[DeTomaso] Fw: Kurt Busch Pantera

[mark skwarek]

 I would expect others who might have questions regarding Kurt's Pantera contact Jesse Walker.

   ----- Forwarded Message ----- From: Jesse Walker <jesse at kurtbusch.com>To: "ehpantera at yahoo.com" <ehpantera at yahoo.com>Cc: Kurt Busch <kbi at kurtbusch.com>Sent: ‎Monday‎, ‎November‎ ‎27‎, ‎2017‎ ‎04‎:‎38‎:‎13‎ ‎PMSubject: Kurt Busch Pantera
 Mark,
 I hope this email finds you well. Here are the specifics answers to your four questions from yesterday. 

 The wind tunnel was a bust. We arrived at the tunnel on August 14th, there were technical issues on both ends car/telemetry and no data was collected. It is very difficult and expensive to run the Windsheer tunnel; it has a rolling stainless steel belt to accelerate the wheels and everything needs to be perfect. The only useful information was a "flow visual" or smoke at low speeds, unfortunately. We would like to return at a later date to resolve these for real downforce and drag numbers. 
 The air inlets were difficult to test as the engine needs to be pumping air to know the true effect. We do this with a large electric motor (10hp+) for the NASCAR cup cars. This being a one-off project we gave it our best guess. The engine tuner did see increased fuel rate and MAF numbers while on track vs. dyno. This was in the neighborhood of 2%, so I feel this was a small plus+. Some additional massaging in the scoop floor could make this a very good method of air inlet for any Pantera. I tried to make them similar to a Ferrari 512S "B-post" NACA. 
 The underside of the car has had extensive modifications, it was a collaboration between the KBI guys and LRR. There were "X" braces, seam welding,  stiffening done to help the flex of the chassis; countless hours that never made it on TV. The firewall was scrubbed and the cage was paneled then used as the firewall. The rear frame was deeply notched to make room for the starter and dry sump oil pump. None of the upper chassis points were left stock, they were all made adjustable slots with spherical bearings and star camber slugs. It was a monumental engineering process......camber gain, bump steer, and caster were all optimized for the soft track tires. 
 The car will be at the Performance Racing Industry show in the PAC Racing Springs booth in Indianapolis on December 6th,7th,8th & 9th. We hope something further will develop with my friends at Mustangs and Fast Fords. Stay tuned!
Thanks, Jesse Walker

-- 
Jesse WalkerKurt Busch Inc.Project Manager151 Lugnut LaneMooresville, NC 28117704-799-2428 Office704-799-2326 FAXjesse at kurtbusch.com  
-------------- next part --------------
   I would expect others who might have questions regarding Kurt's Pantera
   contact Jesse Walker.
   ----- Forwarded Message -----
   From: Jesse Walker <jesse at kurtbusch.com>
   To: "ehpantera at yahoo.com" <ehpantera at yahoo.com>
   Cc: Kurt Busch <kbi at kurtbusch.com>
   Sent: aMondaya, aNovembera a27a, a2017a a04a:a38a:a13a aPM
   Subject: Kurt Busch Pantera
   Mark,
    I hope this email finds you well. Here are the specifics answers to
   your four questions from yesterday.
    The wind tunnel was a bust. We arrived at the tunnel on August 14th,
   there were technical issues on both ends car/telemetry and no data was
   collected. It is very difficult and expensive to run the Windsheer
   tunnel; it has a rolling stainless steel belt to accelerate the wheels
   and everything needs to be perfect. The only useful information was a
   "flow visual" or smoke at low speeds, unfortunately. We would like to
   return at a later date to resolve these for real downforce and drag
   numbers.
    The air inlets were difficult to test as the engine needs to be
   pumping air to know the true effect. We do this with a large electric
   motor (10hp+) for the NASCAR cup cars. This being a one-off project we
   gave it our best guess. The engine tuner did see increased fuel rate
   and MAF numbers while on track vs. dyno. This was in the neighborhood
   of 2%, so I feel this was a small plus+. Some additional massaging in
   the scoop floor could make this a very good method of air inlet for any
   Pantera. I tried to make them similar to a Ferrari 512S "B-post" NACA.
    The underside of the car has had extensive modifications, it was a
   collaboration between the KBI guys and LRR. There were "X" braces, seam
   welding,  stiffening done to help the flex of the chassis; countless
   hours that never made it on TV. The firewall was scrubbed and the cage
   was paneled then used as the firewall. The rear frame was deeply
   notched to make room for the starter and dry sump oil pump. None of the
   upper chassis points were left stock, they were all made adjustable
   slots with spherical bearings and star camber slugs. It was a
   monumental engineering process......camber gain, bump steer, and caster
   were all optimized for the soft track tires.
    The car will be at the Performance Racing Industry show in the PAC
   Racing Springs booth in Indianapolis on December 6th,7th,8th & 9th. We
   hope something further will develop with my friends at Mustangs and
   Fast Fords. Stay tuned!
   Thanks, Jesse Walker
   --
   Jesse Walker
   Kurt Busch Inc.
   Project Manager
   151 Lugnut Lane
   Mooresville, NC 28117
   704-799-2428 Office
   704-799-2326 FAX
   [1]jesse at kurtbusch.com

References

   1. mailto:jesse at kurtbusch.com