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BMW Z4 GTE
How the American Le Mans
Series contender evolved
05
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STRAIGHT TALK – RICARDO DIVILA
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Batteries not included
It’s only a matter of time until electric trumps petrol. But we’re not there yet…
G
ene Cernan has the than chemical batteries and Electricity can be generated in action. It’s man taming the
unofficial lunar speed electric motors, because of in several ways: hydroelectric, monster, and winning through the
record with the electric the superior cost/performance wind, nuclear, geothermal and smart use of the Carnot cycle. Will
Lunar Roving Vehicle chassis ratio that hydrocarbon fuels not excluding hydrocarbon fuels. Icarus make it, running so close to
03 at 11.2mph (18.0km/h), currently provide. This situation Maybe hydrogen-powered cars the edge of meltdown?
actually above its design speed will likely remain true for at will be the future, be it fuel-cell Alas, electricity has none of
of 8mph (13km/h). On Earth, least another 20 or 30 years. technology or internal combustion, this charm. It’s too sophisticated
it is a bit higher – 307.6mph The need for an alternate power as the probably in-car storage and elegant, with electromagnetic
(495.14km/h) for electric-powered source is a environment-driven challenge for hydrogen will be fields being too extrasensory
cars, so obviously the idea of political need. solved way before we see electric compared to man’s primitive needs
electric racing cars beckons, The technological boost cars with a useful range. of facing the bleeding obvious
in the name of green image of reluctance motors and new So much for the general, but monstrosity of heat and loudness.
and world salvation, which will battery types will improve this what about the particular case Don’t get me wrong – I love
nudge manufacturers towards ratio, but let us be frank about of racing? Batteries will have to disruptive technologies, whether
alternative renewable and green it – any use in motor racing will be improve by an order of magnitude in life, computers or cars. Anything
energy sources. rules driven, much as diesel and before they weigh acceptable that shakes the traditional slothful
Manufacturers are investing into hybrids are today in endurance values and have credible range. ‘same old, same old’ with a
the future production of millions different slant is worthwhile. That’s
of electric cars, on one hand, and why the electric car and plug-in
hybrids on the other, such as the hybrid technology will revive a
Toyota Prius hybrid car, first sold in boring industry, but not necessarily
1997. By October 2012, the Prius racing – it has other problems. The
had reached sales of 4.6 million, introduction of hybrid, electrical or
2 million of them in Japan, cutting hydrogen racing cars have only the
30 million tons of CO2 and saving interest of the car manufacturers
11 million litres of petrol. and of the engineers that will work
There is a long way to go on them – but probably not of the
still, as the daily consumption in Electric is invigorating the consumer market, but racing could be another matter public that should watch it.
the US alone is upwards of 10 F1 cars look the way they
million barrels of oil per day for racing. It provides manufacturers In order to make an electrical do due to regulations, just as
motorcars. Hybrid technology an excuse to go racing to reap racing series attractive as a electric automobiles are a product
is a method of improving fuel public perception kudos, keeps spectator sport, the rules would of government regulations that
efficiency mainly through the teams in business, and might just need to be wide open. This would distort market economics for
recuperation of braking energy, provide the drive to improve the permit high levels of technological a good cause. The way trends
worth it to eke out our energy technology rapidly. development and allow the cars are going, battery cost and
needs with less pollution, but it’s And there is a fundamental to be very fast, as Formula 1 once performance should improve to the
not a game-changer. problem with electric engines, as was, which was why it garnered level necessary for it to compete
We constantly form unjustified electricity is not an energy source a wide audience. The downside with hydrocarbon fuels. We have
expectations about the future. – it is a means of transmitting (or would be the same problem that mentioned hybrids at the start.
To what extent can we trust storing) energy. Electrical town F1 ran into: rapidly escalating and So there you have it. An
predictions? If the future is less cars shift the pollution generated unsustainable costs. opinionated, provocative prediction
predictable than we imagine, upstream, outside towns, and Personally, I have my doubts and about as comfortable as a
how do we plan for it? I am not induction-powered cars without about electric car racing, not least wire-wool jockstrap, dependent
wanting to frame the discussion batteries can be a coming because it would also be too quiet on economics, geopolitics, and
in terms of Hume’s Problem of technology, possibly showcased in – one would not feel the same therefore a science of complex,
Induction. (He argued that belief an inductive track. This would be adrenaline rush from the screech nonlinear systems – systems that
that the future will be like the cheaper to implement than redoing of tyres. The nerve in motor are chaotic in the technical sense,
past is grounded neither in the road network – a craft known racing is in the hysterical scream and not susceptible to detailed
experience nor reason, expressing since 1894 – when Nikola Tesla of 18,000rpm through tuned long-run forecasts.
scepticism at our ability to predict demonstrated resonant inductive exhaust pipes, engines expiring One can only say, ‘Gentlemen,
the future.) I shall endeavour coupling also known as ‘electro- in flames or clouds of smoke – the plug your batteries’, and quote
to pull back the curtain… dynamic induction’. visceral impact of thermodynamics Jane Austen: ‘Let other pens dwell
In the real world, the natural on guilt and misery, I quit such
laws of physics, installed capacity
and free market economics drive
Electricity is too sophisticated odious subjects as soon as I can,
impatient to restore every body,
the vast majority of the world’s and elegant for racing – we not greatly in fault themselves, to
use of internal combustion engines tolerable comfort, and to have
burning hydrocarbon fuels, rather need heat and loudness done with all the rest.’
* U.S. Patent No. 6899595, U.S. Patent No. 7207870, U.S. Patent No. 7267602
When you need the key to unlocking a true horsepower advantage, turn to the
leader in piston ring technology, innovation and manufacturing...Total Seal ®.
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SIDETRACK – MIKE BLANCHET
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F1: preserve of the rich?
Once again it seems that not all top tier drivers are there on merit…
T
here has been much of creating an effective F1 car As stars became superstars If you think I’m exaggerating,
comment recently about and team. British innovations and pay demands accelerated then let’s not kid ourselves
‘pay drivers’, especially brought to the sport the accordingly, government and acknowledge that surely
in F1. Let’s analyse the term affordable ‘off-the-shelf’ bans on tobacco advertising for the first time in its long
‘pay driver’ and not be naive. Coventry Climax and following brought increasingly generous history McLaren have taken a pay
Any young and aspiring driver Ford Cosworth DFV engines. sponsorship to F1 on a plate. driver – a quick one, with a very
advancing beyond club racing Much of the operating funds The re-engagement in the big budget, admittedly – in the
has to have backing beyond came from tyre and fuel top level of motor racing by form of Sergio Perez. Otherwise,
most average families’ financial companies, along with start automotive manufacturers added why not on form alone have
capabilities, so at what point money from the race promoters free powertrains and greater chosen Nico Hülkenberg or
does this somewhat pejorative and sometimes a degree of resources, plus many millions given a second chance to the
term kick in? For me, as I suspect wealthy patronage. When of dollars to team budgets. now matured and fast Heikki
for most racing people, it’s when commercial sponsorship was Even as F1 embraced vastly Kovalainen, for example?
a driver obtains his or her seat introduced, it was in its infancy expensive technology in all its This is a world away from
in a professional team over and relatively easy to obtain forms in the 1990s and into this when Williams were able to turn
other, more obviously qualified down free engines from Honda
candidates, by paying to occupy because they didn’t want
it, rather than by being paid. the Japanese driver that came
It has always been difficult for with the deal!
a driver to get to F1, or its grand If you take three of the five
prix equivalent of earlier times, new drivers in F1 this year, they
on merit alone. Even Juan Manuel have only a few dozen race wins
Fangio would have almost and fewer than half a dozen
certainly remained a legend championship victories in their
just in South America without combined careers to date. This
the Perón government backing does not stack up to genuine
that financed the Argentinian to F1 material. Only Valtteri Bottas
start racing in grands prix at the and Jules Bianchi have had the
beginning of the 1950s – and The Formula 1 world has come full circle since the 1950s success in their careers so far that
much the same can be said of deserves an F1 seat.
other great drivers of the period. – the sums involved and the century, inventive marketing and So have we come full circle
Had Stirling Moss, for instance, competition for it in sport was promotion strategies hooked from when – between the world
not had sufficient family wealth generally unsophisticated and into the increasingly global TV wars and even in the early-
to at least buy his first racing car, undeveloped. Bernie Ecclestone’s coverage to such an effective 1950s – grand prix racing was
he may not ever have placed a virtual takeover of F1 and degree that the ability to pay the province of the wealthy and
foot on the ladder. A couple of his hard-nosed business ‘real’ drivers kept pace. only a few gifted drivers might
generations later Ayrton Senna approach resulted in teams The global economic near- be hired to drive by manufacturer
– from a wealthy family – came receiving dollops of TV money meltdown has burst the bubble. teams? Pay drivers may be
to Britain to race with significant way beyond what they had Sponsorship is now very hard to playing a crucial role in teams
sponsorship behind him. Michael experienced before. find, with so many alternative surviving and making up the
Schumacher, Kimi Räikkönen, All this meant that F1 teams ways in which major corporations F1 grid, but I doubt that most
Lewis Hamilton, Fernando Alonso were generally able to employ can be persuaded to spend their followers of the sport want to
and their peers may not all have drivers of choice based on their reduced marketing budgets. see F1 in future as the playing
been rich, but they managed results in the junior formulae, Attempts to substantially cut field of moderately competent
to get crucial financial backing which in turn were considerably teams’ real operating costs have youngsters whose greatest
at an early stage. But that’s more accessible than today. A not been effective. Thankfully ability is sourcing huge amounts
OK, because they all had the substantial amount of a driver’s some young driver development of money instead of the epitome
skill and determination that earnings was still based on prize programmes (eg Red Bull) do of driving skill, determination
marked them out from the money and bonuses. And there exist, but despite this there are and sheer race-winning ability
beginning, and that’s what was a quite high turnover of a truly worrying number of pay that we have long taken for
earned them the support. available seats too, racing being drivers in F1 now – and tellingly granted it represents.
The 1960s through to the far less safe than now… not just in the poorer teams. Perhaps F1 car development
1980s probably saw the most should be aimed at making
opportunities for drivers to make
their way primarily through
Had Stirling Moss not had a them a hell of a lot harder
to drive at the limit, to make
talent. The over-riding reason wealthy family, he may not have employing drivers gifted with
was the relatively low cost – great talent a necessity rather
even by the values of the time – got a foot on the racing ladder than an option?
The same,
but different
BMW is switching from M3 to Z4 for its ALMS 2013 campaign,
and used the GT3 car as the base model
BY ANDREW COTTON
B
MW returned to based on the regulations, 2012 we realised that there
the North American that state the car must be in was nothing more to extract
racing scene with production. The outgoing M3 out of the car.’
its new GTE car, won the ALMS title for teams, The old M3 did not go
the Z4. In line with drivers and manufacturers in to the larger front tyre, as
its previous GTE models, its 2011 before it was retired at others in the category had
debut at Sebring, the opening the end of 2012, in favour of achieved, and was also
round of the American Le the Z4. The Z4 was upgraded considerably narrower. It was
Mans Series, caused something from GT3 specification over a sporting family car, racing
of a controversy. the late summer and winter against the likes of Porsche,
Some described it as a in a race against time for the Aston Martin and Corvette, and
mini DTM car, with outlandish manufacturer, which admitted needed a wealth of waivers
aerodynamics that meant that that it had underestimated the to make it competitive.
the car looked nothing like its amount of work needed. There is no doubt that
road-going counterpart. Others According to figures in the the Z4 is a more suitable
complained that there was no BMW end of year report, sales racing car and, with the base
road-going Z4 with a 4.4-litre, of the Z4 have fallen in 2012, model already competing in
V8 engine, although as the and the GTE programme aims customer hands in Europe,
car was developed from the to make the most of the facelift BMW decided to make that its
GT3 car with the same engine, Z4 introduced mid-cycle. headline car in the US.
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Rear wheel arches look more like a TransAm car than a GTE
The Z4 is 75mm lower than Hartmann. ‘During the process of it made sense to have them help the baseline. Then we took the
the M3, but is considerably development we saw that it was us to develop it. The Sebring test GT3 as it was and ran the same
(98mm) wider, overcoming one more work, but it was a challenge. was in February, so the car tested simulations and looked how the
of the major hurdles faced by the We made all the design and in Europe to give us 90 per cent two performed against each
M3. The wheelbase is 267mm development in autumn, and in development. We had roughly other. Then we took the GTE
shorter than the champion car of the winter we built up the first car. seven months to develop it.’ regulations, and put them one to
2010 and 2011. We had some input from the Rahal ‘In the end we took the M3 one over the GT3 car, dropping
‘When we first looked at it, team. The timeline was short, and GT2 and ran some simulations everything that was outside of
it didn’t seem to be as much we had to teach the car to the on American tracks with it,’ the regulations, and realised that
work as it turned out,’ said team on one side, and develop, so says Marquardt. ‘That gave us we were two seconds off.
