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Classes

Prototype (P)

Prototype Challenge(PC)

GT Le Mans (GTLM

GT Daytona (GTD)

IMSA Point Standings
After Austin
Prototype Drivers
Pos Drivers Total
1 Jordan Taylor 226
1 Ricky Taylor 226
2 Christian Fittipaldi 207
2 Joao Barbosa 207
3 Misha Goikhberg 200
3 Stephen Simpson 200
4 Dane Cameron 199
4 Eric Curran 199
5 Ryan Dalziel 183
5 Scott Sharp 183
6 Tristan Nunez 181
6 Jonathan Bomarito 181
7 Tom Long 168
7 Joel Miller 168
8 Johannes Van Overbeek 162
9 Renger Van Der Zande 148
9 Marc Goossens 148
10 Ed Brown 117

PC
1 Patricio O'ward 216
1 James French 216
2 Don Yount 182
3 Buddy Rice 120
4 Kyle Masson 108
5 Gustavo Yacaman 89
6 Nicholas Boulle 68
7 Garett Grist 62
8 Ryan Lewis 62
9 Sean Rayhall 60
10 Daniel Burkett 60

GTLM
1 Jan Magnussen 182
1 Antonio Garcia 182
2 Alexander Sims 179
2 Bill Auberlen 179
3 Joey Hand 172
3 Dirk Mueller 172
4 Richard Westbrook 169
4 Ryan Briscoe 169
5 Dirk Werner 159
5 Patrick Pilet 159
6 Oliver Gavin 151
6 Tommy Milner 151
7 John Edwards 151
7 Martin Tomczyk 151
8 Laurens Vanthoor 151
9 Giancarlo Fisichella 104
9 Toni Vilander 104
10 Kevin Estre 78

GTD
1 Christina Nielsen 203
1 Alessandro Balzan 203
2 Jeroen Bleekemolen 195
2 Ben Keating 195
3 Andy Lally 179
3 Katherine Legge 179
4 Jens Klingmann 168
5 Lawson Aschenbach 166
5 Andrew Davis 166
6 Madison Snow 165
6 Bryan Sellers 165
7 Daniel Morad 162
8 Oswaldo Negri Jr. 152
8 Jeff Segal 152
9 Patrick Lindsey 150
10 Cooper Macneil 147

Prototype Teams
Rank Teams Total
1 #10 Konica Minolta Cadillac 226
2 #5 Mustang Sampling Racing 207
3 #85 Jdc-Miller Motorsports 200
4 #31 Whelen Engineering 199
5 #2 Tequila Patron Esm 183

PC
1 #38 Performance Tech 216
2 #26 Bar1 Motorsports 185
3 #20 Bar1 Motorsports 182
4 #8 Starworks Motorsports 58
5 #88 Starworks Motorsport 28

GTLM
1 #3 Corvette Racing 182
2 #25 BMW Team Rll 179
3 #66 Ford Chip Ganassi 172
4 #67 Ford Chip Ganassi 169
5 #911 Porsche Gt Team 159
6 #4 Corvette Racing 151
7 #24 BMW Team Rll 151
8 #912 Porsche Gt Team 151
9 #62 Risi Competizione 104
10 #68 Ford Chip Ganassi Uk 50

GTD
1 #63 Scuderia Corsa 203
2 #33 Riley Motorsports - AMG 195
3 #93 M. Shank W/ Curb-Aga 179
4 #96 Turner Motorsport 168
5 #57 Stevenson Motorsports 166
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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