F1 - GP (General Purpose)

i'd like to have the money they spent just on the computer time to do the CFD...

and it will change every few races

I wonder how many other races will be scrapped this season?

.

bite your tongue... none i hope

not F1, but...

http://www.youtube.com/watch_popup?v=4TshFWSsrn8&vq=medium#t=35

thx to Doogle

I want him as my getaway driver when I knock over the Casino Monte Carlo.

(Loved the “Obama can’t” Segway part.)

i heard that... can't figure if the silver handle lever is a rear brake or front or what since it shifts on the wheel

Wasn't Ken Block the first Stig on Top Gear?

.

don't know... but it must of taken a month just to plan the course

James Garner did it better....

Don’t know if you have seen these two sites:

The first is Peter Windsor’s The Flying Lap which is an Internet Video Show covering F1.

http://smibs.tv/the-flying-lap

The second site is Craig Scarborough’s ScarbsF1 which provides interesting F1 tech analyst.

http://scarbsf1.wordpress.com/

thx...

Since 2009 the regulations regarding the floor have been interpreted in a literal sense to allow the double deck diffuser (DDD). Indeed the very same rules were exploited to a lesser extent under the previous rules, but this only produced small extra channels in between the outer and middle diffuser tunnels. With the major cut in aerodynamic aids for 2009, several teams sought to find a way to gain more expansion ratio from the smaller diffusers. In essence the loophole exploited the definition of surfaces formed between the step and reference planes. Multiple surfaces allowed fully enclosed holes, which fed the upper diffuser deck that sat above the 175mm lower diffuser. This allowed diffuser to be significantly larger in order to create more downforce. Notably Brawn, Williams and Toyota launched 2009 cars with DDDs. Other teams soon followed suit in 2009 and last year every car exploited the same loophole. Over the winter the FIA acted to close the loophole, by enforcing a single continuous surface across a 90cm span under the floor. In a stroke this banned the double diffuser, there being no scope to create any openings in the floor to feed the upper deck.

Single Diffuser

Double Diffuser

Exhaust Blown Diffusers
Another approach to regain lost downforce was the re-invention in 2010 of the exhaust blown diffuser (EBD). This used high energy exhaust gasses to blow the diffuser, the faster throughput of flow under the floor increased downforce. Two methods of EBDs were used in 2010, one blowing over the diffuser and the second blowing inside the diffuser. This latter solution was more effective at driving flow through the diffuser and created more downforce. However this necessitated a hole made into the diffuser to allow the exhaust gas to enter, I‘ve termed this method an ‘open fronted diffuser‘.

2011: No openings allowed in the yellow 90cm zone, outside certain holes are permitted

A by product of the 2011 rules intended to ban the DDD, also stopped this open fronted diffuser solution. However the rules enforced the continuous surface only across a 90cm width of floor and the diffuser is allowed to be 100cm wide. Thus a 5cm window was allowed each side of the diffuser.

Outer Blown Diffuser – Solution

Red Bull Diffuser: Flow passes under the outer 5cm of floor into the diffuser

Red Bull and Ferrari appear to have found this loophole simultaneously. Recently Sam Michael pointed out this was probably the most efficient way to blow the diffuser under the new rules. As Red Bull appeared with this set up first, its often termed the Red Bull Blown diffuser.

What these teams have done is to open up the floor 5cm either side of the diffuser, then route the exhaust towards this opening. The exhaust gas gets collected by the coved section of floor and this directs the high energy gasses under the diffuser, to recover some of the losses from the more open diffuser allowed last year.

Front Exit Exhaust

Renault Front Exit Exhaust: Flow passes wide around the floor before entering the diffuser

Renault meanwhile turned the problem on its head. As the aim of the EBD is to increase flow under the car, they pointed their exhaust at the front of the floor. I’ve had it confirmed to me by two ex-Renault sources that the exhaust does indeed mainly flow under the floor.

The exhaust pipe outlet sits above the step plane just ahead of the leading edge of the floor. This is not simply blowing out horizontally and across the floor, but is ducted slightly to blow downwards and backwards, this is roughly in line the with the flow trailing off the “V” shape above the splitter. Along with the strong vortices set up by the splitter, vanes and bargeboards, this makes the floor appear wider than it is. The flow will go out beyond the floor and then curl back in and under the floor. Some flow will inevitably pass over the floor, but the most of the energy will be driving more flow under the floor to the diffuser.

