07/06/11 08:52 PM
I agree with you that very soft tires that wore out quickly would work well to stop the flat out racing. It worked great at Texas last year when the cars fell off 2 seconds after the tires wore. It provided for some of the best Cup racing of the entire season.
Hard tires wouldn't serve that purpose, as there is currently no tire wear.
The other thing they could do is make the teams take their air intake from UNDER the front valance, like we did years ago. There used to be an angled blade type spoiler under the front of the car, behind the front edge of the car. That was where we took air in from to cool the radiator.
If they went back to that, then the teams couldn't seal the front splitter to the track. They wouldn't be able to. The angled front spoiler blade and corresponding air intake would be under the car, just behind the splitter. That would take away a lot of downforce in the corners, without changeing the look of the car.
Years ago, you couldn't stand next to the grandstand fence when the cars were going by because the wind that they displaced would blow you backwards.
Now, you barely feel the cars when they go by. The cars are so aerodynamic that they don't displace as much air, which is why the Last Lap Slingshot Pass is gone.
It used to be that the car in front pulled the car behind it. Now the car in back pushes the car in font.
Before, if you wanted to save gas you wanted to be tucked up behind someone. Now you save gas by being out front and having the guy behind you push you.
Before, in the 70's, if you were standing on the race track at Daytona and the car came at you at 200 mph, it would knock you down a full 3 feet before the front bumper ever hit you, because the blunt noses back then would "Stack Up" a column of air 3 feet in front of the grill. That 3 foot column of compressed air would knock you down before the car ever touched you.
That doesn't happen now with the new, much sleaker front ends.
I was fortunate enough to get to read all of the Aerodynamic testing and Wind Tunnel testing reports that Chrysler did back in the 70's. Pete Hamilton drove for us and he received copies of the reports and data from Chrysler because he was a Chrysler Factory Driver for Richard Petty, Jack Housby, and then for Cotton Owens..
It was some very, very interesting stuff.