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USCC Point Standings
Final 2016
Prototype Drivers
Pos Drivers Total
1 Dane Cameron 314
1 Eric Curran 314
2 Joao Barbosa 311
2 Christian Fittipaldi 311
3 Jordan Taylor 309
3 Ricky Taylor 309
4 Oswaldo Negri Jr. 282
5 Marc Goossens 273
6 Tom Long 258
6 Joel Miller 258
7 Tristan Nunez 257
7 Jonathan Bomarito 257
8 John Pew 255
9 Ryan Dalziel 247
10 Katherine Legge 247
11 Sean Rayhall 196
12 Scott Sharp 128
12 Johannes van Overbeek 128
12 Luis Felipe Derani 128
13 Olivier Pla 113
14 Max Angelelli 113
15 Ryan Hunter-Reay 109
16 Spencer Pigot 95
17 Andy Meyrick 91
18 Filipe Albuquerque 88
19 Ed Brown 72
20 Ben Devlin 70
21 Scott Pruett 62
22 Simon Pagenaud 55
23 Rubens Barrichello 53
24 Nicolas Minassian 52
25 Byron DeFoor 46
25 Jim Pace 46
25 David Hinton 46
25 Dorsey Schroeder 46
26 Henrik Hedman 29
26 Nicolas Lapierre 29
27 Brendon Hartley 27
27 Andy Priaulx 27
27 Lance Stroll 27
27 Alex Wurz 27
28 Jonny Adam 26
29 Jamie McMurray 25
29 Scott Dixon 25
29 Tony Kanaan 25
29 Kyle Larson 25
30 Gabby Chaves 25
31 Thomas Gruber 24
32 Keiko Ihara 24
33 Maurizio Mediani 23
33 Kirill Ladygin 23
33 Mikhail Aleshin 23
34 AJ Allmendinger 21
35 Carlos de Quesada 21
35 Dominik Farnbacher 21
35 Cameron Lawrence 21
35 Daniel Morad 21
36 Andreas Wirth 20

Prototype Teams
1 #31 ACTION EXPRESS RACING 314
2 #5 ACTION EXPRESS RACING 311
3 #10 WAYNE TAYLOR RACING 309
4 #60 MICHAEL SHANK RACING 282
5 #90 VISITFLORIDA RACING 273
6 #70 MAZDA MOTORSPORTS 258
7 #55 MAZDA MOTORSPORTS 257
8 #0 PANOZ DELTAWING RACING 220
9 #2 TEQUILA PATRON ESM 128
10 #50 HIGHWAY TO HELP 46
11 #81 DRAGONSPEED 29
12 #01 FORD CHIP GANASSI RACING 27
13 #02 FORD CHIP GANASSI RACING 25
14 #37 SMP RACING 23
15 #24 ALEGRA MOTORSPORTS 21

Prototype Manufacturers
1 Chevrolet 338
2 Ligier 324
3 Mazda 304
4 Oreca 56
5 BR 30
Inside The Cadillac V8 That Ran 1-2 At Daytona

by Mike Magda
Monday, February 6, 2017

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Side view of the Cadillac 6.2-liter V8 that powered the first- and second-place overall finishers in the Rolex 24 Hours of Daytona. Another Cadillac Dpi-V.R prototype also finished sixth overall. The front engine plate assembly houses the oil reservoir and coolant tank.
All photos by Richard Prince for Cadillac Racing

The engine that powered Cadillac to an overall 1-2 finish at the Rolex 24 Hours of Daytona was developed in less than a year at ECR Engines. A 6.2-liter naturally aspirated V8, the engine is based on the LT architecture found in the spirited Cadillac CTS-V but is jam-packed with custom components and technology learned in numerous racing projects.

"ECR came on board in October 2015," remembers Brian Goble, sports car engine program manager at ECR, which is located on the Richard Childress Racing compound in Welcome, North Carolina. "We started designing the engine in January 2016 and had the first test mule on the dyno by May."

Cadillac designers were charged with implementing brand styling into the Dallara chassis approved for the IMSA DPi prototype class. The engine wasn't ready for its first fitting in the chassis until later in the fall because certain design features had to be finalized that allowed the all-alloy engine to act as a semi-stressed-mounted member in the car.

Winning #10 Cadillac
Winning #10 Cadillac

The Cadillac DPi-V.R race cars are making their debut on the circuit this season. Note the sonic air restrictors on the roof-mounted scoop.

