Professional Documents
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Racecar Engineering 2013 10
Racecar Engineering 2013 10
Racecar Engineering 2013 10
10
9 770961 109098
• Smooth Bore
Xtremely Lightweight
•Available with No Convolutions
Black CSM Outer
Layer for Abrasion
CoVER sToRY
8 IndyCar
We talk to the teams about IndyCar’s technical 44 le mans regulations
roadmap that will take the sport through to 2020 Peter Wright picks through the latest regulations
in search of loopholes
52 le mans aero
Columns
Simon McBeath looks at the aero constraints of the
5 Ricardo Divila 2014 Le Mans cars
Our man illustrates the problems in dealing with drivers as 57 Global Race Engines
they invariably try to avoid blame Toyota builds new engine as it contemplates
7 mike Blanchet a return to the WRC
Why do tyre manufacturers go racing? 61 Volkswagen Polo R WRC
The turbocharged power unit from VW
FEATuREs 65 Get into gear
Gearbox manufacturers reveal their wares
14 Indy lights
With new cars on the way in 2015, Indy Lights will introduce 73 Danny nowlan
updates next season How simulation techniques can save time on the track
18 Bentley Continental 79 Technical discussion
Brian Gush and Christian Loriaux explain the relationship A reader doesn’t like how Formula Student has evolved
between Bentley and rally specialists M-Sport
24 The Designers – Alan mertens BusInEss nEWs
He was chosen to stay at March ahead of Adrian Newey,
then designed and engineered Indy 500 winners 80 Industry news
New Super GT cars launched, Sauber hits back at ‘false’
30 Galmer F1000 reports, Formula E and NASCAR sign new TV deals,
Alan Mertens’s new car, featuring 1-litre motorcycle engines Formula Ford considers F4 switch
and available globally
86 Racecar people
Interview with Michael Zele, Todt faces challenge for top
TECHnICAl job, plus James Allison confirmed at Ferrari
33 The Consultant 93 new products
Mark Ortiz delves into off-road suspension Earl’s oil cooler clamps, plus new products from Kistler,
37 Databytes MoTeC, Kern, Proform, Facom, Jenvey and Nakamura
How to estimate drag co-efficients 96 AsI show news
41 Aerobytes Top tips to get the most out of Autosport International
Part 2 of in-depth aero analysis of the Lola T390 98 Bump stop
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STRAIGHT TALK – RICARDO DIVILA
A
s Shaw said: ‘it is dangerous to tell us what was happening And they all have their To be fair, they can be
to be sincere, unless you beyond the confines of the particular bumblebee in the right sometimes. After having
are also stupid.’ Wilde, pitlane. Their comments and the bonnet, or maybe bats in the struggled to setup a Lotus 69
meanwhile, called sincerity fatal. stopwatch, plus comments from belfry, which flutter out when F2 for all the sessions at Crystal
So here we go fearlessly into the photographers about the they are not on pole. One world Palace in the dim mists of the
the jungle, to discuss talking shenanigans they had witnessed champion was an embarrassment last century, with Emerson
to drivers, causing widespread on the track, were the tools of to his mechanics, as the inevitable Fittipaldi’s complaints in full ‘jet
outrage in that tribe and I fully the trade, which were scrutinised trip to the rig to check the turbine mode’ (high pitch whine),
expect to brave the backlash. deeply, as boar’s entrails in Roman dampers was so regular they I was astounded to see the green
If you, gentle reader, happen times, to piece together a dimly lit eventually would take the striped yellow projectile come up
to belong to that afflicted genus, view of the cars performance. dampers off, then lurk behind the through the field to win.
A Racing Driver, you can call the Before the days of data-logging Koni truck having a cigarette for As Emmo stopped the car
offices of Racecar Engineering, veracity and good analysis by the the appropriate length of time, below the podium, he took off his
whose switchboard has the driver, plus the TV replays, they coming back to say all was well. helmet and enthused ‘this is the
recorded message: ’After the tone, were priceless nuggets. Some best car I have ever driven, let’s
please leave your IQ or your blood information on reality is useful. The do a meticulous set-down – this is
pressure, whichever is higher,’ in rest was funny when it came out. how I need it for the next race.’
anticipation of this. Pointing out grass in the Strong praise indeed, seldom
Please state your objection to rad intakes while driver swears heard. Normally, driver’s comment
any comments below by saying he kept it between the white is more of the order of ‘despite
‘I beg to differ’ and stating why, lines. Querying the driver about the [insert problem here] with the
if you can be that articulate, bent wishbones, hearing his car, only my impressive driving
although one thinks not. protestations about taking care talent, huge guts and unstinting
On the other hand drivers of the car until the weekly racing perseverance got me the win.’
usually do not read engineering comic came out and had a photo of Only in a less articulate fashion.
magazines, being otherwise your car three feet in the air cutting Upon standing up, the whole
occupied using Twitter, whose across the kerbs at the chicane. floor of the monocoque unzipped
concise 140 character format is Even today it is hilarious to itself, having done most of the
still far too big in their limited counter a driver’s rant about the race with the dome head rivets
world view to expand their uselessness of ‘that piece of Data logging thankfully reduces the ground off by the too low ride
thoughts, comparing their lap shit car’ with a calm word in the reliance on hiring truthful drivers height, making the bracing
time at track X or discussing the headphone ‘you are on pole’ and function of said sheet diminish
feasibility or not of taking corner Y witness the backpedalling: ‘well, it’s Knowing your driver can considerably, consequently
‘flat’, so I may pass unscathed. not so bad. But I did drive my balls help unravel this Rosetta stone softening the chassis torsionally,
No man is a hero to his valet, off.’ And to be even more forbearing of meaning, understanding the not a bad thing in that bumpy
so drivers tend to be dismissed by and not say ‘that’s your job, chap’. nuances of words and looks that say track. It had precariously stayed
engineers as the troglodytes who It brings to mind the mattress ‘I ran out of talent’ rather than ‘I ran together as the driver’s weight
malevolently and wilfully damage sketch in Monty Python, where out of road’. Mechanics all have their was evenly distributed all over
their steeds, and who will come some drivers will state ‘it’s as own tales of psy-war techniques, the vestigial rivets.
out with another gem to encrust different as chalk and cheese’, such as clattering spanners at the But the humorous truth is
into that magnificent compendium, when you know you have made back of the car, while doing sweet when in the yearly kart race where
The Racing Driver’s Book of a microscopic adjustment to the FA, then having the driver go out those frustrated racing drivers,
Excuses, now up to volume XXVII. car, if only to do something, as and post his best time of the day, the engineers and mechanics,
The phrase ‘we make them, they you have three minutes to the convinced that the car had improved. have it out with other teams,
break them’ is embossed on the end of the session, no more ideas It applies to testing also, where inevitably post-qualifying or race,
escutcheon of every race engineer, and the car is still handling like one has witnessed a driver saying, one hears the time-worn excuses
on whose heraldic shield (quartered a pregnant sow. Others will ‘It is better’ about a favoured spouting from the erstwhile
with azure slide rule rampant and mention as an afterthought ‘it mod, even if a tenth faster, while sneerer’s lips: ‘I was on the fast
tincture gules computer couchant) oversteers a bit’, while in the the red face, heavy breathing, lap when I got held up by traffic’
are found the well-worn phrases headphones the mechanics bring popeyed dilated pupils and sweaty or ‘he had a better engine/chassis/
‘let me look at the data’, ‘you want to your attention the fact that the balaclava showed the truth in tyres, I would have creamed him.’
it when?’ and the central ‘we need rack stops are bent. unmistaken body language. Sound familiar?
more time in the wind tunnel.’ The Indeed all of us have the
engineer’s view of the equivalent
heraldic banner for drivers is ‘we did
Mechanics would clatter spanners, logical switch on the side of the
head that gets flipped to ‘off’
dumb first. We do dumb best.’ doing sweet FA, and then the when we put the helmet on, prior
In the early days of racing, to red-mist mode on the track.
engineers relied upon drivers driver would post their best time But it’s only once a year.
T
here has been a lot of (it’s surely not to demonstrate greater, but the overheads more effect on performance than
coverage recently about the durability of its products) and concerning the whole design, those four black round things,
racing tyres, specifically Michelin looking like it wants to development and especially so should this be a surprise?
the controversy regarding return? For the high-performance the track support structure The move to a business-based
Pirelli’s offerings in F1. All I car market, where the biggest unit had ballooned enormously. operation has been encouraged
would comment is that artificial profits are to be made, motorsport A look around the support by the proliferation of single-
manipulation of any activity to bragging rights are particularly paddock at any major race event make tyre championships at all
add to its spectator attraction can effective (along with tread styling, will reveal the commitment levels, where competition to be
easily backfire, and I don’t believe would you believe, showing again needed in manpower, massive the supplier can be very fierce.
either Michelin or Bridgestone that perception rules as much trucks and trailers and sheer Promoters of a championship or
would have allowed themselves as fact for the 21st-century series will expect a percentage
to be pushed into this situation. consumer). Nonetheless, current of the nominated tyre company’s
So maybe this is a good F1 tyres aside, the technical ‘take’ to be paid back to them,
time to examine the racing tyre feedback from the racetrack and the tyre company can
business overall in more depth. should not be underestimated, expect to have to pay bonuses
Not least, why do tyre-makers and is a legitimate rationale for and prize money on top. Winning
get involved with motorsport? a major tyre corporation to be the tender is certainly not a
Tyres have played a hugely in motor racing. license to print money.
significant part from the very Sometimes a tyre maker Nonetheless, the number
beginning of motor racing, not will participate to support a of manufacturers involved
only due to the necessity for the car manufacturer that is a indicates that a workable
cars to have something better particularly important OEM business exists in making and
than artillery wheels on which customer, for instance Michelin selling racing tyres. Despite
to run, but because in those working exclusively with Alpine formerly famous makes having
pioneering years the resistance (for which read Renault) in disappeared from the racing
to punctures, durability and this year’s ELMS, and Dunlop scene altogether, Korean
LAT
safety of road car tyres needed with Mercedes in the VLN. manufacturers Hankook and
proving. What better way to Worthwhile business synergies Branding and image association Kumho have been steadily raising
achieve this than by winning exist in these relationships. are key for tyre manufacturers their presence and profile and
motor races with their extremes Surely, however, the biggest must eventually be represented
of conditions and gruelling change in racing tyre supply numbers of tyres on hand to at the highest levels of the sport.
demands on performance? policy among big OEM and service the teams. Not at all to be overlooked
Even up to the latter part of aftermarket players in recent Consequently, apart from the are the ‘pure’ racing tyre
the last century, the reliability years is having subsidiaries most prestigious levels typified companies which have existed
and long life of road tyres, operating as a self-supporting by F1 and ‘special relationships’ and grown without any road
together with wet road grip, business in their own right. already mentioned, race tyre tyre business. The biggest of
were key points on the list of There was a time when the departments have had to become these independents is surely
car owners’ buying decisions. dominant players in the tyre commercial in their operation Hoosier, based in Indianapolis
Therefore success in F1 and in world would support their and outlook in order to survive, in the USA, which has been
major events such as Le Mans 24 motorsport programmes solely although retaining access to the going very successfully for many
hours, Indy 500 and Daytona 500 out of the marketing budget, the invaluable technical resources is years and offers a huge range
(plus rallies such as Monte Carlo return via publicity and product of the parent concern. As having of bespoke rubber for all types
of course) played a large part endorsement being deemed tyres fit for purpose is essential, of competition. In common with
in advertising the quality and well worth the expense. this is another significant most of its race tyre company
technology behind a tyre maker’s However, things moved on and addition to their running costs rivals, it also supplies big demand
regular products. increasingly questions became that racing teams have had to from off-road , hillclimb, vintage
In the modern world, for asked at board level about accept and work ever-harder and rallying through to karting
the major tyre-manufacturing the real return for the ever- to cover. The tyre bill can now and motorbikes and truck racing.
corporations, it is more about increasing cost of going racing. sometimes exceed the engine So the business strategies,
branding, image association Not only had the costs of supply charge on the budget politics and entrepreneurial spirit
and the other marketing-speak making a much wider range of spreadsheet. One can argue ‘why as much as technology gains
benefits. The practical attributes tyres (road and race) become not?’ No part of the package has dictate the way in which racing
previously mentioned are mostly tyres end up fitted to the world’s
taken for granted, and something
extra is needed to persuade the
To survive, race tyre departments racing cars. It is fortunate that
this is so, because without tyres
ordinary motorist away from have had to become commercial specially developed for them,
purchases based mainly on price. these sophisticated cars would
Why else would Pirelli be in F1 in their operation and outlook be going nowhere.
Make do
and amend
The Dallara DW12 has been much-maligned,
but a reliable engine formula and a string of
performance enhancements have added interest
– and now aero kits could finally be on the way
BY MARSHALL PRUETT
C
hronicling the shortcoming of input from teams and vendors swayed
Dallara’s DW12 IndyCar chassis IndyCar’s decisions on the final design, cost IMAGES: LAT PHOTOGRAPHIC
has consumed many pages of savings and convenience drove the weight
Racecar Engineering since its up, and the DW12’s potential down.
testing debut in the summer of Despite the tepid response by the world
2011, and with two years of hard-fought of open-wheel racing, the DW12, with its
competition on its CV, an evaluation of its 2.2-litre turbocharged V6 engine formula,
progress is in order. was exceptionally reliable and - to the
The prototype Dallara IR12, as it was collective surprise of those who follow the
called before being renamed the DW12, series - produced good racing.
broke cover at the Mid-Ohio road course and The 2012 season was notable for the
was quickly revealed to be an overweight, hard-fought competition that far exceeded
underwhelming and visually disappointing expectations. DNFs were rare, passing
design-by-committee creation. increased, and drivers were pushed to
Its stated minimum weight of 1380 their physical limits on the road courses.
pounds was off by almost 200 pounds, A worrying start to the DW12’s five-year
it failed to meet the low-drag figures it tenure was put to rest by the end its first
needed to maintain 220mph lap speeds at season and, by 2013, the car’s painful birth
Indianapolis, and it had a significant handling and subsequent performance issues had
imbalance that was traced to an excessive largely been forgotten.
rear weight bias. The DW12 could have been left
If one could look beyond the DW12’s untouched through to 2016, but with former
girth, being slow on the most important oval team manager Derrick Walker accepting the
in the world, and its struggles to react in a post of IndyCar president of competition, the
timely manner when the steering wheel was Scot enacted a plan that would avoid the
turned, the rest of the complaints that were stale, spec-minded approach that left the
levelled seemed trivial. Dallara IR07 in place for nearly a decade.
