Leading-Edge Motorsport Technology Since 1990

December 2013
9
Vol 23 No 12 9
www.racecar-engineering.com 9 UK £5.50 9 US $13.50

Cooling issues Marussia MR02 Aerobytes special

The challenges facing New development strategy We put Formula Student aero
F1 designers in 2014 for Grand Prix minnows package in the wind tunnel

Super Formula
Japan’s premier single seat
category goes hybrid

12

9 770961 109098

McLaren GT Sprint Target: 20,000rpm Nigel Stepney

Latest derivative of the Cosworth reveals full details The story of his colourful
British supercar for the track of its Formula 1 V8 engine rise and spectacular fall
THE EVOLUTION IN FLUID HORSEPOWER™
XRP ProPLUS Race Hose and
®
™

Race Crimp Hose Ends ™

A full PTFE smooth-bore hose, manufactured using a patented process that creates convolutions only on the outside of the tube wall, where they
belong for increased flexibility, not on the inside where they can impede flow. This smooth-bore race hose and crimp-on hose end system is sized
to compete directly with convoluted hose on both inside diameter and weight while allowing for a tighter bend radius and greater flow per size.
Ten sizes from -4 PLUS through -20. Additional "PLUS" sizes allow for even larger inside hose diameters as an option.

CRIMP COLLARS Two styles allow XRP Race

NEW XRP RACE CRIMP HOSE ENDS ™ Crimp Hose Ends™ to be used on the ProPLUS Race
Black is “in” and it is our standard color; Hose™, Stainless braided CPE race hose, XR-31
Blue and Super Nickel are options. Hundreds of styles are available. Black Nylon braided CPE hose and some
Bent tube fixed, double O-Ring sealed swivels and ORB ends. convoluted PTFE hoses currently
Reducers and expanders in both 37ºJIC and Clamshell Quick Disconnects. on the market. Black, Gold
Your choice of full hex or lightweight turned down swivel nuts. and Super Nickel.

ANTI-STATIC PTFE
COMPATIBLE WITH ALL
AUTOMOTIVE FLUIDS AND FUELS
A highly compressed, non-porous matrix
that is resistant to fuel permeation and diffusion.

YOUR CHOICE OF
SMOOTH INTERNAL TUBE OUTER BRAIDS
For superior flow rates, minimum XS: Stainless Steel
pressure drops AND ease of clean-out, XM: Lightweight XtraTemp Monofilament
not possible in convoluted hoses. XK: Aramid Fiber
XT: Tube only for inside fuel cells

EXTERNAL CONVOLUTIONS
Promotes hoop strength for
vacuum resistance and
supports tight bend flexibility.

LEARN
MORE ABOUT
XRP ProPLUS Race Hose™
and Race Crimp Hose Ends™
at www.xrp.com
SEE US AT SEMA AND PRI 2013

Like us on Follow us on
Facebook/XRPinc Instagram #XRPracing
XRP, Inc. 5630 Imperial Hwy. Tel: 562.861.4765
South Gate, CA 90280 Email: [email protected]
®
In Europe JLS Motorsport Tel: 44 (0) 121 525 5800
fax: 44 (0) 121 535 4833 Email: [email protected] THE XTREME IN RACECAR PLUMBING
CONTENTS DECEMBER 2013 VOLUME 23 NUMBER 12

COVER STORY TECHNICAL

8 Super Formula 49 The Consultant
Introducing the SF14, the car organisers expect to Mark Ortiz looks at controlling tyre hop
be faster than the VJM06 53 Databytes
Could an ECU be used to calculate fuel flow rate
COLUMNS 57 Aerobytes
5 Ricardo Divila University of Hertfordshire puts their UH16 in the wind
Our man considers the effect of form following function, and tunnel, and run the tests
gets lost in the world of aesthetics 60 Cosworth
7 Mike Blanchet Ian Bamsey on the genesis of Cosworth’s 2.4 litre V8
Lamenting the uniformity of current motor racing, with a side- 67 Heavy metal
swipe at driver stewards Ricardo Divila looks at the way in which even metals can
have their moment in the sun
FEATURES 73 Danny Nowlan
17 Zytek Back to basics with the simulation process
Introduction of the third generation electronic gear selector for
the new-for-2014 Super Formula
BUSINESS NEWS
20 McLaren
Introducing the McLaren MP4 12C GT Sprint 78 Industry news
24 Marussia Drayson Technology sets new electric LSR; Jaguar and
Formula 1 minnows take a new direction in their development Warwick University announce tie-up; Auto GP brings back
process as they take on Caterham prize fund and NASCAR Sprint Cup seeks title sponsor
31 F1 Aero 86 Racecar people
The big challenge for Formula 1 designers in 2014 is Q&A with Gerard Quinn; farewell to George Bignotti; the
packaging the cooling systems latest Race Moves, plus Chris Aylett speaks
36 Nigel Stepney 92 New products
The rise and fall, and rise again, of motor racing’s best-known DEI’s Tunnel shield, tools for drag-racers from Prolong and
mechanic FAST, and gear and services from Morse Measurements,
Bosch, Auto Meter, QFT,CARTEK, Variohm, XRP, TenCate,
43 Super Light and Therma Motorsport
Cheaper cars in a cost-effective series designed as a driver
training school 96 ASI Show news
New products, plus tips from our resident expert on how
to make the most of a trade show
98 Bump stop

Subscribe to Racecar Engineering – find the best offers online

www.racecar-engineering.com
Contact us with your comments and views on @RacecarEd
or on Facebook.com/RacecarEngineering

December 2013 B www.racecar-engineering.com 3

 STRAIGHT TALK – RICARDO DIVILA

Beauty redefined
Form and function versus aesthetic pleasure

F
orm follows function’ can But that is my assessment, as smelly as one, and 10 salted One of my aesthetic
be an aesthetic point of which depends on my preferences, peanuts aren’t five times as salty amusements is to see new cars
view that a design can as in ‘All criticism is a form of as two. This, interestingly, relates and predict how they will age.
heighten, as often seen in the autobiography.’ Obviously, this to survival by the avoidance of Some are beautiful decades
work of Ettore, Rembrandt, and isn’t absolutely true. Criticism is danger. Our brain will choose to later, if not half-centuries. (The
Jean Bugatti. The saying can be often about formal matters: How what it pays attention based on original horseless carriages
attributed to the American sculptor many lines are in a sonnet? What how threatening it assesses the of a century ago do not really
Horatio Greenough, who in 1852 is lyric poetry? How did Amadis noise to be. qualify; they were in the epoch’s
was relating it to the organic of Gaul influence Don Quixote? The 1930s was the epitome paradigm, a carriage but without
principles of architecture. These are questions that can lead of that. Figoni et Falaschi, Chapron, the horses – a distinct example
It could be applied to racing to criticism that is only trivially Franay and de Letourner et of Skeuomorphism, which is
cars built in those days before the autobiographical. Marchand, Saoutchik... Never parallel to, but different from, path
widespread use of wind tunnels. We are not simply hedonic was car styling more baroque, dependence in technology, where
Then, builders designed with what machines who thrive if supplied maybe the influence of Art functional behavior or appearance
Marzotto called ‘optical intuition’. with things that tick certain Nouveau, whereas a Mercedes is maintained when the reasons
After the wind tunnel, we can say boxes for sensory pleasure and SSK or a Blower Bentley were for its design no longer exist.)
all cars of a class look the same, aesthetic merit. Mill could say a nothing but odes to testosterone, The concept of skeuomorphism
form locked in by function. word about utilitarianism, but much like more recent American overlaps other design concepts
Anatomists regard the retina in much the same way, design musclecars. as well. Mimesis is an imitation,
as a part of the brain that is coming directly from the Greek.
located outside it, having been Think go-faster stripes on
sequestered from it early in production cars, scoops or fins.
development but having kept its On the other hand, the
connections with the brain proper resurgence of retro-styled road
through a bundle of fibres — the cars attests either to the lack of
optic nerve. One could postulate new ideas, a revulsion against
that the retina does some thinking, the jelly mould shape of an
the phrase ‘pleasing to the eye’ aerodynamically sound car given a
attesting to this. The Ferrari P4, here racing at Le Mans, remains a firm aesthetic favourite size, or a celebration of the beauty
Each individual will have of some old masterpiece.
their own preference, so the can look at the coffee-making Penis substitutes can None of which excuses the F1
chance of reaching a universal process and systematically remove characterise some cars, others grid nowadays. But I will contradict
consensus is equal to one over all that is problematic in it. The can be likened to the sensuous myself, and consider that a
Graham’s number, which is result is something flawless, but curves of a woman’s hips with beautiful racing car is the quickest
unimaginably larger than other a particular and limited form of the requisite hip-to-waist ratio one. CFD plus good surface
well-known large numbers such excellence or perfection. Perhaps that denotes fertility. The D type modelling makes today’s F1 cars
as a googol, googolplex, and there are peaks above perfection Jaguar has both attributes: witness beautiful in the details, even if
even larger than Skewes’ number that can be achieved only by the long hood and lines of the narrow tracks, silly rear wings and
and Moser’s number. accepting a certain amount of rear fenders. One wonders if platypus noses detract from the
Indeed, like the last three imperfection, but tickle the the shape of current hypercars, aesthetic experience. Shame about
numbers, the observable aesthetic glands.... which emphasise fat rear tyres the clone look created by extreme
universe is too small to contain This does not impede cases and a voluptuous rear end, are engineering and rules. Spray them
an ordinary digital representation of emotional incontinence in road the trickle down of the Id. Maybe all grey and tell me which team
of Graham’s number, assuming cars, of course, where there is that’s just me. runs which one.
each digit occupies at least styling overkill. Some styles can be As a digression, one blames Style is like the proverbial
one Planck volume. The last 10 overwrought, but not improve on Tonka toys for the look of modern walking, quacking canard, easily
digits of Graham’s number are the impact, much as 10 instruments cars, albeit with a tempering of spotted, like pornography in the
...2464195387. sound only twice as loud as one better aerodynamics, and a touch words of one judge: ‘I cannot
One’s particular absolute and why 100 instruments only of Mad Max (the film, not the define it but I know it when I
beauty can be defined as the sound four times as loud as one. person who...). So are the whims see it’. In the Dialogues, Socrates
Ferrari P3/P4, while modern It doesn’t make sense. After all, of style made, with the celluloid describes Plato stating the trinity
F1 cars can be relegated to six smelly socks aren’t six times dreams of ‘La racaille’. of Good, the True and Beautiful:
Quasimodo’s Home for the Visually independent, celestial essences,
Unpleasant. Not the designers’
fault: they have been cursed by
Modern F1 cars can be relegated inextricably inseparable. I could go
as far as stating that if it does its
Rules Disease, forced by legislation to Quasimodo’s Home for function well, it is beautiful, thus
to accept teratological forms to transforming all racing cars into
achieve good L/D. the Visually Unpleasant vessels of beauty.

December 2013 K www.racecar-engineering.com 5

 a C
st th nd om
an e u e
d PM s a
# W t
20
54
 SIDETRACK – MIKE BLANCHET

The creeping curse

Is uniformity spoiling the spectacle?

M
y visit to the amazing One of the aural pleasures leave room for individual genius to piece of expensive and irrelevant
Goodwood Festival of of racing cars used to be not come up with an alternative. technology that is contra to
Speed this year reminded just the sound of the engines, The extra cost passed on to spectator excitement, and spoils
me of the tremendous variety but the discernible difference teams resulting from more engine an important part of the show.
that motor racing used to display between them. Take F1 again. design freedom could probably be Blame not just the Technical
in sight, sound, action and One can’t totally turn back the balanced by sensible actions such Regulations. Under the Sporting
character. Despite not being clock, but those old enough to as stopping hugely expensive Regulations the over-enforcement
a competitive event, it’s this recall the rasp of a Ferrari V12, race-by-race aero developments. of penalties without regard to
wonderful pantheon of two- and the melodious BRM and screaming Mandating the homologation of circumstances can ruin a great
four-wheeled racing machines and Matra, flat grunt of the DFV V8 parts before the season starts and fight between protaganists on the
their idiosyncrasies, along with and insane Honda howl competing then allowing only two more re- track, which might enliven a race
the personalities involved, that together will know what I mean. homologations thereafter would even if the lead is not in dispute.
brings in the enormous crowds. With your eyes shut, you could represent a huge saving. I’m disappointed with some of
In contrast, one of the biggest tell which car was which and Race starts at least used to the former drivers appointed
gripes against current motor delight in the variety. Despite be full of spectacle – tyre smoke as stewards. They should know
racing from TV viewers and fans the incredible revs the difference between
alike is the lack of sufficient of current F1 V8s, an advantage unfairly
spectacle, especially in Formula 1. unsurprisingly they gained versus a genuine
In reaction to this, attempts to sound much the same wheel-to-wheel battle
spice up the action in the premier given that they all have that can occasionally
category have achieved some a mandated number of result in a car briefly going
success, although we have seen cylinders and valves, off-track, a move that is
that deliberate manipulation of bore size, rpm limit and a bit opportunist against
the rules can backfire and lead much, much more. The one that is downright
to an almost farcical opposite of only differentiation is dangerous. ‘Rules are
what was genuinely intended. caused by the exhaust rules’, the argument goes
Conversely, the constantly system and the ECU and should always be
increasing regulation of what is mapping, generally only applied uniformly. Rubbish
permitted, in both chassis and briefly noticeable. Variety is the spice of life. Or rather, it was in 1976 – if it is as black and
engine design, has inevitably This uniformity white as this, then let computers
led to that dreadful curse of the imposed on engine designers galore, revs rising and falling, hand out the punishment. Who
modern world: uniformity. must be hugely frustrating cars sideways as the rear tyres needs human assessment and
Almost nothing can artificially and quickly becomes boring, struggled for traction, weaving judgement, and dare I say it,
produce consistent close racing lending credence those who around cars slower off the line common sense?
at the front. There will be describe motor racing as ‘just and often a radical change of Racing is meant to be a bit
times when a certain driver/ cars going round sounding whah, order going into the first corner. hairy and if drivers and others
team/car combination will whah, wah…’. Brief, but adrenalin-infusing. Have aren’t prepared to accept this then
reach that magical amalgam of Imagine if the combustion you noticed how that’s changed? they should seek an alternative
competitiveness that is virtually engine part of the new powertrain With complicated software- occupation. Uniformity has its
unassailable, as is the case right rules was more open. Some assisted clutch preparation place in the establishment of
now with Sebastian Vettel and manufacturers might opt for four pre-grid and multiple bite points regulations that allow similar
Red Bull. Other than specific instead of six cylinders, maybe just short of full launch control, machinery to participate in
handicaps such as extra weight five or even three. Even with a cars go off the line almost in order races worldwide, in the circuit
being applied (shudder), it will turbo, they would sound different, (Fernando Alonso excepted!), the safety standards and training of
always happen. especially if the exhaust system wheelspin reduced electronically marshals and other personnel;
Therefore other factors must were more free. to the minimum and the cars kept i.e. the fundamental structures
contribute to maintaining viewers’ Cost is always raised as the straight as an arrow, removing under which the sport can take
and spectators’ interest and reason for such innovation- what should be one of the key place with responsibility and
excitement in the racing. In the strangling measures. With the skills of a racing driver and the practicality. It should not be there
October publication, the Editor incredibly sophisticated simulation chance of gaining an advantage. to stifle creativity, exceptional
pointed out a number of initiatives tools available, I don’t buy that. What an anti-climax after all that skill and daring, and detract from
which would result in events Most would probably end up pre-grid tyre warming and engines the spectacle. Increasingly, via the
being better promoted for the with a similar (but not identical) being held on the limiter until the obsession with uniformity this
spectators. But for TV especially, configuration, but at least it would lights change! It is an unnecessary is precisely what is occurring.
where the focus rightly is on
the track action, a lot of spectacle Imagine if the combustion engine part of the
has been lost to the sport by
creeping uniformity. new powertrain rules was more open
December 2013 A www.racecar-engineering.com 7
 SUPER FORMULA - SF14

The fastest cars

in the East?
Super Formula’s SF14 is the car tasked with
turning a domestic championship into a top-
level Asian racing series
BY SAM COLLINS

The aim was to create an engine which

balances environmental performance,
power and fuel efficiency

8 www.racecar-engineering.com  December 2013

 STUDIO IMAGES: HINDENOBU TANAKA/AUTOSPORT JAPAN

W
e want to be faster than concept – while some teams were not meant,’ reveals Luca Pignacca, Dallara’s chief
Force India’ was the keen to purchase a car and parts from the designer. ‘The car will be quick, but we are
challenge set by Hiroshi USA. Lola, the previous partner of Formula not sure how quick as the engine has not
Shirai when he announced Nippon, was on paper a logical choice but shown its full potential yet.’
that in 2014 Formula Nippon was in its death throes, despite having a JRP was aware that a leading vehicle’s
would undergo a huge transition. He perfect design, the MB-01 World Senior Car, aerodynamic wake can make it difficult for
revealed a vision of the future that saw the on the drawing board already. a following vehicle to pass, so in the initial
series grow from being a domestic Japanese After reading an article on the new Super brief it asked for DRS to help overcome this
championship to a regional equivalent to Formula concept in these very pages, the effect and facilitate more overtaking.
GP2 or IndyCar, just a lot faster. The first commercial staff at Dallara got in touch with ‘We wanted to give the car good styling,
step in this process was to change the JRP and ultimately won the contract, and but we did not want to do anything too big
name from the very nation specific ‘Formula work began on finalising the design brief and not required. I have a lot of respect for
Nippon’ to the more general and rather more for the new machine, which was to be called Swift on the old car using a front wing so
exciting ‘Super Formula’. the Dallara SF14. big and different; it was a brave move but
The second stage of Shirai’s plan was ‘Quick and light’ was the development it seems that the old car does not overtake
to introduce an all-new car. The last car, concept for the SF14 set by series promoter that well,’ Pignacca says. ‘We have tried
built by Swift (the first fully developed JRP; the cars must also be hybrids. The to make sure that this car will be good
for the category, as the previous Lola was idea of being as fast as a 2013 Force India for overtaking, but it’s a bit of black magic
an updated F3000 design), had served F1 car was deemed unrealistic within the really. We are not yet sure if it will work,
for a number of years but was due for budgetary constrains of the SF14, although but over the years we have discovered a
replacement. The question was, who would the car is still thought to be very potent. lot on this.’
develop the new machine? Local constructor ‘They came to us and told us that they Dallara’s engineers decided that it would
Dome had ruled itself out for political wanted a car with Force India pace, but be better to create a car that generated a
reasons – it did not like the spec chassis then we explained to JRP what that really substantial amount of downforce from the

December 2013 # www.racecar-engineering.com 9

 SUPER FORMULA - SF14

Rear packaging for a spec chassis designed to work with three different engines, although only Honda and Toyota have tested

floor, a ground effect approach had to work out the aerodynamic and in many ways is fairly KERS package very easily, though
also employed on Dallara’s first and weight balance against conventional. ‘In aerodynamic it will not run with it initially,’
GP2 cars. There would also the mounting of the hybrid terms the car is not all about Pignacca adds.
be a form of push to pass on components which were not yet downforce as the tracks in Japan The heart of the SF14 is its
the powertrain. finalised,’ Dallara Super Formula reward efficiency rather than engine, something Pignacca
The SF14 weighs in at 650kg manager Walter Biasatti explains. total downforce, so we pushed is highly enthusiastic about.
with driver, which makes it the ‘Our main challenge involved in that direction. The circuits in ‘The package is a dream for a
lightest top class open-wheel meeting the FIA F1 2010 Japan are neither low drag nor racing car designer,’ he says.
car in the world: it is 60kg lighter safety regulations; but the real high downforce, just mid range,’ ‘It is the same size as an F3
than the old Swift 01.N Formula challenge lies in packaging the Pignacca says. engine but producing nearly
Nippon, now often erroneously car itself. The fact that we had to The SF14 is slightly longer 600bhp. It’s so nice for such a
called the SF13. install a KERS, the servo-steering, and wider than the GP2 car and small engine.’
‘In the first instance we two different engines, and three has a longer wheelbase, while Built to all-new regulations,
focussed on making this car very pedals instead of two…It caused is also lighter. With its KERS the Next Racing Engine (NRE)
safe, meeting the F1 2010 crash no end of headaches!’ boost on it produces more power is an exercise in downsizing
test standards, but we also had The overall design of the car than the European-spec racer, and includes all of the current
to meet the request of the car is visually – and in some ways although the introduction of themes of cutting edge
weighing 650kg. That was a big conceptually – very similar to that system has been delayed, powertrain development
challenge to achieve; we also the current Dallara GP2 design, as Honda and Toyota want to such as direct-injection and
employ different systems. turbocharging mated to a hybrid
‘We had to design into system. The NRE regulations
People started to ask whether the chassis to accommodate are shared between Super
the battery pack and the inverter, Formula and GT500, allowing
Toyota’s racing division was a so we just need a bespoke the manufacturers to use the

waste of money bellhousing and the car can

accommodate the Zytek
same engine in both of Asia’s top
racing classes.

10 www.racecar-engineering.com B December 2013

 The previous car had a big, bold front wing, but Dallara went for a more
subtle design with a view to helping drivers to overtake

Honda, Toyota and – to an of 550bhp and were predicted to

extent – Nissan wanted the improve SF14 lap times by almost
NREs to be different to the three seconds when compared
turbocharged engines of the past, with its V8 powered predecessor.
which were seen as ignoring On paper, these times were
efficiency and fuel consumption equivalent to those produced by
in the pursuit of power. grand prix cars.
Instead, the motto behind ‘I was previously involved in
the development of NRE was ‘to the development of F1 engines,
create an engine which balances and at that time I was amazed
environmental performance, at the technology which enabled
power and fuel efficiency.’ As a the engines to reach 20,000 revs,’
result, the NREs differ greatly explains Shinnosuke Sato, one of
from previous turbo engines used the lead engineers on Toyota’s
in racing, and are quite close in NRE project. ‘But when I thought
concept to the new power units about this further, I began to
being employed in Formula 1. question whether there was
All engines built to the NRE really a need for an engine
A closer look at key components of the SF14, including the front and rear rulebook are inline fours with a to have the technology to
suspension struts, a front wing endplate, and the sidepods. The design 2000cc displacement. A single reach 20,000 revs in the first
targets were to make the cars suitable for mid-range downforce circuits spec turbocharger is used and place. Furthermore, with the
and to help overtaking, while maintaining the speed of the Force India all engines feature direct 2008 financial crash, people
Formula 1 car. Almost all of these design parameters were met – the only injection. At the time of the NRE started to ask whether the racing
one missing was the outright speed, although the car is still quicker than concept’s creation, they would division was a waste of money
an IndyCar. theoretically produce in excess for the company.

December 2013 7 www.racecar-engineering.com 11

 SUFFIX TO ORDER THIS MATERIAL IS “Z “ (e.g. FRP3087Z )

Circuit Supplies (UK) Ltd, Unit 8, Eden Court, Eden Way, Leighton Buzzard, Beds LU7 4FY
4ELs&AXsINFO CIRCUITSUPPLIESCOMsWWWCIRCUITSUPPLIESCOM
SUPER FORMULA - SF14

‘But with this new engine a turbo-charged engine there

we can proudly say that we are will be torque at low revs, which
developing technology which means that high speeds can be
contributes directly to the future produced without the need for
of mass produced engines,’ high revs. So we came to the
Sato continues. ‘This makes me conclusion that a lower number
feel happy. In the beginning, of cylinders in the form of a
motorsports divisions were four-cylinder would be perfect,’
established as a testing ground explains Naoki Miyajima, another
for the evolution of technology of the Toyota NRE engineers.
of mass-produced vehicles. The manufacturers making
However, as the racing NREs have all highlighted the
technology became more opportunities for technology
refined and into its own, it transfer from race to road, but
moved further away from the as Miyajima reveals, the process
technology of mass-produced also works the other way. ‘We
vehicles, and the connection The new car is the lightest top class open wheeler in the world, weighing gathered the information from
between the two became weaker. in at 650kg including the driver, yet meets F1 2010 crash test standards the mass production division
This new objective to “balance regarding the direct-injection
environmental performance the ubiquitous Toyota RV8K Nissan. It would have to be turbo, but we knew that the only
and power” has reunited this found not only in the two capable of being fitted to a way to find out whether it would
connection between motorsport aforementioned categories, car weighing around 950kg work was to create it. So last year,
technology and mass production but also in LMP1 & GT300. To and still produce lap times similar we used a bank of the current
technology.’ downsize to a two-litre inline four or better than those currently V-type engine, created an engine
But for an engine formula is a major change in architecture seen in GT500. for actual testing and ran it. This
the change is fairly drastic; for both the engine and chassis. ‘Having multiple cylinders is is the great part of motorsports:
both GT500 and Formula The displacement of the a method to get higher engine to be able to work in small teams
Nippon have always used fairly engine was decided jointly speeds. Normally aspirated and to create and test new ideas.
large displacement normally between JRP, GTA (which governs engines need high revolutions I believe this sort of activity helps
aspirated V8 engines, such as Super GT) Honda, Toyota and to produce power, however with to develop our personnel.’

A NEW DESIGN METHODOLOGY

T
he SF14 is the first car in a simulator before so needed getting used to it, this changes ‘In a company like Dallara,
Dallara has developed to be ‘broken in’; but after a to “...the car understeers, the car the simulator is effectively
using a new virtual couple of hours he was already hasn’t got enough traction...”. used to collect information
design approach, testing and fully operational. Both drivers This means that the simulator from all the other departments.
developing the car’s design in carried out the same tests, so as is really doing its job and that That imposes and promotes
the digital environment on its not to give either an advantage the drivers feel as though interaction between different
state of the art simulator before over the other, completing over they are driving a real car. This departments.
manufacturing any parts. 100 laps each. is exactly how the Japanese ‘Since it is necessary to
‘The SF14 is the first car that ‘In order to establish a frame drivers reacted. create a model that represents
we have defined “virtually”; i.e. of reference, they tested their ‘The basic idea of our the entire vehicle, each sector
defining the principal design current cars on the Suzuka simulator was to create a test responsible for providing a
parameters before even writing track, after which they tested bench capable of reproducing certain feature of the car –
the first line of the project, various configurations on the the car’s performance, or rather designing the suspension,
and it has proved to be a highly SF14. Some of these were its effect on the driver. A calculating the aerodynamic
efficient way of working,’ then adopted as solutions to realistic test bench that would performance on the computer,
explains Alessandro Moroni, be implemented on the “real” make the drivers feel as though performing measurements in
the man in charge of Dallara’s car: this is the great advantage they were actually driving the the wind tunnel, etc., – is obliged
simulator project and one of of the simulator, the fact that car. In other words: in the event to work towards completing
those pushing this new design it is possible to be certain of a skid, they must react as the model that will be used
approach. ‘This new approach about various aspects of the if they were on the track, and on the simulator.
is a definite advantage for configurations before taking the mathematical model of ‘The simulator is like a
the project. them out onto the track. Both the car will respond as the real mirror image of the real car: the
‘The first SF14 driver to drivers’ times were the same as car would on the under real various sectors work for the
try the simulator was Toyota’s they regularly achieve on the conditions. simulator, in the same way as
Kazuki Nakajima, who already track, but more importantly the ‘If the system does not fulfil they would on the finished
had some experience of other feeling was the same as they this aim, drivers will react as car, while the simulator
simulators and so had some idea are used to experiencing in if they were playing a simple also works for the different
of what to expect. This meant the real cars. videogame, and the chances departments by evaluating the
that he was ready to go right ‘Normally, when drivers use are that the input they provide effectiveness of an aerodynamic
from the start without any need the simulator for the first time, the model with would not solution or a suspension system
for acclimatisation. A few weeks they tend to say things like correspond to reality. And that, designed in a certain way,
later it was Honda driver Takuya “the simulator did this, or that”. in a nutshell, is the engineering together with the driver. It was
Izawa’s turn. He had never been However, when they really start value of a simulator,’ he adds. crucial on the SF14.’

