The Racecar Geek: Selecting the Data Acquisition Hardware

banner_web

Welcome back to another instalment of my column on all things motorsport electronics related. Last time we covered a basic introduction to Data Acquisition and put down a good foundational understanding as to what data acquisition is and what you should be looking for as a starting point (if you missed it, you can read it again here). This time I thought we would take a look at the types of Data Acquisition Systems (DAS) available today and what they offer – all from free applications you can run on a smart phone to the top end solutions used in professional racing today. As the offerings for DAS is constantly expanding and changing, I will not give a full view on what is available, but rather give you some food for though to help you select the type of system you might want. If you are keen to know more or have any direct questions, then I am more than happy to assist you. I will also put up a DAS Comparison chart on the web site which I will try to keep up-to-date moving forward to help you out!

As mentioned in my last article, we are looking at Data Acquisition Systems that record data received from a collection of sensors onto some type of memory storage which can be accessed after the event to retrieve the data for analysis. Whilst many of the DAS solutions today do have optional displays, these are installed in the car and to give real-time reference values to the driver. We are not discussing telemetry, which is the ability to transmit the data in real time to a remote location for analysis whilst the vehicle is in motion. This is an interesting topic and worth investigating further in the future, but is not part of our current discussions.

Technology today is advancing at an extremely fast pace (rather appropriate for people who want to drive fast on a racing track, don’t you think!), which is both good and bad for us when it comes to deciding on what DAS we want to use and where to put our hard-earned cash. And whilst part of this might come down to selecting a brand you might know or trust, I would suggest you decide what your desired use of the system is first, and to give you some assistance here is my point of view on the subject – there are many options available and a large number of categories, so I have broken it down into the following four.

1: I want to know how fast my lap time is with no (or minimum) analysis

This is the starting point in our search for DAS related hardware and for most can be relatively free as well. A great example here is some of the more popular smart-phone applications that are available like RaceChrono (www.racechrono.com), which has been developed here in Finland and is used with great success by many track day and professional drivers.

The great thing with this option is that the barrier to entry is extremely low – as long as you have a smart phone, you are set to go in most cases. But the extensibility and support for advanced analytics is currently restricted. RaceChrono does have support to link to a Bluetooth OBD reader connected to the car, but the channels that can be recorded are limited and restricted depending on car manufacturer. This therefore leaves you quite limited on what you can record for future analysis. But this is a moving target and I am sure we will see some great development in this space moving forward. Some other smart phone applications available are:

2: I want to record a video with some (or no) data to share with friends on YouTube

Video has become a norm in our life, we have video recording capability on our phones and simple HD Action camera systems can be purchased for not much money. And here we are spoilt for choice with the likes of GoPro, Contour, ION, and many more.

Several of the action cameras now available will record some level of data along with the video, such as speed and altitude, but this gives limited scope for driver and vehicle analysis, where we want to record channels associated with the chassis and engine as well.

Software is available to synchronise the video with data recorded using some DAS hardware, so with a small budget and some spare time it is possible to use an entry level DAS solution such as a smart phone application and an action camera to generate some good video with additional data points.

But we will not cover much more on this, as our focus at the moment is on DAS more than video. Maybe we can cover video in a future article.

3: I want to analyse my driving and car configuration

This is where we take the first step from entry level to dedicated DAS hardware, which has been developed for recording all three fundamental areas of data acquisition in a racing car; Engine, Chassis and Driver Input (as discussed in more detail in my last article). And here we find solutions from high end offerings used in professional racing like RaceLogic, Pi Research (not to be confused with the Raspberry Pi), MoTeC, Race Technology and others. These are DAS systems developed and built for one use only – data acquisition! These systems have also been designed and tested to run (reliably) in a hostile environment, such as in a racing car. They also come with advanced data analysis software which is one of the key elements of any DAS solution.

The real power of a DAS is not only in getting relevant data to review your driving and improve your lap times, it is also in starting to understand how your car is behaving and how changes in driving style and configuration effect the car. As a human we can at time lie to ourselves, not intentionally, but your brain does not always record the true facts – you might think you drove a section flat-out, but when you review the data you will see that you did lift the throttle momentarily, and what impact that had to the handling of the car. Another fact is the speed at which we can as humans record data points and remember them – try as you will, there is no way you can record the same number of data points as a computer and recall them after a race for analysis. We can use this vast amount of recorded data and the ability to do advanced comparisons to see how alterations to the suspension for instance is effecting the car, and gain insight into how to best set-up the car for a given circuit and conditions.

