Professional Documents
Culture Documents
Red Bull
RB9
Adrian Newey discusses
the F1 title favourite
PLUS
Formula E revealed
The future of
Grand Prix engines
Wind tunnel tyre
development
Peter Wright on
the Nissan ZEOD
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H
eraclitus mentioned pulling, drag racing, endurance and spikes churning the glassy cardioid cams that governed
that you could never racing, off-road racing, Pikes Peak surface, generating plumes of the rate and angle of rear steer
step into the same and rallying as grown-up pursuits, slush and snow through insane was a simple plate with the
river twice, the water having as most have the knob on 11 or wheelspin, finally managing to groove channelling a pin on a
moved on, and perhaps you too even 12. Wretched excess has its scrabble enough traction to shoot simple rack, but had an infinite
are not the person you were attractions, after all it does touch forwards into the next straight. number of options depending on
previously. The Andros trophy the reptilian brain more. Cars face off in gaggles the car response, condition of the
ice racing cars had the same ‘Excess on occasion is of six, knocking two out each track and the number of spikes
problem, as the churning of the exhilarating,’ said William heat, in a short four lap barging left on your tyres.
initially immaculate ice from Somerset Maugham. ‘It prevents competition, almost balletic in Poring over the data was
the first six-car heat would turn moderation from acquiring the the side-by-side sliding through always an interesting exercise of
the venue into a rutted, slushy deadening effect of a habit.’ corners, occasionally bouncing looking into the heart of chaos.
gauntlet between the snowdrifts, I swear I saw a Mandelbrot
sometimes changing lap to lap. fractal when doing a yaw vs
There are overdriven front wheel speed plot.
wheels, locked differentials – Regardless of the chosen way
all three of them – as the four- forward, the first task is always
wheel drive, four-wheel steer to use the ice pick to chip away at
spiked tyres scrabbles for grip the clogged mass of ice and slush
on ice, a surface not particularly packing the fenders, suspension
renowned for its grip level. and every bit of bodywork.
You have to make sure your Thermal underwear, gloves,
side windows didn’t mist up as thick boots and the succour of
they are more useful than the hot mulled wine with cloves
windscreen in this crabwise way and raclette in the hostility unit
of locomotion where cars are eased the frozen feeling, and
generally travelling sideways. the adrenaline of getting the car
This fits in perfectly with out for the next inexorable heat
the ‘growing old is mandatory; warmed the cockles of the heart.
growing up is optional’ ethos. Cornering, ice racing-style. Pit tech in mittens next to three-bar fire, just out of shot The 24 hours of Chamonix
It reminds me of a question was the ultimate wretched
Alexander Hamilton once asked: ‘Moderation is a fatal thing. off snow-banks, drivers using the excess, the heats going on
‘Has it not been found that Nothing succeeds like excess,’ four wheels, throttle, 430Nm of all day, with the added bonus
momentary passions… have a offered Oscar Wilde. torque and brakes to coax the that engineers, mechanics and
more active and imperious control The Andros trophy car missile around the track. assorted innocent bystanders
over human conduct than general certainly succeeds in that. Finish your heat, take the would be the passengers
or remote considerations of 450hp does not seem excessive, car back to the tent through the required in this event.
policy, utility, or justice?’ Yes, that but when it is coupled with snow, and plunge into changing It was a magic rollercoaster
fact has been found. It has been a lightweight plastic body, the settings for the next heat as ride which gave the spectator the
found time and time again. The minimalist spaceframe chassis, track conditions always change, opportunity to watch close-up
lesson of it, nevertheless, eludes four-wheel drive through 3.5j ruts being dug into the original the driver’s antics trying to keep
us almost as rapidly. 10/66-16 Michelin XM + S TL pristine billiard table of ice. At the car vaguely going in the right
We know that we are C50 spiked tyres in a icy winding some events the ice would be direction at maximum speed,
creatures of the passions, but track it does smell of overkill. worn down to the original asphalt feet tap dancing on the two stop
we pretend that it would be The fastest way around a or concrete, just right for plucking and go pedals. It reminds me of
possible to erase those passions hairpin on ice is actually to flick the studs out of the tyre, or down Stirling Moss: ‘If God had meant
and become creatures of pure the car 180 degrees by using to the now muddy, slushy earth if for us to walk, why did he give us
reason. The racing circus tries the four-wheel steer, in which on an apposite ski slope. feet that fit car pedals?’
to act serious and focused, the rears turn in the opposite Should the engineers change The driver would twirl the
but the bottom line is that the direction from the fronts, the amount of overdrive to the steering wheel continuously,
sheer insanity of running F1s at enter the hairpin backwards, front wheels? The cam governing almost always managing to
Monaco, or thundering through engine screaming at full revs amount of rear lock to front? The carom off the snow banks and
the desert in off-road racers is accelerating even faster down
the main attraction.
The first sign of maturity is
Racing tries to act serious and the next chute. Screaming with
pleasure was not unknown, while
the discovery that the volume focused, but the sheer insanity an idiotic grin was a constant
knob also turns to the left. That throughout. Creatures of pure
instantly disqualifies F1, tractor is always the main attraction reason my arse.
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SIDETRACK – MIKE BLANCHET
Responsibility in racing
Identifying potential dangers early is a must while rulebooks allow for risky tech
T
he concept of deliberately speedways. Conversely, too-late carpet. Races were run sometimes Pressure can lead to decisions
building driver safety adoption of composite chassis, in really extreme conditions of that in a less frenetic environment
into modern racing cars especially perhaps in big sportscar aquaplaning and spray that should would not be countenanced.
is a given. It wasn’t always so; racing, resulted in fatalities that never have been permitted, This is especially so for younger
a big step forward in this direction could have been avoided. mainly because of the TV engineers and managers given
was as a result of the tragic I don’t know what was in schedules – and the accompanying great responsibility and aiming for
deaths of Ayrton Senna and the minds of the engineers in money that only got paid if the the top, but lacking the maturity
Roland Ratzenberger at Imola one 1990s F1 team who almost event went ahead. that only experience brings.
in 1994. certainly sanctioned the use of Fortunately, due in major part Seeing first-hand the results
Safety issues generally high-modulus carbon-fibre to to the tenacity of individuals of a near or fatal impact is very
move with contemporary make a composite monocoque that such as Jackie Stewart, the late sobering – I can tell you that it
expectations of what is was very light and very stiff, but Sid Watkins and Max Mosley stays in the mind when future
reasonable risk in most aspects decisions have to be made.
of life and work, and motor Certainly there is vastly more
racing has been no exception, if input from car and systems
sometimes slower in acceptance designers into the regulation-
and application than it should making bodies via the technical
have been. From the sport’s committees and working groups
beginnings right up to the that now exist. Instead of
1980s the risks were regarded being confrontational, this is
as ‘part of the game, old boy’. positive cooperation which is to
Perhaps not surprising if one be welcomed. An indication of
considers the carnage of the two the value of this surely is the
world wars. adoption of the new and could-
LAT
Teddy Mayer’s quip that Composites have increased car safety in recent years be-hazardous KERS technology,
‘drivers are like lightbulbs – you which has been safely achieved.
take one out and plug in another’ also very brittle, almost like glass. among others, a huge amount Valuable work is carried out
indicated a less than caring When the car crashed heavily it has been done and continues to by organisations such as the
attitude – probably one hardened shattered catastrophically, on one be progressed in relation to driver FIA Institute, but the difficulty
by his own brother’s death while occasion leaving the driver lying safety. Even now, however, we remains that they are generally
racing some years before. critically injured in the middle of have seen dangerous tyre failures only reactive, ie: they respond to a
This attitude persisted even the track, bizarrely and sickeningly in F1 aggravated by teams serious incident by investigation,
to more recent times. How else attached only to his seat. ignoring the manufacturer’s clear consultation and the subsequent
does one explain the death-traps Even recently, the move to stipulations as to their use. implementation of rules that
of single-seaters with the driver’s high noses for F1 cars and other At the Silverstone GP last year, should help prevent a similar
feet ahead of the front wheels formulae single-seaters has only the race director was criticised by occurrence in the future.
that became the norm for a just now been recognised as a some who should know better for But maybe the FIA in
period? What were we thinking driver hazard when a T-bone type stopping practice after the heavy particular, the ACO and similar
of when making the very narrow impact is involved. This tweak rain caused aquaplaning crashes. key organisations such as IndyCar
aluminium tubs and cut-down should surely never have been But if the courage and talents of and NASCAR should appoint
cockpit sides allowing the cross- permitted – it didn’t take a genius Alonso and others could not cope experienced and knowledgable
section of the monocoque to be as to assess that particular risk! with the extreme conditions, was engineers and motorsport
small as possible, or the pointed Responsibility for driver safety there any other responsible choice professionals, supported with
rollover hoops – for minimum aero does not lie just with designers. to be made? The new drivers appropriate resources, whose
drag – that simply dug in if the car In the mega-boost turbo engine trying to impress and retain their sole function is to regularly meet
inverted at speed? F1 era, fuels were used that were seats were certainly not the ones and look ahead to try to identity
I guess we were all under high in Toluene, very harmful to who were going to pull in. dangers that are perhaps not
too much constant competitive the human cardiovascular system The pressure to perform in immediately obvious – particularly
pressure and encouraging the and other additives that were motor racing now, especially when new technical and sporting
design teams to come up with carcinogenic. In the race to win, it with the amounts of money and regulations are introduced.
ever-faster machinery to think seems that these dangers were anticipation and all the media and Nevertheless, nothing
beyond just performance. ignored and swept under the PR involvement, is hugely intense. can replace the pause for
Too-early introduction of consideration by the individual of
game-changing carbon fibre tubs
in Indycar racing before this new
Too-early introduction of carbon the possible effects of a decision
that go beyond the immediate
material’s properties were fully fibre tubs in IndyCar led to seeking of greater performance.
understood led to some leg- This, after all, is the meaning
shattering crashes on ovals and some leg-shattering crashes of responsibility.
Top of
the class
While many teams have treated the current
F1 season as transitional, Red Bull have made the
2013 constructors’ championship all their own
by SAM COLLINS
date back to the RB7 of 2011. As with other cars in the Red
They are also used by Caterham Bull line, the RB9 has much of
in its CT03. its KERS componentry mounted
All of the cars built by Red around the transmission,
Bull from 2009 to date were something that other chassis
fitted with the Renaultsport makers have avoided doing. The
RS27 normally aspirated 2.4- team’s package is largely based on
litre V8, which has proven to the Magneti Marelli system which
be the most successful engine of first appeared in 2009, with some
the 2.4-litre era. The powertrain components similar or identical to
was little changed throughout those used by Ferrari. The unraced
the car’s evolution, but one area Peugeot 908 HYbrid4 LMP1
where Red Bull was notably is also thought to share some
different to other teams was components with this system.
WRI2
“Between RB8 and RB9 there is virtually nothing new about the
transmission. The internals are as near as damn it identical too”
10 www.racecar-engineering.com • November 2013
Adrian newey claims that the RB9 retains its front torsion bars,
something that every other major nose which it initially claimed was which are more recessed on the bulkhead than on previous cars
team has since copied. The layout for driver cooling, but was later
remains on the RB9, although revealed to be used for cooling Blowing the nuts
with many detail refinements, not some internal components. It also
E
least in that it is interlinked front seemed to have an aerodynamic arly in the season the RB9 some small aerodynamic gains,’
to rear. Unlike some cars with function as it was linked to a tested with an interesting Adrian Newey explains. ‘It was
such systems, Newey claims that second slot under the nose. A rule wheel nut layout – there trying to do what we had when
the RB9 retains its front torsion change would have allowed Red was a hole in the centre of the we had the wheel covers in the
bars, though they are not visible Bull to fit a non-structural panel in nut passing right though the past. The way we did it last
when the bulkhead is inspected: this area, but Newey and his team hub. These became cheekily year was declared illegal during
‘The torsion bars are still fitted, decided against that approach. known as ‘blown nuts’ and the season, I think at Montreal.
but are a bit more recessed in ‘We do have the vanity were also trialled by the The solution that ourselves and
the bulkhead than on previous panel on there, but it does not Williams team. At the time their Williams then experimented
cars. We have had front to rear stretch the whole way to the purpose was not disclosed, with at the start of this year
interlinked suspension on the car front of the nose as the weight though some speculated that was much the same thing, but
for quite a few years – it’s a pitch of it would be too high for they were for brake cooling. done in a way that was legal.
connection which can give some that,’ says Newey. ‘But we have ‘Last year we had a duct Overall, however, we did not
benefits in ride.’ dropped the letterbox vent through the wheel which gave find a big benefit to doing it.’
There is some speculation which cooled the driver and
that the RB9 is also fitted with a some electronic systems.’
system that links the suspension With the letterbox vent
diagonally, but Newey would not dropped on the RB9, the same
be drawn on this. solution found on both the
Throughout the car there are 2012 and 2013 Saubers was
many detail changes from the employed, which featured a vent
RB8 as Newey says, with one facing the driver. It is also linked
of the most notable lying at the to a slot under the nose.
front of the car. A minor rule McLaren’s Matt Morris, who
change relating to the height oversaw its introduction when he
of the nose at the start of the was technical director, explains
2012 season saw all of the cars that the concept is really very
feature a rather ugly hump. Red simple. ‘Everybody is interested in
Bull, uniquely, fitted a slot in the it, but it is something that is
not actually worth much Vettel in his RB9. Red Bull headed
performance,’ he says. ‘When into the flyaway races with a
you look at the hump it is clearly seemingly unassailable lead in
not the best dynamic device on the constructors’ championship.
the planet, so we just use it to But with the resource restriction
improve the flow in that area.’ agreement in force, the engineers
One area where every team at Red Bull had to not only ensure
has struggled to a greater or that the RB9’s development
lesser extent in the last two rate allowed it to keep its nose
seasons is the tyres, and Red ahead, but also make sure that
Bull is not an exception. With they did not fall behind on
the original generation of Pirellis development of the RB10.
used at the start of the season, ‘We are having difficulty
the RB9 was often not as strong balancing the 2014 development
as many expected that it would with the 2013 car,’ Newey admits.
be, but after the spate of failures ‘We are dealing with it as best
WRI2
at Silverstone during the British we can. The people working
Grand Prix, the Italian company The Renaultsport RS27 has been the most successful engine of the on the long lead time parts like
was forced to essentially revert 2.4-litre era, but Red Bull were relatively slow to capitalise on kERS gains monocoque and gearbox are
to its 2012 tyres. exclusively working on 2014 now.
