Close enough, right?
Story by Tim Sharp
20/20 future vision? Surely the title of this particular story contains some misleading advertising. Am I really suggesting that I or any one could have 20/20 vision when it comes to looking into the future of racing? Of course not. 2020 actually refers to the year which we picked as a reference date for this article, which asks the question, "Where will racing be in the year 2020?" I pondered the question and started digging through my Aadvanced Technology file.
If you would like, however, I can first illustrate some examples of misleading advertising. For years, auto manufacturers have capitalized on racing technology. In advertisements, some of them even proclaimed, "Ideas our engineers developed on the race track have made your car safer, better performing and more reliable."
Half true. To hear these manufacturers orate, you would think that their engineers invented the rearview mirror, seat belt, front spoiler, fixed rear wing, trim tab and movable rear wing.
In reality, all of the above technological advancements were invented by race drivers. Yes, some of the drivers did have a formal education in design or engineering, but most learned through empirical ontrack experiences.
For some examples of driver innovatio"n, examine the area of aerodynamics. Richie Ginther is credited with introducing the rear spoiler. Dan Gurney improved the rear spoiler's effectiveness with the trim tab (Gurney tab). Jim Hall made rear wings adjustable so that they could be trimmed for less drag on the back straight.
Then Hall took things even further. His incredible sucker Chaparral Can-Am car would stick to corners better than peanut butter adheres to the roof of your mouth. (Hall is a race driver and engineer who worked with manufacturers, but he was not one ·of their engineers.)
Jim Hall was rewarded for his engineering genius by having his race cars banned from the Can-Am series. Some years later another famous innovator, Andy Granatelli, was similarly rewarded for his efforts. His all-wheel-drive, turbine-powered formula car was banned from the Brickyard. Hall's and Granatelli's minds and cars were just too quick for the competition; thus their ingenious, unfair advantages were taken away.
If they were being honest, here is what auto makers would really say in their advertisements: "Some things we learn in racing will find their way to your street car. We will give you the appropriate racing technology when we feel you are ready for it, unless that technology puts us at a competitive disadvantage, in which case we will lobby against it and you will never see it."
The bottom line is that every racing series is in reality a quasi-spec series. The only difference is that some spec series are far more expensive than others. F1 is at the upper end of the cost spectrum, Showroom Stock cars would be near the bottom.
To give engineers their due, it is more likely that they will be the ones to develop most of the racing technologies in the future. Because of the advancements in automotive electronics and computer-aided design, each year it becomes more likely that new automotive technologies will come from engineers rather than race drivers. Seat-of-the-pants engineering is giving way to computer-aided engineering.
In what seems like a former life, I was the executive vice president of an advanced automotive product design and development firm. We worked almost exclusively with OEs (manufacturers), and it was our job to invent new proprietary products and systems for the auto industry. I worked on projects with our designers, engineers and fabricators as well as with some talented OE advanced engineers. Big companies would have called our group a think tank, but we called ourselves car guys.
Surprisingly, I found that most technological innovations already existed in some form or another. The key to innovation and invention is really the building upon existing technologies or the transfer of technologies from aerospace or electronics into the automotive field. Thus, for me, predicting which new technologies will be available to auto racing in the future is not that difficult.
What is most difficult, however, is predicting which technologies will get the necessary manufacturers' support for future development. Without automotive OE support, even the greatest new automotive technology will not succeed. Money drives advanced automotive-technology-on and off the track.
Do not be surprised if many of the advanced technologies which I discuss in this article never reach the race track or the automotive mass market. Many outstanding new advanced technologies will fall victim to a product planner's retirement, a bean counter's ax or a motorsports rules committee's political veto. As many technological innovators and race team owners will attest, the automotive/race business is a political arena with its own unique set of rules.
In formula cars, look for fully-enclosed cockpits with Lexan canopies which can pass the "300 mph chicken impact test" that jet fighter canopies go through. This innovation will also require an efficient ale unit. Look for inflatable, air-conditioned "g" suits also like those used in jet fighters. In race cars, the suits will not be used so much to withstand the g pressures, but for added initial impact crash protection.
