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SAE TECHNICAL
PAPER SERIES
2000-01-3548
A Full-Scale Wind Tunnel Test of a
Short Track Race Car
Drew Landman and Eric Koster
Langley Full Scale Tunnel
Reprinted From: Proceedings of the 2000 SAE Motorsports
Engineering Conference & Exposition
(P-361)
Motorsports Engineering Conference & Exposition
Dearborn, Michigan
November 13-16, 2000
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2000-01-3548
A Full-Scale Wind Tunnel Test of a Short Track Race Car
Drew Landman and Eric Koster
Langley Full Scale Tunnel

Copyright 2000 Society of Automotive Engineers, Inc.
ABSTRACT
A full-scale investigative wind tunnel test was performed
on a dirt track race car in the Langley Full Scale Tunnel
(LFST). Lift and drag forces were measured and flow
visualization studies performed for the purpose of
quantifying the aerodynamic characteristics in order to
assist designers and drivers of this class of vehicle.
Results from the downforce measurements showed a rear
axle biased aerodynamic balance. Flow visualization
studies revealed large areas of separated flow on the
forward portion of the side pods as well as over a large
portion of the rear deck and spoiler behind the driver.
INTRODUCTION
Indigenous to the Northeastern United States, dirt-
modifieds have traditionally exhibited cantankerous
handling qualities, generally attributable to the
combination of high center of gravity, in excess of 60%
rear weight bias and primitive beam-axle suspensions.
These mandated parameters coupled with the
characteristically low traction of slick clay tracks make
maintaining balanced suspension settings a challenge.
Rear axle shaft torque in excess of 2500 ft-lbs.
exacerbates the problem.
Historically, the primary focus for aerodynamic
improvement of these cars has centered on the creation of
increased downforce in order to alleviate corner exit
power-induced wheelspin. Current rules prohibit the use of
inverted wings however, airdams, deflectors and spoilers
have been implemented and generally accepted as being
successful in abating wheelspin. Designers believe that
the large rear downforces generated are balanced by
various configurations of front airdams and deflectors.
Because no experimental force data has been available in
the past, the growing problem of corner entry understeer
has been countered through the evolutionary
implementation of increased rear brake bias along with an
increased differential in left to right rear tire circumference
(known as stagger).
This paper provides results from experimental
aerodynamic force testing as well as flow visualization
techniques that should aid designers of dirt-modified style
racecars. It is anticipated that the data will be used to
design safer and more aerodynamically efficient vehicles.
FACILITY DESCRIPTION
Old Dominion University (ODU), working under a
Memorandum of Agreement with NASA Langley Research
Center, operates the Langley Full-Scale Tunnel.
1,2
This
facility is the second largest in the United States in terms
of test section size and is the largest university-operated
wind tunnel in the world.
The building which comprises the LFST measures 132 m
long by 70 m wide by 30 m high. The open jet test
section is semi-elliptical in cross section with a width of
18.29 m (60 ft) and a height of 9.14 m (30 ft). The ground
board is 13 m (42.5 ft) wide by 16 m (52.3 ft) long and
features a turntable with a diameter of 8.7 m (28.5 ft). The
overall aerodynamic layout of the facility, showing the
double return design, is given in references 1 and 2.
Power is supplied by two 3 MW (4000 HP) electric motors
driving two 11 m (36 ft) diameter four-bladed fans. The
current maximum speed is limited by a fan speed of 210
RPM which is about 130 kph (~80 mph) in the test
section. Vehicle drag and individual wheel downforce are
measured using the current automobile balance which
became fully operational in January of 1998.
3