The reality of the DW12’s limitations was ‘The global economy won’t allow the
eventually accepted by Dallara, and a host kinds of short-term solutions we used to
of performance-related improvements were have in the CART days,’ said Walker. ‘So
put in motion. Halving the four per cent we just haven’t bothered to try doing
rearward weight bias was almost achieved anything at all, which was the wrong
by supplying new, swept A-arms. Drag was approach, if I’m to be honest. You can’t grow
reduced with bolt-on bits and revised rear a series if you’re trotting out the same old
wheel guards, and with an increase in turbo stuff year after year, so striking the right
boost for qualifying at Indianapolis, the tidal balance of keeping the basic DW12 chassis
wave of pre-season dissatisfaction was intact and adding elements of variety over
reduced to a series of minor swells. time is what we set out to do.
In Dallara’s defence, the svelte car it ‘It’s a lot easier to do a series of
originally proposed to IndyCar would have smaller changes than really big ones. We
met its performance targets, but as continual simply can’t afford to have new chassis
“People are frustrated with this spec car. We all understand why we
went down this road, but I think maybe we went too far”
10 www.racecar-engineering.com • October 2013
Configuration
CONFIGURATION COMPARISON 2
Superspeedway aero Road/street aero
Superspeedway Aero
configuration configuration
Configuration
Road/Street Aero
Mainplane inclusion in aero kit
dependent on underwing development
Configuration
Flash
Lights
Battling back following criticism of a long-in-the-tooth
chassis and lacklustre grids, the top IndyCar feeder
category looks set to welcome a smart new package
by MARSHALL PRUETT
Mygale North America were formed by Bryan Herta Autosport’s owners The De Ferran proposal was created in partnership with Radon Sport
Rendering of the submission from the 2003 Indy 500 winner Gil de Ferran Dallara’s proposal bears more than a little resemblance to the firm’s DW12
pocket, everything we’re looking like, or where it will come from, you’ve got a go out and do know they can use what they
at doing is being done with the but did say that in addition to everything different and build learn here in our car to also race
requirement that we can transfer seeking clean-sheet designs, your own Indy Lights-specific elsewhere in the world, it’s a win-
them over to the new car. It might asking for a popular top-tier chassis, but there are some win for everybody.
be a few different brackets or feeder series chassis to be things we need to consider ‘And lastly, we aren’t looking
whatever, but we’re after things modified for the rigours of oval if we’re going to race ovals. for a car that’s an IndyCar clone.
that can be used for many years to racing is also a possibility. We’ve got enough time. We want it to have its own
come, not just next year.’ That recognition – of the ‘There can be adaptations identity visually. We want it to
The transferable nature Indy Lights series needing to made to a known chassis that look amazing, which we know
of the 2014 parts will likely move away from a specialised drivers like in Europe or Japan can be done. We are going for
result in the aforementioned chassis that holds minimal or elsewhere, developed up a car that’s lighter and more
aero updates being scrapped, interest for drivers outside the front, and knowing what we’ve nimble and really fast. Those are
but the introduction of a new USA – could help bring double- got to have it do down the road. all the things a driver looking
Indy Lights tyre partner, as digit grids back in short order. It does limit the manufacturers at GP2 or the Japanese Super
Continental takes over from ‘At the end of the day, this who made such a car and can Formula is wanting, and we’ve
Firestone, should add another still has to come back and Indy modify it where we need it, but gone away from that over the
interesting variable to the mix. Lights needs to have its own it’s been evaluated seriously. years in Indy Lights. Dan is
Cotman isn’t ready to define identity in some way,’ he said. What we don’t want to do is determined to fix that – and
what the new 2015 car will look ‘I’m not saying that means alienate young drivers. If they that’s exactly what we’ll do.’
“We don’t want to alienate young drivers. If they know they can use
what they learn here to race elsewhere, it’s a win-win for everybody”
16 www.racecar-engineering.com • October 2013
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M-Sport faces
new challenge
Bentley Motors’ choice of an unconventional route to
develop its Continental GT3 racer has come up trumps,
proving there is real potential in combining top rally
engineering know-how with racing knowledge
BY MARTIN SHARP
CHANGING METHODS
Gush had an already viable feasibility study of
the Continental GT3 from investigations at his
Crewe base and in consultation with the FIA.
After considering a number of alternatives,
Gush phoned M-Sport managing director
Malcolm Wilson in September 2011. ‘I said you
can either do more of the same or you can do
things differently. And I wanted to do things
slightly differently,’ he says.
‘We kicked it around a bit as to how we’d
like to work – or how Malcolm would like to
work. He hadn’t built a track car before and
I saw that more of an advantage than a
disadvantage because we’re prepared to
look at things not just to do things the way
they’ve always been done, but to do them
because they makes sense, and because
we’re making a quality bit of kit. M-Sport was
The Continental GT3 runs on a 4-litre twin turbo V8, capable of 600bhp. It’s controlled by a Cosworth engine management system
a team that was prepared to do Gush explains that going to is that the philosophy to make a not easier – if anything the
that with us. My designer Graham rally specialists M-Sport enabled car fast is the same for a touring packaging of the car was very
Humphrys was up there working Bentley to ‘do things differently’. car, a rally car or a Dakar car. difficult because you’ve got a
together with Christian Loriaux.’ ‘We wanted to build it as a They are always the same, to big engine into engine bays
Humphrys developed the Bentley, and not just a GT3 first, make the engine as efficient that are still reasonably small
original Continental GT3 layout, but it’s a Bentley GT3 so it’s got as possible, a good chassis, a compared to the engine sizes.’
which Loriaux describes as to be good and have attention to low centre of gravity, good As a car, the Continental
‘quite detailed, but in some ways detail. And there is an enormous balance and so on. So the basics has a big frontal area, so
a schematic’. amount of learning out of the are the same anyway, that’s aerodynamic efficiency is
‘Nothing was really designed rally world that you can take for a start. After that, yes they particularly important. The
or checked, so we had to change on board, so the collaboration are very different animals but in initial aerodynamic work has
a fair few things,’ he says. ‘But between Graham and Christian some ways not – they are still been theoretical, with dynamic
basically how the engine was and is great. For example, Graham cars with four wheels.’ testing to follow. Aero is of less
so on, was done.’ is saying: “This is how we’ve importance to the efficiency of
M-Sport technical team’s CAD/ done it in the past’ and Christian’s PACKAGING CHALLENGES a rally car with its comparative
CAM machines were then set to saying ‘Well, why? Why do you ‘In GT3, you’re not on four- lower speeds and restrictions on
work to crunch out developed and do it like that?” In the rally wheel drive and you don’t the frontal treatment dictating
verified detail component designs world this is what we do, because have massive suspension compromises on the aero balance
for the required layout. Four you’ve got to get through the travel,’ adds Loriaux, ‘so in of the entire car. ‘We’re learning
engineers worked full-time with stage so you don’t want the terms of that the suspension about aerodynamics with the GT3
two others helping – effectively part to break – you want it to kinematics and suspension Bentley,’ Loriaux admits.
five full-time engineers on the job. bend then at least you get to design is very easy compared From Gush’s side, he is
‘It was big work,’ Loriaux admits. the end of the stage. to a rally car.’ Machined aluminium extremely satisfied with his
Bentley engineers Alistair ‘And that applies in endurance alloy hubs and fabricated choice of technical partner.
McQueen, Humphrys and John racing as well. So there’s a lot of wishbones with Öhlins dampers ‘When you see M-Sport in
Wickham are all also based at synergy in the true sense of the are used all-round on the Bentley. operation you realise that this
M-Sport’s idyllic Dovenby Hall, word that can be gained between However, Loriaux does identify is a brand that fits with Bentley.
Cumbria headquarters. They rally and race.’ a – perhaps surprising – more The location is great. We’ve
spend two days a week in Crewe Pragmatically, Loriaux adds: difficult area with a GT3 car: kept the car as a Continental
and three days in Cumbria. ‘To be honest, the first thing ‘After that the packaging is GT and the exterior styling has
“We used road car engineers, who know what the systems weighed, so
we could accurately predict where the weight would land in a GT3”
20 www.racecar-engineering.com • October 2013
Bentley’s motorsport director Brian Gush is delighted with the seamless M-Sport manpower equivalent to five full-time engineers worked on the
way his technical staff have linked up with rally specialists M-Sport car – four working full-time alongside two on a part-time basis
remained really faithful. The and leapt up there. That’s been quite wide regulations – you have power output and weight.
styling and all that was done really good – quick response, and to go from a heavy Bentley with Once the cars are verified as
here in Crewe in the styling always an enthusiastic one too.’ It a massive steel bodyshell to a conforming within the three
studio. And then the body-in- helps that one quarter of Crewe’s lightweight McLaren all in carbon specified windows, a track-based
white guys went up to M-Sport 4000 Bentley workforce are and make them all competitive. dynamic examination uses an
while we were in that part of engineering people. ‘So, for that – quite cleverly – FIA-specified driver to put in laps
the programme. Bentley kept the FIA informed the FIA left it reasonably in each car type to verify that a
‘What’s really efficient is of developments, from the open. The idea is that if you team is not sandbagging and
to take a guy out of the road feasibility study stage through to spend a lot of money you will amass data, which is then used
car engineering side and take the car in physical development. be penalised on speed, so you to adjust power output via an
him up there. And because ‘They sort of gave the go-ahead have a performance balance inlet restrictor, aerodynamics
the programme moves so fast at various junctures,’ explains test that’s done by the FIA, via wing angles and ride height,
you can just drag him in for a Gush. Homologation is planned and they keep an eye on what and weight via ballast. The
week and then you’re past that toward the end of this year and is you’re doing all the time to make Continental GT3 was due for
phase and he goes back to his most likely to be achieved “locally” sure you don’t go too fast. So its first BoP track examination
job. Whereas if you try and get first through the UK’s MSA then there’s no point in spending just after Racecar went to press.
a contractor, he takes a few have that read across to FIA a fortune to make the car go During the early Continental
weeks to come up to speed, homologation. We’re talking to fast because then they slow development period, the FIA
then delivers for a few weeks them all the time.’ you down. And, obviously, this expressed most interest in
and continues for a while before is pretty much a commercial whether Bentley would be
you realise you need to ship him RELAXED RULES activity for the manufacturers able to shed one full tonne
back. But here it was absolutely Compared to the FIA’s super-tight so you make your car to the pace of weight from the car to
instantaneous – an electronics rallying technical regulations, dictated by the FIA by spending comply with GT3’s 1300kg
guy who understands the GT3 rules are notably open. And the minimum money.’ requirement. Gush had no qualms
CAN of the car, within two and for a good reason, as Loriaux The FIA Balance of in this respect. ‘We used road car
half hours he’s up there. And I’ve explains: ‘The GT3 regulations Performance (BoP) test principle engineers – who know what the
not had one person say “Sorry, are made so that everybody can began in 2006. It looks into systems weighed – to get the
I can’t do it now” – they’ve all come with a car. As a result it three specified performance weight out. Then we could do a
dropped what they’ve been doing was extremely important to have criteria, covering aerodynamics, very good prediction as to where
“The GT3 regulations are quite wide so you can go from a heavy Bentley
to a lightweight McLaren and still make everything competitive”
October 2013 • www.racecar-engineering.com 21
BENTLEY coNTiNENTaL GT3
TECH SPEC
Continental GT3 Specifications
“I think the FIA are controlling BoP quite well. They are doing it on the
basis of data they have gathered, and it’s made for some close racing”
22 www.racecar-engineering.com • October 2013
AT THE HEART
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Design philosophy
From his apprenticeship at March to running his own team, the creator of the G92
recalls a career which has resulted in six Indy 500 victories, and dozens of IndyCar wins
by Ian WaGstaFF
M
arch boss Robin for all the cars was already
Herd was not embedded in the
amused. He had company and we mainly
been informed carried out evolutionary
that two of his modifications from
design team were planning to year to year.’
set up their own operation. The Mertens’s first
duo was summoned to his office job there was to put
and one of them, a promising
young man by the name of Adrian
Newey, was dismissed. The other
was allowed to remain.
It is something that still
puzzles, and perhaps slightly
amuses, Alan Mertens that he a new back
was that man. ‘Robin dragged us end on the 761
to his office and sat us down but Formula 1 car. The
the stupid thing about it was that timescale in which he
“Robin Herd he let Adrian go and kept me!’ was expected to do
Adrian Newey
Herd. Newey left to engineer when he calculated the maths to to have no torsional rigidity.
Mario Andretti’s Lola at Newman/ do the rear wing overhang. The car A new set of skins had to be
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GALMER F1000
G
almer, best known for its and removed via a removable ‘The front rocker has a slight The car has a rear diffuser
1992 Indy 500 victory, spaceframe above the engine bay. rising rate characteristic for and front and rear wings for
is still a car constructor. ‘Considerable attention stability under heavy braking overall downforce, with the front
After an abortive has been paid to this area of and entry into corners. The rear and rear wings being adjustable
composite chassis supercar project, the chassis, as with the whole rocker has a slightly falling rate for balance changes. It also has
it turned its attention to SCCA chassis, so as not to compromise to optimise traction coming out front and rear crash attenuators,
D-Sports racing, but its latest torsional and beam stiffness and of corners. The anti-rollbar control the front being in the form of a
project – seen here for the first safety in and around the rear roll front and rear is via a T-bar carbon nose box and the rear a
time – is an open wheel single-seat hoop area,’ explains designer Alan system with an adjustable blade, carbon structure attached to the
racecar with a tube frame chassis Mertens. ‘The cockpit sides also giving five positions of stiffness. rear subframe.
to suit the SCCA F1000 or FB have carbon anti-intrusion panels There is a dual braking system, It is expected to be ready for
series. It has independent inboard for crash protection. with individual master cylinders the start of the 2014 US F1000
suspension front and rear, actuated ‘In the rear roll hoop area, for the front and rear with a driver series, and could also race in the
by pushrods with overhead additional protection is afforded adjustable brake balance bar, UK, Asia and the Middle East.
mounted spring damper units. to the driver via a cockpit 10-inch ventilated rotors and billet
The chassis itself is constructed mounted deformable headrest machined aluminium calipers.
out of 4130 Chromoly tube which structure around the driver’s The differential unit has TECH SPEC
is TIG welded throughout. The head. It also has a quick release independent mounting side
Galmer F1000
rear of the chassis is of modular steering wheel mechanism for plates, which allow for quick
design, making it adaptable to easy entry and exit of the cockpit.’ and easy chain removal and Chassis: 4130 steel space frame,
various formulae and, in the case Mertens has designed most of tensioning. The fuel tank is TIG welded
of the F1000, there are a number the car’s suspension components centrally mounted underneath Body: hand-laid lightweight
of different engine installation to be interchangeable, reducing the driver’s seat, isolated from epoxy glass fibre with
kits to suit different engine makes cost for customers. This includes: the driver and the engine reinforcement as required
and manufacturers. It is quite billet machined aluminum compartment by a firewall.