Look for helmets with heads-up displays including four-corner-intrusion warning systems which will visibly and audibly tell a driver when another is attempting to pass on the inside or the outside. Touted as a safety feature which alerts the driver to a competitor who is between wheels or in his blind spot, this system will also help drivers fend off passes. This system will make the expression "He drives with his mirrors" obsolete. The new expression will be "He is a techno-geek blocker."
On-board infrared pyrometers which scan and monitor the inside, center and outside temperatures of each tire will let the driver know if he has a defective tire or if he is overheating his tires during a long race. This will make every driver as good as Ron Fellows is at managing his tires during a race.
Integral electronic ABS, traction control, ride height and yaw control systems are already here. The question is whether F1, CART or anyone else will allow their combined use in racing in the future. Remember, since every race series has rules, it is a quasi-spec series. At some point, even the most wealthy F teams will oppose specific advanced technologies if the cost is too high.
In closed-wheeled sports cars, all-wheel-drive systems have been successful–maybe too successful, as Audi found out in the TransAm series. Depending on weight penalties and upon the development of externally adjustable, torque/speed-sensitive GeroDisc differential systems, AWD may be the wave of the future.
For example, the patented GeroDisc (ASHA trademark) limited-slip differential system can be externally adjusted to match torque and speed requirements of different tracks. Since it is mechanical, it does not fall into the oft-banned "active electronic control system" category.
Using advanced CAD/CAM and Finite Element Analysis computer programs, which can orient various patterns and arrays of aramid fibers, it will be possible to design and build race cars using filament winding over a pattern while also using a secondary clam shell mold process. Thus, like aerospace wing tanks, the bulk of a fo1mula race car monocoque chassis can be built in a virtually seamless fashion. This technique could result in a stronger, lighter and safer formula car chassis.
Full hydroform chassis construction, however, has a much better likelihood of seeing production in high performance street cars. Currently, the Corvette C-5 is using hydroformed tubing in its new chassis, and GM built some complete hydroformed Fiero prototypes with TI Industries some years back.
Hydroformed chassis are better than stamped steel construction chassis because they do not use hundreds of small stamped pieces which are spot-welded together. Instead, they use 20 to 30 large-diameter tubes which are stronger and more torsionally rigid. In steel, a hydroformed chassis can be 25 percent stronger and 25 percent lighter than a stamped steel chassis. In aluminum, the chassis is lighter yet.
Hydroformed tube construction is similar to that of a NASCAR tube chassis. However, the tubes have thinner walls and are more easily formed into shapes. First, a tube is bent by a numerical tube bender. Next, the tube is placed into a clam shell mold and filled with oil to 20,000 psi. When the mold closes, hydroforming can make a round tube rectangular, or almost any shape you want it. (The oil filling the tube provides the resistance for this process to work.) Less welds and more tubing also make the hydroform chassis relatively rattle-free and more crashworthy.
Composite front upper and lower living control arms are another concept being tested. Laminated composite control arms which are solid mounted to the chassis can work as both a front control arm and a spring. Since living control arms can move up and down with designed in resistance, there is no need for a spring. However, they are designed to resist fore and aft torque forces, thus keeping the front wheels from changing camber and caster significantly under cornering or braking.
The Panoz GT1 foreshadows the possibility of ground effects for production street cars. With intelligent engine and passenger packaging, it is possible to apply racing ground effects to production street machines. Innovative structural chassis boxes may also serve as air channels which can provide negative lift when air is guided over inverted airfoil panels.
In addition, aerodynamics engineers like Dr. Katz of San Diego State have been working to perfect computer-simulated wind tunnel formulas. Having worked on aerodynamics for Ferrari, GTP and CART teams, Dr. Katz can scan, wireframe and computer test almost any race car model in his computer. With his system, more than 90 percent of the aerodynamic testing of a race car can be done before a full-scale car is built. Slight changes in body and wing designs can be done long before a car hits the track.
Mechanical systems which evacuate air from beneath a car without the use of auxiliary engines (like the snowmobile engines used on Jim Hall's famous sucker Can-Am car) are also viable. By adding Lexan skirts and speed-sensitive ride height systems, even street performance cars will be able to add 30 percent to 50 percent more downforce at speeds in excess of 65 mph.
