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45-583: The Mini John Cooper Works WRC is a World Rally Car debuted by the Mini WRC Team during the 2011 World Rally Championship season . It is the first rally car to bear the Mini label in top-level rallying since the 1960s. The car was entered in a limited campaign for 2011, with a view to a complete championship from 2012 and was run by Prodrive , who previously had success with the Subaru Impreza WRC . The WRC

90-405: A 33 mm (1.3 in) diameter air restrictor and a maximum boost pressure of 2.5 bar (36 psi) absolute. This limited torque to about 400 N⋅m (300 lb⋅ft) or less ). Exotic materials ( titanium , magnesium , ceramics and composite ) were forbidden except when present in the base model. Carbon fibre and aramid fibre were very restricted ("only one layer of fabric

135-434: A car at Talladega Superspeedway without a restrictor plate in 2004, reaching a top speed of 228 mph (367 km/h) in the backstretch and a one-lap average of 221 mph (356 km/h). While admitting excitement at the achievement, Wallace also conceded, "There's no way we could be out there racing at those speeds... it would be insane to think we could have a pack of cars out there doing that." In 2016, following

180-458: A minimum production run of 2500 units. A number of modifications could be made including increasing the engine displacement up to 2.0L, forced induction (including an anti-lag system ), addition of four wheel drive , fitment of a sequential gearbox , modified suspension layout and attachment points, aerodynamic body modifications, weight reduction to a minimum of 1230 kg and chassis strengthening for greater rigidity. The maximum width

225-547: A more permanent replacement in any event, was discontinued at New Hampshire for the following race for Cup only. However, the Modifieds still use a restrictor plate because the speeds are too great for that class of racecar without them. The track has since been changed with SAFER Barriers to improve racing safety. Restrictor plates remain a permanent fixture on the Modifieds and the racing has often broken 20 official lead changes for 100–125 laps of competition. Rusty Wallace tested

270-405: A relatively low RPM, and from there to the rev limiter the torque drops and the power does not increase much. In 1995 Toyota Team Europe used an illegal device to bypass the restrictor (allowing an estimated extra 50 hp). Due to this the team lost their results in the 1995 season and was banned from rallying until the end of 1996. The NASCAR Cup Series and Xfinity Series have mandated

315-468: A series of uncompetitive races at Indianapolis Motor Speedway , NASCAR began a series of tests for the Xfinity Series using a smaller restrictor plate than used at Daytona and Talladega and aerodynamic aids. After the tests were successful, the rules package was imposed for the 2017 race at Indianapolis. For 2018, the package is being used at Indianapolis, Michigan, and Pocono for the Xfinity Series and in

360-488: A turbocharged petrol engine or four-wheel-drive. To limit power, all forced induction cars were fitted with a 34 mm diameter air restrictor before the turbocharger inlet, limiting the airflow to about 10 cubic meters per minute. The restriction was intended to limit power output to 220 kW (300 hp) although some WRC engines were believed to produce around 250–250 kW (330–340 hp). Engine development did not focus on peak power output but towards producing

405-558: A very wide powerband (or power curve). Typically, power output in excess of 220 kW (300 hp) was available from 3000 rpm to the 7500 rpm maximum, with a peak of 250–250 kW (330–340 hp) at around 5500 rpm. At 2000 rpm (the engine idle speed in "stage" mode) power output was slightly above 150 kW (200 hp). By 2004, the best cars had ABS , electronic clutch control, paddle-shift , traction control , three active differentials , ride height control with GPS, electronic dampers and active suspension . For 2005

450-420: Is also much greater, shown by telemetry readings of wrecks such as Elliott Sadler at Pocono Raceway and Michael McDowell at Texas Motor Speedway that were far higher than registered on restrictor plate tracks. Drivers such as Rusty Wallace have cited data showing that the roof flaps used on the cars cannot keep them on the ground above 204 mph. The drawback to the use of the restrictor plates has been

495-542: Is based on the Mini Countryman and features a direct-injection 1.6 L turbocharged inline four-cylinder engine. The WRC's engine was developed by BMW Motorsport for use in a variety of motorsport series, including the FIA World Touring Car Championship. World Rally Car Between 1997 and 2010, the regulations mandated that World Rally Cars must have been built upon a production car with

