How to be on the podium at my next race?

Data-Driven Performance Engineering Seminar in Michigan

Location

Adrian, Michigan

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Duration

4 days long, 10h/day

Dates

June 18 – 21

Taught by

Claude Rouelle

Revolutionize your Racing Strategy!

From now until the day of your next race, would be able to learn more than 40 years of experience in motorsport? The Data-Driven Performance Engineering Seminar leads you to that in only 4 days. Master once and for all data analysis and race strategies to gain maximum performance for your car, always. How long will you let guesswork get in the way of your results?

The Future of Racing is DATA-DRIVEN

Data-driven Performance Engineering

June 18th – 21st | 2024

Topics covered at the seminar

Competitors Data Analysis

Qualification and quantification of other team/car/driver performance. How to quickly visualize what you competitors do better (or worse) than you.

On-board Data Acquisition

You’ll learn about data acquisition in detail – what it is, how it works, how it relates to sensors, how sensors measure, how to read a sensor sheet, how to choose the right acquisition frequency and what common sensor measurements are.

Analysis of Recorded Data

Here you will learn best practices for recording data, how to set up manual spreadsheets (something your whole team should use) and be introduced to key performance indicators (KPIs).

Driver Analysis

You’ll get a comprehensive overview of KPIs, why they’re important and why we use them. Next, you’ll examine four inputs for drivers (steering, acceleration and braking) and how to analyze and compare driver performance. You will be asked to apply these metrics during an exercise with data from three pilots. You will then present your results and take part in a group discussion.

Vehicle Data Analysis

You will continue with the KPIs, but with more focus on vehicles to learn analysis of suspension and engine histograms, the gg diagram and brake performance and aerodynamics. You will complete exercises and present your results.

Tires

You will examine tire data, the differences between tires and how to compare them. For example, how different tires can respond differently to the driver; and how some tires can be more sensitive to load, camber and temperature than others. You will then examine the evolution of tire temperature during a lap, along with these questions: What can you conclude from observing tire surface temperatures? How can you manage tire pressure and wear? What is graining and blistering? Why do they occur? How do you prepare for a tire test? How many loads, pressures, and camber do you need to successfully get a tire model? What tire models are available? What is the best order to fit a tire model?

Vehicle Modeling and Simulation

You’ll examine the most common types of models: point mass, bicycle and four-wheeled. You’ll weigh up the pros and cons of each and learn when to use each. You will examine the types of simulation: steady state, quasi-steady state and transient, as well as discuss the vehicle properties required for each model. 

Yaw Moment Diagram

You will examine the pitching moment diagram and learn how it can be correlated with pilot feedback. You’ll then look at control, stability, balance and grip, along with how to create a pitching moment diagram. You’ll explore how camber, toe, speed, springs and ARB affect the car at different points on the track: corner entry, apex and corner exit.

WHY ATTEND?

