Beruflich Dokumente
Kultur Dokumente
Mercedes W09
In-depth analysis of
an F1 champion
ProPLUS
Reusable
Hose™
Xtreme
Filtration
Log on to
www.xrp.com Like us on
Facebook /XRPinc
anytime for
catalog downloads,
new product updates Follow us on
and tech tips.
THE XTREME IN
®
RACECAR PLUMBING
Instagram
@XRPracing
UNITED STATES XRP, Inc. 5630 Imperial Highway South Gate, CA 90280 sales@xrp.com tel 562 861 4765 fax 562 861 5503
IN EUROPE AND THE UK Protec Fuel Systems Ltd. info@protecfuelpumps.com tel +44 (0) 121 572 6533
CONTENTS – FEBRUARY 2019 – Volume 29 Number 2
PRIC
F R O ES
M
£5,09
1
STO P M 5 A B S K I T N OW AVA I L A B L E F O R
P R ES S ! PORSCHE 991 GEN 1 & GEN 2 CUP CARS
V I E W T H E F U L L T E C H N I C A L S P E C I F I C AT I O N S :
w ww.m o to r s port - sy st em s.co. u k/ abs-m5-r ace-kit
01684 291122
www.motorsport-systems.co.uk
STRAIGHT TALK – RICARDO DIVILA
R
ay Harroun, an engineer born in 1879 The knee-jerk reaction from the organisers was It proved so useful and practical that it turned
who was nicknamed the ‘Little Professor’, to specify that the LMP2s had to have moveable into a no-brainer for all racecars built by Nismo
maintained he only really raced so as to mirrors to shift the focus from the overtaking and since then. The added bonus was the auto-dim
observe his designs being tested in the field. blinding LMP1s, but it only made things worse; the feature for the Suzuka 1000km race, which ended
In 1911, for the inaugural Indianapolis 500-mile vibration moved on to new heights of blur. Okay, in darkness. Audi brought its version out to much
race, of the entire 40-car field his yellow Marmon part of it was inadequate mountings to damp or fanfare in 2012, much to my amusement, as we
– AKA the Wasp – was the only car to have just restrain the housings, plus they were mandated to had used that solution for 14 years by then.
one person on board. All the others had a riding be bigger; so more aero turbulence and drag. It was also a primary item on the Deltawing for
mechanic, a bit of a tradition from the previous Despite changing the mounts, shapes and Le Mans in 2012, a clean, mirror-less design with a
years of racing on open roads where the early actuating mechanisms after the test day they still camera mounted high on the rear fin relaying an
racing machinery, pretty much all prototypes, were vibrated, so they eventually solved the problem unobstructed rear view to the cockpit screens. We
prone to mechanical failure or punctures a long laterally by presenting the cars at scrutineering, were definitely annoyed when not only did the
way from any assistance. Incidentally, ACO insist on having the old style
in 1912 the riding mechanics were mirrors but, adding insult to injury,
required by the rules and were then demanded that the car run LMP2
mandatory until 1922, and then size mirrors even when running in
returned again in 1930 until 1937. the Garage 56, with supposedly
unlimited rules. This added eight
Time to reflect per cent more drag, considerably
For that first Indy 500 the Wasp also slowing the car in a straight line.
featured a rear-view mirror, one of
the first times such a device had Looking ahead
been used – this was inspired by There is now software that has
a solution to traffic management motion sensors that can put a
Harroun had seen on a horse-drawn coloured arrow pointing to the side
taxi some years earlier when he had of the car an opponent is coming
worked as a chauffeur in Chicago. up to pass. It flashes faster if the
In winning that first Indianapolis overtaker is closing up fast and
XPB
500, Harroun actually had a secret, changes colour from green to red. It
which he related over 50 years later, The trick mirrors on the 2018 Ferrari were as hi-tech as these parts can be, wouldn’t pick up vampires, for as we
in 1967. His innovative mirror had but should reflective glass really have a place on a modern Formula 1 car? all know, they cast no reflection, even
reassured his rivals that the racing electronic, but all else is signalled.
would still be safe, despite him being alone in then siliconing the mirrors in for practice and the So, when these days we can have cameras
the car. But the race track at the speedway was race. No more adjustable mirrors but no more guiding us into our parking slot, why not have
a jarring, bumpy ride; it was, after all, made of vibration either, or at least back to the usual. the same sensing and warning about traffic and
bricks. ‘To tell you the truth, on the brick surface, I Now, over a century after Harroun’s innovation, dispense entirely with 1911 technology; those
couldn’t see a damn thing in it,’ Harroun said of the we still use mirrors to see behind racing cars. Why? draggy, vibrating, limited mirrors?
mirror. ‘And no one knew it but me.’ Or why not go the whole hog and throw away
This is actually similar to what we still have Mirror finish the dodgy mirrors and affix a full width OLED
today. Some rear view mirrors vibrate so much In 1998 I was involved in running a Nissan GT500 screen to the Halo, electronically enhanced to
that the driver can only see something moving car in Japan, and one of the corollaries of having a highlight approaching racecars. It can even solve
behind him, but not very clearly. And then there firewall blocking off the 100 litre fuel tanks behind arguments when cars clash, just by recording all
is night racing and the problems that that can the driver was having a small Perspex aperture that is seen on the screens.
present. The ultimate was Audi’s new laser lights for the central mirror that didn’t give us a wide If you don’t like the Halos there’s another
with an estimated zillion candlepower fitted to the enough field of view out the back of the car. alternative, go further and have the view projected
R18. It was so bright that drivers being overtaken The solution was to fit a rear view camera directly on the driver’s retina from a projector
were complaining about being blinded. They lost to replace the mirror, and a screen on the dash, on the helmet. Or what about having enough
perception of the depth of field, their cockpits easily done as one of the team sponsors, which cheap smartphone derived cameras and having a
filled with such light from the frantically flashing was a Nissan subsidiary, was a pioneer in the 360-degree view around the racecar?
following Audis. Even the trackside marshals were manufacture of rear cameras for parking, now a We have the technology, software and
getting suntanned in the night stints! standard fixture on medium range cars. hardware. But maybe not the will.
When these days we can have cameras guiding us into parking slots, why
not have the same sort of thing instead of mirrors on racecars?
FEBRUARY 2019 www.racecar-engineering.com 5
MOTORSPORT TRAVEL, RACE TICKETS, HOSPITALITY
Travel the World with our Escorted Tours and UK Travel Team
◊ Select VIP F1
Track Experiences
◊ By Air with
extended options
KISS it better
Why the FIA’s list of requirements for F1 tyres is a masterpiece of over-complication
K
ISS – Keep It Simple, Stupid – is a useful still permitted to do). The heaviness of the hybrid- 2018 US GP, given the effect this has on today’s
acronym. It is seldom applied, however, engined cars and the torque being produced, ultra-sensitive F1 cars, is really unacceptable.
in F1. The FIA’s 2020 through 2023 F1 plus the increasing downforce also added to their Coming back to the geek in the darkened
tyre supply tender document is as far away from problems. However, similar issues confront other room, the FIA’s tender document was littered
that desire for simplicity as one could imagine. tyre manufacturers in IndyCar and especially LMP1 with extraordinarily precise requirements such
It comprises 19 pages, of which only six and and such problems have not been evident. as peak cornering force per degrees of slip angle
a bit cover contractual matters. The new tyre for different types of corner; tyre stiffness versus
requirements that comprise the remainder appear Slick and tyred temperature working range; deviation of grip
as if some analytical geek in a darkened room, Being the one-make supplier, one would think that under a particular condition of surface macro and
hunched over an array of books and downloads Pirelli’s job should be a little easier, but its approach micro roughness; glass transition temperature;
on every aspect of tyre design, materials, chemical – not always with a free hand, it has to be said – has degradation to 10ths/sec at 10, 18 and 22 per cent
properties and molecular structures, drew these up. varied dramatically. Ranging from tyres that ‘fell of race distance; cross linking of the compound
With no relevance to real-world racing. off the cliff’ partway through the race (early days) polymers, and much more. Pity there wasn’t one
Of course, this is surely not true. I that decreed attainment of much greater
have no doubt that the FIA has gone to slip angles without losing forward speed.
great pains to ensure that input from And then what amounts to a twitch of
race tyre manufacturers and teams steering correction in qualifying would
combined with loads of its own data not always be irritatingly described by
has played a large part in drawing commentators as a mistake, and Fernando
up the specifications mandated. It is Alonso’s last grand prix lurid opposite-lock
certainly long overdue that F1 has corner exits could delight us all.
the tyres it deserves, to do justice to
the qualities of the chassis, PUs, drivers Tread carefully
and engineers now involved. Running Realistically, I don’t see how all these
at six seconds/lap below qualifying characteristics can be reliably and regularly
pace in the early stages of a race to met, let alone how this can be accurately
protect the rubber, even allowing for measured. Which are to be the benchmark
XPB
fuel load, is hardly proper racing. cars and drivers, for example? The fastest,
Pirelli, of course, has again won the Pirelli has retained its Formula 1 tyre contract but its race rubber will or the slowest? Maybe this could be one of
supply contract. This is a near 150-year- have to meet a long list of performance criteria to keep the FIA happy the reasons, apart from money and politics,
old company with an illustrious tyre why Michelin and Bridgestone apparently
manufacturing and competition record, supporting or barely managed one flat-out lap in qualifying, didn’t bid for the contract? Even in the 2018
many different forms of contemporary racing. In to over-hard compounds described by drivers as season, with all the experience and knowledge of
the early 1950s it was dominant in grands prix, giving ‘no grip’. Perhaps being Chinese part-owned, the previous seven years, Pirelli frequently failed
and has been sporadically successful since. It managed by Italians, with race tyres made in Turkey to deliver tyres that provided the key elements in
currently produces superb high-performance road could be something to do with this? race strategy and tactics that were wanted. It’s very
products and is among the top five in the industry But I mentioned lack of a free hand above. difficult therefore to see how it will meet these
worldwide – which makes it a global giant. Certainly Pirelli’s task has been complicated stringent new demands. Most likely, it will result in
by confusing calls from Bernie Ecclestone, a fudge. Should the tyres not be delivering during
Under pressure subsequently the FIA, concerning what was needed 2020, whichever way this is judged, it won’t be
At face value then, it’s surprising that Pirelli has to enhance the show. Pretty unfair pressure, really, possible to change supplier quickly anyway.
struggled so much since its re-entry to F1 in 2011. from people who don’t fully understand what is Being bolt-on items, tyres are the quickest and
Early issues with chunking, overheating and involved in meeting these demands. But it does easiest go-faster solutions, thus their importance.
delamination, fragility over kerbs and wheel-to- appear to me that the Italian supplier hasn’t (a) They are also capable of contributing hugely to
wheel contact etc caused much controversy and resisted such knee-jerk actions more strongly and an exciting race, or to a boring one. Therefore,
led to the introduction of regulations concerning (b) is lacking in its simulation tools and skills. it is correct to make stipulations as to their
minimum tyre pressures. Pirelli had a fair argument The latter shortcomings, combined with the performance. The question is whether these are
for some of this when pointing out that teams were near-disasters at Silverstone and Spa in 2013, practicable and measurable and also if Pirelli can
acting recklessly in applying low pressures to gain have doubtless spooked the company and it has deliver. It is to be hoped so, because as already
a performance advantage and drivers were over- been over-conservative since. To insist that teams mentioned it is a great company and should be
abusing the track limits (as they are, unfathomably, increase tyre pressures, virtually on the grid of the doing better. F1 needs Pirelli to up its game.
Tamed by the
shrewd
How Mercedes took the wild streak out of its 2017
F1 racer to produce the sublime W09, a car good
enough to claim both titles – for the fifth year in a row
– against much stiffer opposition in 2018
By SAM COLLINS
Front suspension arms were raised, while blended lower A arm was not as extreme as in 2017 The front suspension on the W09 features pushrod-actuated torsion bars
Chassis
Moulded carbon fibre and honeycomb composite structure.
Bodywork
Carbon fibre composite including engine cover, sidepods, floor,
nose, front wing and rear wing.
Safety structures
Cockpit survival cell incorporating impact-resistant construction
and penetration panels, front impact structure, prescribed side
impact structures, integrated rear impact structure, front and rear roll
structures, and the Halo cockpit protection device.
Power unit
See page 18.
Front and rear suspension
Carbon fibre wishbone and pushrod-activated
torsion springs and rockers.
Transmission
Gearbox; 8-speed forward, one reverse, unit with carbon fibre
maincase; sequential, semi-automatic, hydraulic activation.
Carbon plate clutch.
Brakes
A rare glimpse of the front upright on the W09. Brakes are by Carbone Industrie, with Brembo calipers Carbone Industrie carbon/carbon discs and pads with rear brake-by-
wire. Brembo brake calipers.
weaknesses remain a closely guarded secret. ‘It mechanical fix or mild redesign of an area of the Steering
Power-assisted rack and pinion.
is fair to say that the 2017 car was not an easy car. ‘It’s not just a case of adjusting a component
car,’ Allison says. ‘This sport is annoying as it or changing a stiffness, it is deeper than that,’ Electronics
FIA standard ECU and FIA homologated electronic and electrical
is so much fun being inside it, and there are Allison says. ‘It is about understanding as best system. Instrumentation by McLaren Electronic Systems.
so many lovely stories to tell, but you can’t we can how the forces on the car transmit Fuel system
tell all of them. Changing that characteristic themselves down through the tyres on to the ATL Kevlar-reinforced rubber bladder.
was quite a significant intellectual triumph ground, and getting the front and rear axles to Wheels and tyres
in terms of understanding the 2017 car and work well together through the speed range, OZ forged magnesium rims; Pirelli tyres.
applying that understanding to the design and through the corners, from braking to apex Dimensions
subsequent development of the 2018 car. But to exit across a wide range of surfaces. That Overall Length: over 5000mm; overall width, 2000mm;
overall height, 950mm.
that knowledge is just too precious to reveal does involve a really intimate understanding
Overall weight
what we did. There are other teams suffering of the physics behind a racing car. I think I 733kg.
the same woes, perhaps not as badly as we did, really have to doff my cap to the guys in our
and perhaps not our direct competition, but vehicle performance areas, Loic Serra under the
nevertheless it is too revealing of the things that guidance and leadership of Mark Ellis did a great remains the same as the W08, and also remains one of
really count to be able to reveal it.’ job. The way they worked so beautifully with the longest in Formula 1. ‘It’s true that we do have a long
our aero guys and our chief designer to bring wheelbase, and it is nothing to do with the Diva issues,’
Problem solving together the work of lots of different parts of the Allison says. ‘The reason we have such a long wheelbase is
Yet while the cause of the issues suffered in company to attack this problem was brilliant.’ that you get more area facing the ground, and that is where a
2017 is not open knowledge some of the Looking over the car it is possible to see lot of the efficient downforce comes from.’
steps Mercedes took to resolve them can be areas that did not play a part in changing this Running such a comparatively long car means that at
discussed, though clearly it is not a simple characteristic; the wheelbase, for example, some circuits, such as Monaco, the car in some senses is at
MEET US AT
Photo: Electric GT Race Car featuring powerRibs™ & ampliTex™ bodywork by Bcomp
FORMULA 1 – MERCEDES-AMG W09
Suspension changes
At the launch of the W09 one of the team’s
drivers let it slip that the car did differ to the
W08 in one crucial area, the suspension. Both
front and rear layouts had been changed, and
according to this driver these changes were
all about saving weight, especially at the rear.
‘The suspension is different, but not massively,’
Allison says. ‘Everything has moved around a
little bit as we have found a better compromise The W09 uses a composite-cased transmission. Inside of this reside the hydraulic and gas rear suspension components
of stiffness vs downforce.’
