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Bought Some Kelly Edge A/S All Season Tires
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By NAPA
Jack Wood began the ARCA Menards Series West (AMSW) campaign with a seventh-place finish on Friday evening at Phoenix Raceway to mark his second consecutive top-10 result at the one-mile tri oval. The driver of the No. 16
link hidden, please login to view Chevrolet SS kick started his AMSW championship bid with his 12th-career top-10 finish as the race was called short due to rain and lightning after 115 of 150 scheduled laps.
Wood began his effort in the desert by posting the eighth-quickest time in practice and followed that up with an eighth-place qualifying effort. The Californian began the event by wrestling an extremely loose handling condition in the NAPA Auto Care Chevrolet. Wood radioed the team that his balance was a “10 out of 10” loose on both ends of Phoenix’s flat mile but managed to stay on the lead lap during the first half of the event.
Crew chief Kevin Bellicourt took advantage of a caution on lap 70 to bring Wood to pit road for a crucial wedge adjustment while running 14th. On the ensuing restart at lap 75, Wood rocketed forward to claim the sixth position by the time the halfway caution flew on lap 76.
Wood took on four fresh General Tires, fuel, and additional chassis adjustments during the halfway break to tweak the improved balance on his Chevrolet. When the race restarted on lap 81, Wood was a mainstay in the top-10 until a caution for lightning slowed the field on lap 113. Wood was credited with a seventh-place finish as a rare thunderstorm enveloped the desert mile and forcing an official finish after 115 laps were completed.
“With as deep as the field was here, seventh is a solid start to our season,” Wood said. “Our NAPA Auto Care Chevrolet was too loose in the first half of the race, and we really needed that caution before halfway to get an extra adjustment. Kevin and the guys made a good call, and it really improved the car. I would have liked to see us run out the full distance to see if we could have gotten into the top-five, but that’s a solid finish for our first race as a group. We have a good foundation here and we’ll work on getting ready for Irwindale in a couple weeks.”
Start / Finish: 8 / 7
Points Standing / Total: 7th / 37 pts.
Next Race: Saturday, March 30, Irwindale Speedway
How to Watch or Listen: 10:00 p.m. ET on FloRacing
NAPA:
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By NAPA
Christian Eckes tallied a resilient sixth-place finish on Friday night at Las Vegas Motor Speedway (LVMS) for his best finish through three races. The driver of the No. 19
link hidden, please login to view Chevrolet Silverado RST remains ninth in the NASCAR Craftsman Truck Series (NCTS) standings after his second top-10 result of the young season. Eckes has now posted top-10 finishes in six of his eight races at LVMS.
Eckes started the day in strong fashion by posting the second-quickest laps in practice and qualifying. He got the early holeshot off the initial green flag and led the first seven circuits. However, Eckes began wrestling with an extremely tight condition throughout the opening stage. The balance issues relegated him to run in 14th position at the end of Stage 1 on lap 30.
Crew chief Charles Denike brought Eckes to pit lane during the stage yellow to change four tires and address the handling woes. A track bar and wedge adjustment proved to be the right direction for Eckes in Stage 2, but the tight condition persisted. Eckes restarted 16th on lap 36 but immediately leaped into the top 10 by lap 38. Despite his efforts, Eckes once again ran 14th at the end of Stage 2 on lap 60.
Denike and the NAPA Auto Care team made an even bigger swing to improve the balance with chassis adjustments during the second stage caution. Significant wedge and a front suspension changes proved to be the proper tonic to wake up Eckes’ Chevrolet. He restarted 21st on lap 67 and marched back into the top-10 in less than 20 laps. A smoothly executed green-flag pit stop cycle vaulted Eckes from ninth to sixth with roughly 30 laps remaining. The improved balance allowed him to string together consistent laps over the final run to take the checkered flag in sixth for his second top-10 result of the season.
“We definitely made improvements throughout the night to our NAPA Auto Care Chevrolet,” Eckes said. “My guys kept making swings at it and we got the balance better, but we have some work to do to get the balance where we need it. It’s good to finish better than we ran all night, but we have some work to do.”
Start / Finish: 2 / 6
Points Standing / Total: 9th / 85 pts. (-22)
Next Race: Saturday, March 16, Bristol Motor Speedway
How to Watch or Listen: 8:00 p.m. ET on FS1, MRN or SiriusXM
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By NAPA
The Battle of the Bay at East Bay Raceway Park in Tampa marked the opening of the High Limit Racing season, and Brad Sweet and the
link hidden, please login to view No. 49 team of Kasey Kahne Racing arrived intent to make their mark on the points standings from the start.
With 56 cars in attendance for the first night at East Bay, the NAPA No. 49 hit the top of the charts in qualifying with a lap time of 12.550 seconds. Heat race action followed, and the Big Cat battled his way from fourth to third, punching his ticket to the dash by being the fastest car in his heat. In the dash, Sweet showed consistent speed by charging from third to second.