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540-417: Is used and is affixed to the visible face of the part"), except for bodywork's side protections where multiple layers of aramid fibre were allowed. The gear changes must be made with a mechanical linkage system, so paddle-shifters were outlawed. However the system was re-allowed in 2015 . There was no center differential (earlier it used to be 3 differentials, with a center/3rd differential included), but

585-618: The FISA decided that rally cars should not have more than 300 hp (220 kW). For a while no special restrictions were needed for that (e.g. the Group A Lancia Delta HF 4WD had about 250 hp in 1987). But with development in the 1990s, Group A cars were rumored to have reached 405 hp or more. So the FIA mandated restrictors for supercharged and turbocharged engines in all categories ( World Rally Car , Group A and Group N ). This means that

630-509: The All-Star Race in the Cup Series. A frequent criticism of restrictor plates is the enormous size of packs in the racing, with "Big One" wrecks as noted above singled out for condemnation despite the greater violence of "smaller" crashes on unrestricted tracks. In restrictor plate racing the packs have brought about an often-enormous increase in positional passing; at Talladega Superspeedway

675-461: The EFI system that NASCAR put into use was compatible with the old restrictor plates, allowing NASCAR to continue to use them to keep the speeds lower at the superspeedways and save costs for race teams. The restrictor plates were bolted beneath a throttle body that sits in the same place as the former carburetors. The last race with the original restrictor plates was the 2019 Daytona 500 ; after that race,

720-567: The Sprint Cup cars have surpassed 40 official lead changes sixteen times from 1988 onward, including both 2010 Sprint Cup races at Talladega, which had 87 official lead changes in the regulation 188 laps. (The 2010 Aaron's 499 had 88 lead changes, but the 88th – the race-winning pass by Kevin Harvick – was on the last lap of the third attempt at a green-white-checkered finish ). Daytona International Speedway has generally been less competitive because

765-513: The Winston Cup race, it was used just once at the 2000 Dura Lube 300 . Jeff Burton led all 300 laps in the ensuing race, despite a 23-car two-abreast battle in the first ten laps, a dramatic charge past 22 cars in 100 laps by John Andretti (who finished seventh), and two charges by Bobby Labonte in the final 50 laps where he took the lead but Burton beat him back to the stripe. The use of restrictor plates, intended as an emergency measure pending

810-476: The aerodynamic disadvantage of the trucks, this allowed NASCAR to avoid the use of such equipment for the trucks until 2008. In 2008, the Nationwide Series (now known as Xfinity Series) and Truck Series began implementation of tapered spacers in the engines to restrict power compared to Sprint Cup cars at all 35 (NNS) and 25 (NCTS) races. Both these NASCAR series now use a restrictor plate and tapered spacer at

855-400: The age of the asphalt (the track was repaved in 1978 and again in 2010) has reduced grip for the cars and thus handling has impeded passing ability to a significant extent. The 2000 New Hampshire race was condemned because Jeff Burton led wire to wire; the plates were singled out as impeding ability to pass, a criticism contradicted by the use of restrictor plates in a Busch North support race

900-414: The cars moved to a variable-sized tapered spacer already used at all other tracks, with the exception that the spacer would have smaller holes than the ones used at the smaller tracks, to ensure speeds stay under 200 mph. The shape of the spacer helps a car funnel more air smoothly into the manifold, increasing fuel performance, while ensuring airflow is still restricted. With that change, NASCAR also mandated

945-444: The changing of some parts, including suspension, steering, turbochargers, and gearboxes. Starting in 2011, rules for WRC cars changed to be more restrictive. New regulations were derived from Super 2000 cars with a different aerodynamic kit. The cars could be smaller models (there was no longer a minimum 4 m length) and include a custom-build or production 1600 cm direct injection turbo-charged global race engine with

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990-401: The circuit was repaved and reconfigured to 28 degree banking. NASCAR used restrictor plates first in 1970 as part of a phased transition from the seven-litre era (427 cubic inch) to the six-litre era (358 cubic inch) engine that would be in effect at the end of the 1973 season. Following testing and input from drivers such as David Pearson , Bobby Isaac , and Bobby Allison , NASCAR mandated

1035-406: The crash of Bobby Allison at the 1987 Winston 500 at Talladega Superspeedway . Allison's Buick LeSabre blew a tire going into the tri-oval at 200 mph (320 km/h), spun around and became airborne, flying tail-first into the catch fencing. While the car did not enter the grandstands it tore down nearly 100 feet of fencing and flying debris injured several spectators. After a summer where