Engine: Suzuki GSXR 1000. Alternate
narrow, and based on a two pedal uprights, wheel bearings, wheel Cooling is via side mounted
engines packages to special order
configuration requiring a hand hubs, top wishbones, wishbone water and oil coolers ducted
actuated clutch and paddle shifts clevises, rod ends and spherical in through the side of the car Drivetrain: Williams differential
for gear changes. bearings, rockers, shock absorbers, that exit through a tight Coke assembly and half shafts by
Taylor Race Engineering.
The frame is optimised for brake rotors and calipers. bottle rear end and the engine
Tripod joints by GKN
the Suzuki GSXR 1000 engine ‘The pushrod front and compartment at the rear. The
package, generally the engine rear suspension has a rocker engine air inlet duct is centrally Brakes: front and rear billet machined
of choice in F1000 which allows arrangement which gives a located and situated above the Aluminum 4 pot calipers, custom 10in
for any 1000cc motorcycle velocity ratio of 1.25:1, making driver’s head, while air is also bled diameter x 0.75in thick-vented cross
engine. The engine is not a small incremental changes to off this duct to feed cooling flow drilled discs with aluminum hats
stressed member and is installed wheel rates easier,’ adds Mertens. through the engine compartment. Suspension: aero A-arms with
inboard push rod suspension from
The standard configuration of 4130 aircraft quality steel TIG welded
the new Galmer features a steel
Springs: Hyperco
space frame TIG-welded chassis,
a Suzuki GSXR 1000 engine, plus Rod Ends: Aurora
a Williams differential assembly Steering rack: backlash adjustable
rack and pinion
Dimensions
Front track: 64in; rear track: 62in;
wheelbase: 98in; overall width: 67in;
length: 168in; height: 38.7in
front wheel: 13in x 7.75in;
rear wheel: 13in x 9in
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Off-road suspension
When looking at bounce, a great many variables come into play.
So where do you start when trying to eliminate camber change?
QUESTION cg will translate more toward the camber recovery in roll. This
I am currently designing a new wheel(s) hooking the rut as the car involves making the A-arms non-
off-road racecar. My current rolls on the suspension, and that parallel, or making the pivot axes
Mark Ortiz Automotive is a racecar uses trailing arm may make the car more prone to of the upper and lower trailing
chassis consultancy service suspension both front and rear. rollover. If the roll centre is high, arms non-parallel in front view. I
primarily serving oval track and For the new car I plan to the tendency will be for the car to generally recommend doing that.
road racers. Here Mark answers increase the suspension travel, jack when it hooks the rut. This will As ballpark recommendations, for
your chassis setup and handling and want to change the front raise the cg and make the car more independent suspension, I suggest
queries. If you have a question suspension to parallel equal prone to rollover that way. front view swing arm lengths
for him, get in touch. wishbones, and retain semi- The suspension on VW Beetles between 65 and 100 inches (two
E: markortizauto trailing rear suspension. that really has a tuck-under to three metres or a bit less),
I have been told that the problem is the swing axle rear or camber gain as measured on
@windstream.net
combination of these two suspension, not the trailing arm the shop floor around 0.6 to 0.9
T: +1 704-933-8876
suspension types will cause front. That’s why VW went to a degrees per inch. This strikes a
A: Mark Ortiz,
the car to pitch (bounce), and semi-trailing arm design for late reasonable compromise between
155 Wankel Drive, Kannapolis become unstable. By changing Beetles, and most off-road cars camber change in ride and camber
NC 28083-8200, USA the front suspension, I am trying nowadays likewise use either change in roll, for a wide range of
to eliminate the issue of camber pure trailing arms or semi-trailing. vehicles. The wheels then lean
change during cornering. This I doubt that VW-style trailing about three quarters to a bit more
can cause the wheels to ‘tuck arm front suspension makes the than half as much as the sprung
under’, and roll the car in short car more prone to rollover upon structure in cornering, plus a bit
course racing, where wheel ruts hooking a rut. It does have zero more due to various compliances.
have developed. camber recovery in roll: the wheels Longer front view swing arm
I have also noticed with lean with the sprung structure. lengths may be desirable where
VW Beetle-based racecars that However, parallel control arms camber control in ride is a priority.
bounce seems to only occur at also have zero camber recovery in Off-road tyres tend to be
certain speeds. roll. As seen in off-road vehicles, camber-insensitive, due to tall
sidewalls, compliant carcass
There is no suspension that can keep a car from design, and low inflation pressures.
Some are also made with rounded
rolling if it hooks a rut really hard. Best hope is tread profiles to make them even
more camber-insensitive. Even so,
that it doesn’t make a bad situation worse it is better to have good camber
properties in the suspension than
Is there a way of calculating they usually slope upward toward not. However, minimised camber
trailing arm length/angle to the frame, and create more anti-roll change in roll should not be
control the pitch of the car, than pure trailing arms, but not counted on to keep the car from
and would reducing the size more camber recovery in roll. If overturning when it hooks a rut.
of the rear tyres also reduce anything, the increased anti-roll It is doubtful that it provides any
the bounce? makes the car more inclined to jack benefit at all in that regard.
up when it hooks a rut. Suspension geometry does
THE CONSULTANT SAYS The anti-roll and the jacking are influence pitch due to ground
I’m not as conversant with inescapably related. The geometric plane forces – forward, rearward,
off-road cars as with oval track roll resistance comes from the and lateral forces at the contact
and road race ones, but I think jacking forces. The outside wheel’s patches. However, suspension
I can help a bit. suspension tries to jack up when geometry has little influence on
There is no suspension that the tyres make lateral force, and oscillatory behaviour in response
can keep the car from bicycling the inside wheel’s suspension tries to bumps. That’s mainly a matter
or rolling over if it hooks a rut to jack down, and that fights the of springing and damping. I would
really hard. The best we can hope roll. In hard cornering, the outside not shy away from using A-arms
for from the suspension is that tyre makes more ground plane in front to avoid problematic
it doesn’t make a bad situation force than the inside one, so the oscillations due to bumps.
worse. And even that is a bit tricky. car jacks up overall. I would, however, study the
If the roll centre is low – ie if there It is possible to arrange A-arms science of oscillatory behaviour
is little geometric anti-roll – the or trailing arms to produce some in suspension systems. This is a
subject for at least a chapter in a Here, bounce is the movement dropping a lot in braking. This is springing – ie if it has a fairly high
vehicle dynamics text, but I will try of the sprung structure in response a problem if we have a splitter, damping ratio – there won’t be
to address it a little. to a vertical force applied at the valance or front wing that needs much of a second oscillation, and
First of all, there isn’t one sprung mass cg, with no rotational to be kept a controlled distance all this won’t matter very much.
single way that things in the or other force. This causes same- from the ground. On an off-road The questioner mentions the
system can oscillate. There are direction displacements at the car, it may be OK, but the front role of tyres. Certainly when the
multiple masses and compliances, front and rear, but not in equal suspension has to have lots of tyres are very compliant, they
and different ways that things amounts. Unequal front and rear travel. Unless the rear tyres are become a significant part of the
can move. I think the questioner displacement implies a centre of much larger than the fronts, a large overall springing. In off-road
is describing an oscillation of the rotation either ahead of the car front anti-roll bar and/or a high vehicles, this is the case, although
sprung mass, especially at the or behind it. This is the bounce front roll centre will be needed to the rest of the suspension is
rear, in response to either a single centre. Its location depends on curb oversteer. On rear-engined soft too. The tyres need to be
sequential disturbance at the front the wheel rates at the two ends buggies, the rear tyres are often big and compliant to provide
axle and then the rear one, or a of the car, and the location of the much larger than the fronts. ample traction and flotation.
series of these. sprung mass cg, but not on the By far the more common Unfortunately, it’s hard to damp
All oscillations in suspension suspension geometry. approach with a tail-heavy car is a tyre. The shock can’t act on
systems are sensitive to excitation For cars with no front/rear to have the front static deflection the tyre sidewalls. They have
frequency. The system has natural interconnective springing, the best a good deal smaller than the some damping internally, but not
frequencies for its various modes enough. The only way to damp
of oscillation, and when the oscillation on the tyres is by
system is excited at a frequency inertia damping. That’s why inertia
close to any of those, resonant damping was hot in F1 for a while,
reinforcement will occur. Excitation until it was banned. (I understand
frequency on bumps depends some teams are still incorporating
on the frequency of bumps with inertial elements in the
respect to distance, and the suspension, but that’s not really
distance the car travels with equivalent.) The tyres are a large
respect to time, which is its speed. part of the springing on those cars,
Pitch and bounce have specific not because the tyres are highly
meanings in vehicle dynamics, compliant but because the rest of
and they are not the same. the system is very stiff.
Pitch can have at least three
meanings, although all of them inertia damping
are somewhat related. It can Front suspension needs lots of travel in the American Rock Sports Challenge Lightly sprung and damped
mean angular movement of the passenger cars quite often use
sprung mass about the transverse ride is obtained when the pitch rear; the front end is stiffer than inertia damping. The engine/
(conventionally the y) axis. It centre is near the middle of the the rear, relative to the weight transmission assembly has soft
can mean equal and opposite wheelbase or slightly aft, and the it carries. The bounce centre is rubber mounts, and these and the
displacements of the front and rear bounce centre is a considerable then ahead of the car. This works front suspension are deliberately
suspensions. It has a third meaning distance behind the car – say three decently, provided the bounce tuned to have natural frequencies
in ride engineering, which is the to five times the wheelbase. To centre isn’t too far ahead of the that create interference rather
one that concerns us here. get this, the front static deflection car. As a rule of thumb, we want than reinforcement. It would be
In ride engineering, pitch is the (sprung weight divided by wheel it one to two wheelbase lengths quite possible to apply the same
movement of the sprung structure rate) has to be greater than the ahead of the front axle line. That is, principle at the rear of a buggy.
in response to the application of rear, yet front and rear wheel rates we want the front static deflection This would involve knowing
a pitch moment, with no vertical need to be similar. This is only around half to two-thirds of the the spring rate of the tyres, and
or other forces. In all cases, one possible when the car is at least rear. In other words, we need a a representative rate for the
end of the car will go up and the somewhat nose-heavy. front static deflection that is rubber motor mounts, which are
other will go down, but usually not In a very tail-heavy car, we either moderately greater than the quite non-linear. A given set of
equal amounts. There will then be cannot have both at once. If the rear or considerably smaller. If the mounts would only be right for
some point along the wheelbase pitch centre is near the middle of front static deflection is similar a particular range of wheel rate
where vertical displacement is the wheelbase, the bounce centre to the rear or just slightly smaller, and tyre spring rate combinations.
zero. This is called the pitch centre. will be ahead of the car. If the we get a lot of rear suspension Still, if done right, this could offer
Its location depends on the wheel bounce centre is behind the car, movement on the second some advantage.
rates in ride at the two ends of the pitch centre will be well to the oscillation following a large, short Returning to the original
the car. It does not depend on the rear of the wheelbase midpoint. disturbance such as a speed bump question, I would not shy
location of the sprung mass cg, A pitch centre near the rear or raised railroad crossing. away from using A-arm front
nor on the suspension geometry. axle will result in the front of the If the suspension is fairly suspension. But I would be careful,
Note that this is not pure pitch car rising a lot under power and heavily damped with respect to its when taking advantage of the
in the sense that we would use longer arms to use more travel
the term in describing modal
suspension displacements. It
When the tyres are very compliant, and softer front springing, to not
get the front static deflection or
normally involves some heave in they become a significant part natural frequency in the range
addition to pitch. So, a somewhat that creates an unfavourable
different use of the word. of the overall springing relationship with the rear.
Modeling
Simulation
Refining
the Model
Testing
Data
Analysis
metric range
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How to estimate
drag coefficients
A quickfire briefing on the way to arm yourself with vital aero
Drag
information without the need to conduct coast down tests
Drag
Databytes gives you
essential insights to help
ynamics
dominating
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nce
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drag
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QUALIFIERS
1
!"#$ !"#!" = 1 ∗ ! ∗ !! ∗ ! ∗ !!!
!"#$ !"#!" = 2∗ ! ∗ !! ∗ ! ∗ !
Qualifyer Zone 1
2
choose([RPM in range]+[Throttle in range]+[Zone1]+[GearZone1]
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=
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nd
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one
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one
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M in range]+[Throttle in range]+[Zone2]+[GearZone2] ==4, 1, 0)
in range]+[Throttle in range]+[Zone2]+[GearZone2] ==4, 1, 0) useful in aero performance analysis,
it istthe
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s
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to
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This example has two zones defined at the start and the end of a straight the power produced by the vehicle
nce
Start
ce
Start
nce
End
ce
End
M
Limit
October 2013 • www.racecar-engineering.com 37
Limit
M
Limit
Limit
TECHNOLOGY – DATABYTES
SpeedZone1
gate([Qualifyer Zone 1], [Speed])
By taking the speed at the start of the zone and the speed at the end, the average acceleration for the zone can be approximated
by calculating the change in speed divided by the time taken.
Gear ratio is also calculated by dividing Speed by RPM for each zone. So long as the vehicle is in the same gear, this value should be
more or less constant.
GearRatioZone1
gate([Qualifyer Zone 1],([Speed]/[Team RPM]))
The new Kistler Type 4080A is a piezoresistive absolute pressure transmitter which
is designed for the use in high vibration and high acceleration areas. This compact,
lightweight M6-transducer is ideal for applications in gearboxes, steering systems,
braking systems, water and oil circuits as well as hydraulic and pneumatic systems.
www.kistler.com
Racecar Eng 190x135_Layout 1 08/10/2012 09:10 Page 1
A surprise package
Continuing our aerodynamic studies of a 1970s Lola sports
racer, where the quest for gains is providing some puzzles
S
ports racing car design may wind tunnel, the initial baseline for practical reasons, the simplest
have evolved in the 35 run showing a fairly meagre 10 option was to try out some of the
years since this two-litre per cent of total downforce on the variations of splitter end fence
Lola T390 BDG originally raced, front wheels, as reported in last that appeared in original photos.
Simon McBeath offers
but the air flowing over racecars month’s column. However, with Indeed the car was delivered to
aerodynamic advisory
hasn’t changed, at least not in some rear ride height adjustments the wind tunnel with modest
services under his own
the way it creates aerodynamic and judicious taping up of part of triangular end fences plus a
brand of SM forces! So the chance to put the front radiator inlet aperture, couple of smaller triangular fences
Aerotechniques – www. such a car in the wind tunnel, this was fairly easily converted inboard, either side of the radiator
sm-aerotechniques.co.uk. something that probably didn’t into a satisfactory 37.7 per cent of inlet aperture. The first change
In these pages he uses happen in its original era, was not total downforce on the front, given was to extend the outboard fences
data from MIRA to discuss to be passed up. This particular the car’s static weight split of 42 into rectangular ones of the same
common aerodynamic car had recently been restored by per cent front, 58 per cent rear. height. The results in terms of
issues faced by Gerry Wainwright Motorsport, who data and the changes to the data
racecar engineers kindly prepared it for our session. DOWNFORCE DELVINGS (in ‘counts’ where 1 count = a
Back in the day, it seems that But with the admittedly quite coefficient change of 0.001) are
the T390 suffered from a shortage large chord rear wing at a very shown in Table 1.