Mercedes uses a largely hydraulic and gas But Allison adds that this approach has them pretty similar. What would be different
suspension at the rear, mounted inside its been taken to improve packaging rather than would be how neatly packaged they were, how
composite transmission, with few of the bars or enhancing the performance of the suspension small and stiff and light, but the actual degrees
springs found on other F1 cars. ‘On the internal system. ‘You could do anything we do currently of freedom are pretty well established.’
parts the main springing elements and working with conventional parts,’ he says. ‘My guess
stuff is all gas springs and hydraulic columns would be that if we were to put the Ferrari, Red Mounting points
rather than metallic springs,’ Allison says. ‘It’s Bull and Mercedes systems on a bench and look The front suspension of the W09 is visibly
been that way for a while here, it’s a really neat at the performance characteristics of each, different to that of the W08, with the inboard
way of packaging a spring as you get a lot of what functions they deliver and what scope wishbone mounting points sitting higher
spring for the volume doing it with gas.’ for tuning they have, I think you would find than those on the 2017 car. The design of the
M
ercedes caused a minor controversy late in the 2018 season when
it introduced a new design of rear wheel rim. The rim featured a
number of small drillings around the hub, and this was felt by at least
one of its rivals to be an unfair advantage and so it considered protesting the
design under Article 3.8 of the technical regulations, which bans moveable
aerodynamic devices (other than the DRS system). The suggestion was that the
drillings give some kind of aerodynamic gain around the rear of the car. The
FIA looked into the design of the rims and deemed them legal, and Mercedes
used them in the closing races of the season.
James Allison actually admits that the wheels gave a performance gain, but
insists that it was not an aerodynamic gain in the traditional sense. ‘The front
wheel needs to have options which allow it to be cooled at some tracks, and
heated at others to try to keep the tyres in the right window,’ he says. ‘There
are very few circuits where you need to heat the rears, most of the time you are
trying to keep the heat out, and that is what this is about.
‘Everyone is using the flow that comes in to cool the brakes, and aspects Mercedes says the drilled holes within the rear wheels are primarily to aid cooling
of that are used to put layers of air where otherwise there would be heat
transfer to the rim, and in turn the tyre,’ Allison adds. ‘The area which has been ‘Article 3.8 is a very powerful article and it says that any device which has an
controversial in the minds of our competitors was our rear rim.They took aerodynamic effect has to be rigidly secured etc,’ Allison says. ‘The only bit that
exception to a design we had, which aimed to reduce heat transfer between is exempt is the brake duct itself, so the brake discs are not exempt, axles are
the axle and the rim, the idea being if we could get a layer of insulation not exempt, wheels, suspension. If you take that regulation literally you are not
between the axle and the rim then less heat goes into the spokes. It is nothing allowed ventilated discs, cooling is an aerodynamic function. I think when the
to do with downforce and drag, but look at everyone’s brake drums at the FIA look at things like this they ask what is the primary purpose of this device,
front, you can see the exits, so you can’t say it has nothing to do with aero, in this case it is clearly for cooling. If it were for downforce it would be a much
but it is nothing to do with seeking downforce. It’s about the heat transfer. larger device and it would be obvious. So they have to take a pragmatic view,
Our rear wheels are no different in concept to that. because otherwise none of the cars would be legal.’
W
in terms of structural analysis and mechanical ith Formula E entering its fifth season and the automotive industry increasingly looking toward
modifications in the time-scale that we have? mass market electrification many are asking if the future of F1 is also electric. FIA president Jean
‘It is about these loops of making a change Todt has rubbished this suggestion, but engineers like James Allison think differently. ‘I think F1 will
to the geometry, calculating what the new go all electric,’ he says. ‘Put yourself forward 20 years and there will be no internal combustion engines on the
stiffness and deflection is going to be and road, so it is inconceivable to think that we will be banging away with pistons, sparks and petrol in Formula 1.
working out if that is going to give you any By then it will be possible to make ridiculously fast cars which are just electric. It’s going to be inevitable that
handling difficulty and then going back round F1 goes that way, and it will be fun and exciting, but it’s a question of what is the road map to getting there.
the loop,’ Allison adds. ‘Each time you go ‘Right now we have hybrid power units and the internal combustion engines we use are just a miracle of
around that loop you can save a little bit of efficiency,’ Allison adds. ‘We are certainly going to end up all electric it’s just a question of how long. I suspect
weight and the more times you can do that that the current generation of
the lighter it will end up. The question is, how fans who have grown up with
many times can you go round that loop before this sport who love the noise will
someone has to stick a fork in it and say we are be replaced by younger people
done, otherwise we are not going racing. That who don’t associate cars with
is really the key to the suspension, it’s what we noise and for whom it won’t be
are up to our necks in with the 2019 car, how an issue that these things are
late do we dare run those loops?’ screaming around the track
Another area where the W09 appeared quietly. As an engineer it’s
similar to the W08 was with its cooling system. going to be brilliant fun.’ Mercedes is now in Formula E with HWA. Could F1 go all-electric in the future?
I
n 2019 new regulations will be introduced Mexico. History records that this grand prix are reminded that it is a pretty good car. They
into Formula 1 in an effort to increase was the one where Lewis Hamilton clinched his look like happy little schoolboys who have just
overtaking, and further steps in this fifth drivers’ championship crown, but according had Christmas because the performance in
direction are set to come in 2021, but James to Allison there was not much jubilation in the qualifying is absolutely amazing and no driver
Allison believes that a radical solution, immediate aftermath of the race. ever has felt the things our drivers [felt] this year.
harking back to banned cars of the past, ‘The car sucked, Lewis wanted to know When this car is pumped out and pepped and
could be the way forward. why’, Allison says. ‘Whenever we have a bit asked to do the best it can do it is incredible.’
‘I would like to see moveable of a tricky event like we did in Mexico it is The W09 was the second and last in a line of
aerodynamic devices return to Formula 1,’ because you have not got the tyres working at a two-car concept, which began with the Diva
Allison says. ‘You may remember the a temperature which is correct for that circuit W08. In 2019 a new concept will be introduced
Brabham fan car, well I’d quite like to see and that compound. You see that with lots of as a result of the new aerodynamic regulations,
that concept come back. I think it would be teams where they have an event where they are which are aimed at improving the quality of
the solution to something which people care way out of kilter with their normal performance. the racing in Formula 1. But it still seems likely
a lot about. The sport is marred by a lack of You saw it with Red Bull in Baku. They had been that the lessons learned from turning the W08
overtaking, caused by dirty air when two looking pretty fierce in free practice, not that into the W09 will carry through to the 2019
cars are close together. The main issue there bad in qualifying, but they were completely season, something which may well leave
is that the leading car steals all the air from nowhere in the race. If I were to guess that Mercedes’ rivals feeling downhearted.
the following car, much in the same way
a sailing ship can do the same to another
sailing ship. If you could have fans in the
car you could put back the energy that was
missing from being behind someone. If you
designed the car properly, and specified the
rules correctly, you could do that in a way
that was not at all contrived.
‘All the cars have got batteries and
motors in them so you could allow the
following car to capture the advantage it has
on a straight from having less drag. It could
do that by not needing to drive the MGU-K
as hard and it could store more energy
in the battery, and when the car is in the
corner that energy could be used to drive
the fan and give more downforce. If you got
the sizing right you could have a car that
was completely agnostic to whether it was
behind or in front, so cars could follow very
close through the corners, and I think that
would make a great spectacle.’ Naked W09. Note the ducting that feeds from the roll hoop. Long wheelbase which is a feature of the car is also clear here
Staying power
With just three power units per driver for the entire Formula 1 season
2018 was as much about extending the life of the parts within the
Mercedes M09 PU as it was about improving its legendary efficiency.
Racecar spoke to HPP boss Andy Cowell to find out more
By SAM COLLINS
M
ercedes achieved something power unit life has been continually reduced up
that no other manufacturer did to 2018, when the life expectancy of the units
during the 2018 season. At the was increased to its highest level yet.
Azerbaijan Grand Prix its power ‘The change on the power unit for this year
unit propelled two different chassis designs to a is quite considerable and driven by a number
podium finish. In a season as competitive as the of requirements,’ Mercedes-AMG High
one just gone, that was quite an achievement. Performance Powertrains (HPP) managing
As was the M09 engine propelling the W09 director Andy Cowell explained at the launch
chassis to its fifth championship victory in a row. of the 2018 car. ‘The biggest challenge we’ve
The Mercedes-AMG F1 M09 EQ Power +, to got is lifting our durability limit with the
give it its full name, was once again a 1.6-litre challenge of racing just three engines per driver
turbo V6 featuring direct injection, mated to per championship, and two ERS systems. That’s
a motor generator unit used as both anti-lag a 40 per cent increase in the life of the hardware
and to recover exhaust energy (the MGU-H), this year compared with last. We focussed
and another larger MGU used to recover kinetic on trying to increase the life of the hardware
energy under braking and offer a power and without losing performance.’
torque boost under acceleration (the MGU-K).
The M09 is visually quite similar to the M08 Balance of power
of 2017, with the split turbo layout retained for As the technical regulations relating to the
the fifth season running – the turbine mounted power unit have remained largely unchanged
at the rear of the block and the compressor at since 2014 few stones have remained unturned
the front with the MGU-H mounted between in terms of development, making extending
the two on a common shaft in the V of the the life of the unit and not losing performance
engine. But under the many heat shields and a very tough task indeed, and rather more
ancillary sub-systems this is a power unit which, nuanced than Cowell initially explained at the
while conceptually similar to its predecessor, is launch. ‘The objectives were more than just
actually quite different in a number of areas. ensuring that we could do the season with
three engines and two ERSs without losing peak
Built to last performance,’ he says. ‘Actually we set ourselves
As well as the never ending quest to increase a target to gain peak performance and not lose
performance (efficiency has risen from around any race performance. During the race everyone
30 per cent to over 50 per cent since 2014), there runs slightly different performance modes, but
has also been a focus to increase the mileage of the challenge for the power unit department
the M09. When the regulations were introduced was to ensure that there was a sufficient number
in 2014 each driver could use five complete of high performance modes to ensure that the
power units per season, but every manufacturer driver is always able to attack. Those were the
struggled to meet this requirement and many prime objectives for 2018.’
penalties were incurred up and down the grid. From the outset of the current regulations all
Despite this the regulatory requirement on four power unit manufacturers have put great
Right side of PU showing exhaust layout, cylinder head and exhaust collector. MGU-K is on the opposite side Exhaust exit is clear here (large red bung) as are wastegate exits
The engineers at
Brackley wanted
the packaging of
the unit to be a lot
more compact than
originally planned
Cowell says. ‘The nature of Sector 1 at Suzuka
means that the car is particularly sensitive to
any torque variation on the rear axle, and the
particular mode we were running in was not
precise enough in its torque delivery. Lewis was
picking that up, and the position he was in at
that point in the race with tyre management
amplified that. You could see it in the data and
we have done work to understand it. We are
very lucky to have two drivers who give At short notice the M09 was redesigned to be more compact, so that the W09 racecar could have a better radiator position
outstanding feedback on issues like this.’
However, no lasting damage was done, and ‘It was pretty early in a chassis guy’s mind, but
Heat exhaustion the unit was used again in the final race of the from a power unit point of view we asked for
The power fluctuation issue was fixed but then season, where it took an easy victory. it when it was only just physically possible.
a more serious issue with the same power unit Extending the life and maintaining The Brixworth guys decided that they would
manifested itself at the Brazilian Grand Prix, just performance was not the only objective that have a go to deliver it and actually they moved
as Mercedes was trying to seal the constructors’ the engineers developing the M09 were set. heaven and earth in a short space of time to
championship. ‘I got a message on the radio Another major design target was imposed on achieve it. It was a considerable risk.’
saying that the exhaust was just about to fail, them very late in the project, a target set not
and that it was overshooting all the temperature by Cowell and the senior staff at Brixworth, but Works effort
limits,’ Mercedes team boss Toto Wolff said after rather by those working on the W09 chassis Mercedes is one of three manufacturers on
the race. ‘They started to fix it by turning the in Brackley. The engineers there wanted the the grid which builds both the chassis and the
whole thing down. The temperatures went packaging of the unit to be a lot more compact power unit (along with Ferrari and Renault),
down to below 1000, to 980 degrees. But it was than was originally planned, and this led to a something which allows it to develop both of
still too high. That was truly horrible.’ major project to adapt the design. these aspects around one another, and try to
The car managed to finish the race at a ‘With the particular changes we asked for, find a performance advantage along the way.
slightly reduced pace but Mercedes later on the W09 we asked for them very late,’ James And while Mercedes customers Williams and
claimed that it was one lap away from failure. Allison, technical director at the race team says. Force India (for the time being now known as
Of the six cars using the M09 throughout the 2018 season five
achieved the required life and did not incur any penalties
Racing Point) do get to feed into the process, the more than once that the Ferrari power unit introduced. These new rules were introduced
main focus is always on the works team. was potentially better than the M09. Ferrari as a temporary measure, but despite the
‘The difficult thing when any chassis person was then embroiled in a controversy about performance convergence being clear the
sits down with an engine person is that anything its battery design and the way it deployed its restrictions remain in place.
that the engine guy does casts a really long power on track, to the point that the FIA felt the ‘Those measures all remain in the technical
shadow if they make a mistake,’ Allison says. need to install additional sensors on the Italian regulations, and my understanding is that they
‘With power unit development the parts are power unit to ensure legality, but ultimately the will remain for the life of the regulations and
complex, they are really expensive, and you Mercedes proved to be the better package. I think that is a healthy thing,’ Cowell says. ‘If
have to make and test quite a lot of them before we go all the way back to 2011 when we were
you are convinced that the change did not hurt Mind the gap scripting these regulations, the engineering
reliability wise. The power unit is loaded much Cowell was not surprised by the narrowing or decision-making was very quick and easy to
more to within an inch of its life than the chassis complete removal of the gap to its competitors. do with regard to having the fuel flow rate as
side, where there is a lot more reserve. They ‘We are striving continuously to improve but I the primary way of achieving the mission of
need to be much more circumspect, and they think the key thing we have had over the last improving the efficiency of the power unit
have to be convinced of something, they have five years is stability of the core regulations,’ he as the way to win. In the subsequent many
to start a lot earlier than the chassis side does. says. ‘While the life has increased the key aspects meetings we agreed many of the things that
‘They need to then prove it all on the have not changed, we have kept to 100kg/h would be standardised like crankshaft centreline
dyno,’ Allison adds. ‘On the chassis side you fuel flow rate and we have kept to a 1.6-litre height and bore size. To have a fixed bore size,
only do one car a year, yes you modify it, but engine. Those aspects of the regulations have for example, was quite a bold decision. It was
the fundamentals remain the same, you don’t stayed the same and rules stability does bring all done to constrain the development platform
have a dyno, and you only really find out in the competition closer and closer together. and constrain the amount of money in that
winter testing if all your in-house work was Throughout this year we have seen a huge development process and eventually bring
good enough. But if you want a power unit closing up, from best to worst across the pack, about performance convergence as well. I think
person to help you then you have to ask them of the four power units. Honda has improved all the way along the technical and sporting
early enough to build it into their programme tremendously both in terms of reliability and regulations have led to convergence.’
alongside the other stuff like making more especially in terms of performance. Renault
horsepower and other PU-ly goodness. And and Ferrari have come up too.’ Powering on
we only just managed that.’ For the 2017 season the FIA introduced That process to bring about convergence has
a number of new restrictions on a selection all started once again with the somewhat
Stiffer test of components in order to accelerate the controversial and overdue 2021 power unit
The result was an effective car and PU. But performance convergence of the power units. regulations. Whether Mercedes will be able to
Mercedes was pushed harder than at any point Compression ratio was capped, the pistons, maintain its advantage into the new Formula
since 2014, particularly by Ferrari. Indeed, conrods and crankshaft all had weight limits remains to be seen, but it would be a surprise
during the summer months Toto Wolff claimed applied, and the MGUs also had weight limits not to see it fighting for wins in 2019.
Force India is one of the Mercedes customer operations, along with Williams. These teams do have some input into the PU’s design, but nowhere near as much as the works outfit
Future perfect?
The ACO and FIA have pulled together a set of hypercar-based
regulations in record time in a bid to attract new manufacturers
to Le Mans by 2020, but will it work? Racecar investigates
By ANDREW COTTON
All the cars will be hybrid, However, the party soon came to a crashing
end. Nissan, which entered only Le Mans in
2015, did not have a budget large enough,
they will also be mapped or development time, to challenge the front
runners, leading FIA WEC promoter Gerard
aerodynamically and Neveu to suggest that a manufacturer should
not turn up with a budget of less than €70m, or
will resemble road cars they would not be competitive. Nissan only took
part in that single race, and never re-appeared.
Dieselgate followed shortly afterwards,
and that cost the series Audi and Porsche. With
only Toyota remaining, the WEC went into a
default setting, trying to make privateer cars
competitive against the highly developed
hybrid. To date, the only victory for a privateer
has come when the two Toyotas were
disqualified at Silverstone, and it is clear there is
a big performance gap between the established
manufacturer and the brand-new private cars.
