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2014 Standings
After Long Beach
Pos. Driver Points

1 Will Power 93
2 Mike Conway 66
3 Simon Pagenaud 60
4 Helio Castroneves 55
5 Ryan Hunter-Reay 54
6 Scott Dixon 51
7 Carlos Munoz 48
8 Juan Pablo Montoya 47
9 Mikhail Aleshin 46
10 Sebastian Saavedra 42
11 Tony Kanaan 40
12 Justin Wilson 38
13 Takuma Sato 36
14 Josef Newgarden 34
15 Ryan Briscoe 33
16 Sebastien Bourdais 33
17 Graham Rahal 33
18 Marco Andretti 32
19 Carlos Huertas 32
20 Oriol Servia 26
21 Jack Hawksworth 24
22 James Hinchcliffe 20
23 Charlie Kimball 17

Wins
T1 Will Power 1
T1 Mike Conway 1

Podium Finishes
1 Will Power 2
T2 Ryan Hunter-Reay 1
T2 Helio Castroneves 1
T2 Mike Conway 1
T2 Carlos Munoz 1

Lap Leaders:
1 Will Power 74
2 Ryan Hunter-Reay 51
3 Takuma Sato 33
4 Scott Dixon 22
5 Mike Conway 4
6 Sebastian Saavedra 3
7 Helio Castroneves 2
8 Josef Newgarden 1


Prize Money
1 Will Power $50,000
T2 Mike Conway $30,000
T2 Ryan Hunter-Reay $30,000
4 Simon Pagenaud $18,000
5 Takuma Sato $17,000
T6 Helio Castroneves $15,000
T6 Carlos Munoz $15,000
T8 Juan Pablo Montoya $10,000
T8 Scott Dixon $10,000
T10 Mikhail Aleshin $8,000
T10 Tony Kanaan $8,000
12 Oriol Servia $7,000
T13 Justin Wilson $5,000
T13 Marco Andretti $5,000
T15 Sebastian Saavedra $4,000
T15 Josef Newgarden $4,000
T17 Ryan Briscoe $2,000
T17 Carlos Huertas $2,000

Entrant Points
Pos. # Entrant Points
1 12 Team Penske 93
2 20 Ed Carpenter Racing 66
3 77 Schmidt Peterson Motorsports 60
4 3 Team Penske 55
5 28 Andretti Autosport 54
6 9 Target Chip Ganassi Racing 51
7 34 Andretti Autosport HVM Racing 48
8 2 Team Penske 47
9 7 Schmidt Peterson Motorsports 46
10 17 KV AFS Racing 42
11 10 Target Chip Ganassi Racing 40
12 19 Dale Coyne Racing 38
13 14 A.J. Foyt Enterprises 36
14 67 Sarah Fisher Hartman Racing 34
15 8 NTT Data Chip Ganassi Racing 33
16 11 KVSH Racing 33
17 15 Rahal Letterman Lanigan Racing 33
18 25 Andretti Autosport 32
19 18 Dale Coyne Racing 32
20 16 Rahal Letterman Lanigan Racing 26
21 98 BHA/BBM with Curb-Agajanian 24
22 27 Andretti Autosport 20
23 83 Novo Nordisk Chip Ganassi Racing 17

Finishing Average
1 Will Power 1.5
2 Simon Pagenaud 5
T3 Helio Castroneves 7
T3 Oriol Servia 7
5 Scott Dixon 8
6 Mike Conway 8.5
7 Mikhail Aleshin 9
8 Juan Pablo Montoya 9.5
T9 Sebastian Saavedra 10
T9 Carlos Munoz 10
11 Ryan Hunter-Reay 11
T12 Tony Kanaan 12
T12 Justin Wilson 12
T14 Ryan Briscoe 13.5
T14 Sebastien Bourdais 13.5
T14 Graham Rahal 13.5
T17 Josef Newgarden 14
T17 Carlos Huertas 14
19 Takuma Sato 14.5
20 Marco Andretti 15
21 Jack Hawksworth 18
22 James Hinchcliffe 20
23 Charlie Kimball 21.5