December 2013 D www.racecar-engineering.com 13

 SUPER FORMULA - SF14

passable performance, but we

are on schedule.’
Meanwhile, the shakedown
tests for the GT500 versions
were also not without hiccups,
but that will be detailed in a later
issue. Despite teething troubles,
the Dallara SF14 was almost
immediately faster than the
V8-engined Swift Formula Nippon
design in race trim at the same
track. To show how quick that
is, the old V8-engined cars were
notably faster than the previous
generation of IndyCar, although
perhaps not quite as fast as Force
India’s VJM06.
The SF14 will race for the
first time in the spring of 2014.
If and when the races prove to
be successful, the third phase
of Shirai’s vision will start to be
The SF14 has tested in public, running at an estimated 90 per cent power and not without teething problems developed: the expansion of the
series around the Asia-Pacific
That first test of the Toyota turbochargers: something that the GT specs differed as it has region. Ultimately, Shirai hopes
NRE took place using a single could be directly transferred to an air restrictor,’ adds Miyajima. that Super Formula will be seen
bank of an RV8K; it was not just production cars. JRP was well ‘At TRD we created a specific as being second only to F1.
run on the test bench but it also aware of the fuel flow metering piston and intake system for the
ran in the back of Toyota’s Swift systems planned for introduction air-restricted engine to cater to TECH SPEC
Formula Nippon test car mated to into F1 and WEC in 2014, but the GT series. From now on, the
a kinetic energy recovery system. it wanted the fuel flow to be engine will be exactly the same Dallara SF14
A turbocharger was also fitted restricted, not just metered. spec in both series. Development Gearbox: 6-speed Ricardo, Zytek
to the half-V8 testbed engine Toyota project leader Yoji and maintenance will be simpler, paddle shift
despite the fact that the block Nagai came up with the idea of an since the change to the fuel Brake: Brembo carbon/carbon
was not designed for it - indeed, instant fuel restrictor mechanism. restrictor system means that it is
Front tyre: 235/55R13 Bridgestone
nor was the chassis - and the But colleague Junya Tanaka, a all essentially the same for both.
Corporation
turbo and intake protruded from fluids expert, believed from the Of course, since the weight of Rear tyre: Bridgestone 340/620
the left sidepod of the Swift. start of the project that it may the car and the flow restriction × 13
Mirroring the rule changes not be the right route. Typically differ, the way in which it is used Monocoque: Carbon fibre
in WEC and Formula 1, it was in racing, air restrictors are used may also differ. However, since monocoque with Aluminium / Nomex
deemed important that both to limit performance. If liquid fuel the cost has been dramatically honeycomb core, with Zylon inserts
GT500 and Super Formula is regulated in the same way, by decreased, I would like to think Bodywork: Carbon composite
races were determined by narrowing down the flow rate, that this technology would Nomex honeycomb core
sheer speed. However, the the fuel may vaporise and cause become widely used in the future.’
Steering system: Kayaba electric
manufacturers insisted that the uneven fuel delivery. This in turn Once the first engines from power steering
engines were still able to ‘balance could lead to misfires under full Toyota and Honda were ready
Front Suspension: Pushrod
environmental performance, power, which in a race could lead they were installed in a pair of
actuated dampers with torsion bars
power and fuel efficiency.’ To this to a sudden loss of speed and otherwise identical SF14 chassis, Rear Suspension: Pushrod
end it was decided that if this rear-end collisions. and sent for their first public
Safety spec: FIA-2010 F1
new fuel-efficient turbo engine Tanaka raised his concerns runs. That shakedown test for
Total length: 5268 mm
was to be competitive, there was with Nagai, and Nagai realised the SF14 was not without its
Wheelbase: 3165 mm
a need to focus not on the total that he was right. After setbacks; the cars were fitted
Width: 1900 mm
amount of fuel used, but rather simulations proved Tanaka’s with a manual gearshift rather
Overall height: 950 mm
on the management of instant theory, work went into developing the Zytek paddle shift system Weight: 650 kg with driver
fuel consumption. a fuel flow restrictor. Not only that will be used on the actual
Engine:
If this instant fuel does this restrictor raise an race specification cars (see p17). Manufacturer: Honda or Toyota
consumption was not managed, interesting conversation in The new engines were not quite (Nissan also makes a suitable
more power could be achieved Formula 1, which some reports delivering all they could. engine)
simply by pumping more fuel say is struggling with the ‘It was just a shakedown run, Number of cylinders: 4 (inline)
into the cylinders, as was the implementation of its fuel flow so problems are there to be found Fuel injection system: direct
case with the conventional turbo meters, but it also cuts costs and it does not really matter,’ injection
engines of the past and which for the engine suppliers in both Nagai contests. ‘The engine ECU: Cosworth Electronics
is the exact opposite of what Super Formula and GT500. output was probably only about Induction: Turbocharger (one spec)
Displacement: 2000cc
they wanted. But if the fuel ‘I have been in charge of 90 per cent of what it should
Output: Approx. 550hp
flow was restricted, it would Super GT at Toyota, and although be, and overall the shakedown
Weight: 85kg
put the emphasis on producing both Super Formula and GT500 achieved about 80 per cent
performance from fuel-efficient have the same engine [RV8K], of what you might say was a

14 www.racecar-engineering.com J December 2013

 IMPERIAL RANGE

METRIC RANGE

TENDER | HELPER

OFF ROAD

ST R E ET.
THE
COIL SLEEVE

K . RU LE
R AC
ATE T HE T
DO M I N
BUMP STOPS
ERS | Eibach Race Spring System

Over 1,300 single components – main and tender Spring Surface Stabilization through specialized
springs – metric and imperial, various auxiliary race shot peening
suspension accessories, ready and in stock on 5 continents Every ERS Spring preset to block
Comprehensive Program of single components Block and Sag Resistant
Single Main Springs with highest rate-linearity and Smallest Tolerances and precise plane parallelism of
lowest rate tolerance spring ends
Progressive Characteristics via set-up of different High Dynamic Durability – under Motorsports conditions
springs serially – double or even triple spring combinations High quality corrosion protection by phosphating and
Extreme Low Weights achieved through Super Hi-Ten epoxy coating
materials and manufacturing technology Springs Printed with part-number
Smallest Solid heights, maximized spring travels and (speaking code = rate and dimensions)
higher maximum loads Individual protective single box packaging

Eibach UK | Phone: 01455 285 851 | e-Mail: [email protected] eibach.com

 ZYTEK ELECTRONIC GEAR SHIFT

Quick change
The introduction of the new Super Formula also sees British
company Zytek upgrade its electronic gearshift system

B
ritish company Zytek BY ANDREW COTTON The EGS is also used on the ‘The technology that is
has introduced a lighter, GT300 CR-Z GT, which won its available to store the technology
smaller and more mechanism, which is estimated class at the third round of the has not changed massively,
adaptable version of by the company to be around 30 Super GT series in Sepang in so much of the evolution is
its electronic gearshift actuator per cent smaller and with greater June, using the ZPH Zytek Hybrid centered on the circuit board
for the new generation of Super capability to talk to different System. Also running the system componentry and layout to
Formula cars that will make their systems in the car. The system are the Zytek LMP2 chassis and minimise volume and mass for a
debut next year. The system was works by drawing power from the the Auto GP machines. ‘The trick given performance. Additionally
first introduced in 2003, when battery or alternator to charge to our system is that it is powered we have been able to add levels
Zytek submitted a tender up capacitors, which then deliver by the 12V system,’ says Zytek’s of technology to improve how
for the GP2 contract. That bid the short, sharp burst of power Ian Lovett, technical director of we interface with different
was not successful, and so needed to change gear. Zytek Engineering. engine management systems
instead the company sold the The electronic gearshift ‘Upshifts typically occur and apply cuts to manipulate
second-generation system to (EGS) was used on the Honda every two or three seconds with the torque on the dog rings to
A1GP and the Formula Nippon GT500 contender before the new downshifts happening several effect a gear shift.’
series, which has been running generation cars for 2014 were times within one second, and our The design of the solenoids
faultlessly with them ever since. built using the same suppliers systems draws a discreet amount was undertaken by the same
The new Super Formula and concept as the DTM, which of current after each shift. Once engineers who designed the
cars are already testing with means that Hewland picked up the capacitors are re-charged it kinetic energy recovery system
the third generation gearshift the supply contract. stops drawing. that was first used by McLaren

The third generation gearshift mechanism is around 30 per cent

smaller and with greater capability to talk to different systems
December 2013 = www.racecar-engineering.com 17
 ZYTEK ELECTRONIC GEAR SHIFT

in 2009. ‘Even though they not find a viable solution to

are linear actuators, they rely packaging in its 09S. ‘It depends
on the same expertise to get how much you want to store,’
certain performance from a says Lovett. ‘If you want a
certain amount of electric power,’ short, sharp pulse, you can store
says Lovett. ‘Zytek Automotive it in a relatively small space.
design the control unit, so that An additional complication
in a similar way to KERS it stores with capacitors is that as they
energy (though in this case discharge, the voltage changes
drawn from the car battery) from high to low quite quickly,
in capacitors, and when a gear while a battery is easier to
shift is requested it discharges control from this point of view.
Zytek’s third generation electric gearshift actuator works by drawing those caps to a certain level This issue is not as critical in
power from the battery to charge super capacitors, which store up the to generate the force in the the gearshift, because it is a
energy needed to change gear every two or three seconds actuator to shift gear or blip relatively small amount of energy
the throttle.’ that you are storing – all you are
Zytek did investigate an looking to do is actuate
LMP1 hybrid using super the gearshift, whereas if you
‘In a similar way to KERS, it capacitors, but the main problem are assisting the performance
was that capacitors take up of the whole car the energy
stores energy inside itself.’ a lot of space, and Zytek did required is massive.’

ZYTEK TECHNOLOGY: ROAD READY

W
ith an automotive Dodge, producing the engine from that race experience light. You have just introduced a
and engineering control systems for the Viper that through to emerging road car motor, inverter and battery into
department, Zytek it still runs today. technology is very strong. a system where you didn’t want
is perfectly placed to consider ‘Automotive, and its ‘It is all about performance, any extra weight.
the transfer of technology involvement in electric and energy management, and ‘Because we work on race and
from race to road, and vice-versa. hybrid ended up working on KERS lightweight materials. The needs road programmes, every drop of
An industry leader in battery from a core functionality point of of the racecar are similar to the energy that is put on board the
technology, thanks in part to view, the motor design and build, needs of the road car because vehicle will be managed by a
its link with German company while engineering support us on you have got to be managing system to get the most out of it,
Continental, it was one of the the mechanical side, and we work your energy efficiently. You have whether that return is ultimately
first to build a hybrid car for Le together with those solutions,’ to accelerate a lighter vehicle in range, or performance, as
Mans, the Panoz Q9, which took says Zytek Automotive managing around, so there are strong comfort and entertainment are
part in pre-qualifying in 1999 director Neil Heslington. ‘I think associations and that is good. energy consumers – it is all about
and later raced at the Petit Le in the past, with the exception It continues that way with our managing energy. In race terms
Mans. It also worked with Gordon of ABS, it has been difficult to relationship with Honda – the we are less concerned with audio
Murray to produce a lightweight substantiate the link between KERS there, it is the same: how and the like, but in terms of
drivetrain, battery, and vehicle race vehicle systems and road you can manage your energy performance of the vehicle and
systems for the T27 electric car systems, but I have to say using light weight in the energy other associated systems, cooling
city car, also with Mercedes on that working on the F1 KERS for management system, how to systems for example, that is
the Smart ev, and with Chrysler/ 2009, the passage of technology get the battery light, inverter what we are looking at.’

18 www.racecar-engineering.com C December 2013

Portable Measurement Solutions
ONSITE INSPECTION AND NON CONTACT
LASER SCANNING SERVICES

HIRE AND LEASING OF FARO ARMS, GAGES, LASER TRACKERS AND LASER SCANNERS.
ACCESSORIES, PROBES, MAGMOUNTS, LEAPFROG CONES AND MUCH MORE.

Manchester Metrology Ltd, Unit 12 Greenside Lane Industrial Estate

Greenside Lane, Droylsden, Manchester M43 7AJ
4ELs&AX
[email protected]
 MCLAREN MP4 12C GT SPRINT

Baby boom McLaren has produced a track day car to rival

the best production cars that money can buy
as it expands its racing product range around
the MP4-12C
BY ANDREW COTTON

T
he McLaren MP4-12C GT3 car to buy and massively expensive to run? It that. We have the GT Sprint which is a low-
has developed an unfortunate is pretty crazy really. You can take our GT cost GT, and I think that will be popular as
reputation. From a troubled Sprint, which is cheaper to buy, fractions it is a fantastic car. It can be very quick,
inception, this year it has had of the cost to run, and is as quick as any of we can make it more gentleman friendly,
problems at some high profile races, those GT cars. GTE and Le Mans are very which is part of the learning process, but I
including at the Spa 24 hours and at the evocative for our customers and we would think we can also make it better.’
Nurburgring where the engines failed, like to go back there at some stage. We
although these were not necessarily will wait for GT convergence and for 2016 GT3 UNLEASHED
the fault of the manufacturer. What we hope to be there. American customers began to ask why
it has meant is that McLaren is facing ‘At the moment there are instances the GT3 car, with its air restrictors, was
a battle to have its car recognised for where the GT3 car is quicker than a less powerful than the road car. McLaren
some significant achievements in racing. GTE car, but that makes no sense. The decided to build the Can-Am version of the
Despite the problems the bare facts are fundamental GT3 car can be made a lot car, including an unrestricted engine and
that the model has entered 90 races quicker without balance of performance. lightweight design.
in 2013, taking 237 starts. In those GT tries to be all things to all people, For the European market, McLaren has
90 races, the MP4-12C has scored 21 and to an extent that goes against the similarly launched the 12C GT Sprint, a
pole positions and 51 podium finishes, thoroughbreds. Those who have overtly relatively low-cost version of the GT3, and
including 20 race wins. got cars that are geared to GT cars will aimed at the track day enthusiast with
suffer greater balance of performance plans to develop a one-make series
EXPANSION PLANS than cars that are having to stretch their if enough are sold. ‘There is a lot in the
One of the major problems facing the 12C performance to reach BoP. We believe that road car that is state of the art, unique
in the GT3 class is that the 3.8 litre V8 GT is important to our pedigree, important and in a way it is a shame that GT3 and
engine is turbocharged, the only turbo to our brand and we like doing it.’ GT regulations dumb cars down,’ says
engine competing in the GT3 – or, indeed, For the GT3, however, there is work chief development driver Chris
the GTE category – and balancing the to be done to improve the image, and Goodwin. ‘There was a desire to showcase
performance has been a voyage into the Whitmarsh agrees. ‘The fact is that we what McLaren and the 12C is all about
unknown for McLaren and for the rule are running with gentlemen drivers, we on track. It is a good opportunity to do
makers. That did not stop the company are not going into championships with that because it does retain all that the
pressing even further ahead with its full professional teams, and we are not road car has.’
expansion into the GT classes, with plans going into it as a manufacturer, so we are The 12C has been designed and built
for a GTE programme, but pulled the plug not putting the money into it that some by McLaren GT, in close consultation with
on the project as the GT convergence talks German manufacturers are,’ he says. ‘We the team at McLaren Automotive, and
started and the company considered that are learning about developing GT cars, the retains many of the systems from the
the shelf life of the car was reduced. That technology, the championships and the road car, including the brake steer and the
was not before McLaren had spent more politics of balance of performance, and air brake, while a recalibrated Proactive
than £1 million on engine development we still have some way to go. It has been Chassis Control system can be set to
alone, and had secured no fewer than 10 a good start to the process and we have individual driver preference.
customers for the GTE car. built up the resources within McLaren GT ‘It starts life like a GT3 car, with the
‘We would like GT Plus as quickly as now, and we are focussed and committed same cage and essentially the same fuel
we can,’ says Martin Whitmarsh, CEO of to being here for 10-15 years. We have tank, but not with the same internals
McLaren Racing. ‘We took the view that a McLaren GT3 at the moment; hopefully because they are from the road car,’
given the GT convergence, why would the regulations on GT Plus will be fixed says McLaren GT managing director
people buy GTE cars, which are expensive shortly, and we will certainly be entering Andrew Kirkaldy. ‘It runs very similar GT3

20 www.racecar-engineering.com  December 2013

‘There was a desire to showcase what
the McLaren 12C is all about on track’

December 2013  www.racecar-engineering.com 21

 MCLAREN MP4 12C GT SPRINT

Left: McLaren’s 3.8 litre V8 is the

only GT3 car with a turbo engine
Above: The lightweight MonoCell
chassis is shared with the roadcar
Left bottom: MP4 12C GT Sprint can
be yours for £195,000

Adjusting the Proactive

Chassis Control was the main
thrust of the development
work, adapting the car from its
production settings to work
with a drop in ride height of
40mm, and to work with slick
tyres. ‘It is incredibly complicated
if you haven’t done it before,
but we have done it for the road
car,’ says Goodwin. ‘We took the
pre-existing systems, and tuned
them to have the same character
around different hardware. We
lowered the suspension, put
in different springs, different
bushes, different tyres.
‘You just have to recalibrate
the whole matrix of damper
stiffnesses to accommodate
suspension, and some of the GT3 Some elements we still needed fibre MonoCell chassis, but the damper change. We wanted
cooling on it because compared to develop, and the car is 40 mm any unnecessary systems or it to be possible for the amateur
to the road car we needed some lower. We are in the same bracket creature comforts have been track day user to have support
extra to be using it at the high as the Ferrari Challenge car. It is removed to keep weight to a from the traction control and ESP
end rev range all the time. It has £195,000 for a base car, which is minimum. The car features a if you wanted it, or Andrew could
centre lock fixing on the wheels, high when compared to the Lotus, number of components from the jump in the car, switch it off and
slick tyres, which are slightly but is similar to the Lamborghini GT3 version, including an FIA- drive it like a pure racing car.’
bigger at the front. We then got or Ferrari track day cars.’ approved roll cage, central cooling And McLaren has plans to
Chris involved and developed our Power comes from the M838T, radiator and digital dash display. use it as both. ‘It doesn’t comply
own adaptive damping. Then we 3.8 litre twin turbo V8 found in The car comes with a fully to any regulations, but there
got Bosch involved, and did our the 12C and the 12C Spyder, adjustable, lightweight composite are championships that would
own ESP calibration. From a slick while power is delivered through racing seat fitted with a full six- accept it,’ concludes Kirkaldy.
point of view, it is really switched a seven-speed twin clutch point harness, an air conditioning ‘That was the idea behind it. A
on. It controls it very well, but we gearbox. Optimised oil and cooling system, an integrated fire lot of people in the world just
needed to tone it down a bit. systems are unique to the track- extinguisher and options available want a track car, and there
‘We were fortunate in that focussed car. include a carbon rear wing and are people with Lotus and
what we then wanted to do, we The 12C GT Sprint is built front splitter, and a lightweight Ferraris that they have just
had carry over from the GT3. around the 12C’s 75kg carbon front windscreen. for track use.’

The 12C GT Sprint doesn’t comply to any regulations,

but there are championships that would accept it
22 www.racecar-engineering.com = December 2013
 MARUSSIA MR02

Small steps
Big rewards?
O
n a chilly January morning at However, the MR02 was the first car the
When it launched in the Jerez circuit in southern team developed using a conventional
January, few expected the Spain, the Marussia MR02 was aerodynamic development approach.
unveiled to the world for the ‘It was a definite evolution of last year’s
MR02 to be challenging the first time. Few people expected car, which was the first we had designed
opposition as effectively much – indeed its closest rival, Caterham, in-house,’ explains Marussia chief engineer
as it has in 2013. Marussia had decided not to develop a new car for
2013, instead choosing to focus on the
Dave Greenwood. ‘Aerodynamically speaking
the car was a continuation from last year
kept the faith 2014 season. It did not see Marussia as a due to the stable regulations. The MR01
threat. It was wrong. was primarily a CFD-only design, so it was
BY SAM COLLINS The Marussia team started life as Manor only the mid- to late-season updates that
Grand Prix, an offshoot of the British Manor were wind tunnel-based. MR02 is the first
Motorsport team which specialises in the car we have done fully in the wind tunnel.’
junior open wheel categories. It contested The team does not have its own wind
the 2010 season as Virgin Racing, named tunnel, so in order to develop the MR02 it
after the British business group, then its used its partnership with McLaren Applied
major commercial partner. Wirth Research Technologies, which included access to the
designed the car using its all-CFD mentality, 50 per cent scale wind tunnel.
but poor results and very public criticism ‘Although they are similar, the two cars
from some of the team’s drivers saw the used separate 50 per cent scale models,’
relationship come to an end in 2011. says Greenwood. ‘But, we did start the 2013
By that time the Russian group behind season with the same front and rear wings
fledgling sportscar company Marussia had as we used on the MR01. We left it as late
become involved with the team, but even by as possible so there is interchangeability
2013 the team’s budget was still modest. between nose boxes, for example.’

24 www.racecar-engineering.com ; December 2013

 ‘To a certain extent we have thrown most of our weight
behind 2014 – and quite a long time ago’

A key area in the aerodynamic edges of the rear floor, preventing the time of the British Grand Prix. To a certain
development of the MR02 was improving messy vortex from the rear wheel from extent we have thrown most of our weight
cooling efficiency, thereby improving air entering the diffuser area. It has been behind 2014 – and quite a long time ago
flow over the rear of the car. This is clearly an area of focus for many teams on the – but that’s not to say we’ve not had small
evident in the new sidepod design, and grid, including Marussia. developments which have come recently.
the car features a more effective Coanda ‘It’s hard to spot the changes we have They’ve been extremely cost-effective
exhaust than those tried on the MR01. made during the season as they are very developments, which has helped, and the
‘Our exploration with exhausts began subtle, but in some areas of the exhaust exit financial burden of 2014 is big as well.’
mid-season last year and was a feature we got up to five iterations on the MR02; Mechanically the MR02 is very similar
of the car from the beginning with MR02,’ there were two or three iterations of the to the MR01, at least on paper. It retains
Greenwood explains. ‘Over the winter we pipes themselves, and the furniture down the Cosworth CA engine (see P60) and a
worked really hard with Cosworth to catch on the floor has also had a few iterations,’ similar suspension layout, but a lot of work
up in terms of engine mapping. It’s no says Greenwood. ‘If we had carried on there has been done under the skin – and, indeed,
secret that the top guys, mostly the Renault would be even more. Even now we have between the skins – to improve the overall
runners, have been able to exploit the gas very recently done some full-scale work on package. One of the major differences is the
flow coming out of the tailpipe to get more the system. More and more these days you use of KERS, a first for the team.
downforce. After Cosworth did some running put instrumentation on the full scale car and ‘We took proven technology from
on the dyno we looked at the impact of it on do evaluation that way.’ Williams and that helped us a lot. They told
the chassis, as it is not just a case of using But the MR02’s aerodynamic package is us how to mount it, how to cool it, and all
the gas to make downforce; the way you not the major focus for the team. According of that stuff,’ Greenwood continues. ‘Then
do it fundamentally changes the braking to Greenwood, ‘we stopped running the car it was up to us to integrate it with the car.
balance of the car.’ in the wind tunnel quite a long time ago Overall it’s been a strong success, totally
These blown diffusers are now fitted so we could use the available time for the reliable; there were very few teething
to every car on the 2013 F1 grid and use 2014 car. The last aerodynamic upgrade issues and nothing that came close to
the exhaust gasses to seal off the outer on the MR02 was mid-season, around the stopping the car in testing.’

December 2013 < www.racecar-engineering.com 25

 MARUSSIA MR02

However, this does not mean

that the suspension is identical
to the MR01: there have been
many detail changes through
the year, and even before the
car was launched.
‘We did do some work on
the front, to solve an inherent
balance issue we found that
was causing mid-corner
understeer, so that was a
small change we made. The
rear suspension was slightly
repackaged, but it’s not vastly
different. Just lots of small
changes and constant changes,’
Greenwood reveals.

TYRE DILEMMA
While some teams have
made major changes to their
suspension to cope with the
Pirelli tyres Marussia has not.
‘The tyres is another area
where we have worked hard this
year; it is difficult for a small
team like ours to make wholesale
As part of installing the geometry changes as it would be
hybrid system, the chassis too expensive, so that tends to
weight needed to be reduced be done on a year-to-year basis.
while maintaining stiffness and But you can definitely find ways
meeting the demands of the to use your tyres. It’s more critical
mandatory FIA crash tests. This on these than on previous F1
saw the Marussia engineers use tyres to get them in the optimal
some new techniques in the working window.’
composites department. In fact, the focus for Marussia
‘John McQuilliam, the is a suprising one: it has
chief designer, set himself an worked with partner Penske to
ambitious target to get weight introduce hydraulically interlinked
out of the chassis and he does suspension, something that was
that every year. He made a the preserve of only the biggest
good step for this year’s car, and teams a couple of years ago.
looking at next year’s car he is ‘The big area we are all
going to make an even bigger The Russian team has worked with Penske to develop an interlinked working on is the interlinked
step. Most of the manufacturing suspension, previously only the preserve of the very top teams suspension; that’s something we
work on the first 2014 chassis is have been developing through
done already,’ Greenwood reveals. and the track to get the best outboard; that was because we 2013. We have also been looking
‘The MR02 is a completely downforce from the map you’ve felt that there was not anything at things in the basic suspension
different chassis to MR01: it’s got,’ Greenwood explains. ‘So fundamentally wrong with layout that allow you to improve
similar in terms of cockpit layout we’ve worked a lot on those MR01 in terms of suspension – it the way you are running in the
and front suspension pick up small parts which can give you performed reasonably well on aero map. We have a strong
points, but the laminate and gains for not very much money the seven-post rig. We never had relationship with Penske; some
overall layups are very different.’ and also not very much lead time comments back from the drivers of the parts on the interlinked
While Marussia has largely which is good.’ either that were suspension suspension have been design by
stopped its wind tunnel Indeed, while the overall related,’ he continues. them in conjunction with us.
programme for the MR02, suspension design and concept Overall, the suspension is ‘Normal work, like tuning
updates continue in other areas was carried over from the MR01, fairly conventional at face value, your damper curves on the rig,
which still manage to lead it has been an area of substantial with twin unequal length carbon we do in-house, but some of the
to improvements in the car’s work. ‘The front suspension fibre wishbones. The front overall design work of new parts
aerodynamic performance. was largely carried over from dampers are pushrod actuated, we do in partnership with them.
Performance gains can be the MR01, both inboard and with the rears a pullrod layout. It’s a situation where we come
made ‘basically, by judging up with the concept and they do
small mechanical upgrades that
can maybe help optimise the
‘We’ve worked a lot on those small the detail design work on it. Our
system does not not employ a
aerodynamics of the car – by that, parts which can give you gains for mechanical springing medium to
obviously, I mean suspension give us heavy stiffness; we use
to allow you to run in the place not very much money’ something a bit more compact

26 www.racecar-engineering.com : December 2013

 www.fhsracing.co.uk
With full information on our products and services,
Flexible Hose & Fittings plus an inventory of product downloads, our website
is the ideal place to start planning your next fluid
transfer assembly, whatever your formula of racing.
Rigid Lines & Swagetite Check it out or call us at the number below for an
intelligent conversation. Make the connection.

Filtration t

%
DBE

design service
t
IPTF
BTTFNCMZ

Solenoid valves t

IBSEMJOF

manufacture
t
DOD
NBDIJOJOH

t
mMUSBUJPO
EFTJHO

Ancillary Parts & Services
t
MBTFS
NBSLJOH +44 (0)1753 513080

INTELLIGENT CONNECTIONS
FHS Motor Racing Ltd | 656 Ajax Avenue | Slough, Berkshire | SL1 4BG Fax: +44 (0)1753 513099 Email: [email protected]
 MARUSSIA MR02

TECH SPEC
Marussia MR02

Engine: Cosworth CA 2.4 litre V8 N/A

KERS: Williams Advanced

Engineering, battery electric, Kokam
Lithium based cells, single brushless
DC motor generator unit.

Chassis material: Carbon

Bodywork material: Carbon

Front suspension: Carbon fibre with

carbon flexure joints

Rear suspension: Carbon fibre

Dampers: Penske

Steering: Marussia F1 Team

designed hydraulic PAS

Gearbox: Aluminium construction

with 7-speed Xtrac longitudinally
mounted internals

Clutch: AP Racing

Discs: Hitco Carbon - Carbon

Callipers: AP Racing

The Marussia MR02 used the same front and rear wings as the MR01 to speed up development, but all teams have Pads: Hitco Carbon - Carbon
worked on the use of exhaust gasses to increase downforce
Cooling system: Marussia F1 Team

and a bit lighter than that, but then transferred from the rear of too, notably the differential,’ Cockpit instrumentation: MES SECU
for now that’s still a secret,’ the mainshaft via a pair of bevel he continued. ‘While the overall Seat belts: Willans six point harness
Greenwood smiles. gears to a transverse idler shaft. architecture is similar is to the
Steering wheel: Marussia F1 Team
This is needed to lift the drive original box it is not the same.’
design with MES electronics
BOXING CLEVER up to the hub height of the rear Overall, the MR02 has been a
Like all cars built by the team to wheels and meshes with the final huge step forward for Marussia. Driver seat: Anatomically formed
date, the MR02 uses an Xtrac drive. The differential is an active Using the circuit at Suzuka in carbon composite
transmission, and this too has hydraulic type. Japan as a reference, the MR02 is Extinguisher system: FEV FIA
been modified to increase the ‘There is a strong involvement around one second a lap faster on approved system
installation stiffness of the rear from our guys with the average than the MR01. Some of
Wheels: BBS
suspension. Initially the 1044 transmission, but the new casing this is likely due to the tyres, but
gearbox and the Cosworth was largely done to help with since the failures at Silverstone Fuel cell: ATL
CA were introduced as part stiffness of the suspension. Not the Pirelli rubber has been very
Battery: Braille
of the FIA’s low-cost F1 team just vertical stiffness, but also similar to the tyres used in
drive of 2010, but the concept toe stiffness, camber stiffness... 2012. Comparatively speaking, Fuel: BP Castrol
did not last long. But Xtrac’s There is a lot of work to look at Caterham has only gained around Lubricants: BP Castrol
‘batch-produced’ gearbox with those areas and to improve those two-tenths of a second year on
common parts did offer teams areas,’ Greenwood explains. year, but then it did not develop a Front Track: 1800mm
Rear Track: 1800mm
significant cost savings: it ‘We worked out what we new car for the 2013 season.
features a longitudinal layout, wanted to achieve and then ‘Obviously, as anyone else Wheelbase: 3400mm
commonly seen in F1 gearboxes, Xtrac went away and worked on would say, the main advantage
with the gear cluster forward of it, came back and compared FE has come in aerodynamics –
the differential to ensure good results. So it’s a real collaboration, better correlation in the wind would cost Marussia its place,
vehicle weight distribution. but with them doing the lion’s tunnel – and perhaps slightly and a lot of money.
Drive from the engine enters share of the work. The internals more creativity in that area. ‘What we have to do trackside
via the longitudinal layshaft, have evolved from the 2010 That’s really where most of the is get every little last bit of
directly below the mainshaft, Xtrac 1044 transmission, and lap time has come, coupled with pace out of the car, so if you
to allow for the lowest possible a lot of work has been done to improvements in the mechanical get one of those races where
crank height. Together, these lighten them. installation,’ Greenwood explains. everyone ahead falls out, we
shafts carry the mating pairs of ‘Some areas have been For Marussia the target are ahead of the Caterhams,’
seven forward ratios. Drive is improved in performance terms for the 2013 season is clear: Greenwood admits.
finish 10th in the Constructors’ But with the big steps taken
Championship, something that in the MR02’s performance
The MR02 is around one second brings with it tens of millions of
dollars in prize money. A 12th-
relative to the 2013 Caterham,
the Leafield-based team
a lap faster around Japan’s place finish in the Malaysian may regret the day that they
Grand Prix put the team 10th, underestimated the Russian-
Suzuka Circuit than the MR01 but a better finish from Caterham branded, English-based team.