McLarens Slit Exhaust

The slit above the floor is visible. Copyright: Liubomir Asenov

No conversation about exhausts this year, would be complete without some speculation about McLaren. Amongst the several exhaust systems run by McLaren over the pre-season tests was a “slit” exhaust. This appeared at the first Barcelona test, but did not seem to appear for the second Cataluña test. The exhaust collector could be seen to duct towards a double thickness section of floor ahead of the rear wheels. This section was also interesting for its longitudinal slot, this slot was not large enough to be the actual exhaust outlet, This might be a cooling slot, or to improve the flow from above to beneath the floor. I beleive the Exhaust is actually below the floor. As when the car ran the same floor with a conventional exhaust outlet, there appeared to be a removable section of floor ahead of the rear wheels. Being just outside of the 90mm opening rule, the floor ‘could’ be opened to allow an exhaust to blow through to underneath. If sculpted correctly, the exhaust could be ducted back inboard and blow towards the diffuser from under the floor. It’s possible that this could be in interpretation of a legal opening, assuming it met the maximum fillet radius rules.
I’d expect the resulting exhaust outlets to be a long wide slot, this wider outlet would be needed to meet the maximum radius rules and also reduce the back pressure from the tight curve of the exhaust outlet. As the exhaust would have a tortuous bend, to curl back under itself to direct the flow inboard, rather than out wide around the rear tyre.

Mac Slit: The exhaust might exit beneath the floor in a long narrow outlet

Written by scarbsf1

March 22, 2011 at 8:28 pm

Posted in 2011 Launches, 2011 Rules, 2011 Testing, Exhaust Driven Diffuser, F1 2011, Ferrari F150, Force India VJM03, Front Exit Exhaust, Generic Technical, McLaren MP4-26, Red Bull RB7, Renault R31

Floors and Diffusers – The basics explained

with 15 comments

An F1 car is a complex vehicle, a lot of emphasis is placed on the things we can see, the wings and bodywork. Sometimes we can talk about less visible items such as engine, gearboxes, suspension or even electronics. But perhaps the least visible and detailed part of the car is the underbody. The floor and diffuser, that together create nearly half the cars downforce, for almost no drag. Underbody aerodynamics have been the key to F1 car’s ever faster laptimes. All we ever see of the underbody is the exit of the diffuser and sometimes, if seen from a low angle, the step under the cars floor. To aid explanations in my other articles on underbodies, I have summarised and simplified what the underbody consists of.

Reference plane

Reference plane: Red

This is the datum for the cars dimensions and is effectively the lowest part of the cars floor. When the old flat bottom regulations, dating back to the banning of ground effects in 1983 were revised in the wake of Senna’s 1994 crash, the floor has had to have a step along its length. So we see the stepped shape of the car in frontal profile, with the reference plane sitting lowest in the middle of the car. This step cannot be wider than 50cm or narrower than 30cm, the reference plane must by flat and run continuously from behind the front wheels to the rear axle line. The Reference planes leading portion, also forms the splitter, also known as the T-Tray or Bib.

Step plane

Step Plane: Yellow

Above the reference plane is the step plane, this is effectively the underside of the sidepods. This must sit 5cm above the reference plane. Again the surface must be flat and run from the complex regulated bodywork zone around the front of the sidepods to the rear axle line. A large clearance is mandated around the rear wheel to prevent teams sealing off the floor against the rear tyres.

Step or Transition

Step: Orange

In between the reference plane and step plane, is the step itself or transition. Simplistically there must be a vertical surface in between these two planes. Any intersections of these surfaces are allowed to have a simple radius to be applied, with a 2.5cm radius on the step plane and a 5cm radius on the reference plane.

Plank

Plank: Brown

Not considered part of the floor for measurement purposes, the plank is a strip of wood placed under the car to enforce a minimum ride height. The FIA technical term for this part is the skid block, although this term is rarely applied. Holes in the plank allow the cars reference plane to sit directly on the FIA scrutineering jig, for legality checks over the course of a GP weekend. Titanium skid blocks are allowed to be fitted in certain places in the plank and their wear is measured to ensure a car is not grounding from excessively low ride heights.
The plank can be made in two parts to make removing the floor easier, bit the front section must be at least 1m long. This must be made of a material with a specific density, to prevent excessivley heavy or hard planks producing a performance benefit. Typically the plank is wood based, eiterh jabroc a laminate of beechwood, although more exotic blends of woods and resins not unlike MDF have been used. The plank is 30cm and 5mm thick, any holes made into it must conform to a FIA template.