But the core fact is that we race to win and you can not win if you do not finish the race! Mechanical or electrical failure is something most have experienced, and would prefer to avoid in the future. This is where we can again call on the service of our trusted DAS and the plethora of sensors we have connected to the digital and analogue channels (we will cover the different channel types and related sensors in a future article, as well as more advanced items such as maths channels) along with the analysis software to help us predict and identify early warning signs of pending failure. As an example, if we see that the engine speed in relationship to wheel speed is starting to deviate from past patterns we could be starting to see the early signs of clutch failure.

4: I want to analyse my driving and car configuration with integrated video

This is what I see as the top-end DAS category. A DAS system with video integrated out-off-the-box. Integrated video and data is becoming increasingly popular in all areas, from trackday enthusiasts who want to learn how to improve their lap times, to professional racing drivers and teams wanting to find the last few hundredths of a second per corner or compare the effects of different suspension settings. Tightly synced video with forward and driver facing cameras allow users a wealth of visual information to make data analysis both easy and fast.

When it comes to video and DAS, I always end up in a long discussion with people. More and more of the main DAS solutions are starting to come with a HD video option, but at a high cost and at times with negative impact on other data recording features. My view is that as long as the HD option is still substantially more expensive than the alternatives I would not recommend one (unless you just want to spend more of your hard earned cash), for the following reasons:

  • The main use of the video is to have an additional channel to assist in analysis. Using the video you can see what is happening round the car whilst assessing the recorded data. This gives another dimension to understanding the data points in the results. Whilst the video with the data overlay makes for a nice thing to share with friends and fans, it is not the core reason for having it. Current cost of a DAS with HD video is still more expansive than a DAS without HD video and a good HD action camera!
  • HD video takes up a substantially larger amount of storage space. I confess that memory is getting cheaper by the day, but as memory capacity on hard drives and SD cards is increasing, a lot of the DAS hardware has a limit to the size of memory that can be used. As such a system with HD video will record over a shorter duration of time requiring you to either download the data more frequently from the DAS or exchange the storage media more frequently.

It is probably worth pointing out that when we talk about Data Acquisition Systems, we are mostly focused on the last two in the above list. Now, if you decide that your need sits in option 1 or 2, then you are all set to go. All that remains is to select your tools and head for the closest racing circuit. But if you are keen to get a more dedicated DAS system to both improve your lap times and do predictive analysis of your car, then we still have some more things to talk about.

Extensibility and accessories

Most DAS solutions are developed to be extended and upgraded as you grow with the car and need for additional analysis. Accessories allow you to make the most of the DAS system in your car, and the different systems out there have a large amount of options available. But they are all a bit different and depending on your need will be appropriate to you or not. At the basic level, this includes things like mounts, cable systems etc. You should also look at the more complex options such as sensor support and the number of channels available. Most systems are supplied with a limited number of channels which can be extended as an upgrade option at a cost. More modern cars use the CAN Bus protocol initially developed by Bosh in the early 80’s, so depending on your car you will want to look for a system which support the CAN Bus protocol or not.

Storage media

This might at first feel like a simple point and not worth discussions, but the current DAS solutions available on the market use a number of different storage media technologies. Some of these technologies are more extendable and future proofed than others. This is a good thing to keep in mind if you are looking to get a used DAS. I personally use the RaceLogic Vbox Lite with SD cards, but in recent months have been considering changing to an external solid state hard drive.

Support and community

After sale technical support and an active user community is an important thing to consider when looking at a DAS. You do not want to spend a lot of money on a nice solution only to find that you can not get support in setting it up or when things go wrong. Remember that purchasing the DAS is only the start, you also need to install it and wire up all the sensors as well as set-up the channels  to record the data you want to analyse at a later date. This is not at times a simple task, and having easy access to people who can advice and support is imperative to making your new DAS solution work as you want.

What is out there

Whilst This is not an exhausted list, here are some of the main DAS systems available.

What next

That was all for this time, in the next instalment we will take a look at data channels and sensors in regards to your DAS.

If you have any questions related to the article or would like to request a subject to be covered in a future article then please drop me a line at racecargeek@coolcavaracing.com

The Racecar Geek: Introduction to Data Acquisition

banner_web

Welcome to this first part in a running column about all things motorsport electronics related. In the future we will discuss several different topics surrounding the use of electronics and electrical components in the world of motorsports aiming to make these relevant to general car enthusiasts as much as possible.

I thought we would kick this all off by covering a subject that gets a lot of focus these days – Data Acquisition, or Data Logging as some like to call it.