2020 vision
It was clear that a new set of regulations
had to be created in order to attract new
manufacturers, and that work started in
earnest following the Le Mans 24 hours 2018.
At Le Mans, the road map was laid out. All
cars will be hybrid, they will also be mapped
aerodynamically, and will resemble road cars.
The new regulations will obsolete the privateer
cars from BR Engineering and ORECA, and those
teams are awaiting a decision on whether or not
their racecars will be grandfathered for a year.
Minimum weight for the cars has been
raised from 980kg to 1040kg since the outline
regulations were released at Le Mans, with
weight distribution fixed at 48.5 per cent front.
In June, the target of 520kW from the rear
powertrain and 200kW from the front MGU-K
was also fixed. The rear unit has reduced to
508kW, the front remains at 200kW in the new
regulations. Target lap time has risen to 3m22s
at Le Mans, which released the manufacturers
from unfeasible 3m14s targets. Moveable aero
The last attempt to run production-based cars produced very different Porsches in 1997 and 1998 as development costs soared. Top image is the ’97 GT1, bottom the ’98 version
devices were also announced, and made it hypercar, and 25 must be built by the end of You can work on the aerodynamics, but the
to the final set of regulations. Indeed, there is the first year. That rises to 100 by the end of the result is [you will only gain] 0.1s by lap, so there
much that was announced in June that remains second year, and there are fewer restrictions will be no interest to work on it.’
in place, but the regulations have now been around these engines compared to a bespoke The problem is, this was where GT3 racing
defined and, with the proviso of any loopholes unit from a specialist company. was supposed to go, but that soon changed as
coming to light, they are in place for 2020. manufacturers designed evo cars. The constant
Looking into this in detail, there are a Limiting development bid for evolution will certainly lead the regs into
few loopholes to exploit. The performance However, an OEM may have its engine designed unintended areas, but the FIA’s confident that it
parameters are all measured, including and built by an external supplier, leading to has enough restrictions to halt development.
power (ICE and MGU-K), aero (downforce and certain packaging and weight advantages, ‘The level of performance that is fixed by
drag), weight, tyres, BSFC (brake specific fuel although the FIA is confident that it has closed the regulations is relatively easy to achieve, so
consumption), weight distribution, suspension off this loophole. ‘In the regulations, the first some manufacturers will of course continue
as it relates to attitude and aero and control point is that we limited the performance to develop and fine-tune the aero effects, but
systems. Wiggle room is at a minimum, which window, and fixed the other elements of the there will be a limitation for all manufacturers
means that costs will be kept under control, but car by templates, and in fact, we tried to limit which we will grant [so as] to have the same
some wonder what happened to the concept of the effect of research into performance by the level of performance for different cars,’
innovation. The only likely loopholes are in the limiting of targets for aero and the performance says Marek Narawecki, who is the head of
measurement process, or the systems. of the powertrain,’ says Pascal Giroud, head of administration, categories, at the FIA.
The headline points for the new regulations Technical Matters, Sportscars, Touring Cars and Engine weight is limited at 180kg, and the
surrounded the phrase ‘of the make’. A power Formula E at the FIA. ‘The strategy was to fix BSFC is set artificially high in order to make the
unit, including the MGU-K, that is designed and the performance and control, as well as limit specifications easy to achieve for a production
built by an OEM must be put into a low-volume the effect of development for performance. engine; at 235g/kWh, and then dropping to
5.4.2 The rear power train performance must be declared and 5.4.1 Only four release front driven wheels torque demand maps f(pedal, speed)
homologated according to the procedure detailed in Article are allowed and active when the driver activates a switch. These four maps
22.1 of these regulations. are homologated during the car homologation.
The rear power train power must not exceed 508kW. Only four recovery front driven wheels torque demand
For the 2020-2021 and the 2021-202 seasons, the rear power train BSFC maps f(brake pressure, speed) are allowed and homologated
must stay above 235g/kWh. From the 2022-2023 championship season during the car homologation.
onwards, the rear power train BSFC must stay above 225g/kWh.
The motor and inverter have been regulated to be artificially heavy, with the aim
of attracting the largest number of independent suppliers. The MGU-K spec is
close to that of Formula E but the FIA denies that any information is shared
Having a minimum number of cars to produce is nothing new; Porsche built 25 917s in order to
achieve homologation criteria. While the car was a stunner the concept proved to be flawed
Professional racing drivers share their experience on advanced circuit driving techniques in our
FREE eBook: www.vboxmotorsport.co.uk/ebook
www.vboxmotorsport.co.uk
LMP1 – 2020 REGULATIONS
Ferrari shows off its LaFerrari hybrid-equipped hypercar. The Italian sportscar manufacturer has attended the meetings to formulate the regulations, as has McLaren and Ford
chassis without the front KERS, should IMSA equipment, entry fees and insurances are all the based cars in the VLN series and harbours a
decide to adopt the same regulations. same for either category. The privateer will also desire to go to Le Mans, while Swedish supercar
Talking of IMSA, the Americans have been have to pay for ERS leasing and services, as well maker Koenigsegg is also known to be keen
involved in the formulation of the regulations, as ICE depreciation or leasing services. to start a full race programme.
but have consistently stated that they will The two figures come out at €16m However, the FIA is also searching for
wait until the final set has been released for a privateer, and just over €20m for a volume manufacturers, and is known to have a
before presenting it to their teams and partner manufacturer. Cars are homologated for five number sitting around the table during these
manufacturers. Should they choose to adopt the years, and a team may homologate another car negotiations. Alongside Toyota and Aston
regulations, there would be a hallowed global within that time-frame. Additionally, there are Martin, McLaren is also known to have been
formula that is sought after by many of the five jokers that a manufacturer may use within sitting in on the meetings, as has Ferrari and
manufacturers looking to race at Le Mans and that homologation period, and these may be Ford, all with rich Le Mans pedigrees. These
the major endurance races in the US. invoked for performance or reliability. manufacturers will be evaluating the final set
From season one four engines, including a of regulations, and will be looking at IMSA, too,
The bottom line spare in case of an accident, and two ERS are to see which way it will jump.
But what will all this cost? While the target of permitted per season, and there is the same In this set of regulations there are two
€20m was set for a manufacturer, there were limitation on the battery. classes of potential OEMs: those whose
a lot of questions surrounding how this could products are only hypercars or supercars, and
be possible. Budget caps are not known for Interested parties those whose products are normal road cars.
working well in racing, but a leaked document These regulations have been set in such a way Of the former, who can afford to spend £50m
in October demonstrated the way in which as to be final, but there are loopholes that in developing and racing a new car to market
the FIA and ACO are looking to do it. There are need to be filled. Those sitting around the just 100 cars (thereby increasing the cost of
two types of budget; the first is for a customer table will have enough to take back to their those cars by 25 per cent)? Of the latter, who
team which is not developing its own car decision makers, and sign off on projects. Thus is interested in racing such cars as a marketing
and using external companies, including far it seems that one manufacturer, Toyota, tool? Only one will win, which makes the
the full powertrain, while the second is for a has already scoped out the aerodynamic and marketing costs risky. The big OEMs are putting
manufacturer team which develops its own car. cooling needs for its engine, and is now working everything into EVs, and what’s left over into
Limitations are different for the two hard on producing a powerplant. SUV hybrids. Who will be able to stomach the
categories; team personnel wages, depreciation, Aston Martin is also believed to have started investment in a hypercar remains to be seen,
parts, logistics and freight, electronics and travel work on its engine and a decision was expected but these regulations are the result of many
are all cheaper for the customer team, while after Racecar went to press. Others interested meetings with many car makers. There must
tyres and other consumables, pit and paddock are Glickenhaus, which has campaigned GT- have been some interest, mustn’t there?
As for the cost for the teams, the two budgets come out at
€16m for a privateer and just over €20m for a manufacturer
32 www.racecar-engineering.com FEBRUARY 2019
Light
weight
Longer
service life
Super - fast
Official battery supplier of charging
Aston Martin Racing
High temperature
operating range
Engineered by experts,
used by everyone
Small
size
Involved in all levels of
motorsport Low self
discharge
Be in charge.
www.super-b.com + 31 (0)88 007 6000
FORMULA 3 – DALLARA F3 2019
Three
enterprise
34 www.racecar-engineering.com FEBRUARY 2019
Caption
The new F3 car bears a resemblance
to the GP3 car it replaces, the most
obvious difference being the Halo
Below: The new F3 packs the same Mecachrome 6-cylinder 3.4-litre 380bhp engine as the GP3 car. The Hewland-designed 6-speed longitudinal gearbox is also carried over
T
he Abu Dhabi Grand Prix saw the the established F3 operations, the idea being features the Halo, as is common with all the
FIA launch its new International to limit numbers in a bid to make the series new single seat cars that are FIA homologated.
Formula 3 car, designed by Dallara more robust. Long homologation periods and a However, the company has mitigated the extra
and built on the platform of the GP3 limitation on places has been controversial, but 13.5kg (installed) weight that this entails.
car that it replaces. The target of this car is to is a policy to which the FIA has resolutely stuck. ‘It’s made to the latest FIA crash protection
be faster than the GP3 racecar, and also for it as in F1,’ says Dallara’s David Beck, who is
to provide better racing with more overtaking, Strong grid responsible for the commercial development of
thanks to its aerodynamic design. The car will race from the 2019 season and is F2 and F3. ‘It’ll have the Halo, and Zylon panels
The introduction of the new F3 car means homologated for three seasons to 2021. Despite all the way down each side, the whole length of
that the FIA’s pyramid is now complete, with a the limitations there should still be 30 cars, the chassis. [The GP3 car] did have Zylon panels
clear path to Formula 1 for aspiring drivers. The without doubt a bigger field than many of the but they were shorter. It’s a different look, more
series will race on the same circuits as F1, which national F3 grids, and also better than GP3. of an F2 style low nose and it has a lower chassis.’
the FIA hopes will allow Formula 1 teams to see Teams will receive their cars in January, after One of the controversial elements of the
the up-and-coming drivers in action. which a shakedown will be organised. design is the suspension. While the car features
Just 10 teams have been nominated to run The new car carries over the engine, double wishbone suspension, the FIA insisted
these cars, controversially eliminating some of electronics and gearbox from the GP3 car, and that Dallara design the car with traditional
The FIA insisted that Dallara design the TECH SPEC: Dallara F3 International
China crisis
T
he burning question at Macau in
November, scene of one of the last of
the international single seater events
that bring together the best race drivers and
teams from around the world, was what car
would the FIA World Cup feature in 2019? It
is widely thought that the new International
Formula 3 car will be too quick for the narrow
street circuit, but it is difficult to imagine the
World Cup without the latest international car.
However, with just 30 International cars
and no involvement from the Asian region,
this does not seem to fit with the philosophy
of the Macau Grand Prix. The existing F3 cars F3 at Macau. What
are still eligible for one more year, so the will become of this
question is not yet urgent, but there is no classic event now
doubt that the new formula has broken the that the top-level
global philosophy of the Formula 3 category Formula 3 car is likely
and no longer highlights the top drivers from to be too fast for the
other regions in the same machinery. This street circuit?
XPB
Three’s a crowd
Why Dallara might be about to create an all-new F3 category
By ANDREW COTTON
T
he world of Formula 3 used to be something to them, and we will propose we don’t have to change everything all the
simple and easily understood with something. We will not propose this to the FIA. time. When you don’t change everything, the
a global set of chassis and engine Indy [IndyCar] do not have the cars that respect teams in this case have their drawers filled with
regulations. However, the new set any safety regulations of the FIA, they have your spare parts, and they want to use them.
of regulations has effectively done away with their own set of safety and technical regulations Going to a new car is always hefty for the teams
the global formula, and instead split it into … We are faced with this new situation, but we financially so if we can lower the pain a bit then
International Formula 3 (page 34) and Regional cannot be asked to tell our customers to go to of course everyone has to make an effort to
Formula 3, while Dallara has now also proposed the others. They say that they don’t want to, help the market survive the difficult period.’
another version of the same category that will they want us to propose something.’
probably not be sanctioned by the FIA. Market forces
Further muddying the waters is another The issue for Dallara is that the Regional
Formula 3 category, Formel 3 Vermarktungs,
which has moved to extend the life of the ‘Everyone has to Formula 3 car already looks to be a flooded
market with multiple chassis suppliers active
outgoing Dallara F312 Formula 3 cars on the
DTM support bill, while Euroformula Open make a bit of an in it, while International Formula 3 will have
space for only 30 cars, and therefore just 30
promoter GT Sport, which also uses the older drivers. ‘There are other championships that
Formula 3 cars, may allow Mercedes and VW effort to help the will carry on with the remaining drivers that
engines to compete against its Toyota engines will not do F3 International,’ Claes says. ‘There
next year too. Meanwhile, all this has unsettled market survive the is this market there. We cannot pretend the
the Japanese market, which traditionally promoters [do] not [have] the liberty anymore
followed the FIA regulations. So it seems that difficult period’ to choose the things themselves.
what was a global formula has now turned into ‘We have to listen to our customers. We do
multiple conflicting series. for Japan the Super Formula car, which is not
Dallara’s latest plan is to investigate the an FIA F2 car, but the safety standard is from
Supply and demand possibility of taking a 2018 Formula 3 car and Formula 1. The IndyCar is even further away,
With the above in mind it might seem an updating it, in order that the teams don’t have and has nothing to do with FIA standard,’ Claes
odd time for Dallara, official supplier for the to obsolete their spare parts. ‘The kind of car adds. ‘In motor racing there are more institutes
International F3 car, to be looking for an that we are thinking of, to propose to certain than just Geneva, and as much as it is very
alternative solution, but its F3 project leader customers, is still a study project,’ says Claes. good news in motor racing to have a neutral
Jos Claes says this is driven by its existing ‘We will try to carry over some things from one sanctioning body of that importance, obviously
customers rather than by regulatory bodies, and or the other car. It makes sense to carry over, such a sport needs it, but I see that they do not
he believes it is the company’s responsibility to and we did too little of that in the past. We can control everything and there are areas in the
give the customer what they want. reduce the cost, things that are strong and safe, world that do things without them.’
‘We don’t like to lose these customers,’
Claes says. ‘If we can offer them an alternative,
we will do it. We have postponed the decision
quite a few times now to do the Regional car,
and maybe it was wrong from us that we didn’t
do the car a year ago.’ This is a reference to the
fact that the Regional F3 rules were announced
and supposed to be introduced for the 2019
season, but cars are already running in national
championships, including in the US.
‘We had the rules as well, but it was always
meant to be a 2019 generation of cars, [but]
there were two championships introduced
in 2018,’ Claes adds. ‘The regulations were 97
per cent done well in time, that was fine. The
concept was decided, but they changed the
procedures, and that is their right. We accept it.
But if we don’t see the market, even if we accept
[it], we are not obliged to do it, and we for sure
are not about to invest money to lose money.
‘It is very likely that we won’t build a
XPB
Crash
course
The only good thing that can come out
of a tragic accident is the knowledge that
can be gained by analysing it. Racecar’s
technical consultant, a veteran of many
FIA and F1 team crash investigations,
talks us through the process
By PETER WRIGHT
W
ithout accident investigations Whether humans are injured in an accident
safety would not evolve, is often down to a matter of luck, and should not
whether it be in civil aviation, determine whether an accident is investigated.
nuclear power generation, The prime purpose is to gather evidence
the healthcare services, road accidents or and establish the causes of an accident and
motorsport. From these in-depth investigations, its consequences in order that changes to
the causes and consequences are learned and organisation, culture, procedures, and rules and
improvements to organisation, technology, regulations can be made to try and prevent
and human interfaces are made, while a better similar incidents happening again.
understanding of humans themselves is gained. But its purpose is not to apportion blame –
I was first asked to do an, admittedly fairly that is for the lawyers. While the investigators
limited, investigation into the Lotus 78 in which may have knowledge and experience of the
Ronnie Peterson crashed at Monza in 1978 (I law, the issues of jurisdiction, negligence,
was then working at Lotus). Team boss Colin liability etc are far too complex to take on at
Chapman tasked me with compiling a report the same time as the technical aspects. The
into how the car’s aluminium/honeycomb evidence produced by the investigation may
structure had stood up to the impact in which well, however, end up in court.