Diffuser

Diffuser: Yellow

A purely flat floor would probably produce lift rather downforce, so the rules have allowed a diffuser to be fitted to the rear of the underbody since 1983. Before that date there were no rules demanding floor dimensions and diffusers were the full length ground effect tunnels that typified the wing cars of the late seventies and early eighties.
A diffuser creates downforce by creating a pressure differential, with low pressure beneath and higher pressure above. The larger a diffuser is, the more expansion ratio is has, thus more potential to create downforce. Diffusers were limited to a simple 100cm width, 35cm length and 17.5cm height from 2009. Then for this year the height further reduced to just 12.5cm. This massively reduces the potential of the diffuser to create downforce compared to the previous rules. Diffusers are allowed to have fences, but the fences and the diffuser itself must not form undercuts when viewed from below. Which is why we see the simple vertical fences and jelly mould curvature.

Other rules around floors
Overriding all of the above rules are broader regulations covering holes and flexibility. No unsprung part of the car can be visible from below the floor. Typically this means anything, but the suspension and additionally the wing mirrors. This means that no holes can be made into the floor to let flow in or out. The underbodies surfaces are termed bodywork within the rules, there is no term ‘diffuser’ or ‘wing’ mentioned in the rules. Just as with any bodywork in the rules, these parts are not allowed to move or flex. For the floor in comparison the wings, there are few deflection tests commonly carried out, the main one being the splitter deflection test.

Exploitation

Double Diffuser

Over the past two year these rules have been exploited by teams. Firstly the interpretation of holes in the floor and continuous surfaces. This lead to the openings that allowed double diffuser. Effectively the step formed two separate, but individually continuous surfaces, allowing airflow to pass up above the step plane into the upper deck of the diffuser. This rule has been clarified for this year and a single continuous surface must be formed under the floor.
Additionally the flexibility of the splitter has been brought into question, teams were believed to be flexing the splitter upwards, new more stringent tests were introduced in 2010 to stop this.

Safety First - Mercedes GP on the safety car

Since its formal and permanent reintroduction to the Formula One regulations in 1993, the safety car has played an increasingly prominent and important role in the sport. Last season set a record for the total number of safety car deployments in one season, with 40 percent more than the next highest season (2008). In total, eight percent of the season's laps were completed behind the safety car in 2010. Mercedes GP explain more…

Q: What changes have been made for 2011?
A: The rules have undergone subtle revisions for the 2011 season to further improve both fairness and safety. The safety car speed limit, which represents a decrease in lap time of approximately 20 percent, will now be enforced over two laps instead of one, meaning all cars should be able to pit - if they wish to - prior to the safety car being deployed on track. The pit-lane exit light will remain green for the duration of the safety car period, while no car may enter the pits during a safety car deployment unless for the purpose of changing tyres. This rule does not apply should the safety car itself need to use the pit lane.

Q: Can the safety car still be used to strategic advantage?
A: The safety car can still be very much used to advantage by teams if correctly managed. It could allow you to gain track position relative to rivals with the advantage of fresher tyres, or remove a planned tyre stop from the race.

Q: How is the safety car integrated into strategy planning?
A: The safety car is factored into race strategy as a percentage probability. This probability varies according to factors such as: the ease of clearing an incident by marshals; circuit layout and overtaking opportunities; the likelihood of wet weather. The team also holds accurate statistics on accidents and safety car deployments during the last ten years, and these are categorised as random or circuit-specific to determine the likelihood of recurrence. They are then used to determine the probability of a safety car occurrence during the race.

Q: What is the probability of having a safety car in Malaysia?
A: The precise calculations used by the team remain confidential. However, there have historically been very few safety car deployments in Malaysia - just two in the past ten years. This can be expressed as a 'rule of thumb' probability of 20 percent (signifying two of ten races featuring the safety car), one of the lowest values of the entire season.

Q: How does the later race start time affect the safety car probability in Malaysia?
A: The race has been run in the late afternoon on just two occasions. The first, in 2009, saw the safety car deployed once on Lap 32, immediately before the race was red-flagged and ultimately abandoned on Lap 33. Last year's race featured no safety car periods at all. However, the probability of rainfall significantly increases with the later start time. Furthermore, rainfall in Sepang is unpredictable owing to its convective rather than frontal nature; this typically translates to very intense rain that begins very suddenly.

