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Nissan’s
All new V8 Supercar
Tin-top return for Japanese car maker

03

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CONTENTS MARCH 2013 VOLUME 23 NUMBER 3
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CoVER sToRY
TECHnICAl
8 nissan Altima V8 supercar
Japanese manufacturer enters the lions 45 The Consultant
den as it takes on Ford, Holden and Mark Ortiz answers our readers’ questions
Mercedes in Australia 49 Databytes
How to configure a fly-by-wire throttle
51 Aerobytes
Columns We start a new series with a Subaru Impreza
5 Ricardo Divila 55 Interlinked suspension
Our columnist considers the brilliance and failings of the mind Manuel Greiner introduces new thinking on an old concept,
and suggests there are significant gains to be made
7 mike Blanchet
GT endurance racing sits on the brink of success 63 sensors
Smaller, more effective, and increasingly affordable –
everything you need to know about the current kit
FEATuREs 71 Wiring looms
The state of the art in electronic interconnection
17 mazda 6 skyActiv
The first car to enter Grand-Am’s new car is a diesel 74 Formula 3 engines
TOM’S and Neil Brown unveil their new engines built to new
24 Race2Recovery Formula 3 regulations
Injured soldiers complete world’s toughest rally
79 Danny nowlan
28 Group R regulations Our expert delves into pitch data, and invites you to apply
Martin Sharp explains rallying’s new categories what you’ve learned in an all-new competition
31 Formula 4, Formula Ford
Two junior category cars unveiled at the Autosport
International Show set tongues wagging
BusInEss nEWs
84 Industry news
TRADE sHoWs RounD-uP Lotus goes bust, Prodrive sell FPR and much more
37 Autosport International show 90 Racecar people
All the latest information from Europe’s biggest motor racing Q&A with SPAL’s Matthew Morris, the latest Race Moves
show, plus some entertaining pictures of the editorial team and sponsorship news, plus a farewell to Guido Forti
42 Trade show roundup 95 new products
We assess the merits of the PMW show in Cologne, and the final Xtrac’s new gearbox, plus more of the latest kit from
PRI show in Orlando. Next year, it moves to Indianapolis AP Cosworth, Zircotec, EOS, Titan and Viper
98 Bump stop

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W S 11:08:14
I - 28 AM
 STRAIGHT TALK – RICARDO DIVILA
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Memory matters
Knowledge is power. Well, the bits you remember are, anyway…