Produced in association with of front downforce, and photos modest angle, total downforce So this simple modification
MIRA Ltd taken ‘in period’ show some fairly was relatively modest, so once shifted an extra 6.3 per cent of
radical splitter and end fence it was clear that a satisfactory the downforce on to the front end,
arrangements. The car’s restoration balance could be obtained, also increasing total downforce
provided a relatively modest but efforts shifted towards improving by over 4 per cent. Although drag
practical splitter, and pre-wind overall downforce and efficiency. increased by over 3 per cent,
Tel: +44 (0) 24-7635 5000 tunnel session track testing had The final configuration change there was nevertheless a very
Email: enquiries@mira.co.uk revealed inherent aero understeer. reported last month saw us small increase in overall efficiency.
Website: www.mira.co.uk And this was backed up by the tape over the large rectangular Rather like some configurations
aperture next to the driver’s of dive planes then, this first end
head that was allowing air into fence extension was a potent if
the engine compartment and, as not very efficient balance shifter,
hoped, this improved drag and rear whereas a slightly longer splitter
downforce, but left the balance would probably have yielded the
at just 35 per cent front. Given same front downforce gain with
that there was endless scope to little, if any, drag change.
increase rear downforce with a Earlier in the session the rear
rear wing angle increase, attention ride height had been increased
moved to the front end again. in two 10mm increments to help
With the need to keep the shift the aerodynamic balance
Lola’s appearance ‘in period’, and forwards. The response was
End fences on the splitter could be seen to modify the airflow around without the option of changing to beneficial and essentially linear,
the front corners of the Lola T390 BDG a longer splitter during the session but given that a 20mm increase
End fence iteration 1 produced a significant effect Removal of the inboard splitter fences had a modest effect
seemed somewhat excessive from a more equable compromise. The and efficiency, but the rear ride iteration 1 but extended forwards
a mechanical dynamics viewpoint, aerodynamic data arising are height was one that could be lived to the full length of the splitter.
and that it seemed possible to given in Table 2. with. So efforts to obtain front end See Table 4 for the results
gain front percentage by other This, then, showed quite a gains were resumed, and next up relative to those in the previous
means, the rear ride height was step backwards in total and front came the removal of the inboard configuration in Table 3.
lowered by 10mm again to give downforce, and also in balance triangular fences each side of This then was a mixed bag.
Iteration 2 sprang a surprise
Table 1: the effect of extending the splitter end fences, iteration 1, changes relative by being a backward step (in
to the previous configuration downforce and balance terms)
CD -CL -CLfront -CLrear %front -L/D for reasons that are still not
Iteration 1 0.522 0.580 0.243 0.337 41.4% 1.111 clear despite much post-session
Change, counts +17 +23 +47 -25 +6.3% +0.008 pondering. The only positives
were a slight drag reduction and
Table 2: the effects of dropping rear ride height by 10mm again a slight rear downforce increase,
both unexpected and neither
CD -CL -CLfront -CLrear %front -L/D
of which was being sought at
RRH -10mm 0.513 0.488 0.150 0.338 30.7% 0.951
this point! Iteration 3 produced
Change, counts -9 -92 -93 +1 -10.7% -0.160
the biggest forwards balance
shift (just). And iteration 4, the
Table 3: the effects of removing the inboard splitter fences extended rectangular fence, was
CD -CL -CLfront -CLrear %front -L/D clearly the best of the group in
- inboard fences 0.513 0.492 0.155 0.337 31.5% 0.959 terms of total downforce, balance
Change, counts 0 +4 +5 -1 +0.8% +0.008 shift and efficiency. The general
conclusion appears to be that
Table 4: the effects of various end fences relative to the configuration in Table 3 there needed to be some height
to the forwardmost part of the
CD -CL -CLfront -CLrear %front -L/D
fence, but that extra height at the
Iteration 2 -7 -29 -37 +8 +6.0% -0.044 rear of the fence was either no
Iteration 3 +30 +11 +76 -65 +14.4% -0.033 advantage or a disadvantage.
Taking the best of these splitter
Iteration 4 +18 +46 +91 -45 +14.2% +0.054
end fence configurations then, the
%front figure was now 45.7 per
the radiator inlet aperture. This cent, some way in excess of the
yielded the results in Table 3. target value of 37-38 per cent. This
This produced a little more paved the way for adding some
front downforce for no penalties, more rear downforce to achieve a
and although a minor benefit, it balanced, higher total downforce
was a step in the right direction. setup that would hopefully
There then followed three engender safe and predictable mild
further iterations of splitter end understeer at aero speeds.
fence, which for brevity will be Next month: we’ll round off
tabulated and described together this particular study with some
to allow a few questions to be final balancing acts, another idea
asked! Splitter end fence iteration that didn’t work (together with
2 was a larger, taller triangular accompanying excuses), and the
shape; iteration 3 was an even application of some more race tape.
bigger triangular shape; while
iteration 4 was a rectangular Racecar’s thanks to Gerry
End fence iteration 2 produced a major surprise… shape of the same height as Wainwright Motorsport
End fence iteration 3 was fairly potent… …But end fence iteration 4 was the pick of the crop
www.bmrs.net
UK: Unit 5 Chancerygate Bus Ctr. / St.Mary’s Rd. / Langley, Slough SL3 7FL / 01753.545554
US: 4005 Dearborn Place / Concord, NC 28027 / 704.793.4319
Le Mans reguLations
Opening up
the rulebook
In 2014, Balance of Performance at Le Mans will provide headaches
– but there looks set to be a lot of freedom for manufacturers
by PETER WRIGHT
T
here are many skills and ability of those taking have to compete under new In the WEC and for Le Mans
definitions of part, including drivers, engineers, conditions – the fittest survive in particular, the ACO has
competition, but the manufacturers and teams. and thrive. To adapt, they mutate, brought its experience with
one that applies best to But there is another aspect and natural selection determines hybrid LMP1 cars together with
motorsport is: ‘a test of skill and of competition that is going to the successful variations. the FIA’s experience of KERS
ability’. The radical changes to affect all those who participate Both F1 and WEC are going to in F1, to draw up an ambitious
the nature of competition in both in F1 and WEC: competition change, in that the successful set of regulations for 2014.
F1 and WEC for 2014, from pure is what drives evolution. In drivers, cars, manufacturers The ACO has never shied away
performance to a performance/ Darwinian terms, when the and teams will not necessarily from offering competitors a
unit of energy, will really test the environment changes, species be the same as currently. range of potential solutions
to a competition task, and that make up the majority The 2014 WEC regulations energy, being made up of the
have managed to balance the of races. Once diesel engines have allowances for a broad set product of a fuel technology
performance of the offered were permitted and understood, of configurations to be chosen by factor and a K technology
technologies so that no one their outright performance had the constructor, balancing: factor, which sets out to
technology dominates and to be balanced with gasoline Fuel type v fuel energy/lap balance the weight differences
drives all others to extinction. engines using intake orifice v maximum fuel flow rate v of different powertrain and
In endurance racing there diameter, and their efficiency tank size (total refueling time) v energy recovery systems.
has always been an element balanced by the maximum recovered energy used/lap. This is the factor that is
of efficiency in determining fuel tank size. For 2014 it is an A technology factor then used to determine the
performance over the 6-24 hours order more complex. balances gasoline v diesel v energy/lap balance.
Major body panel rules are essentially unchanged, while at the rear the maximum wing height is 950mm – there is no minimum
•
energy recovery and delivery
Choice of energy returned/
Toyota have raced a gasoline, from their Nisshinbo capacitor
storage system. 1150cv total and
•
lap v fuel used/lap
Energy storage system
port-injection, NA V8 for the last 4WD should catch their drivers’
attentions and be invaluable
two years, and word has it that when dealing with the traffic. As
If a manufacturer has not Sébastien Loeb said about the
decided whether it wishes to they will continue with it in 2014 Pikes Peak Peugeot: ‘That is one
Take cutting-edge wind tunnel technology. Add a 180 mph rolling road.
created the world’s first and finest commercially available full-scale testing
environment of its kind, we did much more than create a new wind tunnel.
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C
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Movements
in LMP1 aero
The draft 2014 regulations point to some interesting new directions,
including a smaller overall width and a clampdown on blown diffusers
W
hile never an easily by Simon mcBeaTh
digestible read,
the relevant set of So let’s look at these in
technical regulations more detail and consider the
is always the first port of call potential impact.
of the racecar engineer to
determine the restrictions they Size matterS
impose and the freedoms they Draft version 06 states overall
permit. With a raft of significant width as ‘1900mm maximum and
and complicated changes relating 1800mm minimum’ compared
to the new ‘energy allocation to a maximum of 2000mm up
formula’ for 2014 (see p40), to and including 2013. It seems
the rule changes relating to improbable that anybody will
bodywork and aerodynamics build a car less than the stated
seem relatively minor in maximum width, so LMP1 cars
comparison. However, it will will probably all be 1900mm wide is likely to be about 4 per cent aggressive front diffuser angle
be vital for any team aiming to from 2014 until further notice. less than previously. could be implemented before
be competitive to design the A 5 per cent reduction in width The width reduction would stall problems occur, but any such
best overall package, and that obviously yields a 5 per cent also yield a 5 per cent reduction changes will be hard to observe.
they hit the ground running reduction in frontal area, with in plan area, the maximum
aerodynamically, so to speak. attendant 5 per cent reduction length of 4650mm remaining Front Flap
We have examined Article 3: in drag if all other things were unchanged, which in turn would One additional factor that ought
Bodywork and dimensions of equal, although they rarely are. lead to a reduction in underbody- to allow the front diffuser to be
Version 06 of the FIA’s draft Maximum height increases generated downforce of similar worked harder, if needed, is the
2014 LMP1 technical regulations from 1030mm to 1050mm, proportions and perhaps more, new front flap element that is
to pick out the changes from or slightly less than 2 per cent, given that the disrupted flows explicitly permitted in the 2014
this year and to highlight the this probably to facilitate an around the wheels will have a regulations. In full, its definition
potential ramifications. increase in the height of the greater effect on the central in version 06 is:
In addition to the phased-in seated driver (to improve the areas of the underbody that
‘closed cars only’ regulations for driver’s visibility). It will also do most of the work. With this it is permitted to add one wing
LMP1, the key changes for 2014 mean that the top edge of the narrower ‘working section’ profile adjustable by means of
in draft version 06 are: rear engine cover fin is 20mm in mind, it seems likely that tools (front flap).
higher than previously too. If attention will be paid to front it may be split in two parts
• reduced overall width this height increase is solely diffuser design as well as the symmetrical about the car’s
• adjustable front wing to provide more cockpit height, deployment of more prominent centreline. it must be situated:
element permitted this will add incremental frontal devices to help in this area, such
• rear wing span increased area, but less than the 2 per as the fences seen on the Toyota • Behind the rear edge
• blown diffusers prohibited cent if just the cockpit ‘bubble’ TS030 at its roll-out test at Paul (trailing edges) of the
• options for locations of is 20mm higher. So, with the Ricard in early 2012. With a elements that form … [the
wheel arch cutouts reduction in tyre width from narrower working span it might forward part of the splitter]
• increased maximum height 15-inch to 14-inch, frontal area also be the case that a more … with a longitudinal overlap
Partie avant
Front part
Surface de référence
a
Reference surface
from a to b
A-A
Zone / Area 1
A
Partie latérale
Lateral part
Zone / Area 2
B-B
Zone / Area 1
B
Diffuseur arrière
Rear diffuser
C-C
D
D-D
E
E-E
Surface de référence /
Reference surface
Dessin / Drawing 1
October 2013 • www.racecar-engineering.com 53
LE MANS REGULATIONS – AERO
of 30mm maximum and a there are two options for the from. However it would seem of 0 to 6 degrees. Incidentally,
maximum height of 300mm front and rear wheel arch cutouts. probable that the cut-outs in the for practical reasons we were
from the reference surface These were introduced in 2012 inner faces of the wheel arches unable to run the car to high yaw
• Between the two volumes as another means of reducing would be effective at preventing angles, the fin being very much a
around the front wheels… the likelihood of flip overs by lift from pressure build-up within prototype.
balance.
In other words, as shown on (May 2012, V22N5) with the surfaces during normal running. regulations except for the
the Perrinn LMP1 CAD renderings, Greaves Motorsport Zytek LMP2 increase in maximum height by
of front flaps of defined
a pair car in the MIRA full-scale wind TAIL FIN 20mm to ‘between 1040mm and
can be used. These will
size tunnel that when running within These fins were brought in as 1050mm’. Presumably this change
not only help to augment the a ‘normal’ yaw angle range, yet another device aimed at was made to reflect the same
performance of the central splitter, the effects of the 2012 wheel reducing the chances of flip increase in maximum permitted
could now be even more
which cutouts on drag downforce and overs when cars get sideways, height, but if the height of the
to the main element of a dual
akin balance were relatively minor. the intention presumably being rear body surfaces were to be
element wing than previously, but unaltered, this would expose
they will also enable much easier an increase in the side view
tuning of total downforce
fine The draft rules include projected area of the fin, which
of aerodynamic balance.
and
With front (and rear) overhangs some key phrases that are would potentially make the device
more potent in its operation,
beyond the axle lines unaltered
2013, the contribution of
from
obviously aimed at prohibiting should the situation arise.
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AUTOSPORTINTERNATIONAL.COM
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TECHNOLOGY - TOYOTA GRE
Global forming
Toyota's new 1.6 litre, four cylinder engine could be key to
the Japanese firm's return to the World Rally Championship
A
lmost as soon as Toyota by SAM COLLINS 'We looked at several engines many of the dimensions are
quit Formula 1 at in the Toyota lineup but decided not particularly written for a
the end of the 2009 Those using production-based to develop it from scratch,' rally engine. Initially the GRE
season, rumours linked engines have a different main says Aoki. 'It's nice to be able rules were intended to be used
the Japanese marque to a return bearing size, which on paper to develop a completely new in 600bhp Formula 1 trim,
to the World Rally Championship. allows for more power and engine, but it took some time to which means that there are some
These rumours intensified when less friction, for example. But build up the team as we needed odd details in the regulations,
it was revealed that Toyota's most manufacturers, including some new skills. Going to a four such as the 12kg crankshaft
European motorsport engineering TMG, have opted to develop cylinder was a new world for us, weight which is not ideal for a
consultancy, TMG based in the bespoke engine instead, as as was direct injection.' 300bhp WRC unit.