1080-401: The criticism was shot down in the first "modern" plate race, the 1988 Daytona 500 , as the lead changed 25 times officially and saw several bursts where the lead changed several times a lap and also several bursts of sustained side-by-side racing, notably in the final 50 laps between Bobby Allison , Darrell Waltrip , Neil Bonnett , and Buddy Baker . Said Waltrip before the race, "I feel, as

1125-444: The current 358 cubic inch (5870cc) limit was imposed. As the early 1970s use of restrictor plates was considered a transitional process, and as not every car used restrictor plates, this is not what most fans call "restrictor plate racing". This is similar to the 2006 Formula One season , where teams using V10 engines were run with air restrictors and rev limiters while teams running V8 engines were not. The second use came following

1170-443: The day before where the lead changed seven times in 100 laps and by the highly competitive nature of restrictor plated Modified races; as noted above the 300 also saw a 23-car battle for third in the first ten laps and a burst by 22 cars from John Andretti. The criticism stems from reduction in throttle response brought by the restriction. The reduction in throttle response, however, has never been shown to have impeded ability to pass;

1215-404: The displacement and air intake mouth dimension. However, in 2006 air restrictors (as well as rev limiters) were used by Scuderia Toro Rosso to facilitate the transition to a new engine formula. Many other racing series use additional air restrictors. After Group B cars were outlawed from rallying because they were too powerful (rumored to have reached 600 hp), too fast and too dangerous,

1260-506: The increased size of packs of cars caused by the decreased power coupled with the drag the vehicles naturally produce. At Daytona and Talladega, most races are marred by at least one wreck, usually referred to as "the Big One" , as cars rarely become separated. Talladega has been considered the more likely track for these instances to occur as the track is incredibly wide, enough to have three to four distinct lines of cars running side by side. With

1305-442: The last years of the series' existence when the cars were using six-cylinder engines (compared to the traditional four cylinder engines), in addition to their Daytona races. However, restrictor plates were not initially used for Camping World Truck Series trucks. Rather, aerodynamic air intake reduction through the use of a 390 cfm carburetor, and eventually a tapered carburetor spacer were implemented for those races. Combined with

1350-470: The maximum width of the WRC cars was increased from 1770 mm to 1800 mm. In an attempt to cut costs, since 2006 new regulations required mechanical front and rear differentials, while the central differential remained active. Active suspension and water injections were also prohibited. Cars entered by a manufacturer had to be equipped with the same engine for two rallies; further limitations were imposed on

1395-539: The new World Rally Cars were allowed for use by manufacturers' teams only. Restrictor plate A restrictor plate or air restrictor is a device installed at the intake of an engine to limit its power. This kind of system is occasionally used in road vehicles (e.g., motorcycles) for insurance purposes, but mainly in automobile racing , to limit top speed to provide equal level of competition, and to lower costs; insurance purposes have also factored in for motorsports. A few top classes like Formula One limit only

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1440-445: The new pavement at Daytona, three-wide racing became far easier, and multi-car wrecks became more common. The 2011 Daytona 500 saw a record number of cautions including an early 17-car pile-up. These wrecks tend to be singled out for criticism despite multicar crashes at other tracks and the generally greater severity of impact on non-restricted tracks. In addition, the packs were far smaller in 1988 through 1990 until more teams mastered

1485-461: The new regulation allows the only front and rear axle differential and a mechanical clutch to disconnect the rear axle during handbrake use (to reduce cost and make the cars' driving style more exciting again for both spectators and TV broadcasts). These two differentials must be mechanical, without electronic control or hydraulic or viscous systems (from 2006 to 2010 the center differential and previously all three could be active ). The minimum weight

1530-488: The nuances of this kind of racing and improved their cars (and drivers) accordingly. The 2011 Sprint Cup season was the last complete Cup season with carbureted engines; at the end of the 2011 season, NASCAR announced that it would change to an electronic fuel injection system for the 2012 racing season. The injection system used by NASCAR is a different system from that used in IndyCar Racing and other motorsports series;