Perhaps as a result of this, is a way of changing the toe be quite high. On the very heavy At the same time time, there is
the RB9 seemed to make a without changing the toe,’ says handed circuits you take a lot out a small team of people working
significant step forward in pace. Newey. ‘It’s nothing especially of the left hand side of the car full-time on the 2013 car as we
However, the mid-season tyre magical – by swapping the typically, so by swapping them for cannot afford to sit on our hands.’
change also saw a practice used tyre from side to side you are the race you get some benefit.’ ‘It’s possible that there may be
by a number of teams including effectively changing the toe As the European season came some small carry-over from RB9
Red Bull outlawed. Cars were of the tyres. to a close at Monza, Italy, the to RB10, but with the size of the
regularly seen on track with the ‘In reality the main benefit RB9 was – like its predecessors – changes its not very much.’
right rear tyre fitted to the left was wear management. In dominant. With seven races still The arrival of the RB10
rear and vice versa. qualifying you take a lot out of remaining, drivers from Mercedes, early in 2014 will draw to a
‘The 2013 tyre construction the tyres – you are driving them Ferrari and Lotus all admitted that close one of the most successful
had ply steel built into it, which as hard as you can and slip can they could not catch Sebastian lines of grand prix cars ever, but
possibly the start of another
RB7 – THE WEakEST oF THE BREEd? equally strong lineage.
O
f the five Red Bulls were quite aggressive with the points thrown away as a result, TECH SPEC
designed to the current packaging of the car. It had a and a few errors along the way
rulebook by Adrian Newey very long gearbox to maximise to be honest. Chassis
and his team in Milton Keynes, the area of the double diffuser. ‘We made much harder work Composite monocoque structure,
one stands out to its creator Performance-wise we have of the 2010 championships than designed and built in-house,
as perhaps the weakest. ‘The always had our nose ahead with we should have done. While we carrying the Renault RS27 2.4 litre
V8 engine as fully stressed member
2010 car (below) was the first this family of cars, and that’s true wrapped up the constructors’
year where we had designed it of the 2010 car. But we struggled championship with a race to go, Transmission
from the outset to have a double with a lot of reliability issues the driver’s went right down to Seven-speed gearbox, longitudinally
diffuser,’ says Newey. ‘We got a both on our side and also on the the wire. Indeed if the second mounted with hydraulic system for
lot out of that concept and we engine side. There were a lot of Renault driver (Vitaly Petrov) had power shift and clutch operation.
not managed to keep Fernando AP Racing clutch
Alonso behind him, we would Suspension
not have taken the title.’ There Front: aluminium alloy uprights,
is little doubt, however, as to carbon-composite double wishbone
with springs and anti-roll bar,
which car Newey thinks was the
Multimatic dampers
strongest of the line in terms of
Rear: aluminium alloy uprights,
relative performance. carbon-composite double wishbone
‘With hindsight it is clear with springs and anti-roll bar,
to see that the 2011 Multimatic dam
championship was the easiest Brakes: Brembo calipers, carbon
one. We had a car where we discs and pads
were able to always extract Electronics
a bit more performance from, MESL standard control unit
and that let us keep our nose Fuel
LAT
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.
R
ed Bull has dominated same top speed or the same that gives them a consistent 2. If torque were to be
the F1 drivers’ and downforce with less drag and advantage? In other words, modulated so that the
constructors’ championship superior top speed. They don’t what would give them such an maximum traction is exceeded
since 2010. This is often put 7. They are apparently able advantage and still be consistent for only a very small rotation
down to more efficient downforce to take advantage of what with all the above? of the tyre and then relaxed
generation, but David J Dodge appears to be high downforce/ The most important clue is to re-establish a new bond to
believes that the car’s advantage high drag setups, while other their KERS problems. What could the pavement, then pushed
is down to a clever way to teams are not able to do so they be doing to make it so over the limit again, some
improve traction. He starts with a 8. Other teams are not stupid. If difficult in comparison to other additional thermal potential
few facts and observations: sacrificing top end speed for teams? It must bring a significant of the tyre could be taken
more downforce reduced lap advantage, or they wouldn’t advantage of and lateral
1. RBR cars are consistently the times, they would all be doing bother with the complexity. grip would be more stable.
slowest of the top and mid- it. Does RBR really have a So here we go! It is This would yield better mid-
field teams in speed traps higher downforce setup? theoretically easy to modulate turn grip, stability and speed
2. RBR cars can consistently do 9. Superior aero does not the output torque and charging 3. When the threshold of
the fastest lap times (they seem to explain RBR input torque to an electric motor/ maximum traction is near,
have most pole positions) dominance. Superior generator using capacitors, the modulation of torque
3. RBR has a higher average mechanical traction does batteries, inductors and a and the consequent slip-
speed down long straights, 10.RBR has had consistent feedback signal. Torque changes catch would give the driver
despite having a ~10kph problems with their KERS are instant and control is easy. feedback on impending loss
slower top end. They cannot 11.No other team has had KERS Here are a few things that RBR of grip. (Note: this may be a
be caught by faster cars problems since the first year could be doing with a more violation of the rules.) This
4. In order to have a higher 12.RBR is very technically sophisticated KERS: could yield fewer driver
average and lower top speed competent so why can’t mistakes and allow them to
they must: they solve a problem that 1. If torque were to be modulated stay closer to the limit
a) have better traction everyone else has solved? in response to the normal force 4. Charging input torque could
out of the turns 13.They must be doing something of the tyres against the track also be modulated to enhance
b) better traction into different with their KERS (in response to shock pressure, rear wheel traction during
the turns 14.They don’t appear to be using for example) significant unused braking. This could yield
c) better traction KERS on the straights (low top traction potential could be more effective rear braking,
though the corners end speed). They do appear to recovered during high pressure and delay the onset of
d) or all three be using it at turn exits phases (upside of bumps) and rear wheel lock-up
5. RBR’s superiority is often 15.The mysterious stuttering initiation of full wheel spin 5. This does not appear to
attributed to the superior rubber marks on the exit of the during low pressure phases violate any rules (except for
aerodynamic downforce Adrian Montreal hairpin may be a clue (downside of bumps) could No 3 above). It is traction
Newey is able to engineer be delayed. Yielding better enhancement, not traction
6. If they had superior aero, they In light of these facts and turn exit acceleration, higher control. Almost everything an
would have more downforce observations, what could RBR cornering speeds and stability. F1 team normally and legally
with the same drag and the be doing that others are not, Especially on bumpy tracks does is to enhance traction
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FORMULA E
The great
power surge
As the long-awaited Formula E racer
launches in Frankfurt, the start of a brand
new era of motorsport might be upon us
BY SAM COLLINS
I
n 2014, the FIA hopes to radicaly ‘The electrical power unit does not have Dallara. It would be easy to do the roll hoop
change the face of motorsport forever, a significant effect on the design phase – test with the battery box on, but as we
with the creation of its new all-electric the technology is already highly advanced,’ have seen over the years, cars can lose the
open wheel racing series, Formula E. says Antonio Montanari, Dallara lead engine in a big shunt. So, we insisted that
The championship is aimed at not only engineer on Formula E. ‘The power units the FIA roll hoop tests should be conducted
allowing manufacturers and suppliers are very small and light with respect to the without the battery box. It makes it much
to develop new electric powertrain amount of power that they generate. harder – you have to cope with the same
technologies in motorsport, but it is also ‘But batteries are another matter. A roll hoop loads as a Formula 1 car without
aimed at attracting a new audience to the battery’s energy density is so much lower the structures that they have. There is
sport. For this reason, all of the races will be than fossil fuels that it means we are still nothing underneath it.
held in urban environments. obliged to use large numbers of bulky, We had to use composites differently
The race meetings will all be run over heavy power cells. This creates a whole and use some materials that we would
the course of a single day, with practice range of design issues, especially the not usually use in something like a GP2 to
and qualifying in the morning and the race problem of weight distribution. In fact, in create this cantilever chassis, and it does
in the afternoon or evening. There will be order to achieve the same performance and make this chassis a bit more expensive. As
20 teams, each with a pair of drivers, and range as an IC engine, we have to install a a result, the top part of the monocoque is a
each of those drivers will have a pair of cars. motor and battery pack which weigh twice lot stronger than normal, and this raises the
One car will be optimised for endurance, as much. That said, it should be noted that centre of gravity slightly.’
and the other for sheer speed (but the a few years ago it would not have been The tub has to meet very tough safety
batteries will run down faster). Each race possible at all.’ standards, as is expected in any FIA
will last one hour, and at some point during sanctioned series, and will have to undergo
the race the driver will have to make a pit COMPOSITE THINKING the usual crash tests.
stop to swap cars. From the outside, the Dallara chassis looks ‘In terms of safety, the car meets F1
At the 2013 Frankfurt Motor Show, the fairly conventional – however, it is anything standards,’ says Pignacca. ‘The crash testing
first Formula E car to be built was revealed but. One of the major challenges in the car’s is basically the same normalised to the
– the Spark-Renault SRT_01E. It has been construction was down to the lack of a fuel actual speed of the car and the weight
built by new French company Spark Racing cell. Where it would normally be mounted of the car, so it is heavier and slower. It is
Technology, led by Frédéric Vasseur (see there is a void, meaning that where Dallara not just about the chassis itself, but
RCEV21 N11), together with a consortium would normally support the roll-over the battery and electrical safety – fire
of some major motorsport suppliers. structure, it has nothing, leading to some resistance, and things like that. It is a
Despite its unconventional looks, much very innovative composites work. big challenge for a designer, a lot of new
of the car is very conventional in mechanical ‘If you imagine a Formula 1 car, the learning for us. It is interesting, because it is
terms – with double wishbone suspension battery box takes the place of the fuel tank something totally new for us. We have done
with twin pushrod-actuated dampers front and engine,’ says Dallara’s chief designer so many cars over the years, but this time it
and rear. Braking comes via a fairly standard Luca Pignacca. ‘It is a composite structure is a totally new exercise. Engineering-wise
Alcon F1-style carbon/carbon setup. The right through. The biggest challenge was it is very fun.’
powertrain, however, is very different as the roll hoop. Because of the layout of the The battery box, which is bolted to the
it is all-electric, which has understandably car, I can say that this is without doubt the rear of the car, is a load-carrying structure
created a number of major design trade-offs. most difficult monocoque ever made by and also supplied by Dallara. This was also
AT THE HEART
OF THE WORLD’S
MOST POWERFUL
ENGINES
www.arrowprecision.com
“This will cost a team no more than GP2 does – TECH SPEC
Design
Aerodynamics optimised to
something teams will have to manufacturers, Formula E looks group of people and companies facilitate overtaking
bear, according to Alejandro rather exposed as both of than conventional racing. These High ride height sensitivity and
Agag, CEO of Formula E Holdings. those avenues seem largely companies have a sustainability wide range of suspension setups
‘The teams do not pay for the closed off, leaving only the message to pass on, so the Compliant to FIA safety regulations
cars. We supply them, but the precarious world of corporate people paying attention are a
Technology
teams pay for the spare parts sponsorship available as a completely different group. Compromise between performance and
and insurance. We know what funding source. However, Agag ‘The key is to keep the budget cost-effectiveness wherever possible
the real budgets are, and this does not feel that the series will low for the teams. To find a €10- Extensive use of composite materials
will cost a team no more than struggle in this respect. 15m sponsor is difficult whoever but limited usage of the most
GP2. Every team will be able to ‘I do not think it is difficult you are, even in F1, but to find a expensive carbon fibres
make a profit.’ to attract corporate sponsorship €1m sponsor with the level of TV
Dimensions
With the majority of funding to this. One of the things I have coverage we have is much easier, Overall length: 5000mm (max)
in teams across motorsport noticed is that this championship so the teams only need two or Overall width: 1800mm (max)
coming from either drivers or car seems to reach a totally different three of those.’ Overall height: 1250mm (max)
Another area that many see Track width: 1300mm (min)
TYRE SUPPLIER as a stumbling block to the series Ride height: 75mm (max)
really taking off is its insistence Overall weight (inc driver): 800kg
M
ichelin has been compound, but also the tread on only using urban circuits, (min); batteries on their own 200kg
appointed the sole tyre pattern. It has to work in so something that is widely believed Power
supplier for the first two many different conditions, from to be fearsomely expensive. For Max power (limited): 200kw,
seasons of Formula E. It aims Malaysia to London. an electric racing series it creates equivalent to 270bhp
to use the series to develop its The different surfaces are another major issue, the demand Race mode (power-saving):
knowledge of electric vehicles a challenge, because they are on the energy grid of charging 133kw, equivalent to 180bhp
and to feed that data directly into city streets and parks, with 40 battery packs at once in one ‘Push-to-Pass’: 67kw
Maximum power will be available
production car tyres. ‘The theory asphalt, concrete, white lines – location. Agag again does not see
during practice and qualifying
of the championship is racing and even tram tracks. this as an issue.
sessions. During races, power-saving
towards the future, so when we For us what is really ‘The street circuits are
mode will apply with the ‘Push-to-
thought about the tyres we had interesting, is that the nature of expensive, but there is a Pass’ system temporarily allowing
to thing about innovation and the circuits and the tyre mean mythology about how expensive maximum power for a limited time
the future,’ says Serge Grisin, that the lessons we learn here they truly are. Don’t look at
Performance (estimated)
director of Michelin’s four-wheel can quickly be adapted to the Formula 1’s circuits – instead
Acceleration: 0-100km/h (0-62mph)
motorsport programmes. production car products. you should look at IndyCar
in 3s
‘Its an 18-inch low profile It is a new way of thinking venues. They make street circuits Maximum speed: 225km/h
tyre – the first time such a for us with motor racing tyres. for good budgets. The circuits
tyre has been used on an open It has lots of knowledge from will be sanctioned to Grade 3 as Engine
wheel car. It’s more efficient; it rallying rather than racing, but well – not Grade 1 – which will MGU: McLaren
Maximum of two MGUs allowed,
is treaded so that we can run also from Le Mans with our keep the costs down.
linked only to the rear axle
in both wet and dry conditions. hybrid slick used in LMP1. ‘Charging the batteries
No traction control
It’s an innovation and a big What we want is the best during the day won’t be a big Traction battery: Rechargeable
technical challenge, as in the conditions to learn from the problem anyway in terms of Energy Storage System (RESS)
dry we will have much better track to the street. Competition grid demand. Our demand is Maximum weight of the battery cells
performance than a normal wet has the important role of being about 1.5MW, while a football and/or capacitor -200kg
tyre, and in the wet we will the laboratory for the future of match needs about 6MW. So if
Chassis
have good performance too. We street tyres, so we want to be our pits are next to a stadium, it’s
Chassis/survival cell: Dallara carbon/
need to have not only a good close to street tyres to learn.’ easy. In future we are looking at aluminium honeycomb structure
being fully autonomous, using Front and rear wing - carbon
hydrogen fuel cells in the pits structures and aero styling
to generate the electricity.’ Bodywork: carbon - kevlar
In the second season of honeycomb structures
Formula E, the Spark-Renault Gearbox
will be joined by other designs Hewland paddle shift sequential box
as the series becomes fully Fixed gear ratios to reduce costs
open, Drayson racing has already
Brakes
announced that it will fit its own
Alcon bespoke carbon F1 spec
powertrain to the Spark chassis,
while the Bluebird group aim to Wheels & tyres
supply a full car. 18-inch Michelin treaded tyres
The hope of all involved is that OZ Racing magnesium rims
Max width: front 260mm,
by the third season, the series
rear 305mm
will be a major global sporting
Max diameter: front 650mm,
event. Whether it will succeed,
rear 690mm
only time will tell.