The action on night one of the Battle at the Bay truly heated up during the evening’s feature race. Despite starting strong in second place, the NAPA driver faced formidable competition and slid back in the field. The five-time World of Outlaws champion showed his determination though, and he fought his way to a fourth-place finish.
That was just the beginning for the NAPA team. Because Sweet secured a fourth-place finish in Monday’s preliminary event, he was automatically locked into the heat races on night two, bypassing qualifying. This placed him fourth to start in Heat Race 4, where he revealed the speed of the NAPA machine on the 1/3-mile oval. Sweet charged to the lead, winning his heat and placing himself first to start the dash.
Sweet took charge in the seven-lap dash and never looked back, earning the win. Finally, the 30-lap A-main took the green flag to mark the final race of the two-day event. Launching the NAPA Auto Parts No. 49 like a rocket, Sweet quickly caught the tail of the field. Competitor Tyler Courtney managed to sneak by the Big Cat for the lead, and Sweet lost another spot after a tough battle. He brought the No. 49 machine to the checkered flag in third, earning a spot on the East Bay podium.
Next up for Sweet and the NAPA team is Deuces Wild at Golden Isles Speedway in Waynesville, GA.
Start / Finish:
Monday, Feb. 12: 2 / 4
Tuesday, Feb. 13: 1 / 3
Points Standing / Total: 1st / 133 pts.
Next Race: Thursday, Feb. 22, Golden Isles Speedway, Waynesville, GA
How to Watch or Listen:
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By Counterman
One of the more difficult things about any technology is all the new terms you seem to get hit with, and in the automotive world, CAN bus was one of those terms. The second half, “bus,” was a term we had already used for many years, primarily as “bus bar.” A bus bar was a metal strip or bar that distributed power among multiple components.
In the automotive world, even when fiber-optic turn-signal indicators mounted on the front of a fender were as high-tech as it got, bus bars were inside many components such as fuse panels and relays, and sometimes under the hood for various engine electronics.
Then computer electronics took over. At first, we just had one electronic control unit (ECU) to deal with, and it was for the engine. Before you knew it, there was a transmission control unit, then the ABS control unit (not necessarily in that order). Wiring harnesses got bigger … and bigger and bigger.
Today, a car can have as many as 150 ECUs. In addition to the familiar engine, transmission, brake and airbag control units, doors, seats, mirrors, power steering, audio systems, cruise control, batteries and charging management systems all have their own control units. And as you can imagine, that’s just scratching the surface.
As technology was taking a ride with all these systems, engineers realized there were too many wires and too many sensors. There was no choice but to get aboard the CAN bus. CAN stands for controller area network, and a CAN bus, simply put, is a common communication line that can be used by all ECUs on the network.
The various control units on a modern vehicle need to communicate and share information over this network. Here’s an example of how and why. Years ago, when you turned on the air conditioning, a simple switch sent power to the compressor clutch. Today, the HVAC control module may need to communicate with the body control module (BCM) to notify it that A/C has been requested.
The BCM in turn sends a request to the engine control module (ECM) to “ask permission” if it can energize the A/C-compressor relay. The ECM looks at current engine operating parameters and sends a response signal to the BCM, which, in turn, sends a signal to the A/C relay.
The technological features on today’s cars are nothing short of impressive. Advanced driver-assistance systems (ADAS) include features such as adaptive cruise control, forward collision warnings, high-beam safety, lane-departure warnings, traffic-signal recognition, lane-keep assistance, automatic emergency braking and traction control.
All of the associated control units are in constant communication with each other, and since many of them must utilize information from the same sensors, through the CAN bus network this is possible. Instead of an ambient-temperature sensor for the ECM, the HVAC control unit and the instrument cluster, one sensor can share its data over the network.
Some high-end vehicles have a feature called automatic brake wiping, or brake disc wiping. This feature utilizes information from a rain sensor (also used by automatic windshield wipers) that’s sent over the CAN bus to the ABS control unit. In programmed intervals, the ABS control unit lightly applies the brakes in a manner that the driver won’t notice, to clear water and moisture away from the rotors and provide maximum braking when needed. All of this is only possible thanks to the communication available over the CAN bus.
Developing the CAN bus system was no simple feat, and it took many years to complete. The requirements for automotive CAN bus communication are standardized as part of the OBD II vehicle communication standard. There have been many changes over the years related to CAN communication, primarily affecting the speed and manner in which data is transmitted. The easiest way to think about it is to relate it to the changes over the years in USB design we’re all familiar with. It’s for the same reason. They transmit data quicker.
From a service standpoint, technicians have had to become familiar with CAN bus systems. U-codes that indicate a loss of communication between modules or on a specific bus are a tool designed to help technicians diagnose CAN bus problems.
Electrical wiring diagrams reflect the CAN bus network, and there are three different types of networks – loop, star and loop/star hybrid – referred to as CAN bus topology. Being able to recognize the type of topology can help a technician diagnose CAN bus errors quicker. In today’s world, we all have to get aboard the CAN bus.
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