1575-459: The race under a red flag condition for two hours. The following race at Talladega that year would be run with a smaller carburetor, however, NASCAR mandated the use of the restrictor plate at the end of the season. The restrictions are in the interest of driver and fan safety because speeds higher than the 190 mph range used for Daytona and Talladega risk cars turning over through sheer aerodynamic forces alone. The severity of crashes at higher speeds

1620-560: The rally version of a car like the Mitsubishi Lancer Evolution may have less power than the street version (the "280" hp Evo VII was believed to have more than 300 hp, and in some markets the FQ-320, FQ-340, FQ-360, FQ-400 versions were sold, with the number representing the total horsepower). It also means that the torque and power curves of the engine are unusual. The engine produces peak torque and almost maximum power at

1665-448: The two subsequent superspeedway races were run with smaller carburetors (390 cubic feet per minute (cfm) instead of 830 cfm) proved to be inadequate to sufficiently slow the cars, NASCAR imposed restrictor plates again, this time at the two fastest circuits, both superspeedways : Daytona for all NASCAR-sanctioned races and Talladega for Cup races. The Automobile Racing Club of America also enforced restrictor plates at their events at

1710-648: The two tracks. The third use came in 2000. Following fatal crashes of Adam Petty and Kenny Irwin Jr. at the New Hampshire International Speedway during the May Busch Series and July Winston Cup Series races, respectively, NASCAR adopted a one-inch (2.54 cm) restrictor plate to slow the cars headed towards the tight turns as part of a series of reforms to alleviate stuck throttle problems which were alleged to have caused both fatal crashes. For

1755-516: The two tracks. In 1992, when the Busch Grand National series began racing at Talladega, the plates were implemented, in keeping with their use at Daytona. NASCAR's concerns with speeds because of power-to-weight ratios result in restrictor plates at other tracks. The Goody's Dash Series (known now as the ISCARS series with its new ownership) used restrictor plates at Bristol during at least

1800-459: The use of a restrictor plate for the big block seven-litre engines. Small block engines, in the 358 cubic inch range (which is still used today in NASCAR), were exempt from the plates; the first car to race with a small block engine was Dick Brooks at the 1971 Daytona 500 , where he ran a 1969 Dodge Daytona with a five-litre engine (to be exact, 305 CID). The transition period lasted until 1974, when

1845-612: The use of larger rear spoilers, larger front splitters, and specially-placed front end aero ducts. The combination of those features increased drag on the cars, counteracting the increased horsepower, keeping the cars close to the speeds they were running prior to the switch to the tapered spacer. While the racing quality noticeably improved, and passing was made easier with larger horsepower and bigger runs, speeds also noticeably increased past 200 mph, and even into 205 mph ranges. Starting in 2022, restrictor plate rules were used for Atlanta Motor Speedway because of concerns over speed after

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1890-414: The use of restrictor plates at Daytona International Speedway and Talladega Superspeedway since 1988, and until the 2019 Daytona 500 for Cup Series only. The plates were put into use in 1988 as a result of a wreck in the 1987 Winston 500 at Talladega that involved the car of Bobby Allison crashing into the frontstretch catch fence at a high enough speed to destroy almost 100 feet of the fence and put

1935-445: Was 1200 kg empty and 1350 kg (1360 kg from 2013) with driver and co-driver (in both cases when measured with only one spare wheel ). The 1.6 L turbo-charged global race engine was retained in the 2017 World Rally Car regulations, but the turbo restrictor diameter was increased from 33 mm to 36 mm, increasing the engine's power output from 230 to 280 kW (310 to 380 hp). The minimum empty vehicle weight

1980-471: Was decreased by 10 kg but the combined vehicle, crew and spare wheel weight remained at 1360 kg. Manufacturers were given more freedom to maximise aerodynamic performance, including large brake cooling ducts in fairings forming enlarged wheel arches. Electronically controlled active centre differentials were permitted, while the front and rear differentials remain mechanical. While 2011 specification World Rally Cars were allowed to compete in 2017,

2025-511: Was set at 1770 mm while front and rear tracks shouldn't exceed 1550 mm. Unlike the requirements for the preceding Group A cars, manufacturers were no longer required to build "homologation specials" in order to meet approval. The base model did not need to have all the characteristics of the WRC car, as evidenced from cars such the Peugeot 206 , 307 , Citroën Xsara , and Škoda Fabia , which during this period had no road car variant with

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