How about we start from the basics and slowly progress into more details in the future? The subject of data acquisition can fast become rather complicated and includes aspects related to hardware, software, electronics and, a feature that is becoming more and more common, video. This picture is a quick example of the complexity related to the subject of data acquisition. Here is a screen shot of data recorded and getting analysed after my 2013 Porsche Sports Cup Final race in Sweden at Mantorp.

CCR_Circuit_Tools_Mantorp_2013

Data acquisition has been used in motorsport as far back as the early 1970s, but was, at the time, restricted to the larger teams with the budget to afford such technology. It is not until more recent times, when the ability to record data (and subsequently analyse the results) has it become more affordable and, therefore, more interesting to a wider audience and user group that the benefits are no longer just for the world of motor racing. As we will look at in more detail in the future, data acquisition systems can be used for driver education, testing and a number of other areas – but for now, we will focus on the basics.

Let’s start with a simple definition. Data Acquisition is any system that will record desired and relevant information related to the engine, chassis and driver for future review and analysis. Whilst the conventional instruments in a vehicle display mainly (but not restricted to) engine-related parameters, they do not store the values for future review. This, therefore, requires the driver to remember the values and record them after the event along with the related variables and conditions that were experienced – not easy after a 20 min race!

So what are the main components that make up a simple data acquisition system? At the core we need a minimum of three elements to be able to have a working data acquisition system:

  1. Sensors – we need one or more sensors to measure the parameters that we are interested in and will be analysed at a later date.
  2. The Data Acquisition unit – a dedicated electrical unit which will receive the information from our sensors and store them to memory which can be accessed after the event.
  3. Personal Computer – Using either a cable connected directly to the acquisition unit or by reading the removable memory card from the unit we can download the recorded data for analysis.

Whilst only the two first in our list represent the core parts of the data acquisition system, it is an expensive but useless item if we do not have the computer to read and analyse the recorded data. The following picture shows some of the data acquisition products available from Racelogic, and represents only the tip of the iceberg when it comes to the number of product providers and components that are available today.

Racelogic

To further work on our definition, it is also good to point out that data acquisition is not telemetry. Whilst it is a part of telemetry, it is not in itself the same. Telemetry is the ability to make measurements at a long distance, and at the core relates to the transmission of data via radio or other means to a remote receiver. When we talk about motorsport the subject of telemetry is more commonly seen as transmitting acquired data from a racing vehicle back to the team in the pits or at a remote location. So whilst telemetry is at times confused with data acquisition, it is clearly not the same, but does have a close relationship to it.

Acquiring the Data

As already mentioned above, when we talk about data acquisition it is normal to split the information into three core areas – engine, chassis and the driver. Most data acquisition systems today will also take advantage of GPS technology to record geographical information such as location and direction of travel, and as mentioned earlier, over the last few years we have seen an increase in systems synchronizing video with the acquired data.

Integrated video is fast becoming increasingly popular with both trackday enthusiasts and professional racing drivers. It is without doubt a fun way to share the driving event with friends, but also gives a new channel for driver analysis. We will cover the benefits of integrated video for making better and faster data analysis when trying to improve lap times or review an incident at a later date when we do a deeper dive into this subject. For now we will return to the fundamental areas related to data acquisition.

Engine

In all vehicles there are a minimum number of instruments to aid the driver during a race, these will in general display information such as the engine rpm, some temperature and pressure related information and maybe even the wheel speed. But as already discussed, these instruments give a single point in time picture as to the state of the vehicle and have no ability for past reference. And you can forget trying to remember the value on all the instruments at a given moment during a race when the driver had an unusual incident!

So it goes without saying that we need the data acquisition system to record these values. At a minimum it is recommended that the engine rpm is recorded as this will give the best picture for analysis at a later date. But other values that could be useful to record, if you have the spare channels in your acquisition system, include fuel and oil pressure, water and oil temperature, exhaust gas temperature and mixture, inlet air temperature and any other variables you feel appropriate.

Chassis

When we talk about the chassis, we cover everything else on a vehicle which is not directly related to the engine, such as the suspension, wheel speed, gear position, g-force and more advanced options such as tyre pressure and temperature, drive height etc.

Driver

For any vehicle to make it around a racing circuit there is an inherent need for driver input such as the steering and pedals (I will exclude discussions about the google car and other vehicles that move without human intervention for now). In this case we therefore look to collect things like steering angle, throttle position and brake pressure as well as any other parameters that are directly affected by input from the driver.