Cologne, Germany had started overall it lets them design things Because of the Appendix Despite the lack of references
work on an all-new engine to be exactly as they want them. engine’s roots in the GRE concept, in-house, the TMG engineers
suitable for the series.
The turbocharged 1.6-litre
inline four was built to the so TMG opted against developing a mono cylinder version of the engine for
called FIA Appendix, or Global testing, citing time and practicality as reasons for the four-cylinder route
Race Engine, rulebook making
it suitable for a number of
applications including the the
WRC and WTCC, but until now
TMG has never admitted that it is
working on a WRC programme.
'It is a rally engine,' says
Rob Leupen, TMG's director of
business operations. 'We are
developing it for the WRC but
we would like to see it used
in other series like WTCC but
I don't think that will happen
soon. It is a TMG project to
investigate a return to the
WRC, but we are not sure which
car we will use. Right now we
are building a WRC prototype
which we will use to test the
engine next year. After that
we will discuss with Toyota the
possibility of a return to the WRC.
We know that there are some
new models coming and we are
looking to 2016 or 2017. But
what we are doing now will not
be homologated.'
Work started on the new
engine in 2010 and it ran for
the first time in early 2012.
A team of engineers headed by
Norio Aoki, Global Racing's engine
general manager, had to decide
on the engine's source. The rules
allow manufacturers to use a
production block as a basis, or
to create a bespoke design, and
there are subtle differences in
the regulations for each.
The new engine, running on an AVL dyno. The turbocharged, direct injection 1.6-litre inline four was developed from scratch by TMG
Cams + Pulleys, Belts & Chains Valves & Valve Springs Performance Cam Kits & Valve Spring Kits Followers & Tappets
W
hen Volkswagen by SAM COLLINS the production engine and the that engine in other categories
decided to quit cross appendix engine are the main of motorsport, we hope that
country rallying in later.' Development of the engine bearing diameter and the cylinder the FIA uses the same engine
favour of the World was not as straightforward as spacing, otherwise all of the other regulations in several categories,
Rally Championship, it was simply that timescale suggests however, major dimensions are the same. It like Formula 3. That’s why we
because the marketing value of Wichelhaus had to make a crucial is very restrictive – the weight of went that way. I think it’s the
the Dakar rally did not last all year. decision about the engine's the piston, flywheel, the diameter same for all manufacturers, when
For its 2013 World Rally design direction. The WRC allows of the valve stem, loads of things you start such a project you have
project, Volkswagen's motorsport for not only the GRE-based like that are mandated. Everything to consider all options.'
department created the all-new engine known officially as an that is friction- or power-related is Once Wichelhaus and his
Polo R WRC – a four-wheel drive appendix engine, but it also defined by the regulations.' team had decided on which
two seat hatchback designed for allows for a production block- Volkswagen and Audi have direction to go the design process
everything from the fast asphalt based engine. been some of the key driving was relatively straightforward,
of the Mosel vineyards to the 'We started with a totally forces behind the Global Race though it would be totally alien
frozen tracks of Sweden via the clean sheet of paper and had to Engine concept, and this meant to the designers of VW’s last
mud and gravel of Wales. choose between the appendix that it was clear from the start of four wheel drive World Rally
A rule change introduced for engine and the production engine the WRC project that the group Championship car the Golf G60 of
the start of the 2011 season rules,' explains Wichelhaus. 'Both would develop a bespoke unit 1989 and 1990.
saw the mandatory adoption of have to fulfil most of the same rather than a production-based 'In the past you had to rely
1.6-litre turbo engines with direct dimensions and the weights, engine. 'From near the beginning on the experience of engine
injection, in line with the trend to but there are some differences, it was clear that we would like builders who just knew how to
downsizing – a discipline in which meaning each has its own to go for the appendix engine, make it work, but now we have
Volkswagen and Audi have been advantages and disadvantages. says Wichelhaus. 'This is because the computers to do all of that.
something of a pioneer. Indeed it The main differences between we have seen a better future for You have to calculate everything
was from within the Volkswagen and maybe then test it all on the
group that the idea of the
Global Race Engine (GRE) was
"In the past you had to rely on the dyno. So much of the design is
computer-driven, issues like heat
born, the concept being a small experience of engine builders, but transfer, cooling system design
capacity efficient four cylinder and mechanical thermal stress are
turbocharged engine which now we have the computers" purely done in the computer. So
could be used across motorsport
including in Formula 1, World
Touring Cars, Formula 3 and of
course the WRC.
All of the engines would be
inline four cylinder, turbocharged
units with direct injection and
built to a very strict set of
technical regulations.
Despite instigating the new
rules Volkswagen, did not initially
develop an engine, but once the
firm made the decision to enter
the WRC then it was clear that
new engine would be required.
Dr Donatus Wichelhaus is
Volkswagen Motorsport’s head
of engine development and his
team was tasked with creating
the new power unit.
'We did not have very long to
do it,' he says. 'We started just
after winning the 2011 Dakar
Rally, and the first engine was
running on the dyno 10 months The VW Group was one of the instigators of the Global Race Engine concept
61
October 2013 • www.racecar-engineering.com 61
TECHNOLOGY – VW Polo R WRC EnginE
SODEMO RALLYCROSS
G
lobal Race Engines are not too, weighing 125kg with all
restricted to just the air of the ancillaries, but we still
restricted versions found kept the standard block, head
in the WRC and WTCC – they also and gaskets to reduce the cost,'
appear in their most extreme says Maillard. 'We concentrated
form in Rallycross. French engine on the crankshaft, rods, pistons
specialist Sodemo has developed and valve train as well as the dry
its own for use in the Supercar sump system. The crankshaft
class of the local championship. is bespoke and machined from
'It's based on the new family billet, the pistons and rods are
of Renault-Nissan alliance also bespoke and designed
engines, specifically the M5MT in house with manufacturing
aluminium block,' says company being outsourced.'
we went for the best option engine uses more traditional boss Guillaume Maillard. 'It was The engine, which does not
that the computer told us and air restrictor something that developed by Nissan and you run with a restrictor, features
then we went on the dyno with Wichelhaus is not a great fan of. can find it in the Juke and the both direct and indirect injection,
the prototypes, we had some 'You do not have such a thing Clio.' The Frenchman has found with two injectors per cylinder.
options with the cylinder head, in production engines – it put the open rules of rallycross 'We do it like this to improve the
geometry for the intake things the whole engine development refreshing compared to other combustion throughout the rev
like that but it was mostly done in a strange direction,' he says. championships. 'I am passionate range and it makes much better
in the computer. 'Air restrictors mean the physics about it, I like the sport and I torque at low rpm. We are still
'But while there are some of the engines are different want to see it become more working on the management
good calculation and simulation from production engines. You professional. I think that 1.6 strategies to optimise both
packages on the market, they can see that in the valve timing – turbo engines like this will direct and indirect injection,' says
are not 100 per cent precise, so there is no overlapping of valves become more common. There Maillard. Sodemo has developed
at the end of the day you need because otherwise you would is great interest in the sport at its own electronics to run on
the engine on the dyno. We did get exhaust in the combustion the moment – along with WRC the engine including a bespoke
a single cylinder prototype, it if you did. It's very strange. it is probably the last area where ECU, dash and wiring loom.
you can really develop your own Unlike the WRC and WTCC
"It will be a problem for the sport engines. We do all the Group R
rally classes, but there is no real
engines, there is no spec
turbocharger in rallycross and
when spectators realise this is all freedom any more – everything Sodemo has taken full advantage
is controlled and blocked. But in of this. 'We have developed
old technology in front of them" rallycross you can really express a special turbocharger with
your knowledge.' Garrett,' says Maillard. 'We had
was a good way of improving the 'A fuel restrictor is a better Like all GRE engines, some particular requirements,
combustion chamber design.' approach. When you have the Sodemo-Renault is a but we do not want to disclose
One choice that Wichelhaus technology from production turbocharged 1.6-litre inline too much about this. The turbo is
was not troubled by in the engines, you can learn how you four with direct injection, but bespoke for this engine.'
engine's development was the can stretch the efficiency of unlike the bespoke engines The engine produces over
selection of a turbocharger. All engines which you can then take of Toyota and Volkswagen, 500bhp and has strong torque
cars in the WRC have to use an into mass production models. You the French unit retains many 550Nm torque. Max power
off-the-shelf unit that they cannot can’t do that with air restricted standard parts. 'This engine is at 8500rpm. The engine
adapt or touch. 'We have to use engines. But to adapt this engine is smaller than some older including ECU and loom retails
a FIA specified turbocharger, so to fuel flow would be quite rallycross engines and lighter for around €70,000.
variable geometry as used in our difficult. With an air restrictor
road cars is not allowed, it is a you limit the air mass that goes
sealed box. Like an old engine, through the engine. As soon as the driver to go fast and not crash, neat unit producing in excess
in production you have variable you reach that limit, the flow adds Wichelhaus. 'The car also of 300bhp and 420Nm of torque.
valve timing, variable turbos and through the engine gets lower has to be easy to work on in the It has already been tested on
camshaft variations. I think at and lower, so the turbocharger service park. Because of the regs, rally stages in the new Polo R
some point this will be a problem can over-rev because of the the engine is over-dimensioned, WRC chassis and has shown
for the sport when the spectators under pressure on one side. And so the reliability should not be a great reliability. 'It has been
realise that this is all old because the air restricted engine problem. For example the pistons good from the beginning we
technology in front of them. I think results are so different you can’t weigh 350g – in F1 they weigh have had no mechanical failures
Le Mans has the right approach use that data for anything.' 290g and they are much bigger. at all,' says Wichelhaus. 'I
with its regs by just giving the A set of targets for the The centre of gravity of the think this is due to all of the
energy per lap. This is really good car – specifically the engine – whole engine is specified. The optimisation that we did before,
for technical innovation and those were agreed and set by the VW intention of the rules is that if all the computer simulations.'
who are interested in it.' motorsport engineers in Hannover, you have a bigger budget you It certainly worked – the Polo R
But unlike the 2014 F1 and Germany. 'In rallying the car has have no chance to go faster.' was on the podium on its
Le Mans engine regulations to be as light as possible, be at After all of the work done by debut and won its second
which use an energy restriction the right level of performance, Wichelhaus and his team, the ever event, after which it
via a fuel flow meter, the WRC and be reliable. Then it is up to resulting engine is a small and dominated the championship.
T3-T4, T-5-T6
Turbo Blanket
The Original,
The Best:
Exhaust
Insulating Wrap
0
.05 seconds is the next gear is selected before specialists Xtrac, who supply
by GEMMA HATTON
average gear shift time the current gear is disengaged, their products to the top
in Formula 1, which and is regarded as the ‘ultimate’ motorsport teams, as well as
occurs approximately transmission design. At such high technology industries,
3100 times per race. ‘They are high speeds, when the driver including F1 teams running the
really nice pieces of engineering, backs off the throttle to change Cosworth engine (Marussia F1
almost like Swiss watches gear, the car does not just this year). Since the company
when you look inside them,’ stop accelerating; instead it was first founded in 1984,
says Ross Brawn, team decelerates due to the huge they have achieved some
principal of Mercedes Petronas amount of aerodynamic drag $1bn in sales, 60-70 per cent of
AMG. ‘They have to take 750 acting on the car. This design which were exported.
horsepower and a huge amount can save approximately three ‘We need to balance the
of torque, 350Nm, from the tenths of a second per lap and function, spatial package,
65
October 2013 • www.racecar-engineering.com 65
Limited
Slip
Limited
Slip
www.sperrdifferenzial.com
TECHNOLOGY – GEARBOXES
‘Our most successful our new R5 rally gearbox, the which is now the control and isotropic polishing, which all
projects have been the P1113, and our new Rally Raid transmission for the V8 offer a high precision finish, and
previous generation of IndyCar gearbox the P1173, as well Supercars Car of the Future demonstrate the level of detail
gearboxes (the P295) which as several bespoke designs of category. The 1100Nm-rated involved when manufacturing
we manufactured 400 of. They transmissions for particular gearset is manufactured by gear gears. Profile grinding is
were extremely reliable for many applications. In addition, we profile grinding, shot peening achieved with the use of CNC
years. The current generation continue to support our existing
(the P1011) which was launched touring car, Sportscar, rally, Xtrac achieves top Gear
with the DW12 car last year also Moto GP and F1 customers
T
features this reliability, with and products.’ he world leader in IndyCar racers, every Dakar
over 80 supplied to date. Our high performance winner since 2009, 63 per cent
incredible track record at the ALBINS OPTIONS transmissions was of this year’s Le Mans starters
major endurance events includes Another major player in the featured in the ‘Best of – including the winner – as well
supplying the Dakar winner 19 transmissions industry is British’ episode of this year’s as the Marussia Formula 1 car.
times in the last 21 years and 35 Albins, who are the largest series of Top Gear. Xtrac ‘It was great to be included
cars – including eight out of the high performance transmission sat alongside companies in the show as the company
top 10 – at Le Mans this year.’ manufacturer in the southern such as Red Bull Racing, is totally owned by all the
2014 will see major changes hemisphere, targeting not just Bloodhound and Williams F1 employees,’ explains Peter
across all types of motorsport, motorsport applications, but also in a parade down the Mall in Digby, managing director of
making it a busy year for Xtrac. upgrading OEM transmissions. London, demonstrating to Xtrac, 'so it just feels that bit
‘We are very involved in the Their success began with the the 350 million worldwide better because the efforts have
2014 F1 and LMP1 gearboxes Volkswagen transaxle, which viewers examples of the been recognised by something
which have had significant through design optimisation past and present engineering as important as Top Gear. ‘I
rule changes,' says Moore. 'In of the shafts and gears accomplishments found in thought the show was brilliant.
terms of the automotive sector, helped them gain a technical Britain’s Motorsport Valley. I’m a big fan anyway, but it was
we are working on various advantage that put Albins well The programme highlighted great that they were able to pay
transmission projects for EV and truly on the map. Xtrac’s successes due to their tribute to the British automotive
and hybrid vehicles. In the Their most popular product involvement in developing industry and bang the drum
last year we have launched is currently the ST6 transaxle the transmission systems for about how important it is.’
example of the st6 from victoria, australia-based supplier albins. a batch of Xtrac 1011 gearboxes in progress at the British firm's factory
it's currently the control transmission for v8 supercars of the Future
67
October 2013 • www.racecar-engineering.com 67
TECHNOLOGY – GEARBOXES
D
rexler is a common name thought-provoking impulses
in the world of Formula for our products,’ explains
Student. Looking through Carola Roll, purchasing manager
all the teams, it’s pretty rare at the firm.
that a team runs any other type ‘Currently, there are more
of LSD differential. than 100 Formula Student
‘For Drexler, the Formula teams using Drexler products,
Student competition is an so we will of course continue to
opportunity to spread the produce these differentials and
brand awareness of Drexler improve them.’ The future for
among prospective engineers, the Formula Student-designed
to support the development in Drexler will be an adjustable
automotive engineering and version that will be coming to
to gain new experiences and market next year. A Kaiser WZB transmission component being checked for accuracy
K
-M-P have developed a implement. The unit contains in the smallest available space.’ product has been the RD6
pneumatic ‘plug and play’ the control unit, three valves, a gearbox which has found its
Porsche Paddleshift kit, pressure sensor. The actuator HOLINGER DESIGNS way into many front-engine
system designed for sequential is only pressurised during the Another manufacturer that rear or four-wheel-drive race
gearboxes. The design is actual shift, therefore manual thrives on versatility is Victoria, cars over the years. As it can
optimised to fit straight into shifts are possible. The unit Australia-based Holinger, who withstand huge amounts of
a 996/997 Porsche racecar, comes with pre-programmed supply everything from GT horsepower and torque from
making it extremely easy to Porsche settings. through to drifting and the Dakar turbo 4s and 6s all the way to
Rally. ‘Designing a part that can massive V8s and V10s, while
withstand abuse, be it load or being lightweight.
heat, while keeping the weight ‘Traditionally Holinger
down to a minimum is the biggest have always been only a
challenge for transmissions,' a gearbox manufacturer. In-line
spokesperson said. transaxles have never featured
'Materials and manufacturing on our product list, but we are
processes have come a long currently developing a range of
way, enabling more detailed and transaxles for both GT and off-
complicated designs to come to road racing. These will feature
life, but weight v performance a specialised ring and pinion
is always the challenge. In tooth geometry, fully designed
these modern times, with and developed in-house,
more “longevity” required in which should greatly increase
motorsport components, it has the gears load carrying
also become important to make capacity for a given weight.