E
arlier today I awoke to find we have. But our perceived past fit facts into established of nature; no one has yet. Let
myself hurtling through has changed, with endlessly mental frameworks. We tend Newton, Charles, Boyle, Bramah
space at 66,000mph on recounted stories magnified into to remember facts that accord and Bernoulli rest in peace.’ But
a smallish rock that was incessantly myth, before finally assuming with our worldview, and discount the way you work and reason is
circling a giant nuclear fireball… And the epic form of unreality. statements that contradict it. amenable to review, deeply and
it being that time of year, in the But O! The aura of that re- Psychologists have suggested often, not least because among
fallow season, not having been to invented past. To me the present that legends propagate by all this new information there are
a track in three weeks, there was then was really the interesting striking an emotional chord. In the applicable new insights.
time left to reflect about where I time, as I was racing and working same way, ideas can spread by Innovation means two things.
was, and was going. with my erstwhile idols, breaking emotional selection, rather than by First there’s the matter of coming
The year 2013 sees the 200th new ground in an innovating their factual merits, encouraging up with new ideas, strategies, and
anniversary of Wagner’s birth, period, much as it should be to the the persistence of falsehoods. ways of doing work. That’s the
but it does not mean we should new generation of engineers. easy part, and the constructive
expect the Götterdämmerung side. The hard part is the
of racing, despite the problems So what about today? destructive side. That’s letting go
facing the sport. A troubled The brain doesn’t gather and store of what worked for you six months
financial environment, a dearth information like a computer’s hard ago, two years ago or for the past
of jobs for freshly minted drive. Facts are stored first in the five years, bringing forward the
engineers and technicians, lack hippocampus, a structure in the fact that your reasoning skills
of sponsorship or income for brain about the size and shape of a are inherently based on pattern
teams, a struggling way of life. shelled prawn. But the information recognition, a powerful tool as
As Dickens said in The Tale does not rest there. Whenever we seen in the approaches used in
of Two Cities: ‘It was the best of retrieve it, our brain writes it down chess programming. Brute force
times, it was the worst of times, again, and during this rewrite, it is and pattern recognition - a study
it was the age of wisdom, it was also reprocessed. Over time, the found that the latter is how we
the age of foolishness, it was fact is gradually transferred to the (humans) play well. Surprisingly
the epoch of belief, it was the cerebral cortex and is detached perhaps, brute force beats pattern
epoch of incredulity, it was the from the context in which it was recognition, but as you are not a
season of Light, it was the season originally learned. As proof, you How do you like them apples, Isaac? computer, that is what you have.
of Darkness, it was the spring know that the capital of France Having wrong facts in your store
of hope, it was the winter of is Paris, but you probably don’t According to IBM, every day we of information makes things worse.
despair, we had everything before remember how you learned it. create 2.5 quintillion bytes of data, You will see erroneous patterns.
us, we had nothing before us….’ This experience is known as so much that 90 per cent of the One can often think we are
Looking over previous columns it source amnesia, and can also data in the world today has been living in the most challenging of
seems I have expressed a rather lead people to forget whether created in the last two years alone. all eras, and that everything new,
dyspeptic view of the present, and a statement is true. Even This is big data, and the problem is everything important, has been
of the future. This is, of course, a when an untruth is presented that the signal-to-noise ratio, the created in the last 15-20 years. If
good indication of getting older with a disclaimer, it is later amount of meaningful information you can go back 2,500 years and
– I remember my father saying remembered as true. With time, relative to the overall amount of see what Confucius, Buddha or
roughly the same thing, the world this misremembering only gets information, is declining. We’re Heraclitus were concerned about,
was going to hell in a bucket, worse. A false statement from a not that much smarter than we you can see that today are we are
things were so much better before. non-credible source that is at first used to be, even though we have wrestling the same problems. It
But were they? not believed, can gain credibility much more information, and helps to put a fresh perspective
In my first forays into motor during the months it takes to that means the real skill now is on what we’re doing today, and
racing in England, in the late-60s, reprocess memories from short- learning how to pick out the useful the decisions we have to take. The
I used to sit in the pub with the term hippocampal storage to information from all this noise, and cornucopia of knowledge available
mechanics, listening to the tales longer-term cortical storage. As furthermore, the ability to weed today opens huge horizons, and
of racing in the 50s and early-60s, the source is forgotten, the out obsolete and mistaken data. you kids are ideally placed to
when everything was great. Callow message and its implications gain Physics and mechanics do exploit it. Life is cyclical, and the
youth as I was, I was enthralled strength. Adding to this innate not change, as Chapman used to next boom will be your oyster. To
to hear of the drivers, cars and tendency to mould information remind us young engineers: ‘You use a hackneyed cliche: ‘Today
procedures of a bygone age, but we recall, is the way our brains cannot change the basic laws is the first day of the rest of
the underlying assumption was your life.’ So go out and explore
that racing had gone to the dogs,
and was not was it had been.
“the hard part of innovation is new things and new concepts,
remembering, ‘It was the best of
It is often remarked that we letting go of what’s worked for times, it was the worst of times…’
live in the past, as even in its Meanwhile I’ll just go back
unreliable form it is almost all you for the last five years” to misremembering.