FRENCH SWITCH
Unquestionably one of the
biggest changes to the
programme is the switch from
Dunlop to Michelin. With Dunlop,
BMW won ALMS titles, as well
as the Nürburgring 24 hours
overall in 2010, but the team
Time was spent in BMW’s full scale wind tunnel to develop the aerodynamics, which have proven to be controversial felt that it could get more from
the Michelin tyre despite an
OUTSIDE ALMS? incredible amount of work by
Dunlop. ‘You would turn up to
T
he BMW Z4 is currently particularly as at Le Mans you them and it was done in a close a race and have a choice of
homologated in the US, need a special car setup and relationship with those who eight different types of tyre,’
and motorsport director aero package – that’s why we are operating the cars. The said driver Dirk Müller. Michelin
Jens Marquardt was not exactly said for 2013 we leave it to the DTM programme and the ALMS has just two. A suspension
effusive about the Z4’s chances ALMS. We targeted the car for programme are independent. development later in the season
of racing in Europe, or in the the ALMS. With the team and We wanted to continue a strong will see a switch to a double
World Endurance Championship the new tyre partner, we really campaign in the US with a wishbone suspension, as
next season. wanted to concentrate on this strong team and strong drivers. permitted by the regulations.
‘We felt that we should season to get to the winner’s DTM we are going into a second The 6-speed gearbox was
concentrate on the ALMS with circle, and concentrate on this season, and the cars are kept in carried over from the GT3 car,
that car, and the time schedule rather than to take our effort a tight homologation envelope, while the suspension was
was tight,’ he said. ‘We did our in all directions. so it was easier to add a fourth developed for the American
first proper test early this year, ‘Le Mans is a fantastic race, team without putting a mega circuits. ‘If you look at Sebring,
and maybe underestimated but the prototypes are the effort into that. it has a surface that you don’t
the effort of turning a GT3 dominating class, and the GT ‘At the moment we have have in Europe,’ says Hartmann.
into a GTE. But for us, it felt class gets overlooked. With the no plans setup in that respect. ‘There are rough bumps. If
that with everything new that ALMS, the GT class is what is We have to concentrate on the you look at the details, you
we are putting together, with looked out for and watched, ALMS and become competitive have time-consuming analysis
the ALMS and allowing RLL to so the platform is right. We as quickly as we can, but at and calculations. In the current
concentrate on understanding have a good relationship with the moment our plan is to re- GT3 car, we had a different
the car deeply, getting to grips Rahal, and we share operating establish where we belong in differential for better reliability,
with the tracks here, rather and engineering resources. We the ALMS. Let’s concentrate on and a different diff function
than doing a logistic effort – have a good exchange with 2013 and be competitive here.’ – here hopefully we would
gain something from GT3 to
18 0 M P H W I T H O U T M O V I N G A N I N C H
Take cutting-edge wind tunnel technology. Add a 180 mph rolling road.
created the world’s first and finest commercially available full-scale testing
environment of its kind, we did much more than create a new wind tunnel.
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BMW Z4 GTE
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GTE. The waiver on the chassis
Converting the GT3 car was more work than anticipated
was to make more clearance
on the diff. The diff is more
efficient and we could cover
some better angles in the
driveshaft and prop shaft area.
‘The airbox changed to fulfil
the requirements for a sonic
restrictor,’ continued Hartmann.
‘Timing was adapted for the new
aspiration side, and this
was mainly the work to do.
Also here a lot of simulation
was done before we got into
hardware. If you do a change TECH SPEC
on the engine, you have to do fuel system needs to be redone
an endurance run and check because some of the vitons swell BMW Z4 GT3 BMW Z4 GTE
mechanical reliability. We in too much ethanol, so you have
Length: 4,387mm Length: 4,395mm (excl rear wing)
wanted to get the best out to make sure you have thought
of the airbox, and we had our through every bit from getting the Width: 2,010mm Width: 2,010mm
targets of what we could gain, fuel into the car to the injector,’ Height: 1,210mm Height: 1,205mm (depending on setup)
and we had to stay as close says Marquardt. ‘If you look at the
to the GT3 engine as possible.’ fuel lines, in the GT3 car they are Wheel base: 2,510mm Wheel base: 2,512mm
to FIA regulations, but not valid Weight: 1200kg Weight: 1,245kg
COOL RUNNINGS for the ACO – it is these details
Tank capacity: 115 litres Tank capacity: 110 litres
While the headline changes were that we underestimated.’
under way, the smaller details Whatever the strategy for Chassis/body: Steel body with welded Chassis/body: Steel body with welded
required by the ACO and IMSA bringing the Z4 to headline safety cell safety cell
were also causing something of a competition in the US, there Transmission: 6-speed sequential Transmission: 6-speed sequential
headache. The cars are required was a lot of work undertaken sport transmission, operated via sport transmission, operated via
to run with air conditioning to make it happen. From the shifting paddles mounted on the shifting paddles mounted on the
systems, and there are no development of the suspension, steering wheel, multiple ZF Sachs clutch steering wheel, multiple ZF Sachs clutch
waivers available for running too the hours spent in the wind
Front axle: MacPherson axle with Front axle: MacPherson axle with
high cockpit temperatures. tunnel with a full-scale model,
pushrods and wishbone, additionally pushrods and wishbone, additionally
with adjustable shock absorbers, with adjustable shock absorbers,
“The fuel lines in the GT3 car are H&R coil springs. Will be changed later in H&R coil springs
the season to double wishbone.
to FIA regs, but not valid for ACO – Rear axle: longitudinal links with
Rear axle: longitudinal links with
wishbone, adjustable shock absorbers,
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T
here is nothing BY MARTIN SHARP came second on its first-ever with a car which creates more
untested at the WRC event, won its second downforce, but balance-wise it’s
Volkswagen Despite the Fabia and Polo outright… and – at press time – not a benefit.’
Motorsport programme. having the same floor pans, entirely dominated its third world The Sachs dampers reflect
Parallel to a 17-month not one component carries over event, Rally Mexico. current rallying practice in that
development of the Polo R WRC, from the Skoda Super 2000 car. VW’s Wolfsburg wind tunnel the MacPherson strut tubes
which incorporated 20,000km of Experiments were made with was available to the team, and it take the side loads while the
testing covering the conditions relevant areas of the chassis of made wide use of the facility. All damper sits independently within
of every rally in the 13-round the Fabia during its 2012 WRC aspects – downforce, cooling and the tubes. Initially the remote
WRC – with double champion campaign, as highly experienced drag – have been investigated at canisters were on the uprights,
Carlos Sainz as consultant rally engineer, VW technical length. Yet ex-Formula 1 technical a method preferred by some
and development driver – the project manager François-Xavier director Rampf does not rate rival teams, but after tests VW
team also ran a comprehensive Demaison explains: ‘In the last downforce as a high priority in decided on the latest iteration
season in the 2012 World Rally two or three rallies of 2012, a rally car: ‘You can create some of locating them on the body.
Championship with normally we tried solutions looking at downforce with the rear wing, ‘Each concept has its advantages
aspirated 2-litre Skoda Fabia these cars. If you look, the but you will always struggle on and disadvantages,’ says Rampf.
Super 2000s, cars with identical damper angle is the same and the front because there’s no ‘The unsprung mass is higher
floorpans to the Polo. its arrangement is the same as in aerodynamic device there.’ with the canister on the upright,
Although the team did not the Skodas, so for sure there and airflow to the brakes can be
physically test any rival car during is something related.’ BALANCING ACT blocked. But if the canister’s up
this period, it assessed its rivals VW Motorsport has a fledgling ‘You’re limited with the rear at the top end, you need to put
logically. ‘Racing the Skoda with schedule for its five technical wing,’ he continues. ‘A bigger it somewhere in the car and then
a known driver, we could have ‘jokers’. In essence, the 2013 rear wing at one stage you need a tube to connect it.
some kind of reference as to Polo R WRC is pretty much doesn’t really improve the car It’s more difficult to handle
where the Skoda is compared ‘conventional’ with few unusually performance because the car because it’s basically more
to the world rally cars last year, complicated technical solutions, balance is getting worse – components than one. You could
and we know where the Skoda a tactic aimed at aiding a smooth you only have an aerodynamic run either system – I don’t think
was compared to our Polo,’ says debut WRC year. Yet the team device on one end of the car. there’s a particular advantage
technical director Willy Rampf. ‘So is already working on aspects It’s more of a conceptional to one of them.’
with this “triangular” relationship, of technical progress for the thing – even if you create more Engineers at Mini JCW WRC
we tried to see where we are 2014 homologation, a car which, downforce at the rear, if you designer/builder Prodrive
compared to the cars in 2012.’ in its first homologation guise, can’t balance it, you end up believe the extensive amount
of wheel travel used on rival
rally cars is not necessary.
Rampf agrees with the majority –
the more the better: ‘I think
it gives more grip. You have a
bit more freedom on the
mechanical setup. The only
disadvantage where wheel
displacement is concerned
is that you have bigger
changes in the kinematics. More
is better, but to reduce it is
easy; to make more is almost
impossible. We have developed
as much as we can our
suspension concept, as the limit
is the suspension concept itself.
If you have huge travel you
might end up with very strange
kinematics, for example, as we
have to use the MacPherson
suspension system and all
Back on terra firma, a peek under the bonnet of the Polo R WRC, boasting a straight four with turbocharger the other components like the
5
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at the heart of the world's most powerful engines. Hinckley Fields Industrial Estate,
Hinckley, Leicestershire.
LE10 1YE
United Kingdom
Made in England
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authorised Agents for ARP
POLO R WRC
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because you never know the
weather conditions. In Monaco it
was terrible, and whatever you
adjusted before the event was
wrong, so you have to adjust it
before the rally.’
STARTER’S ORDERS
While Wichelhaus rues the fact
there’s ‘no playaround’, or scope
for innovation with his engine,
he’s certainly thought things
through. The FIA’s latest R5
regulations are based more closely
on road cars – some of which
incorporate combined starter
motor/alternator units – so such
equipment is allowed in R5. But it
is expressly not allowed in World
Rally Cars. Would Wichelhaus like
to be able to use one? ‘It would be
The Polo R cockpit. Drivers have a four-position map switch to help VW engineers to tailor the car to rallying conditions nice, for sure,’ he says.
A computer-controlled engine
total lubricant loss which might and with the high altitude, thin to suit the particular needs of with direct injection can be
occur in the case of a failed/ air and low oxygen content on each driver. ‘This is because the started by injecting into the
punctured air/oil cooler. Rally Mexico, the Mexican-spec drivers are different whether cylinder with its piston ready for
However, the Polo’s sealed Polo R’s engines were equipped they are running on dry or wet or the power stroke and firing the
heat exchanger is in a rectangular with a cooling jacket over its fuel gravel – or whatever conditions sparking plug, so did Wichelhaus
casting on the forward-facing rail and injectors to avoid any – and they are different in their consider doing away with the
flank of the engine’s cylinder danger of the above heat soak- driving styles, or they prefer starter motor entirely?
block, below the fuel rail. Other induced possibilities. different solutions for the ‘Yes, you can work without
teams use Laminova heat Wichelhaus confirms that anti-lag. We learned from the any starter if you are clever –
exchangers, located away from the Polo R engine is affected beginning that with the anti-lag but you have, I think, a 95 per
underbonnet heat sources. The by the altitudes of Rally Mexico you can do everything you want cent chance of well-done starts
legal maximum fuel pump-to- more than any other part of for the problem. With all the and I think for rally drivers
rail-to-injector pressure is 200 the car. Another associated functionalities it’s quite simple that’s not enough – they get
bar. This is self-limiting, as much issue is decreased air resistance – it’s more important for the desperate when it won’t start!’ he
over 200 bar will create enough in the turbocharger, meaning engineer to understand the wish says. ‘I think rallying is 75
pressure behind the pintel in per cent the driver and you
the injector to stop the injector
opening – even when 60 volts are
“When the driver is happy with must give him a reliability and
a certain competitiveness. Then
deployed to power the injector.