Q: Which circuits have the highest probability of safety car deployment?
A: The highest-probability circuits are Brazil, Melbourne, Monaco, Spa and Singapore. The race in Singapore has been a total of five safety car deployments in three races, and carries a 100 percent safety car probability based on historical data.

Q: Which circuits are the least likely to see the safety car deployed?
A: In addition to Malaysia based on historical data, the lowest probability circuit are Hungary and Bahrain. Both have significant run-off areas and a low probability of wet weather.

Q: How often was the safety car deployed during the 2010 season?
A: The 2010 season saw a total of 21 deployments. This more than doubled the total from 2009 (10 deployments) and was some 40 percent higher than the previous highest number recorded in 2008. The 21 deployments accounted for a total of 92 laps, or eight percent of the season's total race laps.

Q: What was the longest-ever safety car period?
A: The longest safety car deployment came in Japan in 2007, when the cars completed 26 laps behind it at the start of the race. This figure was neared in 2010 in Korea, when the first 24 laps of the race were completed behind the safety car. The most deployments in a single race came at the 2007 Canadian Grand Prix, with five deployments. Last year, two races featured four deployments: Monaco, which finished behind the safety car; and Korea, which started behind it.

sorry the pix dint transfer...

Bill Milliken, seated, prepares to cut his birthday cake, with his wife Barbara at his side.

In honor of 'a great friend'

Friends, fans wish Bill Milliken a happy 100th

WATKINS GLEN, April 17 -- It was a party a century in the making.

More than 100 friends, family and admirers were on hand Saturday at the International Motor Racing Research Center in Watkins Glen to celebrate the 100th birthday of Bill Milliken, one of the few surviving racers from the first Watkins Glen road race in 1948, a former race official and a renowned engineer.

The visitors Saturday came from near and very far, the latter a category claimed by Geoff Goddard, a professor of Motorsport Engine Design at Oxford University in England, who has known Milliken since the 1970s and worked with him on and off on various engineering projects.

Milliken himself made the trek from his home near Buffalo, in a car with his wife Barbara, son Douglas, daughter Ann and Douglas's girlfriend, Donna Lewis. His birthday is actually on Monday, April 18.

When the guest of honor walked into the Research Center, it took him 15 minutes to work through the crowd of well wishers to an easy chair on the far side of the room. Once there, he greeted more people, then listened to speeches, made a short speech himself, cut his birthday cake, and then settled in to sign copies of one of his books, Equations of Motion, that was on sale at the Center.

*****

That is the outline of the celebration in a nutshell, but there was so much more going on, and it was in the words being spoken.

There was speaker Michael Argetsinger, an author of several racing books and a man who has known Bill Milliken for most of his life. The Argetsingers and Milliken go back about 65 years, said Michael's brother J.C. in introducing Michael. J.C. is president of the Racing Research Center.

"Bill has this great spirit," said Michael. "He always encouraged us (the Argetsinger children) to challenge ourselves and do interesting things. He's a great friend and a great man who I admire tremendously."

Michael read some excerpts about Watkins Glen from Milliken's Equations of Motion, and then concluded, his voice breaking: "Thank you for being an inspiration and a friend all these years."

And there was J.C.: "Bill had a profound impact on the Argetsinger family ... and was always generous of his time.

"He is truly a living legend who has always led his life at a hundred-mile-an-hour pace. His name is synonymous with racing and especially with Watkins Glen.

"He's an excellent engineer, excellent in everything he has attempted to achieve, and yet still has the heart of a boy. That's the magic of Bill Milliken."

And there was Michael Bentley, publisher of Milliken's Equations of Motion, who said that he found, in working with Milliken, that Bill was unlike most other authors. He was "open minded and flexible," said Bentley, "but it was clear he knew what he wanted to say and what was important to him. I never worked with anybody with as little ego as Bill."

And there was Milliken himself, who -- seated near the front of the room and looking out across the crowd -- took the microphone briefly to say: "I never knew I had so many friends. One not here who made it all possible was Cameron Argetsinger (late father of the Argetsinger clan, a racing pioneer, and a man with whom Milliken was inducted into the SCCA Hall of Fame in 2005). Cam was the lifeblood of the whole action. If there was one person I would want to see here today, it would be Cam."

