Moroso Motorsports Park

SARCC Race Day 12/31/06

Qualifying, 9:54 AM

James and I make a number of decisions. The first is to replace the tires. The old tires are shot.

We consider pulling the racing brake pads and trying a set of street pads but it might make braking worst. The stock Impreza is lighter and has less horsepower. We are overwhelming the brakes. We decide we will have to live with what we have.

 
DAQ computers
 

The Inverter DAQ computers hiccupped and we have no data, so we can not tell what caused the power loss in yesterday's race. We used 17.928 kWhrs out of a worst case available 30.05 kWhrs (35.150 kWhrs pack, 95% charged, 90% Puerkets due for steady 300 amp discharge). This means the pack should have 40% charge remaining.

The voltage came in at 348 volts or 3.663 volts per cell which, using the study we did with the 70 amp-hr Non High Power cells, indicates around 30%. Even at 30% charge, with a 300 amps current, voltage sag should not be enough to reach our 285 minimum voltage.

It seems more probable that the motors got too hot again and the inverters cut current to keep them cool. With the bad brakes, the regen had to work harder. I suspect this added to the heat. We review data from qualifying and see that we came very close to the motor heat limits in that session.

 

The battery temperatures were less than during yesterday's qualifying session at around 47.5 C. This makes sense as we were running 100 amps lower discharge currents. We remove the cloth we have to filter dust from the radiator. We need better air flow through the radiator for cooling the motors.

We charge for 2 hours and 4 minutes. The pack is at 385 volts. 95% charged. Our charge current was < 30 amps. Which means we have returned less than 60 amp-hrs. This matches our kWhrs used calculations (59.8 amp-hrs) better than our State of Charge based on the 70 amp- hr cell study information (70 amp-hrs). It indicates the 70 amp-hr study is pessimistic for the new High Powered cells.

 
getting ready
 
In yesterday's race, we used 17.928 kWhrs. Counting the pace lap (at .250 kWhrs per mile) and 9 laps at race speeds, we are using .858 kWhrs per mile when we set the current limit to 300. We decide to run 400 amps in qualifying with the goal of qualifying in front of the #22 SPU and then try to defend our position in the race while running 300 amps.
 
Time to indimidate #22?
 
We are the sixth car out for qualifying right behind the #22 SPU. The cars ahead of me go out slowly, swerving back and forth to warm up their tires. This is foolish. Let's warm up our tires by driving the track. There is no rule saying you can not pass on the warm up lap in qualifying, so I bull by all five. I hope #22 is properly intimidated.
 
View "turn 10 slowly" video (~568KB - *.wmv file)
 
My first lap is at 70% speed since I am breaking in new tires. Next lap 80%. Then 90%. Lap 4, I am full on. The cornering grip is much better. The car is better in turn 6. Brakes are still horrible but I compensate by braking much earlier and smoothing out my entrance under braking. Someone knocks the cone off the entrance to the chicane so I change my line to put two wheels over the berm. This straightens the corner and allows me to carry more speed.
 
View "turn 10 quick" video (~188KB - *.wmv file)
 
Lap 5 is my fastest at 1:47.6s, almost 3 seconds faster than yesterday's qualifying and almost 7 seconds faster than yesterday's race. Not fast enough though. #22 qualifies at 1:46.5s and #91 qualifies at 1:43.9s.
 
View qualifying2 video (~19MB - *.wmv file)
 

We look at the data. We used 19.281 kWhrs but the voltage never sagged below 332V even at the 400 amp current levels. Yesterday's power problem was hot motors, not soft batteries. In just 8 laps, the motor temps had climbed to 157 degrees C, just short of their 175 degrees C cut off point. Another lap and we might have lost power.

The crew gets to work on cleaning up the airflow going into the battery boxes. Less air restrictions, more air through the radiator, cooler motors.

We also decide to try more camber and shock pressure in the rear to try and improve rear tire bite for turn 6.

Battery temperatures showed some variation. On cell # 1, there are three temperature sensors. The one near the positive cell terminal read 10 degrees C hotter than sensor located at the middle of the cell and 15 degrees hotter than the sensor at one of the lower corners. The maximum temperature is 55 degrees C at the positive terminal. This pattern is repeated on the other cells.

We use .952 kWhrs per mile.

We charge for 3 hours and 10 minutes. It is a hot day and the charger goes into thermal limit. Even with a big fan blowing into the trunk, the charge current drops to around 12 amps.

 


content2

join mail list animation
Dec 30, 2006 Race 1 Moroso
SARCC Race 2, 12/31/06 Moroso

DISCLAIMER

All content Copyright © 2016 ProEV Inc.,
USA phone (305) 610-6412
email: info@ProEV.com

Go to ProEV Home