ULTIMATE
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76
10
Nissan ZEOD
With his latest project, the British-born engineer has landed
his second Garage 56 slot in three years. And here’s why…
by PETER WRIGHT
I
f there is a visionary of motorsport. Why? The car was of new concepts, but until you
engineer in motorsport today, ‘cool’ and ticked many of the offer consumers production
it is surely Ben Bowlby who sustainability boxes that matter versions with actual performance,
qualifies for the title. Having to this generation. actual range and actual costs, enough to afford other vehicles
conceived the DeltaWing as The DeltaWing went on to you don’t find out if you are right for long distance and family
a sustainable, 300cv solution deliver most of what it promised or wrong. motoring. The potential best
for IRL, been rejected in favour and proved that current racing Nissan is at the forefront of compromise is the plug-in hybrid:
of sticking with the 600cv car design is twice as heavy, EVs, with its pioneering Leaf. battery power for city use, and
dinosaurs of the ovals, he twice as powerful and twice as However, as with other similar efficient IC engine for intercity
successfully wooed the ACO to consuming of fuel and emitting EVs, it is not achieving sales and rural journeys. Motorsport
consider the car in two-seater of CO2 as it needs to be. Nissan, targets as consumers are put is a great demonstrator of the
form for their forward-thinking like the rest of the automotive off by cost and range limitation. status of new and emerging
Garage 56 slot in the 2012 industry, is right in the middle The whole EV experiment is technologies, and it is for
Le Mans. The boldness of the of trying to establish what beginning to confirm that these this that Nissan has taken
concept not only attracted key configuration of cars consumers vehicles have a real application Bowlby’s efficient racing vehicle
partners Nissan and Michelin, are going to buy in the future. in cities and in commuting from technologies and is wedding
but also caught the imagination You can talk about technology, the suburbs, but really only for them to their hybrid technology
of young people – potential fans create show cars and prototypes, people who either use a car in the Nissan ZEOD for Garage 56
that are missing from so much customer-test limited numbers for nothing else, or are well-off at the 2014 Le Mans race.
23 hours and 56 minutes during course meet the highest LMP1 that it will not be timed
which the achievement might and FIA standards of safety and as a flying lap, but no doubt
be forgotten. Racing for the full – crucially – must not be faster Nissan will arrange for a flying
24-hours, with one lap in each than the Audis, Porsches, or ZE lap for the record.
12 lap stint in ZE mode under Toyotas. One further condition Bowlby is contracted as a
electric power alone, and the the ACO has imposed on Nissan consultant to Nismo – Nissan’s
other 11 laps in series-hybrid is that, to justify their second motorsports division. Nismo have
mode, using a tiny efficient IC occupancy of Garage 56 in three contracted Ray Mallock’s RML
engine, is feasible. This cycle years, the ZEOD must be a step Group to design and build the
would emulate a potential cycle to a full Nissan LMP1 challenge car, while Nissan provides the
EV racing cars have already for such a hybrid road car and at Le Mans and in the WEC. full hybrid powertrain, IC engine,
demonstrated performance at would be noticed – and that is The performance the ZEOD is electric motors, batteries and
the Nürburgring Nordschleife what the ZEOD hopes to achieve. targeting is: all the associated controllers,
(Toyota), and Pikes Peak Bowlby is a racing car and Michelin returning as the
(Nobuhiro ‘Monster’ Tajima), as engineer who relishes conceiving • In ZE, pure EV mode – faster chosen tyre partner. RML then
well as showing their outright and designing cars unconstrained than the GTs sub-contracted Ben to carry out
speed potential (Drayson Lola), by regulations, a situation that • In hybrid IC engine mode – the aerodynamic design over
but they run out of puff after is rare outside land speed record LMP2 performance an intense three month period,
around 15-20km at racing attempts, and leads to frustration and he supplied full body design
speeds, and none of the venues in many in F1 design today. In It is planned that the first 11 and cooling data to RML. The
have anything like the cachet of the ACO’s Garage 56, he has laps of the stint will be in the aerodynamics are all-new, and
Le Mans. Achieving a lap of Le found the freedom to exploit his latter mode and then, with the the closed car is significantly
Mans at racing speed on battery/ vision – although the ACO does fuel tank empty and battery fully different from the open DeltaWing.
electric power alone is obviously impose certain some constraints charged, it will do one lap as an All downforce is generated by
feasible, but would be all over – and it is a partnership unique EV. The fact that this last lap of a the underbody and Bowlby has
in under four minutes, leaving in motorsport. The car must of stint will end up in the pits means taken great care once again with
the aerodynamic stability of Without the constraint of above the energy storage needs Nissan Leaf’s cells, and provide
the car. Further developing his regulation, there might be a of KERS operation. 12kWh (43MJ) of usable energy
unique technique – as applied temptation to include all sorts of Let’s look at the ZE mode storage, weighing in at 120kg.
to the DeltaWing – of testing trick stuff on the car. However, first, as this sizes the batteries There is no way the ZEOD –
the stability of an 1/18th scale it is novel enough in so many and motors. The ZEOD is fitted which tips the scales at 700kg
model (for equivalent Reynolds areas that the rest is really pretty with two, 110kW continuously- with driver and 50 litres of fuel,
number in water) by dropping conventional, giving it the best rated motors giving 295cv in with just under 300cv, equivalent
it down the side of a swimming chance of achieving the third total, mounted alongside the to 2.4kg/cv – could ever be as
pool both forwards, sideways, and item on his list in the limited five-speed transmission and light as the DeltaWing’s 570kg
backwards. He found a pool with development time available. driving the input shaft of the in the same condition. With just
concave walls and the model stuck The first item – faster – is a bit gearbox. The transmission is about the same electric power as
to the wall under all conditions. more complex and considerably there by necessity for the IC the four-cylinder Nissan engine
These results, combined with FIA more difficult. To accomplish engine. What is gained is that in the latter car (1.9kg/cv), the
LMP1 standard crash tests adapted its demonstration of ZEOD the motors can work within a ZEOD must be slower under
for the lower weight of the car, [Zero Emissions on Demand], it narrow, optimised RPM range electric power alone. On top of
met the second item of Nissan’s starts with a disadvantage. In and as a result the batteries can that, the extra weight requires
brief to the RML designers: ZE mode, it has to carry around, be smaller and lighter. What is more downforce, and hence
unused, the IC engine and all its lost is the ability to drive each inevitably more drag. Put in more
Design and build it: ancillaries and cooling system, rear wheel individually, providing electric power to compensate
• Fast enough and including the fuel tank, albeit differential action and – subject and the battery weight goes
• Safe enough empty for the demonstration lap. to agreement with the ACO – up: a vicious upward spiral.
• Reliable enough to finish the In hybrid mode it has the burden torque vectoring. The batteries Reversing the direction of the
Le Mans 24-hour race of the excess batteries over and are the same chemistry as the spiral, which is the Ben Bowlby
metric range
tenDer | heLper
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Do m i n
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materials and manufacturing technology Springs Printed with part-number
Smallest Solid heights, maximized spring travels and (speaking code = rate and dimensions)
higher maximum loads Individual protective single box packaging
which forms the 50-litre fuel tank are no walk in the park. To be
and also houses the batteries, able to race competitively at Le
accessible from beneath the Mans for 11 laps then complete
car. AV mounting gives all the a 12th lap – albeit at slightly
electronic accessories and other reduced speed – in ZE mode is
delicate parts the best possible quite a challenge. Nissan want to
reliability environment. Cooling demonstrate the status of their
of the various systems is split technology for a road car cycle
into two, with a radiator behind of, by way of example, driving
each rear wheel fed by a small from Birmingham to the M25
pitot intake above the wheel, and around London at high speeds
exhausting into the base region on the motorway, switching to
behind the car for excellent ZE, all-electric mode within the
aerodynamic efficiency. M25, then filling up the fuel tank
One circuit cools the IC and driving back to Birmingham.
engine and motor/generators This is very likely to become one
Ray Mallock’s RML Group have been contracted to build the car using glycol; the other cools the of the definitive road car cycles
turbocharger’s intercooler and the for which manufacturers develop
doctrine, and reducing size, energy stored in the batteries batteries with a dielectric fluid. mainstream cars.
weight, downforce, drag, power, because that transmission path When the IC engine is working Simulation shows that
and energy storage is limited is just too inefficient. Like the hard, the motor/generators Ben’s ZEOD car with Nissan’s
by the need to accommodate Chevrolet Volt, the engine will are not on a continuous duty powertrain technology can
a driver plus the space for a transmit power directly and cycle, so can share their cooling achieve this. First tests are about
passenger, and to provide safety mechanically to the rear axle as system. When the batteries are to start as this is written, and
protection for the former. well as driving the generators. working hard in the ZE mode, the then there are nine months to
It is worth noting here that While the Volt only does this in turbocharged intake air is not refine and optimise the car for
SuperKarts, with their 60-90cv top gear, the ZEOD will use a needed and so these two can the 2014 Le Mans.
and 200kg are just as fast five-speed conventional gearbox also share a cooling system. Neat! Bowlby’s proven philosophy of
around a circuit as a Radical SR3, allowing the engine to operate There is no requirement to reducing the scale of everything
with 220cv and 650kg, so this between 6000–7200rpm. As run a fuel flow-metering device, to achieve efficiency – although
philosophy does work right on mentioned earlier, the motor/ as Garage 56 does not have not yet widely adopted in
down to very low mass if you generators and battery also a fuel flow limit. Nissan may motorsport due to entrenched
can race such a vehicle to the benefit from this arrangement. run one of the LMP devices to interests – is fascinating to play
appropriate regulations. This motorcycle-sized IC gain experience of it for future the numbers with. If one takes is
The ZE range is one lap of Le engine is AV-mounted behind the application in their LMP1 car. a ZEOD, plug-in and fully charge
Mans, the other 11 laps of a stint rearmost part of the monocoque, Nissan’s objectives for the ZEOD the batteries in the garage,
being in hybrid mode. Power for put – say – 15 litres of fuel in the
this will come from a specially
designed Nissan, three-cylinder,
AV mounting gives all the tank, one would end up after a
warm-up lap on the IC engine
1.5-litre, turbo GDI engine,
producing 260kW (350cv). It will
electronic accessories and other alone with a 670kg car and a
potential 650cv. That’s 1kg/cv,
not be a true series-hybrid, with delicate parts the best possible for one lap…
the engine running at constant ‘Merde! Hé, Monsieur
speed to generate electrical reliability environment Bowlby, tiens, tiens! Merde!’
DeltaWing
hits ALMS
The next generation of the Garage 56 favourite takes to the track
by MARSHALL PRUETT
T
he long-anticipated first Garage 56 entry at the car was essentially unchanged car’s small-tyre, narrow-track
DeltaWing Coupe 2012 24 Hours of Le Mans. from its original form. front layout allowed Marshall
made its debut at Ben Bowlby’s creation, Owing to his long history of to save weight during the
Circuit of The Americas which used an Aston Martin leaning towards innovative (or manufacturing process.
in late September, fulfilling AMR-One LMP1 tub with a decidedly unique) solutions, ‘This isn’t the normal situation
the marque’s most ambitious bolt-on front substructure that Panoz, together with Marshall, where monocoque stiffness is
goal to date since American carried the front suspension, embarked upon replacing the the goal,’ he says. ‘The previous
Le Mans Series founder Don steering and crash structure, AMR tub with a bespoke, ACO- tub was more than stiff – it was
Panoz assumed control of the and a Ray Mallock Limited- compliant coupe shell to further stiffer than we needed. Because
company in 2012. developed Nissan 1.6-litre distinguish the marque’s place of the car’s design, there really
Dubbed the DWC13, the turbocharged four-cylinder within the prototype ranks. isn’t anything like the torsional
Simon Marshall-designed, engine, returned under Following the now-common loads a conventional racing car
Élan Technologies-built Panoz’s control in 2013 with practice of manufacturing a will generate. There simply isn’t
monocoque replaces the a new Mazda-based engine single-piece shell, the DWC13 is that twisting going on with
original DeltaWing concept, from his Élan Power Products sufficiently stiff, but according the DeltaWing, so part of the
dubbed the ‘Roadster’ by Panoz, concern and new tyres from to DeltaWing Racing team design concept was to avoid
which made history as the Bridgestone, but the rest of the manager Dave Price, the going down that path.