101

reasons

  1. The cost-efficient reasons why the competitive, amateur, and professional racing teams have decided to use data acquisition systems.
  2. Why driver’s skills, intuition, and experience are indispensable but not sufficient to win races.
  3. How much data acquisition costs, how much it can improve your car’s performance, what is the minimum knowledge and experience you need to get the best of it, and how hard (if not impossible…) it will be to be competitive and efficient without it.
  4. Why a good engineer is not only the one who finds the best setup but also who understands WHY and HOW MUCH a setup change affects its car performance.
  5. Find out how to succeed in an extremely competitive racing world where dozens of drivers can be within a few 1/10 of a second a lap, where testing time is restricted, where circuit or special stages are less and less available and more and more expensive, where sponsors want immediate results.
Read all the 101 reasons!
  1. What do you want to work on first when you have understeer or oversteer: tire pressures, camber caster, toe, springs, anti-roll bars, shocks, front or rear wing, front or rear gurney, anti-dive or anti-squat? So many solutions. But only one will work better than any others. Only one will preserve your tires better than any others. The seminar will tell you how to find the order in which you want to work on the different setup parameters.
  2. How to notice and quantify on the data acquisition the different kinds of understeer (oversteer): braking, turn-in, coasting, or power U/S (O/S)
  3. How to analyze data to quantify how much the driver is underusing or overusing his front or rear or both end tires.
  4. How to analyze the data to understand the driver style and adapt the car setup to it.
  5. How to “read” the tires by visual, tire temperatures, and data analysis.
  6. Why it is important to hit the brake pedal as hard as possible in the first few meters (feet) of the braking zone.
  7. Why, for the same exact trajectory in a corner there could be several steering wheel inputs. One driving style will be more efficient and will preserve the tires better than any other.
  8. How to quantify the U/S and the O/S just by looking at the steering trace and comparing it to a very slow lap.
  9. The speed that any data acquisition system measures is not the real speed. Why and what are the differences.
  10. Why 80 % of your corner speed is determined in the first 10 % of the corner.
  11. Why the roll center position and its vertical and lateral movements are so important at the corner entry.
  12. Why modern racing cars demand less and less shock absorber low-speed bump control.
  13. Why do modern racing tires and cars demand a less aggressive driving style in the slow corners and a more aggressive driving style in the fast corners.
  14. How to organize a driver briefing and debriefing.
  15. Why changing the car ballast position (or the driver seat) by only a few cm (inches) could change the handling of your car and the way your tires wear.
  16. How to choose the spring stiffness and the shock setup of a car you have never worked with before.
  17. How to make an aeromap.
  18. How to find the best tire pressure for race and qualifying.
  19. Why a shock absorber is like an anti-roll bar, which works only at the entry and exit phases of the corner.
  20. How to decide if you want to work on your shock high-speed or low-speed adjustments to improve your car performance.
  21. Why do you need to completely change your brake fluid after a race in the rain.
  22. How to use RPM and speed data and an Excel spreadsheet to calculate the best gear ratios in less than 5 minutes.
  23. How to calibrate pushrod or spring perch strain gauges.
  24. How to choose what you want to work on first: maximum total lateral grip or car balance.
  25. All the information data acquisition engineers and the race engineer will learn by comparing all the data on different circuits (rallies) at the end of the season and how it can lead them to a better setup for the next season.
  26. How to set up your brake balance by analyzing your data.
  27. How much do you need to change your front and rear ride heights when you change your front and/or rear springs.
  28. Why do gurney flaps work better in the slow corners.
  29. How to adjust your tire cold pressure to weather change.
  30. How to increase your tire temperature by changing your suspension pickup point.
  31. Why it is important to know your tire’s vertical stiffness.
  32. Why your tire vertical stiffness can change as the tires wear out, despite keeping the same running pressure.
  33. How to use strain gauges, gyros, and laser sensors, what you can learn about your car thanks to these sensors, and how to cope without them.
  34. How to establish a quick and efficient technical dialogue between the driver and the engineer.
  35. Why do we put negative camber on a road course car.
  36. Why in some cases, a softer rear antiroll bar could give less turn in understeer.
  37. Why on most stock car oval races you don’t want to have a front roll center moving toward the inside corner.
  38. How to calculate and measure lateral and longitudinal weight transfer.
  39. How to measure the track slope and banking angle with the car at speed on the race track.
  40. How to analyze the driver style just by looking at throttle and steering data.
  41. What kind of technical data you should ask your race tire manufacturer (and what kind of technical information he should give you).
  42. Where on the car to install a pitot tube.
  43. What is the best choice of sensors for a given budget.
  44. How the front and rear roll center vertical and lateral movement in heave and roll influence your car handling.
  45. Why on some road tracks it is worth having asymmetrical cambers and corner weights.
  46. How to efficiently use your brake pad manufacturer information.
  47. The best way for a young engineer to find a job in racing.
  48. How to organize your data and the way you want to look at them on the telemetry or as soon as you have downloaded it from the car.
  49. The best way to integrate the data acquisition engineer’s duties with the driver and the race engineer.
  50. Why front toe-out improves braking and rear toe-in increases traction.
  51. Why in some cases reverse Ackerman steering geometry is better than standard Ackerman and the best way to modify it.
  52. How to calculate and measure anti-dive and anti-squat.
  53. How to draw a line over which data are really useful and under which they could be real ‘black holes’.
  54. How to set up the dashboard to help the driver to help himself.
  55. The concept of magic numbers that you can find in your setup sheet and on your data to quickly improve your car setup.
  56. The 52 useful types of information you can learn about your car handling with just 4 linear potentiometers.
  57. The kind of information your race tire manufacturer is expecting from you to help him to better help you.
  58. Why and how much do we want to limit the amount of camber change.
  59. How 5 minutes from the end of a qualifying session, just by looking at some magic numbers on your data acquisition you can decide what exactly to do to your tire pressures to significantly improve your position on the grid.
  60. Why and in which conditions do you want to have a roll center over or under the ground and by how much.
  61. Why a kinematics software should be 3D, take the front and the rear of the car as a whole, and take into account the vertical, lateral, and longitudinal tire deformations, the suspension, and chassis compliance.
  62. Why in some cases more rear brake bias could give less turn in oversteer.
  63. How to set up a car with your shock speed histogram.
  64. How to analyze data to compare 2 drivers’ styles and have each of them getting the best of the other.
  65. How to measure your car’s aerodynamic drag.
  66. How to quantify understeer and oversteer in
  67. steady state and transient conditions.
  68. How to find the correct tire rolling radius to input in the data acquisition software to measure the car’s speed.
  69. How to measure a differential efficiency.
  70. How to measure the tire’s vertical stiffness when the car is on the race track (special stage)
  71. How to write math functions for your data analysis.
  72. If, when, and how much you want to filter data.
  73. What 3D kinematics, vehicle dynamics, and lap time simulation software is available on the market, and at what price.
  74. How to measure real shock force (not shock dyno forces) when the car is on the racetrack.
  75. Why does increasing the rear shock low-speed rebound forces decrease the turn-in oversteer on some circuits and increase it on others.
  76. Why front and rear negative camber on the inside wheel is not a good thing for your turn-in performance.
  77. That you can not decide the amount of camber variation you want to get from the design of your car suspension geometry until you know your tire lateral stiffness.
  78. Why the less loaded tires are most of the time the ones that have the best coefficient of friction.
  79. What you could do with slip angle sensors.
  80. How race tire manufacturers are measuring lateral and longitudinal tire grip, and how you could measure these yourself on your racecar while on the race track (special stage).
  81. How to measure the tire rolling resistance.
  82. Why do you need to know as much about your pitch centers as you need to know about your roll centers.
  83. What kind of test you can do on your race track to know the level of Ackerman (or reverse Ackerman) geometry that will get the most out of your front tires.
  84. Why it could be useful to have front and rear bump and roll steer, how much and how to create it.
  85. Why you will lose 3 % of downforce and get more understeer if the ambient temperature rises by only 5 degrees.
  86. Why, if your car is perfectly balanced but is bottoming in the straight away, you need to raise the rear right height 3 to 5 times more than you raise the front ride height.
  87. Why and how it is possible to have the car a few feet ahead of yours experience a sudden aerodynamic oversteer without having any understeer effect on your car.
  88. How much to change the front and rear ride height to decrease the amount of power understeer (oversteer).
  89. Why an independent suspension has 5 links.
  90. How, during the suspension geometry design, to find the best compromise between camber variation in bump and roll.
  91. Why and how much do the left and right anti-squat and anti-dive characteristics change with the static and dynamic camber and with the steering.
  92. Why it is important to know your KPI and caster trails and how much these change with the lateral and longitudinal tire deflection.
  93. The specifics of different suspension types (double wishbones, Mac Pherson, stock car, rear GT3, V8 Australian suspension).
  94. How to measure centers of gravity and the roll, pitch, and yaw moments of inertia.
    Four different methods to get a non-linear wheel rate.
  95. The advantages and dangers of using bump rubbers.
  96. Why and how much increasing the antisquat and antidive will increase the car’s vibration in braking and acceleration.