28 www.racecar-engineering.com C December 2013

DON’T BEND
UNDER PRESSURE.
WE WON’T.
when machining connecting rods, camshafts, gears, driveshafts
Are you under pressure to design and other components.
world-class racing engines and Now, thanks to a highly sophisticated melting
a and refining
gearboxes? Would a superior process, we can produce steel that is chemically ultra-clean and
durable. In other words, perfect for high-performance racing.
steel give you an edge? If so, let’s
We are committed to ensuring swift deliveries from local stock
talk OvaX and a way to extreme supplies. And we would be happy to provide metallurgical advice
performance – without remelting. to eliminate fatigue, stress and wear – all to improve your
competitive edge.
OvaX is a new family of high-performance steels that are
customized to withstand high stress and strain. As racing For the full range of Ovako racing steel products, visit
enthusiasts, we understand you can’t settle for second best www.ovako.com
2014 F1 AERO

Keeping it cool
Formula 1’s 2014 powertrain
regulations have given designers the
length of the pit lane something of a
packaging headache

Cooling aids such as the ‘ears’

featured on the Lotus at the
Australian Grand Prix in 2013 are
likely to feature prominently

T
BY SAM COLLINS he 2014 season will litre V8, but it is far more complex that engine, especially with all
see a year of significant a task than it first appears, with of the electrical parts; it’s a huge
change in top level many competing factors to take change. The cooling in particular
motor racing, not least into account. is a challenge, the internal
in Formula 1. The arrival of the ‘It is about power delivery, combustion engine itself needs
innovative new power units has fuel consumption and reliability slightly less cooling, but you also
created a significant workload in 2014,’ Adrian Newey, chief have a turbocharger and charge
for the teams, and that is not technical officer at Red Bull air cooling, and on top of that the
limited merely to the powertrain explains. ‘Of course, most of that electrical side needs a lot
department. On paper, a 1.6 is out of our control as it is in the of cooling. So there is a big
litre V6 should be easier to hands of Renault. Where we will increase in cooling demand on
package in a car than a 2.4 be working hard is packaging the new cars.’

‘Where we will be working hard is packaging that engine,

especially with all of the electrical parts; it’s a huge change.’
December 2013 3 www.racecar-engineering.com 31
18 0 M P H W I T H O U T M O V I N G A N I N C H

Take cutting-edge wind tunnel technology. Add a 180 mph rolling road.

And build in the best in precision data acquisition capabilities. When we

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.

We created a new standard in aerodynamics.

+1 704 788 9463 [email protected] W I N D S H E A R I N C .C O M

2014 F1 AERO

Next year’s aero testing is heavily restricted, including a limitation of wind tunnel time and scale; 60 per cent models are the maximum allowed

This extra demand is not as cool and give you the optimum exit 170-185mm behind the rear be slightly shallower. The front
straightforward as fitting the aerodynamic performance is axle line and 350-500mm above wing will also change, becoming
car with larger radiator ducts, as the challenge. the floor. The end portion of the 150mm narrower, from 1800mm
some of the components – such ‘The charged air cooler, for pipe must be angled upwards, to 1650mm.
as the single turbocharger – are cooling the air from the turbo and bodywork is banned in the Newey also reportedly
not well-positioned for that kind before it goes into the engine, area behind to prevent teams believes that the new regulations
of cooling. Additional ducting is will, on all of the installations, from channeling the flow in have not fully resolved the issue
therefore likely to appear on the be quite significant. Physically, a beneficial way, leading to a of ugly looking cars, stating that
engine cover, perhaps similar the size of the thing will dictate notable cut in downforce. the new Red Bull is ‘ugly’ because
in appearance to the gearbox the packaging of everybody’s Alongside the aerodynamic the new aerodynamic rules sent
oil cooler ducting on the Toyota cooling systems.’ changes – which are a direct designers down the path of
TF110, or the rear wing stalling result of the introduction of the penning a hook nose.
‘ears’ seen on the 2013 Lotus NO MORE BLOWN DIFFUSERS new power units – there are also
and Sauber. Larger sidepods With a severe reduction of fuel a significant number of new rules HOOK, OR SINKER?
also seem highly likely, with the consumption being introduced, surrounding the cars’ bodywork, Indeed, the height of the nose
addition of an intercooler to the including a fuel flow limit, there as Newey reveals with obvious will be reduced significantly,
current oil and water radiators. will be significant pressure on dissatisfaction: ‘The changes from 550mm in 2013 down to
‘The biggest thing is the aerodynamic departments to coming in give us a narrower 185mm in 2014. But the ‘hook
cooling challenge,’ explains reduce drag and increase overall front wing, low nose and we lose nose’ thoery is not a view held by
Caterham technical director efficiency. In addition, the rules the beam wing. That’s a short- all. Ross Brawn, Mercedes team
Mark Smith. ‘That’s probably the require cars to run a single term challenge, but in reality it’s principal, claims his team’s 2014
thing that, I imagine, has most exhaust exit mounted higher in just further restrictions. I think design does not suffer from the
people up and down the pit the car, producing a much lower it’s a shame that year on year we issue raised by his long-time
lane scratching their heads. It’s energy exhaust plume, ending just have more restrictions.’ rival. ‘I’m not sure what Adrian is
reasonably easy to come up with the current blown diffusers. The In addition to the removal talking about,’ Brawn says. ‘Our
a solution that will cool, but to new regulations force teams to of the lower beam wing, the nose looks normal – maybe we
come up with a solution that will use a single tailpipe which must main flap of the rear wing will have missed something!’

‘It’s reasonably easy to come up with a solution that will cool,

but to come up with a solution that will cool and give you
the optimum aerodynamic performance is the challenge’
December 2013 > www.racecar-engineering.com 33
 2014 F1 AERO

exhaust tailpipes, provided that

there is no direct or indirect
measurement of aerodynamic
force during the test.
Straightline aerodynamic
testing, recently in the news for
the wrong reasons, has been
outlawed, possibly as a reaction
to the accident that eventually
killed Maria de Villota. From the
start of 2014, Formula 1 teams
can only test their cars at FIA
Category 1 (and Category 1T)
circuits, and aside from a couple
of 100km ‘filming’ days the only
running this will consist of are
four in-season group tests, as
well as the three pre-season
group tests.
Juggling the development of
an all-new car concept with an
ongoing championship season
has also been a consideration
for many on the grid, with the
differences between positions in
the Constructors’ Championship
at the end of the season worth
millions of dollars.
‘There are certain things you
can learn this year which will
help you next year, but a lot of
the major bits are not carry-
over at all,’ admits Toro Rosso
technical director James Key. ‘It
Leading teams are divided over whether or not the new low nose will lead to a ‘hook’ design or not really is a balancing act of trying
to efficiently do what you can in
the latter half of this season, for
Other senior engineers feel Marussia’s chief engineer per cent scale are permitted this year, and make sure you’re
that it is not the nose regulations Dave Greenwood echoes these to be used, and the maximum not losing focus on next year.
that will make the cars appear thoughts. ‘It’s not going to be airspeed in the tunnel is It’s always tricky because when
different; rather it will be the obvious from the regulations 50m/s. This seems to outlaw these regulations come along,
cooling demands of the new where the cars will not look quite the Windshear tunnel in North so does an opportunity to take
power units. ‘Will they look like what we are used to. I’m not Carolina, which some teams a step forward, but there will
significantly different to going to say it’s ugly, but they used for full-scale testing in be a risk of damaging your
people who don’t follow the certainly look different! You know past years. This could be open to previous year.’
subtleties of the sport? Perhaps when you first see them it will be interpretation, as it is arguable It is a challenge many of the
not,’ Smith contests. a surprise, but after the first few that the actual car is not a ‘model’ midfield teams struggled with in
‘I think we’re trying to resist races you won’t notice.’ at all. CFD testing is restricted to the closing races of the season,
having to make significant 30 Teraflops per week. and it resulted in a number of
changes that will affect the INCREASED RESTRICTIONS Crucially, the new teams losing positions in the
external appearance of the car The difficulty of developing aerodynamic testing restrictions Constructors’ Championship. The
because of what we’re trying to a car to the new regulations do not apply to tests purely result of all the work will be seen
do aerodynamically, but we’re is compounded somewhat by aimed at developing components in late January at the Jerez Circuit
fighting a little bit of a losing increased restrictions on tools associated with cooling, or the in Spain, a test one engineer told
battle. I wouldn’t be surprised used to develop the cars. operation of the power unit. Racecar Engineering that he was
if we did end up with a few Wind tunnel testing has been This allows teams to conduct particularly looking forward to. ‘I
solutions that are a bit different restricted to a maximum of 80 additional testing restricted think Jerez will be interesting at
because the challenge of just runs per week and a maximum to the area downstream of the first test. There will be lots
packaging the size of cooling of 60 hours of tunnel occupancy, the engine air intake duct, of fires. I wonder how many
systems that are on the car is with only 30 hours of ‘wind on passing through the engine cars will be able to run on all
quite extreme.’ time’. No models larger than 60 and finishing at the exit of the of the days...’

‘It’s always tricky because when these regulations come along,

so does an opportunity to take a step forward’
34 www.racecar-engineering.com C December 2013
 :HSURYLGHHQJLQHHULQJFRQVWUXFWLRQRSHUDWLRQVDQGPDLQWHQDQFH
VHUYLFHVIRUWKHPRWRUVSRUWFRPPXQLW\¶VPRVWFRPSOH[WHVWLQJUHVHDUFK
DQGGHYHORSPHQWIDFLOLWLHV7RGDWHZHKDYHGHYHORSHGIDFLOLWLHVIRU
PRWRUVSRUWWHVWLQJDSSOLFDWLRQVLQ(XURSH$VLDDQG1RUWK$PHULFD2XU
ZLQGWXQQHOH[SHULHQFHVSDQVWKHIXOOVSHFWUXPRIWHVWVHFWLRQ
FRQILJXUDWLRQVVROLGZDOORSHQMHWVORWWHGZDOODQGDGDSWLYHZDOO
7KHODWHVWUHOHDVHRIRXUDXWRPDWHGWHVWPHDVXUHPHQWDQGFRQWURO
VRIWZDUH7HVW6/$7(RIIHUVDSURYHQVROXWLRQIRULQWHJUDWLQJGLYHUVH
KDUGZDUHDQGVXEV\VWHPVPDQDJLQJWHVWFRQILJXUDWLRQVDQG
WUDQVIRUPLQJWHVWGDWDLQWRPHDQLQJIXOUHVXOWV
:HRIIHUXQLTXHFRQVXOWLQJVHUYLFHVUDQJLQJIURPWHVWSODQQLQJWRKLJK
SRZHUHGFRPSXWHUVLPXODWLRQ:HSURYLGHDHURG\QDPLFIORZDQDO\VLV
VWUHVVDQGWKHUPDODQDO\VLVDFRXVWLFDQDO\VLVDQGPRUHWR
PRWRUVSRUWWHDPV
3OHDVHFRQWDFWXVWROHDUQKRZZHFDQVXSSRUW\RX

5
!! 5
 5
WING

5
  5
TE 5
! 
5
 ! 5
 5
 
5

# 5
! 5
 

,/
$
-/,*-1
%,2/1',20
$+&
%,*-'1(1(3'
.2,1'

-)'$0'
%,+1$%1
,2/
*,1,/0-,/1
0$)'0
1'$*
,+
Tel:
+44 (0)
 



Fax: +44 (0)
 

Email:
0$)'0$*$/($'/,0-$%'%,*

www$*$/($'/,0-$%'%,*
 NIGEL STEPNEY

The world’s best-

known mechanic
Nigel Stepney looks back on a long career in Formula 1,
and the scandal that drove him to sports cars

I
n the world of motorsport, BY ANDREW COTTON to McLaren in 2007, for which recruited two school leavers per
there are few mechanics McLaren was heavily fined. The year to its garage, and it was
who stand out as household era, including Ayrton Senna FIA issued a statement warning here that the young Stepney
names. Nigel Stepney is and Michael Schumacher. Since any against team from employing began his motor racing career.
one. In his time working leaving Formula 1, Stepney has Stepney in the future. It was a ‘They had everything there, from
for Lotus, Benetton, Ferrari and won another world championship fall from grace that was public, the normal servicing of road cars
Shadow, the Briton worked under title in GT racing with the JRM the result of actions that the to the racing cars,’ says Stepney.
some of the most influential Nissan team. 54-year-old continues to deny. ‘We were running Dolomite
designers in the history of Yet it was his departure from Stepping into the arena of Sprints in the British Touring Car
Formula 1, including Colin Ferrari that catapulted his name motorsport was almost accidental Championship with Andy Rouse.
Chapman and John Barnard, into the international spotlight for Stepney, as he left school It was a good base because they
and with some of the most as he was accused of passing intending to be a sports teacher. did everything there, from body
influential drivers of the modern secret information from Ferrari The local Broadspeed company panels to rolling road, engine

36 www.racecar-engineering.com 6 December 2013

Main picture: Jean Todt, Ross Brawn, NIgel Stepney and Michael Schumacher turned Ferrari into a title-winning outfit
Top: Starting the F93A on a cold day was a baptism of fire for Stepney as he began his career at Ferrari
Above: Elio de Angelis worked with Stepney at Shadow and Lotus before moving to Brabham

dyno, gearboxes, fabrication and of the season I was tied up with Italian moved from Shadow to technologies, he was responsible
machining. It was all in-house. Elio de Angelis. We were fourth Lotus, and took Stepney with for putting the car together at
As an apprentice, you went at Watkins Glen in 1979, beating him in 1982, giving both a time when reliability was as
around all of those departments, the Ferraris, which was mega.’ men the opportunity to work important as speed.
and you went racing.’ Mid-way through the year, with legendary Lotus engineer ‘When Colin died, the car was
Local team Shadow split Stepney was put in charge Colin Chapman before his death horrendous, but with Gerard
with Arrows in 1978, and of preparing the spare car in that December. Ducarouge [who was brought
the separation opened up job readiness should anything The Briton worked on the in to stabilise Lotus after
opportunities. At the age of 21, happen to the team’s lead cars. Lotus 88, a car that had a softly Chapman’s death], we calmed
Stepney was interviewed by The spare was built up in the sprung chassis in which the things down, went back a year
Jo Ramirez and was offered a workshop and then dismantled so driver sat, and a stiffly sprung on the chassis and started
job as number two mechanic to that at the intercontinental races second chassis. It never raced, as rebuilding. Ducarouge wouldn’t
Clay Reggazoni, newly signed two mechanics could build up the rival teams protested its inclusion experiment. We had a very good
to the team. His first race was chassis in just four hours. in grands prix. ‘It was so political: engine, good drivers, but you
the Swedish Grand Prix, where The turning point came when we were going to races, building were never going to achieve
Brabham turned up with the a mechanic on one of the race them, and getting banned. that ultimate goal because you
BT46, dubbed the ‘fan car’. cars forgot to tighten the plugs Lotus was a bigger team, more weren’t taking that calculated
‘That was my baptism,’ says properly, causing three to vacate resources, but it wasn’t the top risk, so we were limited.’
Stepney. ‘It was an eye-opener. the engine, and the fourth to get in terms of technology, but active Stepney worked with de
You still had those big technical stuck in it. The T-car was rolled started there, and it was an Angelis at Lotus, but was
differences between the cars out, and declared to be better interesting place to learn. controversially switched to
and the teams. Shadow was a than the race car. You weren’t following, you Senna’s car by the team. It
small, independent team with a ‘That’s how I got my break,’ were leading.’ was a move that hardly eased
Ford Cosworth engine, but you said Stepney. ‘I took over running Although Stepney wasn’t the atmosphere in the team,
could still compete. At the end the race car with de Angelis.’ The involved in the creation of these with de Angelis convinced that

December 2013 @ www.racecar-engineering.com 37

 NIGEL STEPNEY

The Broadspeed Jaguars are still ‘The first test I went to was
Stepney’s favourite cars half an active car, the F93A. We
went to an airfield to do some
straight-line testing with this
thing and it was freezing cold.
We arrived, the canopy was up,
the truck looked nice, but the
hydraulic actuator was so cold
that the seals went and the
fluid just flew out because it
was freezing cold. We needed a
heater, a generator. There wasn’t
one. You open the truck and it
was horrendous. Dirty, filthy,
junk, crap. We brought another
truck out which had to stop to
be washed before it could come
to the circuit. We tried to fire up
the generator, and it didn’t work.
Then the third truck comes from
Senna was receiving preferential Maranello, no generator. We lost
treatment. At the end of the year, all day just trying to get the
de Angelis left to go to Brabham, generator to work!’
and invited Stepney to go with The language barrier did not
him. Stepney, already told by help matters – Modena has its
Brabham that they didn’t want own dialect, and Stepney spent a
him, turned de Angelis down and year trying to work it out. Slowly
stayed with Senna at Lotus. things started to improve, and
‘De Angelis raised his level as Jean Todt and Schumacher
and was very quick, but Senna arrived, the processes were being
was just a different level in terms put into place.
of how he could perform at that Previously, an order for two
level for a longer period of time in examples of an experimental part
that he didn’t destroy his tyres,’ would see 20 delivered. Barnard
says Stepney. ‘[De Angelis] was left after an overhaul of the
very much harder on the tyres.’ design offices in Maranello, and
When the Brazilian moved everything was brought in-house
to McLaren in 1988, he asked under Todt and Ross Brawn,
Stepney to go with him. Stepney Barnard, however, was a major ‘Everything was there; it who was overseeing a capable
didn’t expect to work with Senna strength in the team. ‘Some of wasn’t all being pulled in one technical department.
as his mechanic, but also didn’t these people can come along in direction,’ says Stepney. ‘Barnard At the start of the 2007
expect what Ron Dennis offered a tense situation, and calm it had his technical office in the season, the new Ferrari had a
him; a job working with the test down. He can come along when UK, and I was sent there as what moveable floor and a separator
team in Japan. He turned it down you are deep in the shit, and put was perceived as his spy at the on the rear wing, both visible to
and in 1988 joined Benetton. logic into where other people time. When I walked into Harvey rival teams, but at the opening
‘It was time to move,’ says were missing. Some of what Postlethwaite’s office he had round in Melbourne, Stepney had
Stepney. ‘I went as chief he was doing was well ahead his feet up on the table and he an informal conversation with
mechanic, which I was never of its time; he did the carbon looked around his paper, said: former colleague Mike Coughlan,
going to be at Lotus. That’s when chassis at McLaren, carbon “Ah, you’re Barnard’s man,” and then at McLaren.
I met John Barnard, and he was gearboxes, and those were that was it. According to a letter from
another of the top people. Rory stressing times for Briatore. ‘Every office where you had a Ron Dennis to Italian motorsport
Byrne was there, Pat Symonds You get an innovator, but the FIAT delegate, they would walk authority president Luigi
and Peter Collins. Flavio [Briatore] risks are attached. Most of the in, read the newspapers every Macaluso, ‘In March 2007, Mr
was incredibly switched on. He stuff that was on the car in the morning, and no one was really Stepney of Ferrari contacted
knew how to run a business, he late 1990s, it was innovated doing anything. They were going Mr Coughlan and informed him
knew politics, and he had the there. All people did was improve through the motions. I joined about two aspects of the Ferrari
resources that he could put into those basic things.’ to manage systems and put car which he regarded being in
the right areas.’ After a brief spell with mechanical parts in, and make breach of FIA regulations.
Barnard worked out of Nelson Piquet’s fledgling F3000 sure they were looked after, ‘Specifically, he told
a separate office, which meant – team, which meant a step into building the cars how you wanted Mr Coughlan about a floor
according to Stepney – that management, Stepney moved to them built, and making sure no attachment mechanism and
the team lacked cohesion. Ferrari in 1993. one was interfering with them. a rear wing separator, both

‘Flavio knew how to run a business, he knew politics, and

he had the resources that he could put into the right areas.’
38 www.racecar-engineering.com E December 2013
STAN D E1 6 1
 NIGEL STEPNEY

‘I went against the team, and

yes I disagreed with something
that was going on. I spoke to
Mike off the record, which was
probably wrong at the time.
I thought it wasn’t correct, and
for sure I was wrong to discuss
it, but winning until you get
stopped was not the correct
way, I thought. I went against
the grain.’
Stepney was fined, and
received a suspended jail
sentence, but the FIA warned
against employing him again. ‘I
think six months later Mosley
retracted that statement, and
said that there was more behind
the scenes than meets the eye,’
says Stepney. ‘I also have a letter
that shows I got a job offer from
Shadow provided Stepney with his the FIA. I refused.’
of which could be and were first job in Formula 1 after it split
seen on the Ferrari car prior with Arrows and ran the D9 Ford NEW HORIZONS
to the Australian Grand Prix. Instead, he found a home in
Mr Coughlan immediately told sports car racing, with Gigawave
McLaren’s senior management running the Aston Martin DBR9.
about Mr Stepney’s allegations. Through results there, the team
McLaren took steps to confirm landed the development role of
whether the allegations were the Nissan GTR. When the team
true, and we concluded that they stopped, the owner of tuning
were. Accordingly we reported company Sumo Power, James
these two matters to the FIA, Rumsey, bought two cars and ran
adopting the customary practice them, first as Sumo Racing, and
of asking the FIA Technical today as JRM, retaining Stepney’s
Department for their opinion. services. He ran a Honda HPD at
‘As regards the rear wing Le Mans under JRM in 2012, and
separator, the FIA subsequently despite missing the event this
ruled that this was compliant year, says that there is no better
with the Technical Regulations. place for a manufacturer to be.
However, the FIA ruled that this ‘The only way forward for
floor device was illegal. You will manufacturers and for designers
appreciate the significance of is LMP1,’ says Stepney. ‘I think
this. As far as we are aware, Adrian Newey and people like
Ferrari ran their cars with this And, if you are going to overstep comfortable with it, and that is that would relish the opportunity
illegal device at the Australian those marks until you get caught, when, because I disagreed, things to participate in Le Mans; it
Grand Prix, which they won. and when you get caught all you started to happen.’ wouldn’t surprise me if Red Bull
In the interests of the sport, get is a slap on the wrists, then Although discussions took stopped Formula 1 and went
McLaren chose not to protest I think some of it goes beyond place in March, it was later to do Le Mans at some point. It
the result of the Australian the limitations. When I was there in the year – when Stepney must be on Adrian’s radar. He
Grand Prix even though it seems I disagreed with something that was accused of passing more is a clever guy, has a lot more
clear that Ferrari had an illegal was going on within Ferrari. confidential information freedom. Blown diffusers were
competitive advantage. Ferrari Schumacher had gone, Brawn regarding Ferrari and its working thrown out of Formula 1 and
only withdrew the floor device had gone, Rory was still there. practices to Coughlan – that legal have finished up here. Formula
after it was confirmed to be I felt comfortable under Ross; proceedings were brought. ‘I 1 is very clinical now. Tyre
illegal by the FIA.’ like Barnard he would take on discussed something and it management is across all forms
Stepney adds: ‘I like to try the responsibility. a little bit got out of control,’ now. Pure performance now
to win on a fair basis. Making ‘When he went I could have says Stepney. ‘As far as doesn’t exist. LMP1 is going in
that basis, where do you draw stepped into another position information passing on, when the right direction, calorific value
the line being within the had I wanted to, but I felt that it they showed me the document, of a quantity of energy. You
boundaries of the regulations and was starting to go beyond some I hadn’t seen 90 per cent of the can only do petrol and diesel
interpretations of those limits? limits myself and I didn’t feel information in it. because it is hard enough
matching the calorific value
‘The only way forward for manufacturers out of those two without the
other elements. It needs
and for designers is LMP1’ manufacturers in there.’

40 www.racecar-engineering.com = December 2013

Goodridge fluid transfer systems,
built to last lap after lap,
race after race

Push the Limits

GOODRIDGE LTD, EXETER, EX5 2UP, ENGLAND

www.goodridge.net






 








 




 …one step ahead
Direct Flow Coupling Serie DFC Quick Disconnect Coupler Serie HFC Refuel Flow Coupling Serie RFC

UÊ Üi`}iÊÃi}“i˜ÌʏœVŽˆ˜} UÊ Üi`}iÊÃi}“i˜ÌʏœVŽˆ˜} UÊ Vœ>݈>Êœ«iÀ>̈œ˜Ê

UÊ Li뜎i˜Ê`iÈ}˜ÊÊ«œÃÈLi UÊ Li뜎i˜Ê`iÈ}˜Ê«œÃÈLi UÊ Ã>vÌiÞʏœVŽˆ˜}ÊÃÞÃÌi“
UÊ Vi>ÀÊLœÀi UÊ …ˆ}…ÊyœÜÊ`iÈ}˜ UÊ */ ÊLiœÜÊ`iÈ}˜ÊÊ
̜Ê>ۜˆ`Êψ`ˆ˜}ÊÃi>Ã

...designed for the roughest conditions

Head office:
," /
ÊiÀ“>˜ÞÊUÊ/i°\ʳ{™‡­ä®™{䣇xÓÊx·äÊ ," /
ÊiÈ}˜Êˆ“ˆÌi`ÊUÊ*…œ˜i\ʳ{{‡­ä®ÇnÓ{‡xä{™n™

www.krontec.com
 SUPERCAR LITES

A bright lite future

As rallycross racing’s appeal grows in Europe and the US, a new
vehicle and series have been created to develop young drivers

R
allycross is the racing BY DON TAYLOR racing, with exposure in the It’s small wonder that the sport
sport of the future, internationally broadcast ESPN X has attracted interest from drinks
and the Supercar Games in Los Angeles in August. companies as major sponsors.
Lites cars are to Lite is specially designed for Eriksson has signed up young, For those wanting to learn
become the series’ that, and now my vision is aspiring drivers for his first run how to compete in the top level
standard training equipment for working in real life.’ of 10 spec racers, including a of rallycross, Supercars, Eriksson
aspiring drivers. For those readers not familiar 15-year-old ‘veteran’ of American felt that there were no suitable
At least, that’s the way it with Andreas Eriksson, he is a off-road racing. These are drivers options in the US. Learning
sounds when listening to the former Swedish rally champion who may have had visions of in a Supercar is prohibitively
energetic Andreas Eriksson, and WRC driver who has operated climbing the ladder in road racing, expensive and he sought change.
founder of the Supercar Lites his rally car business in Sweden or in the oval track world, but Eriksson’s objectives for the
cars, CEO of OlsbergsMSE, and for many years, first as MSE who now see the popularity of clean-sheet-of-paper car design
team owner with Supercars in (Motor Sport Evolution), and rallycross racing increasing on were clear: to closely match
both the Global RallyCross (GRC) since 2009 as OlsbergsMSE, or both sides of the Atlantic. the handing properties of the
and the European Rallycross OMSE, reflecting his partnership Participating in such a format Supercars while lowering the
Championship (ERC) series. with the Swedish industrial makes perfect sense to them, and power and cost. Making them
With the growing interest of company Olsbergs Group, in it does to the next generation of spec cars would prevent deep
auto manufacturers in rallycross, Nynashamn, south of Stockholm. fans. In traditional racing formats pockets from buying more speed.
and their support of major Eriksson knows all about the one must wait hours – days, The focus was to be on the driver
programs in the series, Eriksson building, developing, and driving even – to see who wins; rallycross learning experience.
saw the need to develop the of rally cars, and now has heat winners are determined From the beginning, Eriksson
future stars to fill those seats. additional resources. in minutes. That’s critical for understood fundamentally that
And he saw a way to help those Since July of this year, a series holding the attention of the the cars had to be all-wheel drive,
future stars to develop by for his cars has been up and digital generation, as is providing and have braking and suspension
providing ‘a cheaper to run, running as a support event for intense side-by-side action of the systems with the Supercar’s
but still fast and extreme car, the Supercars in the America- sort commonly seen in rallycross, feeling and response. To help
in which to learn the right way based GRC series. That venture a sport many of its fans compare design and tool up the cars for
to drive 4WD. The OMSE Supercar has already produced exciting to a video game brought to life. production, he enlisted another