March 2013 • www.racecar-engineering.com 5

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 SIDETRACK – MIKE BLANCHET
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GT at the crossroads
Things look healthy on the track, but one false move could derail GT racing

R
ather than analysing the highest-profile endurance series have short attention-spans, expect merged into one, most likely a
reasons for a paucity of by the battling giants of Audi, excellence without excuses, ‘GT3 Plus’. SRO fears that this
entries on race grids, it is Peugeot and more recently Toyota and demand a fair amount of will be to the detriment of the
pleasing to instead remark on the with their LMP cars. ego-massaging. But, thankfully, grid sizes, and that the quality of
healthy and continuing growth of Now, with GT events and a percentage of them like to go the racing will revert to its status
one major category of motorsport. championships in their own motor racing. The inherent safety before he had his brainwave.
Surely GT racing has seldom right, things are changing. The of modern GT cars and circuits Some manufacturers and
been as popular as it is now? This best-supported Europe-wide GT combined with driver aids and those teams with higher
past year there were more than series, Blancpain, has consistently professional team standards gives aspirations than just making living
15 international and national delivered grids of more than them what they want without prefer to race more technically-
series worldwide, and something 50 GT3 cars which, in a time of too much likelihood of hurting sophisticated cars. They see the
like 100 regular entrants. austerity, is quite amazing. Most themselves, or looking hopelessly ‘equivalency’ factor at the heart
Including one-make Cup machines, European countries boast GT uncompetitive. Thus, the business of GT3 as penalising performance
I estimate that more than 200 and success. While there are
cars were sold last season, the waivers granted or taken away
majority for GT3. in GTE, it is felt that this is done
Since Stephane Ratel, head of in a less arbitrary way. This is
SRO, with the FIA, came up with certainly the position of Ferrari
the idea of balancing performance and I believe Porsche also,
between cars rather than issuing although they both fully support
strict and complicated technical GT3 as well as GTE. They see GT3
regulations that favoured only a as the ‘commercial’ class, GTE
small number of exotica, a much as the important leading-edge
wider variety of production- showcase for the brand.
based cars has become suitable. Bizarrely, GT3 lap times often
GT3, as it was titled, stimulated beat GTE simply because GTE
the interest of manufacturers GT racing is a huge growth area during this recession, but can it last? engines are more restricted and
and teams alike. The resultant can have up to 100 bhp less. The
combination of close racing series or events of some kind as model that GT3 racing fits, ACO has problems with GT cars
and recognisable supercars has does of course the USA. Asian and particularly exploited by Blancpain, exceeding 300kph at Le Mans in
increased the image, and GT Middle Eastern regions are getting centres around attracting these particular, making it hazardous
racing has taken off. At the last in on the act as well, so for the wealthy gentlemen drivers to for the LMP2 cars to overtake.
count, 15 GT models have been teams the potential for creating turn up and drive Friday through Therefore my expectation is that
homologated, almost all of which income throughout the whole of Sunday at F1 circuits. They can the GTE proponents would like
can be competitive in the right each year makes running a GT3 compete against ‘name’ drivers in to see GT3 perform at a lower
hands and closely retain their operation highly attractive. exotic cars, socialising and having performance level to redress this
marque identity and roots. Balance Consequently, Mercedes-Benz, a fun weekend as a key factor, but anomaly and kept out of Le Mans
of Performance is not universally Audi, BMW, McLaren, Corvette, be back at their corporate desks and the WEC, while retaining GTE
popular, especially among Aston-Martin, Lamborghini, Nissan on Monday morning. more or less as it is now, the top
those with more purist views. and now Bentley have joined However, GT racing is not rung of GT racing. But, America
It’s certainly not perfect, but Ferrari and Porsche in the GT3 just about GT3, and not all is being the biggest market for
constant adjusting seems to have manufacturers ‘club,’ seeing an sweetness and light. SRO’s most of these manufacturers, the
attained its main objective – more opportunity to not only keep attempt to promote and operate Grand-Am/ALMS merger decision
manufacturers, more competitors, exposing their brand image while a GT World Championship failed, on GT regulations is keenly
big grids and increased awareness. satisfying the requests of their although Ratel is attempting awaited and may well affect
Unlike the heady days of the wealthiest and more sporting to replace it with the GT Sprint the shape of GT racing to come
1950s and 60s, with evocative customers, but also to make a Series, now re-dubbed FIA GT outside of the USA.
250 GTOs and E-Types, GT racing profitable business out of selling Series. There is currently a heated One solution could be to retain
has generally been more in the race-prepared cars and parts. debate between the ACO and two classes but using the same
background, even though this There are more wealthy and SRO over the former’s proposal ‘core’ car and engine etc which
is the area in which old hands younger people in the world than that GT3 and the more elite class can be configured to either
Porsche – between forays into ever. Stereotypically, these folk of GTE (formerly GT2) should be class by a suitable kit of upgrade
sports prototypes – and Ferrari parts. More positive discussion
have expended all their endurance
racing energies for some years.
“Balance of Performance is not and decision-making must take
place to resolve this soon. It
Little surprise, though, that GT universally popular, especially would be a great shame for all
racing has been overshadowed at concerned for the GT bubble
events such as Le Mans, and the among those with purist views” to burst prematurely.