WHY NOT TO ATTEND?

3

reasons

  1. I don’t have the time. Or don’t make the time. By constantly focusing on day-to-day, short-term crises, engineers don’t always take the time to sit down and learn from their successes and learn from their mistakes and the ones of others.
  2. I already know all that. Even top Formula One race engineers think they master only 80% of what they are responsible for on their race car. The rest is still a gray area. Are you confident that you know everything you need to maximize your race car’s performance?
  3. The team boss thinks I know everything so he doesn’t see any reason for me to attend. Some team owners or managers like to think about engineers as “magicians”. They are not aware of what racing engineering is about. They do not take into account that, like any other science, racecar engineering is in constant redefinition. And, for their engineer to stay on top, he has to continue his education every year.

Reach the next level

We asked our participants…

You are in good hands!

OptimumG is an international vehicle dynamics consultant group that works with automotive companies and motorsports teams to enhance their understanding of vehicle dynamics through seminars, consulting, and software development.

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Learn with the best

Claude Rouelle

Claude is the founder and president of OptimumG, a Belgian citizen with a master’s degree in mechanical engineering and vehicle dynamics. Claude built his own racecar at university and, after that, worked in a lot of racing teams, equipping himself with a lot of experience before creating OptimumG in 1997.
Since then, he worked on very different consult projects and led more than 400 seminars around the world. He is also popular in Formula Student, being a judge at the competition more than 147 times!

Don't take our word for it!

Look what our previous attendees have to say!

I came in having done the AVD and the Pro-Only DDPE, and I still found the DDPE Seminar extremely valuable. While the Vehicle Dynamics section was a nice refresher, I found the skipped section at the Pro-only seminar, such as the setup procedures and the method of taking the initial measurements were extremely valuable for me. At the Pro-Only seminar, the MoTeC section and KPI generation were a bit too fast for me at the time due to unfamiliarity with the software, but I had a lot more real-world experience this time around and was able to follow through with it without problems so I got the most out of the DDPE by taking it twice.