Obviously, all the values related to the Driver are at the core either within the area of the Engine or Chassis. But for future analysis we want to distinguish between data which is fully controlled by the driver and those data points that are a related effect of the entire system. As a simple example, the driver will manually alter the throttle position, brake pressure and steering angle when taking a corner (Driver data points). These actions will affect the suspension, engine rpm, speed, longitudinal and lateral g-force (Engine and Chassis data points). We can therefore see that whilst the way the corner is driven is down to driver input, the way the car behaves is more related to engineering and how the car has been set-up. Analyzing this data can therefore give insight both on how the driver can improve and corrections to be made to the configuration of the car.

The Minimum Usable Subset

So we have a Data Acquisition system and some sensors to collect data points whilst we are in motion, but before we install a plethora of sensors all over the car lets define the minimum data points that we should be collection to gain any value from the system.

Using me as an example, I am collecting the following core data channels on my racing car:

  • GPS coordinates
  • Time
  • Velocity
  • Engine Speed (rpm)
  • Throttle Position (%)
  • Brake Switch (on/off)
  • g-force

These channels give me the minimum data points I need to be able to analyse both my driving and the configuration of the car for any given racing circuit I have driven on. The values collected give me the ability to see if there are any hidden issues developing with my car, but also by comparing repeated sessions I can see what has worked best and what to avoid in the future.

There are different views from the experts as to what is the minimum information required to have any value for analysis. Excluding the throttle position, for me the above list from my car is what I would list as the minimum.

My good friend and mentor Simon McBeath, who has extensive experience in the subject and has written a book on data acquisition, argues that the minimum channels required can be reduced down to speed, throttle position and steering angle. He argues that at the end of the day it is the speed that we are interested in, and it is the effect of the driver interacting with the throttle position that gets the car up-to-speed. And that the combination of throttle position and steering angle can give you a lot of information on how the car is handling.

What next

So now we have a good foundation on the subject of data acquisition. In the next installment we will take a closer look at the types of hardware available and what to look for in your system. We will also discuss how to get your system installed, set-up and ready for your first data acquisition session.

If you have any questions related to the article or would like to request a subject to be covered in a future article then please drop me a line.

Guess the colour of the Porsche Boxster RSR?

WP_000423
Our good friends over at LT-Studio have been hard at work trying to get the CoolCava Racing Porsche Boxster driven by team member Pål Krogdahl ready in good time for the start of the 2014 Porsche SportsCup here in Finland.

As you can see the front end of the car has now started to be painted and is close to ready. Primer has been put on and next is the colour that LT-Studio have selected. Pål made an agreement with LT-Studio that they could own the livery design for the 2014 season and with that they decided that all parts that they have worked on will be distinguishable from the other parts on the car – but what colour will they decide to use?

We thought it would be fun to make a small competition. The first person to guess the correct colour that LT-Studio will paint the new RSR parts in will get a Team CoolCava Racing and CCR Motorsports Engineering gift pack as a reward…

Progress on the Porsche Boxster RSR project

V__C8E9There are a lot of things that we can do here at CoolCava Racing Motorsports Engineering including working with fiberglass, but when it comes to big projects that needs that special something we turn to our partners at LT-Studio in Sipoo. The CoolCava Racing Porsche Boxster driven by team member Pål Krogdahl is a great example.

V__A6C1

After Pål suffered with front end issues at the end of the 2013 season along with overheating, we decided that it was time to make some changes. We contacted some of our good friends in the UK who run a team with two Porsche 996 RSR racing cars and asked for some parts… Next we took the Boxster and all the nice new parts up to Heikki at LT-Studio and told him to do his magic – and we are blown away by the quality in the work they have done so far. This car will be to go for racing when ready!

We will keep you posted on updates for sure…

What could be better than a Porsche RSR?

We took a trip up to Sipoo to say hello to our good friends at LT-Studio. Whilst there are many things we can do here at CoolCava Racing Motorsports Engineering, when it comes to the fine art related to complex bodywork and paint we hand all our projects and work over to LT-Studio who are both a working partner to CCR Motorsports Engineering and a sponsor to Team CoolCava Racing driver Pål Krogdahl.

This trip was all about Porsche RSR. We collected the white Porsche 911 RSR race car which had been with them for some cleaning work and a paint job ready to be put up for sale.

2013-12-20-3365This road legal racing car has an interesting history starting life as a Porsche 912 before getting this nice 911 RSR slant-nose body conversion.

The car was converted to RSR look quite some time back when it was built as a road car for the then owner of Bella Boats here in Finland. At the time Bella were one of the main sponsors for Matti Alamäki, one of the leading rallycross drivers in Finland. This car was built as a copy of the car that Matti drove at the time. The front fenders, front bumper and rear bumper are fibreglass. The rear fender extensions and side skirts are steel. The car was converted into a racing car several years later after it was sold by Bella Boats.