“We have to think in a very different way to fit the needs of a car
that is completely unlike anything else that’s out there”
November 2013 • www.racecar-engineering.com 29
DELTAWING DWC13
The Coupe has a Mazda-based engine from Élan Power Products, a change from the original’s Nissan 1.6-litre
For all of these, URT Group is the preferred composites manufacturing specialist.
www.urtgroupltd.com
T
he race to 1000mph Future technology The FIA Institute is blow a 1500degC flame over it
is on, and while the The Bloodhound programme working with Alpinestars with to clean it, for example. Where
British Bloodhound SSC is making the most of its a view to creating the next Nomex will char and become
team may be three years opportunity to work without a generation fire suit for drivers. brittle, this stays flexible,
from being ready, already it is rulebook to develop materials For the Bloodhound team, the moveable, and has high degrees
setting milestones. The car will for such things as the race suit, advantages of a fireproof suit are of insulation. This material
complete low speed runs in the boots and gloves that will be worn clear – at 700mph, it would take is fireproof, and flexible so
second quarter of 2015 in the by driver Andy Green, as well as Green 45-50 seconds to stop the you can still move and get
UK, before heading out to South applying knowledge of 3D printing car, and if it was on fire, it would out of the fire.
Africa to attempt 800mph later to create complex lightweight also require time for the rescue ‘We looked at an ejected
in the year, a speed that would structures that could be used and recovery team to reach the module, but at those speeds the
already increase the existing to replace carbon composites in car and help to extinguish the safest thing to do is to keep the
record. The plan is for the team to helmet design. flame. The suit is flexible enough car in one piece and stop it.’
then go for 1000mph in 2016. The Bloodhound team plans to allow Green to egress without Cockpit design has also been
While the American Eagle to use new materials in Green’s hindrance, but it does currently carefully considered to reduce
team harbours plans to go for the clothing, developed by Italian have the disadvantage of weight. the risk of fire. ‘The electronics
land speed record early in 2014, manufacturer Alpinestars, which ‘The suit is fireproof, not and batteries are in the cockpit,’
Bloodhound has just started to is completely fireproof, as opposed fire resistant,’ says Mark continues Chapman. ‘An
build its car using Formula 1 and to being made from fire resistant Chapman, chief engineer for electronics fire is predominately
aerospace technology. materials such as Nomex. the Bloodhound project. ‘You smoke. Andy will have enough
T
left and we would see failures. hanks to an impromptu short time, we had agreed on
‘We are stacking lots of meeting at the Autosport the standard bearing ranges
knowns and taking them to show in 2011, ABC to be used, only changing
their boundaries. We are really Autosport Bearings and one to the C3 version especially
pushing some of the aluminium. Components – the Shepperton, for the anticipated increase
For the wheels we are using an UK-based supplier of bearings, in temperature.
alloy called 70-37 and we have lubricants and adhesives – have ‘The only other alteration
traceability from first melt. A gone on to become a key from the original list of bearings
lorry turned up at Otto Fuchs support partner to Bloodhound. was a change from an “open”
with six tonnes of pure liquid ABC sales manager Lee type of super-precision ball
aluminium just for us. From Sinclair says: ‘James Painter bearing, which wouldn’t have
there we add the ingredients from the Bloodhound project got sufficient lubrication
that we need, blend that, inspect visited our stand, looking for within the gearbox. Therefore
it, make the cast material, Top: the lower structural chassis assistance with the design a “sealed” version was advised
forgings, and then we make of the Bloodhound has been and development of the and selected instead. It’s
the wheel and spin it.’ built using steel and aluminium bearings used within the been great working with the
Above: the cockpit is made F1-inspired gearbox. Bloodhound team.’
METAL HEADS from composite material, ‘Having previously dealt Thanks to the link-up with
Although the cockpit is made but many of Bloodhound’s with ABC on some of his own ABC, the Bloodhound now
of carbon fibre composite, F1 structures will be metal projects, James knew that features FAG ball bearings,
technology that has allowed the he could trust our technical INA ball bearings as well as
team to start building the safety are no cracks in the structure. knowledge and experience FAG/BARDEN Super Precision
cell already, the team is looking The Bloodhound team is working from F1 to karting. Within a ball bearings.
for alternative structures in the with aluminium trusses to absorb
nose section of the car which will heavy impact and spread the load
have to withstand the pressures through the structure, a system than a single place. It is a way for carrying loads. You cannot
of supersonic travel, on multiple that could be used to improve that you can make lightweight do that with composites.
runs, without deformation. helmet safety in future. structures that can withstand Composites are limited by the
The team is turning more to ‘Following an impact in a heavy impact.’ processes to make them, and
metal technology than carbon composites, it goes through Using 3D printing, more we’re still in the early days of
composites to find alternatives the structure and cracks from complex designs can be used the technology. We have 2000
that could, ultimately, find their the inside,’ says Dan Johns, as structures are built. ‘Where years knowledge of metallics,
way into helmet design. lead engineer of advanced composites have got a tricky and 50 years of composites.
Currently, a carbon helmet manufacturing. ‘If you have a shape, you can’t get tooling in,’ Metallics isn’t dead – aerospace
that has suffered an impact, such honeycomb structure where says Johns. ‘With [metals], you is ramping up its interest in metal
as being dropped onto the floor, the honeycomb is designed can optimise with the lowest again because you can now make
or an accident,will effectively as an engineered structure, volume of material, and make things in a more efficient way
be written off, unless it can be the impact can come in and complex structures. You gain over machining, and you can
x-rayed and checked that there send it all the way around rather on carrying minimum material gain on lighter weight.’
“In the cockpit, Andy is as safe as he is ever going to be. In the back, we
have the fire suppression you would normally find in a fighter jet”
36 www.racecar-engineering.com • November 2013
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eugeot Sport by MaRtin ShaRP designs into the Citroën DS3 the further benefit that extended
planned originally model, the R5 rally version of development and testing
to homologate its we cannot re-homologate many which is now planned to be programmes must contribute to
208T16 R5 contender things,’ explains Bruno Famin, homologated on the same date as useful R5 rally cars ‘out of the
in October this year, Peugeot Sport director: ‘There the 208T16. This was originally box’ – particularly considering the
but that target date has now was no big interest to homologate to be three months later for some R5 re-homologation restrictions.
moved to 1 January 2014. on 1 October because the season unexplained reason – but PSA The 208T16 engine is tilted
FIA R5 regulations create is almost over, as it were, and ‘knows best’. rearwards by the maximum
‘affordable’ WRC2-competitive we preferred to take a little Both cars are designed allowed 25 degrees, with its
rally cars through cost-capped bit more time to finalise all by the engineering team at crankshaft axis located at the
components – and restricted the definitions to homologate Peugeot Sport’s Velizy HQ most favourable legal R5 position
re-homologation options. something better and take three with the philosophy that the –standard height, 15mm further
While M-Sport’s Ford Fiesta R5 more months for that instead two PSA R5 rally cars are toward the rear. The basic unit
(see RCE23 N9), homologated in of selling a couple of cars more mechanically identical. is that seen in the 208 GT1 and
July 2013, has stolen a six-month this year but without an interest. Such a tactic provides evident RCZ coupe, but just the cylinder
lead on the Peugeot and is the It was just a pure consequence cost benefits to privateer teams, block and head remain in the R5
first R5 car to win a rally, the of the R5 rules.’ given the ensuing economy rally car. Valves, pistons and rods
French team opted to make sure It is perhaps also relevant that of scale deriving from the are unique, as are the camshafts,
all its sums were correct before while Peugeot Sport engineers procurement and stockage of the driven by the standard toothed
hitting the stages in 2014. based their initial R5 planning same parts for two rally cars – all belt. Somewhat unusually for
‘The R5 rules are very tough and design work on the 208 competition parts for the DS3 R5 a rally engine, variable valve
in terms of the possibility of model exclusively, it later became and 208T16 will be branded PSA timing is retained on the inlet
changing some things after – their task to incorporate their Peugeot-Citroën. There is also side, although Famin points out
“The key point with this kind of engine is that you have to find a
good compromise between the range of use and the power”
40 www.racecar-engineering.com • November 2013
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QUESTION it doesn’t matter where along the But neither wedge change due to Whether the drop link is
If the drive-line is offset beam’s length the rotational force axle torque or driveshaft torque deliberately made compliant or
significantly – let’s say to the is applied. The sum of the forces at are influenced by the lateral not, its plan view location is what
left as in a super modified – is the support points will not change whereabouts of the driveshaft. determines the magnitude of the
the moment applied to the axle when we apply the rotational force, In a torque tube rear end, jacking force the arm creates,
distributed out to the contact and the change in their difference the location of the torque and where the jacking force acts.
patches using the asymmetric will be the rotational force times reacting mechanism is linked Where the arm attaches to the
drive-line centre to contact half their spacing. to the driveshaft location. In a axle doesn’t matter, nor does the
patch centre line distance? It’s a misconception that the torque tube design, axle torque height of the drop link or arm end.
This would yield very pinion shaft applies a jacking force is transmitted to the sprung If a torque arm is used at all.
dissimilar reaction forces at the to the suspension, and therefore structure by a tubular beam In supermodifieds, the rear
left and right contact patches its lateral location affects torque surrounding the driveshaft. There’s axle is generally a closed-tube
– so is this line of thought roll. It’s true that in a conventional a large hollow ball – or spherically quick change with a spool and
correct? And if this is the case, rear end, the pinion shaft does radiused formation – at the front wide-five hubs (five lug studs, on
what are the implications – if exert an upward force against its of the torque tube, which sits in a a 10.25in bolt circle). There are
any – on calculating the sprung bearings. There is an equal and cylindrical bore. There’s generally generally two disc brakes, with the
mass roll reaction and chassis opposite downward force at the only one universal joint, arranged calipers on birdcages. Two parallel,
roll moment distribution front to differential carrier bearings, and to be concentric with the ball. equal-length trailing links run
rear for calculating torque roll? the sum of the vertical forces is The shaft is then splined to forward from each birdcage to the
This may be obvious – or am I zero. There’s an offset in the lines the rear end input shaft, and also frame of the car. The trailing links
simply confusing the difference of action, and therefore a couple, has splines at its forward end to locate the axle longitudinally, and
between a force couple and a and a corresponding moment, or absorb plunge. Since the tube react braking torque.
moment applied asymmetrically torque. The torque tries to rotate encloses the driveshaft, it has to The centre section of the rear
to a beam? the axle housing rearward, and be where the driveshaft is. end is by no means in the centre.
there’s a corresponding equal and A beam that acts similarly but It is drastically offset to the left.
THE CONSULTANT SAYS opposite torque forward at the doesn’t surround the driveshaft The driveshaft runs just inboard of
The location of the driveshaft or ring gear, axles and wheels, which is called a torque arm or lift bar. It the left rear tyre. The driver sits a
the pinion does not matter at all. propels the car. The rearward can have a sliding connection to bit to the right of that. The driver’s
The location of the torque arm is torque on the axle housing acts the sprung structure at its front right shoulder is left of the track
what matters. through the suspension, and the end, as a torque tube does, but midpoint. The engine is alongside
It is the location and nature of suspension can be arranged to more commonly it has a drop link. the driver’s legs, tilted to the left.
whatever transmits axle forces produce roll moments in response. A drop link only constrains the arm Between the driveshaft and
(both torque and thrust) to the The driveshaft also tries end vertically, and not horizontally. the driver sits the torque arm.
sprung structure that determines to roll the axle to the left, and A ball or bushing can create rear Because the torque arm is so far
what roll moments the system roll the sprung structure to the steer or bind, depending on the left, it generates lots of rightward
creates. Location of the driveshaft right. This creates torque wedge geometry of the axle locating roll and wedge increase under
only matters to the extent that it and torque roll. The mechanism linkage. A rigid drop link is the power. This is basically a good
relates to that. used to react axle torque can be usual choice in supermodifieds. thing, because a car as left-heavy
If the driveshaft exerted a arranged to counter the effect of In dirt Late Models, a coilover is as a supermodified tends to be
vertical force where it connected driveshaft torque, or augment it. generally substituted for the drop loose on exit, and a lot of torque
to the axle, its lateral location link. In IMCA-style modifieds, a big wedge counters that. However, the
would matter. But the driveshaft coil on a slider is a common choice. torque arm overcompensates, and
is designed so it can only transmit the car actually has a power push,
rotational forces. If we try to push which has to be compensated for
the axle laterally or vertically with the rest of the setup. The car
with the driveshaft, the universal is then freer than we would like
joints bend. If we try to push before the driver applies power.
the axle longitudinally with the Personally, I’d use a trailing
driveshaft, the splines slip. link or pull bar rather than
When we have a beam (such as a torque arm, and provide
the axle) supported on two points multiple mounting points for
(such as the tyres) and we apply a Stockcars, such as this BK Racing NASCAR entry, feature live rear axles its front pivot, to adjust the
LAT
It’s a misconception that the pinion shaft applies a jacking force to the
suspension, and therefore its lateral location affects torque roll
44 www.racecar-engineering.com • November 2013
Advanced
Vehicle Dynamics
Workshop
Two Locations Confirmed:
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Part One: December 17-21, 2013
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TECHNOLOGY – DATABYTES
Wiper control
For drivers, the ability to see where they’re going is useful.
And yet wiper motors are still often added as an afterthought…
W
hen designing a racecar problems and it should be possible have a form of feedback like the
Databytes gives you
system architecture, for the end user to program the point where the wipers are
essential insights to help
there are many auxiliary functionality to best suit the expected to park.
you to improve your data
systems that the driver needs to application. In the example of a Looking at the first case where
analysis skills each interact with but are often wiper motor, the ability to start a a LIN bus is used to provide
month, as Cosworth’s forgotten or written off as being single wipe of the windscreen communications with the wiper
electronics engineers share trivial. The amount of times with the wiper stopping at the motor, this assumes that the car
tips and tweaks learned where wiper motors or headlight exact same spot where it started control systems are capable of
from years of experience control is implemented as an all initiated with a single button communicating with a LIN bus. In
with data systems afterthought in a racecar system press may sound trivial in the first this case it is necessary to provide
is somewhat surprising. instance, but when you need to a strategy for the motor to turn on
In many instances, these program a control strategy from using a single button, but with
To allow you to view auxiliary systems are taken scratch it may prove slightly more two states. First a single wipe
the images at a larger straight off road cars and as such complicated. There are many initiated by a single press of the
size they can now be expect signals over CAN or from a different types of wiper motors wiper button, and then a
found at www.racecar- direct switch. Data systems and that require different control continuous operation until
engineering.com/ power control modules for inputs, some use a LIN bus, some cancelled initiated by a press and
databytes racecars should be able to provide use CAN and others are wired hold of the wiper button. The
these signals without any directly to an output, while some function required is relatively
simple, as only the fast wipe
Figure 1 setting will be used. Generally, if
@a0 = choose ( [SW16 Wiper] , choose ( @a0==60000 , 60000, @a0+0.01 ) , 0 ) ; the wipers are needed in a racing
environment they will need to
@a0 //in this case the channel [SW16 Wiper] is the momentary input of the
move fast. The control strategy is
wiper switch
broken up into two stages – first of
all, a simple timer to see how long
Figure 2
the wiper button is pressed for. An
@a1 = choose ( ( [SW16 Wiper] > @a2 ) , 1 , 0 ) ;
example is shown in Figure 1.