The passion for the subject and abundance of energy and enthusiasm in delivering the knowledge to the attendee in academia is unfortunately a rare sight in my experience, and it was such a positive driving force for me that it made me strive to learn more. The attention to the attendees’ needs – elaborating when there are questions or acting proactively based on attendees’ reactions were super helpful. It made me feel like Claude actually cares about his students learning. 

I had a fantastic time in Birmingham, and while it was a quite a way out for me(and same for the Italy one), it was DEFINITELY an expedition worth taking. If there’s any other seminars other than AVD and DDPE, I will make the trip! While I don’t think I’m at the level of folks at OptimumG yet, I strive to become the best engineer I can be and continue my relationship with OptimumG. OptimumG has given me so much, and I’ll gladly help out where I can.

SCOTT SUL

Race Engineer, ROTEK Racing

I felt the seminar as a whole was a great experience and taught me both the basic concepts and some more advanced ones that unfortunately I didn’t learn in university. The information was of great quality and always taught at the right pace. Initially, I felt 10 hours a day for 4 days would be too much, but I never felt overwhelmed with information or got distracted. I always felt a big interest in everything that was being taught because Claude would always relate to some application of it in the real world and that was very important.

PEDRO MATOS

Race Engineer Consultant

Really efficient seminar in terms of learning key points on vehicle dynamics. Claude has so much knowledge that this seminar could last a few more days. Thank you, Claude, for teaching us this course through your experience.

ALESSANDRO PRADA

Race Car Engineer, JAS Motorsport

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DDPE

Data-Driven Performance Engineering

Jun 18th – 21st | 2024
Adrian, Michigan

Individual Registration

US$ 2595
US$ 2195/person

until June 4th

Group registration

For 3 persons or more

US$ 2195
US$ 1995/person

until June 4th

Color binder add-on

Black and white print with 300 pages is included in the price, but we highly recommend the colored version. Add this to the cart to receive a copy of the colored binder for the DDPE seminar.

US$ 150

Students have 70% OFF to participate in the OptimumG’s Seminars!

We want more and more students to join our performance community, and for that, we have a special incentive to help get your career started!

DDPE

Data-Driven Performance Engineering

June 18th – 21st | 2024
Adrian, Michigan

Individual Registration

US$ 825
US$ 695/person

until June 4th

Group registration

For 3 persons or more

US$ 695
US$ 600/person

until April 4th

Color binder add-on

Black and white print with 300 pages is included in the price, but we highly recommend the colored version. Add this to the cart to receive a copy of the colored binder for the DDPE seminar.

US$ 150

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FREQUENTLY ASKED QUESTIONS

Do I get a certificate at the end of the seminar?

Yes, all seminars have a physical certificate signed by our president, Claude Rouelle.

I'm a student. Can I get a discount?

Yes. If you are a student, you can access our website https://students.optimumg.com/ and take advantage of our special conditions for you.

Where are the seminars held?

The seminars are held in various countries around the world. We usually hold our seminars in colleges or hotels, which you can find on the page with more information about each seminar. If not, we will send you an e-mail confirming the venue close to the date of the seminar.

How long do the seminars last?

The seminars last 4 full days, usually from 8 AM to 7 PM, with short breaks throughout the day.

I'd like to offer a seminar to my team. How do I go about it?

For companies, we offer customized seminars based on your team’s greatest needs. See some success stories here.

What is your cancellation policy?
  1. OptimumG reserves the right to cancel a course due to insufficient enrollment, inclement weather, or other unforeseen circumstances. In this case, OptimumG’s liability shall be limited to a full refund of registration fees paid to OptimumG. Although seminar dates and locations are rarely changed, when booking flights for the seminar, we advise the purchase of ticket protection insurance at the time of booking. In no event shall OptimumG be liable for any cancellation or change penalties assessed by an airline or hotel as a result of seminar date changes or cancellations.
  2. Cancellation requests received via our email within 30 days before the seminar date: A 50% refund will be granted.
  3. Cancellation requests received 30 days or less before the seminar (or in the case of a registrant being a “no-show”): No refund or any form of credit will be issued.
    • Alternatively, a registrant may transfer to another seminar within 12 calendar months at no additional cost, provided the participant emails us at least 7 days prior to the seminar they originally registered for, informing us of their decision not to attend and emails us 30 days prior to the date of the future seminar they wish to attend.
  4. No refund or any type of credit will be provided if the registrant attends all or part of a seminar.