Smaller radiator - Maximum of 2 gallon capacity
Smaller overflow tank - Maximum capacity of ½ gallon
Radiator inlet is moved up closer into the front center bumper area
Rate reduction in the springs softer springs
Smaller rear spoiler
Base line restrictor plate of 29/32 inch (1/64 inch larger than plate size for the 2011 Daytona 500)
According to Chris Paulson, president and owner of C&R Racing Inc. -- which manufactures nearly all of the radiators used in NASCAR's premier series -- the sanctioning body will be significantly reducing the size of the radiators and changing the location of the grille openings before the cars return for Daytona testing in January.
John Darby is implementing a two-gallon maximum radiator size," Paulson said. "So in other words, the big, huge five-gallon radiators everybody's running will be down to two. And that accumulator can was a one-gallon max volume. It's going down to a half-gallon-sized can."
The idea is to make the cooling systems less efficient, Paulson said, forcing the cars to run in open air to keep water temperatures down.
"The bigger effect is going to be moving the grille opening up to the bumper fascia area. Because now when they're tucked up behind another car, they're really going to kill all the air. So I think they're on the right track with that. They'll get the result that way."
In addition, NASCAR will require softer springs, a smaller rear spoiler and a baseline restrictor-plate size of 29/32ths of an inch, or 1/64th of an inch larger than the plate used for the 2011 Daytona 500.
"We want to be able to give the teams more options when it comes to drafting and we want to be able to reduce the difference in the speeds between the tandem style of racing and more of the pack style of racing that the fans are accustomed to seeing. We believe we're headed in the right direction with that."
Pressurized cooling systems had been used for years in open-wheel racing but made their way to NASCAR only in the past 12 years, Paulson said. And it wasn't until just a few years ago that teams realized they could run water temperatures well past the boiling point for entire races without appreciable damage to their engines.
That issue came to the forefront during last year's Budweiser Shootout, when drivers used tandem drafting throughout the entire race for the first time.
The pressure was reduced to 25 pounds at Talladega, but had only a limited effect on tandem drafting. Paulson believes the new rules -- combined with changes to the restrictor plates and spoilers -- should have the desired effect at Daytona. But it won't eliminate tandem drafting entirely.
"It'll be a short number of laps, and they'll be peeking out a lot more," Paulson said. "They certainly won't be able to do a sustained lap-after-lap run. I think that'll be taken care of. But you'll see, for one or two laps, them hook up if they want to go and pass people.
"I think that'll mix it up a lot more. And it needs to. I don't disagree with NASCAR of their wish to break that up. It's really changed that type of racing."