For aspiring racers, learning in a Supercar is prohibitively expensive

December 2013 A www.racecar-engineering.com 43

 SUPERCAR LITES

partner, Avitas. The Turkish BODY

company, perhaps best known The bodywork is carbon/Kevlar
as an automotive parts supplier, composite, capturing the basic
had produced the composite body shape of the Ford Fiesta. Actual
panels for Eriksson’s Supercars. Fiesta doors are used (on one
‘I worked with Avitas on side: steel left, composite right)
other projects earlier; they are but the rest of the shell is all
great and fun to work with,’ he new. The production Fiesta
explains. ‘They were building a windshield and cowl area helps
low level, 2WD car, “Control 2” for define the body, and keeps it
Turkey, and asked me for advice production in appearance.
and assistance to develop that With top speeds generally
car. I looked at it and helped less than 75mph, aero
them finish it, but decided to development was not given
do a completely new design high priority. The wing design is
incorporating 4WD with them, to roughly the same as that used
get to where we are today.’ on the Fiesta Supercar, but it has
The result, the Supercar Lite, been slightly narrowed.
referred to as the ‘Control 4’, is a Although the cars are
collaboration by Avitas and OMSE. currently styled like Ford Fiestas,
‘Avitas builds the chassis and OMSE insists it is not a Ford
OMSE does the rest, installing program – they are open to
brakes, engine, transmission, other brands’ bodies being used,
etc. Both Avitas and OMSE are for example in the case where

ANDRE LAVADINHO/AGENCE S PRESSE

extremely dedicated to make another auto manufacturer
this a huge success globally. The has a driver development
investment we made is high,’ program. They could then use
says Eriksson, ever confident one of that company’s body
that it will pay off. styles to maintain alignment
With the first dozen cars built, of the driver with his or her
and since the GRC series races are supporting brand. Eriksson
primarily in the US, OMSE uses its promises ‘there will be more body
GRC Supercar shop in southern models coming in 2014.’
California as the base for Lites The Ford Duratec engine provides the base. OMSE, with Mountune, reduce Dimensionally the cars are
racing operations. It is near Los capacity to 2.4 litres, with an 8,200rpm red line and it produces 310bhp similar to GRC Supercars, although
Angeles, in Huntington Beach, slightly narrower. The wheelbase
home to many neighbouring CHASSIS replacing the clip, preserving is the same as the Fiesta, at
performance companies. The vehicle was 100 per cent the roll cage/centre section 2489 mm. The competition
Responsibility for running CAD-designed, and included of the car. Separately, a cage weight minimum for GRC events
the GRC Lites program day-to- full FEA stress analysis of the above the engine bolts off to is 2625 lbs (1190 kg) with driver.
day falls to Brad Manka, the roll cage. Making the chassis remove the engine, and another Assuming a driver weight of 170
lone American on this end of all tubular steel, and not based bolted-on structure protects the lb (77 kg), ballast of about 25 lb
the international venture. But on a production unibody, saved transmission. (11 kg) is required.
Manka’s background in a diverse production time and cost, as
number of US racing series gives well as making component DRIVER SAFETY SUSPENSION
him great familiarity with the accessibility and repair that From a driver safety point of Suspension consists of double
tracks, suppliers, travel, and much simpler. The CDS roll cage view, in addition to the roll cage, A arms front and rear, with
common issues the team will was submitted for FIA approval; the cars are well-equipped. They rocker operated, coil over shock
encounter Stateside. He oversees the GRC is sanctioned by the come with an FIA-approved units, Eibach springs and Öhlins
the crew for maintenance, set SCCA, who generally follow Sparco seat, six-point belts, and dampers. The steering rack is
up, transport, and the repair of FIA regulations. driver-side window nets. At least assisted by DC Electronics’ power
the vehicles. Chassis ‘clips’ are designed one driver has been allowed to system, while sway bars with
‘The idea was to build for easy replacement of the front change his seat to one as good plenty of adjustment complete
something that we could run a and rear structures. The welded as, or better than, the original. the arrangement.
full season and not have to worry tube structures are bolted with Driver Austin Dyne prefers to use In the spirited competition
about rebuilding engines and plates onto the upper area of the Randy LaJoie, NASCAR style of rallycross events, front
gearboxes after every round,’ the cowl structure in front, and seat, SFI 39.1 approved, with suspension is vulnerable to
Manka explains. to the firewall in the rear, four elaborate shoulder support and damage, and replacement of bent
One objective was to keep the bolts per side. At the bottom, head surrounds. As in all major arms is common. Early on, when
major components of the same they are attached with welded-in racing series today, drivers are OMSE saw that the lower arm
quality and robustness as those square tubing, which is cut when required to wear a HANS device. attachment tabs were pulling out,
found in the OMSE Supercars. pick-up point reinforcements were
According to Manka: ‘Everything welded into all the cars to limit
is overbuilt, down to the brakes, damage to only the arms.
which are the same as we have From a driver safety point of view, Suspension travel of 270
on the Supercar. The Sadev mm is sufficient for jumping ‘as
gearbox is the same too.’ the cars are very well-equipped long as drivers are not landing

44 www.racecar-engineering.com I December 2013

 SUPERCAR LITES

on the nose or tail of the car,’

notes Manka. GRC courses tend to TECH SPEC
typically have taller jumps than
OMSE Supercar Lite
those in the ERC.
Engine
Thanks to nose landings, Type: Ford Duratec block, with
another running design change Mountune/Olsbergs: head, intake
was made. Initially the front manifold, pan, valvetrain
body – hood, fenders, facia, and Cubic capacity: 2400 cc
valance – was one piece. OMSE Number of valves: 16
found they needed to separately Position: longitudinal, rear
mold the lower front, to prevent Number of cylinders: 4
the need to replace the whole Maximum power: 310 bhp
Torque: 220 ft. lbs.
front body piece when only the
Maximum revs: 8,200rpm
front valance was damaged. A
Top Speed: 75mph, as currently
one-inch square steel tube was geared
added behind the valance, with
sacrificial attachments and 8mm Transmission
Type: Transaxle, permanent 4WD
bolts, so that when cars do land Steel doors for the Fiesta-based Supercar Lite are taken from the roadcar
Gearbox: Sadev BV5 4×4 central
on the nose, energy is absorbed
transaxle, six-speed sequential
and damage is not telegraphed
Clutch: Alcon, 2 plate
to the chassis. CHASSIS TUNING ‘You can buy your own car and
Although the cars are meant take it home tomorrow,’ exclaims Chassis
POWERTRAIN to be identical, drivers do have Manka. ‘Run your own team: Frame: welded steel tube frame
Bodywork: carbon/Kevlar composite
Putting out around half of some control over set-up. $185,000.’
the power of the 600hp GRC They have a say beforehand in On the subject of teams Suspension/brakes/steering
Supercars, the engines are a shock and sway bar settings, “tinkering” with the cars, Manka Suspension: double wishbones and
joint development between ride height, tyre pressure, and was confident that not much pushrod-rocker arm spring/damper
OMSE and David Mountain’s alignment. They cannot change could go undetected. ‘It’s the actuation at all corners
Mountune Racing, located in springs, but can adjust the tech inspector’s job to determine Springs: Eibach coil
Dampers: łhlins TTX44 twin tube
Essex, England. The block of rocker bellcrank ratio to make that they haven’t been tampered
progressive
the 2.5L, four-cylinder Ford the spring rate more linear or with. The engine and gearbox
Wheel travel: 270mm
Duratec is the starting point, progressive. Once inside the car, are sealed. [The teams] can’t get Anti-roll bars: front and rear
altered by an OMSE/Mountune- brake bias is all the drivers can into the ECU. We have fixtures to Steering: rack and pinion, with DC
designed cylinder head, intake adjust. ‘That keeps it as much check suspension pick up points.’ Electronics power steering assist
manifold, oil pan, and ‘rotating about the driver as we can, and In the end, with the Lites, it Brakes: hydraulic double circuit
assemblies’, while the cam cover not somebody with a bigger becomes the driver’s skills that brake system with Alcon one piece, 4
reads Mountune, not Ford. AEM checkbook trying to buy the parts are more important than the piston, light alloy calipers
Electronics supplies the Infinity to go faster,’ Manka says. final, fine tweaking of the car, Brake discs: ventilated steel
Electronic Control Unit. Electronic data acquisition emphasising the series’ role as a Diameter (front): 330 mm
Diameter (rear): 330 mm
Reduced in displacement to is accomplished via the AIM driver development school.
Wheels: Motegi forged aluminum,
2.4L and converted to dry sump,
8”X17”
the units crank out a consistent Tyres: Cooper molded rallycross
310hp, and have their redline
set at 8,200rpm. The engine is
‘Rallycross is the future, and more Dimensions
longitudinally mounted ahead of
the rear axle line. All engines for
young people will be doing this’ Length: 3800 mm
Width: 1800 mm
Wheelbase: 2489 mm
the Lites, like those for OMSE’s
Weight: 2,625 lbs. including driver
Supercars, come from the UK. Dash. Connected to the ECU, it THE FUTURE Fuel tank: 20 litres
But Mountune is also looking at monitors the lambdas, temps, With the 2013 GRC Lite season
opening a facility in California, and pressures. AEM has built a complete – the last event was
which might change that. software ‘log book’ to provide 7 November – and with more
To transmit the power, a Sadev OMSE with a history of revs, customers in line, Eriksson sees a
transaxle uses the same robust temperatures, etc, for all engines, bright, global future.
gears and cogs as the Supercars. in case questions come up ‘The car works great; it is
The system provides permanent regarding equality of engine homologated and prepared for
four wheel drive acting through performance between cars. FIA rules,’ he says. ‘In 2014,
front and rear limited slip we are starting a new series in
differentials. At the front, the OWNERSHIP Scandinavia with STCC that looks
drive shafts run through the Drivers can lease or buy the to be good. This is the second
suspension pushrod assembly. cars, all of which are maintained, series, with more to come. I have
The six-speed sequential shifting repaired, and transported by several countries interested, plus
action is controlled by a centrally OMSE, providing ‘arrive and schools, and other interesting
mounted lever, not paddles. drive’ convenience. Another programs. Rallycross is the future,
Slowing the car is the job of option, coming into play next and more young people will be
the large, four piston Alcon brake year, is for a driver/team to doing this professionally in the
system. These feature 330 mm purchase the car and do the future. We will have the future
diameter vented steel disks. maintenance themselves. driver stars coming from Lites.’

46 www.racecar-engineering.com I December 2013

Evolution
of the species
NEW

FIRE
SUPPRESSION AT
ITS MOST ADVANCED
More rigid in mounting, more flexible in use, more
efficient in operation. More reason for specifying
Zero 360 – the future of motorsport safety.

r
/P
TFQBSBUF
NPVOUJOH
CSBDLFU

CPUUMF
NPVOUT
EJSFDUMZ
UP
UIF
WFIJDMF

r
*OUFSDIBOHFBCMF
PQFSBUJOH
IFBET
GSPN
NFDIBOJDBM
UP
FMFDUSJDBM

r
4JNQMJàFE
FMFDUSJDBM
XJSJOH
DPOOFDUJPOT

QMVH
BOE
QMBZ

r
0QUJNVN
EJTDIBSHF
JO
BOZ
PSJFOUBUJPO
r
"WBJMBCMF
JO
,H
BOE
,H

OTHER SYSTEMS AVAILABLE INCLUDE:

;&30
;&30 ;&30
 )"/%)&-%4

45&&3*/(
#044&4 3"$&
.*33034 3"*/
-*()5

:LL\ZH[[OL
MVSSV^PUNZOV^Z!

74>,*VSVNUL
:[HUK5V

(<;6:769;5,*
:[HUK5V,

www.lifeline-fire.co.uk
Lifeline. Champions of Safety

Tel: +44 (0)24 7671 2999 Fax: +44 (0)24 7671 2998 E-mail: [email protected]
-35mm
Worlds apart
Our technology centre is the most advanced in Europe.
That is how we can achieve a negative radius of up to -35mm.
Extreme engineering and precision that other performance cam
manufacturers in Europe cannot match. All our camshafts and
ancillaries have been developed by the best to be the best.

Kent Cams – the best in Europe: The most advanced technology:

No.1 for product development expertise Negative radius to -35mm
The greatest performance increase of CBN wheels with constant surface speed
any single modification Multi-angle lobes with CNC dressing
The widest range of camshaft Marposs 3D C and Z axis position probe
ancillaries produced on site Microphonic wheel dressing
Lotus Concept Valve Train software

Cams + Pulleys, Belts & Chains Valves & Valve Springs Performance Cam Kits & Valve Spring Kits Followers & Tappets
TECHNOLOGY – CONSULTANT

Inertia damping and

reducing tyre hop
Tyre shake in drag racing can be reduced, but eliminating it entirely
is a challenge, whatever buzzwords you apply to the task
Mark Ortiz Automotive is a
chassis consultancy service QUESTION for some extra weight if the That would produce oscillatory roll
primarily serving oval track and Just finished your October inerter actually worked, as and yaw excitation in addition to
road racers. Here Mark answers column in Racecar Engineering many have ballast. ride and thrust oscillation.
your chassis setup and handling and your comment about using We can’t necessarily prevent
queries. If you have a question inertia damping to damp tyres THE CONSULTANT SAYS the basic stick/slip action at the
for him, get in touch. got me to thinking, specifically I do think this might have contact patch with a damper, but
E: markortizauto regarding drag racing. Tyre ‘hop’ possibilities. we can to some extent damp the
is one of the major contributors First, I should point out that resulting oscillation of the vehicle.
@windstream.net
to loss of traction in the upper I do not consider myself a real Some of the vehicles in
T: +1 704-933-8876
drag racing classes – Pro Stock, expert on oscillatory phenomena. question have rear suspension,
A: Mark Ortiz,
Fuel Funny Car and Top Fuel. I do know a bit, however, and and some are rigid. They are all
155 Wankel Drive, Kannapolis Watching slow motion video Racecar Engineering readers subject to tyre shake. Where there
NC 28083-8200, USA of this phenomenon you can are welcome to comment and is rear suspension, we have the
see the tyre begin to deform enlighten me further. possibility of mounting an inertia
and then become unstable as I don’t think inertia damping damper on the axle as well as on
it starts to go into tyre hop. can entirely prevent tyre shake. the frame.
Would it be possible to reduce or I think it might reduce the
possibly even eliminate this by severity, but chances are that BUZZWORD STATUS
using a properly designed and a car will still need to avoid the Digging a bit into the question
applied inertia damping device? occurrence of significant tyre of how inertia dampers work,
They do have minimum shake to get a good run. However, and what it takes to optimize
weights: I think that Top Fuel inertia damping could possibly them, one quickly discovers that
is 2350 lbs (1066 kg) and Funny win its user a race in a case where the term ‘inertia damper’ seems
Car is around the same. I would both cars get tyre shake. to have attained buzzword of
the hour status: it is presently
I don’t think inertia damping can entirely being used to describe almost
any kind of damping device that
prevent tyre shake, although it might incorporates any form of inertia-
sensitive element.
reduce the severity In mountain biking, dampers
and forks with acceleration-
sensitive valves are being sold
estimate that each of them I have not had the chance to as inertia dampers. We have
probably has at least 70 per study tyre shake videographically, the Cambridge/McLaren/Penske
cent of that weight on the but my understanding is that ‘inerter’ or ‘J-damper’, which
rear wheels. it is a combination of two kinds spins a little flywheel when the
I can tell you that if an inertia of oscillation, provoked by stick/ suspension moves. (To what
type damper worked, the NHRA slip effects at the contact patch. purpose I cannot imagine, since
may possibly require these cars The tyre takes a bite, wraps up, we otherwise go to great lengths
to have them as it could have breaks loose and unwraps, then to minimize unsprung component
a great effect on the ‘show’. repeats the process many times inertia.) Evidently there is even
They don’t like races that in quick succession. This subjects some fictional device in Star Trek
involve tyre smoke. Also, there the car to both vertical and called an inertia damper. I suspect
might be a positive related to longitudinal oscillatory excitation, this has much to do with the
the engine life, as once the and often leads into complete ‘up buzzword effect.
tyres start to spin the engine in smoke’ breakaway. In the current context, what
load goes down, cylinders go The cars in question generally I mean by an inertia damper is
out from no load and then major have locked axles, so the tyres a device that uses a mass that
engine damage can (and does) tend to stick and slip in-phase, moves in opposition, or at least
occur. I also think that most of but I can imagine them – in some accelerates in opposition, to
the cars could easily find a place cases – oscillating out-of-phase. the mass to be damped. This

December 2013 F www.racecar-engineering.com 49

 TECHNOLOGY – CONSULTANT

springing, and will therefore have

some natural frequency, unless
it’s overdamped (damping ratio
>1, or damping coefficient greater
than critical, making the system
non-oscillatory).
However, the springing can
be made very soft, and hydraulic
damping can be provided that will
make the system overdamped.
The damper will then suppress all
likely excitation frequencies.
One possible physical
arrangement might be a mass
on an arm, held up by a coilover,
with a very soft spring that would
require a spring compressor to
install. One of these on each side
of the car would damp both roll
and ride oscillation.
For longitudinal or x-axis
damping, we could have a mass
on an arm that hangs straight
Tyre hop in drag racing generates a loss of traction down at static condition, and
swings backward and forward
achieves damping by destructive combination. In a stock engine, The other kind of torsional in response to longitudinal
reinforcement of oscillations, or the combination is known so this damper is the frictional type. accelerations. This could be used
by friction, or by some can be accomplished, although These can use Coulomb friction with just a hydraulic damper, and
combination of these. there may remain undamped (sliding friction) or viscous friction. no springing.
Probably the most familiar modes of vibration. In either case, there is an inertia As with the z-axis damper, we
form of such dampers in cars In modified engines, the ring completely enclosed in might use one of these on each
would be found in crankshaft torsional natural frequencies can the body of the damper, and side of the car, and get damping
torsional dampers, often be different than stock. When free to rotate within it, of yaw oscillation.
erroneously called harmonic we lighten the rods, pistons, and constrained either by spring-
balancers. There are two basic counterweights, we raise the loaded friction surfaces or MORE EFFECTIVE
forms of these, and they offer natural frequency. Sometimes by silicone damping fluid in the Such dampers would become
some insight into the possibilities rods used for racing are heavier clearance between the inertia more effective as we increase
and limitations of such devices. than stock, for more strength. ring and its housing. the mass of the inertia weights.
The most common form of That, and the corresponding Frictional dampers generally Finally, we might take
torsional damper, sometimes counterweighting, lowers the will damp any oscillation, advantage of the fact that tyre
called an elastomeric damper, natural frequency. When we regardless of frequency. There shake involves a rotational
has an inertia ring around a hub, drill the rod journals, we raise is no worry about constructive oscillation as well as a vertical
with a layer of rubber in between. the natural frequency. When we reinforcement (resonance) at non- and longitudinal one. We might
The rubber serves as a torsional increase the stroke or use smaller optimal excitation frequencies. put a torsional damper at the hub
spring. The ring then has a rod bearings, we lower the natural The damping mass has no natural of the wheel.
rotational natural frequency. This frequency. By using undercut frequency: there is no springing. We might also borrow from dirt
is chosen to cancel the natural counterweights to reduce the The unit is non-oscillatory. Late Model technology: react axle
frequency of the crank. The idea is overall mass of the crank we lower Applying the same principles torque with a torque arm, and use
to get the ring trying to accelerate the natural frequency. If we use to a linear damper on a car frame, a coilover for the drop link. There
one way while the crank snout small-radius counterweights with we could use a mass working are other ways to damp axle
is trying to accelerate the other tungsten to reduce rotational against a spring, with or without housing rotation as well, such as
way. The forces then oppose each inertia, we raise the natural a hydraulic or coulomb friction horizontal shocks.
other and the acceleration of the frequency. These variabilities damper. If we use just a sprung Again, I would not hope that
snout is diminished. As the rubber make it hard to optimize a general- mass, the system will be highly any of these ideas would eliminate
has some internal hysteresis there purpose elastomeric damper, frequency-sensitive. If the tyre shake. However, they might
is some frictional damping as well. or any kind of damper that mass is to move vertically with control it to some degree, and
One drawback to this approach uses springing and cancellation respect to the frame, to damp might in some cases be enough to
is that for best results the damper by choice of frequency, for z-axis oscillation, it will have to win a race if your competitor also
must be tuned to the rest of the aftermarket applications. be supported on some form of gets tyre shake.

We might take advantage of the fact that tyre shake involves a

rotational oscillation as well as a vertical and longitudinal one
50 www.racecar-engineering.com 8
December 2013
 †˜ƒ…‡†
‡Š‹…Ž‡›ƒ‹…•
‘”•Š‘’
™‘‘…ƒ–‹‘•‘Ƥ”‡†ǣ
—•–”ƒŽ‹ƒƬ—”‘’‡
Melbourne, Australia
Part One: December 17-21, 2013
Part Two: January 6-10, 2014
CLEARLY
Europe (Munich & Oxford)
Part One: January 20-24, 2014
Part Two: February 10-14, 2014 C125 DISPLAY LOGGER
dŚŝƐǁŽƌŬƐŚŽƉǁŝůůĐŽǀĞƌƚŽƉŝĐƐƌĂŶŐŝŶŐĨƌŽŵƟƌĞƐ͕ MoTeC’s 5 inch Display Logger incorporates an
aerodynamics, steady state and transient weight ultra bright, high resolution colour screen, programmable
transfer, suspension design and setup, damping multi-colour LEDs, and multiple screen layouts.
ƚŽĚĂƚĂĂĐƋƵŝƐŝƟŽŶ͕ĂŶĚƐŝŵƵůĂƟŽŶ͘dŚĞĂĚǀĂŶĐĞĚ
seminar is an intense two weeks of theory and
ĂƉƉůŝĐĂƟŽŶǁŚĞƌĞLJŽƵǁŝůůůĞĂƌŶƉƌĂĐƟĐĂůƚŽŽůƐƚŚĂƚ
DISPLAY
ONLY £1650 ex VAT

ĐĂŶďĞƚĂŬĞŶŝŵŵĞĚŝĂƚĞůLJƚŽƚĞƐƟŶŐĂŶĚŽŶͲƚƌĂĐŬ͘
C125 FEATURES LOGGING OPTION
With a vehicle on a setup pad, you’ll learn s5PTOINPUTSANDOUTPUTS 5SINGTYPICALDATASETSA#
ƟƉƐ ĂŶĚ ƚƌŝĐŬƐ ƚŽ ƉĞƌĨĞĐƚ ƚŚĞ ŝĚĞĂů ƐĞƚƵƉ͘ Ɛ s0INFORPINCOMPATIBLEWITH#$, $ISPLAY,OGGERWILLSTOREOVER
s%XPANDABLE)/ HOURSOFCLUBLEVELLOGGING
ƉĂƌƚ ŽĨ ƚŚĞ ǁŽƌŬƐŚŽƉ͕ ƉĂƌƟĐŝƉĂŶƚƐ ǁŝůů ƉƵƚ
#WITH,OGGING£2100 ex VAT
ŵĞƚŚŽĚŽůŽŐŝĞƐ ŝŶƚŽ ĂĐƟŽŶ ǁŝƚŚ ŐƵŝĚĞĚ
ĞdžĞƌĐŝƐĞƐ ƚŚĂƚ ǁŝůů ƌĞƋƵŝƌĞ Ă ůĂƉƚŽƉ ĐŽŵƉƵƚĞƌ͘

‘†‡Ž‹‰
‹—Žƒ–‹‘

‡Ƥ‹‰
2EVIEWYOUR
–Š‡‘†‡Ž logged data in
‡•–‹‰
ƒ–ƒ
ƒŽ›•‹•

For more details and to register, please contact

ƌĂĐŚĞů͘ƚƌĂƉƉΛŽƉƟŵƵŵŐ͘ĐŽŵ £2325 ex VAT

Kit includes
s#$ISPLAY,OGGER
s-",OGGINGMEMORY
s(Z'03s%THERNETCABLE C125 RACE LOGGING KIT
s4WOPRE WIREDBUTTONS Optional adaptors available for
s2EADYTOINSTALLPLUG INLOOM easy connection to OBDII and non-MoTeC ECUs.

&ORMOREINFORMATIONVISIT

ǁǁǁ͘ŽƉƟŵƵŵŐ͘ĐŽŵнϭϯϬϯϳϱϮϭϱϲϮ
www.motec.com
• THE MOST POPULAR
COMPONENT IN MOTORSPORT

• COMPREHENSIVE RANGE OF
COOLING ACCESSORIES

• BRITISH DESIGN &

MANUFACTURE

FOR THE BEST IN OIL

COOLING SYSTEMS...

...MAKE IT
MOCAL!

WINNING RACES
SINCE 1967

Worldwide enquiries
go to:

USA enquiries go to:

w

0208 232 3525 Like Us

 TECHNOLOGY – DATABYTES

The formula
of restriction
Databytes looks at the forthcoming F1 fuel flow restrictions and
the technology used to police them
Databytes gives you

I
n recent years, motorsport has onboard data logger and impose a pressure at which it is stored. In
essential insights to help
seen a move towards the use of penalty should a team exceed the fact, many ECU suppliers provide
you to improve your data
energy recovery systems, with permitted limits. This requires a the ability to calibrate fuel based
analysis skills each the view to making the sport more reliable method of measuring the on fuel mass as well as injector
month, as Cosworth’s environmentally friendly while flow rate while not affecting the opening time. The following
electronics engineers share promoting the development of flow itself, and an ultrasonic figure shows the instantaneous
tips and tweaks learned greener technologies. sensor capable of sampling fuel fuel mass that is being calculated
from years of experience Now, in order to promote fuel flow up to 4000 times a second is from the ECU fuel map at a given
with data systems efficiency, the 2014 Formula 1 to be selected for the task. speed and engine load.
rule changes will see fuel mass In this modern era, where It can be seen from the data
flow restricted to 100 kg/h above internal combustion engines are that the fuel mass being injected,
To allow you to view 10,500rpm. Below, a formula for controlled using powerful injMassTotal, is also affected by
the images at a larger the maximum fuel flow will be electronics capable of running other ECU strategies. For example,
size they can now be applied. In this month’s Databytes engines at over 20,000rpm, you when the engine speed drops fuel
found at www.racecar- we consider how these restrictions might wonder why the engine is cut as part of the overrun fuel
engineering.com/ will be enforced and look at why electronics themselves can’t cut strategy. Later in the outing,
databytes the governing bodies are looking report the fuel flow – after all, the small spikes in injMassTotal can
towards new technologies to cars run on an FIA-specified ECU be seen. From further analysis of
police them. with FIA-homologated software. the data, it can be determined
Rather than using a The control of an engine is that the spikes are due to the gear
mechanical restrictor, similar to complex, but when you look at the shift strategy, which requests a
the way that boost pressure is fundamentals it’s possible to downshift throttle blip to
restricted in turbo-charged calculate mass flow rate generate a torque reversal in the
engines, the FIA have chosen to considering injector opening gearbox so that a new gear can
monitor flow rate through an times, fuel density, and the fuel be selected more easily.

Figure 1: Varying fuel mass dependent on engine speed and load

December 2013 5 www.racecar-engineering.com 53

 TECHNOLOGY – DATABYTES

The accuracy of these calculations is dependent on how well

the compensation parameters are calibrated
For an engine to accurately Additional compensation is required to ensure the correct performance and reliability: being
deliver the required amount of also required for changes in fuel amount of fuel is sent to the fuel able to accurately determine how
fuel at each injection point there temperature and the effects of rail on a cyclic basis so that the much fuel is being injected into
are a number of factors that must variation in battery voltage. required fuel pressure is the cylinders plays an important
be considered when calculating Battery voltage compensation is maintained. What should be noted role in engine tuning.
how long to turn the injector on. relatively straightforward, as is that the accuracy of these The problem here is the effort
First, the instantaneous fuel injector manufacturers will calculations is dependent on how required to manage this approach,
pressure must be closely specify flow rates at different well the compensation as the FIA would need to check
controlled and monitored. In voltages – of course, for direct parameters are calibrated. the engine calibration as well as
modern engines, fuel can be injection applications this is not If, for example, an engine the software used by each car.
injected directly into the cylinder required, as the injectors operate manufacturer changed the As a result, it appears that using
head; to achieve this it’s at voltages up to 200V to enable position of the injectors then the an independent and homologated
necessary to sufficiently the precise control required by calibration would need to change fuel flow sensor is the only way
pressurise the fuel to overcome direct injection engines. In the to account for different heating that this regulation can be
the pressures seen in the cylinder case of fuel temperature effects at the injector tip. This enforced, so let’s hope that
head when fuel is being injected. compensation, it is necessary to information would probably be the technologies being adopted
It is necessary to inject fuel at consider the heating effects that determined by simulation, and the are accurate and robust enough
different points in the combustion occur when the fuel reaches the accuracy of the compensation to stand up to the harsh
cycle to maximise engine injector tip. When the injector tip provided would be dependent on environment of motor racing.
performance, so the pressure heats up, as the engine speed and the resolution of the parameters
differential across the injector tip load increase the fuel will expand. used to calibrate it. Therefore,
must be modelled, and cylinder At higher engine loads, the combining all of these factors with
pressure injector flow injector needs to open for longer dependency on multiple sensors
compensation applied when so that the correct fuel mass is would make relying on fuel mass
calculating how long the injectors injected into the cylinder. calculations to enforce a Produced in association
should be open. The accuracy of Figure 2 shows fuel regulation fraught with problems. with Cosworth
the model will play a vital part in calculations made as part of a If the teams can’t overcome Tel: +44 (0)1954 253600
determining the accuracy of any standard direct injection these problems then their Email: [email protected]
fuel calculation performed. application, as this information is engines will be lacking in Website: www.cosworth.com

Figure 2: Per Event and Cyclic Fuel Calculations performed by the ECU

54 www.racecar-engineering.com 8 December 2013

 UNVEILING INNOVATION MOTORSPORT
AUTOMOTIVE
MARINE
WITH INTELLIGENT DESIGN AEROSPACE
DEFENCE

Be the first to see our brand new product range

at PMW Expo, Cologne.
Visit us on Stand 1034, 12-14 November 2013, to find out
how we can engineer your competitive advantage.