March 2013 • www.racecar-engineering.com 7

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 SUPERCARS - NISSAN ALTIMA
WorldMags.net

Nissan’s
super Altima How the Japanese marque’s Australian V8
Supercar went from concept to reality
by StefAn bArtHolomAeuS

“We’ve had to create some pretty

funky scallops in the front bar to
find the downforce required”
8 www.racecar-engineering.com • March 2013
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 WorldMags.net

I
t’s just as well that a Despite the COTF concept its engine and body package V8 engine, receiving technical
change is as good as a having been publicly launched around the COTF’s control support from the Japanese
holiday, because the V8 as long ago as March 2010, chassis before the start of the factory along the way. Although
Supercar Championship’s Nissan remains the only new car’s first season. the COTF engine rules were
move to a new set marque to commit to the class. ‘It’s all very well to do opened up to allow quad-cam,
technical regulations for 2013 Mercedes-Benz will also be a lovely deal with a new aluminium powerplants to race
didn’t leave its teams much represented this season, but manufacturer, but once alongside the existing pushrod,
scope for an off-season break. only through a privately funded you walk away from the cast-iron units, the need to
All 28 cars on the grid AMG customer programme that boardroom you’ve actually adopt several key requirements
at March’s series opener in ultimately went ahead despite got to implement it,’ says for the ease of parity, including
Adelaide will be of the new Car the reservations of the car team co-owner and driver a 5-litre capacity, 7500rpm
of the Future variety, as the maker’s Australian division. Todd Kelly, who also holds rev limit and 10:1 maximum
category attempts to become Nissan’s push to join the the role of racing director compression ratio, ensured
more cost-efficient as well as championship saw it back within his squad’s engineering the engine programme would
more attractive to car makers former Holden squad, Kelly structure. ‘Time was not on be a major task.
outside of Ford and Holden. Racing (now rebranded Nissan our side from the start, so
Motorsport), in a deal signed we couldn’t afford to take the DRAWING PARALLELS
last February. This left the work involved lightly.’ The adaptation of the Altima
Melbourne-based team with As detailed in REV22N11, body to the chrome-moly
12 months in which to design, Kelly’s team has developed a racing chassis was also a
build, test and homologate bespoke V8 Supercar version somewhat daunting prospect
of NISMO’s FIA GT1 World for the team. First and
Championship-winning VK56DE foremost, it required the

“The windscreen angle is a little flatter

and the seat a lot further back, so when
you first hop in it feels really weird”
March 2013 • www.racecar-engineering.com 9
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 SUPERCARS - NISSAN ALTIMA