*****

Milliken has been many things in his long career -- most notably an engineer in the aerospace and automotive realms, as well as a race car driver. A graduate of MIT, he was in the aircraft industry for 20 years, including a stint during World War II as assistant head of Flight Test at Boeing Aircraft. That job included early flights of the prototype XB-29 and some B-17s.

He was later head of Flight Research at Cornell Aeronautical Laboratory, and there instituted projects derived from his research and inventiveness, including a variable stability aircraft and modern electrohydraulic flight control systems -- concepts far beyond the ken of the layman.

He took to driving in auto races (more than 100 of them), and became one of the founding fathers of Watkins Glen's competitions, but is perhaps remembered best in Watkins lore for one misstep -- a rollover in the 1948 race in his Type 35A Bugatti at what became known as Milliken's Corner. He crawled out from under the wreckage, uninjured, to the cheers of the gathered crowd. He later served as Chief Steward at the U.S. Grand Prix in Watkins.

All of that sparked an interest in automotive engineering, and the application of aircraft technology to it, and it led to four books. The first was written with his son Doug, present there at the Racing Research Center on Saturday and an engineering partner with Bill over the years.

*****

That first book was called Race Car Vehicle Dynamics, a text that Oxford's Goddard said is "required reading for automotive engineers. That book has to be on every engineer's shelf."

But it is difficult to understand, he said, even for an Oxford professor, because Milliken has always been far ahead of the engineering field.

"You never stop learning from Bill," he said. "I'm still trying to understand that book. Talking to Bill is like talking to Einstein. He's a genius."

Goddard said his own career was linked for years to Milliken's -- including work on the Ford Cosworth engine, for years a staple of Formula One racing. "And we worked on other things, on and off. I've known him a long time. He's a great friend."

This was, parenthetically, the first time Goddard had seen Milliken "in quite some time, a couple of years," and the first time the prof had ventured to Watkins Glen. "It's a one-off," he said.

He had flown into Toronto on Wednesday, and ventured to The Glen with friends. They were all returning to Toronto later Saturday, and Goddard was flying home the next day.

While here, he said, he doubted he would get up the hill to see the Watkins Glen International track, "but I think I'll visit the old course" -- the road course inaugurated in that 1948 race.

****

And then there was Michael Keyser, longtime racer and now an author who, after the birthday celebration, would be delivering a speech in the nearby Watkins Glen Elementary School auditorium as part of the Racing Research Center's 50th anniversary of Formula One racing in Watkins Glen.

Keyser presented Milliken with "a birthday card" -- a large sheet with two photos, one of Milliken's crash at Milliken's Corner, and one showing a crash by Keyser in one of his own races.

And Keyser presented his friend with something else: a limerick, "although I know a limerick is five lines, and this is six." He read it aloud:

There was a lad named Bill Milliken, who raced through the streets of Watkins Glen.
With his foot to the floor, he slid past a store, flipped over and went to bed sore.
Bouncing back on his feet, many aircraft he'd meet, applying his motion technique.
Now here in our midst, not far from the pits, he sits on the cusp of his hundredth.
"I want more!" he cries out, with a jig and a shout, still young at heart who'd deny him.
He's here at The Glen with many a friend, and the green flag says start, never end!

Photos in text:

Top: Jean Argetsinger, matriarch of the Argetsinger family, talks with Otto Linton, one of the few surviving members of the inaugural Watkins Glen race in 1948.

Second: Michael Argetsinger, a son of Cameron and Jean Argetsinger, who spoke movingly of Bill Milliken.

Third: Michael Bentley, publisher of Milliken's book Equations of Motion.

Fourth: Geoff Goddard of Oxford, who flew across the Atlantic to be with Milliken on this day of celebration.

Fifth: A birthday gift from racer-author Michael Keyser, showing two wrecks -- one by Keyser and one (on top) by Milliken in 1948.

Sixth: Bill Milliken listens closely to one of Saturday's many visitors at the Racing Research Center.

Otto Linton, who raced in the inaugural Watkins Glen race in 1948, issued some brief remarks, noting that he had known Milliken "since 1946 or early 1947." In the background, from left, are Bill Milliken, Bill's wife Barbara, and Jean Argetsinger.

Left: Bill Milliken upon his arrival at the celebration. Right: Milliken addresses the crowd.

Left: Otto Linton, who -- like Milliken -- raced in Watkins Glen in 1948. A native of Austria, he lives now in Pennsylvania. Right: Photos from Milliken's career were on display at the Research Center.