Peterson’s legs were so badly smashed by
intrusion. For its day, the 78 did its job as well as Studying accidents Marcus Ericsson was able to survive this huge practice shunt at
could be expected, but it was other aspects of Before undertaking an accident investigation, Monza largely as a result of lessons learnt from other accidents
this tragic accident that had a long-term impact it can be useful to understand the structure
on motorsport safety – I was not involved in of an accident, and in particular those aspects has authored several definitive books on
these, but we will return to them later. that make a motorsport accident different risk, human error, and the management of
The most recent and hopefully the last from accidents in other spheres. Fortunately, a organisational accidents, and has consulted
accident investigation I have been involved in number of highly qualified people have devoted widely both on the prevention of accidents
was the very detailed study into Jules Bianchi’s their lives to the in depth study of accidents, and in their investigations. He defines the
accident at Suzuka in 2014. This resulted in a and have generated a number of theories and main components of an accident in the simple
396-page report, detailing all aspects of race models, which can be adapted to form the basis diagram (Figure 1) in Organizational Accidents
procedures, track, marshalling, car construction, of a motorsport accident investigation and form Revisited, which shows how organisations,
car control software, rescue, medical, driver a template to guide investigators. the workplace, and humans make up the
psychology, and anything else that could shed James Reason, professor emeritus of ingredients that combine to enable humans
light on the accident and its outcome. psychology at the University of Manchester, and their assets to come into contact with
Motorsport is a bit different from other incidence of fatal accidents, per event, is by far of what the actual sequence of events was
hazardous environments, the nearest equivalent the highest in non-sanctioned motorsport. starts. The impact (if this is what the ‘event’ was)
being war. The workplace is such that errors But nothing is perfectly safe. We accept may last for as little as 100 milliseconds and
and violations are inevitable, if not encouraged. a certain standard of safety in everything only video and car data can reliably capture it.
The race track is somewhere where the activity we do or allow to be done to us, defined by Witness observations are notoriously unreliable
takes place at the limits of both human control the rules and regulations that govern that and accuracy deteriorates with time. Video,
and technical design, and the skilled individuals activity. In motorsport these are the sporting if available, provides the first indication of
necessary to conduct this activity are highly and technical regulations for the particular the events leading up to an accident and the
competitive, and their whole objective is to class of competition, from F1 to karting. They aftermath. Sources include on-car, trackside
beat everyone else. That governments allow are administered and policed by race control, CCTV, broadcaster output, and amateur video.
this activity to occur without the imposition of scrutineers, marshals and doctors. When In Formula 1 all these are available; in the
health and safety rules and regulations, and/ infringed, the judiciary – the stewards and the dispersed world of rallying and in club events
or the licensing of everyone involved, as occurs appeal courts – determine innocence or guilt, often only a spectator’s video is available.
in the aviation, nuclear and health industries, and the penalties. An accident investigation In F1 and other top series, a mass of car
is pretty extraordinary. This is only because should examine all aspects of this system except data is available including GPS, inertial data
motorsport’s governing bodies – the FIA and the judiciary, in order to determine whether it (accelerations and rotational rates), driver
the ASNs (the national authorities) – have taken can be improved to prevent a particular set of inputs, powertrain response, suspension forces
on the task of sanctioning motorsport and circumstances happening again. and deflections etc, usually time-stamped to
running it to a standard generally accepted As soon as an accident occurs, the job of allow synchronisation with video and data from
by governments. It is no coincidence that the collecting evidence to allow the determination the other cars that may have been involved in
Losing control
The first level of analysis is generally to put
together, millisecond by millisecond, the
sequence from loss of control (LOC) to when the
dust settles after the last impact. LOC may be a
simple error by the driver of the car, or indeed
by the driver of another car, which may have no
further influence or suffer any consequences
in the accident. Either or both drivers may
have simply made an error of judgement in
controlling the car and exceeded its limits on
Senna’s wrecked Williams FW16. As a result of this the track at that particular moment. That is the
tragedy accident data recorders were fitted to F1 nature of motor racing and not much time is
cars and today they are linked to the CAN system spent analysing this too deeply. Alternatively,
either driver may have violated a regulation, in
the accident. Elsewhere the variety and quality Over the days following an accident that is which case deeper analysis is required. There is
of data tends to rely on what the team has subject to an investigation, reports from race currently much controversy among drivers and
recorded and may be zero. control and circuit management, marshals, others over the driving standards regulations
More and more series are equipped with rescue services, and medical are collected. and the penalties handed out by the stewards
accident data recorders (ADR) which collect data Transcripts of voice communications of race when they are violated. However, when they
during the 100 milliseconds or so of the actual control-to-teams, and teams-to-drivers are cause an accident they must be reviewed
impact, and this is critical to the analysis of obtained if available, again time-stamped. carefully by the regulation drafting and approval
injuries and the way the structure of the car has Driver and other witness statements are taken, structure, and revised as necessary.
withstood the impact. This data is gathered at if required, but the usual caveats that they From loss of control to impact is generally
1000 samples per second (1kHz) or more. are only ever opinions, applies. The car, safety analysed in conjunction with the actual impact
The original FIA ADRs, initially fitted to F1 equipment, and any other hardware involved event, as the former has such a bearing on the
cars following Ayrton Senna’s accident at Imola in the accident are collected for subsequent latter in terms of velocity, location, and the
in 1994, collected car and inertial data at two inspection. The seat and its mountings, harness way the vehicle is presented to the impacted
rates: around 20Hz for the accident lap and the and anchor points, headrests, racing nets etc, object – another racecar, barrier, tree, or
preceding lap, to allow analysis of the causes, are inspected and the damage suffered by them whatever. Unfortunately, in rallying, this can
and 1kHz for the impact itself. This allowed, over is noted, to be correlated to injuries. sometimes be another human.
several years, the performance of run-off areas Medical reports usually take time to
to be researched, and led to tarmac run-offs. acquire, as it may be a while before the full Tracing cars
consequences and injuries become apparent Today GPS and on-car and trackside video
Black box and scans are available. Medical reports are, makes analysis to determine the trajectory and
Today the ADR is linked to the racecar’s CAN of course, subject to personal data protection velocity of the car from LOC to first impact fairly
system and so is time-synchronised to the car’s laws, which may vary from country-to-country, straightforward. Without them, car inertial data,
own data system, the two systems together and this can influence what information is marks on the road and observer reports are
forming something like an aircraft’s black box – available to an accident investigation. But the resorted to. GPS data, when the car is on the
so essential in aviation accident investigations. motorsport medical fraternity is large, well circuit, is much more accurate than the plus/
© JOEL KERNASENKO
Talk +49 8685 7795930 Talk +61 3 976 179 64 Talk +1 949 362 8750
Write info@holinger.de Write info@holinger.com.au Write info@holinger.us
Look www.holinger.de Look www.holinger.com.au Look www.holinger.us
INSIGHT – ACCIDENT INVESTIGATIONS
Turbocharger:
• Prototyping • DeveIopment • Series manufacturing
• Design • Project management • OEM special programmes
WWW.VDLEE.COM
10
#E5
wiseco.com
VISIT OUR BOOTH!
Autosport International
#E512
+31 (0)252 687 713 /
INFO@RWBTEAM.EU +31 (0)252 687 713 / INFO@RWBTEAM.EU
30 & 31 October 2019 | NEC, Birmingham
91%
of exhibitors met their
88%
of exhibitors have either
98%
of exhibitors were satisfied
objectives of networking booked or will be booking with their experience at
with new and existing clients again for 2019 Advanced Engineering 2018
“We have done this for the 5th “I found the event a great
year in a row and it is a very networking opportunity to meet
good event for us to meet new industrial professionals from
clients.” different backgrounds with
Thomas Evans, Business different products.”
Development Manager,
Kat Clarke, Wing Manufacturing
Engineer,
I
would like to start out with a correction. In the resolution line method of roll centre 75 per cent of the cornering force. The RLRC is
the December 2018 issue (V28N12) I said assignment does assign a roll centre height the point on the resolution line that is midway
that the planks in Bob Bolles’ experimental that agrees with roll moment calculation from between the resolution line intercepts of the
roll simulation rig were bowed slightly. individual wheel jacking forces and track width.’ right and left wheel force lines.
They do look that way in the picture, but I will The system clearly has net anti-roll
confess that I didn’t notice it on the day the Roll with it because the right wheel has strong anti-roll
picture was taken, and Bolles insists that this With the above in mind, Figure 1 is the geometry and will make more than half the
is to do with the camera lens. He sent me a picture of the roll simulation rig from the ground plane force, while the left wheel
picture showing a taut string stretched atop December issue, with lines and labels overlaid has weak pro-roll and less than half the
one of the boards, showing it was straight. I which illustrate what the resolution line roll ground plane force. The left suspension
accept that proof, and I stand corrected. centre (RLRC) is, identify what the related will therefore jack up a little in response to
Also, I wrote then: ‘It is true that only the terms denote, and also show the kinematic leftward ground plane force, and the right
height of the roll centre matters, but taking the roll centre (KRC). This example depicts a case suspension will jack up more. This will tend
force line intersection (the so-called kinematic where the system clearly has net anti-roll, yet to roll the car to the left, countering the
roll centre) as the roll centre is not correct and the KRC is below ground, which would imply rightward roll that happens in a left turn.
there are many situations where using the net pro-roll. The RLRC, in contrast, is above
height of the force line intersection for this ground. Its height is such that the lateral force What is a roll centre?
value dramatically fails to predict geometric acting through the suspension linkage, times Perhaps I should clarify just what I conceive
roll moment. There are also cases where the the RLRC height, equals the geometric anti- a roll centre to be, and what I consider its
force lines are parallel and consequently roll moment. In the illustration, the resolution purpose is. If the geometric roll moment can
there is no force line intersection. line is 75 per cent of the track width from the be calculated from the ground plane forces,
‘I will go into this in more detail next right contact patch, which would be correct the jacking coefficients, and the track width,
time, and also present a formal proof that for a situation where the right wheel makes why bother even talking about a roll centre?
It clearly has net anti-roll, and yet the kinematic roll centre is below ground
Resolution line
Resolution line
roll centre
Ground line
Force lines
It is convenient for
Figure 2: The terms
us to have a concise, for the formal proof of
the method outlined
shorthand, way (see Equations)
of describing the
system’s geometric
anti-roll properties
First of all, some people think visually
and like to solve problems graphically. And
almost all of us work visually or graphically
when designing – when doing synthesis of a
system that does not yet exist, as opposed to
doing an analysis of a system that has been
designed and/or built already.
It is possible to attempt a design by taking T = track width θi = inside wheel force line angle = tan-1 (Fzi/Fyi)
a stab in the dark, analysing the outcome, Fyo = lateral ground plane force at outside wheel contact patch A = inside wheel force line/resolution line intercept
and then iteratively tweaking that. But that’s a Fzo = jacking force induced in outside wheel suspension C = outside wheel force line/resolution line intercept
bit like groping in the dark, guessing at where θo = outside wheel force line angle = tan-1 (Fzo/Fyo) B = resolution line roll centre height = average of A and C
you are going, stopping and turning on the Fyi = lateral ground plane force at inside wheel contact patch Mx (see Equations) = geometric anti-roll moment
lights to see where you’ve ended up, and Fzi = jacking force induced in inside wheel suspension induced in the above system
then turning off the lights and groping
some more. It is convenient to have a more
expeditious way to get from a desired set of
geometric properties to a design. roll moment; a way to mentally reduce an pounds-feet or pounds-inches per pound,
independent suspension to the simplicity or Newton-metres or Newton-millimetres
A roll to play of a notional axle with a notional horizontal per Newton. The force units cancel, leaving
The second reason we talk about a roll centre Panhard bar or roller in a vertical slot. us with the length units.
is that it is also convenient to have a concise What units would such a coefficient have? Figure 2 is a formal proof that the
‘shorthand’ way of describing a system’s Would it be unit-less? No, it would have resolution line method of assigning roll centre
geometric anti-roll properties. That is, to units of length. In imperial units, the total height produces geometric anti-roll moment
reduce the whole ball of wax to one simple ground plane force is expressed in pounds. predictions equivalent to those calculated
The Mark OrtizInAutomotive
coefficient: a single number that expresses SI units, it’s Newtons. The anti-roll moment from jacking coefficients, ground plane forces,
the relationship between the total The Mark Ortizis Automotive
ground in pounds-feet or pounds-inches, or it’s and track width. The meanings of the lines
plane force (necessarily, at a known right/ in Newton-metres or Newton-millimetres.
PRESENTED FREE OF CHARGE
are the same as in Figure 1, but the system
left distribution) and the geometric anti- AS A SERVICE
TheTOratio
THE between the two then has units of shown has anti-roll on both wheels.
PRESENTED FREE OF CHARGE
MOTORSPORTS COMMUNITY
AS A SERVICE TO THE
MOTORSPORTS COMMUNITY
EQUATIONS Summing up
To be proven: the product of total ground
plane force and height of resolution line roll
From jacking coefficients (Fz/Fy), ground plane forces (Fy), and track width (T): centre is equal to the product of half the track
width and the sum of the jacking forces, taking
M = (F + F ) T/2 ziθ θ
Mx x= (Fzozo+ Fzi) T/2 as positive a jacking force producing anti-roll,
= ( F
= (Fyo(tan
yo (tan θ ) + F
θo)o+ Fyi(tan
yi (tan θi))T/2
θi)) T/2 i.e. upward on the outside wheel or downward
on the inside wheel – see Equations.
From product of resolution roll centre height (B) and total ground plane force (Fyo + Fyi):
CONTACT
AA= =Fyi
Fyi(tan
(tanθi)θi)T(Fyi
T(Fyi/ (Fyo
/ (Fyo++Fyi))
Fyi)) Mark Ortiz Automotive is a chassis
CC= =Fyo
F (tan
(tanθo)
θ ) T(Fyo
T(F / /(Fyo
(F ++ Fyi))
F )) consultancy service primarily serving oval
yo o yo yo yi
θ track and road racers. Here Mark answers
B=
B(C=+(C
A) /+2 A) / 2 your chassis set-up and handling queries.
(
= T(Fyo / (Fyo + Fyi)) (tan θo) + T(Fyi / (Fyo + Fyi)) (tan θi) /2 ) If you have a question for him, please don’t
hesitate to get in touch:
θ θ
Mx = B (Fyo + Fyi) E: markortizauto@windstream.net
T: +1 704-933-8876
= ((T(F / (Fyo + Fyi)) tan θo + T(Fyi / (Fyo + Fyi)) tan θi /2
yo ) ) (F yo + Fyi) A: Mark Ortiz
θ θ
(
= T Fyo tan θo + T Fyi tan θi /2 ) 155 Wankel Drive, Kannapolis
NC 28083-8200, USA
= (Fyo(tan θo)θ+ Fyi(tan θi)) T/2
θ
θ θ
Cams + Pulleys, Belts & Chains Valves & Valve Springs Performance Cam Kits & Valve Spring Kits Followers & Tappets
TECHNOLOGY – AEROBYTES
The old-fashioned
smoke plume can
validate CFD flow
The Oxford Brookes car in preparation for its session in the MIRA full-scale wind tunnel visualisations
T
his month we will examine further sidepods and central rear diffuser clearly all
aerodynamic aspects of Oxford Brookes added up to an effective package on OBR18.
University’s 2018 Formula Student And keep in mind that with the wind tunnel’s
entry. The team was the highest placed UK stationary floor the actual downforce levels on
finisher in the Silverstone-based competition track will be rather higher than this. We also
in July, 2018, and its car, the OBR18, features an saw that the ‘Vceiling value’, that is, the velocity
intricate aerodynamics package that had been at which the car could be driven upside down
developed with extensive use of CFD. across the ceiling (assuming it could get there) Variable spacers in the pushrods were used to adjust ride height
In last month’s issue we saw how the worked out at an impressively low 86mph
baseline wind tunnel-derived data on OBR18 (note that coefficients multiplied by frontal height sweep. Nevertheless, the options chosen
placed it in pole position among the Formula area, A, are shown in Table 1 to make direct gave some interesting insights.