@a2 = [SW16 Wiper] ; //these two lines work together as a rising edge detect Then a channel that
for the wiper button determines what state the wipers
@a3 = choose ( @a1 == 1 , choose ( @a3==2 , 0 , @a3+1 ) , @a3 ) ; //uses the should be in based on how the
above to change the state from 0 to 1 or 2 to 0 wiper button is pressed – see
@a4 = choose ( [Control Wiper Timer] > 1 , 1 , 0 ) ; Figure 2.
The control channel is then
@a3 = choose ( ( @a3 == 1 && @a4 == 1 ) , 2 , @a3 ) ; //the timer channel is used
referenced in the LIN wiper
to change the state from 1 to 2
control in order to transmit the
@a3 = choose ( ( @a3 == 1 && ![SW16 Wiper] ) , 0 , @a3 ) ; //checks to see if the information to the wiper motor –
button is still pressed and if not changes the state from 1 to 0. see Figure 3.
@a5 = choose ( ( @a3 == 1 || @a3 == 2 ) , 3 , 0 ) ; //This is the value sent over the The control channel is then
LIN bus, in this case a value of 3 is equal to a fast wipe action. referenced in the LIN wiper
@a5 control in order to transmit the
information to the wiper motor.
This is shown in Figure 4.
Figure 4
!([Control Fast Wiper]) && (([Wiper Park ] == 1) // here the
wiper motor is turned off if both the control channels for
the wipers are off and the wiper park signal is on
Figure 3
Figure 6
<CanPacket Name=”Wipers”
Id=”0x2c1”
Endianness=”Little”
PacketType=”Standard”
BitNumbering=”OSEK”
Length=”48”
Rate=”10” >
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TECHNOLOGY – AEROBYTES
Striking a balance
Concluding our examination of a 1970s Lola T390 sports racer
O
ur time with the Lola T390 More downforce By good fortune this 2-degree
BDG is drawing to a close, However, although getting into increase in wing angle brought
and for our final instalment, this balanced range proved the balance right into the target
we are looking at generating relatively easy, a secondary range, also generating the
a better balance. Track testing aim was also simultaneously to highest balanced downforce of
Simon McBeath offers
before the car arrived at the wind generate as much downforce as the session so far.
aerodynamic advisory
tunnel had highlighted understeer possible. At the conclusion of our Pre-session CFD had shown
services under his own
at higher speeds, and the baseline last episode, in which we examined that the circular-section
brand of SM wind tunnel runs demonstrated a a range of splitter end fence wing-mounting post created a
Aerotechniques – www. shortage of front downforce. options, the best option, using substantial wake across the centre
sm-aerotechniques.co.uk. In our previous two editions we extended rectangular shaped end section of the rear wing, and the
In these pages he uses have seen how increasing the rear fences and no intermediate fences, smoke plume confirmed that there
data from MIRA to discuss ride height, blanking off the front left us with the data in Table 1. was a stalled zone behind the
common aerodynamic radiator inlet and some variations This configuration saw the wing post. The solution in CFD
issues faced by on the end fences enabled highest level of front downforce was to surround the wing post
racecar engineers the ‘%front’ value, that is, the achieved to this point. For with a symmetrical aerodynamic
proportion of total downforce on practical reasons we did not have section fairing, and the rear wing’s
the front wheels, to be increased a longer splitter to try during performance improved remarkably.
Produced in association with from its baseline 10 per cent value the session, although that would The hope was that such a fairing
MIRA Ltd into the 40 per cent region and undoubtedly add yet more front would enable the same level of
above. The car’s static weight downforce. So with that in mind, total downforce to be generated
distribution, with fuel and driver, and with the further constraint with less drag, so as a rough way
was around 42 per cent front, 58 that modifications had to match to try this in the wind tunnel, a
per cent rear, so the target for the those used in period on the T390, pair of plates was taped to the
Tel: +44 (0) 24-7635 5000 aerodynamic balance was in the which seemingly precluded the sides of the wing post and joined
Email: enquiries@mira.co.uk 37-38 per cent region to provide a use of dive planes, we looked next in a sharp trailing edge behind
Website: www.mira.co.uk stable mild understeer condition at at adding rear downforce to find the adjuster rod. The results are
‘aero’ speeds. a balance. And the easiest way shown in Table 3.
to do that was to add rear wing Far from helping rear wing
Table 1: aero data after evaluating splitter end fences angle. The data and the changes performance then, this change
in ‘counts’, where 1 count = a actually reduced rear downforce.
CD -CL -CLfront -CLrear %front -L/D
coefficient change of 0.001, are Being brutally critical, the taped-
Best option 0.531 0.538 0.246 0.292 45.7% 1.013 shown in Table 2. on plates left in place the big
circular leading edge radius of the
Table 2: the effects of increasing rear wing angle by 2 degrees wing post, and added a forward
facing step – the thickness of
CD -CL -CLfront -CLrear %front -L/D
the plates plus race tape – to
+2deg rear wing 0.542 0.581 0.217 0.363 37.3% 1.072 both sides of the post. This
Change, counts +11 +43 -29 +71 -8.4 +59 probably broadened the post’s
The Lola T390 as it arrived in the wind tunnel This configuration of splitter end fence produced the best front downforce
Table 3: the effects of adding plates to the side of the wing mounting converting all of this to extra front
downforce through careful ducting
CD -CL -CLfront -CLrear %front -L/D (in a confined space) might be a
+ mount plates 0.540 0.560 0.225 0.334 40.2% 1.037 tall order, this showed that there
Change, counts -2 -21 +8 -29 +2.9 -35 is clear potential to obtain more
front downforce through work on
this aspect. And balancing it with
Table 4: the effects of taping over the front and side inlets a small rear wing angle increase
CD -CL -CLfront -CLrear %front -L/D would be no problem.
Tape over inlets 0.535 0.599 0.278 0.321 46.4% 1.120 This last configuration saw
the highest total downforce
Change, counts -5 +39 +53 -13 +6.2% +83
of the session, and we said in
September’s Aerobytes we’d
Table 5: coefficients on the Ligier JS49 in an ‘aero of front downforce. So, to check go back and compare the data
balanced’ condition how much lift the front cooling to a modern 2-litre sportscar
CD -CL -CLfront -CLrear %front -L/D apertures were now producing in equivalent, the Ligier JS49 we
Ligier data 0.564 1.554 0.592 0.962 38.1% 2.755 total, the last quick change tested in 2009 – see Table 5.
of the session saw the whole From having just a quarter
front radiator inlet and the brake of the Ligier’s downforce initially,
wake, whereas a symmetrical Lola’s front-mounted radiator cooling inlets taped over. The our session showed that the
aero-section fairing that extended was neither ducted away nor inlets on the sides of the car potential is there to increase
ahead of as well as behind the directed along an easy escape were also taped over. Table 4 that to a third. Such is 30 years’
post, would have narrowed or route, and that this would be reveals the results. design progress…
even eradicated the wake. So contributing front lift. Cooling So the combined effect of the
this was just one of those quick had apparently not been an front and side inlet apertures, Next month we start a new
mock-ups that didn’t sufficiently issue in track testing, and even with the central aperture project with the University
match the required shape for the indeed some of the front inlet already partly blanked off, was to of Hertfordshire’s Formula
benefits to be realised. was taped over to prevent generate 53 counts of front lift, Student team.
Regular readers will recall over-cooling. Taping over part and it’s a fairly safe assumption
from our September edition an of the front inlet aperture in the that most of this came from Racecar’s thanks to Gerry
observation that air exiting the wind tunnel produced 45 counts the front apertures. Although Wainwright Motorsport
Increasing rear wing angle had the expected effect Sometimes the best intentions can lead to unwelcome surprises…
The smoke plume highlighted a stalled area behind the wing mounting post Taping up the front inlets showed potential for more front downforce
Tunnel
visions
As aero importance has increased, so too
has the need for accurate scale-model tyres
during tunnel testing. And it’s not simply
a case of making racing models smaller…
T
here is currently a lot BY MARCO DE LUCA made will have an influence on attention was taken by something
of discussion about things like aerodynamics for the other than tyre realism. In reality,
tyres in Formula 1. headaches to all the engineers, teams; tyres will deflect more, the it’s only in the last decade that
While understandable, designers, technicians and rear tyre in particular.’ aerodynamics in F1 has become
particularly given some recent workers who, on a daily basis, Before modern scaled-down so sensitive and finely tuned
high-profile incidents, on the have to squeeze out the best tyre replicas were available for that tyre realism has become a
whole I feel that there is too aerodynamic performance. wind tunnel testing, the aero seriously considered issue. Rule
much concentration on tyres As with any high-level formula community I belong to used to changes are a big part of this,
when there are so many other running ‘exposed’ tyres, finding deal with ‘solid’ tyres – made of having progressively exalted the
technical aspects to a modern a good way to represent the nylon, carbon, aluminium etc – to ‘aerodynamic integration’ of the
F1 car that deserve a similar complexity of a real tyre in all equip their car-models for wind- un-sprung parts with the rest of
level of scrutiny. the processes involved during tunnel aero tests. These were the car – such as track narrowing
So instead, I’ll try to offer aerodynamic development is simple, round, solid and cheap coupled with front wing widening.
a different perspective on F1 a huge challenge, and even tyres. Often, obsolete spec tyres As the need for better
tyres – one that is normally more so when the overall tyre were used while developing the tyre replication increased –
confined to insiders. It concerns shape is supposed to change car, and – admittedly – some were supported by some milestone
the scaled-down replica tyres significantly. When discussing older than they should have been. studies as those from Fackrell
adopted during the aerodynamic the 2013 spec, Pirelli motorsport We were all perfectly aware and Harvey in the early-70s
development of an F1 car. These director Paul Hembery said: ‘We of the limitations of this basic – some low-cost alternative
are fascinating items that provide know that the changes we’ve approach, but at the time our technologies were developed
profile of the contact patch started to supply the first didn’t end there – CFD came on
(ie: the footprint of the tyre to prototypes of inflated, rubber- massively during this period, and
ground) compared to the solid made, scaled-down replicas, this method of calculation and
wheels. This aimed to better nominally ready to behave like simulation became increasingly
align the features of the flow the full-scale reference shapes. involved to help us to better
surrounding this area to real- Engineers involved in tunnel understand the impact to the
world situations. testing were – understandably – aero performance that would
Also, thanks to the (modest) extremely excited about this. As a come from tyre deformation.
lack of rigidity of the tyre tread, result, suspension systems were Collectively, our CFD
the aerodynamicists started to finally designed almost completely colleagues were forced to
mitigate the corrections they respecting the kinematics of the raise their game by generating
to help remove the limitations needed to make to the scaled- full-scale systems. more sophisticated models
imposed by basic solid tyres. down suspensions (nulling of However, this good feeling and analysis tools to correctly
A wide range of compromise camber-change induced by the was initially accompanied by simulate the complexity of the
solutions would be adopted, suspension travel) in order to frustration and stress when it flow around the tyres, both
not just in F1 but also while maintain the design contact-patch was quite clear that ‘dominating’ steadily and unsteadily. The
developing cars that were while changing rides and/or the small, black shapes at our technology and know-how that
somewhat less demanding steering the front wheels. disposal were not quite so easy originated from these efforts
in terms of tyre-fidelity (ie: The most visionary engineers to work with as we’d assumed. has been far-reaching, not
road cars and ‘covered tyre’ dedicated some resources to I remember well how easily just in racing, but throughout
formulas). These included: precursory deformable tyres over the first prototypes – beautiful engineering as a whole.
20 years ago. However, we all replicas before running – were so To explain part of the reasons
• Tread surrounded by a knew back then that a professional quick to assume a dynamic shape behind the initial troubles,
thin spongy belt tyre manufacturer should have completely dissimilar to anything please consider that tunnel
• Composite-made units been involved. I personally carried close to our idea of a running tyres had to be designed
with just a few plies in out some laboratory attempts tyre. I now recall that period as a respecting requirements that
the tread zone, properly at the beginning of 90s but, great and forming experience, but were – and indeed still are –
profiled, creating a structure unfortunately, my enthusiasm thank God that it’s in the past! counter-intuitive for engineers
able to slightly deform and ‘vision’ were not enough to As normally happens in who were constantly focused to
under vertical load counterbalance the lack of good any interdisciplinary research, extract mechanical performance
• Conical tyre designs to cope results to sufficiently convince my the introduction of this new from the full-scale units.
with high-camber setting bosses to continue investing in technology inevitably boosted Wind tunnel tyres need to
this technology. the progress in other fields of offer a very long working life –
The first two solutions were The revolution eventually racing aerodynamics, with a huge quite the opposite to race tyres.
assumed to offer a more realistic happened when F1 tyre suppliers overall benefit. And the benefits Nowadays, a tunnel tyre-set
T
oyota pulled out of the vertical direction. If you have without actuators is to passively The advantage of the pushrod
Formula 1 before Pirelli a cloth belt, it is still possible to make the wheel assembly very system is that you are not
provided the control tyre, apply some kind of pre-load, but heavy. If you are aiming for fixed to one specific pre-load.
but it was on the verge of a you are in danger of wearing the 30kg of pre-load, you can make You can pre-load up to 30kg in
huge technical breakthrough belt out very quickly. a rim and upright assembly our wind tunnel, but you can
with its wind tunnel tyres when ‘The other way of pre-loading that weighs that same amount. also reduce the pre-load to
the plug was pulled at the end reduce the tyre squash.
of the 2009 season. ‘If you want to simulate
The TMG facility in Cologne what happens on corner entry –
is still used by many of the for example in F1 you are
current Formula 1 teams, and always seeing them lock up
its wind tunnel is considered to the inside wheel because the
be one of the finest and most tyre is very unloaded —
advanced in the world. in the wind tunnel, you would
‘We run pretty low tyre have maximum pre-load on the
pressures, and then apply a outside tyre and minimum pre-
force through the pushrod from load on the inside tyre.’
an internal actuation system Wind tunnel measurements
within the model to provide a are hard to get right. A scale
TOYOTA MOTORSPORT GMBH
pre-load,’ says TMG’s head of strobes and model has to replicate what
aerodynamics, Chris Hebert. cameras are set happens on track, and with
‘We have a stainless steel up to photograph tyres, that causes particular
belt with a system underneath the behaviour of problems with deformation
measuring the vertical contact the tyres in the under extreme loads. TMG relies
patch forces, allowing us to TMG tunnel on stereoscopic cameras to
preload the tyre up to 30kg in provide 3D images of the tyre,
and has found ingenious ways of different pre-load values, see tyre, so it rolls perfectly well in a beyond prototype stage. If
creating the right deformation. the different deformation, and straight line; when we yaw and someone came to us and said
‘We have an optical match that to the information steer the car, the tyres continue they would like the system we
measurement system,’ says you have from the tyre supplier, to rotate with the belt, but they would jump on it.’