High-pressure fuel pumps in
what you’ve got, he’ll be quick. he will be quick, and he will
win races. When you start to
WRC cars have one-way valves I don’t care about data” put technical dreams in your car
to stop the fuel retuning to which are maybe not reliable
the pump, and until an injector the turbo will run at higher rpm of the driver. Then everything enough, then you are never
opens, no fuel can be evacuated than at any other WRC rally. is good – it doesn’t matter what successful. So it’s purely a
from the fuel rail. Even with Climate and altitude chamber the data is saying, or maybe matter of giving the driver
‘just’ 50 bar in the fuel rail – for tests were carried out before what the engineer feels about the right thing that he can
example with the engine at Mexico to guarantee turbo the performance. When the driver be quick and that’s it.’
idle – when switching the engine stability and to create engine is happy with what you’ve got, With variable valve timing
off, the associated heat soak maps which will lose as little he’ll be quick. I told the guys not allowed, at the design
can cause the pressure of the performance as possible. they really have to be focused stage three gear-driven
incompressible fuel to rise by A 2009 to 2011 hat-trick on that, not on the data – I don’t camshaft design iterations were
a few degrees of temperature, of Dakar victories for the Race care about data.’ investigated for the inlet cam.
which increases the fuel pressure Touareg at high altitudes in South Drivers have a four-position These are of more importance
in the rail dramatically. M-Sport/ America almost certainly ensures map switch. At events with to the output of a turbocharged
Ford tests have seen an increase Wichelhaus and his engine boffins changing conditions, they can engine than the exhaust ’shaft.
to 180/185 bar under such are no strangers to optimising report back to engineers which Using Design of Experiment
circumstances with the Fiesta RS high-level running, however. map they feel is the best and (Doe) calculation tools, a variable
WRC engine, and that engine’s While the Volkswagen request a different range to be is changed and a computer
heat exchanger is away from Motorsport-designed engine programmed into that map. That crunches the numbers until it
potential heat soak areas in the software maps must be tailored way they can quickly adjust the has found the best solution.
left-front corner of the car’s to suit the specific requirements anti-lag to their driving style for Hence the part can be optimised
engine compartment. of each WRC rally, Wichelhaus is the specific conditions during an before dyno testing. In practice,
With the heat exchanger adamant that the primary issue event. As Wichelhaus explains: VW’s camshaft design was first
immediately below the fuel rail, is to adjust the anti-lag system ‘You must do it during events computer calculated as the best
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www.zf.com/motorsports
POLO R WRC
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TECH SPEC
Volkswagen Polo R WRC
Engine
Displacement: 1,600cc
solution, and has proven to be ‘So, in the FIA discussions – could World Rally Car engines Final drive: permanent four-
wheel drive with fixed drive
the best solution in the engine. Formula 1, Le Mans, everywhere ever reach 100bhp-per-cylinder
between the front and rear
The computer indicated that its we are – let’s say in the purely outputs? ‘No, never. We could
axles, multi-plate limited-slip
calculated alternative variants technically driven challenges do it with the 5-cylinder Golf
differentials, front and rear
were worse, which was also the fuel consumption is the engine because the air was much
proven in reality. biggest issue. But in rallying larger. But with this small [33mm Clutch: hydraulically actuated
Wichelhaus’s engine team at the moment it’s getting a diameter restrictor] hole, no way. double-disk sintered metal
clutch from ZF
has not investigated stratified reliable car to acceptable costs Congratulations when you get
charge so far, although an ECU and getting the show right. 100bhp-per-cylinder from a WRC Chassis/suspension: MacPherson
modification would make this And all the manufacturers engine, but then you must have a struts, dampers from ZF
possible. Such technology is are not so much in favour of drilling machine to drill the hole a
Suspension travel:
very uncommon for full-load introducing fuel consumption little bit bigger!’ approx 180mm on tarmac,
running and is generally used limits for rallying. Because – Wichelhaus believes that, approx 275mm on gravel
for idle and part-load, where the say with ALS – we all know it’s as friction and power-related
Steering: servo-assisted rack
turbulence in the combustion a waste of fuel, so if you switch dimensions are restricted by
and pinion steering
chamber is too low. However, it off you save as much fuel the regulations, in three or four
would the FIA’s consistent as possible already.’ years all World Rally Cars will Braking system: ventilated
emphasis on perceived fuel disc brakes (front 355mm
economy and limiting fuel
quantities for competition cars in
“In rallying the biggest issue is on tarmac; front and rear
300mm on gravel) aluminium
various formulae mean stratified getting a reliable car to acceptable brake calipers (four calipers,
front and rear)
charge technology might be
worth investigating in rallying? costs and getting the show right” Wheels: Size 8 x 18in for tarmac,
7 x 15in for gravel
RALLYING THE PUBLIC So, what would be the have the same power. He is Tyres: Michelin competition tyres
Wichelhaus’s opinion here is alternative to not having anti-lag? aware that the individual engine tarmac: 20/65-18 (235/40-R18),
encouraging, and typically ‘Have turbo lag – the driver has concepts are all different, but gravel: 17/65-15 (215/60-R15),
pragmatic: ‘For sure on road to handle it. But you know the today that difference is less spikes: 15/65-15 (195/70-R15)
sections we’re already trying show would not be right, so than 10bhp: ‘Maybe 5bhp/6bhp,
Chassis/bodywork
to be as efficient as possible – to me rallying today is first not more,’ he says. But then a
the car just drives and the driver getting the marketing side right, high bhp figure is not the most Build: FIA-conformant reinforced
is happy how it drives. But I and then when it’s really in important thing for a rally engine. steel body
think rallying first must get the public’s minds then you ‘No – driveability and reliability Dimensions and weight
more of a marketing approach. can start fiddling with some and so on… that was the intention Length/width/height:
Before that you can start playing technical stuff – people don’t of this regulation: you have to 3,976/1,820/1,356mm
with fuel and things like that, care at all. Even when you go to have a reliable engine which Track width: 1,610mm
because the show must be Formula 1, ask the spectators gives everybody the same Wheelbase: 2,480mm
right. At the moment the biggest what is in these cars – maybe chance to have the same Minimum weight: 1,200kg
effort you have to have for 30 per cent might know.’ performance and not to be related Performance
rallying is to get it in people’s Wichelhaus points out that to any road car design. This may
Acceleration: 0–100km/h in
minds, so they’re aware of it. the specific fuel consumption of be good for fuel consumption,
approx 3.9 seconds
I don’t know whether it’s so Formula 1 cars and World Rally but it’s bad for power output.
good when you have cars running Cars is nearly the same – yet So this was the intention of the Top speed: up to approx 200 km/h
very slowly on road sections concedes that Formula 1 cars regulation and I think it works. (depending on gear ratio)
and – maybe – running out of fuel. ‘have a bit more power!’ But It definitely works.’
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INDYCAR - ENGINES 2013
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Start your engines
A holding pattern for engine development in IndyCar was
planned for 2013. So, an ideal time for some mild tinkering…
I
ndyCar Series engine BY MARSHALL PRUETT ‘We felt that it would probably ‘We certainly didn’t throw
providers spent 2012 be prudent to allow us to go it away and start over,’ said
learning about their brand- with both engines, as well as back and have a second look and Chevy’s IndyCar manager
new, 2.2-litre turbocharged commissioning workflows to make sure we had made the right Chris Berube. ‘We had decent
V6 powerplants with an improve reliability and performance decisions a year earlier. So that’s performance, but we were
understanding that limited within the boundaries of the background as to why there’s learning quite a bit throughout
changes would be permitted homologation guidelines. an interim step there, rather the season last year. Now we’re
during the off-season. ‘When we were first than the major changes that are taking advantage of the fact that
The progressive, year- sitting down and drafting the coming in 2014.’ anything the fuel touches was
by-year rules structure that regulations, we originally weren’t Comprehensive changes allowed to be changed.’
came from the IndyCar Engine thinking much of an update for await Chevy and Honda once Griffiths and his team at
Committee (IEC) was a direct 2013,’ said HPD technical director the 2013 season concludes, HPD spent 2012 monitoring
result from input by the series’ Roger Griffiths. ‘But what we all with new cylinder heads and high-pressure DI developments
three manufacturers – Chevrolet, agreed on was particularly in the induction systems including that will soon grace Formula 1’s
Honda and Lotus. From those area of direct injection – it was plenums, piping and a change turbocharged engines. Like
IEC meetings, the decision was all pretty new for all of us. And in the number of turbos used. Chevy, HPD opted to retain
made to treat 2013 as much some of its existing fuel
like the second of a two-year
development freeze as possible.
“We’re taking advantage of system while searching for new
advancements to incorporate.
Chevy, with its Ilmor-built the fact that anything the fuel ‘As you talk to the various fuel
twin-turbo engine, dominated systems suppliers, they’re
the first year of the new-look touches is allowed to be changed” coming up with new ideas,’ he
series with prodigious power and said. ‘One of the big things that’s
reliability, claiming 11 wins, the we felt that it would probably Honda can move to twin turbos if happening is the F1 regulations.
manufacturers’ title and powering be a wise thing to allow us the desired, while Chevy can reduce to They’ve committed to a V6 turbo
Andretti Autosport’s Ryan Hunter- opportunity to make a change on a single BorgWarner unit, and new direct-injection engine operating
Reay to his first championship. the fuel system because that area camshafts are permitted. For now, at a 500 bar limit, and we’re at
Honda, by stark contrast, was very new. We didn’t know manufacturers have zeroed in on a 300 bar limit. What it means is
won the IndyCar’s crown jewel, quite how it was going to work fuel systems as the primary target that they now have much more
the Indianapolis 500, with and we wouldn’t want to be stuck for innovation, and according experience operating at these
Chip Ganassi Racing and Dario with carrying a bad decision over to Chevy’s IndyCar programme higher pressures. When we first
Franchitti using its single-turbo two years on the fuel system, manager, the Bowtie felt confident went to manufacturers a couple
powerplant, and three other because it was an area that was in its 2012 system to carry over of years ago, we mentioned 300
events with Ganassi and Dale evolving so fast. elements of its design. bar – that’s way higher than
Coyne Racing, but suffered
too many engine failures to
accelerate its development
program to offer sustained
challenge against Chevy.
The general reckoning was
that by the season finale on the
2-mile oval at Fontana, Ilmor and
Honda Performance Development
were equally matched on pace,
but both manufacturers looked to
the long six-month off-season to
ignite robust development plans.
The greatest opportunity
for advancement came with
the allowance of a complete
redesign on fuel systems. With
Lotus having exited the series in
December, Chevy and Honda were
left to alter any aspect of the
combined port- and direct-
injected architecture found
IndyCar is taking advantage of the progress made by fuel companies seeking 500 bar pressure for F1 to increase DI pressure to 300 bar in 2013
this wrong, so this is something the category of parts failures referring to the heavy restrictions do traditional dyno type power
we’re continually developing and and even fuel-related issues, on track testing. ‘Chevy had a pulls, power testing kind of stuff
trying to avoid happening.’ mostly fuel line and/or fuel decent advantage there. I can on components and then a base
It’s also safe to assume injector fires. The reasons varied only assume how they react to calibration is developed for those
that in the quest for additional from straight failures to crash problems and I’m going to assume components so that you can redo
performance, every permissible damage to teams/manufacturers it’s on a very high level, but I’m the validation side of it. Then in
development item was evaluated. intentionally swapping engines very impressed with the way the background you’re working
‘As far as everything else, before the 1850-mile usage our team identified a problem on the transient side to develop
the open areas of development, minimum – to prevent a possible and came up with a fix and your at-track driveability. Making
– whether it’s pistons or valves high-mileage failure or to gain implemented the fix to kill issues sure that any system changes
– obviously we’re looking all access to the most recent engine as soon as they came up. I didn’t close that loop up.
the time for what we can we specification. The end result was kill everything. And we had some ‘So you really have both
be gaining,’ said Griffiths. ‘Is it 27 Chevys being changed early problems that lingered.’ wheels going at the same
friction reduction or is it better and 36 Hondas. Lotus, which ran time because you’re running
combustion, for example. Those with a single entry for two-thirds IN THE LOOP durability on the components,
kinds of areas are the bread-and- of the season, had 15. GM’s O’Blenes, who leads the and also you’re also taking those
butter of our engine development.’ Tackling the general topic of IndyCar dyno testing, described components on the transient side
Chevy confirmed it produced reliability was a priority for Chevy the cyclical nature of developing to work on drivability and that
a new specification of exhaust and Honda, but those durability their engines without the luxury sort of thing, so that when you
headers to start the 2013 initiatives were also dealt a of unlimited track days. ‘From my go to the test you’re able to
season, and also revised aspects wildcard with the fast-paced 2013 side, the interesting thing with spend time working on the car,
of its engine wiring loom to engine developments in mind. the whole deal is that it’s such rather than working on all the
address some of the reliability Between the revised fuel systems a tight tie-in,’ he said. ‘Any time nuances of the drivability.’
issues of 2012. and engine internals, solving the there’s a component change, it HPD has also kept its dynos
Honda used header bag issues that 2012 brought is only drives calibration and software running steadily in search of
enclosures with its exhausts in part of the challenge. development, which then drives greater reliability, but like Chevy,
2012, citing a slight improvement ‘We used the GM transient a revalidation. It’s just like there are limits to the process.
in internal airflow, while Chevy dynos very heavily and it’s really anything that’s in that whole ‘When we looked back on our
did not. Berube added: ‘We looked your only outlet,’ said Berube, development loop where you season, it was the reliability of
at that, but it’s not the current the engine that let us down more
path we’re choosing to go down.’
A number of early engine
“We’re always working on trying than anything,’ said Griffiths. ‘Is
that something where you could
failures were traced to control to ensure we run maximum boost say, OK, our transient dynos are
issues with the spec McLaren going to be glowing red, running
ECU, while others fell into without suffering a penalty” 24 hours a day throughout winter
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THE DESIGNERS – GORDON COPPUCK
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Better by design
We meet the former motorcycle triallist and aviation engineer who went on to be
the brains behind some of the most successful and influential racers of all time
BY IAN WAGSTAFF
“When Bruce McLaren died, half the (Above left) Gordon Coppuck today, with his model of the M23;
(top) the real thing; (above) Al Unser Jr at the 1992 Indy 500 in a Galmer G92
workforce didn’t believe we could
M8A that was to continue the He was also responsible for the
continue. I was in the other half” ‘Bruce and Denny Show’ in the M10A, which was designed to
US. An apocryphal story says that, be a production Formula 5000
as the pair felt that they were car. ‘The M10A was the first car
G
ordon Coppuck’s recruited by the team’s designer, not yet quite ready to design a for which I had complete design
attitude shines through Robin Herd, from the National Gas complete car, Marquart took on the responsibility. I was starting to
in both his words and Turbine Establishment. He had front, Coppuck the rear. Gordon know what I was doing,’ says
his actions. ‘I think also been a fine motorcycle trials certainly had the task of mounting Coppuck. ‘That first year in
motor racing should be fun,’ he rider, winning a gold medal in the the Chevrolet V8 engine and F5000, we really did think we
says. Then witness his love of 1961 International Six Days Trial hanging the rear suspension on had the best car.