Team CoolCava Racing driver Toni Niemelä competed  with this car successfully in the Porsche SportsCup for several seasons, wining many of the race events before upgrading to a factory built Porsche 996 GT3 Cup car. The car is currently with team driver Pål Krogdahl who has the car for sale. Full details and for sale advert can be found here

So, what could be better than a Porsche RSR? Another Porsche RSR

We did not travel up to LT-Studio with an empty trailer. We had with us the lovely Porsche Boxster S which is raced successfully by Pål Krogdahl in the Porsche SportsCup. This car which was originally built to Pål’s specifications by SVP in England, another of our close working partners. After delivery to Finland we here at CCR Motorsports Engineering have been maintaining the car with close collaboration with SVP.

With LT-Studios, we decided to make some slight alterations to the car again before the start of the 2014 season, and as there is no where better in Finland for this project we decided to drop the Boxstre up to them – and they wasted no time in getting stuck in. Parts were already taped on and discussions on how to best attack the project were going on before we had even managed to get the Porsche 911 RSR onto the trailer for the trip back to Espoo!

2013-12-20-3366

Along with this body make-over which will further improve on the cars aerodynamics and remove the cooling issues we had during the 2013 season, we are also discussion engine and suspension improvements with our friends at SVP, who will be with us here in Finland for final test and set-up before the first race in the 2014 season.

Stay tuned for future updates on this project, and do not forget to visit us on Facebook and like our page.

Merry Christmas from all at CoolCava Racing Motorsports Engineering

MerryChristmasIt is that time again, and all are slowing down and getting ready to close the office and workshop door for the last time for 2013. Before we turn off the lights here at CCR Motorsports Engineering, we wanted to wish all our friends and customers a happy Christmas and a wonderful 2014.

Hope to see you all in the new year when we open our doors again for business and fun…

 

New Products from Tarett Engineering

Tarett3New products introduced by Tarett Engineering Competition Suspension Components, and available from us here at CCR Motorsports Engineering.

Wheel Spacers.

These are by far, the highest quality and lightest weight wheel spacers on the market. Designed specifically to fit your Porsche, all sizes use a hub-centric design, accurately locating both the spacer and the wheel to the hub, for a perfect vibration free and balanced system. Precision CNC machined from aerospace quality 6061-T6 aluminum, and optimized lightening features, then finished with an attractive corrosion resistant black anodize plating. Available in 3mm, 6mm, 15mm, and 19mm sizes. Fits all Porsche 986/996/987/997 models, and fully compatible with both race studs and factory bolts

Competition Wheel Studs.

These are by far the highest quality wheel studs on the market today. Made from aerospace quality 4340AQ chrome molly steel, and heat treated for maximum strength.The threads are rolled for additional strength. The result is a no-compromise NASCAR quality competition wheel stud that is highly resistant to wear and damage. The extended bullet nose holds the lug nuts in place and guides them on with no chance of cross threading. With a 14.7 mm shoulder design to seat precisely and firmly on the hub, and finished with a zinc phosphate and oil coating to prevent oxidation and provide consistent torque values and loading. Pre-applied anaerobic micro-encapsulated adhesive to hub end threads. Used to convert all 1997 to 2013 Porsche 986/996/987/997 to a studded hub design.

Lug Nuts.

Manufactured by a leading supplier to the NASCAR industry, these are the best lug nuts available. Machined from high carbon steel and heat treated to a 35 Rc hardness. The custom baked on manganese phosphate coating provides lubricity for consistent torque values and anti-galling properties, and is available in black or yellow for high visibility in the pits. A must have part for competition use. Fits all Porsche 911/914/944/964/993 and 986/996/987/997 with a studded hub design.

 

Racelogic VBOX HD Motorsport

We are delighted to announce that the long awaited VBOX HD video data logger is now available from us here at CCR Motorsports Engineering!

Bringing together all of the driver development features from our existing products, the new VBOX HD records crisp, high definition video in high vibration environments without suffering from the wobble and distortion inherent with normal HD cameras.

VBHD-60-cam-600pxInstead of using a rolling shutter which scans the recorded image from top to bottom, the VBOX HD camera uses a 720p CMOS sensor with global shutter to expose each pixel simultaneously – a feature which allows it to produce the sharpest image in its class when used in a harsh race car environment.

Circuit Tools has been updated to handle VBOX HD files, and this clarity along with synchronised 10Hz GPS data allows for precise analysis of braking and turn in points.

Graphical overlay is possible using our HD Setup software, resulting in stunning data-enhanced video with high-definition graphics.

VBOX HD takes video data logging to a whole new level. For more information please contact us.