LIGHTWEIGHT PADDLESHIFT
SYSTEMS & COMPONENTS
I www.k-m-p.nl
44 Years of Experience Engineering
and Manufacturing Racing Fasteners
O
ne of the things that forces you to understand your using a racecar simulator. All of
by Danny nowlan
continually blows car in ways you never thought these elements on their own
me away about the crazy. I would go as far to say possible. I have lost count of are very compelling. However,
racecar engineering that you're stark raving mad. I the number of times I’ve had the combinations of all these
community is that, as a general don’t say this because I have a customers say: 'We never realised components make the simulation
rule, they simply don’t understand vested financial interest in it, that about the car.' As well as case a complete no-brainer.
simulation. I’ve been working in simply because I’ve seen time and this, it is simply a fantastic tool But before I get into these
this industry for nearly 20 years, time again how simulation has to quantify both the tyres and reasons in more detail, it would
and not just as a simulation changed the way people approach aero of the racecar. Both of perhaps be wise to explore
principal. I’ve worked in the their race engineering and how it these are critical elements of the where simulation tyre models
trenches as a data and race has allowed them to do a lot more car’s setup and time and again come from. One of the biggest
engineer in fields as diverse as with very scarce resources. ChassisSim has been a vital criticisms I see levelled against
F3, F3000, A1GP, V8 Supercars, The case for simulation is so element in quantifying both simulations is that the tyre
Sportscars and GT cars to name a open and shut that part of me of these components. Lastly, models have no foundation in
few. I’ve seen first hand just how actually regrets having to write nothing prepares you for a reality and they are based on
effective simulation can be and this article. The first thing that race weekend like making various misunderstandings of
I’ve lost count of the number of it brings to the party is that it small, sensible adjustments, vehicle dynamics. Well I can’t
times when using simulation has speak for other simulation
given me that critical edge.
Let me state this up front: if
If you're a race and data engineer providers, but I can tell you that,
as far as ChassisSim is concerned,
you’re a race and data engineer and you're not using simulation, that couldn’t be further from
and you're not using simulation the truth. Also, as many of you
as far as I am concerned you’re frankly you're stark raving mad reading my articles would know,
to minimise the error between your car in ways you never 600
actual lateral acceleration and thought possible. The more
500
simulated lateral acceleration. accurate a simulator, the more
Mathematically we are minimising it will punish you when you 400
the following function shown make mistakes when you are
300
in this equation: modelling the car. This is a very
good thing because it will force 200
cf = a y _ act − a y _ sim you to understand the car in
ways you never thought possible. 100
The more accurate the simulation is, the more it will punish you
when you make mistakes with the modelling of your car
74 www.racecar-engineering.com • October 2013
undertaken tyre modelling on
both of these extremes, I can tell
you that what you get is radically
different. Consequently, when
you’re using a simulator you’ll get
the most out of it when you use
small sensible changes.
In terms of setup variables,
there are a couple of areas where
simulation excels. One of these
comes when you're evaluating
damping. To illustrate this,
consider the damper histogram
shown in Figure 4.This is a
typical histogram you’ll get from
any set of data with properly
calibrated dampers.
You can run this analysis
Figure 3: simulated pitch vs actual pitch all day long and you never need
to turn a wheel. I have customers
who just use simulation primarily
for this purpose, and they don’t
pay attention to lap times. Also,
just remember for transient
simulation packages such as
ChassisSim, every simulation
run you do is the equivalent of
running the car through a seven-
post shaker rig. It doesn’t replace
the rig, but it arms you with data
that makes the time you spend on
it all the more valuable. This has
been proven by the increasing
traction we’ve been finding with
the shaker rig toolbox.
Another area where simulation
truly comes into its own is in
tuning the ride height bump
rubber package for a particular
circuit. One of my customers
really begged me to log bump
rubber displacements in
ChassisSim. I’m really glad he did
because it allows you to look at
plots such as Figure 5 overleaf.
In a single plot we can see
what is going with the damper
Figure 4: damper histogram displacements, the ride heights
and what we need to do with
experience that this helps to race weekend. It doesn’t when you’re working in the setup the bump rubbers. This is truly
provide you with the knowledge necessarily deliver the magic range you usually run. Don’t invaluable information, because
that can help win races. setup – that’s not a simulator’s expect it to work if you’re – say it gives you vital data in relation
The other thing where job. What it does, however, – running a 800lbf/in rear spring to when to engage the bump
simulation excels is in evaluating is show the options they need and expect it to magically work rubber and more importantly
small sensible changes to to work on so it makes the when you run 100lbf/in rear when not to engage it.
your setup to get you ready best use of track time. I’ve been spring. Ditto if you're running I should also add that if you
for the race weekend. As a direct witness when ChassisSim something like a 20mm front roll have a good aero model and
simulation principal, one of has effectively dictated what centre and jack it up to 200mm. you have modelled the bump
the biggest impacts I’ve seen goes on in the free practice! In this instance, you will have energy properly, the estimates for
with teams using simulation is One thing I should add , taken the tyre load regime into an ride heights will be conservative.
when they work through small, however, is that you must use area that you haven’t modelled. That will give you confidence to
sensible changes to a setup they a simulator as a scalpel and not Consequently, all you’re doing know that it won’t slam into the
are ready to go for the as an axe. Simulators work best at this point is guessing. Having deck at the first session.
You will get the most out of simulation if you treat it as a calculator – it
can give you a very complete picture of what is going on with the car
MIA Contact: Jill Rogers +44 (0)2476 692 600 email jill.rogers@the-mia.com
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I
participated in Formula Student professional engineers, automotive intelligent group of students, it all yourself. It would also force
competitions between 2006 engineers, racers, machinists or building a vehicle to the letter of universities to get behind learning,
and 2012, and was design related professionals.’ the rules in section A6.1, would and to not merely listen to their
leader for a student team If this rule were enforced at the be NO barrier to innovation nor to litigation department’s risk reports.
that designed and built their own next competition, the number of the technical level achievable. For If there are teams who claim that
complete racing engine from scratch eligible runners at an event like FSG example, UWA constructed their own they ‘cannot’ build their own cars,
(and CNC machined everything that might be counted on one hand. There moulds for their CFRP tub, and cured because it’s ‘difficult’, or because
was possible by ourselves, see Race is an argument that some teams it by constructing a ‘hot box’, around they’re not imaginative enough to
Engine Technology magazine #54). cannot build their own cars because the finished mould which was beg/borrow/buy/rent appropriate
In my time I also TIG-welded entire of safety fears at their establishment, heated by hot air guns applied to facilities and equipment – I would
spaceframes, wishbones, uprights or that they don’t have any well located vents. Not an autoclave question their eligibility to consider
and CNC programmed and machined equipment. But I think this is a cop- in sight. Allowing teams to blatantly themselves worthy of competing
our aluminium suspension uprights. out, preventing teams really learning contravene rule A6.1 also allows to go home with their heads held
My own experience was that five what running a racing business is all universities to carry on denying high as young racing enthusiastic
years of Formula Student were engineers of the future.
probably the best years of my life,
and will probably never be equalled If rule A6.1 was enforced, students The regulatory bodies
responsible for running Formula
in terms of capacity for innovation,
real teamwork, real camaraderie,
really would build it all themselves Student are responsible for far
more than just helping to setup
and a pace of learning of such and run the events, by their actions
frantic magnitude that would put about, which is to need something, students access to manufacturing they shape the way students learn
most of F1 to shame. and then getting together to make a facilities, because ‘everyone else and function at their universities.
However, the face of Formula plan in order to achieve it. is doing it’ – as in everyone else Rule A6.1 should be either
Student has changed a great deal Not to complain that it’s ‘difficult’, is farming out machining, curing, enforced to the letter, or it should
since 2006, and I saw the transition and so allow a sympathy loophole testing, welding, moulding etc to be deleted with immediate effect
occurring with my own eyes. I though which anyone can now leap external companies. from the rules and regulations.
would also state that this transition with anything up to an entire chassis If this rule were properly If it is to be deleted, all concerned
is not for the better. Formula being constructed almost 100 per enforced, it would empower must be comfortable with the
Student has (for many teams, cent by renowned motorsport firms, students to really have their own fact that the competition would
universities and apparently judges), stickers being applied and this being racing team, really build it all – in principle, practise and letter
increasingly become a showcase declared a ‘Formula Student car’. themselves and to really gain the of law – cease to be a primarily
for turning up with the most When, in fact, it is nothing of the sort. sort of self-confidence that can learning exercise.
technology, the best paint job, For a really dedicated and only ever come from having done Calum Douglas
and the most professionally
turned out and drilled team. All of
which on the face of it seem very
laudable qualities indeed. In fact,
it is clear that unfortunately not
one of these qualities necessarily
contributes to the personal,
intellectual, moral or technical
development of the students
themselves (of course there are
exceptions to this in a small number
of exceptional teams). It is a fact
that the vast majority of FS cars at
every event are in direct and clear
contravention of Rule A6.1 (page
12, FSAE regulations 2013):
LAT
Toyota unveiled their new Lexus GT500 model at Suzuka in August Honda’s NSX is the only one of the three to feature a mid-engine layout
from a done deal and the views in a ‘class B,’ it’s believed.
BRIEFLY
NASCAR secures long-term TV
future with lucrative NBC deal Pirelli back in WRC
The FIA has confirmed that
Pirelli will return to the World
NASCAR has secured a $4.4bn were both unwilling to stretch NASCAR says its media rights Rally Championship next year,
TV rights deal with NBC Sport to the $4bn-plus asking price, package for 2015 and beyond is joining Michelin, DMACK and
Network, while also extending and so did not take up their now complete, with Fox Sports Hankook as a WRC tyre supplier.
its agreement with Fox Sports options on continuingto cover the holding rights to the first 16 The Italian manufacturer had
for a further two years, a brace premier US motorsport series. Sprint Cup Series races, first 14 produced control tyres for the
of deals which will secure its TV The news means NBC Sport Nationwide Series races and WRC for three years before it
coverage for the long term. Network and Fox Sports will the entire Camping World Truck pulled out in 2010. FIA rally
The NBC tie-up, which is to now be the two NASCAR Series season. NBC, which last director Jarmo Mahonen said:
be over 10 years, will give the broadcasters from 2015, and broadcast NASCAR events in ‘Having Pirelli return to the
broadcaster exclusive rights the latter has added a further 2006, will televise the final series is very positive, and
for 20 Sprint Cup Series races, two years to the agreement 20 Sprint Cup Series races, final together these four brands will
representing the slice of the it signed with the US stockcar 19 Nationwide Series races provide a great platform for open
action that is now shown by ESPN governing body last October, with and the K&N Pro Series and competition as well as choice
and Turner Sports. the ‘multi-platform, multi-series Whelen Modified Tour events, and variety for our competitors.’
However, both ESPN and media rights’ arrangement now beginning in 2015.
Turner will see out their contact continuing until the end of 2024. NASCAR vice president of Indy twins
– 17 races and three races On top of this, Fox Sports broadcasting and productions, IndyCar has confirmed it’s
respectively – through next has added exclusive rights Steve Herbst, commented: to make twin-turbo systems
year, with NBC taking over in to three additional NASCAR ‘NASCAR on Fox has been very mandatory as it attempts to
2015. It’s understood that they Sprint Cup Series events and popular with fans everywhere and ensure parity between the
the first 14 NASCAR Nationwide we believe its expanded schedule engine makers involved in the
Series events of each season. will strengthen its relationship series, Chevrolet and Honda.
Fox Sports secured exclusive with the fans and provide the The change was announced
rights to the entire NASCAR sport with many opportunities during the first two-year
Camping World Truck Series to cross-promote and grow our manufacturer homologation
season through 2022 last combined audiences.’ update cycle since the series
autumn, and that part of the Meanwhile, Fox has also was reopened to engine
agreement has also been signed a five-year deal with competition. Honda will benefit
extended through 2024. IMSA to cover the United most from the rule change, as it
NASCAR refused to comment SportsCar Racing series, a deal currently races its 2.2-litre V6 in
LAT
on the financial terms of that will run through until the a single-turbo configuration.
NBC have rights to 20 Sprint Cup races the agreement. end of 2018.
able
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Jean Todt’s second term Ward has a background in Ferrari has been fined €15,000
as president of the FIA may politics and in the early-90s he but escaped a penalty after
not go unchallenged, with was an adviser to the then- it was found to be running
a former confederate of the leader of the Labour Party, John with an illegal DRS setup
Frenchman’s predecessor in the Smith. He was also involved in during the Hungarian Grand
post saying he is considering the scandal involving Bernie Prix. FIA technical officials
putting himself forward. Ecclestone and the Labour reported the team to the
David Ward, who was Government in 1997, when the stewards as data downloaded
one of Max Mosley’s key aides Government was accused of following the race revealed
and who has been head of taking a £1m bung from F1 in that its driver, Fernando
the FIA Foundation road safety the hope of fending off a ban on Alonso, used DRS on three
division for the past two tobacco advertising. occasions when he was not
years, has let it be known that Ward first joined the FIA as within one second of the
he is thinking about standing for director general of its European car in front – the system
the presidency. Bureau, which is based in should only be able to be
Ward says the reason for him Brussels. He has often worked triggered when a car is
considering going for the FIA with the British Government following within a second
LAT
top job is to spark a debate and and European Parliament on of another as they pass an
to offer a choice of candidates. David Ward is considering running behalf of the FIA. activation point.