Student cars we have tested in the MIRA comparison more meaningful). The first change was raising the front ride
full-scale facility for our Aerobytes column. By height by 15mm. Changes or delta (∆) values
way of a recap, the data on OBR18 are shown Ups and downs to the coefficients are shown in Table 2 in
in Table 1 along with the numbers from the One of the priorities for the Oxford Brookes counts, where one count is a coefficient change
University of Hertfordshire’s 2013 car (UH15) team during our session was to evaluate some of 0.001. The major effects of raising front ride
and Bath University’s 2014 car (TBR14). ride height and rake changes. The adjustments height were to increase drag (by 2.8 per cent)
Despite somewhat restrictive rule changes were made by changing spacer blocks in the and decrease front downforce (by 16.8 per
that had taken place since 2014, OBR18 suspension pushrods, which took longer than cent). The knock-on effects were an increase in
managed a slightly higher -CL.A (downforce) a more conventional pushrod rotation to rear downforce (of 6.9 per cent) and a shift in
value than TRB14 but at a significantly lower accomplish, so there wasn’t time to do a full ride balance off the front by 6.2 per cent in absolute
drag level, giving rise to a 32.5 per cent higher
–L/D (efficiency) value. The composite (in Table 1: Oxford Brookes OBR18 data compared to other Formula
every sense) wing packages plus the profiled Student cars previously tested by Racecar Engineering
CD.A -CL.A -CLfront.A -CLrear.A %front -L/D
UH15 1.249 1.959 1.150 0.809 58.7% 1.568
height increased Table 2: The effects of raising front ride height by 15mm
drag and decreased FRH +15mm
∆CD.A
+34
∆-CL.A
-102
∆-CLfront.A
-195
∆-CLrear.A
+93
∆%front*
-6.2
∆-L/D
-136
front downforce * Changes in %front are absolute, not relative.
Adjusting the rear for low ride height run. The car was also tested at minimum pitch angle The underbody downforce was significant thanks in part to the central rear diffuser
terms to 40.2 per cent. The predominant cause Table 3: The effects of reducing front ride height by 35mm
of these changes was likely to be that raising
∆CD.A ∆-CL.A ∆-CLfront.A ∆-CLrear.A ∆%front* ∆-L/D
the front wing reduced ground effect under it
and hence reduced its downforce; the reduced FRH -35mm -37 -106 -89 -16 -1.7 -24
mechanical leverage from the front wing ahead
of the front wheels then saw more download Table 4: The results of the low ride height run
felt at the rear wheels. The modest drag increase ∆CD.A ∆-CL.A ∆-CLfront.A ∆-CLrear.A ∆%front* ∆-L/D
was probably the effect of more mass flow
FRH -35mm -69 -193 -103 -90 -0.6 -45
passing under the car and interaction with it. RRH -20mm
Going low
Next, the front ride height was dropped to Table 5: The effects of applying minimum pitch angle
its minimum, 35mm below baseline, and the ∆CD.A ∆-CL.A ∆-CLfront.A ∆-CLrear.A ∆%front ∆-L/D
results are shown in Table 3, again as changes
FRH +35mm +8 -209 -373 +175 -12.0 -183
relative to the baseline run. The responses RRH -20mm
were rather different. Drag decreased by
around three per cent, most simply explained
by a reduction in mass flow under the car, the the fixed floor wind tunnel may have been to the highest level seen. We may conclude
opposite of the above change. However, total exacerbating the effect too. that some of this came from mass flow benefits
downforce reduced by a similar amount to that The following run, designated the ‘low ride in the rear underbody since at this minimum
seen with the front ride height increase above, height run’, saw the rear ride height reduced pitch angle there was no increase in wing or
with the reduction at the front end (-7.7 per by 20mm with the low front ride height from underbody angle that might otherwise explain
cent) accounting for most of this along with a above retained. The changes relative to the or contribute to such a response. There would
small reduction at the rear. baseline are shown in Table 4. Drag reduced also have been the effect seen in the first front
So what was going on here? Well, during by roughly double the amount seen in the ride height increase where reduced leverage
this run the front wing was oscillating quite previous run, and it seems reasonable to think from the front wing ahead of the front wheels
markedly. Add this to the decrease in measured that this is once again down to a reduction saw more download on the rear axle.
front downforce and the obvious conclusion is in mass flow under the car. Total downforce In our final instalment on Formula Student
that the front wing was stalling at this low ride reduced by almost double the amount seen aero next month we’ll look at the skid pad
height and creating unsteady flow, essentially in the last run too, with the front wing still in condition, including yaw and steer angle, and
a mild example of ‘aerodynamic flutter’. This its oscillatory, probably stalled, condition, but also the effects of fitting smaller wheels.
type of stall is the result of the wing being close now the rear of the car had lost downforce too.
enough to the ground that mass flow under it This could again be the result of the mass flow CONTACT
reduced sufficiently for flow attachment on the reduction under the whole car. Simon McBeath offers aerodynamic
crucial underside surfaces to be compromised. advisory services under his own brand of
In this case the stationary ground plane of Pitch perfect? SM Aerotechniques –
Lastly the car was set to ‘minimum pitch’ www.sm-aerotechniques.co.uk.
In these pages he uses data from MIRA
condition, where the rear ride height was left
to discuss common aerodynamic issues
This could be the at -20mm but the front ride height was raised
to +35mm. The coefficient changes relative
faced by racecar engineers
result of mass flow to baseline are given in Table 5. This time the
change in drag was very small but the reduction
Produced in association with MIRA Ltd
Taking
stock
In 2018 the Truck Series saw the introduction of a low-cost Ilmor engine option. Meanwhile NASCAR is now looking at introducing composite bodywork into this hugely popular series
www.kaiser-wzb.de
TECHNOLOGY – NASCAR R&D
It’s a new model for Ford in the NASCAR Cup for the 2019
season, with the Mustang replacing the outgoing Ford Fusion
Meanwhile, in the 2018 Monster Energy Cup Modelled off of the successful Indianapolis configuration with the super-speedway air
Series we saw several significant milestones drafting package from the Xfinity Series, restrictor, which cut power to around 400bhp.
from both the technical and race event side NASCAR designed the revised rules package to The results were an exciting mix of on-track
that have had a positive impact. Also, it’s a increase drag and downforce by around 30 per battles and mayhem, with close finishes in the
new model for Ford in 2019, with the Mustang cent vs the normal 2018 intermediate track rules qualifying Open race as well as the main event
making its debut at Daytona to replace the package. This was achieved by increasing the All-Star, which was won by Kevin Harvick.
outgoing Ford Fusion. There are many other front splitter size along with an increase in rear
significant changes afoot for the start of spoiler height up to 6in in the centre and 8in Roval office
2019, too, including changing engines and toward the outside. Front aero ducts, as used in Charlotte Motor Speedway was also the site of
aerodynamics. Here’s a brief recap of 2018’s the Xfinity series to enhance the slipstreaming another of our notable events of 2018, with the
big moments in the Cup series, and how it has effect of a trail car, were designed for two of the introduction of the Bank of America Roval 400
informed the upcoming 2019 season. three manufacturers involved in the series. The in October. The hybrid road course and oval
aero ducts intake air from the brake inlet region event was the product of two years of work
All-Star testing of the facia and then expel it out of the wheel between NASCAR’s track services team and
The Monster Energy All-Star Race at Charlotte opening just in front of the tyres to widen the speedway owners Speedway Motorsports Inc.
Motor Speedway has been a NASCAR tradition wake and enhance the slipstream effect. Through the course of several tests between
since it was first introduced in 1985 with a Since this effect relies on proximity to the NASCAR, race teams, and tyre supplier
simple premise – an exhibition race for $1m. leading vehicle, engine power was capped Goodyear, the final configuration was unveiled
The race is an invitational format, open to race at around 400bhp. This power level was over the summer to replace the oval layout,
winners from the past and current season, as selected since in the 2018 season there were along with a change in the race distance from
well as full-time competing series champions. essentially two engine variants available: the 400 miles to 400 kilometres. Key changes during
As an exhibition event, the race has often been open configuration of around 735bhp, and the course of testing included revisions to the
used as a testing ground for new concepts that the speedway version used at Daytona and back stretch chicane layout, removal of a slower
have in many cases been adopted into the Cup Talladega at around 435bhp. To prevent the infield section of turns, and several kerbing
Series. In the past these have included double- ability or need to produce another speedway variants to prevent drivers from cutting the
file restarts, the concept of stages, and in 2018, engine for the exhibition event, NASCAR and course and to minimise possible damage to the
an entirely revised rules package. the competitors agreed to use an open engine cars in the event the kerbs were struck.
In Xfinity the new composite body will be the only option for the teams in 2019. These have better durability than the older steel bodies, while the car-build process is much quicker
it p 2
us or
t
Design and manufacture of
high performance exhausts,
precision fabrications and
RADIATORS AND HEAT
EXCHANGERS thermal management solutions EXHAUSTS AND PRECISION
FABRICATIONS
PROTECTION SYSTEM
SUPPLIERS TO F1, INDYCAR, TOURING AND SPORTSCAR, RALLY AND PERFORMANCE AUTOMOTIVE SECTORS
SST Technology
Oxfordshire T: +44 (0) 1865 731018 E: info@sstubetechnology.com
www.sstubetechnology.com
LATCHES
REDLINE
Practice on the Charlotte Roval. There were worries that the NASCAR Cup racecars would not be able to handle the kerbs but in the event this did not prove to be a problem
HERMETIC CONNECTORS
ONLINE SHOP
CONNECTORS ACCESSORIES HEAT SHRINK BOOTS FOR AFTER HOURS ORDERING
START YOUR
SIMULATIONS!
Today’s fast-paced world
won’t wait for slow CFD.
You need accurate results,
and you need them fast.
CONVERGE’s autonomous
meshing and efficient design
optimization tools allow you
to fine-tune your designs
with speed and confidence.
The one-off All-Star race has often been used as a testing ground for new concepts that have in many cases then been used in the Cup. New aero parts were trialled in 2018
of the pan is not critical beyond a certain length, engine could transfer to the Xfinity and Truck events and further enhancements to crash
it was decided to extend the pan to cover some series in the coming years as economies of scale simulation models in the future.
more costly chassis and steering components allow for reduced engine costs across the board. The R&D team at NASCAR has a busy
that had begun to become increasingly With safety always at the forefront of our schedule heading into 2019, with several tests
aerodynamically-driven in their designs. minds here are NASCAR R&D, 2018 saw the to evaluate the rear aerodynamics package and
Vertical fences were added to the pan as introduction of new in-car high-speed cameras. its effect on tyre wear at targeted tracks on the
well, to further enhance the effectiveness of the These cameras, which were introduced in the calendar, including Daytona, Phoenix, Fontana,
front downforce system. Further widening of the latter part of the season, are integrated with Las Vegas, Indianapolis, and Chicago.
radiator pan was found to create undesirable the onboard Incident Data Recorders (IDR) to
ride height sensitivity, in some cases leading to record the driver’s body movement during New toys
a 12 per cent balance shift over one inch of events that trigger the IDR. It is hoped that the Of course, we couldn’t accomplish our goals
travel. The 2019 configuration manages to increased data will aid in recreation of crash without adding a few new toys to the mix. After
achieve the desired downforce gain while obtaining larger format 3D printing capabilities
avoiding extreme ride height sensitivity. for 2018, R&D will also be investing in a smaller
print volume Markforged 3D printer that is
Spacer racer capable of printing high strength parts using
On the engine side, the use of restrictor higher strength plastics, as well as the ability to
plates will cease after the first Daytona reinforce the parts with continuous carbon fibre
race in February. From then on, the engine and fibreglass during printing.
configuration will either be 550bhp with a Meanwhile, on the inspection and quality
tapered spacer, or will be a 735bhp open control side, there’s now a Hexagon laser
engine, depending on the track. scanning system to aid in R&D projects as well
Peak RPM targets will be reduced from as post-race competition inspection. Finally,
9000rpm to 8500rpm with the goal of Revised splitter and radiator pan with vertical the addition of Dassault Systemes CATIA is
supporting multi-race engines. It is anticipated fences visible. Pan length was extended to cover intended to add full vehicle Class A surfacing
the evolved engine architecture for the 550bhp parts that had become aero development areas capabilities to the organisation.
On the gas
In part one of a two part special Racecar explores
the role of hydrogen fuel cells in motorsport,
examining why they are needed, while also taking
a look at some examples of prototype racecars that
have already embraced this exciting technology
By RICARDO DIVILA
H
alf a million years after the first
signs of the use of fire by our
ancestors, energy used for cooking
is responsible for 0.5bn tonnes of
CO2 emissions or 1.38 per cent of our yearly CO2
production. The rest is produced by all the other
uses we have for energy. This is all a result of our
ingenuity and inventiveness, but it also seems
to bring a rather large downside along with it –
damaging emissions and pollution.
On average, each person on the planet
simply going about their normal business
produces the equivalent of five tonnes of CO2 a
year. The cycle of this seems to be increasing
the average temperature of the environment
we live and depend on.
In the 200 years from the start of the coal
age to 1970, 420bn tonnes of greenhouse
gases, mostly CO2 – that’s about 1200 times the
weight of every person living on the planet right
now – was produced through industrial activity,
mostly the burning of fossil fuels. And still we
are pumping CO2 into the air.
In order to limit global warming to less than
2degC, total emissions from global energy use
across industry alone will have to be 50 to 80
per cent lower than they are now by 2050, and
as much as 75 to 90 per cent lower if the rise in
temperatures is to be capped at 1.5degC.
Energy bill
This will not be cheap. The estimate is that
between 2016 and 2035 the annual cost of
keeping the rise in temperature to 1.5degC
would be about $2.4trn, which is roughly 2.5
per cent of world GDP. As a comparison, last
year total energy investment was $1.6trn,
mostly in coal, oil and gas.
Of course, the costs that will be incurred
by us not doing anything about this would be
in an order of magnitude that is much greater,
Hydrogen’s potential has long been understood but only recently have road cars began to appear. The Riverside Rasa had been developed by former racecar designer Hugo Spowers
T
he technology being developed by
Renewables GreenGT for the H2 racer was also used QUICK SPEC: Maxity H2
Now, though, it is also finally becoming in a parallel project for a utility vehicle
Performance
affordable to harness renewable energies for the Post office in Dole, Jura, in France, Average autonomy up to 200km (100km from the batteries);
on a large scale. However, in solving the where a truck called Maxity H2 was put into maximum speed of 90km/h
environmental issues from fossil fuels with service for one year, serving as a test for Motor
renewables, new challenges arise. electric-hydrogen propulsion. Asynchronous electric motor: 400V / 47kW (robotic gearbox)
Investment in renewables has been twice The vehicle was equipped with a 20kW Batteries
On-board energy: 42kWh lithium-ion technology / iron phosphate
as much for coal, gas, oil and nuclear combined fuel cell and a lithium-ion battery to power the (Valence Technology); four battery packs with a total weight of
last year, while sales of electric vehicles are engine, and it had a range of about 200km. 400kg. Full recharge time including battery equalisation phase:
increasing rapidly. It took 17 months, from Its battery could be recharged in six hours. seven hours. On-board charger allowing charging on a single
mid-2014 to 2016, for the global number of The fuel cell installed on the Maxity actually three-phase power supply
passenger EVs to go from one million to two also used the heat that it released to warm up Hydrogen Fuel cell
On-board energy: 45kWh; hydrogen cell: 20kW. Two 75-litre
million. It took just six months in 2018 for them the passenger compartment, to avoid using hydrogen tanks, allowing storage of 4kg of H2 at 350bar pressure.
to increase from three million to four million. the energy of the battery, and therefore to Total weight of the hydrogen unit: 300kg
But decarbonising parts of the economy preserve the autonomy of the test.
where electricity and lithium-ion batteries are Commissioned in February 2015, the truck had, a year later, travelled 10,000km in 150 days. The fuel cell
difficult to use – heavy transport, heating and on this vehicle proved that the electric-hydrogen alternative not only gives a much higher efficiency than just
industry – will be hard. In 2014, these ‘hard-to- electric, and is emission free, but is also applicable to many applications requiring high-power motors.
KRONT
EC MAS
CHINENBAUGMBH|WALHALL
ASTRAßE19|93083OBE RT
RAUBL
ING
WWW.
KRONTEC.DE|RF
C@KRONT
EC.DE|TEL:+49(
0)94015253-
0
TECHNOLOGY – HYDROGEN IN MOTORSPORT
WWW.DRYSUMP.COM
See us at Autosport Engineering Stand E401
WWW.SPINTRIC.COM European Distributor – Classic World Racing
916.652.5282 www.classicworldracing.co.uk +44 (0)1527 521050
TECHNOLOGY – HYDROGEN IN MOTORSPORT
• Better Your Performance using high-performance piezo-electric pressure sensors for the
highest accuracy
www.hispecmotorsport.co.uk
contact us for a tailor-made brake package
PHONE: 01322 286850
Race
calipers
Featuring internal
For further information visit luid transfer and
the option of
trenchant-tech.com/lifing HiSpec dual
Ultra-rigid 3D heatsoak pistons.