T. +44 (0) 1480 474402

[email protected]

www.titan.uk.net Dynamic Engineering

Our ISO graded ‘clean room’ is available for complete core

cleaning and particle cleanliness assessment on radiators, oil
coolers and chargecoolers.
Core Cleaning
Ultrasonic, Power Flush, Pulsation, Agitation & Flow Bench
Particle Assessment
ISO 16232, Microscopic & Optical Analysis, Size & Count
Calorimetric, Flow & Pressure Testing
Radiators, Oil, Gearbox, KERs & Chargecoolers
Core Race Preparation
Cleaning, Filtration, Drying
Oil Conditioning and Sealing
QUALITY MOTORSPORT LOOMS
FROM A PROVEN MOTORSPORT
MANUFACTURER
/ Looms manufactured to Tyco System 25 and IPC-620 standards
/ Fully automated CNC and semi auto tooling
/ ISO9000, ISO:14001 and OHSAS:18001 approved
Quality is key to our success
- and yours!

scan for more info

See us at PMW and PRI shows

Contact us now with your requirements.
UNIT 14 MOUNT PLEASANT INDUSTRIAL PARK,
SOUTHAMPTON, SO14 0SP, ENGLAND
TEL: +44 23 8022 7636
Established 30 Years 1983 - 2013
EMAIL: [email protected]
 TECHNOLOGY – AEROBYTES

Students unleashed
University of Hertfordshire Formula Student team wins a wind
tunnel session, courtesy of the IMechE and Racecar Engineering

R
ecent trends have seen the aerodynamics group was formed configuration offered greater
blossoming of wings and under managers Sam Blood downforce potential. CFD was
other downforce-inducing and Karl Mackle, who report used to establish the optimal
paraphernalia in Formula Student to technical director Antonio relative positions and angles
Simon McBeath offers
worldwide. How significant are Carrozza, and manufacturing of the main elements and flaps,
aerodynamic advisory
these developments? To answer manager and head of chassis and also endplate size and shape.
services under his own
that question, Racecar Engineering development, Matt Grant. Cost and time considerations
brand of SM provided a half-day session in the The first aerodynamic package were also involved in the
Aerotechniques – www. MIRA full-scale wind tunnel to devised for the 2013 competitions choice of configuration and
sm-aerotechniques.co.uk. the team that the Institution of comprised front and rear high overall package design, as were
In these pages he uses Mechanical Engineers and Racecar downforce wings, with Blood overall car design changes
data from MIRA to discuss Engineering judged to have tackling the rear wing design simultaneously underway.
common aerodynamic the best publicity and on-event and development, and Mackle The planned quarter-scale
issues faced by presence in the 2013 Formula the front wing. It was decided wind tunnel test of UH16 with
racecar engineers Student UK competition.The to use pre-existing aerofoil wing package in the University of
winner was the University profiles with coordinates in the Hertfordshire’s own wind tunnel
of Hertfordshire. public domain, rather than spend unfortunately didn’t happen
Produced in association with It was the first year that time on bespoke profile design. because of time constraints, apart
MIRA Ltd the University of Hertfordshire, A shortlist of candidates was from some runs on the wing
which has been involved in whittled down with the help of sections only, which compared
the competition since 1998, Star CCM+ CFD software to the reasonably favourably with the
had entered a car with a full Selig1223 ‘high lift’ profile for CFD data. The MIRA test was
aerodynamics package, although the main elements and flaps, the team’s first opportunity to
Tel: +44 (0) 24-7635 5000 aerodynamic designs had been front and rear. The decision to run derive some hard data on the first
Email: [email protected] worked on in previous years. with dual-element wings front integrated aero package.
Website: www.mira.co.uk Analysing the overall performance and rear for this first iteration
of its 2012 contender, UH15, was taken on the practical basis MIRA DATA
the team, comprising 11 MEng that this configuration required As ever we should restate that
students and 35 other members, just one slot gap over the wide MIRA’s full-scale wind tunnel
decided that the only way to make adjustment range to optimise the has a fixed floor and the test
up the three-second lap time sprint, endurance and acceleration car’s wheels are stationary. The
deficit in the sprint competition phases of the competition, even fixed floor tends to underestimate
was with aerodynamics. An though a triple-element (or more) the downforce generated by
ground-effect devices, including

The team decided that the only way to make up the front wings. However, with the
‘boundary layer control fence’
three-second deficit was with aerodynamics installed and with no downforce-
inducing underbody on the car,
overall underestimates would
be relatively minor, and rear
downforce and drag would have
been accurately determined.
So, how did the car perform?
Table 1 shows the data in the
baseline configuration (maximum
wing angles all round) at just
40mph and 60mph. As usual,
and of special interest in this
application because of the very
relevant speed range of the
Formula Student competition’s
dynamic phases, the car was run
at two speeds to see if there were
differences in the coefficients.
The data is shown in Table 2,
Preparations for the session together with the differences

December 2013 D www.racecar-engineering.com 57

 TECHNOLOGY – AEROBYTES

The first iteration full aero package comprised front and rear dual- Setting up the split front wing flaps to maximum
element wing set

The front wing’s upwash could be seen to encounter the rear wing’s flow field Flows around the front wing end plate came in for close examination

between the two speeds. Table 1 – baseline data at 40mph and 60mph, with the improved attachment.
The first observations to differences in ‘counts’ where 1 count = a coefficient change of It will also be noted that the
make are that although the drag 0.001 rear lift coefficient decreased
coefficient was rather high, the CD -CL -CLfront -CLrear %front -L/D slightly at the higher speed.
overall negative lift coefficient 40mph 1.158 1.758 0.980 0.778 55.7 1.518 This could have been the result
was even higher, producing an 60mph 1.146 1.797 1.055 0.742 58.7 1.568 of any improvements in flow
efficiency figure, -L/D, of over 1.5. Difference -12 +39 +75 -36 +3.0 +50 attachment at the rear being
Out of interest, comparing this small enough to be masked by the
with other open-wheel single- Table 2 – overall drag and lift forces in baseline configuration, increased mechanical leverage
seaters tested for this column, with downforce as a percentage of static weight ahead of the front wheels arising
the Formula Student data is part Drag, N -Lift, N % of weight from the improved front wing
way between the aerodynamic 40mph 244.7 370.2 12.9% performance. This slightly offloads
performance of an early 1980s 60mph 515.6 805.2 28.0% the rear wheels. Or it could have
‘flat bottomed’ Formula 1 car and been the consequence of the
the more modern ones we have upwash of the wake arising
tested, a 1999 Benetton and a vary with speed, all other things developed (for which read ‘better from improved front wing flap
2007 Honda. were not equal. This is not an attached’) at the higher speed. attachment encountering the
Of significance, though, are unusual situation, with the Remember, all the flaps were rear wing more than previously,
the differences between the flows over (or more often, under) at their maximum angles in this thereby slightly reducing its
coefficients at 40mph and 60mph. downforce-inducing surfaces not baseline configuration, and aerodynamic performance. The
Aerodynamic forces normally being fully developed at speeds this may have been too steep actual mechanisms are best left
increase with the square of speed as low as 40mph. In this instance, for the flow to be adequately to CFD; the wind tunnel simply
so, all other things being equal, what we see in the results is that attached to the front flaps at reports the results measured at
the calculated coefficients derived the front lift coefficient increased 40mph. Wool tufts on the flap the wheels. But the fact that the
from the logged force data would by 7.7 per cent from 40mph to undersides confirmed that these drag coefficient also decreased,
be the same at the two different 60mph, leading to the conclusion flows were not fully attached, and something that is known to occur
speeds. For the coefficients to that the flow was better that the higher speed showed when a rear wing angle is reduced,

58 www.racecar-engineering.com > December 2013

Tip vortices created the usual fascination at front… … and at the rear

Cooling flows were also examined Wing flow attachment was visualised with smoke and wool tufts

for example, suggests there may Table 3 – aerodynamic forces measured in MIRA at 60mph a lot less drag being created.
have been an actual aerodynamic on the 2012 Dallara F3, and the 2007 Honda F1 with Two notes of caution: first,
interaction here as well as a bargeboards removed the Honda F1’s downforce was
mechanical one. Drag, N -Lift, N % of weight much greater with its bargeboards;
The net result of the front second, both the F3 and F1
F3, 2012 343.0 841.1 Approx. 14%
gains and rear losses was a three car generated a large proportion
per cent shift in balance to the F1, 2007* 530.5 803.3 Approx. 13% of their downforce with their
front from 40mph to 60mph, *Bargeboards removed floors, and MIRA’s fixed floor
something that might be felt by would lead to a downforce under-
the driver if the track contained and grip does depend on the own weight, at which speed it could estimation of this. Nevertheless
corners or braking areas taken at magnitude of the aerodynamic drive across the ceiling, and it comes the comparisons are interesting
the two different speeds. Of more forces relative to the car’s weight. to 113.4mph!) and show that the Formula
significance is that for a car with a So, let’s look at the actual forces It is never a good idea to Student car was able to generate
50/50 static weight balance, the in that context. Table 2 shows compare the data from cars in a much larger proportion of its
aerodynamic balance was forward the overall drag and lift forces different categories except out weight in downforce at these
biased even at 40mph, this aspect compared to static weight. of passing interest, but this also speeds than either the F3 or the
worsening at 60mph, which Thus, at 40mph, the downforce often proves irresistible…Table 3 F1 car in the guise mentioned.
would make the rear more skittish was 12.9 per cent of the car’s speaks for itself.
as speeds increased, provoking weight, and at 60mph had risen to The levels of absolute Next month we will look at the
some instability under braking, or 28.0 per cent of the car’s weight. downforce generated at 60mph responses to adjustments made in
oversteer in faster corners if the At these speeds these are fairly were therefore quite similar to the wind tunnel by the students.
chassis was mechanically balanced significant increases in the vertical the Formula Student’s downforce,
at lower speeds. forces acting through the tyres. (To but it is the amount relative to Racecar Engineering extends
go off on a tangent for a second – an car weight that is important, and its thanks to the staff and
IT’S ALL RELATIVE… irresistible calculation at this point is in that respect the FStudent was students at the University of
The extent of the influence to work out the speed at which the well ahead! Clearly the F3 car was Hertfordshire Formula Student
of aerodynamics on handling car generates downforce equal to its much more efficient though, with Racing Team

December 2013 A www.racecar-engineering.com 59

 COSWORTH CA – 2.4 LITRE V8

Buckets,
trumpets
and skirts
Cosworth’s 2006 CA F1 Engine was its fastest revving
engine yet. Marussia races its derivative today

BY IAN BAMSEY

F
Above: Piston underside required rom 1906 through
extra cooling at higher revs to 2006, grand prix
engine speeds rose
Left: lower crankcase/sump ever higher, from less
than 2000 rpm to ultimately
a mind-boggling 20,000 rpm.
Then the rule-maker abruptly
halted the march of progress
with a 19,000 rpm rev limit for
2007, subsequently reduced to
the current stifling 18,000 rpm,
plus – adding insult to injury – a
moratorium on development.
While engine evolution is back in
2014, the emphasis henceforth
will be on fuel efficiency rather
than outright, untrammelled
performance. The glorious
Century of Speed is over.

SPEED FREAK
The first Formula 1 engine to
attain 20,000 rpm on track
was the Cosworth CA of 2006,
and it is generally agreed that

The first Formula 1 engine to attain 20,000 rpm no rival surpassed it as the
benchmark before rev limiting
on track was the Cosworth CA of 2006, and it is was imposed. These days the
naturally aspirated 2.4 litre V8 CA
generally agreed that no rival surpassed it lives on, powering Marussia in its

60 www.racecar-engineering.com ~ December 2013

Above: Cam carrier

Right: Water pump

close fight against the Renault- above 18,000 rpm with its V10s. 2006). The real challenge was to ‘Nevertheless, when we first
engined Caterham for the honour Nevertheless, with the CA it took burn the mixture effectively using tried bigger bores in the V10
of top dog of the young teams in the uncompromising approach of such a large bore. As the stroke- days, we didn’t manage to make
Formula 1. Of course, operating targeting 20,000 rpm from the to-bore ratio increases, it becomes them work successfully, because
speed and horsepower steadily outset. This was the first time ever harder to obtain an adequate we couldn’t get the combustion
climbed during much of the it had produced such a high- compression ratio, while clearly right. The necessary mixture
3.0 litre V10 era preceding the speed V8 – the previous fastest the flame travel is lengthened, preparation was enabled by
switch to V8s mandated for running of the type had been plus the time for combustion running higher fuel pressures.’
2006. It is widely agreed that its XF IndyCar engine, which ran shortens as rpm rises to take
BMW reached 19,000 rpm first, in to 16,250 in qualifying back in advantage of the bore increase. BAD VIBRATIONS
2002. However, engine mileage 2002 (immediately before the The geometry of the CA’s As engine speed increases,
requirements were lengthened switch to a Cosworth-supplied combustion chamber was so too does the associated
in 2004 and 2005, which had spec engine for the CART series). assisted by introducing a vibration. When the V8s replaced
the effect of pegging the By regulation, the CA retained compound valve angle. Its the V10s, most Formula 1
ongoing crankshaft speed rise. the per-cylinder displacement operation was assisted by engine manufacturers reported
Representative of the top 2005 of the existing 3.0 litre TJ V10, fuel pressure. In simple terms, problems. A 90º V10 is inherently
V10s was the Toyota that ran which had a 95mm bore. As as the time for mixture better balanced than a 90º V8
to a maximum of 19,200 rpm, Cosworth’s technical director preparation went down (with with a flat-plane crankshaft; the
and produced an estimated 930 Bruce Wood remarks, ‘To go faster increasing rpm) Cosworth had V8 is balanced vertically but not
bhp mid-season. All of the 2005 you just have to keep making the found it needed to exploit higher horizontally. Wood reports that
V10s exceeded 900 bhp but it is bore bigger, the stroke shorter and higher fuel pressure. As when the CA first ran, even with
not thought that any exceeded and sort out your valves...’ Wood explains, ‘The ability all of Cosworth’s experience of
950 bhp, with the possible From the points of view of these days to phase fuel delivery, V8 engines, this one, running
exception of the Honda at the both associated mechanical to have good fuel preparation, more than 3000 rpm faster than
end of the season. stresses and of getting the has aided combustion, and any previous example, took it by
Cosworth’s 2005 V10 was charge into the cylinder, the CA’s the ability to combust the fuel surprise in some respects.
the TJ, which had its red line at 3mm increase in bore size was well has enabled us to increase ‘When we first started running
19,000 rpm. Indeed, it had taken advantageous compared to the the bore size; that in turn the CA, the scavenge pumps,
a relatively long time for the longer stroke TJ (it went to 98 has enabled us to run the which are held onto the sump
Northampton virtuoso to rise mm, the maximum permitted for engine faster. with horizontal bolts, would fall

December 2013 @ www.racecar-engineering.com 61

 COSWORTH CA – 2.4 LITRE V8

The Cosworth CA 2.4 litre V8 was Cosworth’s first engine designed with the
specific intention of reaching 20,000rpm

off. Those are 8mm cap screws, The move late in the V10
the heads of which snapped era to engines running two
off because of the unbalanced consecutive race meetings had Right: The oil pump &
force – which is why the CA’s called for a significant increase manifold that links it to sump
scavenge pumps are now secured in the cooling provided to the
by Multiphase bolts! underside of each piston by
‘In terms of the torsional means of oil squirt jets. At the to 20,000 rpm on track from the the main bearing caps. Its heads
vibration inside the engine, we same time, many V10s explored first grand prix of the season.’ even have detachable cam carriers,
knew what we were up against, piston materials more exotic than For Cosworth, the CA ushered reminiscent of the DFV’s separate
which is why the CA has far more aluminium. Aluminium beryllium in the concept of a compound tappet blocks. This is in contrast to
damping devices in it than our was long outlawed, but in 2005 valve angle. The geometry of the the TJ, which had an unusual head
previous V10 engines. We have MMCs (metal matrix composites) finger followers is designed to form, resembling an inverted T.
a “compliant” geartrain that has were commonplace. accommodate it. The advantages Wood says: ‘We learned that
been in our Formula 1 engines for ‘We came out of that are a superior combustion the TJ cylinder head was good for
years. Then, in addition, the CA quite well because we hadn’t chamber shape and a slight reducing weight but not so good
has compliant quill drives within progressed to MMC pistons. increase in potential valve area for stiffness. The LK had a deep
each of its two auxiliary drives, a We were doing well with for a given bore size. skirt with cross-bolted main caps.
big viscous damper on the back of conventional materials still Unlike many rivals, Cosworth Over the years we tried different
the crankshaft, viscous dampers permitted for the CA,’ notes didn’t develop moveable trumpets things, and we came back to our
on the back of each camshaft and Wood. ‘I think the fact that MMC in the V10 era, which arguably traditional architecture for the
friction quill dampers in the front hadn’t become part of the norm left it in a strong position when CA. It wasn’t the case of that was
of each camshaft.’ for us played to our advantage fixed trumpets were mandated the way we had always done
Wood says that the design under the 2006 rules. for 2006. The length of the CA’s it – we had tried other things and
of the CA’s piston was key to ‘That was indicative of how trumpet depends on engine spec, learned along the way.’
allowing it to attain 20,000 good we were getting with our and through the years it has The TJ weighed in at 93kg
rpm from the outset. Rival piston analysis – we hadn’t had been varied from around 25mm whereas – despite having two
manufacturers also discovered to go to MMCs, whereas some of to 72mm. fewer cylinders – the CA came in
that it wasn’t the likes of valve our rivals had. Thermal coupling at the minimum permitted 95kg.
control, combustion or mechanical into the FEA of the piston was ARCHITECTURE Without that 2006 ruling it might
stress which were ultimately the absolutely key to our success in The CA has a surprisingly have weighed less than 85kg.
most difficult hurdle to overcome being the first to run a Formula traditional architecture, with a The TJ might have been even
to reach that level of engine 1 V8 successfully to 20,000 conventional monobloc (combined lighter, had it run the same 350-
speed, it was the integrity of the rpm, not just to reach that level block and upper crankcase) that 400km as earlier V10s: it had
heavily loaded 98mm bore piston, on the dyno but to the extent runs from the decks to crankshaft been specifically designed to run
which by regulation now had to that teams could use that rpm axis height, and a combined lower 800 km given the rule demanding
be aluminium alloy. level during a race. The CA ran crankcase and sump that forms two events per engine.

The design of the CA’s piston was key to allowing

it to attain 20,000 rpm from the outset
December 2013 B www.racecar-engineering.com 63
 COSWORTH CA – 2.4 LITRE V8

with the Standard Engine Control

Unit (SECU) engine management
system. It had to respect the
engine development freeze that
had been imposed in 2007 (and
increasingly tightened). Happily,
the CA had been ‘quite reliable’
in its 2006 Series 6 spec, says
Wood. ‘There had been no
significant reliability issues,’
he confirms.
‘The modification from the
2006 to the 2010 specification
was within the same scope
for retuning as given the other
manufacturers in the move from
20,000 to 18,000 (via 19,000
for 2007 in their case),’ Wood
adds. ‘But remember that we
had to produce engines for
Mark Webber drove the FW28 powered by Cosworth’s CA engine, but it was not the most successful of seasons as five teams at relatively short
Williams finished eighth in the constructors’ title, its lowest finishing position since 1978 notice. The main limitation was
time, so we quickly had to start
It follows that the CA’s weight then supplying the Stewart team, engine was the CK of 1999. The making components for the
doesn’t reflect what could and together they devised the XF followed suit and, as Wood 2010 season.’
theoretically be achieved given current approach of moving the reported in 2003, ‘we had lost In preparation for 2010,
contemporary technology. On the oil tank from the bellhousing to control of the XD’s valvetrain at Cosworth did GT Power
other hand, the enforced mass the front of the engine, so that 15,300rpm – finger cam followers simulation work. ‘We were
was put to good use in stiffening it nestled into the fuel tank area. gave us a much smaller moving targeting at least 740 bhp for
the structure, in particular at Stewart developed a lightweight mass and were essential to the 18,000 rpm specification,’
the top end, in the interest carbon fibre housing for its running at 16,000rpm-plus. Wood remarks. ‘Where we ended
of valvetrain dynamics. With gearbox, and the following year ‘We were surprised at the up homologating for 2010 was
hindsight, Wood admits that this Cosworth pioneered the concept reliability we attained from the 772 bhp at 17,500 rpm – better
was a crucial factor in the quest of a linerless Formula 1 block finger followers. A bucket is than expected. A lot of that came
for 20,000 rpm. with its new CK V10, helping to essentially a diaphragm with from improving the airbox. The
In the overall car context, make it lighter and more compact. a skirt – it is inherently less snorkel and the trumpet tray
installation stiffness is always Ever since the first linerless robust. Trying to run buckets work together as a system, and
important, so that was another block in 1999, the bores have really fast, you come out with on the V8 it is very powerful.
target of the ‘excess’ weight been coated using the plasma them dished. You would think the ‘It is always a struggle with
enforced by the regulations. spraying process developed by bucket would be stiff, but when Formula 1 cars, the size of
Wood notes: ‘The cam covers Sulzer Metco. The block is duly the nose of the cam is off the the airbox against the [aero]
are quite chunky aluminium shipped to one of that company’s centre, you have this relatively packaging of the rear of the
productions, and part of that coating plants in Switzerland, thin disc being bent by it. car. Teams like to run the rear
is engine mount stiffness. If where it receives a bond coating ‘There is also a friction issue bodywork tight over the rear
you look at the TJ, that has followed by a top coat of plasma with the skirt, which saps some corners of the airbox, and
thin carbon fibre oil-retaining iron with moly. Back at Cosworth horsepower. But more significant because of that our 2006 engine
covers that do nothing else. the bores are then hot-honed still is the scope provided by had a constraining airbox. We
Nevertheless, in effect we had with dummy cylinder heads finger followers to run more found that if we ran a bigger
to incorporate ballast onto the in place to ensure that the lift and more aggressive cam airbox we could improve the
CA heads to get the centre attachment of the actual heads profiles. We wouldn’t design performance, a wider airbox that
of gravity up to what the will not put cylinders out of another engine with bucket tunes at a lower speed. With
rules required. The weight round. The current coating tappets, unless cost was the the 2010 engine we told the
consideration did allow us to has proven utterly dependable overriding consideration.’ teams that they would have
leave plenty of material to over the 3200 km endurance to design around the airbox that
experiment with porting.’ test of an engine (after which DIFFERENT TUNE we specified.’
it will be rebuilt). In 2006, running to 20,000 rpm, Further progress through
GROOVY BABY Aside from the use of a the CA was coaxed to obtain 756 to 2013 saw a slight decline in
When grooved tyres were PVRS, the other key to operating bhp at 19,000 rpm. To prepare peak power, to 768 bhp, but with
introduced to Formula 1 in 1998 the CA’s valves at 20,000 rpm for the 2010 season, Cosworth the PPS then at 17,250 rpm and
it was more advantageous than was the deployment of finger had to retune the CA to the an impressive gain of 40 bhp at
ever to move weight forward cam followers. The first finger 18,000 rpm maximum imposed 13,000 rpm. The power curve
within the car. Cosworth was follower Cosworth Formula 1 by the FIA and convert it to run was more substantial.

The other key to operating the CA’s valves at 20,000 rpm

was the deployment of finger cam followers
64 www.racecar-engineering.com I December 2013
 Secrets
of the
fastest F1
engine
ever!
Have you enjoyed reading the article on Then buy
the Cosworth CA F1 engine in this issue of Race Engine Technology
Racecar Engineering? If so, would you like issue 73 from
to read a further 26-pages with even more www.highpowermedia.com
technical detail and revealing images of or by calling +44 (0)1934 713957
this engine and its components?
 TECHNOLOGY – MATERIALS

Past, present and future

If the properties fit, motorsport will use it,
from depleted uranium to unobtanium

I
t is estimated that the total BY RICARDO DIVILA counterweights. At 19.1-g/cm3 And, of course, the first
amount of astatine in the density it was close to Tungsten, automobiles had wooden frames
planet can barely be held in unsuspecting French, Italian or and much cheaper. Being declared derived from the dominant
a spoon, 30 grams existing on German villages in the middle of a serious health hazard and a transport vehicles of the time:
the entire Earth at any one time. the night when needed before crime of war to use truncated carriages. The use of bamboo as a
It is the rarest element. Being morning tech inspection. Or could. depleted uranium's racing frame for bicycles shows it can be
product of radioactive decay, and Many of the aforementioned career, while also explaining its close to carbon fibre in structural
radioactive itself, it has a half-life villages are now bereft. cheapness before. propriety at a fraction of the cost,
of 8.3 hours before decaying to Correlation? It is amusing to In my Japan days, an Mother Nature having refined the
lead. That alone ensures it will think some of that lead had been unfortunate comment discussing production technique over aeons.
not be used in a motor racing astatine in a previous half-life. Tungsten's use as ballast for Carbon fibre is a good
application. Practically everything For use as ballast, the pre- F1 cars led to the disagreeable demonstration that organic
else will. eminent characteristic we are discovery on my return from a can beat mineral (a diamond is
In the Silicon Valley, around looking for is density, so trip to Europe that the team had carbon, and so are we), but its
the late '70s there were two it occupies the minimum bought 120kgs of it to ballast most remarkable property is its
popular materials: Expensium-6 space for a given weight. the car. Worse, one of the billets high stiffness to weight ratio @
and Unobtainium-12, the Balsa wood would not be had been half machined away to 21 compared to steel, titanium,
only ones solving otherwise practical in this case (although fit on the floor and surround the aluminium and magnesium, all
intractable engineering problems. I have run a Porsche 917 that prop-shaft. around seven (in its woven form it
I have personally been in dire had a balsa wood gear-knob), The range of useable is considerably less, but still more
need of these elements on but we could have osmium at materials for racing can than double metallic).
several occasions. Impossibilium, 22.587±0.009 g/cm3 or iridium encompass everything, given that My first experiments with
Wonderflonium, Raritanium and at 22.562±0.009 g/cm3. At the mechanical proprieties fit. I carbon fibre date to around 1978,
Hardtofindium are other elements $23,000 per kilo, unfortunately have mentioned balsa wood as a when a square foot of tissue at
highly prized in racing. that would promote them over gear knob, but the Costin Protos £44 cost more than my weekly
Base metals are also needed. Expensium-6. had a full plywood chassis, wage. These days no high-tech
Lead, useful in ballasting racing Tungsten at 19.3 g/cm3 is as did the road-going Marcos, implement seems to have street
cars when new – before they more accessible, at $110 a kilo. and the Mosquito fighter-bomber cred without some CF in it, even
acquire middle-age spread – can For a while, depleted uranium demonstrated the use of if it is but a decorative cover.
be found on church roofs in some was used as ballast or engine wood beautifully. Case in point: an F1 team I was

67
December 2013 ~ www.racecar-engineering.com 67
 TECHNOLOGY – MATERIALS

machined parts, and in its first

appearance in motor racing was
too often used to replace identical
parts in steel.
Lighter, yes, but not as
stiff, and as a result its use
led to numerous failures. In
forgings titanium is very good,
and if welded in a proper
inert atmosphere it is good in
fabricated components.
Steel remains the queen
of metals, the foundation of
engineering. There are countless
alloys tailored for different
applications, and metallurgy
Impossibilium, Wonderflonium, Raritanium and Hardtofindium not pictured brings new alloys every day, like
advanced high strength steel
strength/elongation performance
of 950 MPa/35 per cent, 1200
MPa/20 per cent and 1600
MPa/15 per cent, and adding
involved with, who produced high levels of Cobalt to steels
steel wishbones covered with to create the toughest/strongest/
a layer of carbon fibre tissue hardest (not a tautology) steel
to make them look all-CF, the next to Unobtainium: Aermet 100,
design and production of which 310 and 340.
did not achieve the stated goals Steel has been in use for
of stiffer, lighter and – most centuries, and is a well-examined
importantly – increased reliability. material. In the past, Indo-Persian
Meglio apparire que essere, as Hydrogen married to magnesium alloy in the ill-fated swords consisting of Wootz steel
the Italians would say. LZ 129 Hindenburg zeppelin were highly valued throughout
Nevertheless, we will see India and the Middle East. Wootz
more CF in everything simply aluminium being used more than embargo may have pushed the steel, both stronger and more
for its material proprieties, with steel in road cars, as greenness use of duralumin. flexible than ordinary steel, was
several major manufacturers becomes de rigueur. It has already Elektron was a magnesium made out of crucible-fired sand
investing in volume production replaced that other once-stalwart alloy developed in Germany consisting of iron and tungsten
in view of high production use. material, copper, now rarely used during the First World War as a carbide, which occur naturally
Aerospace is now fully committed: in radiators despite its superior substitute for aluminium alloy. in very few places, almost all of
witness the 777. thermal properties. Elektron is unusually light and them in central Asia.
Gearboxes are already made It's come a long way from has a specific gravity of about The steel was characterized
of CF, wishbones, all monocoques its origins as alum, used since 1.8 compared with the 2.8 of by a pattern of bands or sheets
and bodywork likewise, and ancient times for dyeing, tanning aluminium alloy. of micro carbides within a
engine blocks are not far away. and to stop bleeding. Alum is The duralumin frame of the tempered martensite or pearlite
It is hard to envisage a racing car potassium aluminium sulphate. zeppelin was covered by cotton matrix, and is thought to have
without it. In the 1750s, German chemist cloth varnished with iron oxide been developed in India around
But – as always – the Andreas Marggraf used an alkali and cellulose acetate butyrate 300 BC. The process for making
once prohibitive cost of the solution to precipitate a new impregnated with aluminium Wootz steel was lost for several
material has reduced, and it is substance from alum and it never powder added to reflect both centuries after the ore ran out; it
now ubiquitous. In the 1850s, looked back. The Hall-Héroult ultraviolet, which damaged the was only recently that chemical
aluminium was more valuable process dropped its price 97 per fabric, and infrared light, which analysis demonstrated why
than gold, being priced at $1200 cent in just five years. caused heating of the gas. it was so. (The ore contained
per kg to gold's $664 per kg. Corinthians vii. 8-9 (AV) says Titanium is extensively used trace amounts of vanadium,
Incidentally, there is more 'But if they cannot contain, let in paper, paint and toothpaste, which created an unusual
aluminium in the Earth’s crust them marry: for it is better to for which uses 95 per cent of the spiky crystal structure in the
than any other metal. At about marry than to burn.' The initial world's production is destined solidifying ingots). The forging
eight percent, aluminium is the design of the LZ 129 Hindenburg in the form of titanium dioxide process, which saw blades being
third most abundant element zeppelin featured the worst (TiO2) pigment. The remainder hammered, re-folded and built
in the crust, behind oxygen and of both worlds: marrying does sterling work in lightweight, up as a millefeuille, produced the
silicon. As recycling aluminium hydrogen to magnesium alloy is high-temperature environments. fabled Damascus swords.
uses only five per cent of the not a good idea… (Think the Lockheed SR74 Metal-matrix composites point
energy needed to produce it from The lack of helium as an Blackbird skin). It has drawbacks, to new ways of strengthening
bauxite look forward to seeing inert non-flammable gas due to specifically notch-sensitivity in alloys. They are a diverse class of

Titanium does sterling work in lightweight, high temperature

environments, such as the Lockheed SR74 Blackbird skin
68 www.racecar-engineering.com ~ December 2013
SAVING CYLINDERS
FOR OVER 68 YEARS
Maintain block integrity to retain
horsepower over time.
Our ProCross - ProCool wet sleeve
design helps sustain a proper cooling flow
– ideal for turbo or nitrous applications.
American made since 1945 – our sleeves
are made in Moly2000 ductile, the finest
available and have a greater density than any of our competitors.