‘This is not what I intended nor Before he could become The FIA said that a setting
what I wanted, but I am certainly ‘You can only have a debate a candidate, Ward would error by Ferrari caused the
thinking about standing because if there is a choice of candidates, need to gain support from a problem, but as any advantage
it is important to have a debate,’ and there is no debate if there is number of the national FIA- gained had been negligible –
he told The Times. no choice,’ Ward added. affiliated organisations.
LAT
running we had around 800bhp. Continental will also return as race engineer for Graham Rahal. Former IndyCar ace Gil de
We had traction control and as title sponsor and exclusive Mitch Evans, who was most recently Ferran (pictured) has joined the
paddle-shift, carbon brakes – tyre supplier to the IMSA team manager at Ganassi’s second FIA Formula E Championship
team, has also joined RLL, taking on as an official ambassador. The
Formula 1 brakes actually. So it Continental Tire Sports Car
the post of crew chief for both Rahal Indianapolis 500 winner and
was a pretty sophisticated car. Challenge (CTSCC).
and his team mate James Jakes. former Honda F1 team sporting
But it was probably a bit too
heavy, because in the mid- New site for Bosch Mathew ‘Techo’ Nilsson is to leave
director will act as an adviser to
the new Championship, while he
noughties Airbus Industries Bosch has chosen a site in V8 Supercars team Ford Performance will also be an official spokesman
bought so much carbon Coventry, England as the Racing at the end of the season. for Formula E, particularly in
material for the A380 that base for its UK motorsport Nilsson, who is engineering manager North America.
there was a shortage and the operation. The company has at the works Ford outfit, is believed
price went through the roof. taken a 5600sq ft unit at to be heading back to a team fielding
So they decided to go down the University of Warwick Holdens, Ford’s fierce rival in the Motor Speedway NASCAR Sprint Cup
Australian touring car series. He counter, due to an eye complaint.
another route, to make it Science Park. The new Bosch
worked at Holden works team HRT The team engineer on the No 31 Jeff
with slightly cheaper carbon Warwick Technology Centre
before joining FPR in 2010. Burton-driven car, Matt McCall, took
materials, but then it turned is to provide engineering
his place for the duration of the race.
out heavier than they really support and services for its Doug Duchardt is now executive
wanted it. But the car itself, UK customers and around 30 vice president and general manager Frank Tiedeman, the founder of the
it had potential for sure. engineers are to be based at top NASCAR outfit Hendrick Monoposto Register, which evolved
at the facility. In 2012, the Motorsports. The former General into the Monoposto Racing Club, has
German company generated Motors executive, who has been at died at the age of 92. Tiedeman was
sales of €52.5bn worldwide. Hendrick Motorsports since 2005, will a successful club racer, and he was
Bosch also has a base at the now oversee all of the organisation’s also the first Monoposto champion,
racing activities. He started out at at the wheel of a Cooper 500-based
MIRA Technology Park in
Hendrick in the post of vice president special called a Mille-cent.
reckoned to be less than one Nuneaton, UK.
of development.
second advantage over the
NASCAR has named former crew
entire race – it did not think Printing money As part of a technical partnership chief Chris Wright as its new
a time or points penalty was Stratasys has reported between V8 Supercar squads Ford NASCAR K&N Pro Series East director.
called for. record financial results for Performance Racing (FPR) and Dick Wright has previously been a crew
FINE: $15,000 the second quarter of 2013. Johnson Racing (DJR), FPR senior chief, shop foreman and consultant
The American 3D printing engineer Campbell Little is to for teams in the NASCAR Nationwide
Butch Hylton, the crew chief on company has posted revenues work regularly with the fellow Series, NASCAR K&N Pro Series and
the No 17 Red Horse Racing run of $106.7m for the second Ford outfit between events, while NASCAR Canadian Tire Series.
continuing to engineer Alex Davison’s
Toyota in the NASCAR Camping quarter, representing a 20
FPR car at the races. Renowned aerodynamicist, F1
World Truck Series, has been per cent increase over the
designer and current chief technical
fined $5000 after the roof of $88.7m recorded for the same
The former lead motorsport design officer at Red Bull, Adrian Newey,
the truck failed to meet the period last year. The company engineer at Gill Sensors, Neville has been awarded an Honorary
minimum height restriction at also invested a net amount Meech, has founded a new UK-based Doctor of Engineering degree
post-race inspection following of $10.3m in R&D during the design and engineering consultancy by Oxford Brookes University.
the Pocono Raceway round of second quarter. Last year to service the motorsport and Newey commented: ‘My university
the championship. The truck’s Stratasys acquired Israel-based automotive industries. Meech has education has proved to be invaluable
driver, Timothy Peters, and its Objet, which was also a major more than 12 years of experience throughout my career and I have
owner, Tom DeLoach, were each player at the high end of the working closely with engineers worked with a number of highly
within F1, sportscars and IndyCar. skilled graduates from Oxford
docked points in the driver and 3D printing sector, while in
owner championships. June of this year it bought Brookes. The university offers some
Richard Childress Racing crew chief excellent engineering courses which
FINE: $5000 MakerBot, a builder of desktop
Luke Lambert was unable to take his are taken up by students from around
PENALTY: 6 points versions of 3D printers. post in the pits for the Indianapolis the world.’
LY
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TOM LUBSP
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BUSINESS – PEOPLE
LAT
Allison and Fry, who previously Series technical director. As a Zytek founder Bill Gibson
worked together at Benetton in crew chief, Glover has 24 NASCAR (above) has been awarded an
the early-90s, will report to team Sprint Cup Series wins to his name, honorary degree of Doctor of
principal Stefano Domenicali. including Daytona 500 victories Engineering by the University
working with Sterling Marlin (twice)
LAT
Allison was previously at of Sheffield. Gibson joined
Ferrari between 2000 and and Ernie Irvan. He also accumulated Lucas as an electronics engineer
2005, when the Scuderia won in form as this season has 45 Coors Light Pole Awards with on graduating from Sheffield
11 different drivers and guided two
five championships in a row progressed, will welcome the University in 1971. A decade
drivers to NASCAR Sprint Cup Series later he established Zytek,
with Michael Schumacher. He signing of Allison, having said
rookie of the year honours. first supplying engine
moved on to Renault, as Lotus earlier this year that he would
was previously known, in 2005, like to work with him again, management systems but
Matt Brannock, the director of going on to become a major
and was made technical director and that he considers him to be operations at NASCAR venue force in motorsport as both a
there in 2009. one of the top technical men Martinsville Speedway, scooped chassis and an engine builder.
In May of this year, just in Formula 1, ‘I worked very the Security Professional of the
after Allison left Lotus, Ferrari closely with him and was world Year Award at the US’s National
president Luca di Montezemolo champion with him two times,’ Sports Safety and Security Vehicles, where he was responsible
said talk of him moving to Ferrari Alonso said. ‘Then I came back to Conference. The track itself also for the team that designed and
won the Facility of Merit Award at built the C-X75 hybrid supercar in
was just rumour. ‘I know nothing,’ Renault in 2008-2009 – in 2009
the Orlando-based event. conjunction with Jaguar Land Rover.
he said, ‘so I cannot deny he was already technical director
anything. As far as I know, these and we were not so successful
Tony Gaze has died at the age of 93. Red Bull’s pit crew was the fastest
are just rumours.’ with that car, but we saw the Gaze was the first Australian to in Formula 1 for the first half of
Ferrari lead driver Fernando Lotus car in the last two years start a Formula 1 grand prix and the season, according to figures
Alonso, a man who has been and it is no secret that he’s one was also instrumental in persuading supplied by German publication
vocal about the team’s dip of the top men in F1.’ the Earl of March to convert RAF Auto Motor und Sport. The reported
Westhampnett into a race circuit, average pit stop time for Sebastian
later called Goodwood. During Vettel and Mark Webber, up until
OBITUARY — JOhN COOMBS the second world war Gaze was a Spa, was just 2.83 seconds.
fighter pilot, flying Spitfires, and was
Former race team Formula 2 operation,
awarded the Distinguished Flying Vincent Gillet has been appointed
owner John Coombs running luminaries
Cross. He also setup Australia’s first vice president, marketing, at Red Bull
has died at the age of such as Stewart,
international racing team, called the title sponsor Infiniti. Gillet, who has
92. Coombs, who for François Cevert Kangaroo Stable. 20 years of marketing experience
many years owned the and Piers Courage. with leading premium brands across
Surrey Jaguar dealership He also persuaded Well-known motorsport photographer the retail, wine and spirits, and
Coombs of Guildford, Tyrrell to give Max Le Grand has died at the age of hospitality industries, will be based
first became involved in Patrick Depailler a 73 after losing his battle with cancer. at the company’s global headquarters
racing as a driver in the seat in F1. During his life he also authored in Hong Kong.
1950s, competing in Formula 2 During the 1980s Coombs racing history books including
The RAC Rally and Brands To Bexhill. Global fluid systems company Pirtek
and sportscars before deciding scaled back his racing
has secured the naming rights to the
to build up his own team. operations, while he also
Paul Newsome has been promoted V8 Supercars Enduro Cup, which is
Coombs’ team excelled in switched his dealership’s
to the post of chief technical officer an all-new championship that will
saloon car racing, particularly allegiance from Jaguar to BMW. at Williams Advanced Engineering – run within Australia’s premier motor
with Mk2 Jaguars, and also had Eventually Coombs became the division of the group that adapts racing championship, V8 Supercars.
success in GTs and Formula 2. disenchanted with BMW F1-based technologies for a range of Points for the Enduro Cup will be
He also played a big part in the and he sold the dealership, commercial applications. Newsome scored at the three long distance V8
early career of Jackie Stewart retiring to Monaco. He kept joined the company in January races: the Sandown 500, Bathurst
and is largely credited with a workshop in Guildford, 2011 as Head of High Performance 1000 and Gold Coast 600.
persuading Jaguar to develop its though, and was involved in
lightweight E-Type racecar. historic racing, particularly n Moving to a great new job in motorsport and want the world to
When Ken Tyrrell first active in preparing cars for the know about it? Or has your motorsport company recently taken on
took his team to Formula 1 in Goodwood Revival meeting. an exciting new prospect? Then send an email with all the relevant
information to Mike Breslin at bresmedia@hotmail.com
1968, Coombs took over his John Coombs 1922-2013
BUSINESS TALK:
TALK: CHRIS
CHRIS AYLETT
AYLETT
Invested
The right in motorsport
time for growth
With renewed focusreally
Can governments and good
helpplanning,
the racingnew customers
business could
grow, andbeifyours
so, how?
U
E
K and
very week European economies
I get asked this new
Suchpowertrain
substantial takes seven give
customers part by using the
businesses, strengths
however largeofand suppliers
in the USA,to meetand new challenges,
can host, over
are emerging,
question, implying blinking
‘does years
more and signifiand
security canta investment
long-term UK motorsport
influential theycompanies.
may consider The plans
the to invest
same £100mboth
weekend, a year
in the pale sunlight
government really care of –future
£2m totoproof
offsetof the
concept, £30m
instability UK automotivecannot.
themselves, supply Make
chain your
has toNASCAR
grow a new SprintsupplyCup chain,
and United
economic
about upturn, butand
motorsport?’, withthecaution to
ofdemonstrate how to scalewhich
motorsport customers, some
voiceweaknesses,
heard – email which they
helen.jones@ and openly invites
SportsCar races too, motorsport
reaching a
and limited
answer is a confi dence. At
resounding yes,thebut up ready on
depend for sponsorship
manufacture;and and identify motorsport
the-mia.com to checkas being
your companies
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migrate from motorsport
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growing fast to manufacturing
www.the-mia.com and joiningfor details.
target andfor
deliveries motorsport
the new has seasondone part of these
sector. to deliver
To establish results
this, the MIA – benefit
sales upyour 17 per cent between
business. technology,
The UKnext generation
minister of CAD
a pretty good job
and business predictions forof it. Hunkering more efficiently, effectively,
has commissioned in a
Motorsport 2010Government
and 2011, 2.5 million
support fordefence,
weight reduction, innovative
Philip Dunne, actively
down, are
2013 minimising
pretty good. staff Following
costs, shorter timescale.
Research Associates to carry engines made in 2012,
certainly benefits export over £6bn energy storageSME
encourages technologies and
diversification
finding
the efficiencies and
UK government’s winkling
recent out a vital National Survey of investment in vehicle Valley
growth. Motorsport and engineis a tofrom
improve the efficiency
motorsport and
to defence.
out newannouncements,
budget business. the motorsport engineering and manufacturing
world centre for in the past two
international technology
This summer, of internal
the MIA combustion
will take
UK But now plans
is described asmust
a new focus
‘R&D services – the first one of its kind years. Cars produced
motorsport, with itswill grow
companies engines – incorporating
motorsport companies fuelto the
on maximising the upturn – and from 1.6 million to 2 million in the injection, downsizing, hybrid,
Tax Haven’ for innovative since 2000 – involving over 8000 travelling extensively to meet largest defence shows in Europe –
that means chasing and securing next three years – in 2009 it was waste heat recovery and low
companies, with very low high-performance engineering’s
Industrial Strategy: government and industry in partnership
buyers and find new suppliers DVD at Millbrook, UK, 19-20 June
significant new business. less than half that. These strong, carbon fuels. There are many
corporation tax and ever-reducing UK businesses. MRA will analyse too. The MIA is the only and then DSEi at Excel, London,
Historically, suppliers have well-financed new customers businesses in motorsport who can
personal income tax. With a 10 motorsport and high-performance 10-13 September – so why not
focused on motorsport demands. now want motorsport to become help meet these challenges.
per cent tax rate on profits from engineering UKTI Trade Challenge join these groups and find new
Never take your eye off the ball new suppliers to help meet low If I have learnt anything in
patented inventions, there is Partner, securing and directing business? Real defence business
or your customer slips down the emission challenges. the last two decades, it is to
a bright future for motorsport funding to UK motorsport is done here, and many secure
league. Following reductions Driving success – Jointly with Government, they never totally rely on next year’s
companies who fully exploit their a strategy for growth and companies to help them grow new suppliers. Motorsport is now
in sponsorship, many now feel will invest £100m a year for the sponsorship, no matter how
R&D investments. sustainability in the UK business in established and at the front of the line, building
it’s better to ‘spread their bets’ next 10 years to develop new successful you have been. It will
A pro-active, valuable automotive sector emerging global markets. Input on recent success. Take a look at
and supply outside motorsport. supply chains through a new be some time before sponsors
partnership between the UK from our exporting members the Centre for Defence Enterprise
Caterham, Williams and McLaren July 2013
Advanced Propulsion Centre (APC) return to previous levels, and when
government and its booming directly influences export plans of – visit bit.ly/CDEweb – they have
have grown their non-motorsport, To help grow your firm, read this hub programme. This will fund a they do they will be more savvy
automotive industry will see government and directs funding substantial funding for new
with increasing success. All gain wide range of small, early stage, than ever – demanding more for
hundreds of millions of pounds
from wider media recognition For more on this, read the
to where it is most needed.
technology proof of concept R&D
suppliers with good ideas.
less – and this will put pressure
urgently invested
and increasing reputation in finding joint UK automotive industry I see substantial
programmes, ideal for new business
motorsport To make your
on motorsport suppliersownto government
keep
innovative,
for innovation bringing and
low carbon new and Government strategy in the USA growing.
companies. The APC plans to The largely connections, why
prices low. So while continuing not open
energy
customers efficiency solutions.
and investors, whileThe announced recently – Driving unregulated,
make the UK the off-road racing
go-to location toyour factory
use your to localtoschools
expertise gain
MIA has, recently,
still delivering been
results oninvited
track. Success – which plans future is aR&D
and greathubexample,
for newwhere powertrainour andmotorsport
from communities? as best During
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in the Automotive
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have growth and sustainability in recent successful
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and manufacture. National
also spreadMotorsport
the risk by fiWeek, nding
Technology Group, so
chosen to more fully exploit their putting UK automotive. You can find it has led us to must
Motorsport plan another
take its in share 29 June-7
customers inJuly,
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sectors. Here
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as these new customers buildEach time we you have a golden newdocustomer
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business grow, and we want you
pre-reproduction, prototype work. policy in a way that individual great road racing tracks to be part of that success.