To book your FREE demo of LifeCheck call: design machined
from a choice of billet HE15
+44 (0)1724 897318 or HE30 in hard anodised inish.
or email sales@trenchant-tech.com
Road
calipers
Our extensive range of road
calipers feature dust seals
and internal luid
Rotors
transfers. Machined High quality UK casting
from Billet HE30. featuring curved vanes,
heat treated and surface
ground to a perfect inish.
Available in a range of Available with ixed or
colours and options to loating mounts and to
suit your needs. custom speciications.
TECHNOLOGY – HYDROGEN IN MOTORSPORT
The GreenGT LMPH2G packs an electric-hydrogen four-stack fuel cell with polymer electrolyte membrane which produces a constant 250kW (335bhp) through four electric motors
Custom Headers
Mandrel Bends
Merge Collectors
Straight Tubing
Mufflers
704-795-7563
Headers and Exhaust
Your parts
3D printed in
carbon fibre
GreenGT LMPH2G
Key to diagram
1. Electric motors 6. Buffer batteries 9. Humidifier
Four electric motors on the rear wheels (two Excess electricity produced by the hydrogen fuel Humidified air improves the interaction between
on each) provide propulsion. cell and by the KERS system (when braking) oxygen atoms and dihydrogen molecules. The
feeds into high-performance cells. The driver can humidifier ensures the level of humidity of the air
2. Hydrogen reservoirs
therefore double the car’s acceleration potential injected in the stacks remains constant.
The dihydrogen (H2) is stored in three pressurised
(250 to 480kW, the equivalent of 653bhp).
(700bar) carbon filament tanks used to fuel the cell. 10. Radiators and cooling system
The first two are placed either side of the cockpit 7. Transmission
11. Exhaust
and the third just behind the driver. A special, clutch-less single-speed gearbox
The only emission produced by the Green GT
manages the rear wheels independently and
3. Hydrogen fuel cell LMPH2G is water (H2O). Steam escapes through
is designed to reduce grinding.
Comprises four stacks, at the core of which four vents (one per stack) to the rear of the car, in
molecules of dihydrogen (H2, stored in the 8. Compressor the middle of the aerodynamic diffuser.
tanks) and oxygen atoms combine to form water This compresses and accelerates the air that enters
molecules (H2O). This reaction produces heat, and via the vent (up to 300g per second). It operates
electricity, which powers the car’s electric motor. at up to 100,000 revolutions per minute. The
modulation of the airflow injected in the stacks
4. The stack
alters the reaction and therefore determines the
A layered pile of 230 cells, bipolar plates and
amount of electric power produced.
hydrogen porous membranes.
5. Air Intake
The ambient air used to produce the reaction 8 11
within the stacks enters through this vent. It is 5
filtered, propelled towards the compressor, then the 1 7
humidifier, before entering the stacks.
3 10
4
9
6
10
2
with a rear steel frame, and the classic double is just 8.6kg, and this is one of the paradigms The buffer battery kinetic energy recovery
wishbone pushrod suspension and carbon that racing will have to digest, being used system (KERS) charges a 750V battery of 2.4kWh
brakes. The powertrain consists of a GreenGT to hydrocarbons, where filling a 63-litre tank capacity. Battery design evolution is another
electric-hydrogen four-stack fuel cell with increases the all-up weight by 43.6kg. field where the mass is being constantly
polymer electrolyte membrane producing a reduced, all of which makes this a more and
constant 250kW (335bhp) through four electric Safety advances more viable option for motorsport.
motors (two per rear wheel). Maximum output A good example of the changing constraints in Refuelling with pressurised tanks could be
480kW at 13,000 revs (653bhp) and the 2.4kWh the design is given by the evolution of safety further developed by the use of liquid hydrogen
buffer battery delivers an additional 250kW by the regulating laws. The previous 2.2 safety and hoses. As liquid hydrogen storage entails
for 20 seconds. The hydrogen is stored in three factor for pressurised hydrogen containers (that thermal insulation and high pressures, this is
pressurised tanks (see the operating diagram is, a 700bar hydrogen container must be rated a later step, but the advantages of using this
above) at 700bar pressure. at 1540bar pressure) is being re-regulated at fuelling method are extensive. Thus this will be
The weight of the LMPH2G is 1420kg in a factor of two, as a result of the knowledge examined in detail on the next instalment in
working order (front 39.8 per cent and rear 60.2 amassed in operating and manufacturing them. this series, in which we will also cover this
per cent). The weight increase when refuelled This allows the container weight to be reduced. second car in much more detail.
Earls Performance
15/16 Silverstone Technology Park
01327 858 221
Silverstone, Northants. sales@earls.co.uk
NN12 8TL www.earls.co.uk
Taking ’charge
(header) Taking ’charge
(header) Taking ’charge
(standfirst) There’s nothing quite like a turbo to literally boost your engine performance,
but with parts that spin at up to 350,000rpm and problems of heat and lag to overcome
(standfirst) There’s nothing quite like a turbo to There’s literally
nothing boost your engine performan
quite like
they’re far from simple devices to engineer. Racecar spoke to those at the cutting edge of
but with parts that spin at up to 350,000rpm and problems of heat and lag to overcome
turbocharger design to find out more a turbo to – literally – boost
they’re far from simple devices to engineer. Racecar spoke to those at the cutting edge o
turbocharger design to find out more your engine performance,
but with parts that spin at up
y GEMMA HATTO
to 350,000rpm and problems
y GEMMA HATTO
ullquotes
of heat and lag to overcome
ullquotes
they’re far from simple
‘Instead of running a V8 you can run a turbocharged V6, making the same amount of power
with better fuel efficiency’ devices. Racecar spoke
‘Instead of running a V8 you can run a turbocharged V6, making the same amount of pow
with better fuel efficiency’ to those at the cutting
‘We have a dedicated aerodynamics group that uses F to analyse and predict the
performance of the compressor wheel’ edge of turbocharger
‘We have a dedicated aerodynamics group that uses F to analyse and predict the
performance of the compressor wheel’ design to find out more
Turbochargers can increase engine intake air temperature by as much as 50deg
By GEMMA HATTON
Turbochargers can increase engine intake air temperature by as much as 50deg
‘The e ooster is an electric motor coupled directly to a compressor and it can provide near
instantaneous response’
‘The e ooster is an electric motor coupled directly to a compressor and it can provide ne
instantaneous response’
The goal of every powertrain department in all forms of racing is to extract the maximum
amount of power out of the engine. This is done by increasing engine torque as shown in
The goal of every powertrain department in all forms of racing is to extract the maximum
Turbochargers increase the amount of air entering the engine
Equation 1, which consequently depends on several other engine variables shown in
amount of power out of the engine. This is done by increasing engine torque as shown in
and therefore boost the power. E-turbos are particularly
Equation 2. Assuming that the variables relating to the fuelling and combustion remain
applicable to hybrid, electric and hydrogen vehicles
Equation 1, which consequently depends on several other engine variables shown in
constant (hf, QHV and F/A) there are essentially three main ways of increasing engine torque:
Equation 2. Assuming that the variables relating to the fuelling and combustion remain
T
he goal of every powertrain them going to waste,’ explains Harut Stepanyan,
1) Increase volumetric efficiency 2) Increase the swept volume of the cylinders 3) Increase
department in all forms of racing constant (h EQUATIONS
f, QHV and F/A) there are essentially three main ways of increasing engine tor
senior application engineer at Garrett. ‘This
the intake air density.
is to extract the maximum amount
1) Increase volumetric efficiency 2) Increase the swept volume of the cylinders 3) Increas
turbine wheel can spin up to 350,000rpm and is
EQUATION 1
This is
of power from the engine. connected to a shaft which rotates a compressor
done by increasing engine torque, as shownthe intake air density.
wheel through a system of bearings. The
in Equation 1, which consequently depends ��������
compressor wheel then spins, which allows it to : � =
on several other engine variables shown in suck in large amounts of ambient air, increasing
Where:
Equation 2. Assuming that the variables its T = torque (
density before goingm) ��������
into the engine. The Where: : � =
relating to the fuelling and combustion
remain more = power (kW)
air you can put into the engine, the more
Where: T = torque ( m) T = torque (Nm)
essentially
constant (ηf , Qhv and F/A) there are = engine speed (rev/s)
fuel flow rate you need to maintain a similar P = power (kW)
three main ways of increasing the engine ratio and = power (kW)
air/fuel therefore you can generate
torque: 1) Increase volumetric efficiency; 2)
N = engine speed (rev/s)
power. So = engine speed (rev/s)
more effectively instead of running
Increase the swept volume of the cylinders; 3)
a V8, you can run a turbocharged V6, making EQUATION 2
Increase the intake air density. the same amount of�������� : � =
power with better fuel
Volumetric efficiency can be improved efficiency because there are fewer cylinders.’
Where:
through clever fuel injection strategies as well as TTypically,
I = indicated engine torque (
turbochargers can��������
increase the m)
: � =
tuning of intake and exhaust manifolds, and also F/A = fuel air ratio
inlet air density into the combustion chamber
Where:
valve lift timing. But in most categories of racing by a factor of T I = indicated engine torque (
1.5 in road car engines and a m)
the type of fuel injection and the swept volume
factor of F/A = fuel air ratio
three in racing engines. Maximising Where:
of the cylinders are heavily regulated. This leaves the amount of air into the engine, either TI = indicated engine torque (Nm)
increasing the intake air density as one of the through increasing the flow rate or density, F/A = fuel air ratio
most effective ways of increasing engine torque, is the primary role of the turbocharger and is Qhv = heating value of fuel (usually 42-44MJkg-1
and therefore engine power, and this is achieved dependant on a wide variety of parameters that ηV = volumetric efficiency
through the use of a turbocharger. engineers have spent decades tuning. ηf = fuel conversion efficiency
‘A turbocharger uses the exhaust gases from One of the most important of these Vd = swept volume (m3))
the engine to drive a turbine wheel, instead of parameters is the geometry of both the
The turbocharger, in this case supplied by Van der Lee, can be seen here in the middle of the V of the Mecachrome V6 engine that powered the Ginetta LMP1 car in the WEC in 2018
NAPIER TURBOCHARGERS
For years it has been quite common for
ball bearing turbochargers to be equipped
with ceramic rolling elements, which increase
reliability of the system. Compared to journal
bearings, ball bearing cartridges require less
oil flow, which has add-on system benefits,
such as reduced oil pump sizing. CFD has its uses beyond racecar aerodynamics; such as modelling the airflow through the inner workings of a turbocharger
One example of when the turbocharger
is subjected to high temperatures is during a
hot shutdown. This is where all the heat from
the cylinder heads, exhaust manifold and
turbine housing migrates to the turbocharger’s
central housing which can lead to the oil in
the bearings actually cooking. To minimise this
effect, the centre housings are water-cooled
using coolant from the engine which acts as a
heat sink. In high level racing, air bearings are
used which are completely oil–free and offer
further improvements in efficiency.
NAPIER TURBOCHARGERS
generating as much power as possible.
Categories were only restricted by the amount
of air they could put into the engine, not
the amount of fuel. This led to an era where
maximising airflow was the primary focus and
the amount of fuel that burned with it didn’t
matter. Of course, this also led to teams running An insight into the distribution of Mach Number on the blades of an axial turbine using complex CFD simulations
extremely rich air/fuel mixtures, with fuel
spewing out of the exhaust in some cases. This
is far from eco-friendly and as public opinion
moved towards sustainability and saving the
planet governing bodies followed suit and
switched the regulations to restricting the
amount of available fuel, rather than air. Teams
now run lean air/fuel ratios.
However, there are still some categories that
run air restrictors such as rally and rallycross, and
the turbocharger design for these applications
is vastly different to those in fuel restricted
formulas. Firstly, this type of motorsport requires
rapid boost response and therefore smaller
Ball bearing cartridges are now commonly used
turbochargers are most suitable. Although this
in motorsport turbos. These support the rotating
can result in lower peak power due to increased
shaft between the turbine and the compressor
exhaust back-pressure at higher engine speeds,
Throttle lag
It’s well-known that during some turbocharged
engine operating conditions the amount
of available exhaust energy is relatively low
which contributes to a lag in throttle response.
Naturally, when you put your foot down during
these low exhaust energy conditions, such as
NAPIER TURBOCHARGERS
E-boosters
‘The E-booster is an electric motor coupled
directly to a compressor and can provide
near instantaneous response,’ says Norton.
‘When commanded to do so it immediately
accelerates the compressor to high rpms,
whereas a conventional turbo, which relies
on exhaust energy would take much longer.
Then there is the E-turbo, which has a motor
generator unit inside the bearing housing, so it
is a conventional turbocharger in the sense that
there is a turbine stage and a compressor
stage on one common shaft, but there is an
electric motor/generator set between the two An E-booster uses an electric motor coupled to the compressor which helps the turbocharger to provide instantaneous boost
which not only drives the rotor group but can at low engine speeds, thereby minimising throttle lag. This technology is most likely to be found in automotive applications
also be used as a generator, providing electricity
back into the battery pack.
‘Each type of electrified turbocharger
technology has its use, and E-chargers such
as E-boosters and E-compressors are best
used as transient boost enablers,’ Norton adds.
‘Effectively an electric motor with a compressor
section attached, it is typically designed to only
consume electrical power, not generate it. As an
example, the more time an E-charger is used to
provide boost for the engine, the more electrical
energy it consumes. If you were to constantly
supercharge your engine using one of these
devices, it would consume an ever-increasing
amount of energy, and your battery pack would
have to be very large to use it in this manner.
‘What is quite interesting about an E-turbo
is its ability to both use and generate electricity,’
says Moyer. ‘In a typical turbocharged race
engine, keeping the shaft speed high is how you
can ensure boost requirements are met, and in
off-throttle conditions, anti-lag systems have
been commonly used to help that. E-turbos
can help keep shaft speeds high in motoring
conditions, but we have also learned from
situations where the speed is already high, it E-turbos differ from E-boosters as they are also used as generators to provide energy that’s put back into the battery pack,
is beneficial to artificially drag the shaft speed as well as giving boost at low engine speeds. These are particularly applicable in modern motorsport hybrid powertrains
down by means of electrical generation, which
would be stored in the battery system. That
stored energy can then be re-deployed to
‘The E-booster is an electric motor coupled
motor the compressor back up to high speed on
demand. That strategy can be used to increase
directly to a compressor and it can
overall engine system efficiency.’
provide near instantaneous response’
Charging on dissimilar to engines. Power output depends already used in high end racing can also be
With the extinction of engines on the hugely on the amount of air and hydrogen that used to mitigate this problem for hydrogen fuel
horizon (or so we are always being told), and flows into the fuel cell so turbochargers are cell vehicles. The Honda Clarity [hydrogen fuel
electrification and now hydrogen taking once again the perfect solution for boosting the cell car] uses a Garrett two-stage compressor
over, you may think this spells the end of amount of power for the same size fuel cell. coupled to a 20kW permanent magnet electric
the turbocharger. However, by integrating ‘One of the technical challenges with motor which is supported on airfoil bearings, so
motors into turbochargers and consequently incorporating turbocharger technology into there is no oil in the system whatsoever.’
converting them into generators, turbochargers a hydrogen fuel cell is that the lubricating oil So whether racecars of the future are
are now another vital source of regenerative could contaminate the fuel cell stack reducing powered by fuel, electricity or hydrogen,
power for electric and hybrid vehicles. In the fuel cell’s efficiency,’ says Moyer. ‘However, turbochargers will continue to play a key
terms of hydrogen fuel cells, these are not too the oil-less airfoil bearing technology that is role in maximising their power.
Competition
Specification Wheel
Studs and Nuts
• Bodywork/Panel Protection
• Cockpit Temperature Control
• Lithium Battery Protection & Thermal Event Protection for Hybrid Vehicles
www.autoverdi.com
SGS is a Motorsport Transmission Design and
Manufacturer, producing Innovative Sequential Racing
gearboxes, 4WD Systems and Limited Slip Differentials.
Brackwell Farm, Winchendon Road,
Nether Winchendon, Aylesbury HP18 0DS
Tel 01844 299565
www.sgsracing.co.uk
Racecar Eng 190x135_Layout 1 08/10/2012 09:10 Page 1
T
he two types of simulation that have
dominated racing activity over the
past few years are lap time simulation
(LTS) and driver in the loop (DIL).