necessary Computer Aided

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Drawings of the road car from Standard Car of the Future
Nissan – a request complicated by chassis reduced the
the fact that, when the process development time for Kelly
needed to begin in February, the team and the Altima
to-be-raced model was still some
months away from production.
The Nissan V8 Supercar
programme therefore began
with a flurry of communication
between the race team and
the company’s headquarters in
Australia, Japan and the United
States in order to source the
relevant drawings.
‘Nissan were fantastic in
getting us through all the non-
disclosure and confidentiality
agreements we needed in order
to start getting some of the
CAD of the car before it was
launched,’ explains Kelly. ‘The
whole process was a big job.
Firstly we had to describe exactly just hammer-and-tongs, ordering
which files we required, because new computers and getting on to
the CAD of the car comes with Autodesk to send more licences
door linings and carpet for the through for each suite.’
floor and so on, and the size of all By early March the team was
those files is ridiculous. They had (digitally) positioning the Altima
to start getting those files over body on the chassis – a task Kelly
to Australia and get them to a says was easier than expected.
stage where we could read them While the team, as with all
on our CAD system. Holden squads, previously had
‘Even though the process to cut and rejoin key items such
went really fast to gear us as the rear doors and roof skins
up to get the CAD, actually of its Commodores to fit the now
getting it on our screens so we outdated generation V8 Supercar
could work on how to position platform, the Altima body slides
the bodywork on the cage on to the COTF with its door and The 5-litre V8 engine is a development of the GT1 powerplant taken from
was weeks of phone calls roof dimensions intact. the GTR, a reducing the cost of Nissan’s participation in the V8 series
between Australia, Japan and ‘Other than a little bit of
America. We really started the scalloping around the roll-cage, it the body on the chassis a little the bottom of the engine bay
design of the car with only (the Altima body) fitted straight bit for clearance on particular rather than the top, although
dribs and drabs of the CAD. on the car – we haven’t had parts on the roof and the roll- Kelly insists this isn’t the drama
We didn’t get to the point where to shorten the car at all. The cage where they clashed.’ that it sounds. ‘When you actually
we had a full car until well bootlid, bonnet, roof skin, all do it a few times it’s probably
into the design, because we’d that stuff is absolutely stock as HIGHER LEARNING easier than it has been with the
focussed on getting all the key per the manufacturer in terms While the position of the engine old cars,’ he says. ‘Without the
files unpacked that were going of dimensions. All we’ve done is in the chassis is identical across gearbox and all that hanging
to hold the process up.’ widen the rear guards, which is a all COTF vehicles, the extra off it [the COTF sees a move to
There was another, flare that runs through the rear height of the double-overhead an Albins transaxle] you just
fundamental, problem: ‘We had bumper, the door and the side- cam engine sees it come drop the cross-member and the
outstanding design capabilities skirt, and then lengthen the front perilously close to the bottom of bottom arms off it. The radiator
before the Nissan switch. We guard. But we have to tool up the windscreen. Naturally, this and the rack of the power
had the FEA, the CFD and all and make that stuff from scratch provided an extra challenge for steering and the whole assembly
of those bits and pieces that anyway, so it’s no problem in the design of the inlet manifold, can stay intact. So the engine can
Autodesk offer, but what we terms of manufacturing. while the airbox has been curved actually leave the engine shop
didn’t have was the volume of ‘We were lucky that the shape and trumpets crossed over to suit. with the steering system bled
everything. We had three suites of the car fits the rules so well. The airbox being hard up and cooling system bled, ready to
of it for three full-time design The only thing that wasn’t ideal against the screen also means go straight in the car.’
guys. For a while there we were was that we actually had to raise doing engine changes through Nailing down an aerodynamic
package that both matched
“For the amount of stuff we’ve had to design the figures of the Ford and
Holden and pleased Nissan
from scratch and make in-house to turn into a part aesthetically was, predictably,
not an easy job. Despite the best
on the car, it’s been unbelievably reliable so far” efforts of the design team (led

10 www.racecar-engineering.com • March 2013

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WorldMags.net

by Englishman Alex Somerset)

with CFD, the inevitable process
of physical trial and error was
highly time-consuming.
‘That was huge,’ says Kelly
of the effort required to retool
and remake different bodywork
between open-air tests. ‘The
side-skirts weren’t so bad – we
only had three variations of that
to get approved both through
Nissan and V8 Supercars, but the
work involved in the front bar
design was massive.
‘The way the shape of the
car is and the way we’ve had
to position the body is quite
unfavourable to match the
downforce that the Ford and
the Holden produce. We’ve
had to create some pretty funky
scallops in the front bar to
find the downforce required.
To get that right we’ve done
a huge amount of work. We
had an extensive list of tuning
options we took to the group
aero test as well to try and
match it. That front bar
was probably five months
work, nearly full-time, to get
to the final version.’