IMSA gave Cadillac a target of 600 horsepower. Even though the prototype series mandates sonic air restrictors in the interest of balancing power, making 600 horsepower with a 6.2-liter V8 was achieved quickly. The emphasis for the team then shifted from performance to assuring durability.

"In endurance racing, that has to be number one," says Goble. "It's a performance balanced series. We need to make sure we're durable above all else. [The internal components are] pretty much bespoke, but everything is based around the basic production engine."

ECR engine designers had to fit the power plant within the Cadillac cues developed for the Dallara chassis. This sketch came from Cadillac designer Dillion Blanks. The design details giving the DPi-V.R car its distinctive Cadillac appearance and presence include the vertical lighting signature; the sheer, sculptural quality of the body and bold bodyside feature line, V-Performance wheels with Brembo brakes, V-Performance emblems and a canopy graphic inspired by the Cadillac daylight opening.

"We split the pressure stage from the scavenge system," says Goble, adding the strategy was pressured by packaging concerns. The scavenge is a 4-stage system that pulls strictly from the crankcase; there is is no scavenging from the top of the engine."The production engine works well with gravity drainback," adds Goble..

The sump is an integral member of the engine, again to help carry stress loads that come from the chassis. The front plate where the engine is bolted to the chassis is designed to handle the transfer of water and oil from the engine. It supports the water expansion tank and the dry-sump oil reservoir.

"So when the team bolts a fresh engine into the chassis, all that goes with it," says Goble. "All of the transfer is done through transfer tubes. There are no oil lines on this engine. You look at this engine from the outside and there are no flexible lines or fittings."

Overhead view of the Cadillac Dpi-V.R 6.2-liter V8 engine.
Overhead view of the Cadillac Dpi-V.R 6.2-liter V8 engine.

The cooling system is rather basic with left- and right-side radiators and a water pump drawn from the Chevy R06 NASCAR engine.

"We actually run a production thermostat," adds Goble.

The cylinder heads are based on LT production models (and they're also sealed with production head gaskets) and sport Del West valves and T&D Machine rocker arms.

"The valvetrain has a few things that are proprietary to the program," says Goble, noting that direct injection is not carried over from the production engine. Instead, the intake manifold is designed with port injection.

"We evaluated the benefits versus the cost, and it didn't warrant having [DI] initially," says Goble, adding that given the tight timeframe for development the team had to pick it's battles. "There are potential provisions for it in the future if we need to."

View of the modular intake manifold system that helps keep vital working parts clean and cool, which improves durability.
View of the modular intake manifold system that helps keep vital working parts clean and cool, which improves durability.
The fuel system relies on factory GM production injectors that are fired by a Bosch ECU. However, in the interest of durability the stock connectors are discarded and the wiring is secured with soldering and potting. "We have to change out four injectors at a time," quips Goble, adding that some teams can adapt production ECUs to a racing program but that option was not possible with the Cadillac DPi-V.R program. "Some of the complexities of what the series requires necessitates a motorsport controller since they're more opened ended as far as configuration."

Kinsler helped develop the intake manifold and fuel system. From the sonic restrictors, air is plumbed to a common-plenum intake. The intake has somewhat of a modular design that keeps all the working parts, such as the shafts, seals and bearings inside the air box.

Engine aesthetics that promote the Cadillac brand were important to the ECR development team.
Engine aesthetics that promote the Cadillac brand were important to the ECR development team.
The No. 5 Mustang Sampling Cadillac DPi-V.R driven by Joao Barbosa, Filipe Albuquerque and Christian Fittipaldi races to a second place finish at the Rolex 24 Hours At Daytona.

"That allows us to keep all the working working components clean and cool," explains Goble. "The service life has gone up immensely doing that."

While the intake design came together fairly easily, the exhaust tubular-header design was more dependent on packaging issues dictated by the chassis and body design.

"But they have a really nice sound on the track," says Goble. "We run it up to around 7,500 rpm and it has a really nice note to it."

Also contributing to the Cadillac racing vision are engine aesthetics and torque.

"We wanted to present an image that was in line with what Cadillac wanted to present with its cars," sums up Goble, explaining that the engine was enhanced with colors and trim tied to a Cadillac theme. "And with a bigger displacment engine you have a broad torque curve. It's also in line with what a Cadillac should achieve on the torque side."

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