diandra 4

It didn’t take long after Brad Kezelowski pulled out his cellphone during the 2-hour-long Daytona red flag for the conspiracy theorists to leap into action.

The argument goes like this: Cellphones should be banned from the car because a driver could use his specially prepared cellphone to a) change the Engine Control Unit (ECU) and/or b) transmit data from the car back to his crew chief during a race. We will not address the suggestions that the driver could use the cellphone to talk secretly to the crew chief during a race because anyone who has been in a race car or worn a helmet knows that’s just plain dopey. […]

Engine Maps Explained

2012-03-10 dr. diandra 1

In my last post, I detailed how the relays in the ECU system allow the system to flip to a default engine map. This lets the team keep running, even when something fails, and it decreases the chances of the ECU doing something that blows up the engine. Here’s a short explanation of what exactly an ‘engine map’ is and what it does. […]

Phoenix: Relay Race?

2012-03-06 dr. diandra 1

The race at Phoenix was the first non-restrictor-plate race. A number of drivers experienced engine-related problems, leading some media outlets to start blowing the “EFI problems” horns as loudly as possible. Mark Martin, the pole sitter, was an unfortunate casualties of a “flipped circuit breaker”. One of the most interesting exchanges to me was a series of tweets and a radio interview with Mark Martin’s Crew Chief Rodney Childers (@rchilders55) in which Childers repeatedly said it not “an EFI problem”, the radio commentators persisted in saying that it was. […]

The long answer can be found in the video that follows. […]

Daytona Testing Notes: The Magic 200 MPH Mark — Not

2012-01-13 dr. diandra 0

There is absolutely nothing magic about the 200-mph mark.

People have been treating the 200-mph number like it was handed down by a sacred oracle. […]

Car Parts

Kansas Wrap Up: What Caused all the Engine Failures?

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Kansas: Temperature and Horsepower

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The Truth about Cell Phones, ECUs and Car Control

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Engine Maps Explained

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Phoenix: Relay Race?

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Why Does Bump Drafting Seem Much Harder in 2012?

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What’s a Pop-Off Valve — and Why You Need to Know for the Daytona 500

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How close is NASCAR EFI to “Real” EFI?

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Carb vs. EFI 101

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Daytona Testing Notes: The Magic 200 MPH Mark — Not

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