Oxford professor Geoff Goddard, left, speaks with Milliken shortly after Milliken's arrival at the Racing Research Center.

Pay $650,000 to shave Richard Branson’s legs
***
“As an AirAsia flight attendant, Richard would have to comply to our grooming standards, and that includes shaving his legs,” Fernandes said in a statement released by AirAsia. “Rather than shave him myself, Richard and I thought we could have a bit of fun, engage with our guests and raise more money for charity if we opened up the opportunity to the highest bidder,” the AirAsia founder added.

***
Fernandes has said he will let Branson keep his signature facial hair, but the 60-year-old entrepreneur would nevertheless be expected to wear high heels, put on some makeup and perform all of a flight attendant’s responsibilities.

http://finance.yahoo.com/news/Pay-650000-to-shave-Richard-apf-715744810.html?x=0&.v=1

Pay $650,000 to shave Richard Branson’s legs

Even if I had a spare $650K I would not pay a dime to shave Branson's legs............

Can you imagine how much they could raise for charity of the Donald was involved in a shave-off?

Jenson Button says he wants to finish his Formula 1 career with McLaren. The 31-year-old, who is contracted to drive for the team until the end of 2012, says: "When I finish racing here, I won't be racing in F1 anymore." On the subject of a new deal, McLaren boss Martin Whitmarsh says: "If Jenson wants to do x more years, then I suspect that we could quickly come to an agreement." Full story: Autosport

McLaren will try out "small modifications", which include some aerodynamic refinements to the bodywork, during Friday practice for next week's Turkish Grand Prix, team boss Martin Whitmarsh says. Drivers Lewis Hamilton and Jenson Button say tyre management will be key at the event. Full story: Formula 1

The doctor who operated on Robert Kubica's severe rallying injuries says the Renault driver has showed "encouraging signs of response" in the nerve structure of his damaged right arm. Dr Francesco Lanza also spoke encouragingly about Kubica's functional recovery as the Polish driver targets a return to racing. Full story: 422race.com (in Italian)

Michael Schumacher says he intends to fulfil his three-year contract with Mercedes and then work as an ambassador for the German car company. Full story: ESPN F1

Turkish Grand Prix chiefs insist the door is not fully closed on sorting out a deal to secure the future of the race, despite a reluctance by the government to bankroll a big hike in fees. Full story: Autosport

Nico Rosberg will act as a chauffeur for drivers and guests at the German Touring Car Championship (DTM) which begins in Hockenheim this weekend. Rosberg has even told his Mercedes boss Norbert Haug that he is interested in doing a few test laps in a DTM car.Full story: DTM

Hispania driver Narain Karthikeyan is in mildly optimistic mood as he prepares for next week's Turkish Grand Prix. He reports on social networking site Twitter: "Getting ready for Istanbul, hope things keep improving for us."Full story: Hispania driver Narain Karthikeyan on Twitter

There's no such good mood for Team Lotus driver Heikki Kovalainen as he writes on Twitter: "Bit of a sore throat and ears (?!) feeling like tiny flu so gonna alter my training program taking it easier [for a ] couple of days."Full story: Team Lotus driver Heikki Kovalainen on Twitter

p.s. i’m glad Kubica is out of hospital but he looks white as a corpse...

Tony Stewart, F1 star to swap rides at WGI exhibition

Watkins Glen, N.Y. —

NASCAR Sprint Cup star Tony Stewart and Formula One champion Lewis Hamilton will “swap rides” in an exhibition June 14 at Watkins Glen International, track officials announced today.

Stewart - who has won five Cup races at WGI and is a two-time series champion - will drive Hamilton’s open-wheel car, the Vodafone McLaren Mercedes MP4-23.

Hamilton - a British driver who won the Formula One title in 2008 - will drive Stewart’s No. 14 Mobil 1/Office Depot Chevrolet Impala.
Mobil 1 is sponsoring the exhibition.

WGI spokesman Ryan Lake said track officials hope to open the exhibition to spectators, but haven’t finished working out the details with the sponsor and race teams. WGI will provide an update on whether or not the event will be open to spectators when those details are worked out, Lake said.

WGI hosted the U.S. Grand Prix, a major Formula One race, from 1961-1980.

http://www.the-leader.com/breaking/x173160337/Tony-Stewart-F1-star-to-swap-rides-at-WGI-exhibition