Living composite wheels which are between 26 and 32 inches in diameter will pave the way for new race tire technology. With wheels which are designed to give at a measured rate at the rim, perhaps it will be possible to have 25-series tires. These hybrid rubber/composite or variable durometer urethane tires will have no air in them. Voids in the inside rim surface itself will allow for sufficient tire cooling without air.
The extreme low profile of the tires will minimize the amount of lateral distortion of the sidewall and make tires more consistent during the course of a race. However, the living composite wheels and ultra-low profile tires will place even more importance on the precise tuning of the race car's suspension.
Tire air gauges will give way to car-mounted infrared pyrometers and onboard tire compound spectral analyzers. Between these two readings, the driver (and possibly the crew chief, too) will know when the tires are going bad.
Sequential automatic transmissions will improve, add more gears, and will probably replace transmissions using foot clutches. This could be a good thing if both the throttle and the sequential shifter become mounted on the steering wheel. This change will allow for the addition of a second brake pedal (and second dead pedal) which could either control left or right bias or front and rear bias braking depending upon the racing venue (off-road, oval or road circuit).
However, the importance of the transmission itself will depend on the types of engines being used in the future. Some future engines and motors which wind to incredible rpm are less likely to need exotic six-to-eight-speed automatic gearboxes.
Most likely, the conventional internal combustion engine will remain in favor, with and without turbochargers or superchargers. While there will be advancements in ceramic pistons, composite connecting rods, fuel management systems and so on, auto manufacturers will probably oppose any radical rule changes in racing. If NASCAR engines change at all, they will switch to a 4.0- to 4.5-liter, 32-valve V8 engine formula. (Thirty-two-valve V8s will have become commonplace in domestic sedans by 2020.)
However, either with or without another energy crisis, it is likely that a hybrid or alternative energy racing series will gain momentum. No, not another boring solar or electric car series, but an LEV (Low Emission Vehicle) venue which will offer up some incredibly fast, high-tech race cars. Here are a few possible examples:
Hybrid Turbine/Electric: Looking ahead to California CARE and future federal low emission standards, it might make economic sense to manufacturers to showcase their next generation of green cars on the race track.
A compact and powerful turbine generator which feeds high-tech batteries and capacitors and drives two high-output electric motors is one way to go. One electric motor will be upfront to drive the front wheels, and one will be in the back to drive the rear wheels. An AWD system can be used to harness the power, which could be substantial using a turbine as a generator.
Regenerating braking systems, where brake energy is turned back into electricity, can also be used if auto manufacturers really want to appear politically correct. The key to the success of the hybrid turbine/electric race car will be the concurrent development of lightweight batteries, capacitors and computer systems which can effectively manage the transmission of electricity for maximum power. Look for the reincarnation of Chrysler's Patriot race caronly on steroids.
LEV Hydrogen Rotary: Don't laugh. The rotary engine may come back, only this time sucking hydrogen instead of gasoline. Making fuel out of water has an incredible appeal to automakers and environmentalists alike. The rotary engine design looks like a good system to make hydrogen power work, but fuel volatility issues must be resolved first.
Flywheel Technology: Remember when you were a kid and played with friction-flywheel cars on the floor? Well, this concept is like that, only waaaaay more advanced.
NASA uses an elaborate series of composite flywheels which operate in a vacuum to power some of their accessories in space. On a grand scale, you can have a stationary generator (I recommend a 600-horsepower Turbo Cat diesel), wind up your car before the race. As you need it, you draw upon this incredible group of silent flywheels to slingshot you down the back straight. Of course, you may want to put playing cards on your spoke wheels if you want your vehicle to sound like a real race car.
Compressed Natural Gas: Natural gas fuel systems have been in government fleet vehicles for years, and Dick Guldstrand has proved its viability for racing in his bad-ass Corvette. While natural gas is plentiful and relatively cheap, it requires large, heavy storage cylinders which could also be dangerous in closed racing venues.
The upside is that CNG burns clean and can prolong engine life. The downside is that CNG is dangerous and volatile to store in a race car. Knock the nozzle off a CNG tank, and you have a very large CO,powered model car on crack. Unless all other alternative fuel systems fail, auto manufacturers are not likely to endorse CNG cars over other hybrid options which use more stable fuels.