SCAN THE CODE 12051 Rivera Road, Santa Fe Springs, CA 90670

TO LEARN MORE
& SEE THE VIDEO 562.945.7578 Toll Free: 800.822.6005
www.lasleeve.com • [email protected]
 TECHNOLOGY – MATERIALS

It is hard to imagine a racing car without carbon fibre - it is now being used The laying up of carbon fibre is now a considerably more accessible skill.
in road car engines and plans are afoot for a carbon block to debut in 2015 Carbon chassis, suspension parts and aerodynamic parts are readily available

materials that consist of a to describe material produced by

QUALITY STEEL
metallic alloy matrix typically high-pressure high-temperature

C
reinforced with a ceramic (HPHT) processing of fullerite. ompetition engine oxidic cleanliness, free from
phase in the form of particles, Such treatment converts fullerite components have to impurities. Such is the material
platelets, whiskers, short fibres, into a nanocrystalline form withstand high stresses quality that it can often be used
and continuously aligned fibres. of diamond which has been and fatigue levels, particularly in to replace re-melted steels,
Metal-matrix composites are used reported to exhibit remarkable race conditions. offering reduced delivery times.
in structural applications, and mechanical properties. OvaX high performance In order to achieve this Ovako
in applications requiring wear As always, the desirability steels from Ovako are designed refines its ingot casting process.
resistance, thermal management, of anything new has to be for motorsport applications, The production process utilises
and weight saving, and have been tempered with the real gains combining high cleanliness with an operation that modifies
adopted in aircraft components, made in stiffness, lightness, ease durability in order to achieve the inclusion morphology
space systems and high-end of use and cost. All too often, the best performance at peak within the material, ensuring
sports equipment. The scope the perceived sexiness of a operating levels. a lower number of elongated
of applications will increase fashionable material can thwart They are specifically sulphides, extremely low
as manufacturing costs are good engineering. formulated for high performance sulphur content and reduced
reduced, although in motor Carbon fibre reinforced engine and gearbox components size and distribution of oxides.
racing they have been banned ceramic, ubiquitous, omnipresent, such as crankshafts, camshafts, Micro segregation within the
in several forms. sexy, but 'every path has its gears, shafts and bearings. All material is further reduced by
There is a plethora of new puddle', or – as Dante said – are subjected to extremely high increasing the soaking time
materials waiting in the wings Necessità 'l ci 'induce, e non loads, vibration and torsional and top cropping. As a result,
for production costs to descend diletto. (Necessity brings him forces, plus tensile, compression the finished material has an
out of the Expensium range, such here, not pleasure. – Inferno Canto and sheer stresses. excellent isotropic profile
as Fullerites – the solid-state XII, line 87.) Produced via a highly demonstrating toughness and
manifestation of fullerenes It all comes back to a truism: sophisticated melting and fatigue strength with identical
and related compounds and Racing costs today exactly the refining process OvaX alloy steel properties in both longitudinal
materials. 'Ultrahard fullerite' is same as it did 20 years ago. It is extremely pure with high and transverse directions.
a coined term frequently used takes every penny you have.

The desirability of anything new has to be tempered with the real

gains made in stiffness, lightness, ease of use and cost
70 www.racecar-engineering.com ~ December 2013
 "$ "#!! !#!#$##" $$ "$"##$##
#$

HYDRAFLOW next generation

connector for
Motorbase BTCC Steel stockholder supporting
key areas of the Aerospace &
Motorsport industries

14 J 2 1 f l u i d c o n t r o l
As part of the technical
preparations for this year’s BTCC,
Team Motorbase are using
Hydraflow 14J21 connectors in
critical underbonnet areas on the
team’s two cars.
“We like the slick, secure way
the 14J21 operates – essential
for quick component changes.
It’s a great improvement on
previous connectors”
Oliver Collins
Motorbase Performance Team Manager

The Hydraflow 14J21 Clamshell is a

threadless flexible coupling with a
unique safety feature for fluid transfer
in motorsport applications and used
with industry standard flanges. >> Titanium Alloys >> BS4T45 to BS5T100
>> Special Steels >> S515
>> Nickel Alloys >> 4130
>> Stainless Steels >> Aerocom 33

CERTIFICATE NO. 10383 ENQUIRIES 02476 645 551

ISO 9001

Tel: +44 (0) 1803 868677 AS 9120 www.aerocommetals.co.uk

Another motorsport product from
Specialty Fasteners, the designers Cert No. 1259QM8001
www.specialty-fasteners.co.uk
ISO9001

and manufacturers of AeroCatch®

 TECHNOLOGY
SUPPLIERS
BUYERS

EUROPE’S LARGEST DEDICATED MOTORSPORT TRADE SHOW

Covers every level of motor racing and technology.
WINNING BUSINESS Over £1 billion of business generated
at the 2013 show. LATEST TECHNOLOGY & PRODUCTS
600+ exhibitors showcasing the latest technology and
solutions. Plus new product launches. NETWORKING
28,000+ motorsport professionals, including over 5,000
overseas trade buyers from more than 50 countries.

REGISTER NOW
AUTOSPORTINTERNATIONAL.COM
CALL 0845 218 6012
TO EXHIBIT CALL 020 8267 8300
 TECHNOLOGY – SIMULATION

Different, not difficult

The racecar simulation process from start to finish

O
1 -
/#
'./
*0+'
*!
BY DANNY NOWLAN %*.
/#/

'*/
*!
+ *+'
..0(

0. !0'
/#$)"

'$&
/*
*
$.

(*)/#.
1
. )

'*/
$.
- ''4
$!60'/
/
/0''4
2# )
( .0-$)"
.0.+ ).$*)

*!
$),0$-$ .
*($)"
(4
.$(0'/$*)
 *( .

'*/
(*-
$.)/
$/
4*0
%0./
) 
/*

" *( /-4
/*
& +
$) *

24
!-*(
+-*.+ /$1
./-$"#/!*-2-
)
''
4*0
+/$ )/
)
/#*-*0"#
)

0.-*"
*-
/#
#..$.$(

#..$.$(
0. -.
/.
 )

) 
/*
*
$.
' -)
#*2
/*
.4./ ($. 
*0/
/#
- ! - ) .
.0.+ ).$*)
" *( /-4
'0'/*-

1 -4
3$/$)"
/$( 
 0.
$/.
*)) /
/#
*/.
!
4*0
*
4*0
-
0.$)"
 /.
*)/$)0
*0-
*+ )
# )
1
(
(4
6-./

"- /
/*
.
+ *+'
/&$)"
- -
/#$.
/#
- .0'/.
2$''
/&
-
$.0..$*)
4
( .0-$)"
/#
0/
*!
( .0- ( )/

+'0"
$)

.$(0'/$*)
. -$*0.'4
)
/#$)&$)"
*!
/# (. '1 . -
*)
*0-
. /0+
+

- ''4
/#
**-$)/ .
)
.
2#/

*0/
#*2
$/
)
.'*/
$)
/*
/# $-
#
6-./
./ +
$)
/#
+-* ..
!! /$1
.#*-/0/

#1
!*0)
/#
" *( /-4
'**&.
'$& 
*-

3$./$)"
-
+-*"-(.
0/

$.
/*
( .0-
0+
/#
- -
)
!*-

.4(( /-$
-
$.
/#
'$//'
.
*!
$''0./-/$*)
1
0. 
/#

*((*)
/# (

#1
. )
$.
" /
$/
*)
.*(
.' .
!
4*05-
2*-&.# /
$''0./-/ 
$)
Figure1. #..$.$(
.0.+ ).$*)
" *( /-4

/#/
/# 4
0.0''4
*)/
&)*2
. -$*0.
*0/
4*0-
-$)"
/#$.
''
/#
$( ).$*).
# -
-
'0'/*-
2#$#
)

. )
$)

2# -
/*
./-/
)
/# 4
" /
$.

(0./*
%*
!
4*0
)/

$)
((
*-
*)1 )$ )
7
)
Figure 2.
"*$)"
(*./
)*1$
0. -.
*)/
*/# - 
/*
*
/#$.

#/
/*
/*
(&
/#
+$/0-
.$ -
/*
- 
4+$''4
''
#$/
)'4.

#1

'0
2#/
/*
*
#$.
$.
.4
$/
0/

/# -
7
1
*($// 
+0.#-*
'*/$*).
*)6"0-/$*)
!

#1
.- 2 

2#/
2 ''

- ..$)"
# -  -*! ..$*)../
/$( .
 &*)
./ -$)"
-(.
/
#/
(& .
0+
/#
'0'/ 
1'0 .
2$''

)
*!
/#
"- / ./

#1
2-$// )

)0( -
*!
/#$.
!! /$1
$.
/#/
 0.
4*0
'**&
- ''4
.$''4
!
/#
)0( -.

($.*) +/$*).

# -
*0/
-/$' .
*)
/#
/*+$
0/
/# -
-
( .0-$)"
/#
+*$)/.
-*..
-
!0))4
/#/.
4*0-
0
/*
- 
.$(0'/$*)
$.
/#/
$/
#.

-

! 2
/#$)".
/#/

2)/
/*
4*0
" /

1 -4
"**
( .0- 
( .0-
/#
" *( /-4
- +0//$*)
*!
 $)"
/**
#-
/*0#
*)
# .
-
/ #)$,0 .
)
4*0
'.*
0/
*2)
#
) 3/
/#$)"
/*
/*0#
*)
$.

#$.
$.
.*( /#$)"
/#/
1
# -
/#/

#1
0. 
$)
/#
+./
/#/
$)0-$ .
/*
" /
/#
4
* ( .0-$)"
/#
 )/-
*!
"-1$/4

.$)
/#
$-/#
*!
#..$.$(
#1
 )
*!
"- /
..$./)
*-$)/ .
''
4*0
#1
/*
*
$.
# $"#/
1
. )

'*/
*!
$!! - )/

&
$)
/#
($
5 .
)
(
/*
(
2# )
1
#
/*
" /
- .0'/.
$1$
4
/2*
4
( .0-$)"
/#
( /#*.
0/
$)
(4
3+ -$ )

/ ''$)"
4*0
-$"#/
)*2
$/
$.
!-*(
)*/#$)"
$)

#0--4 +*$)/.
/*
)
*1$*0.
- ! - )
/#
(*./
.0 ..!0'
++-*#
$.

-0$.#
$(0'/$*)
$.)/
#-
7
#
6-./
+*$)/

2)/
/*
$)
/#$.
.
/#
!-*)/
0'&# 
/*
+-*+
/#
-
*)
$/.
.$
0)/$'

$/.
%0./
$!! - )/
/*
2#/
4*0
*1 -
$.
( .0-$)"
.0.+ ).$*)
)
/#
"-*0)
$/
0/.
*0/

$/
$.
+ -! /'4
') 
#$.
$.

-
0. 
/*
!
4*0
 +/
/#$.
" *( /-4
#$.
$.
*)
*!
/# .
"- /
 '
*!
--*- $''0./-/ 
$)
Figure 3.

Simulation isn't hard - it's just

different to what you are used to

  ( -


8
222- - )"$) -$)"*(

73
 TECHNOLOGY – SIMULATION

You do not get brownie points for being a hero

and proving how clever and brilliant you are
The centre of gravity height The next step is to record curve for all the dampers The bulk of this information
in the symmetric car case is given the vehicle setup for a particular + The current suspension should be on the car setup sheet,
by Equation 1: outing. What I mean by the geometry configuration and the rest is easy to obtain.
vehicle setup is the combination + The gear ratios you were The next step is to get the
h = (0.5  tm + t _ off )  tan(90
 ) of springs/bar/dampers, wings running and rolling tyre data set for that particular outing.
gear ratios that you were radius You will need this to perform your
Here we have the following: using. In particular this is what + Cambers and toes correlation and any necessary
h = Centre of gravity height you are after: + An engine power graph vehicle modelling work that you
tm = Mean track of the car. (or at least peak power need to do. The list of channels
This is the effective track at + Spring rates, bump rubber and min and max rpm) you need is the following:
the centre of gravity. force displacement curves + Ride heights + Lap distance in m (to two
t_off = This is typically half and bump rubber gaps + Wing configuration decimal places)
the tread width, but a little bit + A peak force vs velocity + RPM
more if the tyres are cradled + Lateral and Longitudinal
by angle iron. Figure 1: Suspension Geometry g – make sure the lateral g
ƴ = The angle the car is measure sheet. signal is zeroed and double-
making to the ground as check the Longitudinal g
shown in Figure 4 channel makes sense
> Damper displacements.
Before you all baulk at this These should be positive
technique, I’ve seen this done on in bump and zeroed on the
a 1500kg stock car. The trick is to ground
pump the tyres up and use a bit + Steered angle. Degrees at
of angle iron to cradle the tyres. the tyre and zeroed
The last thing I want to + Throttle
discuss is measuring motion + Speed - make sure this is
ratios. This is something that filtered
you mess up at your peril and
personally, I think you are stark A nice bonus is tyre loads,
raving mad if you don’t do it. The which should be zeroed on the
goal is to measure wheel and ground. It should be noted that,
damper movement from full droop depending on your sim package,
to full bump of the wheel. The all of these are in SI Units. I can
goal is to plot damper movement not overstress the importance of
vs. wheel movement, using Excel double-checking these channels
to tell you the motion ratios. What with the comment items I have
I do want to touch upon is a really provided. What I have just
useful technique for doing this, outlined is the creation of what
which is shown in Figure 4. we at ChassisSim call the monster
The process is really simple. file. If you get it wrong you’ll be
You get the car in the air, as struggling, so do it right. A good
illustrated. You disconnect the friend and colleague remarked
bars and take off the springs and that a good monster file is next
bump rubbers. Just before you get to godliness!
the car in the air, take a marker Once you have all the data
and draw on the damper where in place it is time to create a
it is on the ground. It’s good to vehicle model from an existing
have as a reference, particularly template. I can not emphasise
if you want to plot motion ratios this point enough: you do not
relative to the ground. Then all get brownie points for being a
you need to do is get a car jack, hero and proving how clever and
measure the wheel movement brilliant you are, particularly when
to a fixed level (as illustrated you are a beginner.
by the table), and measure the Start from an existing
compression of the dampers. template because chances are
Do this with Excel open and it’s already very close and all
input the numbers as you go. you will need to do is put in the
Then repeat the process for particulars of your setup into
the bar movement. I have lost the model and save the file in a
count of the number of times I different location so you don’t
have used this method and it is Figure 2: ChassisSim suspension geometry dialog with suspension overwrite it! For example, when
bullet-proof. geometry calculator I created the IndyCar template

74 www.racecar-engineering.com > December 2013

Water Radiators, Oil Coolers, Hydraulic Coolers, KERS Coolers, Intercoolers, Charge Coolers
Core Cleaning: Air Injection, Fluid Dynamics, Pulsation, Agitation, Degrease, Ultra Sonic
Core Repair: Fin Repair, Tank Repair, Fabrication, Assembly, Weld and Test
Flow Testing: Up to 10 Litres per second , Up to 10 Flow Rates, Full Flow Test Pressure Drop Reports.
Pressure Testing: up to 50 bar, Helium A Leak Testing, Hydraulic Pressure Drop Testing,
Photo Analysis Cleaning: Down to 50 Micron, Count as little as 1 Micron, Optical Imagery Size and Particle Count.
Reports: Flow Test Reports, Pressure Test Reports, Photo Analysis Test Reports, Test Filter Included.

Units 9-11 Bullsbrook Road, Brook Industrial Estate,

Hayes, Middlesex, UB40JZ, England
T: 0208 813 7470/0208 5611508 M: 07831 327654

www.serckservicesmotorsport.co.uk
 TECHNOLOGY – SIMULATION

The simulation process is not rocket science. It is attention to

detail and involves working methodically and systematically
in ChassisSim I simply took the damper movements. If you see these parameters are where they 8 Dial the tyre global grip
existing GP2 model and made something like this, double-check need to be. The best measure factors to get you in the
small tweaks to get it close. the motion ratios. of this is what the damper and ballpark. As a rough rule of
The next step in the process Once we have our initial speed correlation look like at the thumb, I increase the grip
is to run the model to check it is correlation we have two forks in end of the straight. factor by 20 percent over a
functional and nothing is amiss. the road. If the grip and damper The next step in the process smooth model
I would strongly suggest taking traces do not correlate, run tools is to create the circuit model. 8 Dial in the bump scale factors
the monster file, generating a such as the tyre force estimation What I’m about to say is to dial in big corner speed
smooth circuit file, and running feature and the one-touch aero unashamedly ChassisSim-specific, differences. Focus on the turn
this with no bumps. At this point features in ChassisSim to come since in my view it gives you the in to mid-corner section
in the process you are not looking up with an initial estimate of the best view of what the car will 8 Refine with grip factor. Focus
for the world’s most perfect two parameters. If you have the encounter. What you have to do is on the turn in to mid-corner
correlation. What you are looking sort of correlation shown in Fig.5, the following: section
for is to make sure you are in your next step is to dial in the 8 Create the bump profile and
the ballpark. At this point, the downforce and drag to ensure run the simulation The subject of circuit
correlation you are looking for is modelling is an article in and of
shown in Figure 5. itself, and a topic I will return
As always, the actual car is to later. What I will say is that
coloured while the simulated what has been presented here is
car is black. As you can see, the proven. Ignore it at your peril.
speed trace isn’t spot on, but the Having reached this point
roll and pitch (as indicated by the you have a model that you can
damper traces) are close. What start to use for some rough
this shows is that our motion sensitivity analysis. It will give
ratios are in the ballpark and you gear ratios, help with wing
our downforce and drag aren’t selections and give a rough guide
that far off. Bottom line, this will on springs, bar and dampers.
show you if there are any serious Figure 3 – Balancing a car on its Don't do big global changes at
problems you need to rectify in side to determine the centre of this point. Focus on small sensible
the model. This is particularly gravity height. changes. Log your data, treat it
apparent with regard to motion like a test session and look for
ratios, where you will see a small sensible changes in C-Time.
big difference in the combined To complete the model, refine
the aero model and work through
the tyre force modelling process.
Here we are primarily focusing
on the steps you need to follow,
not the details, but do the aero
modelling first, followed by the
tyre force modelling. Now you
have a full fire-breathing model
that can be used in anger and
which can be used to win races.
The simulation process is
attention to detail and involves
working methodically and
systematically through the steps
described here. In summary,
all you are doing is measuring
Figure 4: Measuring motion ratios up the car, noting the setup,
preparing the data, generating
the model from an existing
template, dialling in the
parameters and then creating
the circuit model and refining
it from there. It’s as simple
as that. Also, what we have
discussed is not theoretical.
This is practiced through the
ChassisSim community
in senior formulae
Figure 5: Initial correlation run over three continents.

76 www.racecar-engineering.com 8 December 2013

  ! 
 % #

 #
B
 ! #
"
  #
B
  

 
$  !
; - 2
 - 2 2 
FROM THE POLE
POSITION RIGHT TO !4 -
 42?

+-
8:1@
-,
, ; )2
.; -2
9).-:?
+
-229

THE PODIUM. C
")+14/

9 
@
89 :

5
) 4 ,
- >:8 -3-2?
,;
8)*2-
:=-1/0:

+;9:53
+
-229
2:8)
A
- >1*2-
21/0 ) 8,
) 4 ,
Whether it’s the DTM, Formula 1, WRC, Le Mans, C
%
9:)4,
8
) 22
;-2
#).- 9-
or Porsche Carrera Cup, ZF’s SACHS brand gets top
C
<)12)*
2-
.5
96 ) + -
) 4,
,-.-4
teams to the pole and onto the podium. We’ve been -
)-85
making racing history for over 100 years – and 5 :5 896 58:
3)814
C

we’re not stopping now. Racing series are the perfect
way to test our technology and materials under the
toughest conditions. Which means we deliver
superior performance on the track and on the road.
For more information on ZF in motor sports, see
www.zf.com/motorsports.
 RACECAR BUSINESS

Formula 1 revenues on the up

thanks to television revenues
Financial statements recently On top of this, Formula 1 also
filed at the UK’s Companies makes money from its trackside
House show that F1 continued to advertising and hospitality
thrive throughout 2012 as new businesses, reckoned to be in
TV deals and added races helped the order of $395m – although
to generate extra revenue. as both of these companies are
Formula One World based in Jersey accounts are not
Championship Limited reported publically available.
a rise of some 12 per cent in As for the teams’ cut, the
revenues, with a staggering statement says this totalled
$1.35bn going through its tills, $752m in 2012, which is
a significant increase on the eight per cent higher than
$1.2bn it raked in in 2011. 2011 ($698m), and three
The championship, which times the amount paid in
operates as Formula One 2007, when the last Concorde
Management (FOM) under a Increased television revenue has helped to boost the 2012 F1 takings Agreement was signed.
number of parent companies Despite the fact that it was
including SLEC Holdings, calendar in 2012 which saw and broadcast origination widely reported that a new
Delta 2 and Delta Topco – and strong incremental revenues activities, and underlying Concorde Agreement was signed
is ultimately owned by CVC generated from the events contractual uplifts in other TV following the Singapore Grand
Capital Partners – says the in the USA and Bahrain and race promotion agreements.’ Prix, this was only a bilateral
increase in revenue is largely [the latter was cancelled in Before payments were made agreement between the FIA
down to two extra races, and 2011 due to political unrest], to the teams, F1’s earnings and Formula 1 boss Bernie
also new TV deals such as the growing logistics revenues as a before interest, tax, depreciation Ecclestone, and did not include
BSkyB TV tie-up in the UK. result of two additional fly-away and amortisation (EBITDA) the teams. However, all the
The directors’ report stated: races … the benefits of revised were $1.2bn ($1bn in 2011), teams (excepting Marussia) have
‘Strong growth in revenues TV rights arrangements in with the 20 races of 2012 now individually agreed prize
was driven by the effect of the the UK, growth in fees earned each generating an average fund money with Ecclestone until
change to the championship from the Group’s technical of $59m. the end of 2020.

NASCAR track operator: more revenues but larger loss

International Speedway $117m in total revenues for the down to initial expenditure on results within our range of
Corporation (ISC) has posted an three-month period that ended Daytona’s multi-million dollar expectations and showing
increase in revenues for the third 31 August, up from $115.9m in redevelopment. further signs of stabilisation in
quarter of 2013, but also a larger the third quarter last year. It also For the fiscal year-to-date our business,’ she said.
net loss when compared to the reported a net loss of $7.9m, ISC has now generated $424m France Kennedy added that
same period last year. compared with a net loss of $1m in revenues and a net profit of she was upbeat about the future
ISC, which is NASCAR’s for the same quarter in 2012. $28m, compared with $422.9 of the company, particularly in
track operating arm, reported Much of this loss has been put million in revenues and a net the light of recent NASCAR TV
profit of $29.8 million for the deals, from which ISC will take
Chicagoland: one of International same period last year. a cut. ‘During the quarter, we
Speedway Corporation’s premier ISC chief executive officer realised a number of significant
venues Lisa France Kennedy said she objectives that puts ISC in a
was satisfied with the results, much stronger position for the
and particularly with a slowdown long-term. NASCAR signed the
in a recent trend that has seen largest broadcast rights deals
a fall in takings from race- in the sport’s 65-year history,
day attendances: ‘We remain providing ISC contracted revenue
encouraged with our quarter through 2024. With broadcast
and year-to-date financial revenue representing our largest
results, generating increased revenue source, almost 50 per
total revenue for the periods. cent of total revenue, having this
Adjusting for comparable events, visibility through 2024 places
our attendance revenue, which us in an enviable position
has been our principal risk, compared to other industries and
was down less than one per will provide us unparalleled long-
LAT

cent for the quarter, delivering term cash flow.’

78 www.racecar-engineering.com J December 2013

 Engine deals for Formula 1 2104 completed
Almost all of the Formula 1 2014 season with a strong and
engine deals for next season reliable partner like Ferrari.’
have now been completed, with Meanwhile, Caterham has
Sauber and Caterham signing inked a deal to remain with
up with Ferrari and Renault Renault for 2014. Cyril Abiteboul,
respectively, leaving only Lotus Caterham team principal, said:
still to confirm its supplier, widely ‘The 2014 season heralds a new
expected to be Renault. era for F1 with our sport taking a
Sauber’s re-signing with the positive stance in aligning itself
Scuderia means the Swiss squad with the technical changes in the
goes into its fifth season using global automotive industry, and
a Ferrari power-plant – it also Renault is right at the cutting
used Ferrari power from 1997 edge of that development.
until the end of 2005, before ‘When our F1 partnership
BMW bought the team. The team, began in 2011 we, as a young
which split with BMW when the team, were immediately

LAT
German manufacturer pulled out impressed by the various benefits
of F1 at the end of 2009, has of the collaboration on our Crowds thrill to Renault, Mercedes and Ferrari power
described the Ferrari deal as a operations, and since then we are
‘multi-year’ arrangement. relentlessly pushing them even optimising our integration with an Mercedes, McLaren, Williams and
Sauber team principal Monisha further. Given the age and status enhanced technical collaboration.’ Force India (Mercedes) and Red
Kaltenborn said: ‘We are proud to of our team we have also been The full car-engine line up Bull, Toro Rosso, Caterham and
extend our relationship with such pleased to see Renault Sport for 2014’s new V6 turbocharged Lotus (Renault) – although the
a prestigious and renowned brand F1 adapting their operational formula is: Ferrari, Sauber and Lotus-Renault partnership awaits
and look forward to entering the practices to suit our size and Marussia (Ferrari engines); confirmation.
LAT

British Formula 3 moves to reduce costs

The British Formula 3 The championship intends Russell Eacott, T-Sport FIA European F3 Championship
Championship is to re-position to run with the current engine boss, told Racecar Engineering: commands budgets of around the
itself as a low-cost feeder regulations next year, while the ‘Obviously we’d like to do €600,000 mark.
series for the FIA European European Championship will move it because it’s the British Stephane Ratel, founder and
Championship as it looks to to the new 2014 engine formula. championship; if there are drivers CEO of SRO Motorsports Group,
attract more competitors after a British runners will have the available we’ve got cars and said: ‘We will use the current
truncated season in 2013. option of using the older chassis, engines that we can run, so 2013 FIA engines and run with
SRO Motorsports Group, the the Dallara F308, or the F312. yes we would like to do it and both the Dallara 308 and 312
body that promotes British F3, British-based F3 teams have we are talking to some drivers. chassis. With lower budgets for
has announced a new seven- responded positively to the news, I think that if they can get a a six-race [now seven] national
round national championship and crack outfits such as Double calendar together that doesn’t championship, it will position
– which features a return to the R Racing, Carlin and T-Sport have clash with the FIA it could work, the British F3 Championship as a
ultra-quick Thruxton circuit – with all said they would be interested and I think this is key.’ feeder series to the FIA Formula
six rounds in the UK and only in running a British campaign A budget for the new British 3 European Championship and
one abroad, at Spa. This year the alongside their European Championship should be around guarantee healthy grids.’
British Formula 3 Championship programmes. However, for this to the €250,000 to €300,000 The British championship
was reduced to just four triple- happen team bosses have also mark, we’re told, equivalent to confirmed it is keeping its Cooper
header rounds after teams found said it would be important that a Formula Renault campaign Tires title sponsorship, which will
it difficult to fill seats. there were no date clashes. in mainland Europe, while the also be the series tyre supplier.