Formula 2. Yet this is a man who riding a Triumph and a silver medal the Hewland LG500 transmission. ‘In those days, intuitive Bruce
designed a famed, double World the year before with a Cotton. The earlier M6A had its engine always knew what each of us
Championship-winning grand prix Years later, he was to discover located between two pontoons, was doing. When he was killed [in
car, an Indianapolis 500 winner that he had competed against a and he believes that the M8A was 1970] about 50 per cent of the
and one of the greatest line of very young Jacky Ickx in one of the first sports racer ‘to use the workforce didn’t believe that we
sports racers ever seen. these. He worked as draughtsman engine as a structural member as would be able to continue. I was
A trained aviation engineer, with Herd on the M5A and M7 in a Formula 1 car’. in the other half that thought
Coppuck recalls that he was the F1 cars, and the M6 Can-Am cars. The first F1 cars attributed we had learned enough to keep
13th employee at Bruce McLaren With new recruit Jo Marquart, he solely to Coppuck were the M7C going. Jo Marquart was in the
Motor Racing, having been designed the immensely strong and Alfa-Romeo-engined M7D. other 50 per cent, so we took
(Top) James Hunt in an M23 at the 1976 German GP; (above) Bruce McLaren in Alain Prost driving the shortlived M30 at the Canadian Grand Prix in 1980.
an M7C leads Jack Brabham and Jacky Ickx at the Dutch Grand Prix in 1969 This was Gordon Coppuck’s final car for McLaren before he left to join March
on Ralph Bellamy to do the F1 how well the Lotus 56 (Indy) and M16B. Johnny Rutherford won two the M19 we wondered whether
and F2 while I did the Indy and 72 (Formula 1) wedge cars had years later with a M16C. In 1975, we should build another ‘Coke
Can-Am cars.’ run and decided to adopt this Coppuck’s then-new assistant, bottle’ shaped car or should we
Coppuck’s first foray into shape for the M16, reasoning John Barnard, helped develop the build one like the M16 Indy car.
Indianapolis was the M15, which that aerodynamic forces are car into the M16E which gave The basic principal of the M16
was remarked upon at ‘the pretty constant at Indianapolis. Rutherford another Indy 500 win with a Cosworth DFV engine
Brickyard’ for its high standard of So in 1971, the McLaren drivers the following year. would be a much lighter package
construction. The RAC awarded dominated qualifying, Mark The success of Coppuck’s than the M19, so we thought
the 1969 Segrave Trophy – Donohue stating that the M16 designs in North America meant we’d make it like that.’
given for ‘the most outstanding made every other car at the track that, when Ralph Bellamy left It is perhaps not surprising
demonstration of the possibilities obsolete. There was talk about too the company, it was obvious who that the side radiatored M23 bore
of transport by land, sea, air, or much of the engine being exposed should take over the grand prix a passing similarity to the older
water’ – for the work on this car, and about the wings being illegal, cars. ‘They had confidence in me Lotus 72. ‘We recognised that the
something of which Gordon is but Coppuck had ensured that because we had done all right,’ is Lotus 56 jet engine car had been
particularly proud. Sadly Denny they were incorporated into the his masterly understatement. very successful, and we could see
Hulme was burnt in practice for bodywork as per the regulations. As far as grand prix cars are that the packaging of the Lotus 72
the 500 and McLaren was killed Circumstances led to just a second concerned, it is for the 1973 and was that taken to a conventional
testing an M8D at Goodwood. The place that year for Peter Revson 1976 championship-winning M23 engine,’ recalled Coppuck. ‘So, we
programme was, unsurprisingly, but in 1972 Donohue took the that he is best remembered. ‘For decided that the next car we did
disrupted. Coppuck had seen Indy 500 with a Penske entered the next Formula 1 design after would be a side-mounted radiator
METRIC RANGE
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COIL SLEEVE
BUMP STOPS
PERFORMANCE PERFECTED
PERFORMANCE PERFECTED
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WorldMags.net
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44 Years of Experience Engineering
and Manufacturing Racing Fasteners
I
seem to remember that I be loaded radially instead. They effect tends to roll the car into the
first came across this in the can be loaded axially, but they turn (or reduce the usual outward
late-1980s, on either a Formula have to be sized generously roll from caster jacking), and add
Ford or Formula Continental. and replaced relatively often. load to outside front and inside
Compared to having the pushrod Large sphericals tend to have rear tyres (ie wedge the car). If
attach to the lower control arm, meagre misalignment capacity the pushrod is behind the steering
it may or may not reduce the compared to smaller sizes, and axis, the effect is reversed: it
overall magnitude of the load on consequently may not allow de-wedges the car, adding to the
the lower ball joint or spherical sufficient suspension travel in effect from caster jacking.
bearing. However, it eliminates some applications. Long control Or, it is possible to position
axial loading of the spherical joint, arms help with this. the pushrod attachment point
and that’s good. I have seen cars with exactly on the steering axis,
Assuming the spherical is the lower spherical mounted and have no such effect at all.
mounted ‘flat’, so the bolt through ‘on edge’ instead, so the bolt is It would even be possible to
the middle is roughly vertical, horizontal, running front to rear. position the pushrod mounting
then if the spring acts through the That makes the support load point inboard or outboard of the
lower spherical, the force holding radial. However, the joint will steering axis, and have the car
the car up acts axially on the ball still see axial loading in braking. jack the same direction – either up
in the spherical. Sphericals are This design also limits steering or down – at that corner in both
The pushrod going to the upright on not very strong or wear-resistant lock or travel, approximately directions of steer, similar to the
the Dallara F312 in that direction – they like to to the misalignment capacity effect we get from front-view
of the spherical. steering axis inclination. If equal
Assuming the ball joints are on both sides of the car, such an
somewhat inboard of the wheel effect does not change wheel
centreplane, the lower control arm loads as we steer, but it does
sees a tension load when the car induce a self-centring or de-
is sitting still or running straight. centring force in the steering.
If the pushrod is attached to the The nice thing about this
upright near the lower ball joint, is that with the pushrod attaching
that tension load is increased. to the upright, we can to some
In cornering, the load on the degree separate steer jacking
lower control arm can reverse, effects from the actual steering
depending on the y and z position geometry. This potentially
of the joint. In the Dallara F312, offers the opportunity to better
the lower joint is very high: optimise the overall system for
close to hub height. This is steering feel, wheel loading
due to the nose and the entire and camber control.
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TECHNOLOGY – DATABYTES
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Coming onboard
Doing the maths onboard provides a whole host of advantages
M
aths channels are CHANGING CHANNELS lengthy process of editing a
powerful tools for data This may not necessarily be the workbook for a different naming
engineers and are used most glamorous application of convention can be avoided.
Databytes gives you
widely in data analysis software. onboard maths. However, it can be By combining the already
essential insights to help
By performing mathematical incredibly useful to savvy data standing shift light infrastructure
you to improve your data
operations on logged channels, engineers with highly refined with onboard maths, shift lights
analysis skills each large amounts of information analysis workbooks. In order for can be made to do more or less
month, as Cosworth’s can be extracted from even the post-processing workbooks to whatever engineers wish. One of
electronics engineers share most basic instrumentation. With work, they must reference the main uses for driver displays is
tips and tweaks learned the ever increasing processing channels correctly. When changing to add a shift light flash, when the
from years of experience power of data loggers, maths to a new car – or a new team – a car approaches the limiter, to force
with data systems channels can now be calculated data engineer may find that their the driver to shift up. This can be
onboard, opening up many channel naming convention does done quite simply by creating an
To allow you to view opportunities for data engineers not match that of the new car, onboard channel which is
the images at a larger to be innovative with displays and therefore their analysis alternating between 1 and 0 at a
size they can now be for the driver and reduce workbooks no longer work fixed rate and then applying that
found at www.racecar- post-session analysis time. This correctly. By simply renaming to the shift light channel when the
engineering.com/ article will demonstrate various the channels onboard the logger, RPM reaches the chosen limit.
databytes applications of onboard maths and this enables engineers to stick Taking shift light maths
highlight its benefits to both the to the naming convention they further, they can be made to flash
team and driver… are used to and means that the on more than one occasion, for
ENHANCED DISPLAY
Displays can offer various benefits
choose([RPM]>8500 || ([Pit Limiter Active]==1 && [Speed]>60) , 9000*[Alarm Lights Flash], to the team and driver, and with the
choose([Pit Limiter Active]==1 , 9000, added resource of onboard maths
choose([Water Temp]>100 , [RPM] + 75*([Water Temp]-100), they can be used very effectively.
[RPM]))) For example, wheel slip can be
The shift lights will flash, when the Pit Limiter is Active and the car is speeding (>60kph) calculated onboard and displayed
and, when the RPM > 8500 on a launch page for the driver. This
The shift lights will hold at full value, when the Pit Limiter is Active and the car is not speeding can be used to aid race starts and
The shift lights will be increased by 75 for every degree >100, when the Water Temp exceeds 100degC. prevent excess wheel spin being
induced. Brake bias can also be
calculated onboard for display to both
the driver and mechanics.
As well as display benefits to
the driver, onboard maths can be
combined with power systems for
advanced control capabilities. For
example, a data logging system –
connected to a power control system
via CAN – can be used to control various
outputs based on other conditions.
This is commonly used for brake light
control, allowing the brake light to only
be turned on when the brake pressure
exceeds a certain value. Other
applications include warning lights
which can be switched on when a car
has stalled or headlights to be switched
on when the detected brightness drops
below a certain limit.
CONCLUSION
Onboard maths capabilities open
up a whole host of opportunities for
engineers within data logging systems.
It increases flexibility of displays and
alarms and allows advanced control to
be achieved with relative ease.
Overall, onboard maths offers
benefits at any level of motorsport and
should be considered when specifying
any new system. Its power is only
limited by the capabilities of the
engineers who use it meaning that
advantages can be had over rivals by
utilising this effectively.
Produced in association
with Cosworth
Tel: +44 (0)1954 253600
Email: ceenquiries@cosworth.com
Website: www.cosworth.com
Contact Jason Lavender Tel: 07730 585363/01787 476338 Email: jason@motuluk.com www.motuluk.com
CTG uses its precise fibre placement expertise to design and manufacture bespoke and standard
advanced composite product and system solutions across the automotive and motorsport
industries. Products include, but not are limited to: propshafts and driveshafts, TORQdiscs,
hydraulic accumulators, pressure vessels, high speed flywheels and magnet retention sleeves.
Please contact us with your custom composite requirements.
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-35mm
Worlds apart
Our technology centre is the most advanced in Europe.
That is how we can achieve a negative radius of up to -35mm.
Extreme engineering and precision that other performance cam
manufacturers in Europe cannot match. All our camshafts and
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TECHNOLOGY – AEROBYTES
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P
opular across the globe, Looking first at Table 1 we can smaller size than this previously in
the Subaru Impreza runs in see that the car started with front Aerobytes, and generally with very
Simon McBeath offers
many different competition lift and rear downforce, a stable little effect on drag. So this was
aerodynamic advisory
categories. We took the UK condition, if one not generally quite thought-provoking.
services under his own
specification 2006 WRX STi of conducive to fast lap times. Fitting Meanwhile, following a range
brand of SM clubman racer Danny Precious the small airdam reduced drag of rear end experiments that
Aerotechniques – www. for a challenging back-to-basics slightly, but only reduced front lift saw a new baseline established,
sm-aerotechniques.co.uk. session in the MIRA full-scale by five counts, and rather curiously some of the usual ideas for
In these pages he uses wind tunnel. Preparation experts also reduced rear downforce by 19 gaining some front downforce
data from MIRA to discuss Scoobyclinic had produced plenty of counts. Replacing these items with were applied. First, vertical fences
common aerodynamic modifications to try, but sometimes the large splitter saw – unusually – were attached to the outer ends
issues faced by a few rolls of race tape can provide a 15 count increase in drag and a of the splitter. Then the rear ride
racecar engineers important answers too… very modest 43 count decrease height was increased by 10mm.
Early on in this session, the in front lift. We have seen much And then the splitter end fences
car was set to the configuration better gains from splitters of a were extended and sealed to the
Produced in association with in which it had raced in 2012.