Hebert. ‘The tyre is sprayed as they can provide you with FE slip across it. There is no real The internal actuators only
up with a stochastic pattern. models of their tyres to say what lateral force. If you put too much really work with the Formula 1
It is basically a spray pattern the deformation is under certain lateral force into the belt it loses tyre, with the large sidewalls
with graduations of different loading conditions. tracking, flies off and causes a that are partly used for damping
grey colours. The optical ‘The further difficulty with lot of damage. due to their stiff suspension.
measurement system will take a replicating what happens on ‘We have designed and built That feature also leaves room
photo of the tyre with cameras track is where there is a huge a prototype system where for actuators within the tyre,
that are spaced apart by a metre, amount of movement laterally. we would have an internal but for the LMP1 programme,
and the images, like your eyes, If you mounted a camera on actuator within the tyre that which Toyota is running from
are very slightly different. Using the floor at the rear you would would allow us to deform the the Cologne base, that’s harder
the computer software, you see the tyre and the rim move sidewalls laterally. The actuator to replicate.
identify a small pixel in the frame massively. You think that the rim is between that air gap between ‘With the size of the
that is the same in both images. will be stiff but, as with the tyre, the rim and tyre. We did build sidewall, the stiffness of the
The computer then knows where it too flexes under the cornering one in the latter stages of our F1 LMP tyre is much higher, and
that is, and starts to match that loads. Lateral movement is very involvement. There were issues you would have very little
schotastic pattern in the left and difficult to simulate in the wind with maintaining an airtight depth of tyre to play with
right image, and can work out in tunnel because we slip the tyre seal, and with that solution to allow you to get that big
3D space where that tyre is. on the belt, as it cannot take there were issues with deformation,’ says Hebert. ‘You
‘It is basically a stereoscopic very much lateral load at all. In temperatures as well. We need enormous forces, and
camera system that can provide the wind tunnel, we put silicone managed to overcome some of therefore big actuators and to
surface information of the tyre. on our tyres to reduce the those, but with Toyota’s pull out package them in is much easier
You then take those photos at friction between the belt and the from F1 we never progressed to do in an F1 tyre.’
C
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K
TECHNOLOGY – Wind tunnel tyres
they are constantly monitored in much less simple and fast when
terms of external profile, surface compared to practical wind tunnel
temperature, internal pressure, work. This is mainly because of
slip ratio, vertical deformation, the complexity behind setting
unbalance-induced vibration, and up an F1-level CFD calculation,
so on. With all of these parameters where ride changes, steering, roll
available, engineers monitor the and yaw effects are constantly
general behaviour and ensure that analysed, as in the tunnel.
the deformation is under control Other complications come
and within the expected ranges. through the numerical difficulties
As satellite accessories while dealing with high proximity
governing the process, it’s areas such as the boundary of
important that I touch on the the contact patch and proximity
need to have a customised with suspension arms and
balancing machine. Undesired devices. Persisting too much with
bouncing, even at a very small an obsolete tyre shape is equally
level, can adversely affect both risky. As support, complex tools
the life of the tyre as well as like CAD parametric tyre modelling
the general quality of the aero All of these huge efforts Given the rapid pace of change and automatic mesh deformation
testing. Another customised are in place to be sure that the involved in top level racing, the are constantly being developed to
tool, easily overlooked, is the aerodynamic experiments – so line between early and late can be react as soon as possible.
equipment devoted to install and complex and expensive – can extremely blurry! Teams devote important
remove tyres. Because of the size direct the development correctly Any problems relevant to resources to develop and
differences involved, off-the-shelf and efficiently. Time-wise, you the representation of tyres are acquire mechanical engineers,
machines simply don’t work. really don’t want much to be inevitably extended to CFD aerodynamicists, designers,
Last, but certainly not least, wrong. An incorrect tyre usage in environments too. Having the electronics and model-makers in
shape database and statistical the wind tunnel, when not spotted virtual tyres working in close their aerodynamic dept that are
analysis tools are created to follow early during testing, will inevitably alignment with tunnel and track experts in tyres – forming a sort of
the tyre-spec evolutions and to misdirect any development. is an absolute must, but it’s ‘tyre team’ to keep on top of this
know all about tyre behaviour and ever-evolving strategic matter.
their life. This is because, as I said
before, the number of tyre sets for
Developing with the wrong tyre Teams that are better prepared
to manage this sophisticated
tunnel testing is prescribed, and so shape will adversely affect all technology have a huge leg-up
the timing of installing a new tyre in terms of the potential to be
set has to be optimal. the drag-related conclusions successful in modern F1.
W
ind tunnel tyres are 50 are different. It is not a case of the rear tyre, the better job it lateral loaDs
or 60 per cent scale having one wind tunnel tyre, is for the teams. You create a carpet, a
size, but internally they give it to the teams and let The focus is now on next load carpet and different
are not at all the same structure. them get on with it. You have year, and [at the end of deformations at load. You
They run at very low pressures, to modify them to work with an September] we have to supply also look at majority load, so
and the concept is to make them individual wind tunnel. next year’s wind tunnel tyres. there are going to be some
deform under load in the same conditions that are exceptional
manner as the full size tyre. Deformation time lapse circumstances.
It is one of the more difficult It is basically a measurement The time making the tyres You try to create
jobs in Formula 1 because, of form and deformation, so we is not the problem, it is making something that will work across
not only do you have to do it see the deformation of the full sure that you replicate the the full range, but there are
on one wind tunnel, you size load and try to recreate full size tyre. You get them, test certain extremities where it is
have to do it on six or seven the load at scale. We run them them, send them to the team, not possible.
different ones, and they all have on a drum and you have a laser get the loop back from the team The wind tunnel tyre itself
operating characteristics that profile measurement, and you with their data and feedback. is run with a very hard, durable
compare the two. That can be a long loop. compound because you don’t
The difficult bit There might be one or want it to wear and consume.
is to get the tyre to two teams that can share the You wouldn’t be able to drive
deform under load product, and each have access on it, it is a hard compound to
and the different to the products, as long as you allow you do a lot of kilometres.
surfaces between the have one tyre. If someone thinks They run at almost nothing in
different wind tunnels. that you have done something terms of pressure, very low,
Today, the flow of air better for one team, they can all perhaps 1psi, just to get the
over particularly the order it – they can all have each deformation at load.’
rear tyre is vital, and other’s tyre but they choose
the closer we can get which one. We have three Pirelli motorsport director
the deformation of versions at the moment. Paul Hembery
G
hybrid turbo
rand prix racing is
finally coming in from
the cold. For many
years the specification
of Formula 1 engines has been
frozen, and aside from some
minor details, a 2007 2.4-litre
V8 engine is much the same as a
2013 2.4-litre V8 engine.
In an attempt to control
costs, the FIA decided that it
would, in essence, ban engine
development. All engines
had to be homologated and
modifications were strictly
policed. The engine builders
could only find performance
gains from the peripheral
parts like the exhaust and the
lubricants – the specifications of
the internal components, head
and block were frozen.
But in 2014 Formula 1 is essentially all the same,' he says. arms race judged on the power that there can be no change
facing its biggest shake-up in 'But if you put the four engines of the chequebook, but a degree to the spec without the prior
years, with a new rulebook currently racing alongside each of technical development would approval of the FIA,' says White.
being introduced. Focused other and take them apart, they still be required. So how best to 'But that does not mean that the
on innovative new hybrid are not the same. They don't curb the seemingly inevitable specification is locked in for the
powertrains, the regulations give behave the same in the car and battle of the bank balances, entire homologation period, which
a much wider range of technical there is nothing in the current while still allowing at least some run up to 2020.
freedoms, not least because regulations to say that they engineering creativity? 'There is this list of changes
the new 1.6-litre V6 engines should do. It is wrong to assume The solution that the FIA that are allowed annually and
are turbocharged. that because each engine is of has decided upon is very so there is a table of engine
While the concept of the relatively stable spec that four interesting indeed. It uses a functions [see right] and what is
power units was first discussed engines have similar spec.' system of development points, proposed is that there is a limited
in these pages way back in Indeed, for example it is or tokens, to restrict the amount amount of change permitted each
2007 (RCEV17 N5) and brought known from both driver and of development allowed, but not year. The table divides the power
up-to-date in recent months (see engineer feedback that the the areas of development. At unit into functional blocks, and
V22 N12 and V23 N8), one thing Renault had more flexibility in the end of February 2014, the we are not allowed to change
that has only just become clear is terms of mapping and it allowed engine manufacturers wanting every functional block for the
the level of development that will teams to run a lot hotter with to take part in that year's series purposes of performance or fuel
be allowed on these new power water and oil compared to the will have to supply a complete consumption development each
units. Many people believe that Cosworth CA. power unit and a homologation year. But we may modify a subset
because all of the engines used For 2014, a return to fully dossier to the FIA. of them, and the size of the
in F1 are 2.4-litre V8s and have a open development was deemed 'After you supply that dossier subset of the power unit that may
frozen spec that they are all the to be an unrealistic option, which and the power unit, the spec be changed year-on-year reduces
same, but that simply isn't. would essentially turn into an is fixed and the bottom line is as time goes on.
This is something that Rob 'It becomes quite structured
White, deputy managing director
(technical) of RenaultSport F1
“Everyone is very conscious of in the development programmes
in future years. Everyone is very
is at pains to point out. 'People the sheer scope of the technology conscious of the sheer scope
assume because the current of the technology in these new
engines are fixed that they are in these new power units” power units, and therefore it is a
For 2015 For 2016 For 2017 For 2018 For 2019 For 2020
Total of weighted items 66 66 66 66 66 66
Total of weighted modifiable items 61 51 51 43 3 3
Quota of total weighted items allowed for modifications 32 25 20 15 3 3
% of modifications allowed vs. complete weighted PU 48 38 30 23 5 5
Total of frozen items 5 15 15 23 63 63
% PU being frozen 8 23 23 35 95 95
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The Bloodhound monocoque is
ighty per cent of an F1 made of carbon fibre and designed
car is composite, the to withstand 1000mph, 12 tonnes
majority being carbon of aerodynamic load and up to 3G
fibre. With the price tag
of an F1 carbon fibre monocoque
standing at around £400,000,
the sheer cost of the material
may be its downfall.
Carbon fibre made its
racecar debut in the late-60s as
reinforcing strands bonded to
glass fibre body panels. The early-
70s saw carbon fibre in similar
applications in F1, but it was only
in 1981 that it was first used as
a structural material for McLaren
and Lotus. Since that time, it has
been an integral part of all forms
of motor racing and has served to
make cars lighter, stiffer and safer.
It is often thought that the After 1000 hours of work,
properties of carbon fibre are the finished monocoque not only
highly advanced when compared to houses the cockpit and controls,
metal alloys, but at an approximate but also carries a rocket oxidiser
1550MPa tensile strength tank containing one tonne of
compared to 1300MPa for steel, hydrogen peroxide, the front
it appears that this is not true. suspension, steering sub-assembly
Therefore, it is the lower density of and the jet engine. With a 20mm
carbon fibre which results in such thick wall constructed from a
high properties per unit weight seven-layer carbon outer skin with
(specific properties) that makes it a foam core and a five layer carbon
so effective: 167Nm/kg specific inner skin, it provides the strength The polycarbonate windscreen and carbon fibre surrounding shroud
strength for steel compared to in the centre of a car weighing here demonstrates another major benefit offered by carbon fibre
1006Nm/kg for HM carbon fibre. seven-and-a-half tonnes including materials: they provide the ultimate in protection
With only 2.7kg adding a tenth fuel, while remaining lightweight.
to a lap time, the importance of The drive for safer motorsport ‘The canopy has been a comprising structural integrity – a
weight saving is considerable. So, has contributed to the widespread work-in-progress for a few perfect case for composites.
due to the specific properties, use of carbon fibre. There are years now. It was the brainchild The canopy utilises
carbon fibre can make components strict regulations and testing of Don Schumacher Racing composites in two main parts: the
at similar strengths but for a required for all types of motorsport, crew chief Mike Green, but we windscreen and the surrounding
fraction of the weight. carbon fibre composites meet the entered the project a couple of shroud. ‘The windscreen is
The ultimate example of the criteria if prepared properly. years ago to aid in the design thermoformed from Tuffak A
advances in carbon fibre can Aerodine Composites have engineering, manufacturing and polycarbonate sheet with a pre-
be found in the Bloodhound developed an enclosed canopy NHRA certification process. We formed thickness of 0.375 inches.
SSC monocoque safety cell system for Top Fuel dragsters. have since purchased the rights Tuffak A is an industry-standard
(see p34), which URT Group are ‘This is our most recent to the design so that we can formulation of polycarbonate
building. To hit their 1000mph technological achievement,' says manufacture the canopy system that is 300 times stronger than
target, the Bloodhound team chief engineer Craig McCarthy. 'It for any customer.’ The goal of the single-strength glass and is
requires 12 tonnes per square was approved and introduced to project was to not only protect designed to not break, shatter or
metre of aerodynamic load on the National Hot Rod Association a the driver from foreign objects chip under high impact loading.
the monocoque as well as 3G of little over one year ago and is now and anti-intrusion, but to use After forming, the polycarbonate
deceleration loads. used on several cars. lightweight materials without windscreen undergoes a hard-
67
November 2013 • www.racecar-engineering.com 67
TECHNOLOGY – COMPOSITES
PROPSHOP MODELMAKERS
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Simulating KERS in
sportscar prototypes
Where should KERS fit into your race strategy, and how is it best applied?