Unfortunately, CNG vehicles are also too common and too boring. CNG has too little charisma to carry it in the marketplace. However, CNG-powered cars will continue to hold a good fallback strategy position with auto manufacturers.
Pure Electric: Let's face it, today's batteries just don't get it. Unless someone makes a huge breakthrough between now and the year 2020, pure electric cars (ZEVs) are not going to be suitable for spectator motorsports venues.
On the other hand, in hybrids where compact turbine or jet motors can be used as powerful generators, electric motors start making sense. Why? Electric motors wind from zero to a bazillion rpm, thus they practically eliminate the need for a transmission. Think of it, no Hew land gear changes every Friday night before a race!
And, if you have not driven a GM EV-1, you are in for a surprise. You can see the potential for electric vehicles the minute you step on the accelerator. If you had a long enough extension cord and could throw out the heavy battery pack, this little bugger would really scoot.
The best racing venues for spectators are not being fully exploited. Existing sports stadiums (football, baseball and horse racing) which have comfortable seats, clean restrooms, decent food and night lights are only ·used for the occasional motorcycle Supercross race or tractor pull at present. Why should the dirt racing fans have all the fun?
Portable aluminum, composite and asphalt race tracks may be in our future. With high banks, rally jumps and maybe even some 360-degree vertical Hot Wheels loop-the-loop sections, these tracks would provide more entertainment than Dennis Rodman vs. Governor Jesse Ventura in a WWF wrestling match.
It would, however, probably take some NFL, NBA or NHL team owners with the vision and financial ability to develop a viable national stadium auto racing league network. After reviewing the incredible growth of NASCAR racing and crunching the numbers on a national stadium auto racing series, I am sure that many major franchise team owners would get on board.
Of course, the owners of road circuits and super speedways would oppose stadium auto racing. However, the owners would find that stadium racing could be beneficial to them in the long run. In one of the strike years, sports fans might forsake the NFL, NBA and major-league baseball for motorsports. Once hooked on stadium racing, these fans might also become NASCAR or CART super. speedway addicts. How about a Jerry Colangelo and Bruton Smith joint venture for the team in Phoenix?
Based upon the amount of technology allowed in racing by 2020, driver technology can go one of two directions.
The first direction is that racing will demand more technically-educated engineers who can deal with the complex telemetry of tomorrow's race cars. Enter the factory engineer/drivers. Within this group, there is also a sub-group, funded drivers, who can afford to rent rides and learn the essential engineering as they go along.
The second scenario is almost too logical and too apolitical to really happen. The managers of large automotive companies will start looking at their investments in motorsports as closely as they scrutinize their investments in production, marketing, employee education, research and development.
Automakers will become less reliant on team owners when selecting the best drivers to race OE-funded cars. No more package deals. OEs will hire their own driving consultants or scouts to find and contract the best drivers for their team.
OE race drivers will receive training in suspension and electronic engineering so that they can give valid feedback to OE test and race engineers. During the week, these OE racing proteges can earn their keep as test drivers at test tracks in Michigan, Texas and Arizona. They can race factory-owned support race cars on weekends.
As I said earlier, the second scenario is almost too logical and apolitical to really happen. If manufacturers continue to have the attitude that "Our car is the star and one driver is just as good· as another," as many do, they will continue to play the racing lottery. Team owner package deals will succeed in some cases and fail in others.
There are many myths about racing in particular and the automobile business in general. Here are a few of them:
Myth: The main reason automobile manufacturers race is to advance technology and improve the performance and safety of their cars.
Fact: Automobile companies race because it improves their image and it sells cars. If they can test a system or innovate a technology along the way which they can pass on to the consumer, so much the better.
Myth: F1 uses the most advanced automotive engine and drive system technologies that exist in the world today.
Fact: F1 uses the most advanced automotive engines and drive system technology allowed to run in a racing series. Like every other racing body, Fl has very strict rules, many of which limit technology. Otherwise, we would see AWD turbine- or jet-powered Fl cars with active negative lift systems on them (like Jim Hall's Chaparrals).
Myth: The world's best race drivers are (or were) F1 or CART champions.