MIRA Ltd Technical issues during the season Table 1: the effects of front end modifications
had prevented much running and
the driver had not had the chance Configuration CD CL CLfront CLrear
to really assess the aerodynamics. Small STi splitter 0.382 -0.044 0.058 -0.102
However, he did comment that Plus small airdam 0.374 -0.030 0.053 -0.083
Tel: +44 (0) 24-7635 5000 one on-track incident, that saw
Large splitter 0.397 -0.075 0.015 -0.090
Email: enquiries@mira.co.uk the car running without its splitter,
Website: www.mira.co.uk demonstrated that it didn’t make
any tangible difference. This Table 2: the changes to the front end from modifications
seems unusual, so it was useful relative to the baseline
to evaluate the front of the car in Configuration ΔCD ΔCLf
various guises. First the car was Plus small airdam -8 -5
run with its small STi splitter as
Large splitter +15 -43
a baseline setup. Then an airdam
extension approximately 50mm
deep was fitted to this. Then these Table 3: the effects of further front end changes relative
items were then removed, and the to the new baseline configuration
larger splitter made by the team for Configuration CD (ΔCD, counts) CLf (Δ-CLf, counts)
2012 was fitted. The coefficients
New baseline 0.413 0.040
obtained are shown in Table 1,
The car started the session while the changes (Δ or delta Add splitter fences 0.420 (+7) 0.023 (+17)
with a small STi splitter (below); values) to drag and front lift are RRH up 10mm 0.421 (+1 = +8) 0.007 (+16 = +33)
(below right) a small airdam was shown in Table 2 in counts (1 count
Splitter fence extns 0.431 (+10 = +18) -0.003 (+10 = +43)
added to the standard STi splitter = a coefficient change of 0.001).
wheel arches. The results are set within the engine compartment.
out in Table 3. None of these Now, 137 counts of genuine front
changes significantly altered the downforce had appeared, and
This larger splitter had been raced, but its effect was being hindered coefficient at the rear, so the front while not a massive amount, the
end coefficients and delta values mechanical unloading of the rear
only are given. end caused by the increase in
At last a small amount of downforce ahead of the front axle
front downforce was seen, but it produced an aerodynamic balance
was barely better than neutral, that was very close to the car’s
meaning the car was still a long front to rear static weight split
way from being balanced. And the of approximately 61 per cent. We
latest gains these modifications can also see from the final two
made at the front were not rows of data that all the inlets
especially efficient, a total of 43 were contributing increments of
counts of lift cancellation having front lift, with the large, lower
been achieved for an increase in intercooler aperture accounting
drag of 18 counts. for just over half of it. And it also
It was concluded at this point seems likely that the unusual
that the most likely reason for increase in drag caused by the
the difficulty in getting adequate large splitter was the result of
Blanking off the front apertures had a significant effect on front downforce front downforce was that, with more air being directed into the
the large area of inlet apertures drag-inducing engine bay.
in the front – feeding the radiator, Now, clearly the car could not
intercooler, front brakes, engine perform with all these inlets taped
inlet and oil cooler – front lift was over – apart from anything else, in
probably being generated. Although this example the engine wouldn’t
the underside of the engine start! But this crude experiment
compartment was not completely points very clearly to the need for
panelled over by the splitter, and ducting cooling air so that air that
although there was also a large is to pass through cooling matrices
vent in the bonnet’s upper surface, – especially very large ones such
could there have been a big enough as are used on turbocharged cars
increment of lift to virtually cancel – should be ducted carefully to
out all the other ideas tried on the and from these matrices, with no
front end? In order to find out, all air being allowed to leak into the
the forward facing apertures in front compartment. Not only would
Sealing the end fences to the wheel arches increased the effect the front panel were taped over, this eradicate the front lift that we
and the car was run again. For have clearly seen being developed
completeness and to help with here, it would also improve cooling
diagnosis, sections of tape were efficiency and possibly permit
then removed in two stages. The smaller coolers to be used as well.
results of these last three trials are Production cars like the Impreza do
shown in Table 4, along with the not make ducting easy, typically
previous configuration. with little room available and
So taping over all the front lots of hardware in the way. But
apertures not only reduced drag the aerodynamic gains should
by 29 counts, it also released now be very evident from the
the ‘missing’ front downforce. results of this simple trial.
Or more accurately it enabled Next month: new cars – and
the front downforce that was new challenges.
previously being generated
to actually manifest itself by Racecar’s thanks to Jonathan
removing the front lift that was Fletcher, Danny Precious and
Air entering the front lower aperture was exiting under the car being simultaneously generated the crew at Scoobyclinic
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Vortices
– friend or foe?
What are they and what do they do for us? We head into the vortex for a brief spin…
BY SIMON MCBEATH
O
n a damp or humid day
we sometimes see
vortices emanating
from the upper rear
wing tips of Formula 1 cars.
Such fleeting visualisations
of vortices not only highlight
the rotating flow structures
involved, but they also hint at the
properties within the vortices.
In the racecar aerodynamics
context, these can either cause
inescapable penalties, or they
can be used to exert powerful
effects to improve performance.
This article will explore some of
the pros and the cons.
THE BASICS Photo 1: up close with the wing tip vortex on a Benetton B199
A vortex is a region within
a fluid where the local flow angular change in the velocity Figure 1: wing tip vortices shown
rotates about an axis, and of the airflow, perhaps only in using CFD on a hillclimb wing
typically the velocity within the a very small region, or perhaps
vortex is greatest near the axis, on a larger scale. Then, if the
reducing in inverse proportion local pressure conditions
with distance from that axis. encourage it, some degree of
Bernoulli’s Equation tells us rotation may be induced that
that local pressure reduces as then becomes a vortex. Not
velocity increases, so in the fast all changes of flow direction
rotating cores of vortices, the will create vortices, but certain
local pressure is reduced relative instances will do so. Take the
to ambient pressure. Thus, on example we started with, wing
humid days, the pressure drop tip vortices, to see how those are
in the core can be sufficient to created, and what their effect is.
condense the moisture in the
already nearly moisture-saturated WING TIP VORTICES Figure 2 shows the pressure on this plane, showing there is
air, rendering the vortex – or at Photo 1 shows a wing tip vortex distributions on a transverse rotational flow developing at
least its core – temporarily visible. on a Benetton B199 visualised plane halfway along the wing; these points.
In fluids, vortices occur in with smoke in the MIRA full-scale low pressure is established under Figure 4 shows the pressures
many situations, from a planetary wind tunnel during an Aerobytes the wing (green and blue regions on a plane level with the wing’s
scale (hurricanes, typhoons, session, while Figure 1 shows are below ambient pressure), trailing edge; the pressure
tornadoes, whirlpools and dust a CFD simulation with 3D with high pressure above (orange differences above and below
devils), down to features such as streamlines revealing a similar to red). And, at the top and the wing have lessened, but the
those around racecars. So, in the pattern at the tips of a hillclimb bottom of the end plates are roughly circular low pressure
context of racecars, what causes wing. Using other views of this small rounded regions of reduced regions near the top and bottom
a vortex? What is needed initially hillclimb wing we can gain a pressure (green). Figure 3 sees of the end plates have become
is for something to induce an clearer view of what happens. velocity vectors superimposed more pronounced. And Figure 5
Figure 2: halfway along the wing, small low pressure cores have formed at Figure 3: vectors show the rotational structured forming
the top and bottom of the end plates
Figure 4: in line with the wing’s trailing edge the low pressures cores at Figure 5 …as is the rotational motion
the end plate tips and more pronounced…
Figure 6: downstream the vortices begin to merge… Figure 7: …and become a single larger diameter vortex from each wing tip
highlights the vortical flow with outwards from the top surface pairs of vortices. The rotational End plates endeavour to reduce
velocity vectors. Figure 6 shows and spilling inwards under the flow continues downstream, but the movement of air from the
the flow pattern 200mm further bottom surface. So, the pressure as viscosity within the vortices high to the low pressure areas,
downstream, and although there differentials have imparted the reduces the kinetic energy of and in so doing they increase
are still two distinct low pressure necessary change of direction the flow, so the velocities and the efficiency of a given lifting
cores, the rotational flows are alluded to earlier. But the pressure reductions within the surface, but they obviously do
merging into a single larger additional factor required to vortex decline. not prevent the formation of
vortex. And another 300mm generate vortical rotation is that Wing tip vortices are an vortices – they merely shift those
further downstream in Figure 7 the end plate edges are sharp, inevitable consequence of vortices slightly.
we can see just one vortex with a and the air has been unable to generating lift, either positive Being regions of reduced
less pronounced core. remain attached to the surfaces (on aircraft for example) or pressure, and occurring as they
So the pressure differential of the end plates. Nevertheless, negative (on racecars) because do primarily downstream of
either side of the end plates the direction change and the of the differences in pressure the object that created them,
has impelled some air to flow ‘attempt’ at staying attached have above and below the wings. And vortices are sources of drag in
over the top and under the jointly imparted the momentum the same applies to any body this manifestation. Indeed, vortex
bottom of the end plates, spilling change required to establish two or surface that generates lift. drag, or induced drag as it used to
Figure 8: surface pressures on the rear of a saloon/sedan model Figure 9: surface streamlines reveal some time-averaged flow structures
Figure 10: 3D streamlines emphasise the vortices Figure 11: with a small rear spoiler, pressure distributions are different…
Figure 12: …as are the flow patterns revealed by surface streamlines Figure 13: …and 3D streamlines show much reduced vortical flow
be known, becomes increasingly apparent. As they contribute pairs of rotational structures the low pressure region from
significant on high lift or high to the low pressures in the become visible, aft of the the boot lip and modified the
downforce wings. So this first wake they can be thought of rear screen pillars, and on the pressure distribution over the rear
case is one that might be called a as accounting for some of the rear panel. Figure 10’s 3D screen, but it also more subtly
‘performance reducing’ example car’s drag. Figure 8 is a rear streamlines make the large altered the pressures across
of vortices around a racecar. Let’s view of a simple generic saloon vortices behind the rear panel the rear panel. In Figure 12
look at some other performance (sedan) model in CFD, showing very apparent. the surface streamlines reveal
reducing examples… surface pressures, scale adjusted It is known that small, very different flow patterns to
to highlight where the pressures shallow rear spoilers can not the no-spoiler case, with the
WAKE VORTICES are lower than ambient (zero). only reduce or reverse the lower pair of vortices no longer
The wake is typically thought of The lowest pressures are rear lift often generated by visible, although Figure 13’s
as an unsteady, highly disturbed on the margins of the rear saloon cars, but that they can 3D streamlines do show a much
flow region behind a racecar. screen and the rear lip of the simultaneously reduce drag as modified and generally weaker
But rotational flow structures boot lid, but the pressure is also well. Figure 11 shows how a 30 rotational flow pattern now that
are also present, and when quite low across the rear panel. degree spoiler that measured rear lift has been eradicated.
looked at with time averaged Figure 9 shows surface 60mm length in the centre of Drag was also reduced compared
CFD, some of these can become streamlines overlaid, and two our sedan not only removed to the no-spoiler case.
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Figure 14: rear view of a simple inclined delta wing; 3D streamlines show Figure 15: the view from underneath of the inclined delta wing
the path of the leading edge vortices that formed
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Figure 18: ‘delta Cp’ plot shows where pressures change with bargeboards
removed. Red means pressures increased, blue means pressures decreased
Figure 20: vectors show the effect of the vortex generators in the This total downforce contribution Of particular interest, though,
Reynard’s underbody is borne out by an ex-F1 contact is that when these vortices
who reported that a 40 per cent enter the underbody region,
cars were of 2001 vintage, but shows velocity vectors on a reduction in downforce was found their effect is augmented by the
the mechanisms were clear. In transverse slice through half when the vortex generators ahead general flow acceleration that
each case curved vertical vanes the car, level with the start of of the underbody were removed. occurs as the airflow enters the
turned the air, and vortices were the underbody, and the vortex This was carried out prior to narrow car-to-ground gap. In
triggered from the lower edges inboard of the inner turning development for the 2009 rules line with Bernoulli once again, it
(and upper edges in the case of vane is clear. that banned a lot of these devices, seems that the velocities within
the F1 bargeboard, though this But these were early examples so our data seemed to match the vortices are also accelerated,
was of less significance). And of the art, and by 2008 the this quite closely. And these very and this substantially amplifies
the downstream effect was to plethora of devices that F1 cars in substantial downforce increments their effect.
establish greater reductions in particular had sprouted ahead of came for just 3.9 per cent more
underbody pressure than would their underbodies was evidence drag on the Honda, meaning that FRONT WING TIP VORTICES
have been achieved without the that there were really significant efficiency (-L/D) increased by more Open wheeler front wings also
vortices, so adding downforce. benefits to be had from exploiting than 33 per cent. generate potent vortices, both
Figure 17 shows the vortices. Our recent foray into F1 was not alone in exploiting from the tips and from any inboard
BAR Honda F1 model with the MIRA full-scale wind tunnel these benefits – see Photo 3 flap terminations, but the route
bargeboards, while Figure 18 with the 2007 Honda RA107 showing the Dallara F308’s that these take downstream is
shows the effects of pressures revealed just how potent these devices, simplified now on of course greatly affected by the
in the underbody, and where the devices had become, as described the latest F312. The new F3 presence of the front wheels
pressure was seen to increase in February’s Aerobytes. The regulations for 2012 reflected and the width of the wing. With
with the bargeboards’ removal, combined effect of the two the restrictions imposed in F1 pre-2009 F1 cars and most other
so it reduced with their fitment. pairs of bargeboards that the car in 2009 to reduce the number categories where the front wings
Figure 19 shows the underbody featured (see Photo 2) amounted and effect of such paraphernalia. are still significantly narrower than
pressures on the Reynard Indycar to an amazing increase of 39 per But apparently, as ever, the the maximum car width, the tip
model, and the low pressures cent in total downforce relative to downforce losses brought vortices travel inboard of the front
downstream of the vertical the bargeboard-less car, with 86 about by the rule changes in wheels and progress downstream
turning vanes under the sidepod per cent more front downforce and F1 in 2009 were recovered in from there. The situation is very
inlets are apparent. Figure 20 21 per cent more rear downforce. a matter of months… different now in F1 where front
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TECHNOLOGY - VORTICES
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www.mussett-racing.co.uk
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TECHNOLOGY – DELTAWING ENGINE
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“We had to go
full throttle just
to get something
into the car to
turn the wheels”
Baptism of fire
The DeltaWing programme moved into a new phase in 2013, and it didn’t start well
T
he DeltaWing project BY ANDREW COTTON engine overheated after just 10 debut in the coupe that was also
attracted the second laps in the race. It was not part unveiled at Sebring. That meant
highest amount of media At Sebring in 2013, however, of the script, particularly given Elan Power was under pressure
coverage of the Le Mans everything had changed. the amount of work in just three from the start to develop a
24 hours in 2012, just behind The 1.6-litre Nissan engine, months that Elan had to develop 350bhp engine that fitted into
the overall winners, Audi, and the developed by RML, was replaced up an entire engine. the existing subframe.
momentum continued through the by a 1.9-litre Elan Power unit, A carbon engine block was ‘Once we realised that that
year. By the time the car rolled and Bridgestone had replaced planned for the car, but it was wasn’t going to be ready we
into Road Atlanta in October, it Michelin. In the debut race, the quickly realised that this would had to go full throttle just to
was a sportscar success story of tyres were considered to have not be ready for the 12 Hours in get something into the car,’
almost unheard-of popularity. too soft sidewalls, and the March, and instead is expected to said Chris Smith, engine
programme manager at Élan
Power. ‘That trigger was pulled
on 3 December. We figured out
what we could do in that amount
of time. That wasn’t decided on
what is best, more what can we
get to turn the wheels.