DESCRIPTION OF THE VEHICLE
The "dirt modified" race car that was tested is
representative of the class and is shown in figures 1-3.
Wheelbase and track measure 2.72 m (107 in) and 1.47
m (58 in). The entire chassis is constructed of tubular
steel with body panels fabricated from aluminum sheet.
The rear spoiler is translucent plastic, located between
the side body panels, and extends across the full width of
the car. The drivers compartment is located between two
side pods which are also bounded by the exterior side
body panels. This creates a duct-like passage on either
side of the driver which air flows through. At the front end
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of the car a 0.89 m (35 in) by 0.46 m (18 in) tall wide
sloping concave flow deflector known commonly as a
"snow plow" is bounded by short end plates. Tubular steel
bumpers protrude through the snow plow and also through
the side and rear body panels. The engine is contained
within a rectangular body which tapers to a small cross
section just aft of the snowplow. This compartment and a
raised wedge shaped airbox just forward of the driver are
fed air through three "NACA ducts" visible in figure 2. The
roof and roof pillars are sheet metal fabrication whereas
the driver is protected by a tubular steel cage which is
exposed to the air stream. A small windshield shields the
driver from flying debris. All four tires are exposed with
the rear tires protruding slightly under the sides. The front
suspension shock absorber and springs, located between
the front wheel and snow plow are exposed to the
freestream flow. The central underbody is a sheeted
smooth surface approximately 5 inches above the ground
at race ride heights.
Average speeds for this vehicle vary between 36 m/s (80
mph) in the corners to 67 m/s (150 mph) on the straight
portions of speedways. Since the driver slides the car
through the turns, a yaw angle results that is larger than
that typically found on hard surface track race cars.
EXPERIMENTAL DETAILS
The Langley Full-Scale Tunnel automotive force balance
was used to measure the vehicle downforce resolved at
the front and rear axles, as well as the vehicle drag. The
design and operation of the balance is described in
reference 3. The data presented was taken at a nominal
test section velocity of 60 mph. This speed was chosen
due to the drag force overload limits of the automobile
balance. The uncertainty in the force measurements was
not rigorously evaluated for this preliminary investigative
test but for comparison purposes the 95% (2) uncertainty
level for typical stock car racecars in lift and drag is no
worse than 0.0015 in drag coefficient and .0025 in lift
coefficient. The car was tested for two configurations.
The first was representative of the normal ride heights
used during racing and the second representative of a
lowered ride height (2 inches lower). The floor boundary
layer control suction slot was not used for these initial
tests.
4,5
A tire boundary layer trip was used to simulate
the correct separation point for a rotating wheel when
evaluating the nearby downstream flow field. This device
forces transition at the point of mounting rather than the
natural point (for a non- rotating cylinder) located
approximately 90 degrees clockwise, on the leeward side
of the tire.
6

FORCE MEASUREMENTS
Drag and individual wheel downforce data were obtained at
two yaw angles:
1) with the car oriented parallel to the flow
direction (yaw=0)
2) with the nose of the car rotated eight degrees
to the left (yaw=-8).
The -8 yaw angle was chosen to represent a typical
sliding turn to the left. Representative force data in
Figure 1 Dirt-Modified Race Car in Test Section


Figure 2 Dirt-Modified Race Car , Front View

Figure 3 Dirt-Modified Race Car , Rear View


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coefficient form for the two configurations is given in table
1. The data in tables 2-5 summarize the expected loads
at each axle for a range of typical operating speeds based
on the assumption that the coefficients are invariant.
Downforce is presented in pounds and drag is reported as
the equivalent horsepower required at the given speed to
overcome the force of aerodynamic drag. This convention
was chosen based on preferences expressed by race
team customers of the LFST. The most interesting aspect
revealed by the force test may be the imbalance between
the front and rear downforce. Unlike previous suppositions
that blamed brake and suspension set-up, poor downforce
distribution appears to be the chief reason for understeer.
FLOW VISUALIZATION
Flow visualization techniques were used to help identify
problem areas. Tufts were placed over much of the body
to map the surface streamlines and show separated
regions. Colored oil was applied to body panels to identify
regions of relatively low shear stress, useful when
evaluating interference relationships, and identifying
regions of recirculation and stagnation. Finally, a smoke
wand helped visualize off body streamlines, stagnation
points and underbody pressure trends.
7,8,9

TUFTS
Tufts were applied over the entire body of the car and
viewed using video and still cameras located in the test
section. The overall flow pattern at zero yaw can be seen
in figure 1 which shows the dirt car in the test section with
the flow on. The external flow over the roof and side
panels is nearly completely attached. The flow over the
wedge shaped hood scoop is more problematic with
separation evident in the fluttering tufts on the side.
Perhaps the most interesting discovery was the separated
region on the top surface of the inner body panels (side
pods) thought to be due to the upstream interference of
the front suspension components (spring towers). A
recirculation region was indicated behind the drivers
compartment as expected. The trailing edge of the airdam
Table 1 Aerodynamic Force Coefficients

Ride height yaw
Clf Clr Cd
race 0 0.111 -0.647 0.694
race -8 0.094 -0.608 0.681
low 0 0.142 -0.65 0.657
low -8 0.113 -0.641 0.65

Table 2 Calculated Forces, Yaw=0, Race Height

Vehicle
Velocity
(mph)
Front
Downforce
(lbs)
Rear
Downforce
(lbs)
Drag (hp)

60 -36 209 36
80 -64 372 85
100 -100 581 166
120 -144 836 287
140 -196 1138 455
150 -225 1306 560


Table 3 Calculated Forces, Yaw=-8, Race Height

Vehicle
Velocity
(mph)
Front
Downforce
(lbs)
Rear
Downforce
(lbs)
Drag (hp)

60 -30 196 35
80 -53 348 83
100 -83 544 162
120 -120 784 280
140 -163 1067 445
150 -188 1225 548


Table 5 Calculated Forces, Yaw=-8, Low Height

Vehicle
Velocity
(mph)
Front
Downforce
(lbs)
Rear
Downforce
(lbs)
Drag (hp)

60 -36 207 33
80 -53 368 79
100 -83 575 155
120 -120 828 268
140 -163 1127 425
150 -188 1294 523