90 www.racecar-engineering.com • October 2013
92 www.racecar-engineering.com • June 2013
40,000 Buyers • 1,100 Exhibitors • Over 72 Countries Represented
PRI20 13
Indianapolis
December 12–14, 2013 • Indiana USA
www.performanceracing.com
RACING
Where the Racing Industry
Gets Down to
Business
E N D U R I N G
SUCCESS
O U R C U S T O M E R S R E A P T H E R E WA R D S - A G A I N
Once again, customers of ours that compete
in two of the World’s toughest races, can feel
vindicated in their choice of transmission to
help their drivers achieve podium positions.
LMP Transaxle
IndyCar Gearbox
MOUNTINGS TRANSMITTERS
MACHINING
accommodate large work pieces a workpiece palletisation
Kern Micro up to 350mm in diameter and
220mm in height, yet takes up
system using a System 3R
Macro Magnum or Erowa Power
Kern Precision has released little space. automatic chuck as a pallet
the Kern Micro, a new compact The Micro is designed to offer receiver. Other key features
five-axis vertical machining machining accuracy down include an automatic laser
centre. The Kern Micro is to ±0.5 microns, with achievable tool measuring system, a
aimed at manufacturers part accuracy down to ±2 workpiece probing system,
that have ultra-precision microns. Besides a small and an advanced temperature
requirements and a wide footprint, the Micro features control system for maintaining
range of production needs a tool cabinet with quick-change and ensuring the highest
from nanoscale to large sized pallet for more than 200 tools. possible accuracy.
parts. The machine tool can The system also includes www.kern-microtechnic.com
DISPLAYS
MoTeC C125
Data logging and ECU specialist lights, warnings or other driver can be upgraded at any time in
MoTeC has recently released alerts. The function, colour and the field by purchasing a 120MB
a new dash display, the C125. brightness of each light are fully logging upgrade. Convenient plug- The new Kistler Type 4080A
The 125mm LCD display is high programmable, allowing users to in adaptor looms are available is a piezoresistive absolute
resolution, ultra bright and create customised sequences for for connecting the C125 to many pressure transmitter for
anti-reflective for easy reading in their application. The C125 can factory or aftermarket ECUs racing and harsh environment
direct sunlight. Users can select be supplied as a powerful to display and log vital engine applications. The compact and
from numerous supplied layouts, standalone unit, or in a complete, data. For later model cars it can lightweight sensor is supplied
within which the channels, race-ready kit. The kits include be as easy as plugging into the with an M6 mounting thread
labels and measurement units a 10Hz GPS sensor, pre-wired vehicle’s OBD port. For those and is ideal for measurements
are all configurable to cater for buttons, a plug-in loom with wanting additional functionality, in hydraulic systems. Kistler
individual driver preferences. power adaptor and an Ethernet an I/O upgrade is also available envisages the sensor being
The new display also features cable. In all instances, the C125 to enable numerous inbuilt inputs used in applications including
an integrated array of high can be ordered with or without and outputs. pressure and temperature
intensity LEDS for use as shift logging. Non-logging displays www.Motec.com measurements in gearboxes,
steering systems, braking
systems, water and oil circuits
and hydraulic systems. The
transmitter offers a constant
temperature output and is
available for pressure ranges of
5, 10, 20, 130 and 250 bar and
will operate in temperatures
from -40 to 120degC.
www.kistler.com
TOOLS SECURITY
MACHINING
Nakamura NTJ-100
The new Nakamura Tome the B-axis turret configuration
NTJ-100 is a fast, B-axis, typically gives much shorter cycle
twin-turret, twin-spindle milling times on components than an
and turning centre. It’s aimed ATC (Automatic Tool Changer)
at the production of smaller type machine, due to its shorter
components featuring multiple chip-to-chip times. It is claimed
facets, particularly where angular that the small dodecahedral,
positioning of the work piece servo-driven turrets give a
is required. The upper, B-axis chip-to-chip time of around 1.5
turret can swing through 182 secs, compared to 8 secs for
degrees for the in-cycle milling an ATC machine. An innovative
and drilling of angled features, feature of the NTJ-100 is the
while one-hit machining is ability to mount up to six turning THROTTLE BODIES
E
xhibitions have the gathering contact details,
potential to offer a good completing surveys and
return on investment, demonstrating your products.
ROI – but only if you 5. Coffee – it may sound
know how to grab the interest of obvious, but it does work.
the passing footfall. Good quality hot drinks
Making the most of your can be hard to come by at
exhibition stand involves focusing events, so you may find
on two key things – attracting you're offering something
visitors to your stand and then that a lot of visitors are
communicating with them once looking for! It also gives you
they are there. If you get it right time to engage the visitor in
you can build new relationships, conversation while they wait
and plenty of new business leads. for it to cool.
However, every stand at the
exhibition will be trying to do the Following up
same. So, how can you be sure to By far the most important advice
stand out? is to follow up on the visitors as
soon as you return to your office
AttrActing visitors after the show closes.
to your stAnd Everyone passing by wanted 1. Engaging staff: well- However you decide to attract
Successful engagement has to try it, so it gained the presented and friendly and engage visitors, it is always
to start with getting visitors stand even more attention! staff with the knowledge vital to follow up with your
to your stand in the first place. 3. Entertain your visitors – of the company, who will new leads within a few days of
Here are four tried-and-tested you could run a competition, ask for business cards, and the exhibition. If you have the
attention-grabbers: offer refreshments, soft hand out literature. resources – make the contact
1. Unique stand design – drinks, good quality biscuits 2. Videos – a high-quality personal. A personalised message
a stand with spectacular or a well-known industry video on a TV monitor or iPad is so much more memorable and
design features can be more personality on the stand. is eye-catching, stimulating will do wonders for the perception
attractive than any gimmick. Entertainment is a and informative. Be sure of you and your brand.
Many stand builders focus sure-fire way of gaining to include a call-to-action Exhibitions are a big
solely on conveying product initial attention. such as 'take one of our investment – but done right
or service information – they leaflets' or 'scan this QR-code they can deliver huge rewards.
don’t think about attracting EngAging visitors At to send us an email' to So be sure to think carefully
attention. Bold colours and your stAnd increase follow-up contacts. about how you are going to
innovative lighting can help OK, so you've made the 3. Live tweets – display a live attract visitors, engage them and
to draw people to you. important first impression Twitter feed and invite follow-up with them afterwards.
2. Technology – a neat gadget and successfully attracted questions to your offsite By considering these areas at the
or two can be like a shiny visitors to your stand. Now, social media sales team – planning stage you can expect to
object to a magpie. One of then, you need to engage helping to engage and inform considerably increase your return
the most popular pieces of them. There is no single way your visitors even when all on investment.
tech I observed at a show to achieve this, but it’s best to your on-site staff are busy. For more information on how to
was a gearbox with the combine a few techniques. 4. Get your iPad out – cool exhibit at Autosport International,
option to actually shift gears, Here are six ideas that gadgets not only help attract contact the head of business
which had visitors queuing we have used successfully visitors to your stand, they development Tony Tobias:
across rows of stands. on exhibition stands: can also be a great way of tony.tobias@haymarket.com
M
Editor
Andrew Cotton uch of the European soccer season is under That is not to criticise the organisers – the GT Sprint
@RacecarEd
way, which means that the lunchtime series is growing, and organisers have invested heavily
Deputy editor
Sam Collins conversation once again revolves around in television rights to increase audience. But the bottom
@RacecarEngineer
News editor the transfer market, players on or off form, line is that, if you want people to attend, you have to
Mike Breslin teams laughably being thrashed by lowly minnows. Then give them a reason to do so.
Design
Dave Oswald the conversation switches to what’s on the television Darren Cox, head of motorsport at Nissan, suggested
Chief sub editor tonight, and away we go again the next day. that the crowd be allowed to drive the track in their own
Stuart Goodwin
Contributing editors In Europe, football is like a religion, a ritual of life cars, suitably chaperoned of course. It would cost very
Paul Van Valkenburgh
Technical consultant
that must be observed. It is central to the weekend little, and would provide at least something to do in
Peter Wright activities for many families, who are prepared to invest 36-degree heat and uncovered grandstands. (Question:
Contributors
Mike Blanchet, George Bolt jr, thousands of pounds on their season ticket, plus the would it be less dangerous to have the crowd drive the
Lawrence Butcher, Ricardo Divila,
Gemma Hatton, Simon McBeath,
cost of getting there. That, and the cost of the team track than leave them in the stands under the sun?).
Danny Nowlan, Mark Ortiz, kit, home and away, for parents and children… The next stage, suggested Reiter, was for the FIA
Marshall Pruett, Martin Sharp,
Ian Wagstaff, Peter Wright It’s the same all over – in the US it is baseball and to take a stronger stance with regard to the sporting
Photography
LAT, WRi2, Don Taylor American football, a sport that has support from college regulations. ‘We need uniform sporting rules between
Deputy managing director football right up to Super Bowl, a game that I usually all the championships,’ says Reiter. ‘I don’t see why
Steve Ross
Tel +44 (0) 20 7349 3730 manage to catch at Orlando airport following the that is not possible. I see differences in the technical
Email steve.ross@
chelseamagazines.com Daytona 24 hours in January. Why, I wonder, does motor regulations, yes, but I am frustrated because it feels as
Head of business racing not attract that same support? Why are we in a though we have never got on to our feet.
development
Tony Tobias position to lament the rising age of audiences and the ‘The FIA is not strong enough. The FIA needs to
Tel +44 (0) 20 7349 3743
Email tony.tobias@ dwindling numbers? I have written before about the dictate sporting rules at least.’ It is unacceptable, says
chelseamagazines.com
Advertisement manager
need to attract a younger Reiter, that for example
audience, and won’t do in one series a time
If you want people to
Lauren Mills
Tel +44 (0) 20 7349 3740
Email lauren.mills@ so again this month. The penalty is awarded for
chelseamagazines.com
Marketing manager
William Delmont
+44 (0) 20 7349 3710
question is: what can the
sport do to help itself? attend races, you have to success in a previous race,
in another, weight. ‘The
will.delmont@chelseamagazines.com
Publisher Simon Temlett
At a round of the GT
Sprint series in Slovakia,
give them a reason to do so show of motor racing is 10
times better than football,
Managing director Paul Dobson
Editorial Hans Reiter, the man who but football fans all think
Racecar Engineering, Chelsea
Magazine Company, Jubilee House, develops Lamborghinis for endurance and sprint racing that their sport is fantastic – they know the players,
2 Jubilee Place, London, SW3 3TQ
Tel +44 (0) 20 7349 3700
for years, had a few suggestions. The first was that the they know the rules,’ he says.
Advertising race organisers take time out of their schedules to spend Audience figures are falling across many
Racecar Engineering, Chelsea
Magazine Company, Jubilee House, the day sitting in the stands. ‘Then,’ said Hans, ‘they championships and series as competition for Saturday
2 Jubilee Place, London, SW3 3TQ
Tel +44 (0) 20 7349 3700 could work out how much they could charge for this.’ afternoon attendance hots up, with football and
Fax +44 (0) 20 7349 3701 Formula 1’s support race schedule in Europe includes shopping the prime competitors for Saturday afternoon
Subscriptions
Subscriptions Department the Porsche Supercup, GP2 and GP3. Occasionally World time. ‘If our local fire brigade has a barbecue we get
800 Guillat Avenue, Kent Science Park
Sittingbourne, Kent ME9 8GU Series by Renault pops up, and that’s enough to keep 5000 people, which is more than we have here,’ says
Telephone +44 (0) 1795 419837 the spectators, who pay hundreds of pounds each (one Reiter, ’so you have to ask yourself what the hell are we
Email racecar@servicehelpline.co.uk
http://racecar.subscribeonline.co.uk
girl in the office paid £130 for her British GP tickets, plus doing wrong?
Subscription rates camping, plus travel. Glastonbury Festival was better ‘In football you cannot see the players, you cannot
UK £66 (12 issues)
USA $162 (12 issues)
value for money, she says). see the ball, they score a goal and you miss it but the
ROW £84 (12 issues) In Slovakia, a place that features a lovely little fans love it. It is a party and it starts one hour before
News distribution racetrack and which is a new market for European the game, so they are entertaining the people.’
COMAG, Tavistock Road, West
Drayton, Middx UB7 7QE racing, there was only the FIA Ladies Lotus Cup to People will spend money to be part of the show,
Printed by Wyndeham Heron
support the GTs. The racing was close, and highly to interact, and motor racing needs to be part of that
Printed in England
ISSN No 0961-1096 entertaining in both, but between races, the track was market. The audience today is looking for value for
USPS No 007-969
deserted. There were off-track activities, including a money. Do today’s racing weekends really deliver this?
couple of tanks and a car that rolled over on something
resembling a spit, but there was very little to keep the editor
www.racecar-engineering.com crowds entertained. Andrew Cotton
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