‘We quickly identified
the crank centre and sump
requirement and we realised that
our base Mazda MZR block was
never going in there.’
‘We took a Mazda head that we
had a valvetrain developed for, and
tried to drive the Mazda fuel pump.
Then we built the engine with the
Mazda block using all the OE parts
that we could. We quickly found
that the Mazda parts worked
perfectly at 260 horsepower.’
FLYING BLIND
Engine designer Christian
‘Skitter’ Yaeger was tasked with
designing the car fit aspects
of the engine, and he worked
on the block and mounting
features to meet the crank centre
requirements.
‘We wanted the fuel pump
lobe on the other side, but it
turned out to be just where
we needed it, so we got lucky,’
says Smith. ‘The con rods model
changed throughout the process.
We had an engine that would not
rotate due to the con rods hitting
the block, and the next day we
had it spinning. We machined it,
welded it, and got it working.
‘Skitter was at full power
designing the block and
mounting features to meet
those crank centre-to-sump
Élan Power had just three months to develop a 1.9-litre engine from scratch in time for Sebring criteria. Initially we thought
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TECHNOLOGY - COMPOSITES
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The fibres of being
Carbon fibre may currently rule the world of composites, but in this
competitive, constantly evolving and innovating industry, there’s
an ever-growing list of alternatives for teams looking to get ahead…
T
he importance BY GEMMA HATTON by oxidising the fibre by a seen this material utilised in many
of composites is furnace, and then graphitising production cars. However, this may
immeasurable right Put simply, carbon fibre is it at high temperatures. Then, change as Andy Smith, principal
now, whether it be actually thin strands – 0.005- by controlling the temperatures engineer of composites research
in the automotive, motorsport 0.010mm in diameter – of carbon you can determine the specific at McLaren Automotive explains.
or aerospace sectors. With the that are twisted together to performance characteristics. ‘There are two fundamental
composite market predicted form a yarn, which are then Great, then, for motorsport and problems with getting composites
to grow at an average annual woven to create a ‘cloth’. This projects such as the Bloodhound into road cars and they’re both to
global rate of 6 per cent to is then used to mould parts supersonic car. Unfortunately, do with cost: cost of the raw fibre
€90bn by 2015 (compared to with the aid of a stiff resin everything comes at a cost, and and the cost of the manufacture,’
€80bn in 2012) companies – usually epoxy. Essentially, for carbon fibre it is a big one. he says. ‘With ever-increasing
are fighting hard to develop the carbon fibre is manufactured This is the reason why we haven’t legislation for reduced fuel
next new composite. consumption and CO2 emissions,
The future of the carbon fibre vehicle weight is a major issue, so
industry is nicely set for success. carbon fibre is ideal.
The beauty of carbon fibre is ‘However, there is a worldwide
that it is five times as strong effort to reduce the cost of
as steel, two times as stiff and fibre, mainly by finding a lower
yet weighs two-thirds less, cost precursor [the raw material
which is why it plays such a that carbon fibre is made from]
dominant role in the motorsport because the process of turning
industry and will continue to do it into carbon fibre is just a heat
so for the near future. treatment, so it’s finding a way
With the outer body panels removed, it is obvious how the carbon-fibre MonoCell integrates into the McLaren MP4-12C road car chassis
AGAINST AUTOCLAVES
‘For automotive series production,
autoclaves will never meet the
rates required,’ says Smith. ‘A
lot of effort has been expended
by the thermoset pre-preg
manufacturers in recent years
to develop resin systems that
cure rapidly – a couple of minutes
– and can be press-moulded
in isothermal tools, as well as
systems that give the low void/
high fibre content characteristic
of autoclave processing,
but at lower pressures and
temperatures, to reduce cost.
‘The current McLaren
composite chassis is
manufactured using a resin
transfer process whereby dry
fabric pre-forms are loaded
into a tool which is then placed
in a press and resin injected
under pressure and cured. The
cycle time for us is four hours,
which fits in with the maximum
number of vehicles we will
ever produce, of 4000 per year.
BMW will use a similar system
to produce the upcoming i3,
although their system is a variant
on the usual RTM process, known
as HP-RTM – high pressure resin
transfer moulding. Here, the
tool is kept slightly open when
the resin is injected at high
pressure – this allows the tool to
fill in a matter of seconds. The
tool is then closed, forcing the
resin down through the laminate
Bercella Carbon Fiber, located in Varano de’ Melegari in Parma, is currently working on a project with rather than along the fibres. For
nanocomposites, based on the idea of using piezo-material to modify the shape of a component structural composite use in the
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TECHNOLOGY - COMPOSITES
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automotive sector, I think RTM out-of-autoclave is a smart it was designed and moulded With the introduction of the
is the manufacturing process of process for non-structural parts out of autoclave. This project 1.6-litre turbocharged V6 engines
choice for volumes up to – say – for startup companies at the involved VCAMM, Autohorizon, in the 2014 F1 season, the issue
50,000 units per year. beginning stages. If you want to Boeing and GMS composites of high temperatures is fast
‘Motorsport will still use produce high-quality structural to design and build the cockpit becoming a major one.
conventional pre-pregs cured in parts like monocoques or chassis and the glass fibre One of the major companies
autoclaves for the foreseeable crashboxes where you have very tooling. An epoxy pre-preg GMS for heat treatments is Zircotec,
future. Aerospace is also severe rules to withstand, you EP270 was used and moulded at famed for their thermal coatings,
looking at out-of-autoclave simply must use an autoclave!’ only 70degC, but did include eight and more recently they’re
processes due to the fact that However, this hasn’t stopped 16-hour cure phases and a final newly developed ThermoHold
the size of parts now being the development of out-of- post cure. However, it weighs in Gold coatings. These coatings
considered make autoclaves a autoclave manufacturing. In at a light 80kg and still provides are extremely efficient at heat
very expensive option.’ Australia, the nine-year FR-1 the required high torsional protection – for instance Zircoflex,
This is the general feeling project – a two-seat roadster rigidity, which was achieved by used in F1, can reduce surface
from many of the manufacturers sportscar – was the first carbon the design optimisation of the temperatures by up to 64 per cent.
that I interviewed, such as fibre monocoque cockpit chassis number and orientation of the Some manufacturers produce
Bercella, who concluded: ‘I think to be built in Australia. And carbon fibre plies. materials that are adequate to
It took AUD$1m of investment resist heat without coatings,
to complete the handmade such as Pyromeral Systems,
project, which makes it unlikely as Buchler explains. ‘If coping
to take off in the motorsport and with higher temperatures is an
automotive worlds. However, issue, our materials are ideally
it does prove that this process suited to provide a user-friendly
is a successful alternative, and and practical solution to this
interestingly, it is claimed that problem,’ he said. ‘We offer
out of autoclave manufacturing solutions for parts exposed to
costs are a factor of four times temperatures between 350degC
lower, with tooling costs typically and 1000degC, which far exceeds
reduced by 50 per cent. If the capabilities of carbon fibre
this process can become more reinforced composites (CFRP)
commercialised then it could with organic matrices. Due to
prove an intriguing opportunity. the thermal properties of our
materials, parts tend to be much
more durable than those made
Part of the Bloodhound SSC of CFRP when exposed to heat.
showing a cross-section of the Other advantages include short
URT Composites used lead times, use of inexpensive
and conventional tooling
materials – a rare and valuable
feature in the world of high
temperature composites – and the
use of clean, environment-friendly
chemistries and processes.’
‘Motorsport applications
certainly use coatings which
can range from spray-on ceramic
coatings to heat reflective films,
like gold,’ added Smith. ‘Our
automotive applications rely on
heat-shields, since packaging
requirements are not as
restrictive as they are for the
F1 cars. Automotive, even
high-end vehicles such as the
MP4-12C, is heavily driven by
cost, and the application of
coatings can prove expensive.
‘The main area of interest
for motorsport at the moment
is high temperature capability.
With next year’s re-introduction
of turbocharging in F1 and the
aerodynamic requirements of
close fitting bodywork, composite
materials will really be pushed
to their boundaries in terms of
thermal performance.’
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TECHNOLOGY - COMPOSITES
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3D PRINTING ‘For automotive applications,
A strong current trend in the I think automation is the key,
world of advanced materials particularly for structural
is 3D printing, and as this applications,’ added Smith.
area accumulates ever-more ‘My personal feelings are that
investment and development, the thermoplastic composites will
effects on the composite industry become the material of choice
could be potentially huge. for mainstream automotive
An accomplished player in manufacture, driven by
the 3D printing world is CRP recyclability and the similarity
Technology, who worked with in processing methods with
CRP USA to 3D print parts for current metallic technology.
the Nissan DeltaWing Le Mans Also, I think high-end applications
car. For motorsport applications, will continue to use continuous
additive manufacturing could fibre, but general applications
be yet another effective way to will use discontinuous short
process composites. fibre materials, maybe with
‘Traditional composite localised continuous fibre
materials characterised by reinforcement. This will allow
long fibres cannot be processed easier processing into complex
with 3D printing yet,’ said a A PyroSic exhaust duct from Pyromeral Systems. The material is based on geometries since the fibres can
CRP spokesperson. ‘This glass-ceramic matrix systems reinforced with silicon carbide or carbon, which move relative to one another
technology requires the use offers great thermo-mechanical performance for motorsport applications without restraint.’
of reinforced materials, but in
powder form, such as Windform ‘We can build individual ‘Among the many areas THE NEAR FUTURE
materials. However, using parts and functional components of research in the composite ‘Motorsport, due to the low
these types of materials, in very short timescales,’ industry today, we believe that volumes and high performance
selective laser sintering (SLS) continued the CRP spokesperson. out-of-autoclave processing, required, is likely to stay with
could be an interesting future ‘Moreover Windform materials high temperature materials and current technologies,’ said
possibility.’ This method produces can be CNC machined, metallised advances in tooling materials Smith. ‘The main area of interest
prototypes by layering and and painted, adding great value will be the most relevant for the is the requirement for high
overlapping polymeric material to our processes for sectors that motorsport industry,’ concluded temperature capability. With
at constant temperature using need beautifully-finished and Buchlet. ‘There are many other next year’s re-introduction of
a roller that rotates at opposite functional parts. At this stage it topics of interest in the composite turbocharging in F1 and the
directions, adding a thin layer is not possible to create an entire industry today, such as fibre aerodynamic requirements
of powder on a platform where chassis of a car with 3D printing placement technologies for of close fitting bodywork –
the laser ray then sinters the due to the limited dimensions of automated processing, low- composite materials will really
material, providing the necessary current printers. Furthermore, cost carbon fibres, design and be pushed in terms of their
heat to melt the powder. the mechanical properties modeling, repair technologies thermal performance.’
The enormous advantage of the SLS materials need to and natural fibres. However, There is no doubt that the
of 3D printing is that there are be improved for that kind of most of those efforts primarily world of composites today
no limits in designing, so you application.’ But the possibilities target the aerospace and is an exciting one, with such
can design for functionality. are certainly intriguing. automotive industry.’ high levels of development,
Parts with undercuts and complex investment and innovation, the
features can be produced,
which would be difficult
“We can build individual parts materials and manufacturing
of the motorsport, automotive
to achieve with traditional and functional components in and aerospace sectors could be
processes. It is also considerably revolutionised in the not-too-
quicker and cheaper. very short timescales” distant-future.
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TECHNOLOGY – LIGHTWEIGHT RACING
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After the DeltaWing
It's made jaws drop and heads shake, so is it now time for a new lightweight class?
A
s I write this article BY DANNY NOWLAN number of my colleagues working it’s amazing what you can
it still blows me in the American Le Mans Series achieve when you don’t have
away the amount of I am not the greatest fan of the have identified some significant a rulebook to worry about'.
press interest the DeltaWing. I wrote an article safety concerns with the car, And let’s face it, the DeltaWing
DeltaWing car is getting. Love last year where I explored at because it is very difficult to isn’t encumbered by a ban
it or hate it, the DeltaWing has length what it did well and see in traffic. on traction control, the floor
certainly sparked a great deal what it didn’t do so well. The All that said, my biggest is free and they have been
of interest and no small measure positives are that its reduced concern with the DeltaWing given liberties that haven’t
of controversy. Despite its on- frontal area, and small mass is the disconnect between the been accorded to the more
track success (fifth on the opens up significant possibilities PR/marketing of the car and conventional prototypes,
road at Petit Le Mans last year) in terms of acceleration and fuel its engineering merits. When particularly with regards to
among my colleagues this is consumption. However, from a the DeltaWing did really well the differential.
still a deeply polarising car. vehicle dynamics perspective at Petit Le Mans last year, I This got me thinking.