However, what has often been missing is not just
the linking of these two types of simulation, but
ensuring the veracity of these links.
Also, unless you’re an F1, NASCAR Cup
or LMP1 team another thing that has always
plagued DIL is the question as to whether you
can use it as a set-up tool. This conundrum has
dominated ChassisSim R&D for the last two
years. We now have an answer for it.
In this piece we are going to be looking
at the lessons learnt during the development
of the ChassisSim driver in the loop toolbox.
Some of these do challenge conventional
wisdom on how you conduct DIL testing and
implementation, and on what counts. But
this has now been tested on a wide range of
categories, including World Time Attack, FIA GT3,
LMP2 and V8 Supercars. During this testing the
XPB
Feel real
So the key question that needs to be asked is:
if this is so straightforward on paper why has it
taken so long to come about? This is all to do
with the things that we have learnt that really
count with DIL. The main thing that you have
to get right with DIL is track visuals and the
steering and brake pedal feel. If truth be told it
was these two components that chewed up the
development time. However, without these
two elements you are sunk.
With the visuals the critical thing you have
to nail with the track model is the brake markers
and the key visual points. The two images to
the right (Figures 3a and 3b) of ChassisSim DIL
vs actual are a good case in point. While they
Figure 3b: ChassisSim DIL view
are not the same the brake markers are in the
right place and the track goes the same way. If
you can achieve that with the graphical model
then you are well on your way.
The next thing to get right is the steering
wheel torque and brake pedal feel. In terms of
the former you need at least 10Nm of torque –
but, honestly, for racing purposes you’ll need at
least 20Nm. Also, the brake pedal needs to be
connected to either some hydraulic actuator or
stiff springs/bump rubbers. The steering wheel/
braking pedal set-up you’ll see on wheels like a
Logitech G27/29/920 is simply not fit for purpose
for motorsport applications. You can half fake
the steering wheel torque, but having a linear
soft spring for the brake is a show-stopper. If you
are stuck with this, disassemble the brake pedal
actuator, cut the spring in half and shove used
race cloth or bump rubber down the cylinder. It’s
agricultural, but it gets the job done.
Advanced Cooling Systems
Water Radiators
Intercoolers
Oil Coolers The Varley Red Top range has for many decades been the battery of
Heat Exchangers
choice for both the professional and clubman. These sealed lead acid
batteries are compact and powerful enough to be used in all race series,
System Design
Ancillary Products
Stand
www.autotel.co.uk
3531
Autosport
International
BUILT TO BE
THE CLASS OF THE
R
OFF ROAD FIELD
But just a quick note here on the simulator As always, coloured is actual data and The first inkling we knew that something was
hardware we found during our testing. The bulk simulated is black. The traces are speed, steering up was with our testing in World Time Attack
of the beta testers were using the Leo Bodnar angle, front dampers, rear dampers and lateral Challenge. This revolves around taking a road car
steering wheels and they worked very well; they and longitudinal accelerations. When this model and doing pretty much anything you want to it.
are the industry standard. That said, if you’re was re-applied to the DIL simulation, there was One of our customers for this category was the
short of money the Fanatec rig will get you by. a night and day difference. first beta tester and in the lead up to the 2017
For a gaming platform it’s actually quite good. However, this testing also revealed that there event DIL was used as a driver training tool. After
will be subtle differences between the DIL and running what we did in 2017 we did a DIL vs LTS
Motion platforms LTS simulation models, and these revolve around replay. The results are shown in Table 1.
The other thing found during our testing was steering correlation. This is most revealing as As can be seen, while the lap times are not
that the motion platform was not mission critical. it illustrates a common trap for new users of identical the set-up trends were in step. This
This was something that we were very nervous LTS – that they over-chase steering correlation. also illustrates a truth about using LTS; that the
about but in the end it proved to be a non-issue. When correlating with lap time simulation you deltas in set-up are always smaller than on the
As a matter of fact, all of the testing results we want your steering to be less then actual. This is actual car. So, moving into the 2018 event the
are about to present were on either static rigs for two key reasons. First, ChassisSim LTS always DIL simulation played a much more prominent
or on motion rigs with the motion platform role in set-up preparation, as the results of the
turned off. While I do realise this will raise a few
eyebrows, one thing to consider in all this is that Having a linear soft new spec dampers showed.
Eureka moment
as you start to invest in motion platforms the
spend increases by a factor of five, at least. spring for the brake To make sure this wasn’t a one-off we did the
These observations about the motion same test with an LMP2 customer. This revolved
platform also illustrate that as a tool DIL will not is a show-stopper around taking set-up changes that they had
be for everyone. In order to be of use to a driver, done with clear results and seeing if the driver
they need to possess the ability to take visual knows where the grip is. Second, due to castor in the loop could reproduce them. The results
cues and then translate that into their heads to values actual drivers will always over-apply the are shown in Table 2 (US is understeer, HS high
figure out what the car is doing. In one case one steering wheel. Once you understand that you’ll speed). Bottom line, the trends on the actual car
of the beta testers had a senior and junior driver. be using the same models for both the DIL and where in step with the DIL feedback. Also, this
For the senior driver, since he was so used to the the LTS components of ChassisSim. was using the same model for ChassisSim DIL.
actual car cues, he struggled on the DIL rig. The But while these lessons are all well and good, This was a true ‘oh my’ moment.
junior driver had no such problems. they are meaningless without results. What Finally, to make sure we hadn’t simply got
Also, contrary to popular belief, one key persuaded us to pull the trigger on the launch of lucky we did the same test with one of our V8
lesson that emerged in testing is that the LTS was all this was the same themes and results we saw Supercar customers. The results are presented in
an essential stepping stone for DIL. Bottom line, from all the categories we tested it on. Table 3. Again, while the set-up trends matched,
if you don’t have the LTS correlated you might as
well not bother. Here’s a good example why. One Table 1: WTAC LTS vs DIL sim results
of our testers was a GT3 team and I took their
Set-up LTS lap time DIL lap Time
model at face value and started to play with it.
Friday S1 88.02s 87.76s
Suffice to say it was a total disaster. I stopped the
Friday S3 88.42s 90.30s
testing and I grabbed the engineer who made
the model and we started again. When we were Saturday S3 88.262s 88.6s
done, Figure 4 was the end result. 2018 damper spec 86.7s 86.8s
the magnitude of the changes where smaller. didn’t penalise going off line. Also, the DIL circuit DIL simulation ensures they are drivable. But I
When we dug a bit deeper the difference models used a novel method. The graphics cannot stress enough that this is a tool and not
between this model and the LMP2 model is that where originated from fbx files. All DIL graphical a magic wand. The problem with this business
the LMP2 model was a full thermo-sensitive models, whether from rFactor, Project Cars, etc is when new tech is introduced, whether it’s LTS,
load tyre model; that is traction circle radius as a can trace their graphical origins to this point. inerters etc, then everyone thinks it’s a miracle
function of load and temperature, whereas the However, the road surface profile came courtesy and they will instantly gain 10s a lap. It never is,
Supercar model’s tyre model had traction circle of the bump profiling toolbox from ChassisSim. and DIL is no exception to this.
radius as a function of load only. While this is not the same fidelity as a LIDAR In closing, the ChassisSim DIL toolbox now
scale track, it gets you 90 per cent of the result, gives you a viable tool that allows you to not
Data comparison with one per cent of the expenditure. only combine LTS and DIL simulation, but will
But while set-up trends are great, how does this But now a key question needs to be also ensure the veracity of these links. This
compare to actual data? There is an old saying asked. Where do LTS and DIL stand in the race comes down to both components using the
that the proof is in the pudding, and Figure 5 engineering pecking order? To resolve this we same numerical engine. Also, many key lessons
is good pudding. Here actual is coloured and need to refer to the race engineering process, as were learnt during its development. The key
simulated black. The traces are speed, rpm, outlined in Figure 6. This starts with what the things to get right are to match the track visuals
steered angle, throttle and lateral and in-line driver has to say. The next step is looking at the and concentrate on matching the steering
acceleration. With regards to steered angle, race data, and based on what you see there you torque and brake pedal feel. Once you have that
throttle and accelerations, for the most part they run the scenarios through the LTS. Once you’ve in place ensure the LTS model is correlated and
are almost indistinguishable. The DIL model was sorted that out you then test with DIL. modelled correctly. Then, provided you treat this
slightly quicker due to the fact the bump profile The key thing here is the LTS allows you as a tool as opposed to a magic wand, the end
needed to be dialled in and the circuit model to sort through the options, and quickly. The results will take care of themselves.
Stocking distributor of
silicone hoses Most comprehensive stock
(and most helpful sales staff ) of
(actual size)
AiM automotive data acquisition
products in the USA
• PERFECT FOR COMPACT AND
MOTORCYCLE APPLICATIONS
Distributor of genuine
Red Head push-pull US importer of
• ALSO AVAILABLE WITH refueling valves Jabroc® skid plate sheets
BOSCH LSU4.2 TYPE
CONNECTOR WITH Stocking distributor of
MS21071 Apex Joints
TRIM RESISTOR
(all sizes, 14⁄ ’’ to 1 14⁄ ’’)
D.A.T.A.S. LTD.
Data Analysis Tools And Simulation
RaceSim version 2.7.x Motorsport Essentials Gauge Fittings Oil, Fuel & Water Hoses
Consultancy
Vehicle Dynamics
Racetrack support Hose Clips, Joiners & Fittings Fan Thermostat Switch Kits Electrical Accessories
Software Development
Multi Media
Photo realistic virtual animations
Technical Features for TV
Animated virtual walk thro’ grid
D.A.T.A.S. LTD. THICKTHORN HALL NORFOLK NR9 3AT Suppliers of Race, Fast Road, Classic & Commercial Products
TEL: +44 (0)1603 506526 +44 (0)7802 770345
Tel: 01933 778335 www.LMAautoparts.co.uk
http:// www. datas-ltd.com e-mail: info@datas-ltd.com
Fax: 01933 778341 sales@LMAautoparts.co.uk
BUSINESS – PEOPLE
O
bservant readers may have noticed that in Racecar’s ‘And then there’s that pull we are talking about, too,’
feature on working in motorsport (November issue, Bond Muir adds. ‘I think that we’re going to create some
V28N11) all those interviewed and pictured were iconic drivers. We’re going to increase the fame of a whole
women. It was our own subtle way of showing how variety of drivers across the world, and hopefully that will
it’s not so unusual these days to see a female race engineer, encourage more girls when they are deciding what sports
strategist or mechanic, even at the very highest levels. they want to go to; if they have got stars they can look up to,
Yet that’s not so much the case in the cockpit. The number of then they are more likely to take up karting.’
women in professional single seater racing has reduced over the
past 10 years, while at the highest level – Danica Patrick’s time Business plan
in NASCAR being a notable exception – there has been no real But while that’s all very well in principle, the prize of $500,000
female involvement, in terms of actually racing, in recent times. for the W Series winner does not look so generous when held
It’s this ‘glass ceiling’ that the new W Series hopes to shatter. up against the €750,000 ($850,000) budgets that were required
The idea is to offer a free drive for selected female racing for the FIA Formula 3 European Championship in 2018. So
drivers in a women-only series, and at the time of writing 55 wouldn’t it be better to invest the entire $1.5m in one worthy
had been chosen to go through to an assessment process female driver, helping her to get to Formula 1?
which will whittle the field down to 18. Beyond the lure of ‘The criticism is that the money that we are putting into our
free racing, there’s also a $1.5m prize fund on offer, with series should go into supporting individual drivers,’ says Bond
$500,000 going to the series winner. Muir. ‘And that business model is one that has been going on for
Among those in the running for a W Series seat are fairly decades. The problem is, just putting money into young drivers,
well-known names such as Jamie Chadwick, Alice Powell, with the hope that they will succeed frankly isn’t a business
Beitske Visser and Carmen Jorda. But other female racers, model; that’s more philanthropy. So we’ve raised equity to get
and indeed others working in motorsport, have questioned us going and we hope that we will be announcing in the next
this concept, some saying the money could be better spent on few months some sponsorship deals. We hope to build a very
progressing the best female drivers up the single seater ladder, successful, sustainable business model.’
while others believe that the idea is patronising, or perhaps But what about accusations of segregation? ‘I think what
‘I was very sceptical even sexist. Yet none of this has actually surprised W Series critics are failing to understand, is that we do not believe in
CEO Catherine Bond Muir, as she was also dubious about segregation of female drivers. That word has been used and I
of the concept at the idea herself, to begin with. think it is a very emotive word … We are just giving, probably
first, but the more ‘I was very sceptical of the concept at first, but actually,
the more that I researched it the more that I realised that the
that I researched W Series was required,’ Bond Muir, who has a background as a A fleet of Tatuus
it the more that high-level sports business lawyer, says. ‘It’s been 42 years since T-318s will be run
a woman has been in Formula 1 [Lella Lombardi was the last by Hitech GP in the
I realised that to race in an F1 grand prix] and no woman has ever been in W Series. The cars
the W Series Formula 2 [in its modern guise, including when it was GP2]. will be driven by
And while there does seem to be quite a lot of effort to get girls 18 female racers
was required’ involved at grassroots, there also seems to be a glass ceiling in
motor racing, where women can’t get beyond Formula 3.’
Finishing school
Which is why W Series is to use a regional-level Formula 3 car,
the Tatuus T-318, a fleet of which will be fielded in a six-race
series that’s to support the DTM in 2019 – the basic idea being
to create a pool of female talent at this level.
‘We decided to set our store out at a Formula 3 level so we
could have both push and pull influences,’ Bond Muir says. ‘And
the push is to train a lot of women in to becoming better drivers.
We have got 55 drivers going towards our test in January, and
eventually we will have 18 drivers on the grid … Once the 18
drivers get on to the grid they are going to have actual racing
experience; and there are very few women in single seater series
above Formula 4, so overnight we’re going to give more women
this experience and also, more importantly, by definition, we’re
going to give more women winning experience. And I think that
that’s really important, that drivers actually learn to win.
the concept. ‘With the initial conversations with David, as January and will then go on to spend a
with all people, I think he was sceptical about it, because of Tony Ross, who until the end of the 2018 season was further six months at Infiniti’s Technical
the reason why I was sceptical; is this something that is sexist race engineer for Valtteri Bottas at the Mercedes Centre Europe in Cranfield. Dubai-based
and is this something that is putting women down? But once Formula 1 team, has now switched to the marque’s Choudhary is the seventh and final
it was explained to him that it is about giving women an new Formula E operation, where he is chief race winner of the 2018 Academy scholarship.
opportunity in order for it to be more likely that they will be engineer. Ross, who had been at Mercedes in F1 since
able to race at the highest levels of motor racing, I think he 2011 and was previously Nico Roserg’s engineer, will NASCAR chairman and CEO Jim France
was convinced. And frankly David has been so helpful to the now work with the works-affiliated HWA squad in FE’s was presented with the prestigious
business. Because [of him] we have got superstars like Matt Season 5 – the former DTM outfit is paving the way for Award for Outstanding Contributions
Bishop and Dave Ryan. I’m not a motor racing person myself, a full works Mercedes entry in Season 6. to the Sport of Stock-Car Racing at
and I’m sure they would have looked at me and said, “who on NASCAR’s end of season 2018 NMPA
earth is this?” They wouldn’t have given me the time of day, so It’s been reported that Jock Clear will be Myers Brothers awards in Las Vegas.
David has been key to this business.’ the race engineer for Ferrari newcomer
But will a female racer ever be able to achieve the sort Charles Leclerc in 2019, effectively Talladega Superspeedway president
of success Coulthard enjoyed in his own career as a result of taking a step back from the senior Grant Lynch won the 2018 Buddy
an involvement in W Series? ‘We are not going to make any performance engineer role he has filled Shuman Award at the NASCAR end of
predictions as to when we are going to get our drivers into F2 at the Scuderia since joining the team season gala at Las Vegas (see above), an
or F1, because obviously we have no idea of when that is,’ Bond from Mercedes in 2015. accolade which recognises individuals
Muir says. ‘But that is our aim.’ And what then for W Series? ‘Let’s who have played vital roles in ensuring
face it, if we achieve our aim, maybe in 15 to 20 years 50 per cent Jerome Hiquet has been appointed chief the continued growth of NASCAR.
of karters are going to be female, then frankly that’s job done marketing officer at Formula E. Hiquet,
and there won’t be any need for W Series.’ who comes to FE from endurance event Also at the NMPA NASCAR awards, the
company Tough Mudder, started his Mahle Clevite Engine Builder of the Year
career with a stint at the Accor Group and Award went to Doug Yates; the Mechanix
since then he’s worked across Europe and Wear Most Valuable Pit Crew Award
America at both Voyages-sncf.com and was scooped by Joe Gibbs Racing’s
Club Med. In 2015 he was listed as one of No. 18 crew; and the Champion
the top-40 marketing innovators to watch Crew Chief Award was given to Todd
by industry magazine PR Week. Gordon, who oversaw Joey Logano’s
championship winning Cup campaign.