O
ne of the cool things true value. However, the work assume a charge/discharge
by Danny noWlan
about what I do is that that I have done over the years efficiency at 100 per cent. I’ll be
from time to time I get what we have been working on has changed my view on this. the first to admit this is unrealistic,
asked to do some really together, one of the things that The purpose of this article is but we are just exploring it to
exciting stuff in preparation it got me thinking about was to explore where KERS should see if it is viable. The other
for some big changes that are KERS/hybrid systems. fit in and how best to apply it. thing we’ll be doing is using the
coming in the motorsport world. Employed correctly, these Although KERS is not permitted ChassisSim discharge mode,
Recently I’ve been working systems have their place and in LMP2 in 2013, we’ll quantify where it discharges the KERS on
with ORECA and doing some can make a valuable contribution this by running a simulation of at every straight. The energy it uses
things with them in preparation to the racecar. When they first Le Mans with an LMP2-spec car. is weighted per straight, so energy
for the 2014 World Endurance started to make their appearance Table 1 establishes the isn’t wasted in a chicane. We are
Championship. While I’m not in 2008 I’ll be the first to admit parameters for this discussion. doing this as a rough measure to
at liberty to discuss exactly I was very sceptical about their Also, to keep things simple I’ll evaluate multiple discharge points.
In an LMP2 car, coming out of the corner is where KERS really makes
its presence felt. Here we get a speed advantage of 7km/h
74 www.racecar-engineering.com • November 2013
HYDRAFLOW the right
connection for perfect fluid control
HYDRAFLOW
Locks automatically
Gloved hand operation
Lightweight and flexible
To get the most out of the KERS system, you need to run more front
brake bias so that you have leftover potential at the rear
76 www.racecar-engineering.com • November 2013
) ' & ) ' ' &, )
'
&
)&' *&
# &
# ' ) &
# & ' &, , %
E info@dockingengineering.com
TECH UPDATE
A
s the World Endurance by ANDREW COTTON section that rises uphill and takes not susceptible to altitude, that
Championship headed in parts of the old oval course, helped to make the decision.
to Brazil, Toyota arrived manufacturer ditched the Le a place where overtaking is ‘It is the same story as last
in the country armed Mans package and produced critically important in traffic. year,’ says Vasselon. ‘We went
with a high downforce package a kit that included new front With Audi having produced a from a Le Mans package to a
which they plan to run through to wheel arches, shallower angle more powerful engine this sprint package because the next
the end of the season. headlights, new louvres front and season, switching to a more five races are in the same ballpark
At the opening round at rear, a new rear deck and new draggy setup seemed risky. with the level of aero efficiency
Silverstone the team ran rear wing angle settings. Yet while the package helped that we need; the levels of
two 2012 cars, and ran one The decision to bring the to deliver overall fast lap times, downforce and drag.
alongside the new 2013 car at high downforce package to Toyota’s motorsport director ‘The changes are obvious. The
Spa that featured the Le Mans Brazil seemed to be a strange Pascal Vasselon explains that most obvious is at the front with
low downforce configuration in choice, given the length of the it is the super capacitors, an the wheel arches, the diveplanes,
preparation for the 24 hour event. straight from Turn 13 to Turn 1, a electrical hybrid system that is the shroud that covers the
With the remaining races splitters, the splitter itself, the
at Shanghai, Fuji, Bahrain and Taking the high downforce package rear engine cover and the wing,
Austin – circuits with similar which has different settings. I will
downforce requirements – the to brazil seemed a strange choice not give figures, but it is much
Also in the package were new front wheel arches, new louvres front and
rear, a new rear deck, and a fresh set of rear wing angle settings
New, shallower angle headlights were among the raft of changes which The remaining races in the series, taking in Shanghai, Fuji, Bahrain and
the Toyota's downforce package took to the Six Hours of Sao Paolo Austin, all have fairly similar downforce requirements
After qualifying third in Brazil, Stephane Sarrazin crashed out of the The firm's motorsport director Pascal Vasselon says the car's super
race after just 34 minutes, while lapping a back marker capacitors' lack of susceptibility to altitude influenced the change
more downforce, and that’s what compromise and target the level ‘We can go for a compromise ‘high temperature’ Le Mans tyre
we need for these kind of tracks. of downforce and drag. One between downforce and drag, as their low-temp option for the
‘The usual problem in Sao thing worth considering and compromising lap time and rest of the season, and Michelin
Paulo is that you have two tracks which is interesting is the hybrid somehow disregarding the effect used another, high temperature
in one, and you have to go for system. We don't rely on top of top speed in traffic. Sometimes tyre for the rest of the season
the best compromise. You have speed to pass cars – we rely on you have one setup for qualifying following post-Le Mans testing.
simulation techniques that tell acceleration. Usually when you and one for the race. With Ultimately the TS030 didn’t
you where to put the cursor, if manage compromise between a hybrid car it comes closer have the chance to show its
you like. You have a long straight downforce and drag you always together and you can really target potential against the Audi. After
that tells you where to put the put a special weighting to top lap time and manage the traffic qualifying third, comfortably off
wing, but you have the middle speed to pass in traffic. With a with the hybrid system.’ the pace of the Audis, Stephane
sector, which is very demanding. hybrid car, this weighting can The package was expected to Sarrazin crashed out of the race
‘Simulation techniques drop a little because we pass cars work well with the Michelin tyres. after just 34 minutes while
allow you to make the best at corner exit, and infield. Both Audi and Toyota chose the lapping a back marker.
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Dallara has released a rendition and project management at of the real car design that has with a driver before actually
of its forthcoming FIA Formula 4 Dallara, told Racecar that the started just recently,’ he said. making a start on the car’s build
car. The Italian company is one company had already talked to The car is due to be programme. Dallara also says
of six firms – including Mygale a number of interested parties completed by the spring of 2014 it will draw on its Formula 3
and Tatuus – that have about the car. He also said and Dallara says the new design experience with its F4, and that
registered with the FIA in the that the released image should will make extensive use of the it will be designed with a variety
hope of gaining homologation not be treated as the finished in-house full scale simulator, of engine installations in mind,
for the new starter formula. design: ‘This is just an image, a that allows it to test engineering including the possibility of an
Jos Claes, head of engineering rendering, and is not the result solutions and validate them electro-hybrid version.
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BUSINESS
purchase of simulation firm The West Surrey Racing-run BMW 125i driven by Colin
Turkington in the third British Touring Car Championship
race at Knockhill lost its fourth place finish after a post-
French design software giant [a Dassault product] platform is all race technical inspection found that the engine in the
Dassault Systèmes has snapped about building brand loyalty for a hatchback BMW had been over-boosting during the race.
up British fatigue simulation company’s business and the products it The driver lost the 13 points for fourth but already had a
company Safe Technology for an offers. This is why Safe Technology is hat-full after winning the first two counters of the day.
undisclosed sum. such a good fit for Dassault Systèmes. PENALTY: 13 points
Safe Technology Ltd is at the ‘Advanced fatigue and durability
cutting edge of fatigue simulation, software solutions are an essential Pat Tryson, crew chief on the No 30 Turner Scott
used for predicting product durability. part of the product design process. Motorsports Chevrolet in the NASCAR Nationwide
It is the developer of the fe-safe Safe Technology will enhance Series, has been fined $10,000 after the car failed
durability simulation application suite, Dassault Systèmes’ Simulia structural to meet the minimum ride height at the front during
and has more than 500 customers, simulation to predict and analyse post-race inspection at the Atlanta Motor Speedway
including General Motors, Caterpillar, product life quickly and accurately.’ round of the championship. Tryson has only recently
Honda Jets, Harley Davidson Motor John Draper, founder and CEO started working with the Turner Scott Motorsports
Company and Hyundai Motors. of Safe Technology, said: ‘Safe team, the owner of which – Harry Scott Jr – was docked
Dassault, which is well-known Technology has been working closely six points in the owners’ championship for the
for its 3D design and simulation with Dassault Systèmes and its infraction. Driver Nelson Piquet Jr also took a six point
software – such as Catia, Solidworks Simulia applications for more than 15 penalty in the drivers’ standings.
and Simulia – says that Safe is a good years and in that time has developed FINE: $10,000
fit for the company, and while neither cutting-edge technology that we PENALTY: six points
party would comment on the financial deliver to a global customer base.
details of the deal it was an ‘all-cash We enjoy significant synergy with Trent Owens, crew chief on Turner Scott Motorsports’
transaction’, Dassault tells us. Dassault’s business strategy and ethos second Nationwide car, the No 32 Chevrolet, was
Bernard Charles, president and CEO and as such, we are proud to be joining also fined $10,000 for the same infraction as the
of Dassault Systèmes, said of the deal: their operation. No 30 car (see above) at Atlanta. Owner Harry Scott Jr
‘Consumers want a product that is built ‘Dassault Systèmes is committed and driver Kyle Larson both lost six points as a result
right. They want a product that lasts. to keeping fe-safe at the forefront of the measurement misdemeanour.
Durability deeply affects the emotional of fatigue technology as well as FINE: $10,000
attachment between brands and their to delivering an open solution that PENALTY: six points
users. The 3DEXPERIENCE supports all the leading FEA solvers.’
LY
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BUSINESS
LAT
tremendous things, and I take until recently head of the FIA since 2004. Wile has a background
in NASCAR PR, and comes to Marussia team principal John
my hat off to them. Foundation road safety division, a
Darlington via a stint at Motor Racing Booth (above) as said that the
position he has stepped down from
Network, where he was director of Formula 1 outfit is in no rush to
What else are you involved in order to contest the election, appoint a new technical director
business development.
in these days? and before that was a key aide to replace Pat Symonds – who
I’m on the advisory board of to former president Max Mosley. attended his first race in his new
Audi WEC race engineer Leena
Oxford Brooks University, I’m He has now released a manifesto job as Williams technical director
Gade is now ambassador for the FIA
a consultant. In effect I’m their in which he says he intends to Commission for Women in Motorsport. at the Belgium Grand Prix. Booth
motorsport industry liaison improve the ‘effectiveness and The British engineer tends the said the team was now trying to
consultant. I work with the accountability’ of the organisation. number 1 Audi R18, and has looked decide whether it needed to focus
Formula 1 teams and businesses However, F1 team bosses seem after Le Mans 24 Hours-winning on recruiting a tech director with
Audis in both 2011 and 2012. design strengths, or one with
within Formula 1. We’ve got to be wary of any change at the
greater organisational ability.
more graduates out there in the top of the sport at this time, and
Formula 1 world than any other McLaren boss Martin Whitmarsh Cameron McConville, a former
V8 Supercars driver and current was crew chief on the car of
university. The reason for this, I has given Todt a huge vote of
driving standards observer for Brian Vickers, having been released
think, is that it’s probably a more confidence: ‘Jean hasn’t used this
the championship, has now taken early following the announcement
practical university than others; sport for his own ego, which I think
on an extra job as Porsche Cars that he is to move to Stewart-Haas
a lot of the other universities is very tempting. I’ve seen and Australia Motorsport manager. Racing next season to tend the
are fairly theoretical, whereas survived so far three presidents – McConville replaces Jamie Blaikie Kevin Harvick entry. Childers
Oxford Brookes is open 24/7, only just, one of them – and I think as the head of Porsche’s motorsport remains under contract with MWR
and they’ve got a complete Jean has acted in the interests of efforts down under. until the end of December, so he
motorsport technology centre. motorsport. For some people there is unable to start working at SHR
hasn’t been enough commotion, Peggy Bishop, wife of IMSA until 2014.
action and controversy around him. founder John Bishop, and listed as
a co-founder of the US sportscar
BRIEFLY Those are good in some people’s
sanctioning body in her own right,
Scott Miller has stepped into
the breach left by the departure
minds, but I think for those of us
has died. The Bishops, who founded of Childers at MWR, and is now
that participate in the sport, having
IMSA with Bill France Sr, sold the interim crew chief on the Vickers
World Rally-X some consistency, with someone organisation in 1989. car. Miller, who is the organisation’s
IMG Motorsports, the promoter who takes decisions that are in the
vice-president of competition, is
of the FIA European Rallycross interests of the sport quietly and Veteran NASCAR crew chief an experienced crew chief with
Championship, has announced efficiently is very beneficial.’ Pat Tryson has returned to the seven Sprint Cup race victories to
that it’s to create an FIA World Mercedes team principal Ross Nationwide Series to oversee the his name. Meanwhile, race engineer
Rallycross Championship. It Brawn agreed: ‘Stability and No 30 Turner Scott Motorsports Billy Scott is to take on more
also says that if the necessary consistency are very important. (TSM) Chevrolet, driven by Nelson responsibility when it comes to car
Piquet Jr. Tryson was previously setup and race weekend preparation
approval from the World Jean has taken a quiet line,
the crew chief for David on the Vickers car.
Motorsport Council is gained particularly in terms of F1, and
Reutimann’s No 83 BK Racing
then it could be launched as that is welcome. And I think it’s
Toyota in the Sprint Cup. Bryan Berry, a crew chief in
soon as next year. important that we have that
the NASCAR Camping World Truck
The new championship continuity. Jean has stabilised the Chris Carrier, Nelson Piquet Jr’s Series, was fined $2500 for an
would feature events across situation and now wants to move former crew chief at TSM, has altercation involving a member of
several continents, with rounds on to progress things and I know moved on to crew chief the No 96 his crew – actually the girlfriend
in Turkey, Morocco, USA the huge commitment he makes Chevrolet driven by Ben Kennedy, of his driver Mike Skeen, who
and in the Middle East joining to the sport overall.’ the great-grandson of NASCAR slapped rival driver Max Papis
the established European Red Bull team principal founder Bill France Sr, in the after he criticised Skeen in a
NASCAR Camping World Truck Series. post-race interview. The woman
events. Long-term there Christian Horner added: ‘He’s done
might also be rounds in a very good job so far.’ in question, Kelly Heaphy, was
NASCAR Sprint Cup crew chief also fined $2500, and has now
Brazil, Australia, China and The elections for the
Rodney Childers is no longer at been indefinitely banned from
India, IMG tells us. presidency of the FIA will take Michael Waltrip Racing, where he attending NASCAR events.
place in December.