March 2013 • www.racecar-engineering.com 11

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 SUPERCARS - NISSAN ALTIMA

Although the absolute final

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The Altima’s first track to evaluate the car, including Kelly. ‘I was almost expecting to
tick from V8 Supercars won’t running occurred in early gaining an understanding be chasing a lot of dramas at this
come until the homologation November, just days after of the independent rear point with something so new.’
of the Mercedes is complete, the car’s public launch. The suspension and 18-inch wheel/
minor trimming of the strip category’s tight testing tyre package that’s now KELLY’S HEROES
on the back of the front undertray regulations, however, mean standard across all entries. Unfortunately for Kelly, the
or the rear wing’s Gurney flap that track work will be limited ‘For the amount of stuff former Bathurst 1000 winner
are all that is expected to be to just a handful of days prior to we’ve had to design from scratch has been unable to undertake
necessary, allowing the team to the first race meeting. Reliability, and make in-house to turn into any serious testing himself as
have already put its bodywork therefore, has been highly a part on a racecar it’s been he continues to recover from
into full production. important to the team’s ability unbelievably reliable so far,’ says shoulder surgery following a
training injury last year. The
bulk of the running has instead
been undertaken by his younger
brother and fellow team co-
owner/driver, Rick.
Although Rick drove V8
Supercars’ own Holden COTF
prototype during the category’s
tyre development process in
2011, he says it’s difficult to
draw accurate comparisons
with the on-track feel of the
Nissan due to the amount of
time that had elapsed between
the two tests. The seating
position within the car, however,
is rather distinctive.
‘The thing that you notice
straight away is that the
windscreen angle is a little
Testing has been completed by Rick Kelly, the original development driver when COTF was first announced flatter, and the seat is a lot
further back, so when you first
hop in it feels really weird,’ he
Q&A WITh NISSAN’S DARReN COx says. ‘Your feet, and the driving
position, are about a foot
Why the Altima? Is there a good T-shirts at Le Mans behind the windscreen rather
We are just launching it out reason to have a summed us up. The than underneath it. So it’s a bit
there – it is a brand new life race in the US? best things in life are daunting when you first sit in
cycle, and it fits with the rules. Not for me as a doing the things that there, but like most of those
If you look at a cost/benefit manufacturer looking people say you can’t do. things, as soon as you drive
ratio, that is probably the best at the Australian That was DeltaWing, out of pitlane you don’t notice
money we are going to spend market. You get 10 GT Academy, Qashqai, it any more.’
this year. times the crowd in Juke, Leaf and it sums All of the initial running is
In terms of hardware Australia than in America. If you up Australian V8s. We are going being completed with a single
on track, this project is the best do go to a different country, it racing and it was a free world test car. The remaining three
investment. It is what people has to be a five-year deal. You last time I checked. We have that will make up the team’s
want to see in the Australian have to do the race on the same got a lot of fans in Australia. four-car attack will then come
market as well as elsewhere. weekend, same format, same The current guys watching together in quick succession
Surfers Paradise and Bathurst cars, same drivers, and then you the championship might not in early February.
see some great racing, they see a return. If you do two years, be overly pleased that we are ‘Our process was to make
have a great package. Even if it you’re wasting your time. We there, but I think it will bring pretty much one of every single
is on a national basis, it is still love Australian V8s because they more spectators. I think it will thing on the car and then modify
value for money, and I can are in Australia and because they be popular for the series, and all the major components such
defend that until the cows are quirky. they needed it. It has helped as the steering rack, uprights,
come home. the championship, and that cross-members and so on as
They have tried to expand Are you worried about the has got to be a good thing. necessary,’ says Todd Kelly, who
the series to a foreign market. Australian reaction to Nissan? We will promote the also points out that his is one
In my view, why take a national Absolutely not. championship because of our of multiple teams that has had
championship over the borders participation in it. We will spend to change from front-steer to
when actually most of the Are you enjoying it? Will money in the local economy with rear-steer steering racks due to
people you want to attract you get Jim Richards to the local guys, and in the local the new rules. ‘Once each one
won’t go to the race? They’ll call the crowd a pack of championships. Manufacturers has been ticked off we’ve started
watch it on TV, so get a bloody arseholes again? will spend money to promote the full production parts. So six
good TV package, and take that Probably not a good idea to the championship, and we will to eight examples of all of those
to the people. repeat that, but I think the do the same. components will lob in the build
shop within a day of each other