December 2013 F www.racecar-engineering.com 79

 BUSINESS

Jaguar and the University of Warwick in £100m tie-up

Jaguar Land Rover has leading universities together 1000 academics, researchers, The development of the
announced plans for a £100m with researchers and engineers technologists and engineers NAIC project is the next stage
advanced research and from Jaguar Land Rover and its will work in the building. in Jaguar Land Rover’s long-
development centre to be located supply chain in a single, state-of- Antony Harper, Jaguar Land term research strategy, and the
at the University of Warwick. the-art research facility. Rover’s head of research, said: company says it will build on the
The National Automotive Jaguar Land Rover is the ‘We will announce the details of success Jaguar Land Rover has
Innovation Campus (NAIC) has lead partner in the project, the specific research projects on enjoyed as part of its long-
been designed to create a investing £50m, along with which our NAIC research team standing relationship with WMG
large-scale collaborative research Tata Motors European Technical will collaborate in due course, at the University of Warwick.
environment and will feature Centre (TMETC), WMG (Warwick but these will be long-term, Nearly 200 Jaguar Land Rover
engineering workshops and Manufacturing Group) and the UK multi-disciplinary challenges researchers and engineers are
laboratories, advanced powertrain Government’s Higher Education – such as electrification, smart currently based at WMG. Jaguar
facilities and the latest advanced Funding Council England (HEFCE). and connected cars and Human Land Rover expects that it will
design, visualisation and rapid Construction of the NAIC – Machine Interface – which will more than double the size of its
prototyping technologies. Jaguar which is expected to cost close help us create some key new advanced research team to 500
Land Rover hopes the centre will to £100m – is scheduled to begin technologies that will deliver a people by the time the NAIC
bring academics from the UK’s in September 2014. Around low-carbon future.’ opens in 2016.

a great place for business. We’re

NASCAR confident of finding very confident at the beginning
BRIEFLY
of 2015 we’ll have another great
replacement for Nationwide partner on board as the series
entitlement sponsor.’
UK F4 out to tender
The MSA, the UK governing body
NASCAR says it is sure it will NASCAR is now looking for a O’Connell also said that for motorsport, is to sanction a
find a blue chip company to replacement for Nationwide, and NASCAR was not focused on British F4 Championship in line
step into the breach left by its vice president and chief sales any particular business sector with the FIA’s new plans for a
the withdrawal of Nationwide officer Jim O’Connell told USA as it searches for a replacement carbon-chassis global starter
as the title sponsor of its Today Sports that this could backer. ‘It’s not necessarily formula – not to be confused
second-string race series when be either a current NASCAR categories but more the right with the current spaceframe
the Sprint Cup deal expires at sponsor or one completely new kind of partners that will F4 run by MSV. The job of
the end of next season. to the sport. He also said he activate the way Nationwide did organising and promoting the
Nationwide will remain was ‘very confident’ a new and embrace the sport,’ he said. championship has been put out
involved with NASCAR, focussing sponsor would be in place by ‘It’s more about partners and to tender; requirements include
on individual programmes in the start of the 2015 season. marketing plans and how they a €100,000 budget cap and a
the Sprint Cup from the 2015 ‘This is a phenomenal asset,’ can grow the sport.’ one-make chassis cost-capped at
season onwards. Nationwide has O’Connell said. ‘It’s unrivaled Nationwide chief marketing €40,000. Turbocharged engines
sponsored the second division integration and ownership. We officer Matt Jauchius said of will now be allowed.
NASCAR series for the past anticipate speaking to a number the company’s involvement:
five years, having taken over of Fortune 500 companies ‘The NASCAR Nationwide Innovation shortlist
from beer brand Busch at the that will be interested. Series is a great proving The shortlist for the Society
end of 2007. Nationwide showed NASCAR is ground not only for drivers of Motor Manufacturers and
and crew members, but for Traders Award for Automotive
sponsors. We’re proud of the Innovation for 2013 has been
success Nationwide Insurance released. The prestigious
has attained through our award is now in its fourth year
relationships with NASCAR and and recognises ‘exceptional
the Nationwide Series. innovations that have the
‘It’s a natural evolution for potential to transform the
Nationwide Insurance to move industry’. Listed this year are
our marketing investment to the Ford, for its EcoBoost 1-litre
NASCAR Sprint Cup Series, and three cylinder engine; McLaren
we’ll continue to put tremendous Automotive for its P1 supercar
effort behind all of our NASCAR and Zircotec, for its Thermohold
marketing platforms in the years thermal coating technology.
LAT

to come.’

80 www.racecar-engineering.com G December 2013

  
   

 

   
 





  




 




 

 
 


   


  
www.AerodineComposites.com


  
   

   
    
 BUSINESS

McLaren posts 2012 losses as Mercedes split starts to bite

McLaren Group Limited has said The Group’s recently-filed operating profit the previous £239m the previous year.
that its changing relationship financial statement shows that year. McLaren says this is partly It describes its activities as:
with Mercedes is partly it made an operating loss of down to the change in the nature ‘participating in motor racing
responsible for it posting a loss £2.5m in 2012, which compares of its tie-up with Mercedes – it is events throughout the world,
for the year ending 2012. unfavourably with a £23m now an engine customer rather designing and constructing
than a Mercedes-backed team – engine management systems,
as well as its greater F1 spend. data-logging equipment and
McLaren, which will race electronic products [through its
with works Honda engines from technology businesses McLaren
2015, said of the loss: ‘This Electronics and McLaren Applied
deterioration in profitability Technologies] hospitality
is as a result of the changing services and on-site catering, and
relationship with our former the provision of marketing and
shareholder Daimler, together advertising services.’
with an increased spend on our A breakdown of the
F1 activities including increased group’s business activities
driver costs, increased number of shows F1 racing turned over
races and costs associated with £211m, marketing £24m,
operating wind tunnel testing engine management systems
away from our headquarters.’ and manufacture £26m and
LAT

The Group’s 2012 turnover application of developed

Lewis Hamilton drives the MP4-27 was £249m, up £10m from technologies £27m.

THE GRID Auto GP to bring back prize money

Formula 1 workforces:
head counts at F1 operations Top level international single €100,000 per weekend – largely programme in the earliest stage
1. Mercedes: 930 seater championship Auto GP is thanks to a generous sponsorship of our history, and as requests to
2. Ferrari: 700 to reintroduce prize money from deal that was then in place. bring it back, especially coming
3. Red Bull Racing: 690 next season. Enzo Coloni, the former F1 from the new teams, was quite
4. McLaren: 600 Its new prize fund structure team boss and the man who runs high, we decided to re-introduce
5. Williams: 520 will see the leading three point Auto GP, said part of the reason the programme.’
6. Lotus: 500
scorers over each double-header for bringing back the prize fund Auto GP started life as Italian
7. Sauber: 320
race meeting sharing from a pool was because of a growing demand Formula 3000 in 1999, and was
of around €300,000 across the from teams hoping to compete in known as Euro Formula 3000
8. Toro Rosso: 300
season. There has been no prize next year’s championship. and Euroseries 3000 before
9. Force India: 300
money this year – as the series ‘Auto GP is currently the only taking on the name Auto GP in
10. Caterham: 260
has invested in updated racecars – championship to provide its most 2010, the year it swapped its
11. Marussia: 220
but Auto GP offered €245,000 in deserving drivers with race-by- old F3000s for the first
Note: McLaren and Ferrari are estimated 2012, while in its original season race prize money for 2014,’ he generation A1 GP Lolas, updated
and the latter includes the engine (2010) there was as much as said. ‘We started our prize money versions of which it still uses.
operation. Mercedes includes staff at
Stuttgart (30) and High Performance
Engines (400)
McLaren Applied Tech’ opens new Asian HQ
McLaren Applied Technologies, significantly increase its client said: ‘We have a number of well-
CAUGHT
the division of the McLaren base in the country, and wider established partnerships with blue
Jeremy Bullins, the crew Group which applies F1 know- region, in the years to come. chip companies that are based
chief on the No.22 Penske how to industries outside of the It added that Singapore is an in Singapore or who have major
Racing Ford in the NASCAR sport, has announced that it has attractive location because it has operations here. There are also
Nationwide Series, has been established the headquarters a business-friendly environment strong prospects for future growth
fined $10,000 after the car of its Asia Pacific operations in and an extremely strong in the country and the wider
was found not to meet the Singapore. education system, which produces Asia-Pacific region as we begin to
minimum front ride height at The announcement was made a consistent supply of talented develop new relationships with
the Dover round of the series. ahead of the 2013 Singapore scientists and engineers. some of the exciting, cutting edge
Car owner Roger Penske Grand Prix and the new HQ will MAT Singapore will act as a companies operating everywhere
was docked six points in the be the first registered MAT office hub, supporting the company’s from Japan to Australia. [This]
owners’ championship as a outside the UK. entire Asia Pacific operations, announcement will open up
result of the infraction. MAT says that with a large enabling it to expand its business further opportunities for growth
FINE: $10,000 number of multi-national high across the fast growing region, and marks an important milestone
PENALTY: six points technology companies located the company says. Dr Geoff in the development of MAT as a
in Singapore it is expecting to McGrath, MAT managing director, global technology company.’

82 www.racecar-engineering.com H December 2013

 ) '    & ) ' ' &, ) 
'
 &   )&'   *&  # & 
# ' )  &
#  
 & ' &, , %

)  & &  &

(+ ),)'' $&
'   % (

' * &   ,&  & # &
 # &&&* &'
%&)  &*&  %, ! 
(""-(
(
 BUSINESS

BRIEFLY
Electric LSR for Drayson Technologies
Lord Paul Drayson has set The car reached an short runway is pretty intense, Instant return
a new World Electric Land unofficial maximum speed of but it’s a great proving ground Volvo’s decision to race in the
Speed Record over a measured 219.1mph/352.6kph during for our technology,’ said V8 Supercars championship
quarter mile from a standing the runs in windy conditions, Drayson. ‘It’s also an exciting next year with a version of
start, setting a time of just according to GPS data. The way of demonstrating what’s its S60 model has already
9.742s, reaching a top speed of speed also represents a new possible with a state of the art paid dividends, according to
93.383mph over the distance. British LSR over the measured electric vehicle.’ Volvo Car Australia managing
Over the measured mile, the mile for cars of any propulsion Plans to test the car to its director Matt Braid, who told
all-electric prototype achieved type driven by their wheels. full speed potential on the the championship’s website
a two-way average speed of ‘The engineering challenge 15-mile track at Bonneville that sales of the model in
205.139mph, and 333.271kph of accelerating a 995kg electric Salt Flats in September were Australia have already started
over the measured kilometre car to these speeds and then postponed due to flooding. to pick up, even though the
(subject to FIA homologation) on stopping in time on such a cars have not yet hit the track.
the 3km Elvington runway. Volvo’s V8S campaign, which
was announced back in June,
is to be spearheaded by Gary
Rogers Motorsport (GRM). GRM
is to swap its current Holden
Commodore VFs for S60s, the
first of which is now being built
at the team’s base. The car will
be powered by a 5.0-litre version
of the Volvo B8444S engine,
developed by Swedish Volvo
specialist Polestar Racing.

Mont-E Carlo
The provisional calendar for
the inaugural FIA Formula
MWR to reduce NASCAR Sprint Cup effort E championship for electric
racecars has been released,
On 14 October, Michael Waltrip at Richmond Raceway in which Six NASCAR Sprint Cup teams with an event at Monaco in the
Racing officially announced they changed the outcome of the tested three different aero same month as the principality’s
that they will scale back from race and the championship Chase. packages at Charlotte Motor grand prix now on the schedule,
three NASCAR Sprint Cup teams In addition, MWR general Speedway on 14 October in a although a much-vaunted race
to two in 2014. At the same time, manager Ty Norris has been test conducted by NASCAR to through the streets of Rome
they informed more than 40 moved to the position of director determine possible packages has not made the list. The
employees that they would be of business development. for 2014. Ride heights, front schedule, which is subject to
released from their contracts at Norris was heard on the radio splitter ground clearance and rear track approval by the FIA, is:
the end of the year. instructing one of their cars to spoiler heights were assessed Beijing (20/9/14); Putrajaya,
The shrinkage is necessary pit during the ‘Richmond Gate’ during the full day test, the first Malaysia (18/10/14); Hong
because of the departure of incident and as a consquence of a series of ongoing tests in Kong (8/11/14); Punta del Este,
sponsor NAPA, due to the fallout he has been suspended from an effort to improve the racing Uruguay (13/12/14); Buenos
from issues created by the team NASCAR events indefinitely. package for next year. Aires (10/1/15); Los Angeles
(14/2/15); Miami (18/4/15);
SPONSORSHIP Monte Carlo (9/5/15); Berlin
(30/5/15) and London (27/6/15).
Watch brand Tudor is to be the title sponsor of the evaluate our future position in motorsports.’
new for 2014 United SportsCar Championship, Quicken Loans is to be the primary sponsor on the F1 tests too costly
having signed a five-year deal with the series. Tudor is No.31 Richard Childress Racing car for 12 races in The return of in-season testing
a Rolex brand and the parent company is a long-time the 2014 NASCAR Sprint Cup Series. The deal has will hike F1 budgets by as
backer of GrandAm. Rolex will also continue to serve arisen because driver Ryan Newman is to move from much as £10m, with Force India
as title sponsor of the US endurance classic, the Rolex Stewart-Haas racing to RCR next year to drive the team manager Andy Stevenson
24 at Daytona. No.31 Chevrolet, and he will take his backing with him. admitting to an £8m price
The financial company has sponsored Newman since tag that could preclude their
NASCAR Sprint Cup team Michael Waltrip Racing is last season. involvement in the tests. ‘We
to lose its NAPA sponsorship for 2014 in the wake of think there is going to be quite a
the Richmond race fixing scandal, where the team was IndyCar is to lose its IZOD title sponsorship at the end large cost implication, especially
fined $30,000 after it was adjudged that it tried to of this season. Mark Miles, chief executive officer of in the way that we run our team,
manipulate the finishing order. ‘NAPA believes in fair Hulman & Co, the parent company of IndyCar, said: and with the resources we have
play and does not condone actions such as those that ‘We are proud of our partnership with IZOD over the available to us now, it won’t be
led to the penalties assessed by NASCAR. We remain past six years and we’re grateful to PVH Corp, owner possible for us to attend the four
supportive of the millions of NASCAR fans and will of the IZOD brand, for its support, creativity and vision.’ tests as planned,’ he said.

84 www.racecar-engineering.com J December 2013

./0/1/0/2/ 51./
.787 07  1 0 2 78 

72    /

%')8+ 287 878, 87 8,
- )8, )8  78 , 878;, 8

2877+ 5= 8 7)  78 

>7?7+ 28@ 7 = 8A   7'
5 8+ / .777
 7 


 5 8+
70+ 7 878; 8  >%

70+

77;78+ 78 77;8 8  >%

?87

A  .7 

787@ ))8

28=7 .)8

8  7

A8 7 8   87 7 78 

1A 7
78  1

0 78  87 =7@ 8A ; 

E [email protected]
./0/1/0/2/ 51./ 1(% *5. ?(0%5 >*
*53 # -4

1%5+ 6-- 9:<#: &:& 6-- 9:<

: :-&

A88)+ ===/ 7878/ 7 +  7878/

 BUSINESS – PEOPLE

BUSINESS INTERVIEW - GERARD QUINN

An enthusiast at heart
Ford Europe may have cut back on its WRC presence, but it’s still
serious about its rallying and racing. We spoke to motorsport boss
Gerard Quinn to find out more

B
ack in 1989, Gerard homologation for that wouldn’t
Quinn was a passionate have happened unless we
motorsport fan working committed and went through
on the assembly line at the pains of homologation,
Ford’s Dagenham plant in Essex. and obviously the payment of
He wanted nothing more than a homologation, because the FIA
job in the company’s illustrious likes its money.’
competition department and At the time of Ford’s
attended an interview with Stuart announcement to cease
Turner about getting a place on sponsoring M-Sport Quinn said ‘a
the team. Sadly, the Irishman was lot would need to change’ with
unsuccessful. the WRC before Ford considered
But Quinn bided his time, and a return. As things stand he does
20 years later he stepped into not think it has changed enough,
the role of Head of Ford Racing and one of his major gripes is the
at Ford Europe – a similar position lack of TV exposure, particularly
to that held by Turner in ’89 – in the UK – an important market
after working his way through for the Fiesta. Quinn contrasts
the non-motorsport corporate this with Ford’s sponsorship of
ranks at the company. Now he is UEFA Champions League football,
responsible for Ford’s European where it gets ‘tremendous
motorsport activities, with Jamie exposure by association’.
Allison holding the equivalent Incidentally, Quinn also admits
post in the US. that it’s ‘potentially true’ that the
In the US the major Ford publicity the Fiesta gets from
programme is NASCAR, in Europe the Ken Block Gymkhana videos
it’s the World Rally Championship is better than that which it gets
(WRC). Until recently this was from WRC…
through a works effort in But motorsport is still
conjunction with M-Sport – said to important to Ford; its heritage
cost Ford £30m, although Quinn in the sport is huge, and the
would not comment on this – but company remains active in a wide
that all stopped at the end of range of disciplines – everything
2012, when Ford pulled the plug. from rallycross to touring cars –
The reason for this was simple albeit through privateer teams
economics, says Quinn: ‘It was a
corporate decision. We decided
His rationale is to ensure that the backed by Ford rather than
official works efforts. Justifying
to apply our resources, and that’s motorsport Ford is now involved in motorsport programmes can be
people and money, elsewhere. tough. ‘To build a compelling
Product really is where we is relevant to the product it sells rationale is becoming more and
need to be right now, to sustain more difficult, because I am
ourselves in the market place, and we value the partnership, in that This also means Ford is competing with other areas where
that’s what we’re doing.’ it is not just about WRC, it’s about continuing to commit resources we get exposure, and of course
It was not the end of Ford’s rallying – it goes from grassroots and is still spending money on the the challenge now is even greater
rallying involvement, but a change right up to the professional sport. ‘As a manufacturer we’re because it’s different forms of
to the nature of that involvement. levels. What it means to Malcolm still responsible for homologation media, particularly with the digital
‘We’re still heavily involved. Our [Wilson, M-Sport boss] is that of the rally car. That is a key era, and social media; making our
involvement in WRC decreased in his organisation has access to thing that people forget. We are a product known to more people is
that we no longer have a team, a our intellectual property, our manufacturer recognised by the much easier.’
sponsored team, but we support remarkable technology; while FIA, and it is only a manufacturer The way Quinn builds his
privateer programmes around we are also continuing to that can homologate. For rationale is to ensure the
the globe. Our partnership with develop engines together for example, the Fiesta R5 [to the motorsport Ford is now involved
M-Sport also still continues, and rally applications.’ new cost-capped WRC2 formula], in is relevant to the product

86 www.racecar-engineering.com G December 2013

it sells. It’s this philosophy One thing is for sure: Quinn
of relevance that drives the believes it is in Ford’s interest RACE MOVES
company’s single seater to be a part of the new Formula
Jody Egginton has been promoted
programme, which it uses to 4, which he says will be the
from operations director to deputy
promote its EcoBoost engine, ‘future of motorsport’ at this
technical director at the Caterham
now in Formula Ford, but perhaps level, and Ford’s interest has to F1 team. Egginton was among the
soon in F4. be his first consideration. first people to join Caterham in 2009,
‘Turbocharging is the way For now Ford is relatively as chief engineer. He moved from
for small petrol engines for content with its place in the that role in late 2012 to the post of
the future,’ says Quinn. ‘One of motorsport world, says Quinn, operations director, taking control
the dispensations we have for but it is not complacent, and it’s of all the team’s operations at its
Formula 4 – if we are successful always on the lookout for new Leafield, UK base.
in the tender – is to run the opportunities. ‘I have reviews with
John Iley has seen his role at
turbocharged 1.6-litre our hierarchy in Europe and we
Caterham F1 broadened to include
EcoBoost, and that is hugely look at trends, what’s good for us,
management of the new Advanced
important for us.’ what’s good in the market place. Projects Group, which is to look
Formula 4 is perhaps one of But the key thing is always this: at future innovation that can be
the more contentious aspects of what can we apply our technology applied to the F1 team as well as all Tom White, of electrical systems

LAT
Ford Europe’s current motorsport to that will create a challenge, and of Caterham’s other automotive and provider DCE, has moved from
strategy. Basically, it’s planning make it worthwhile for us?’ technological interests. Iley will also the UK to work at the company’s
on switching its current EcoBoost Among the things discussed now take a more active role, along US production facility in North
with Mark Smith and team principal Carolina. White, who has been
Formula Ford to the new for include WEC – ‘but it’s not
Cyril Abiteboul, in managing the at DCE UK since 2006, has
2015 FIA Formula 4 in the UK. something we’re interested in
technical partnerships Caterham F1 worked in a variety of motorsport
This depends on it winning the right now’ – and among the things
has with Renault Sport F1 and Red disciplines during his time with
contract from the MSA, to to be ignored is Formula 1: ‘We the company, including F1,
Bull Technology.
be decided next year, but it made a conscious decision to Indycar, NASCAR, ALMS, drag
will (probably) mean a loss of move out a long time ago, and Doug George has taken over as crew racing, Touring Cars, World Rally
the Formula Ford name, a returning is not a consideration chief at NASCAR Truck racing team and Superbikes.
switch to carbon chassis from that we have made in any of our Turn1 Racing for the remainder of
spaceframes (coming soon after strategic discussions since.’ the season. Former crew chief Joe
planning director. Fatho joins Falken
the recent FF change to a winged But Quinn’s involvement in Shear Jr has moved to Ken Schrader
from Mitsubishi Deutschland.
car), and almost certainly a move motorsport is not all about high- Racing, where he will take over and
lead the 2014 Truck campaign for
to a spec formula. powered marketing meetings, Lotus head of aerodynamics, Dirk de
NASCAR K&N Pro Series East winner
It is perhaps the move to one- and on some weekends he can Beer, is to move to Ferrari for next
Cole Custer.
make chassis which is the most even be found marshalling at club season, where he will work alongside
controversial aspect of this. After level rallies in his native Cork. He Loic Bigois. The South African’s
The decision on whether to try
all, FF is one of the last remaining does this for fun, but it has its departure from Lotus to Ferrari
Formula 1 boss Bernie Ecclestone
places for chassis constructors uses, too. ‘It’s great to be able to marks the third major defection from
on bribery charges has now been
Enstone to Maranello this year, with
to ply their craft. But Quinn is put something back, but it’s also delayed until next year. German
both technical director James Allison
certain this is the right way to go: a great way of keeping up with prosecutors have postponed the
and driver Kimi Raikkonen also
‘We need to take these things into the sport and understanding it,’ decision because they are awaiting
joining the Scuderia.
context. If you look at Formula he says. It’s somehow comforting additional information from
Ecclestone’s lawyers, while the panel
Ford today, you could almost say to know that a man who makes Ferrari chief aerodynamicist Nicolas
of judges presiding over the matter
it is a spec chassis, because while decisions on the motorsport Hennel is to move to Lotus. Hennel
is also set to change. The Munich
it is an open engineering type future of one of the world’s had been at Ferrari for just over a
court has also decided it is best
category, Mygale is almost the great car companies remains an year, having previously worked at
that the next step will not now be
only chassis on the grid; there’s enthusiast at heart. McLaren and Renault. The news
finalised until 2014.
just one Sinter out there.’ — Mike Breslin that Hennel had been snapped up
by Lotus came just a day after it
Former Nurburgring boss Walter
emerged that de Beer was moving
Kafitz has now left the Red Bull-
in the other direction to Ferrari
Ring, the Austrian venue formerly
(see above).
known as the A1-Ring, which is back
on the Formula 1 calendar for 2014.
One-time ace Formula 1 race
Kafitz was said to be instrumental in
engineer David Brown – a man who
getting F1 back to the track, but his
engineered both Nigel Mansell and
departure should not affect the
Alain Prost to F1 titles in the ’90s –
2014 Austrian Grand Prix, sources
has now left GT outfit Krohn Racing,
in the country insist.
departing the team before the end of
the World Endurance Championship
Thomas Fatho has joined Falken
season.
Tyre Europe as its new marketing
manager. Fatho’s appointment
Former IndyCar team owner Steve
follows the recent announcement
Horne is the new chairman of the
of Markus Bogner as sales
V8 Supercars Commission, taking
and marketing director. Yukio
over the role recently vacated by
Yoshida remains in charge of the
inaugural chairman Mark Skaife,
overall operational planning and
who is moving to a more strategic
development activities as corporate

December 2013 G www.racecar-engineering.com 87

 BUSINESS – PEOPLE

OBITUARY — GEORGE BIGNOTTI RACE MOVES

role within the organisation. Neil
The man who prepared more wins, two of which (1961 and
Crompton has also joined the
Indianapolis 500-winning cars 1964) came with AJ Foyt (he
Commission, in the position of
than any other chief mechanic also collected three USAC titles independent commissioner, where
in the race’s history, George in four years with Foyt), while he has replaced Chris Lambden.
Bignotti, has died at the age he also prepared the cars for
of 97. the Indy 500-winning efforts John Grant has been elected to

LAT
Bignotti was born in San of Graham Hill (1966), Al Unser replace Stuart Rolt as the chairman
Francisco and started his career (1970, ’71) Gordon Johncock of Silverstone owner the British John Smeltzer, a crew member
in racing working on midget and (1973) and Tom Sneva (1983). Racing Drivers’ Club (BRDC). Rolt in the NASCAR Nationwide Series,
had stepped down from the role has been indefinitely suspended
sprint cars – following in the Bignotti started his own
after completing two three-year from all NASCAR competition for
footsteps of older brothers Al team in 1980, running Marches,
stints. Grant is a former chairman violating the sanctioning body’s
and John – before arriving on the but sold it at the end of 1983
of the MSA and a successful historic strict substance abuse policy.
top level US single seater racing and returned to working as a racer. Outside of racing he was with
scene in the mid-1950s. chief mechanic. After retiring Ford for 25 years, where he was
Cars prepared by Bignotti he continued to work in head of corporate strategy in the US Fairbanks Indiana Broadcast Pioneers
scored seven Indianapolis 500 motorsport research and also as for a spell as well as the No.2 Hall of Fame. Davidson has been a
a spokesman for Mobil. at Jaguar after Ford’s purchase of member of the Indianapolis Motor
Indianapolis Motor the firm in 1990. Speedway Radio Network team
Speedway president Doug Boles since 1965, and since 1971 he has
Dylan Napier, the team manager been heard throughout the month
said. ‘We’re saddened to learn of
at the Tony D’Alberto Racing V8 of May with qualification coverage
the passing of George Bignotti.
Supercars squad, is to leave the team. and the nightly Talk of Gasoline Alley
George is a true legend. He
Graham Jenkins will fill Napier’s role call-in programme.
set a standard for mechanical at the final two races of the season,
excellence and preparation at at Phillip Island and Sydney, but the John Barnes, managing partner
the Indianapolis 500 that has team is now on the hunt for a new at IndyCar outfit Panther Racing,
yet to be matched and may manager for 2014. is to be presented with the Spirit
never be reached. of Hope Award, given annually to
‘George’s love and loyalty The Phoenix Racing Sprint Cup team individuals who have helped the US
toward the 500 never waned has appointed veteran crew chief armed forces. Barnes has been the
Jimmy Elledge to tend its No.51 driving force behind Panther Racing’s
throughout his wonderful,
Chevrolet until the end of the season. partnership with the National
long life, and he had countless
Elledge replaces Nick Harrison in the Guard since 2008 and has created
friends and admirers in
post. Harrison has moved to Richard the ‘Operation Hire Our Guard’
Gasoline Alley and the IndyCar Childress racing, where he is now crew employment programme, which seeks
George Bignotti at the1974 USAC community.’ chief on the No.33 Chevrolet. to help National Guard soldiers with
Indycar Series when he was chief George Bignotti unemployment issues.
mechanic for Gordon Johncock 1916-2013 Andrew Villa is to head up the new
US office of specialist and motorsport McLaren Applied Technologies has
insurance provider Ellis Clowes & announced the appointment of its

Mallory Park operator goes Co. Villa, who is now the firm’s chief
operating officer, is well-known
first regional director for its Asia
Pacific operations. Kok-Leong Lim
within the US motorsport scene. He has been promoted from within MAT
into administration will be responsible for setting up the
new office, which is to be based in
and will take responsibility for the
company’s activities across the Asia
There is a question mark over MPML, which ran the circuit Rochester, NY. Pacific region. He will be based in
the future of motorsport at on the behalf of the BARC, MAT’s new Singapore headquarters.
Mallory Park after the company was fined £2500 and ordered NASCAR Sprint Cup outfit Furniture
that runs the UK circuit was put to pay £23,000 in costs after Row Racing has made substantial Motorsport PR company Compelo has
into administration. being found guilty of operating changes to its over-the-wall pit crew. appointed Paul Kingsley, partner
The move follows a long- outside the limits set down in its The No.78 team now features four at Vivacity – a sport and lifestyle
running dispute over noise at local planning agreement. It has new members from the NASCAR marketing consultancy – to its board,
Nationwide Series programme at along with Progressive Media Group’s
the Leicestershire venue, which subsequently failed to get an
Richard Childress Racing; it was able managing partner, and former Team
culminated in a large fine for increase in the number of days
to do this as Furniture Row and RCR GB Chef de Mission for London 2012,
the company that runs the track, on which it is allowed to operate. Andy Hunt. The news comes as it
have a technical alliance. The new
Mallory Park Motorsport Limited MPML says the current men are Thad Wymer, Jake Lind, was announced that Progressive
(MPML), earlier this year. operating conditions, which Brian Gainey and Josh Sobecki. Media Group – a privately held
were set in 1985 and allow international group of companies that
for a maximum of 44 race Donald Davidson, the historian at span media and business information
days plus its traditional the Indianapolis Motor Speedway, services – has taken a significant
Wednesday test day, make has been inducted into the Richard M ownership interest in Compelo.
the venue financially unviable.
The news does not Q Moving to a great new job in motorsport and want the world to
necessarily mean an end to know about it? Or has your motorsport company recently taken on
Mallory is steeped in motorsport racing at Mallory Park, and an exciting new prospect? Then send an email with all the relevant
information to Mike Breslin at [email protected]
history – here’s Jochen Rindt’s administrator Ian Robert has
Brabham BT10 in action in 1964 vowed to fight for a solution.