PRI20 13
Indianapolis
December 12–14, 2013 • Indiana USA
www.performanceracing.com
RACING
Where the Racing Industry
Gets Down to
Business
BUSINESS – PEOPLE
LAT
went on to head the legendary surely remembered. BMW said Communications. Siebens joined
M Performance arm at the of his passing: ‘We received the the NASCAR Integrated Marketing Niki Lauda (pictured), the
Bavarian company from 1988, news of the tragic accident with Communications team full-time in three-time F1 world champion
becoming responsible for its great sadness. BMW Motorsport January 2013, continuing a career in and current non-executive
motorsport activities. mourns an amazing person and motorsport PR which has seen him chairman of the Mercedes F1
Among the decisions a passionate racer. For many work in NASCAR, ALMS, Grand-Am, team, was presented with the
IndyCar, CART/Champ Car and Bernie Ecclestone Award 2013 by
attributed to Kalbfell was the years he was a formative figure
motorcycle racing. Prior to rejoining Brembo at the Italian Grand Prix.
switch from DTM to Super and a driving force behind BMW
NASCAR in a new role this year, Lauda, currently the subject of
Touring in 1992, while he Motorsport and BMW M.’ the Hollywood movie, Rush, was
Siebens had been operating his own
also played a large part in the Karl-Heinz Kalbfell given the award for his ‘legendary
PR company since 2007.
development of the engine that 1949-2013 races and his sporting and
There’s been a shakeup in the entrepreneurial capabilities’.
As motorsport boss, Kalbfell guided management structure at V8
BMW to Le Mans victory in 1999 Supercars, the company that
manages Australia’s premier Dale Wells, the long-standing
motorsport series. Chief financial competitions manager at the BARC
controller Peter Trimble and head (British Automobile Racing Club) is to
of international relations Adam Firth step down from the role to take
have both now left the company, early retirement. Wells (62) had held
the former to be replaced by the full-time post at the BARC’s
Cameron Price, while chief operating Thruxton HQ for 23 years.
officer Shane Howard will take on
Firth’s responsibilities. NASCAR Sprint Cup crew member
Eric Maycroft has been
Jonathan Walker has been indefinitely suspended from all
appointed managing director of the US stockcar governing body’s
Mahle Aftermarket Ltd, the UK competition for violating its strict
subsidiary of the German filtration substance abuse policy.
LAT
MANUFACTURING
Formaplex expanding
UK-based advanced machines already in production
manufacturing specialist across the companies’ six
Formaplex, based in south manufacturing sites. Once
east Hampshire, UK, recently installed, the machines will
announced that it will expand service F1 clients exclusively
its metallic five-axis CNC for the first six months.
capacity by a third. This They will then be used
will be music to the ears for machining of metallic
of teams competing in tooling, manufacture of
Formula 1 and sports car components, composite moulds,
racing which require extensive wind tunnel tooling and jigs
supplier support. and fixtures.
The expansion is made The DMU 100 eVo machine
possible by the order of two features a working envelope
additional DMG five-axis of 1000x900x700mm.
machines, including the DMU The DMU 80 eVo is
100 eVo – the first in the UK – smaller, with an envelope of
and a DMU 80 eVo. These 800x650x550mm.
are in addition to the 31 CNC www.formaplex.com
SENSORS
W
hether you are an exhibitor or motorsport exhibitions both domestic and Don't leave your meetings to chance.
a visitor, trade exhibitions and worldwide. It's also always well worth talking Make prior contact with the key people you
consumer shows are great places to to your customers about which events they want to see, such as customers, prospects and
network and forge good business relationships. attend and why. suppliers. Make arrangements to meet and –
Face-to-face contact with customers and Before you choose which event to attend, crucially – ensure that you have their mobile
suppliers is vital and can make the wheels of you must work out what type of people telephone numbers to hand.
your business turn more smoothly. You can you want to meet. Exhibition organisers Do your own research before an event
meet new prospects and find new products, such as Autosport International and PRI in so that you are well prepared for your
materials and technologies that will enable you America can give you detailed information meetings. Take plenty of business cards, for
to keep ahead of your competitors. about both the exhibitors and the visitors example. That said, if you run out at many
that come to their event. Think about the exhibitions there are suppliers that can print
Planning YOUR visit kind of products and services you are your cards in a few minutes.
tO an exhibitiOn interested in to ensure that the event has And – obviously – remember to take any
One of the main benefits of attending an the right type of exhibitors. literature you want to give out.
exhibition is that you can meet large numbers There will be opportunities to network with
of useful people – all in one place. This will other visitors. This can be very valuable. The netwORking POtential
save hours of travelling to different companies, organisers can provide detailed information Make time to attend relevant events
and so it is the most cost-effective way of about the type of people who attend their that are running alongside the show.
locating new suppliers. show including their business activity, their Speeches by important industry figures,
Trade show visitors always need to job titles and their spending power. workshops, seminars and panel discussions
plan ahead to make the most of these can be informative and attract many of
opportunities. It's worth setting up OPPORtUnities fOR visitORs the key players in a sector. Again, the MIA
appointments in advance so that you don't Exhibitions and conferences provide the can supply you with details of any events
waste too much time browsing and talking chance to meet suppliers, check out new at the exhibition that they feel will be of
to people you already know. It's vital that developments and to keep a close eye on your interest to you.
you focus on meeting the most useful people competition. You can get your hands on These events are ideal environments
for your business. new products, attend demonstrations and for networking. Introduce yourself and your
To find out more about events that compare features and prices. At the same company — everyone is wearing a badge
could help your business, contact the time, you'll be able to meet exhibitors and and is there to talk business. By taking the
MIA, which has a presence at most major ask them detailed questions. initiative, you can promote yourself and your
business and make valuable contacts. A good
approach is to get invited to receptions and
hospitality suites.
To get the most out of exhibition
attendance, it is worth setting specific targets
so you can measure the success of the
exhibition after the event.
T
Week (IMBW) will again bring the
his year’s Autosport Engineering – the world’s top and racecar manufacturer
industry’s key figures together in
Engineering International motorsport tech title and the Radical’s brand-new RXC, the
Birmingham on 6-12 January 2014.
show generated an magazine you’re now reading. MSV F4-013 for the new BRDC
Now in its fourth year, IMBW will host
estimated £1.07bn worth of Ian France, ASI show director, Formula 4 Championship and
a range of focused events to provide
new business within the said of the 2013 running of the Sin R1 sportscar project.
a week of extended networking
motorsport and performance the event: ‘Each and every year, Roger Green, marketing
and business opportunities, leading
engineering industries. we’re proud to host industry manager at Radical Sportscars,
into Autosport International.
The staggering figure leaders and to showcase and said of its own experiences at
www.autosport
represents a new record for the promote motorsport innovation. the show: ‘We had a fantastic
international.com/trade
Birmingham, UK-based show, The feedback we received launch of our new car. It worked
marking an increase of some from exhibitors during this really well – there was a great
£200m on the business that year’s Autosport International buzz and we received lots of
was the estimated result from was very positive. To see new enquiries. Trade registration
the 2012 running of the event. that translate into over £1bn ‘As an exhibition, Autosport Registration is now open for Europe’s
Over 28,000 motorsport in new business is outstanding International is a perfect fit largest dedicated motorsport trade
professionals from 60 for the entire industry and for us, in both timing and show, Autosport International
countries attended Autosport reinforces the UK’s strength audience. It’s the only show we 2014. Being held at Birmingham’s
International (ASI) in 2013, as a global hub for motorsport do full throttle as a company NEC on 9-12 January, the event will
while more than 600 leading technology and suppliers from and we received excellent press again include two days dedicated
manufacturers and suppliers all over the world. coverage both prior to and after to industry guests, Autosport
from 18 countries displayed ‘The sales and new the event.’ Engineering in association with
their hi-tech wares. partnerships from the show Trade registration for ASI Racecar Engineering, on 9-10
ASI returns to Birmingham’s will play a big role in motorsport 2014 is now open. Tickets January. Adult tickets are
NEC on 9-12 January, with the in the coming years, both are available from £26, with £26, with discounts available for
opening two days dedicated to domestically and abroad,’ discounts for group bookings. group bookings. Register now at:
industry visitors, in the shape France added. To register call +44 (0)845- www.autosport
of Autosport Engineering In 2013, the show featured 218 6012, or visit www. international.com/trade
in association with Racecar the launch of British sports autosportinternational.com
WELCOME NEWCOMErs Also new to the show this year is ACTech GmbH, E740
The Autosport Engineering Show, held in American company Injen Technology Co Braille Battery UK, E160
conjunction with Racecar Engineering on Ltd, based in California and which for Brown & Miller Racing Solutions, E1260
9-10 January in Hall 9 of National Exhibition more than a decade has played a major EOS Electro Optical System, E942
Centre, Birmingham, has already attracted role in the design and development of air Goodridge Ltd, E262
more than 110 companies to exhibit from intake systems. Holinger Engineering, E240
around the world. Injen was born out of parent company RD Injen Technology Co Ltd, E241
German Company ACTech GmbH are Metal Works, which has been designing and Lane Electronics, E640
new to the show this year. The company manufacturing air intake kits for MaxParts Norma UK, E683
is a leading supplier of rapid prototyping leading air filter and intake manufacturers Nexus GB Ltd, E1032
technology services. Their core competence since the mid-90s. ODU UK, E842
is the production of castings for SPAL Automotive UK Ltd, E530
developmental purposes in the automotive Companies that have signed up to exhibit Stand 21 UK, E590
industry, in addition to other sectors. at the 2014 show include: Tekdata Interconnections Ltd, E1046
O
Deputy editor
Sam Collins ne of the major talking points at the launch has left us with low profile tyres. In the UK, the roads
@RacecarEngineer
News editor of the Formula E series was the vision of low are so badly maintained that it is not worth getting
Mike Breslin profile tyres on a single-seater. Immediately anything with sport suspension unless you know a
Design
Dave Oswald on the social networking sites, there were good dentist. Our roads are so bad that Audi once sent
Chief sub editor calls for Formula 1 to go the same way and – as far as its engineers over to the UK to investigate why there
Stuart Goodwin
Contributing editors Pirelli is concerned – it could do so. Why does Formula 1 were so many complaints from the customer base
Paul Van Valkenburgh
Technical consultant
have 13-inch rims, with large, bulbous tyres that bear about the ride of its cars. They discovered roads that
Peter Wright no relation to anything else in racing, or on the road? were in abysmal condition, and since then, they have
Contributors
Mike Blanchet, George Bolt jr, As Michelin explains in the Formula E feature in got a whole lot worse.
Lawrence Butcher, Ricardo Divila,
Gemma Hatton, Marco de Luca,
this magazine, low profile tyres are more efficient. So The American car industry famously produces softly
Simon McBeath, Danny Nowlan, the losses in F1 would be huge and there should be an sprung cars anyway, so low-profile makes no sense
Mark Ortiz, Marshall Pruett, Martin
Sharp, Peter Wright immediate call for change. unless you really have sport in mind.
Photography
LAT, WRi2 Actually, what if we are So, why the solution to spec up cars with
Deputy managing director looking at it from the wrong low-profile tyres? Come to think of
Steve Ross
Tel +44 (0) 20 7349 3730 perspective? For Formula 1 it, what’s the point of running flat
Email steve.ross@
chelseamagazines.com teams to adopt 18-inch tyres? Drive over a nail, and there
Head of business rims, it would need is no option to repair the tyre –
development
Tony Tobias a long lead-time, you have to throw it away,
Tel +44 (0) 20 7349 3743
Email tony.tobias@ according to Pirelli it’s expensive to replace,
chelseamagazines.com
Advertisement manager
boss, Paul Hembery. and the tyres do nothing to
Lauren Mills New suspension help the ride.
Tel +44 (0) 20 7349 3740
Email lauren.mills@ design, designed Does high profile really
chelseamagazines.com
Marketing manager to soak up the hurt the cornering ability
William Delmont
+44 (0) 20 7349 3710
bumps on the track of a car? Does Formula 1
will.delmont@chelseamagazines.com and replace the really suffer on cornering
Publisher Simon Temlett
Managing director Paul Dobson
damping that the F1 speed? The downforces
Editorial tyres provide, would mean that the sidewalls
Racecar Engineering, Chelsea
Magazine Company, Jubilee House, be necessary. Also, must be stiff on the 13-inch
2 Jubilee Place, London, SW3 3TQ
Tel +44 (0) 20 7349 3700
Hembery points out, to rims, and that is not what you
Advertising go low profile would be need on a road car. Yet we are not
Racecar Engineering, Chelsea
Magazine Company, Jubilee House, to the detriment of Pirelli as talking about introducing small tyres
2 Jubilee Place, London, SW3 3TQ
Tel +44 (0) 20 7349 3700 it would rob the company of the on a production car. We are talking about,
Fax +44 (0) 20 7349 3701 valuable advertising space on the side perhaps, 17-inch rims with tyres to match.
Subscriptions
Subscriptions Department of the tyre. Should we be looking at bringing back the Cars-style
800 Guillat Avenue, Kent Science Park
Sittingbourne, Kent ME9 8GU What really concerned him, though, was that 18- white wall tyres in NASCAR? What would an LMP1 car
Telephone +44 (0) 1795 419837 inch wheels are now commonplace on mid-range cars, look like on high profile rims?
Email racecar@servicehelpline.co.uk
http://racecar.subscribeonline.co.uk
such as the Volkswagen Golf. If Pirelli, or any other tyre Clearly there would need to be a bit of development
Subscription rates manufacturer, really wanted to produce something work to the Audis, Toyotas and Porsches to
UK £66 (12 issues)
USA $162 (12 issues)
that promoted a sporty message for Formula 1, it accommodate them, but if the trend for production cars
ROW £84 (12 issues) would need 20-inch wheels to make it even slightly led us back into a tyre that was suitable for our roads,
News distribution relevant. Then, of course, you would need some we would all be turning to F1 for inspiration. And that’s
COMAG, Tavistock Road, West
Drayton, Middx UB7 7QE cynical marketing ploy if you try to dupe the public not something we can say every day.
Printed by Wyndeham Heron
into thinking that they could drive on a tyre that even
Printed in England
ISSN No 0961-1096 vaguely resembled the F1 compound and structure.
USPS No 007-969
Yet I think that Formula 1 has got it right, and that editor
it is the production car industry, led by customers, that Andrew Cotton
www.racecar-engineering.com
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