NASCAR spoilers work on a different principal than the wing on the GTR. The GTR wing works by speeding up the airflow under the wing, hence lower pressure on the underside of the wing and downforce is produced. changing the angle of attack, addding wing elements, gurney flaps causes the pressure differential (and drag) to increase, hence more downforce.
Cup car wings work by creating positive pressure on the rear deck lid. It's basically just one big Gurney flap. Air piles up in front of the spoiler, pushes down on the rear deck and downforce is produced. This is the reason the lowered t-bird roofs, lumina c-pillars, etc were such a big deal. The more clean air you allow to spill on to that decklid, the more downforce you will produce. It's cheap, simple and easy to regulate.
No offense to mp67, but I always shake my head a bit when someone points to NASCAR as an example of racing technology I the past I have seen NASCAR examples used to explain aerodynamics, pushrod engines, carburetors, 15 inch wheels, etc. The reason is simple: every single inch of that car is regulated to keep costs down and competition even. If they went to EFI next season, would it necessarily improve the show or make things safer or cheaper? Probably not. Hence, you don't see it. The same thing goes for IRS, 17" wheels, etc.
The one exception is brakes. On road courses and probably some short ovals, NASCAR allows teams to run forced induction (in-line electric blowers) in the brake ducting to channel air to the brakes. I doubt a car that heavy with that much power would last 10 laps at one of the road course events without it. With the exception of maybe DTM, I don't think anyone else is doing this.
I think it has more to do with keeping competition even more than keeping it cheap.
The root of the problem is simple. Ten years ago a team could field a competitive car for about $5 million a season. Today the cost is around $15 million and climbing.
I think it has more to do with keeping competition even more than keeping it cheap.
The root of the problem is simple. Ten years ago a team could field a competitive car for about $5 million a season. Today the cost is around $15 million and climbing.
It just goes to show, you can do all you wan't to supress costs, but if the stakes are high enough, teams will spend cubic dollars to get those small increases in performance. Even with the template and aero restrictions, a lot of teams are putting in major wind tunnel time. Team personnel counts have increased so you have a lot of specialists working on specific parts of the car. Engine programs have increased substantially over the last 10 years. I heard somewhere that DEI has restrictor plate engines running on dyno's 40 hours a week.
I think the GTR is cool!!! Now I've got to go squash a few pimples, jerk off to my sister's Brittany Spears poster, and go mix myself a Nestle's Quick and settle down in front of the tube and see what's happening on Nickelodian. (Actually I kinda dig the "street" version, but the headlights are just too gimmicky. Like some sorta cheesy conversion kit you'd order from J.C. Whitney).