Yet in some respects I think it would be foolhardy to ignore started to seriously think that The only way we are ever going
we have actually missed a its drawbacks, particularly I'd got it all wrong. I discussed to resolve what is going on
great opportunity. Is it time the load transfer at the rear. this with a colleague of mine with the DeltaWing would be
for a specialised lightweight Ultimately it has required who is an extremely experienced to have a specialised class
category for sportscar racing that electronic intervention to aid race engineer, who listened for lightweight vehicles for
encourages technical innovation? in this endeavour, which to to me for the grand total of prototype racing. The regulations
As many regular readers of the great credit of DeltaWing five minutes. He then stopped could be fashioned around the
this magazine might be aware, cars has worked well. Also, a me mid-flow and said: 'Yeah, following guidelines:
WorldMags.net
In simulation, the DeltaWing races away in the straight, while our
lightweight prototype model has an advantage in the corners
= Maximum weight: 600kg components or fashioned To further explore this, To flesh this out let’s compare
' Maximum engine from off-the-shelf let’s revisit the simulation the DeltaWing from our previous
displacement: 2 litres components comparison I did between the investigation to our lightweight
' Turbo limit: 1 bar ' The car must be homologated DeltaWing car and the LMP1 prototype using ChassisSim. The
' Maximum car dimensions: so teams can buy it prototype. To really spice things first comparison I want to present
4.8m x 2.2m x 1.2m up, let’s introduce into the is an overall plot of speed and
' The components on the …Apart from all that, mix a conventional four wheel gear ratio and RPM for the two
car (dampers, electronics, complete technical freedom. The car that for all intents and cars. This is shown in Figure 1.
gears diff etc) must be electronics are free, the floor is purposes is an F3 car on steroids. The coloured trace is the
homologated/off-the-shelf free. Imagine the possibilities! The specs of this car are DeltaWing, the black trace our
highlighted in Table 1. lightweight prototype. In terms
Table 1: specs for lightweight prototype To aid in the modelling of overall lap times, there was
process we are effectively nothing to compare the two.
Item Quantity/comment
taking an F3 simulation model The DeltaWing had a lap time of
Weight 600kg and enhancing it. To add some 3:38.462s and the lightweight
Max power 300 hp sanity to this discussion, I’m prototype achieved a lap time
tf/tr 1.6m/1.6m applying CLA and CDA numbers of 3:38.562s. The DeltaWing
that wouldn’t be too much of a races away on the straights
Wheelbase 2.7m
stretch beyond sports prototypes because it runs at higher speed
CLA 3 such as the Pilbeam MP98 VdeV due to its lower drag.
CDA 0.6 car. If anything the numbers I am Where the lightweight
presenting are slightly below the prototype has it all over the
Diff type Fully active
specification of this car. DeltaWing car is in the corners.
The exception is the Porsche
Curves, but I think that’s a slight
anomaly. A typical example of
this is illustrated in Figure 2.
There are a couple of key
takeaways here. Firstly, the mid
corner speed is nearly 10km/h
faster than the DeltaWing.
However the throttle and
acceleration plots are very
revealing. If we look at the
throttle plot and the longitudinal
acceleration plot, the lightweight
prototype can put its power
down in a much more consistent
manner. This means that our
lightweight prototype is going to
get the jump in the corners.
I should also add that our
Figure 1: overall comparison of DeltaWing vs lightweight prototype model of the lightweight
prototype has had very little
refinement. If you look at the RPM
trace in Figure 1, we can see that
the lightweight sports prototype
needs a bit of work with regard
to the gearing. This is primarily
due to time constraints. There is
plenty of time to be had in setup
refinement of the rough model
that has been presented here.
I should also add that the
numbers I have applied to our
lightweight sports prototype
have been conservative to say
the least. As we all know, ground
effect tunnels have been banned
for sports prototypes. The old
sports prototypes – aka Group C,
Porsche 962 era – running ground
Figure 2: direct comparison of car speed in cornering between the DeltaWing and lightweight prototype effect tunnels produced very high
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TECHNOLOGY – LIGHTWEIGHT RACING
WorldMags.net prototype being very competitive
with a modern LMP1 car.
Also, if cars like this are
homologated, it gives small
race teams the ability to be
competitive against the larger
ones. I have a real soft spot for
prototype racing. But a very valid
criticism of it – particularly at Le
Mans – is that unless you have
an Audi vs Peugeot battle, the
well-funded LMP1 teams romp
away, leaving everyone else to
squabble over the minor places.
This lightweight sports prototype
class could go a long way to
solving this problem.
Another aspect to consider
Figure 3: overall comparison of LMP1 vs lightweight sports prototype in this discussion is that the
legacy of the DeltaWing is not
necessarily the car itself but
it the possibility that it could
lead to an open lightweight
formula. One of the principle
challenges with motorsport is
that most forms of the sport
have technically regulated
themselves into irrelevancy. I
was having a discussion with
a colleague of mine who is an
aerodynamicist. He mentioned
that the long-term impact of
racecar aerodynamics could
lead to a significant reduction
in braking distances of road
cars because of what we have
learned about how to generate
downforce and drag. The way
Figure 4: individual corner comparison of LMP1 vs lightweight sports prototype that most motorsport formulas
are going is that they have
levels of downforce. Just imagine that for an equivalent weight As can be seen from the speed effectively strangled innovation,
what we could do now with we can construct a conventional trace our lightweight sports so we have all these cars
what we know using tools vehicle that will match and – with prototype has the slight edge that look the same. An open
such as CFD and modern wind refinement – will exceed the in the corners, but the LMP1 lightweight formula could provide
tunnels. To put this discussion in performance of the DeltaWing. car will chase it down in the a great circuit breaker to this.
perspective, a colleague of mine What I would love to see is a straights. A more detailed view So, the DeltaWing could
was the chief aerodynamicist of framework where we could of this can be seen in Figure 4 provide a significant opportunity.
a time attack car that produced have a genuine battle of ideas where we see the individual We could engineer a conventional
as much, if not more, downforce in motorsport and get this corner speeds. four-wheeled vehicle to be
than an F1 car. sorted out once and for all. What this translates to is more than a match for it, but
What this analysis shows is This lightweight formula would that our lightweight sports then we could also have a
that a conventional four-wheel provide such a framework. prototype could give the LMP1 car that could challenge the
vehicle can more than hold its Where this discussion gets car a good run for its money. performance of an LMP1 car.
own against the DeltaWing really interesting is comparing What we have here is the classic This would have several
for the equivalent weight. As our lightweight sports prototype David vs Goliath battle. As we knock-on effects, but the most
I alluded to before, one of my to an LMP1 car. If you will recall, discussed with the DeltaWing car, significant of these could be
principal objections to the the lap time for the LMP1 car we have hardly scratched the to provide a fresh look and feel
DeltaWing is not the fact that it was 3:37.782s. The overlay surface of what our lightweight and relevance to motorsport.
was built, but all the hype that between the two is very sports prototype is capable If this is the only thing the
has gone with it. The analysis interesting – see Figure 3. of. However, just imagine DeltaWing achieves, then the
we have presented here is very The coloured trace is the what we could do with a bit of team behind it will definitely
preliminary. However Figures LMP1 and the black is the development. It’s not hard to have succeeded in their
1 and 2 show unequivocally lightweight sports prototype. imagine the lightweight sports original intentions.
The legacy of the DeltaWing is not necessarily the car itself, but the
possibility that it could lead to an open lightweight formula
74 www.racecar-engineering.com 8 May 2013
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TECHNOLOGY
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TECH DISCUSSION
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E
ven at its launch, the Formula1’s high aspect ratio of these effects clearly affect wheel to allow more airflow to
Williams FW35 displayed tyre/wheel assemblies are fully downforce, and being unstable pass through it reduced and
an odd opening on exposed to the onset airflow. The flows they will also tend to make repositioned these vortices.
its front hubs. Closer combined effect of the rotating the cars handling less predictable. With this knowledge, it's clear
examination when the car was wheel and the ground interaction While these vortices have that teams need to pass more
running proved that the car creates a series of strong always been a feature of F1 flow through the wheel. However,
was ducting air inside the vortices being shed around the cars, it transpires that the recent the ‘cake tin’ drums also serve to
hollow hubs. At its first race, tyre. Both the vortices in near preference for ‘cake tin’ brake smooth the airflow passing by
the car subsequently gained proximity to the ground create duct bodywork filling the wheel the inboard face of the wheel,
additional ducts inside the particular problems for the F1 tend to exacerbate the problem. as well as directing cooling air
front 'cake tin' brake ducts that aerodynamicists. As the wheels Research done by John Axerio- to the brake discs and calipers.
also fed air out through the are in relative close proximity to Cilies and Gianluca Iaccarino at So simply removing the drums is
wheel, but neither of these the car's bodywork, the inboard Stanford University for Toyota not a solution.
airflows has anything to do with vortex tends to choke the airflow F1 – see bit.ly/fluidmechanics It was Red Bull last year that
the cooling of the brakes or other passing under the front wing, for details – proved that these came up with the ducted hub
parts. Instead, these ducts aim while the outboard vortex tends vortices were stronger when idea. Their conical shaped hub
to improve airflow around the to get pulled back under the the wheel was fully blanked extended out past the wheel nut
exposed front tyres. floor towards the diffuser. Both off. Subsequently opening the and openings in this outboard
end blew air to have the same does not rotate with the wheel. brake ducts. Some of these find their design is not conducive
effect as passing airflow through Furthermore, this duct ends at pass airflow externally to the to fast stops. With more pit
the wheel. However, Red Bull’s the wheel nut – hence the witty brake drum, while others route stops and the speed of those
instance of the ducted hub was name applied to the design by it inside the enclosing brake stops being critical to the fastest
met with protests, they were the media, 'blown wheel nuts'. drum. As yet, no other team has possible race time, any delay
regarded as 'air ducts' in the rules Now aided by the larger duct followed Williams in the ducted in aligning the wheel back on
(technical regulation 11.4) and passing inside the brake drum, hub design. Part of the reason to the hub during pit stops
therefore may not rotate with but passing around the brake disc, for this might be the emphasis may end up costing more time
the wheel or extend out past the Williams are able to pass a lot on fast pit stops during the races than the aero benefit of the
wheel nut. Red Bull deleted the more airflow through the wheel. due to the softer compound blown design. So far Williams
design at Monaco and it did not This flow will help reduce the 2013 Pirelli tyre specification. do not appear to be around
return in 2012. negative impact of the vortices Williams' hub ends with a flat mid-placed in the speed of
Williams' 2013 solution works shed from the wheel for better blunt shape, rather than the their pit stops compared to
around the legality issues by all-round aero performance. domed ends that encourage the their rivals, so it appears the
having a separate duct passing Other teams now have similar wheel to seat on to the hub at trade-off is working.
inside the hub, and so the part pass-through ducts inside their the pit stops. And Williams may -Craig Scarborough
www.bmrs.net
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TECH DISCUSSION
WorldMags.net
Power opinion
More on Renault’s 2014 engine, with hot air kept to a minimum…
Y
our December 2012
issue, V22N12, showed
Renault’s 2014 engine
possibility. Since all
designers try to keep intake
tracts as short as possible, I
thought I would put in my two
cents’ worth. I realise, of course,
that your illustrations were
merely an artist’s representation,
but here goes…
The rule-makers have done
a good job as I see it, since all
the designers start from the have two outlets similar to the
same point. I think that if the intakes on the hot side. The two
area under the intake plenum cold side outlets would feed the
and above the valley cover can ends of the intercoolers with
become a plenum for cold air, the two intercoolers feeding an
feeding the cold side of the turbo, extension of the intake plenum. side intakes, or the radiator
the rest can feed the intercoolers. The exhaust duct from the and the intercooler air would be intakes would have to be
The intercoolers are in two halves intercoolers would be ‘pierced’ aimed at the underside of the rear enlarged and air diverted to the
and placed in an upside-down V by the turbo exhaust, which wing, à la Coanda. intercoolers. The sketch above
behind the intake plenum. The would help pull air through the Air for the intercoolers would illustrates this.
cold side of the turbo would intercoolers. Both the exhaust have to be fed by air from the — Richard H. Yagami
www.the-mia.com
COMMUNICATION PARTNERS
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The new GTE model features brand new side sills, added to counter the
problem of having the exhaust running down the side of the car
T
he new GTE challenger to run at Le Mans without a The Prodrive team has finished with victory in Shanghai
from Aston Martin Gurney flap, had a larger fuel tank modified the suspension, and last year,’ added Gaw.
launched in London in and less weight than its rivals, all taken weight out of the car ‘Overall, around 30 per cent of
February, but the car measures that the new car has (although the BoP adjustments all components on the 2013-spec
raced for the first time in the been allowed to keep. means that it runs 10kg heavier Pro cars are new, which makes
opening round of the American Le Yet it still is a draggy car, than last year), making the car for a significant improvement.