Table 4 Calculated Forces, Yaw=0, Low Height

Vehicle
Velocity
(mph)
Front
Downforce
(lbs)
Rear
Downforce
(lbs)
Drag (hp)

60 -36 207 33
80 -53 368 79
100 -83 575 155
120 -120 828 268
140 -163 1127 425
150 -188 1294 523


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was also found to have a region of separation. Long tufts
were attached to the aft corners of the body at the spoiler
and roof. All of these tufts were seen to spin indicating
trailing vortices in these areas. The tire trip of figure 4 was
used to evaluate the sensitivity of the downstream flow
field to changes in the front tire aft separation point.
While the separation point was seen to change on the tire
as predicted, the overall effect on forces was negligible.
OIL FLOW
Oil flow studies were conducted in regions that were
thought to contain flow separation following the tuft study.
A mixture of motor oil (SAE 30) and titanium dioxide was
painted in a stripe over the rear deck just behind the
driver. In areas where the airflow near the deck surface
reached the spoiler, the oil stripe spread and can be seen
in figures 5 and 6 as streaks moving toward the spoiler.
Regions where the airflow is recirculatory or stagnant
caused the oil to remain largely unchanged as can be
seen in the area immediately behind the drivers seat.
Application of a film of oil over the snow plow showed the
wake of the bumper support struts propagating onto the
top surface as shown in figure 7.
SMOKE
A smoke wand was first used to examine the overall flow
field in the region surrounding the snow plow. Flow was
seen to separate at the trailing edge of the snow plow
perhaps aided by the interference from the bumper
supports. Disturbed flow over the side pods indicated by
the tuft study was proven to be caused by the upstream
location of the spring towers. Similarly, the vortices found
with the long tufts were confirmed using smoke. Flow
under the car was seen to remain relatively smooth and
may represent an area that can be exploited for creation
of more downforce. As expected, the flow over and
around the drivers compartment dirtied the spoiler and
Figure 4 Front Tire Trip


Figure 5 Colored Oil Flow Over Rear Deck, Rear View




Figure 6 Colored Oil Flow on Rear Deck, Top View


Figure 7 Oil Flow on Snow Plow




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rear deck where a suspected area of recirculation was
confirmed.
DISCUSSION OF RESULTS
This simple test which involved approximately six hours of
wind tunnel occupancy revealed several significant results
which may help break the experience-based design
evolution common to this class of vehicle.
The origin of understeer is now clearly understood; this
car creates lift at the front axle and substantial rear axle
downforce. The downforce imbalance is due in part to the
spoiler and leverage created by the forward position of the
rear axle. In addition, the snow plow appears to be
relatively ineffective at creating downforce whereas the
front suspension components cause significant
interference on the side pod areas, degrading downforce
production.
As regards drag, there are many areas for improvement
including streamlining exposed tubing, reducing frontal
areas of the passenger compartment and cleaning up the
engine air intakes. Again, minimizing interferences will
yield gains in drag as well as downforce.
CONCLUSIONS
Results from a wind tunnel study on a dirt-modified short
track race car conducted at the Langley Full Scale Tunnel
are felt to help designers understand the complex flow
field around the vehicle. Unexpected levels of front lift
point to a need for a new design with a more evenly
distributed balance. Interior flow through the car over the
side pods was shown to be adversely affected by the
disturbed flow downstream of the front suspension
components.

REFERENCES
1. Britcher, C. P. and Landman, D., "From the 30 by 60
to the Langley Full-Scale Tunnel," presented at the
36
th
AIAA Aerospace Sciences Meeting and Exhibit,
January 1998
2. Britcher, C. P. and Landman, D., "Jurassic Tunnel:
The Life, Death, and Resurrection of the Langley Full-
Scale Tunnel," presented at the European Forum on
Wind Tunnels and Wind Tunnel Test Techniques,
April 1997
3. Landman, D. and Britcher, C. P., "Development of
Race Car Testing at the Langley Full-Scale Tunnel,"
SAE 98MSV-21, 1998
4. Landman, D., Road Simulation for NASCAR Vehicles
at the Langley Full-Scale Tunnel," SAE 00MSV-31,
November 2000
5. Landman, D., Britcher C.P., Martin, P., "A Study of
Ground Simulation for Wind Tunnel Testing of Full-
Scale NASCAR's," AIAA 2000-0153, January 2000
6. Katz, J., "New Directions in Race Car Aerodynamics,
Designing for Speed," Robert Bentley Publishers,
1995
7. Hucho, W. H., "Aerodynamics of Road Vehicles,"
SAE, 1998
8. Barlow, J. B., Rae, W. H. and Pope, A., "Low Speed
Wind Tunnel Testing," 3
rd
Ed., John Wiley and Sons,
1999
9. Barnard, R. H., "Road Vehicle Aerodynamic Design",
Addison Wesley Longman Limited, 1996



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