As most will be aware most of the Supercars teams have, albeit way behind schedule, at least done a shakedown run with their Gen 3 cars. The delays were generally blames on a lck of parts to build the cars.
SUpercars themselves have copped a lot of flack for the delays, and indeed a late finalisation of spec on the cars, with engine parity and aero parity at the top of that list.
The engine parity, with the exception of some uncertainty and argument over ECU mapping in relation to gearbox change points.
In the last couple of weeks Ford have been very vocal in terms of their belief they are disadvantaged in the specification that was set. Indeed confusion arose as to whether the final aero packages had indeed been signed off. A state of confusion exists to ay the least.....
Todays news only give cause foir the confusion to rise, despite the cars now testing and the Newcastle season start fast approaching. (March 10th)....
Gen3 Supercars set for further aero testing
Supercars is likely to conduct further aerodynamic testing on its Gen3 cars before the season starts. The tests known as VCAT (Vehicle Control Aerodynamic Test) were initially done on an airfield as it has always been, back in November. AFAIK VCAT Validation (the final spec for the Ford and Chev cars) has still not been confirmed.
It seems the arguments currently surround not so much the overall / total downforce variance of the two brands but more relates to the balance of front and rear downforce. The target of Gen 3 was for the cars to have less overall downforce.... by about 65% over Gen 2.
The problem, according to figures from both sides, is ,
the Mustang either has or is claimed to have more front downforce and less at the rear than the Camaro.
That would make the Ford a better qualifying car, at least at most tracks which the Championship visits, but give the Chevrolet the upper hand over a race distance.
One prominent paddock figure said recently, “Right now, they reckon that the Fords will be faster over a lap but the Chevy’s are going to win all the races."
“The way the aero balance has worked out, [the Mustang has] got too much front and not enough rear, and the Chevy’s the opposite.
“Obviously, over a distance, you always want rear downforce for tyre life, especially when you’ve got less aero – the tyre’s going to chew out more, especially at the rear.”
It is believed that VSDs, defined in the Supercars Operations Manual as “vehicle specification document containing the relevant requirements which are specific for a particular make and model of Car”, have not been finalised despite an Operations Manual now being issued for the 2023 season.
Whether the additional aero testing takes place at an airfield or as part of the general circuit testing seems to be undecided.... just that there might / maybe / will be additional aero testing undertaken. Perhaps.
WHAT. A. BLOODY. SHAMBLES.
Conjecture on my part..... As an aside
I had noticed that the finished Chev's now have endplates on the front splitter but the Ford is open ended. I wondered why that would be but I guess with todays news it is a move to increase front end on the Chevs and reduce the Ford front end downforce..(They were initially both similar on the prototypes in testing.)
Obviously an endplate will concentrate more air to increase front downforce than the unfenced Ford version which allows air to spill off the end.
Here is a pic first of the Chev showing the fence / endplate on the end of Chev front splitter
And the Ford equivalent without endplate.