Mans Series at Sebring in March despite a new rear wing that has more driveable in the corners. ‘It is We looked at specific areas where
and was immediately impressive. been introduced throughout the not a good aero car, which is why we could take weight out of the
Under managing director GTE field. The Aston runs this the air restrictor is bigger, and car and redistribute it to a better
and team principal at Aston year with a minimum weight of then we use more fuel,’ says Gaw. location. We have also revised
Martin Racing, John Gaw, the 1205kg, five lighter than the ‘It is a torquey engine so we are the suspension, which has not
team has changed upwards of Porsche 991 and 55kg lighter good out of the corners.’ only improved the handling but
30 per cent of the car to make than the BMW Z4 that races in The side sills are new, due – when combined with the new
it more driveable, and faster, the ALMS only. It has a larger to the problems of running the fly-by-wire throttle allowed
and already it has been cited by air restrictor, at 29.7mm, 1.6mm exhaust down the side of the car under this year’s regulations –
the Porsche drivers as the car larger than the Ferrari 458, runs and having a body made from makes the car easier to drive.
they most fear. a Gurney 10mm lower than the aluminium, a metal that is very ‘Our aim is to win at Le Mans
One of the main issues with Ferrari at 15mm, and carries good at conducting heat. and in the WEC, and we are
the car last year was the speed 10 litres more than the Ferrari, ‘Last year we proved how particularly pleased to welcome
at which it reached its V-max on five more than the rest of the fast and reliable the car was, such a professional driver
the long straights of Le Mans, contenders in the GTE field with and our two GTE Am entries lineup to Aston Martin Racing
Shanghai and Fuji. It was allowed a 95-litre tank. will pick up where the Pro car for this centenary year.’
WorldMags.net
BUSINESS
WorldMags.net
Formula E street races on as battery market grows
The Formula E electric car great pleasure that Spark Racing
racing championship seems to Technology will join him and
be gathering momentum with benefit from his expertise and
a preliminary calendar and new know-how.’
stakeholders announced, all A second team has also been
against a backdrop of growing to organise up to 10 races in announced, FIA Formula E Team
sales of lithium-ion batteries. 2014, the inaugural year of the China Racing now joining Drayson
Formula E Holdings (FEH), the championship. A further two Meanwhile, Spark Racing Racing as the only confirmed
promoter of the FIA Formula E slots will be kept free, to include Technology has revealed that entries. The operation is run by
Championship, has unveiled two additional cities from the Dallara is to be responsible for Yu Liu, who was also behind the
a calendar which includes eight others that have expressed the new chassis (see above), Chinese national programmes in
cities which it hopes will host interest, and the final calendar with FE being run as a spec series A1GP, Superleague Formula and
its street race format events. will be presented to the FIA for its for its first year. the GT1 World Championship, and
These are: London, Rome, approval at the September 2013 Frédéric Vasseur, president has promoted various motorsport
Los Angeles, Miami, Beijing, World Motor Sport Council. of Spark Racing Technology, events in China.
Putrajaya (Malaysia), Buenos Yet while the London race has said: ‘I have worked with Dallara Meanwhile, analysis
Aires and Rio de Janeiro. generated much excitement, and for over 20 years and I have undertaken by Frost & Sullivan
FEH says that since its launch the backing of the city’s mayor all the respect in the world for suggests the lithium-ion (Li-ion)
in August 2012 it’s received Boris Johnson, it will first need to Mr Gian Paolo Dallara, who is one battery market is growing quickly,
formal demonstrations of interest negotiate the barrier presented by of the greatest figures in world earning revenues of $2.13bn in
to host a race from 23 cities UK law, which doesn’t allow races motorsport, as well as for his 2012, and it estimates that this
across five continents. It intends to be held on the public road. closest collaborators. It is with will climb to $12.84bn by 2019.
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BUSINESS – PEOPLE
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INTERVIEW: PAUL BRANTON
Q. What advantages will a to be there. We have clients do have a vacancy, and the
motorsport company gain that come to us and they say: speed at which they respond to
from using an agency? ‘We’re looking for this skill’. candidates – one of our biggest
It’s mostly the networking And they will wait three to six bugbears is getting feedback
ability that we have. Our months for that skill. Yet if they from clients on candidates when
job is to recruit people, and had somebody in who had, say, they’ve reviewed their CV or
that’s what we’re doing, day 75 per cent of what they were interviewed them. If you’ve got
in, day out. We specialise in looking for, then they could have a good candidate, you have to
having conversations, going trained them up to 100 per cent make them feel that people are
out there, finding those people in that same time period. interested in them, because
and asking: what are you you’re setting this expectation,
up to? Are you looking? So, Q. How difficult is it to find this company is really interested
when a company does come someone with the requisite in you. It’s a flattery thing, but
to us we’re ready. skills for high-end motorsport? it also keeps the momentum,
We can go out into the Paul Branton, managing Finding them is not too bad. With and you’re more likely to capture
marketplace, which they haven’t consultant for Jonathan Lee all the tools that are available them at the end of it.
got the time to do themselves. Recruitment, has been in to us these days, we can find
These are niche skills, which the business since 1988, these people – it’s encouraging Q. How important is the salary
are harder to find. It’s our job to and for the past 13 years them out which is always going that is offered?
increase those applications by he has worked largely on to be the hardest thing. Because Somebody might be on £50,000,
talking to more and more people. the motorsport side of it. they’re already paid very well, and the company will offer
We are specialists at finding Branton is also a member of and they become loyal to their £53,000. Well, typically the
these people. the motorsport employers team – which is only right – you candidate is going to go back to
group within the Motorsport have to show that there is an their own employer, hand their
Q. Is there still crossover Industry Association. opportunity for them. notice in and the employer’s
between mainstream sectors, Jonathan Lee Recruitment is going to say: ‘what can I do?’, and
such as aerospace, and based in Stourbridge in the Q. What are the frustrating they then match it or they better
motorsport, and do teams west midlands of England, aspects of the work you do? it, because they can’t afford to
prefer people with motorsport and it has specialised One of the biggest factors lose people. There’s a lot of this
backgrounds? in the engineering and stopping people moving at going on – it’s gazumping. We
There is a lot of crossover. manufacturing sectors for the moment is relocation saw this in the estate agent
Teams would rather have the more than 35 years. issues. People aren’t able to business, now we’re seeing
experience. But at some point a sell their houses because its return in the recruitment
person needs to be given that of the property market, and business. You might have had
experience. This is something about the attitude. Skills and that’s stalling the marketplace, to wait three months for that
we’re going through with clients knowledge can be trained, but making it a little bit harder. person – six months in the case
all the time – it’s not always it’s having that time to invest Also, the momentum at which of some of the teams – and then
about the experience, it’s in those people to enable them companies work when they you’re back to square one again.
PaucoPlast, a company specialising in the manufacture of carbon The incident took place in Renault Sport F1 this
David Addison
Zaragoza, Spain, in October year. The four-time
composite parts, has signed a deal to become a partner of the Sauber
of last year and Garcia has world champion, who has
F1 team. The company, which has been a supplier to the Swiss team
now been banned from driving been a brand ambassador for Renault
from its earliest days – the relationship goes back as far as 1973 – will until June of this year. since 2012, will also assume an
now see its logo on the rear of the sidepods on the car as well as on advisory role within the Renault Sport
the team’s equipment. Wilson Fittipaldi Sr, father of F1 executive committee.
Emerson and Wilson Jr, a prominent
Prevost has signed a new multi-year partnership with NASCAR which motorsport broadcaster and one of David Addison (pictured above) is
will see the motorhome manufacturer become the official luxury the men responsible for bringing the new lead commentator for ITV’s
motorcoach of the premier US stock car series. The company, which is Formula 1 to his native Brazil, has coverage of the British Touring Car
owned by the Volvo Group, already builds motorhomes for a number died at the age of 92. Championship, replacing Toby Moody.
of NASCAR team owners and drivers.
Q Moving to a great new job in motorsport and want the world to
On top of its commitment to support the LADA team in the World know about it? Or has your motorsport company recently taken on
Touring Car Championship, Russian oil giant Lukoil has now also an exciting new prospect? Then send an email with all the relevant
information to Mike Breslin at bresmedia@hotmail.com
signed to back the RML-run Chevrolet Cruze of Yvan Muller.
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GEARBOXES SENSORS
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THROTTLES SOFTWARE
CARBURETTORS
PIT CREW
Land of opportunity
Editor
Andrew Cotton
@RacecarEd
T
he 1999 Le Mans 24 hours featured no fewer programme. BMW’s year-end report detailed a 13.8 per
Deputy editor
Sam Collins than six manufacturers, including BMW, Audi, cent increase in sales in the USA, and an 11.8 per cent
@RacecarEngineer
News editor Mercedes, Nissan and Toyota, plus Panoz. The increase in the Americas. This pales to insignificance
Mike Breslin following year, only Audi and Panoz remaining from compared to the Asian market, however. In China, the
Design
Dave Oswald the previous year, alongside newcomers Cadillac, and number of BMW Group cars sold rocketed by 40.1 per
Chief sub editor by the end of the 24 hours, with victory in the bag, the cent in 2012.
Stuart Goodwin
Contributing editors expectation was that Audi would exit, stage left. This does explain the urgency that the European
Paul Van Valkenburgh
Technical consultant
Instead, Dr Wolfgang Ullrich, head of the motorsport manufacturers have placed on developing racing
Peter Wright department, stated that he wanted to come back, win series in the Asian market, and why the Automobile
Contributors
Mike Blanchet, George Bolt jr, three Le Mans, and claim the trophy. This Audi did, Club de l’Ouest is trying to establish an Asian Le Mans
Lawrence Butcher, Ricardo Divila,
Gemma Hatton, Simon McBeath,
winning in 2001 with the first Direct Injection engine, Series. However, that market does not need European
Danny Nowlan, Mark Ortiz, Marshall and again in 2002, becoming the first manufacturer to manufacturers, or European-style racing.
Pruett, Craig Scarborough,
Martin Sharp, Ian Wagstaff have the same three drivers win three in a row, and in )63)1/@A/@31=<A723@/0:G;=@37<B3@3AB7<5
Photography
LAT, WRi2 essentially the same car. and powerful, and will go hybrid. They bought into
Deputy managing director So, when in March Dr Ullrich announced that he the DTM philosophy for chassis construction, and
Steve Ross
Tel
wanted to find a way to return to America in 2014, they will use the front splitter, floor, rear diffuser
Email steve.ross@
chelseamagazines.com it immediately became a topic of serious discussion. and rear wing, and may also use the transmission,
Head of business During these discussions, it became clear that driveshafts, uprights and perhaps also the dampers
development
Tony Tobias there was a dearth of opportunities for European and brakes. Tyres too will be the same size, although
Tel
Email tony.tobias@ manufacturers with a full works programme Stateside, the Japanese will remain multi-brand.
chelseamagazines.com
Advertisement manager
and that firms would have BMW committed to
Lauren Mills to take their DTM cars to DTM on the basis that
Tel
Email lauren.mills@
chelseamagazines.com
the US and setup their BMW committed to DTM it could race the same
own series which would chassis in multiple
Marketing manager
William Delmont
be managed by IMSA. This, as it can race the same markets. The Japanese
will.delmont@chelseamagazines.com
Publisher Simon Temlett
unsurprisingly, occurred.
The problem is that the
chassis in multiple markets deal was critical, as is
that struck in America.
Managing director Paul Dobson
Editorial American racing scene has This is clearly a good
Racecar Engineering, Chelsea
Magazine Company, Jubilee House, taken such a pounding that there are few options for move for the Americans – they asked for a reputed
2 Jubilee Place, London, SW3 3TQ
Tel
a manufacturer. IndyCar is a spec Dallara chassis, and ;
;/<C4/1BC@3@B=6=ABB67A<3EA3@73A/<27B
Advertising to produce an engine was of no interest to European appears that the German manufacturers were happy
Racecar Engineering, Chelsea
Magazine Company, Jubilee House, manufacturers such as Porsche. Wolfgang Duerheimer to pay to hit this market.
2 Jubilee Place, London, SW3 3TQ
Tel
confirmed in 2010 that, if Porsche was to do top level ‘The next steps in this process will involve further
Fax
motorsport programme, it would need to be able to discussions with various automotive manufacturers,
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Subscriptions Department influence the entire team, including chassis, engine, whose commitment to this concept is essential if
800 Guillat Avenue, Kent Science Park
Sittingbourne, Kent ME9 8GU and strategy. Grand Am has homologated only three a North American DTM-style series is to become a
Telephone + chassis manufacturers in 2013, so engine supply is the reality,’ said the press release. The new series is aimed
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only route there, too. at attracting Cadillac, Lincoln or Dodge within the
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* I
7AAC3A USCR programme is to build an LMP2, but you are the DTM announced a crude version of DRS for this
*(
7AAC3A compromised on quality of drivers by regulation. There season. But while this globalisation grates for us at
'$,I
7AAC3A
were rumours at Sebring of a breakaway championship Racecar Engineering, for manufacturers it is the holy
News distribution
COMAG, Tavistock Road, West with LMP1 cars. This does not strike me as a good idea. grail – affordable racing, multiple markets, and with an
@/GB=<"722F*&
Printed by Wyndeham Heron Grand-Am and the ALMS banged heads for years, and extreme product-based look that will help to sell cars.
Printed in England what would a new series achieve?
((##=
USPS #= Jens Marquardt was equally unequivocal in his
statement of the importance of the American market EDITOR
to BMW with a factory programme, hence the GTE Z4 Andrew Cotton
www.racecar-engineering.com
Brake control
from green light
to chequered flag.
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