Massimo Rivola is leaving his post as
head of the Ferrari Driver Academy to NASCAR Cup crew chief Mike Wheeler
take on an as yet undisclosed role at has joined Leavine Family Racing (LFR)
the Aprilia MotoGP operation. Rivola for the 2019 season, where he will
has headed the Academy since 2016, oversee the No.95 Toyota that’s to be
when he succeeded Luca Baldisserri driven by Matt DiBenedetto. Wheeler
in the position. Before that he was comes to LFR from Joe Gibbs Racing,
sporting director at Ferrari, which he where he was responsible for the No.11
had joined from Toro Rosso. Denny Hamlin-driven Toyota.
Bryan Brophy, who was the FIA steward CAMS, the Confederation of Australian
for the Thoroughbred Grand Prix series Motor Sport, has appointed the first
(now Masters Historic F1) has died at the members of its all-new Australian Women
age of 69. Brophy, who also served on in Motor Sport Commission. Jess Dane,
the panel of contemporary Formula 1 the daughter of Triple Eight principal
stewards for some grands prix, came to Roland Dane, who is also the Supercars
motorsport through competing in both team’s commercial operations officer, is
racing and rallying in his native Ireland. to chair the Commission.
XPB
the Renault team to F1 suddenly going away the role of director of the BRDC’s
in 2016, was forced to … If Formula 1 was McLaren has said that the dispute it’s been (British Racing Drivers’ Club)
XPB
give up his position at a good proposition embroiled in with Toro Rosso over the future of Superstars Programme after 11
the head of the Nissan, Formula 1 fan Ghosn is no in the past, it still Formula 1 designer James Key has now been years at the helm of the scheme,
Renault and Mitsubishi longer in charge at Renault has reason to be in resolved and that he will join the Woking outfit which helps to assist and promote
alliance following his the future.’ at some time during the 2019 season. It was selected up-and-coming British
arrest in Japan on charges pertaining Abiteboul added: I have no announced in the summer of 2018 that Key racing drivers. Former BRDC
to financial irregularities. Chief indication that Thierry Bollore is not would be leaving Toro Rosso, where he was Superstar and club member Andy
operating officer Thierry Bollore keen about Formula 1.’ technical director, to join McLaren, but Meyrick is to take his place.
has now taken over as CEO at Meanwhile, Renault Sport the Italian team then insisted he was under
Renault on an interim basis. Racing, the motorsport division contract and would not be released early. Key Seven individuals who have made
But Abiteboul insists that this which includes the Formula 1 team, had been at Toro Rosso since 2012. significant contributions to the
change at the top should not affect has a new president with Thierry Sports Car Club of America (SCCA)
the F1 team. ‘My message is simply Koskas replacing Jerome Stoll, the Jed Copham, the owner of and motorsport in general are to
that there is a continuity plan of all latter having retired. NHRA-hosting drag strip Brainerd be inducted in to the SCCA’s Hall
the operations of the Renault group, Frenchman Koskas most International Raceway (BIR), of Fame at the club’s conference
as well as Nissan and Mitsubishi. recently held the position of has died at the age of 46 after a in Las Vegas in January. These are:
F1 is part of this operation. It is a executive vice president, sales and swimming accident. Copham David Ammen, Dr Frank Falkner,
project and an activity that is well marketing at Renault. Prior to that and wife Kristi bought BIR in George Follmer, Patricia Henry,
known, very visible, generating a lot he was in charge of Renault’s 2006 and he had been responsible John McGill, Dorsey Schroeder
of exposure with clear expectations business activities in Argentina. for many improvements at the and Henryk Szamota.
venue since taking it on.
Chris Gabehart is to be the crew
INSIDE
EACH ISSUE
•Unrivalled analysis
of major events
including Formula
One, the World Rally
Championship and
the World Endurance
Championship
•Detailed racecar design
and innovation
•Features from leading
industry engineers print or
and the latest product digital
development access
TO ORDER
www.chelseamagazines.com/CRCEP902
+44 (0) 1858 438 443 (quote code CRCEP902)
AVAILABLE WORLDWIDE
• FIA 8862-2009
10
Full range of FIA8855-1999 seats available
• 4 point floor mounted
+44 (0)1772 624024
with
Full fitted
range seats
ofseats from motordrive
FIA8855-1999 seats available
44 (0)1772 624024
The only manufacturer to offer
FIA 8862-2009 seats 4 andfitted
with 6 point mounted
seats from motordrive 20
• FIA 8862-2009
• 6 point mounted
Motordrive announces its 'MD' Series
The world’s lightest 6 point
HIGHEST SAFETY STANDARD The world's lightest 6 point
FIA8862-2009 10 year seat range
mounted FIA 8862-2009 seat mounted FIA8862-2009 seat
C
an you handle just one more dose of agreements), ICE will still power far more than 50 So we should not demonise electric power, as
political content? With EU politicians per cent of the vehicles in use. Even estimates for it will play an important part in future mobility,
threatening the future of motorsport new vehicles show that only 15 per cent will be full- particularly in urban areas. But it’s clear that,
through the Vnuk issue, and the UK Prime Minister electric, yet some 50 per cent will use petrol engines. when the entire electrification landscape for
battling to make a sensible Brexit deal, you may The valuable role for motorsport of demonstrating transport is brought into view, substantial and
ask what else politicians can do to motorsport. and promoting increasingly energy-efficient internal expensive solutions will be required.
There was a time when they left us alone. combustion engines has a great future and can There are awkward political issues to be resolved
Things changed when politicians, seeking counter-balance these political manoeuvres. which should keep our friends occupied for a while.
to extend their careers by securing votes from Where does the budget come from to create the
the public, recognised the emotional value and Racing ahead electric power needed to meet demand from the
importance of a car, and its future, to a family. Formula 1, WEC and other series must promote the increasing sales of EVs? How can they genuinely
Over the last two decades we’ve seen politicians benefits of motorsport acting to improve efficiency hold back an increase in fossil fuel use? How do they
directly influencing powertrain choices of to a wide audience and explain how our regulations plan to handle the likely fact that 95 per cent of our
automotive OEMs so they win votes by reducing CO2. can help to reduce future CO2. Embracing new non- electric transport will rely on Chinese supply, as
By them pressing and rewarding consumers to buy fossil and synthetic fuels in motorsport will also open opposed to the Middle East and others for gasoline?
diesel cars, sales went through the roof benefiting up great opportunities, and talented people working When all the entire costs relating to ownership
from motorsport demonstrating the are clarified, how costly will electric
power and efficiency of diesel at tracks vehicles be? Make no mistake, we
everywhere. All despite experienced taxpayers will have to meet, directly
observers warning of the inherent and indirectly, all these costs – not
danger to the public from increasing our political friends.
particulates in the atmosphere. Expert panellists from across
The next wave of politicians seeking motorsport and automotive will
votes spotted this weakness in their discuss these issues and opportunities
opponents’ policies, and aided by the at our EEMs conference on 9 January.
short-sighted, unforgivable antics And they will try and answer the
of some car companies, switched eternal question from SMEs: ‘Okay, I
their attention to promoting ‘zero- understand the direction of this, but
emission electric cars’. Again, endless what’s in it for me and my business?’
knowledgeable advice explained the I see a future full of R&D-based
well-to-wheel whole of life story for innovative opportunities for companies
EVs being far from zero emission, true Car makers like Audi (above) have committed their futures to Formula E. But while who listen, study and take advice
of most solutions from any source. FE has its place, the development of better ICE technology should not be neglected from unbiased advisors. With so much
The best the world can hope for is to technology disruption occurring in
significantly reduce CO2, but when the whole cycle is in our sport can reclaim their reputation as pioneers mobility, including autonomy, then fast-moving,
considered a different picture always emerges. and innovators. Clearly this ICE expertise will transfer eagle-eyed businesses will prosper. Businesses will
into the hybrid solutions, which will, by 2030, also learn by attending relevant events, like the MIA’s
Politically incorrect out-sell fully-electric vehicles. along with many others, to spot these opportunities.
Interfering in engineering and business decisions of The latest direction from Formula 1 governing They will meet the people involved and move fast
the OEMs and thereby the consumer, would seem to power units in use to 2025 is to stay focussed to fill the space that will be created.
have become a valuable political activity. One which on gasoline-fuelled ICE, while continuing to
the next generation of politicians will not ignore; so show increasing power from the hybrid system. Silver jubilee
expect them to also re-direct powertrain solutions. These powerful demonstrators will influence car Motorsport will continue to entertain people. And
But their worthwhile political life-cycle is far shorter manufacturers and the public, and may even catch just as a good restaurant will alter its menu from
than that of a battery – and certainly of a vehicle. the attention of the politicians of the day. time to time to cater for the current tastes, so will
The valuable and unique role which the We will undoubtedly also see an increase in our sport. This is the positive message for 2019, the
motorsport industry can play in this unusual electric-powered motorsport as part of a diverse 25th anniversary year of the MIA.
scenario is the focus of the Energy Efficient ‘power menu’ to engage and excite future race fans. We are proud of this achievement and want
Motorsport Conference on January 9 at the NEC, I see an exciting future where the wide variety of to share it with you. I hope to see you at the MIA
under the heading Don’t demonise ICE too soon. power units, spread across various championships, Business Lounge at Autosport International, or the
Some predictions from researchers show that will reach grassroots motorsport and even keen EEMs conference, where I can personally wish
by 2030 (a vital date for politicians and their CO2 youngsters, using fully-electric karts. you a happy and prosperous New Year.
By 2030 ICE will still power far more than 50 per cent of the vehicles in use
FEBRUARY 2019 www.racecar-engineering.com 97
BUMP STOP
T
Editor here is something about the new LMP1 and long-term deals are hindering the development processes,
Andrew Cotton
@RacecarEd Formula 3 regulations that has led me to a and gains are therefore made in the most expensive areas;
Deputy editor question; has motor racing become so expensive electronics, dynamic set-up, and aero development. The law
Gemma Hatton
@RacecarEngineer that it can no longer afford to be the place of of unintended consequence is not driving down the cost
News editor and chief sub editor experimental technologies? There are so many tools in of competition, it is putting development into ever-harder
Mike Breslin
Art editor the box of an engineer that the regulations have become to find areas of the racecar. That, in turn, leads to more
Barbara Stanley more and more restrictive, while maintaining the illusion of governance, and more cost in the infrastructure.
Technical consultant
Peter Wright technology development. And it is just that, an illusion. The LMP aero regulations are a good case in point; while
Contributors The batteries and hybrid systems that are used in there is a fixed point on the lift/drag graph, there are few
Mike Blanchet, Sam Collins
(associate editor), Ricardo Divila, LMP racing, or in Formula E, bear no relation to those in who believe that this will stop development. The tunnel
Eric Jacuzzi, Simon McBeath, Danny production cars. Energy management does, clearly, and
Nowlan, Mark Ortiz
time will be designed to get as close to this point in as many
Photography that feeds into production car development, although after different conditions as possible. The FIA says it has closed off
James Moy, Jakob Ebrey
years of competition at Le Mans, Toyota has now mastered the loopholes and that aero work will not be beneficial, but
Deputy managing director
Steve Ross Tel +44 (0) 20 7349 3730 this in racing terms to the point that no one else can hope this is where GT3 racing started. It took longer than expected,
Email steve.ross@chelseamagazines.com
to compete against it without the major rule change that but now the cars are so developed through their evo kits that
Advertisement Manager
Lauren Mills Tel +44 (0) 20 7349 3796 obliterates much of its learning since 2012. competent amateurs do not feel comfortable driving them.
Email lauren.mills@
chelseamagazines.com
These two sets of regulations are the latest that are It is not all doom and gloom. There is investment in new
Sales Executive designed to drive down the cost of competition, while making technologies and race teams are being put to use in other
Stephen Upfold
Tel +44 (0) 20 7349 3775
cars safer and relevant to the industries, electric being one.
Email stephen.upfold@
chelseamagazines.com
Circulation Manager Daniel Webb
motor industry while also
appealing to a new, young and Dallara had to think But as Ricardo Divila
points out in these pages, the
Tel +44 (0) 20 7349 3710 online audience. However, they current generation of electric
Email daniel.webb@chelseamagazines.com
Publisher Simon Temlett
are killing the innovation on twice about producing technologies is only an interim
Managing director Paul Dobson which racing thrives. phase and we are still waiting
Editorial and advertising
Racecar Engineering, Chelsea Magazine
Company, Jubilee House, 2 Jubilee Place,
The combination of a
reduction in costs and increase
the new International for the solution that will take us
through the next 50 years.
London, SW3 3TQ
Tel +44 (0) 20 7349 3700
Fax +44 (0) 20 7349 3701
in safety has transferred the
development investment from
F3 car due to the The ACO is clear what this will
be. Its president Pierre Fillon has
Subscriptions
Tel: +44 (0)1858 438443
Email: racecarengineering@
subscription.co.uk
the sale price, in other words
from the customer, to the small profit margins discussed his recent attendance
of a hydrogen seminar and he
Online: www.subscription.co.uk/ manufacturer, and in doing so has nailed the ACO’s colours to
chelsea/help
Post: Racecar Engineering, Subscriptions
has driven out much of the competition. Even Dallara had to the hydrogen mast. This begged a question. If hydrogen is,
Department, Sovereign Park, Lathkill St, think twice about producing the new International F3 car due indeed, the future, why not introduce cheap LMP racing in the
Market Harborough, Leicestershire,
to the small profit margins, while other manufacturers chose interim, and allow manufacturers to bring new cars and ideas
United Kingdom, LE16 9EF
to concentrate on the Regional Formula 3 cars. into the Garage 56 category for experimental technologies?
Subscription rates
UK (12 issues) £89 This follows the trend of single tyre supply to international Had the ACO and FIA withdrawn the hybrid element of the
ROW (12 issues) £100
racecar@servicehelpline.co.uk race series, limited number of chassis suppliers, limited engine regulation, they may well have lost Toyota, but would have
Back Issues choice, limited electronics, and heavy investment in data gained others in a heartbeat, in the US as well as Europe.
www.chelseamagazines.com/shop
logging to ensure that the regulations are being followed. It’s However, the ACO is sold on the idea that all production
News distribution
Seymour International Ltd, 2 East still a mystery as to who is looking at this data from each car, cars sold in future will be at least hybrid, and that racing has
Poultry Avenue, London EC1A 9PT
Tel +44 (0) 20 7429 4000 and whether they are even able to analyse it properly. to reflect this trend. The increase in volume is one thing,
Fax +44 (0) 20 7429 4001 Looking at the UK market, we have lost the likes of Van
Email info@seymour.co.uk
but the increase in reliance on raw materials will also be a
Printed by William Gibbons Diemen, Reynard and Lola as racecar manufacturers, all of blockage. There are new technologies out there, and many
Printed in England
ISSN No 0961-1096
them once proving grounds for young engineers. In F3, we are working on them, but are these regulations really the way
USPS No 007-969 have only Carlin left as a UK team on the international stage. to encourage their development? Or, has racing just become
In Ginetta we have some glimmer on the horizon as a major so expensive that it has ceased to be a place for experimental
racing car manufacturer, but there is no doubt that the UK is technologies? In which case, this next phase of racing rules
losing its place in the traditional sense on the world stage, and should simply be about entertainment.
the level of engineering expertise is diminishing.
Long homologation periods are deliberately dulling the
www.racecar-engineering.com
competition, and what is racing, if not competition? These ANDREW COTTON Editor
THE 8029 South 200th Street, Kent, WA 98032 USA+1 253 872 7050
CUTTING 1-800-452-0534 rottlermfg.com
EDGE youtube.com/rottlermfg facebook.com/rottlermfg