Pole Positions
T1 Takuma Sato 1
T1 Ryan Hunter-Reay 1

Appearances in the Firestone Fast Six
1 Ryan Hunter-Reay 2
T2 Scott Dixon 1
T2 Tony Kanaan 1
T2 Sebastien Bourdais 1
T2 Will Power 1
T2 Takuma Sato 1
T2 Marco Andretti 1
T2 James Hinchcliffe 1
T2 Josef Newgarden 1
T2 Simon Pagenaud 1
T2 Jack Hawksworth 1

Qualifying Average
1 Ryan Hunter-Reay 2
2 Scott Dixon 6
3 Jack Hawksworth 6.5
4 Marco Andretti 7
5 Tony Kanaan 7.5
T6 Takuma Sato 8
T6 Sebastien Bourdais 8
T8 Will Power 9
T8 Carlos Munoz 9
10 Helio Castroneves 9.5
11 Simon Pagenaud 10
12 James Hinchcliffe 10.5
13 Oriol Servia 12
T14 Josef Newgarden 13
T14 Justin Wilson 13
16 Ryan Briscoe 13.5
17 Mike Conway 14.5
18 Sebastian Saavedra 16.5
19 Juan Pablo Montoya 17
20 Mikhail Aleshin 17.5
21 Carlos Huertas 19
22 Charlie Kimball 19.5
23 Graham Rahal 22
The Delta Wing - Can you say tail-out driving?

by Mark J. Cipolloni
Saturday, February 20, 2010

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Continuing where we left off in Part 1, today we examine why the Delta Wing car is sure going to be fun to watch because the car is going to be tail happy meaning a driver will easily be able to get the tail to step out and a sideways car with a driver on the limit is always exciting to watch.

Lets give a brief overview of yaw stability and look at the sensitivity of downforce to yaw.

Yaw angle is the angle a car is sideways through a corner in relation to its longitudinal axis as depicted in the diagram below.

Aerodynamic forces will tend to straighten a yaw stable car if it gets a bit sideways. For the purposes of this analysis, positive yaw moment (torque) will tend to increase the yaw angle. In other words, for a stable car we want a negative yaw moment.

You probably expect that a front heavy car is more stable in yaw then a rear heavy car and you are correct. The graph below shows the yaw moment vs. weight distribution on the front wheels. This analysis uses the familiar simple body with 2 inches of ground clearance with 5 degrees of yaw.



This car needs 87% of its weight on the front axle to be Yaw Neutral ( zero yaw moment, neither stable nor unstable). However, the majority of the weight of the Delta Wing car (72%) is on the rear wheels which means the car is going to pivot around the front axle and once that weight gets moving sideways, it will be easy to coax it further.  The long nose acts as a lever arm when the car is starting to get sideways and pushes it even more sideways (it applies a positive yaw moment). Also note that yaw moment changes linearly with weight distribution.

72% of the car weight is carried by the rear wheels of the DeltaWing car
Because the Delta Wing car has no short chord front and rear wings, there is no loss of downforce to those wings as a car begins to go sideways.  One of the reasons today's traditional open wheel car looks like it drives on rails is because if the driver were to hang out the tail, the rear wing immediately loses downforce and the car can easily spin out before the driver could catch it.

The most efficient way to drive the traditional winged open wheel car is yaw neutral, or in a line parallel to the car's longitudinal axis.

Ben Bowlby told us that Delta Wing simulations show that a driver can step the rear out up to 10 degrees positive yaw and maintain reasonable control.  As soon as the rear steps out the large fin at the rear immediately experiences a side force from the airflow pushing the rear of the car back toward yaw neutral.

Because the Delta Wing car has so much weight at the rear of the car, if it didn't have the large rear fin to push the car back to yaw neutral, once a driver started to swing that heavy rear sideways (pivoting around the front axle) it just might keep on going and they would spin out.

So yes, the rear fin is great for sponsor logos or a large car number, but in fact it was put there to help the driver maintain a controlled sideways slid through the corner at up to about 10 degrees yaw.

A low speeds, through say a hairpin corner, the rear fin won't provide much help because the airflow velocity over the car will be low, but at high speeds, the rear fin will help the driver keep the car's tail out without snapping out of control suddenly.

And if simulations are correct, it works, and the fans will be in for some exciting tail-out driving.

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