December 2013 H www.racecar-engineering.com 89

 BUSINESS – PEOPLE

BUSINESS TALK: CHRIS AYLETT

Optimism beckons
Chris Aylett says that the good times are set to return

O
nce more we enter the popular in 2015. IndyCar sounds attracts key influencers and which they can – if they wish
infamous ‘show period’ and as though it will begin to ‘liberate’ speakers from around the world – bestow on the motorsport
look forward to business some supply opportunities from to bring the delegates up to date. supply industry is huge. Handled
at PMW, SEMA, PRI and Autosport the grip of Dallara during 2014. I have to encourage you to go carefully and correctly it can
International. I can’t help but be Drag and off-road racing are both to www.the-mia.com and secure create wealth across our industry,
impressed by the improvement in booming and offer plenty of new your company’s showcase display, but the alternative can bring
the economic figures that affect opportunities, so PRI is a real or attend as a delegate, as it will suppliers to their knees. The
most of our important markets. must-do this year. be a sell-out due to all of the move to more energy-efficient
The USA is having a general Europe comes together at media hype surrounding this area turbo engines in F1 is in the right
up-swing in employment, house Autosport International, which of business. direction, as was KERS in its day.
prices and consumer spending, as kicks off with the MIA’s Low You can see from this why I am Decisions of this nature can really
are the UK and Germany. France Carbon Racing Conference on confident that 2014 could well be galvanise the interest of new
and Italy are improving but more Wednesday 8 January. So much is the beginning of a breakthrough customers, be they automotive,
slowly, and those emerging defence or otherwise. The
markets of China, India, Russia FIA must use its regulatory
and Brazil are showing continuing influence to help the motorsport
signs of good growth. This means supply industry gain new low
sponsorship for motorsport is likely carbon technology business
to return, as consumer spending from automotive.
means more brand activity. It is Some relatively simple
also important to have a general rule changes carefully crafted
air of confidence within a nation’s with the direct input from
economy for sponsors to be willing the motorsport supply chain
to put their brands on sports such can meet the demands for
as motor racing. future technologies which
These shows are the perfect the automotive industry has
time to engage with areas of new Supplying defence is an important growth market for racing companies now made clear through their
business. I read that the German Technology Road Map of the
motor racing scene looks positive now happening under the banner year for motorsport. The MIA Automotive Council. These
for next year across the board, of low carbon which brings new National Survey, which is due to clearly show the direction of
and that will be good news at business opportunities. The be launched very soon, confirms technology travel that technology
PMW. PRI shows all the signs recent successful sale of Flybrid that the UK motorsport industry companies wish to take. All the
of attracting a huge group of has awakened interest in many should be back to pre-2008 motorsport rule-makers need do
hardcore racing buyers to Indy, motorsport companies seeking to levels in 2014, a tremendous is work with their motorsport
and the US race scene looks to be get involved in this fast-growing achievement. More importantly supply chain to bring in their
emerging from the doldrums. The and profitable area of business. to me, however, is that future technologies at the right time,
United SportsCar Championship, Williams Advanced Engineering years now seem really bright with and a prosperous future of the
whose inaugural race is the Rolex has led the way, alongside plenty of new, somewhat diverse sport would be guaranteed. A
24 on 25-26 January, brings McLaren, Lotus Engineering, Delta opportunities opening up that great deal hinges on the election
together an amazing potential Motorsport and others. Formula E were not there five years ago. of the FIA president and whether
grid of 100 sportscars and GTs. I is capturing headlines, as well as The growing links of real business the winner has the commercial
hear that the new technical rules Lord Drayson’s land speed records, from mainstream automotive and vision to grasp this opportunity,
will mean urgent modifications and this all heightens awareness defence gives a real boost to the and more importantly, to see the
will be required for many of these of the sales to be made to future and offers security from value of working closely with
cars under the ‘equivalency’ mainstream automotive OEMs the fickle world of motorsport their friends in the motorsport
banner. IMSA, the sanctioning and race series worldwide. As a sponsorship. These long-term supply industry and not simply
body, is working hard to be fair new country decides to grow its solid industries can offset the OEM manufacturers who use
to all competitors, but in doing motorsport footprint, in virtually some of the risks of supplying motorsport to sell their cars.
so, they will create opportunities every case they look for an energy motorsport, so I foresee a much Good luck, and please
for some to upgrade and that is efficient series as a starter. healthier motorsport business come and visit the MIA stand
good for business. IndyLights are The Low Carbon Racing sector being created over the at the shows over the winter,
now operating through Petersen Conference is the world’s largest next five years. or come along to one of our
Promotions and a new car will meeting place of those producing One question remains, and business receptions to meet new
be announced any day. There green high performance that is the role of the FIA under customers – all of the details can
will be good business to be had technology solutions for this a president to be elected this be found on our website. You
for that series, which will prove growing market and always month. The commercial influence would be very welcome.

90 www.racecar-engineering.com A December 2013

 BUSINESS – PRODUCTS

TEST RIGS ELECTRONICS

Morse Measurements Bosch MS3 Sport GT3 Cup

Salisbury, NC based Morse wheel cars, where ride height Bosch Motorsport has recently directly with the car’s existing
Measurements have recently has a considerable impact on released a version of its MS3 wiring harness and requires
added a number of features aerodynamic performance, it is ECU for ex-Porsche GT3 Cup cars. no modification to fit. The ECU
to their in-house K&C testing also applicable to other vehicle By regulation, these came with carries features such as rpm cut
systems. First up is a new ride types. The second addition is the a locked ECU, but the new unit for sequential gearboxes, three
height fixture that allows quick integration of a CMM system to from Bosch allows for full access map options and asymmetric
and accurate measurement their test rig, to give accurate to engine control parameters, ignition and fuel timing, while
of ride height on the K&C rig. measurement of suspension allowing for hardware changes the whole unit is encased in a
Traditionally this measurement pickup points and allow for to be accommodated. Unlike very compact aluminium housing,
has been difficult on K&C rigs, the assessment of component most aftermarket ECUs, the weighing just 250g.
due to the lack of a suitable deflection under load. new unit from Bosch integrates www.bosch-motorsport.de
ground plane reference. Useful www.morsemeasurements.
for sports cars and open- com

HEAT PROTECTION

DEI Tunnel shield

Heat protection specialists DEI Constructed with an embossed
claim to have made significant 10 mil aluminium face bonded
improvements to their Floor to 1/8” composite glass-fibre
LUBRICANTS and Tunnel Shield, and have core and backed with a high
relaunched the product as Floor temperature, super-strong
Prolong Nitro oil and Tunnel Shield II.
Floor & Tunnel Shield II
pressure sensitive backing, it
can withstand up to 1750°F of
limits heat transfer on fire direct continuous heat. DEI also
Oil dilution is a fact of life for Nitro Racing oil is available in walls, transmission tunnels, claims its improved multifaceted
anyone running a methanol 70W and 50W variants and floor boards, fuel cells and other aluminium surface offers
or nitro fuelled drag car, is tailored to provide stable areas where heat is an issue. improved reflectivity and rigidity
particularly with any form lubrication even when diluted. and allows for ease of installation.
of forced induction. Under Beyond simply being a very At only 3/16” thick, this product
extreme cylinder pressures thick oil, the new lubricants can be shaped and trimmed for a
large quantities of fuel have an additive package that custom fit and is ideal for minimal
invariably end up in the sump, provides a viscosity index of clearance areas.
diluting the lubricating oil by 105 and 135 respectively, www.designengineering.com
anything up to 50 per cent ensuring resistance to the high
and greatly reducing viscosity. temperatures experienced
This means that engines tend in extreme applications. The
to be run with much higher viscosity index represents an
viscosity oils than would oil’s resistance to temperature;
normally be found in racing an oil with a low viscosity
applications. To address the index will thin out rapidly as
specific demands of this type temperatures increase, reducing
of engine, oil manufacturer its effectiveness as a lubricant
Prolong, of Ponoma, California, – particularly at component
has recently released a new interfaces that experience
range of lubricants for these boundary lubrication conditions.
specific applications. Its new www.prolong.com

92 www.racecar-engineering.com ? December 2013

 WIRING FUEL SYSTEM

Auto Meter EGT Extension Quick Fuel Technology’s 2-Port

Modules to Extend and 4-Port Fuel Pressure
Thermocouple Wiring Regulators
Maintaining original wiring issue has previously limited Quick Fuel Technology (QFT) Flourocarbon diaphragms, Viton
length on exhaust pyrometers, mounting flexibility on a variety has released two new fuel O-rings, stainless steel pins,
also known as Exhaust Gas of vehicles where the signal pressure regulators that feature brass valve guides and hard-coat
Temperature (EGT) sensors, is processors are required to be hard-coat anodized billet housings anodized diaphragm plates. The
critical for optimum performance. located some distance from the and internal components that 2-port model is rated for up to
Deviation from or alteration to engine. To help with this, Auto are compatible with gas, alcohol 650hp, and the 4-port version
the thermocouple (sensor) wiring Meter has developed a pyrometer and E85 fuels. Additional is intended for applications
or connectors for these gauges extension cable for their range of protection against corrosion producing in excess of 650hp.
can have a dramatic impact on EGT sensors allowing for wiring and deterioration include www.quickfueltechnology.com
instrument performance. This length of 10ft. to a maximum
of 75ft without loss of signal
accuracy.
www.autometer.com

EFI CONVERSION

FAST cam signal distributor

Though carburettors still removes the need for auxiliary ELECTR0NICS
dominate drag racing, many sensors and reduces the quantity
classes now allow the use of
electronic fuel injection systems
of engine bay wiring. The
sensors are incorporated into a
CARTEK expand range
on engines. When converting an regular distributor body which
existing engine to EFI, one of has been modified to optimise
the key modifications is often the performance of the new
the addition of crank and cam components. As the inside of
signal sensors for inputting into a distributor is very noisy in
the ECU. To help simplify such terms of electromagnetic
installations, injection system interference, the sensor
supplier FAST has introduced electronics have been shielded to
a new distributor unit that reduce the impact of signal noise
incorporates the required sensors on timing accuracy.
to provide such signals. This www.fuelairspark.com

CARTEK are breaking into the switch panels with fully-

growing market for electrical integrated power switching
power distribution systems electronics that are designed to
with the introduction of their replace multiple switches, relays
new Power Control Panels. As and circuit-breakers, leading to
the name suggests, these new reduced wiring.
products combine customisable www.cartekmotorsport.com

December 2013
< www.racecar-engineering.com 93

 BUSINESS – PRODUCTS

SENSORS

Variohm EuroSensor
expands range
Variohm EuroSensor has expanded its range of
competitively priced pressure sensors with the
new EPT1400 series for gas and liquid gauge
pressure ranges to 250 bar. The miniature 304
grade stainless steel sensor is based on an M8
port configuration in a 14 mm diameter, SW14
body, with a nominal length of 32 mm.
www.variohm.com

HOSES

Lightweight hoses from XRP

XRP has just launched its The lightweight hose assembly
ProPLUS Race Hose, an anti- uses Race Crimp Hose Ends, and
static PTFE smooth-bore hose comes with a choice of three
manufactured using a patented outer braids: SS, lightweight
process that creates external XtraTemp Monofilament, or
convolutions on the outside of the Aramid Fiber. Compatible with all
tube wall for increased flexibility, automotive fluids and fuels, the
and not on the inside where they ProPLUS Race Hose resists fuel
can impede flow, create turbulence permeation and diffusion.
and trap contamination. www.xrp.com

SENSORS

TOOLING
Sophisticated thermosensors
TenCate Advanced for motorsport success
Composites expands range For more than 30 years, and Formula 1 – which
Therma Motorsport has been the are comprehensively adapted to
The TenCate AmberTool thermoset portfolio has expanded partner of choice for high-quality the individual technical demands
to incorporate what was formerly known as Amber thermosensors for customers across of each customer. The Therma
Composites’ HX-series tooling range, with previous tooling a range of series. They develop range includes thermosensors for
prepregs available from TenCate, including 3M’s nanosilica proven standard applications and exhaust systems, tyre and braking
fortified resin technology. innovative solutions for racing systems, and fluids, plus display
www.tencateadvanced composites.com teams – from entry level formulae devices and transmitters.
to professional series such as DTM www.therma-motorsport.de

94 www.racecar-engineering.com 8 December 2013

 How to get the best out of
the Autosport trade show
Whether you have made a decision to attend or exhibit in an international exhibition,
here are a few tips based on personal experience gained over the last 20 years

S
ome points and solutions to consider SHIPPING AIRPORTS AND AIRLINES
before attending or exhibiting at It is important to find a supplier with Try to fly to the nearest airport to the
international exhibitions: logistics, experience who offers on-site supervision exhibition, as it will save you hours of extra
from leasing the space to building and lifting services should you require them. travelling and time.
the stands; handling goods to and from the It is vital to establish whether they offer If you have a loyalty programme with
exhibition and, of course, tying up all travel supervision and services for pallet deliveries an airline it is advantageous to try to use
and transportation issues with travel services; either single or multiple. Even the smallest it, but sometimes it can be a good idea to
visa support, hotel accommodation, airport/ consignment needs the same expertise as shop around. Make sure you keep some
hotel transfers; exhibition freight handling, larger consignments. business cards on you, as you will often meet
on-site handling. My main objective is to point Again, most exhibition organisers have other people in the motorsport industry at
you in the right direction and avoid the many an operations department that can provide airports and on your flight. The business of
problems you may encounter. helpful information and a list of shippers. networking starts the moment you arrive at
Another tip is to speak to a company the airport.
TRAVEL already going, and ask them who they
Very important: You may need a business would recommend RENTAL CARS
visa to travel to the US, either to attend or Weigh up the cost of renting a car. If you
to exhibit at a trade show. If exhibiting you ACCOMMODATION only need transport to your hotel, it may be
can display samples, sign contracts, and take All exhibition organisers will have a list of cheaper to take a cab or ground transport.
orders for products made outside the USA. hotels near to the exhibition. It can be a false Many hotels have free shuttles. If you have a
However, you cannot sell or take orders for economy to select a hotel some distance away programme with a particular company, then
products made in the USA. to save on your budget, and then pay over the check their rates, but most airports have a
For overseas delegates planning to come difference in taxis. selection of the leading rental companies.
to the UK to attend or exhibit at a tradeshow, Try to find a hotel that is very popular with
it is wise to check with the UK customs the other exhibitors, as this will enable you to TIPS
or immigration. A Google search will be network after the show in the bar. Sometimes It is vital you take the necessary adaptors
helpful and should provide the appropriate some very good business is done after hours. for the country you are staying in: check
information, while the MIA (Motorsport If you have a loyalty programme with a the voltage and plug configurations. It is
Industry Association) could also be a good hotel chain, it can be a good idea to consider sometimes impossible to obtain the correct
place to start.Most exhibition organisers will using it. I have found hotel business centres adaptors once you have arrived, and if
be very helpful and will know about local rules to be very useful – for several years, I had my avaiable they will be expensive.
of conducting business. products delivered directly to the hotel. Make sure you remember the leads for
laptops, tablets, iPads and mobiles. I always
take a reserve battery or portable charger, as
nothing is worse than running out half-way
through the day. It happens more often than
you think...
Take plenty of business cards as they are
one of the most vital assets of your business.
If you do run out, take one to the business
centre at the exhibition; they will have the
facility to print some more for you.
A small folding trolley or travel case with
wheels can be very useful; they don’t cost
much and are worth their weight in gold.
I hope the above will be of assistance to
you, and wish you a great show.
Tony Tobias

96 www.racecar-engineering.com ; December 2013

Sin R1: Just 18 months from
concept to road and race cars
A
concept born in a International stand, 12 months progress. In the final round, at
meeting at Autosport after the parties first met. Donington, we were running
International Motorsport Business Week
International 2012 In the nine months since second in class at one stage.
(IMBW) will again bring the industry’s key
and launched at January’s breaking cover, development 'We’ve already seen a lot of
figures together in Birmingham on 6-12
2013 show, the Sin R1 of the vehicle has continued interest in the Sin R1. Several
January 2014. Now in its fourth year, IMBW
sportscar project will return and it has now contested three teams are looking at testing will host a range of focused events to
to Birmingham’s NEC for next rounds of the GT Cup since it over the winter, and chances provide a week of extended networking
year’s show, with fully-fledged making its first appearance at are there’ll be three or four and business opportunities, leading into
race and road versions. Silverstone in August. teams running it in the GT Autosport International.
'A lot’s happened since we Cup next year.' www.autosport
started discussing the project The Sin R1 features an international.com/trade
at Autosport International FIA-homologated spaceframe
2012: if you told us where chassis from Pro Formance
we’d be 18 months later, Metals, weighs 1,000kg in ANSYS BOOKS UP
starting from a blank piece of race specification, and is ANSYS has booked its place at the
paper, I wouldn’t have believed powered by a Chevrolet Autosport Show. The company
you,' explains Pro Formance LS7 V8 engine producing develops, markets and supports
Metals director Phil Matts. approximately 500 bhp. engineering simulation software
'We had the prototype Sin R1 Fellow Autosport used to foresee how product designs
at the show in 2013, and we’ll International exhibitors AP will behave and how manufacturing
be back in January for the 2014 Racing and M.E.RIN Safety Fuel processes will operate in real-world
The vehicle is a joint venture event with full road-going and tanks are involved, supplying environments.
between British company race versions, ready for the brakes and full cell solutions. ANSYS simulation tools are used
Pro Formance Metals and the open market. For more information about extensively by motorsports teams and
newly-formed Sin Car GmbH in 'There’s been lots of hard Pro Formance Metals, visit are indispensable in developing aspects
Germany, and made its public work and no sleep, but every www.proformancemetals. of race cars, such as air intakes, engine
debut earlier this year on the time the car’s been on track co.uk or Stand 6405, Hall 6 at ports, body structures, suspension,
Daventry firm’s Autosport in the GT Cup, we’ve made Autosport International 2014. engine control electronics and others.

ENGINE VILLAGE
EEC LAUNCH NEW FUEL BOWSER to eliminate any possible spark risk. The pump uses Bookings are now being taken for the new
Weighing specialists EEC Performance Systems an explosion-proof motor and ancillary components Engine Village organised by The Engine
announce their new f-POD Intelligent Race Fuel are ATEX-approved. Rebuilder at Autosport Engineering. The
Bowser. Designed with input from one of the UK’s The f-POD is CE marked and meets all current Engine Rebuilder serves the interests of
leading single-seater teams, the new bowser has applicable directives. engine machinists and rebuilders, and the
addressed all of the issues raised on conception. For more details contact EEC Performance 'Village' will include companies involved in
With a UK base and technical support, the f-POD Systems on 0044 (0)1455 891623, email and supplying this market.
offers much more than any market rival. [email protected] or visit www.
The 10.2” full colour touch-screen PC, combined eecperformancesystems.com.
Trade registration
with EEC’s inspired step-by-step graphical You can also visit EEC Performance Systems at
Registration is now open for Europe’s
instructions, means that the f-POD is child’s play to the Autosport International exhibition stand E342.
largest dedicated motorsport trade
use, making refuelling errors a thing of the past.
show, Autosport International 2014.
The f-POD can run multiple drivers
Held at Birmingham’s NEC on 9-12
simultaneously, recording a data history which
January, the event will again include
is available to view instantly on screen and to
two days dedicated to industry guests,
download via USB.
Autosport Engineering in association
EEC’s patented ATC system ensures the f-POD
with Racecar Engineering, on 9-10
weighs fuel accurately at any circuit in the world
January. Adult tickets are £26, with
without the need for recalibration.
discounts available for group bookings.
With safety a priority, all electronic components
Register now at: www.autosport
and the battery are housed in a sealed steel cabinet
international.com/trade

December 2013 I www.racecar-engineering.com 97

 BUMP STOP

Peace in our time

PIT CREW

T
hrough the fog of GT racing there appears to agree, and want something different, we would stop [this
Editor
Andrew Cotton finally be an accord: a timetable was laid out process]. But if 16 say it is in our interests because we
@RacecarEd
for the creation and approval of regulations for save money, we will try to do it. The only reason that we
Deputy editor
Sam Collins the new generation of sports car. The plan is are doing this is to try to save costs. It is very simple. We
@RacecarEngineer
News editor to present the regulations to the FIA World Motor Sport don’t do this for pleasure!’
Mike Breslin Council (WMSC) in June 2014, and to the public at the Le Porsche welcomed the move, and said if GT3 was
Design
Dave Oswald Mans 24 Hours shortly afterwards. the base platform, it would be the end of manufacturer
Sub editor The technical working group appears to have reached involvement in the World Endurance Championship
Kate Walker
Contributing editors agreement between the 16 manufacturers regarding the category. ‘From when the discussion started we always
Paul Van Valkenburgh
Technical consultant
base model of the GT cars. The only discussions now are said that there needs to be two different cars for two
Peter Wright the power difference between the new GT and GT Plus different categories,’ said Porsche motorsport director
Contributors
Ian Bamsey, Mike Blanchet, George (some are looking for 15KW difference, which will lead Hartmut Kristen. ‘We might have a GT3 category where
Bolt jr, Lawrence Butcher, Ricardo
Divila, Simon McBeath, Danny
to a 1.5s lap time difference at Le Mans, others a 30KW we want to progress balance of performance, and another
Nowlan, Mark Ortiz, Don Taylor difference and a gap of two seconds), with weight a factor. category where someone may want to have manufacturers
Photography
LAT, WRi2 Do manufacturers go for 1200 or 1250kg? Or, as some and professional racing in GT. This has to be focussed on
Deputy managing director have requested, 1300kg? What of the engines? Some a clearer technical definition and would not impact from
Steve Ross
Tel +44 (0) 20 7349 3730 consider that the cost of producing a racing engine with balance of performance because otherwise it goes crazy.’
Email steve.ross@
chelseamagazines.com sonic restrictors is prohibitive; others say that you can only Aston Martin agreed. ‘The talks are ongoing, but we
Head of business produce racing engines for manufacturer competition, as have the clear view that GTE cars should be separate
development
Tony Tobias GT Plus is destined to be. from GT3,’ said team principal John Gaw. ‘GTE should
Tel +44 (0) 20 7349 3743
Email tony.tobias@ However, I am not sure be manufacturer cars with sonic
chelseamagazines.com
Advertisement manager that agreement is universal. restrictors and professional drivers.
Lauren Mills The idea of growing a GT GT3 should be for customers, and
Tel +44 (0) 20 7349 3740
Email lauren.mills@
chelseamagazines.com
Plus machine out of the The idea of growing we have been clear all along our
Marketing manager current GT3 car is ‘dead in the point of view. We demonstrated at
William Delmont
+44 (0) 20 7349 3710
[email protected]
water’ according to several a GT Plus machine out Silverstone in the Blancpain series
manufacturers. Stephane Ratel, what happens when manufacturers
Publisher Simon Temlett
Managing director Paul Dobson the father of GTE, GT3 and GT4, of the current GT3 car race GT3 cars with proper drivers,
believes that the base is a GT3 with a fully optimised car: you beat
Editorial
Racecar Engineering, Chelsea
Magazine Company, Jubilee House, car, and Bentley, which has built is ‘dead in the water’ all the customers.
2 Jubilee Place, London, SW3 3TQ
Tel +44 (0) 20 7349 3700 one but not raced it must be ‘My understanding of where
Advertising banking on it being so. things are – that is, the route that
Racecar Engineering, Chelsea
Magazine Company, Jubilee House, But Vincent Beaumesnil, general manager at the ACO, will be taken for the future – is that they will be separate
2 Jubilee Place, London, SW3 3TQ
Tel +44 (0) 20 7349 3700 says that it will be a clean sheet design. ‘You must consider cars. There will be common components such as the
Fax +44 (0) 20 7349 3701
that we start from a white sheet of paper to define the 7<5GG=G
6IH
H<9
-
75FG
5F9
HK=79
5G
9LD9BG=J9
HC
FIB
5G

Subscriptions
Subscriptions Department future of GT,’ he says. ‘We do not start from the basis a GT3 car. Not many customers can afford to run GTE cars,
800 Guillat Avenue, Kent Science Park
Sittingbourne, Kent ME9 8GU of GT3 or GTE; we define the new set of rules, both in but GTE cars need to be that way because manufacturers,
Telephone +44 (0) 1795 419837 philosophy and process. The target is to define what is when they get involved, can optimise cars. I don’t think
Email [email protected]
http://racecar.subscribeonline.co.uk common between GT and GT Plus. GT is a more customer- that Audi or any of the others should be allowed to race
Subscription rates based car, and GT Plus will be the high level GT – like GTE GT3 cars.’
UK £66 (12 issues)
USA $162 (12 issues)
Pro here – but we want to have common parts to make sure When the process first began in earnest, one
ROW £84 (12 issues) that the manufacturer can make one development with representative said that it would help if the manufacturers
News distribution two cars with several points that are different, in kits. could all agree on where to start the discussion. It seems
COMAG, Tavistock Road, West
F5MHCB
&=88L
.
* ‘We have agreed on this, but on a few principles like that is now pretty much agreed. Once the rules are agreed,
Printed by Wyndeham Heron
Printed in England
engines that is not decided,’ he acknowledges. ‘You can we then need the proliferation of series running different
ISSN No 0961-1096 have a shape for the two cars and you define some parts iterations of the same car to die out, leaving a clear picture
USPS No 007-969
that you are allowed some aero development for Plus and for the long-suffering enthusiast.
not on GT, but you will never hear me say that we will make
a GTE or GT3. For me it is a new GT.
‘We need to find a balance. The main principle is that EDITOR
www.racecar-engineering.com all 16 manufacturers agreed. If, at some stage, half don’t Andrew Cotton

To subscribe to Racecar Engineering, go to

www.racecar-engineering.com/subscribe or email [email protected]
telephone +44 (0) 1795 419837
R
Racecar Engineering, incorporating Cars & Car Conversions and Rallysport, is published 12 times per annum and is available on subscription. Although due care has been taken to ensure that the content of this publication is accurate
and up-to-date, the publisher can accept no liability for errors and omissions. Unless otherwise stated, this publication has not tested products or services that are described herein, and their inclusion does not imply any form of
endorsement. By accepting advertisements in this publication, the publisher does not warrant their accuracy, nor accept responsibility for their contents. The publisher welcomes unsolicited manuscripts and illustrations but can accept
no liability for their safe return. © 2013 Chelsea Magazine Company. All rights reserved.
R
+9DFC8I7H=CB
=B
K<C@9
CF
=B
D5FH
C:
5BM
H9LH
D<CHC;F5D<
CF
=@@IGHF5H=CB
7CBH5=B98
=B
H<=G
DI6@=75H=CB
K=H<CIH
H<9
KF=HH9B
D9FA=GG=CB
C:
H<9
DI6@=G<9F
=G
GHF=7H@M
DFC<=6=H98

Racecar Engineering (USPS 007-969) is published 12 times
per year by Chelsea Magazine Company in England.

98 www.racecar-engineering.com R August
December 2013
2008
Brake control
from green light
to chequered flag.

Double victory for PAGID RS partner

Aston Martin Racing at the World Endurance
Championship race in Austin Texas.

Our „yellow pad“ (Pagid RS 19 and RS 29) has been the benchmark
in endurance racing for many years. With the knowledge gained as the
world’s leading friction manufacturer, TMD Friction have developed an
endurance racing brake pad which is even better: The new generation
Pagid RSL1 has excellent modulation and release characteristics,
as well as stable friction across a broad temperature range.
Better still; the wear rate has been significantly improved to give you
the race performance you need. With the highest degree of braking
performance, PAGID RS brake pads deliver the competitive edge
that drivers demand.

www.pagidracing.com · [email protected]
+ 49 6172 59 76 60
Pagid is a registered trademark of TMD Friction