Fact: Who knows? The world's best driver may be an ITA racer from Lodi. The world's best race driver may be an IRL mid-pack racer who does well with bad equipment. It is the best combination of driver and car that wins.
There is a place for advanced technology in the sport of racing, but there is no racing organization which does not limit technology in one way or another.
Land speed record racing is as close as you can get to seeing unlimited technology in motorsports, so if you equate the best drivers in the world to the most advanced automotive technology in the world, you would have to admit that land speed record drivers are the best drivers in the world. The best? Probably not. The bravest? Probably so.
As I see it, there are two personality types at opposite extremes in auto racing: a) Those who love the technical side of racing (techies); and b) Those who love the sport of racing (drivers). Most of us lie somewhere between the two extremes.
With a history of working for factory racing teams and for an. advanced automotive technologies group, most people would assume that I would be a techie. Sure, I like finding an unfair advantage as much as the next guy; however, I have to admit that I favor the sport of racing over the technical side.
While I have never been big on hero worship, I did have the pleasure of visiting for a while with my childhood hero, Phil Hill, after a Motor Press Guild banquet. Mr. Hill and I lamented about how the sport has changed and how the rising cost of technology has held back some of racing's better young driversone of whom is his s.Qn Derek.
The thought occurred to me, "If a racing legend like Phil Hill cannot significantly effect the career advancement of his son, what chance does that average racer have to reach the top?"
The rising cost of technology is not the only reason why young drivers are not advancing as fast as they used to, but it is certainly the most obvious. I for one am not looking forward to the advancement of racing technology unless it incorporates with it some greater opportunities for the next generation of talented young race drivers.
Close enough, right?
Ever think we're living in the future? It's wild.
I have a machine that allows me to travel into the future at the rate of a bout 1 s/s.
BA5 said:I have a machine that allows me to travel into the future at the rate of a bout 1 s/s.
Hey, if you're atop of a mountain, time does go at a different rate, although albeit ever so slightly ;-)
"Sedans will commonly have 32v V8s"
What's a sedan? Is that Iike a crew cab extra short bed F150?
I liked Fred Puhn's visions of the future because of the directions it looked like things were going, like Formula cars would have tiny diameter tires like Tyrell 6-wheel cars for aero reasons 
"Nothing says 'yesterday' like yesterday's 'tomorrow'"
In reply to J.A. Ackley :
True. Astronauts orbiting the earth have a slower temporal frame of reference than people on the ground, too, due to their sustained orbital speed. I'm not aware that any have who have stayed on the ISS for significant lengths of time have filed for overtime pay upon their return.
Bill C
Pete. (l33t FS) said:"Nothing says 'yesterday' like yesterday's 'tomorrow'"
Exactly why I enjoy stories like this, or those animations from the '50s about the home of the future.
Point-by-point evaluation:
Drivers more market-savvy? If having to be a social media star counts as market savvy then yes, otherwise not sure. Yes we have this thing called social media now, a lot of our inventions have not been good ones 
Drivers respect women? Probably more of a mixed bag than was expected on that, again it's not all good in the 2020s...
Lexan canopies? Only in IndyCar, elsewhere we got halo bars instead.
Open-wheel series going to wheel pods/pants? Still not yet but FE and Indycar are inching closer to it.
Hub motors? Not so much on race cars due to unsprung weight, individual wheel-motors attached by axles are fairly common on electrified cars though. They are sometimes used on street cars.
Inflatable driver suits for safety? These were being tested in MotoGP a few years ago, seems they didn't go anywhere though? I haven't heard of anything like that being tried in race cars. Street car interiors are bristling with airbags now though, and soon there may be some on the exterior.
Onboard infrared tire pyrometers? Yes! Even some amateur racers have these now.
More active control technologies? Not for race cars but yes for production cars, even supercars. Especially electric ones with individual wheel motors.
AWD taking over? Not quite there but I think it is slowly happening and will happen more with further electrification. FE cars are AWD now.
New diff technologies? Almost nothing new under the sun there, although electronically-controlled active diffs are getting more popular. Maybe WaveTrac?
Winding and molding race cars? Nope, but CF wheels are being made with a process that's something like that.
Hydroforming? Still just about as niche as it was in '99.
