Across all race series and vehicle types, Ford Racing Advanced Technology is constantly working to improve technologies applied to our racing and also, in time, our street vehicles. Check out our recent advancements in the following fields.

Aerodynamics
Vehicle Dynamics
Rapid Prototyping
Powertrain
Electronics

AERODYNAMICS
Aerodynamics is part of the discipline called Computational Fluid Dynamics, which studies air or fluid flow on any component. In addition to aerodynamics, CFD can be applied to powertrain cooling, brake cooling, engine breathing, heating, air conditioning and many other areas. Ford worked on the NASCAR Fusion's shape from the program's inception, and that car has achieved success right from its first race. Ford developed an analytical wind tunnel, with the vehicle modeled in detail. This tool can be used for many different purposes, and engineers can study aspects that are difficult to assess in a real wind tunnel. The race teams get improved performance, because the better we understand these dynamics and the tools for studying them, the better the racecars will perform. Winning is the desired result, achieved in a cost-effective, efficient way. These are the same tools and analytical methods used by mainstream engineers to improve such areas as fuel economy, handling and wind noise in future Ford products. Working in racing allows Ford to apply the programs, actually change parts, and get very rapid feedback—all of which help develop tools, methods and knowledge much more quickly.

VEHICLE DYNAMICS
In the area of vehicle dynamics — steering, acceleration, braking, and handling — Ford has developed full-vehicle computer models that simulate interactions with actual race tracks. With our Automated Dynamic Analysis of Mechanical Systems models Ford tests race car setups long before the actual car ever turns a wheel on a track. The model incorporates race tires, aero forces, 6-speed transaxles, shock valving, and even fuel cells with variable volume, providing a very complete picture of what's really going on. The race teams save time and money because less on-track testing is needed. They have a better chance of arriving at the track with the proper setup, which gives them more time for productive fine-tuning with their limited track time. After the race, Ford downloads the actual performance data and correlates it with the computer model, providing validation and moving the model closer and closer to reality. The engineers have to be very creative with new ideas, and they have to develop them quickly. For instance, the original Stewart Grand Prix Formula One chassis development went from blank page to first race in less than a year. For that project Ford used its new kinetics and compliance machine to assess and analyze the stiffness of the chassis and actual movement of the suspension. Race car performance data is a quantum leap from a production car's, but the analytical processes are the same. Ford is using these new tools in developing and tuning prototype vehicles that will soon see production. These testing and analytical techniques reduce costs because fewer prototype vehicles are needed and development time is considerably shortened.

RAPID PROTOTYPING
An application of rapid prototyping was in the development project for new NASCAR racing cylinder heads. Ford developed a complete CAD surface for the new head and then used our stereo lithography technique to make a plastic-resin head right from the CAD drawings. This plastic-resin piece can be bolted to a block to test all the aspects of fit and packaging, and it also can be used for actual flow testing, without ever doing a casting. All told, Ford got the cylinder head it wanted for racing in record time. Ford also improved the engineering development process, and now it's ready for use on the next production engine project.

POWERTRAIN
Ford has used computational fluid dynamics to study better ways to make engines breathe: intake, combustion and exhaust modeling. We're also using Finite Element Analysis tools to reduce weight and improve structural integrity. Our objective is to make engines that are very strong and also very lightweight. Actual components from such a race engine probably never will go into mainstream production, but Ford-Cosworth did develop a new FEA methodology for things like crankshaft torsional stiffness, which is now used in production engine work. The processes, analytical tools and methods that race engineers develop are immediately transferable to mainstream engine programs. They reduce costs and shorten development time, while customers get improved reliability, reduced noise, vibration and harshness, and improved power and fuel efficiency.

ELECTRONICS
Since about 1985, Ford and its technology partners Visteon and the Pi Group, have developed many electronic systems in racing. These include engine control computers, telemetry systems, drive-by-wire throttle control, traction control and active suspension systems. Elements from many of those technologies already have found their way into production cars; others are ready and waiting for production applications. Many of the electronic systems developed for this display are not racing-specific, and Ford engineers are already using much of that technology in production driver displays. Another element is the communications controller unit. It collects all the car's electronic data— from the engine, the gearbox and various chassis components—and sends the data where it needs to go. That could be to the driver display unit, or via telemetry to the pits for immediate analysis, or to the on-board data-logger for later downloading and analysis. This technology will be finding its way into future generations of monitoring and diagnostic systems for Ford production vehicles.