General Motors Refines Simulation Technology to Conquer Uncharted Territories of San Diego and Evolving Chicagoland

General Motors is undertaking a rigorous and sophisticated process to equip its Chevrolet teams with cutting-edge simulation tools, preparing them for the unique challenges presented by the brand-new San Diego street circuit and the significantly altered Chicagoland Speedway. This meticulous approach, led by Keith Rodden, Chief Engineer and Technical Director for GM’s NASCAR programs, underscores the critical role of driver-in-the-loop simulators in modern motorsport, particularly when faced with entirely new or significantly changed racing environments.

The upcoming debut of the San Diego street course on the NASCAR Cup Series calendar presents a formidable task for competitors due to the complete absence of historical data and race footage. GM’s strategy for tackling such uncharted territory begins with the foundational element: an accurate digital representation of the track. NASCAR collaborates with rFactor, a simulation software developer, to provide all manufacturers with a baseline map of new courses months in advance of their debut. This initial scan meticulously captures every aspect of the circuit, from the precise contours of the track surface to the placement of walls, barriers, and other environmental features.

Once GM receives these digital blueprints, the intensive refinement process commences. In the nascent stages of development, engineers rely on visual aids such as photographs and anecdotal feedback from drivers who may have visited the site for promotional events. This qualitative data serves as an initial validation of the track scan’s accuracy. Complementing this, NASCAR works in tandem with tire manufacturer Goodyear to measure the grip characteristics of various track surfaces. This crucial data is then integrated into GM’s simulation tools. To further refine these grip models, GM engineers meticulously analyze the surfaces of the San Diego course and identify comparable surfaces on existing street or road courses. By cross-referencing and adjusting, they aim to create a simulation that closely mirrors the real-world feel and performance drivers will experience.

Rodden emphasized the granular nature of this process, noting that while precise numerical data is paramount, subjective feedback from drivers is equally vital. Drivers participating in pre-race media events, such as bus tours or track walks, often engage in tactile assessments, dragging their shoes across the asphalt to gauge the grip levels. This direct sensory input helps validate the grip data fed into the simulation. "We need to get the visuals correct so that the drivers have markers," Rodden stated. "So just having folks get to the area ahead of time while they’re building the track and getting some good imagery of that is very important."

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Within GM’s simulation department, engineers with personal driving experience play a crucial role in the validation loop. They take the virtual wheel, scrutinizing the simulated track to ensure its behavior aligns with expectations and to identify any discrepancies or gaps in the data. This internal testing precedes the involvement of partner teams and drivers. Rodden highlighted that many elements, including projected lap times, are initially educated estimates. "Just like Chicago street course, we have no idea what the lap time is going to be," he admitted. "We have a target, right? We might be plus or minus three seconds."

Following this internal validation, GM invites its development drivers to further refine the simulation. These drivers spend considerable time on the virtual circuit, providing critical feedback on the track’s characteristics and the car’s setup. Their insights facilitate further improvements, aiming for a simulation fidelity of "eight percent or better" before the official team testing begins. Once the teams start their simulation programs and compare their virtual experiences with on-track realities, additional feedback is gathered. Rodden cited the contributions of drivers like Connor Zilisch, who gained valuable experience on the San Diego site during the filming of the NASCAR vs. Navy film for Amazon Prime. This real-world exposure provides incremental but significant updates to the simulation tools, with refinements continuing right up until race weekend. In the week leading up to the San Diego race, GM was preparing to deploy another substantial update to its simulation tools.

The development cycle does not conclude with the checkered flag. Post-race simulation sessions involving two drivers are scheduled immediately after the event. The objective is to validate the simulation’s accuracy while the track conditions and driver experiences are still fresh in their minds, thereby enhancing the model for any future races at the venue.

The challenge at Chicagoland Speedway, while different, is equally complex. Although teams and manufacturers possess historical data for the track, it has not been updated in years, and the current generation of Next Gen Cup cars has never competed on its weathered surface. GM begins by integrating existing track data with the specific car model of the Next Gen Cup car. Rodden’s personal experience driving the simulator revealed initial setup challenges, particularly with shock limiters. "I got to drive the Cup model around and with the limiters around the car, it was very, very rough," he recounted. "If you attacked the bumps in three and four wrong, you were spinning around very quickly. So we did quite a bit of work on it."

A tire test conducted by NASCAR and Goodyear in April, which included a rescan of the track by rFactor, confirmed that Chicagoland’s surface has indeed become rougher with age since its last Cup Series race. This necessitated adjustments to all previously developed and tested models to more accurately reflect the anticipated driver experience.

The advantage of a long-standing track like Chicagoland lies in the ability to conduct comprehensive testing well in advance of the race. This includes utilizing wheelforce transducer tests, which provide manufacturers with detailed force and moment data on the cars. These transducers, mounted on each wheel, measure longitudinal, lateral, and normal forces, along with aligning moment, overturning moment, and rolling resistance moment. This real-world telemetry, combined with other data, allows for the refinement of tire models within the simulation tools. Furthermore, these on-track tests help validate critical settings, such as shock adjustments, particularly for the Cup cars’ aero-dependent shock limiters. Improper settings can lead to bottoming out and potential incidents, especially on uneven surfaces. "It sounds like there’s some danger for the shock limiters if you get it wrong," Rodden commented, drawing a parallel between Chicagoland’s bumps and those at Pocono.

Rodden confirmed the significant degradation of the Chicagoland surface, comparing its aging process to that of Darlington Raceway, and anticipates a challenging race for drivers. "Chicagoland, it’s like you’re always turning," he observed. "You’re barely straight there. You’re straight there just for a second in the middle of the back stretch." Based on his observations from the tire test and the track’s historical characteristics, Rodden expressed optimism for competitive racing upon the Cup cars’ return. "It’s a fairly unique track, but I’m looking forward to it," he stated. "I hope that it’s spread out, the groove widened out at the tire test. So I’m hoping that that continues for the race weekend."

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