Control arms doubling as springs? Only a few experiments here and there. Banned in F1 IIRC after a team tried this. Also no electrically-adjusted stiffness or shape.
Underbody aero on production street cars? Even grocery-getters have flat-bottom aero and spats now for efficiency, and some production supercars have huge underbody downforce, so yes.
Heavy use of virtual wind tunnels? Yes!
Sucker cars? Still as illegal as they ever were in racing, only a couple of DIY amateur race cars and 1 supercar have tried it since '99.
26"~32" wheels? Not yet but most sports cars are now running 17s-19s, the newest performance cars are running 20s or more and some cars are coming with 22s, so give it time
Flexible wheels? Still no hint of them on cars, but it's being tried on racing bicycles.
Airless tires? Still no hint of them in racing, but they're being used on some construction vehicles now and being tested for ordinary production cars...but they've been in testing for many years now.
Onboard compound spectral analyzers!? LOLNO! Not even at the pinnacle of F1.
Sequential auto transmissions taking over? Yes!
Throttle on the wheel? Nope, just as niche as it ever was.
Extra brake pedals for "cutting brake" or bias control? Still as niche as it ever was, maybe moreso. Brake-by-wire and regen setups are more common.
Possible need for reduced gears due to increased engine rev range? Yes, but in a way the article has hardly touched so far...
ICEs still in favor? Mostly yes.
Ceramic pistons? No, ceramic-coated at most.
DOHC V8s common in sedans? V8s in general aren't that common and are probably less common than in '99, pushrod V8s are still probably the most common type of V8 in North America, sedans aren't that common anymore, big nope all-around on this one.
Energy crisis? We just call that Tuesday no OPEC Embargo 2.0 yet though.
Hybrid or alternative energy series gaining momentum? Yes! There's FE, EE, WRC uses hybrids now, most (or all?) Le Mans prototypes are hybrids, all F1s are hybrids, there are even some hydrogen series around for some reason, More correct than ever expected on this one.
Hybrid turbines? Still pretty niche, sadly - they could make a lot of sense as a transitional powertrain option, but aircraft APUs continue to cost aircraft APU money.
Regen braking? Yes! Ubiquitous on every electrified vehicle.
Hydrogen rotary - Never tried apart from one Mazda tech demo, hydrogen continues to offer the best selection of the worst downsides as a fuel for cars.
Flywheel tech - Tried in racing once since '99 but still a pretty dangerous way to store meaningful amounts of energy so it hasn't taken off. Could be promising for fixed energy storage though.
CNG - Kinda, some commercial fleets run on CNG, still pretty niche otherwise though.
Pure electric? Yes! A few new batteries have been invented and FE attracts a good number of fans and is pretty fun to watch.
Portable race tracks with crazy stunt pieces being set up in stadiums? Not really, GRC may have been the closest. Monster truck shows work this way, but have for a long time. Fun fact, monster truck arenas are designed and tested in a simulator before being assembled.
The business of hiring race drivers - Looks like things went closer to scenario #1.
Things completely missed out on:
- The role of sim racing in testing and driver practice/training/recruitment
- Additive manufacturing (a lot of supercars and some race cars have 3D-printed parts)
- The potential for autonomous race cars (being tested right now)
- E85 as a popular choice of race gas
- Automatic safety systems on tracks (just hitting the market now)
- Magnetorheological shocks (got close with the springs though)
- Video and data logging becoming far cheaper to the point that it's easily accessible to amateurs
In response to previous comment, all the top brand motorcycle racing leathers have airbag suits, used in MotoGP, and MotoAmerica. A lot of folks enjoying non-competitive track days use airbag suits or vests worn over their leathers. Rider Magazine now requires their test riders to wear airbags. They are not cheap, but get thrown high side and boy do they help! Full leathers cost ballpark $2k, and vests in the 7-900 range. I'm 63 planning to get on track this coming year, and will invest in a vest! I don't bounce like I used to, these days it'd be snap, crackle and pop..
It's always enjoyable for me to compare my 1985 Mustang GT H.O. sitting next to my 2017 Mustang GT Premium with Performance package. The only thing they really share is their name. But back in 1985 when I purchased it, it was the thing! Now, not so much, unless one is viewing from a purely nostalgic standpoint.
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