12 www.racecar-engineering.com • March 2013 WorldMags.net

WorldMags.net

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 SUPERCARS - NISSAN ALTIMA
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Nissan’s arrival has been

controversial, and fans have
reacted badly on the forums,
but Nissan says that it will bring
a new fanbase to the series

and we’ll finish three cars in a on the car’s performances during of the car. If we get the engine TECH SPEC
day. But in the meantime there’s its rookie year. The already to where it needs to be, there’s
no real chance of getting one homologated motor is currently no reason why we can’t set Chassis: Nissan Altima V8
car finished quicker than that.’ several horses shy of the our goal at the highest level
Championship: Australian V8
Category regulars Michael 640bhp ballpark figure needed possible. It should just be a
Supercar
Caruso and James Moffat to be competitive. This should be matter of how good a job
will join the two Kelly brothers clawed back with development, we do tuning the car, and Weight: 1345kg
in the four-car lineup having although a concession, such we’ve certainly got the right Fuel capacity: 75 litres
made the switch from Garry as increased revs or a camshaft people in the right places doing
Suspension: Double
Rogers Motorsport and Dick tweak, may be required to that. We’ll start off conservative,
wishbone, front, four link rear,
Johnson Racing, during the off- ensure a level-playing field in but we’ll certainly have some
cockpit adjustable anti-roll bar
season respectively. the short term. pretty big goals that we want
front and rear
Naturally, there has been to achieve through the course
much talk among media, fans EARLY EXPECTATIONS of the year.’ Dampers: Sachs
and the remainder of the V8 ‘We’ll go into the first round Having described the first Clutch: AP Racing triple plate
Supercars paddock alike about with a conservative approach,’ Altima as ‘the most impressive carbon 7 ¼ inch
the results that the Nissan says Kelly of his expectations, racecar that V8 Supercars has
Brakes: AP Racing
team will be able to achieve noting that the season-opening ever seen’ at its launch, one
next season. V8 Supercars has event on Adelaide’s former can’t help but feel that Kelly is Wheels: Rimstock control 17 inch x
enjoyed one of the tightest fields Grand Prix hosting streets is looking forward to showing off 11 inch magnesium alloy
in global circuit racing during traditionally one of the hardest his new toy at the first event Tyres: Dunlop control tyre
recent years, with the whole in the championship. almost as much as he’s looking
grid separated by little over a ‘Priority number one is to forward to racing it. Transmission: Six speed
sequential Holinger gearbox,
second at most circuits. While have all four cars finish at the ‘The technology, the
Australian-made
this spread will undoubtedly Clipsal 500 and start the year build quality, the attention to
increase as teams, regardless with a good points base, but at detail… everything about this Data Acquisition: MoTeC
of manufacturer, get to grips the moment it’s just one massive car sets a new standard for V8
Engine
with the refreshed technical unknown what sort of pace our Supercars,’ he says. ‘It’s the
package, the window in which car is at compared to others. highest quality I’ve ever seen Number of cylinders: 8
to fall into isn’t exactly going ‘We’ve been pretty impressed in a racecar in Australia and Displacement: 5-litre
to be large for a new player. with the car so far in terms of I think you could put it next
Power: 635bhp limited to maximum
Ongoing engine development the suspension, the geometry to any racecar in the world
7,500rpm
is likely to have a major bearing and the whole undercarriage and get complimented on it.’

“Everything about it sets a new standard for V8

Supercars – it’s the highest quality seen in Australia”
14 www.racecar-engineering.com • March 2013
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TECHNOLOGY - MAZDA 6 GX
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The next giant

leap for diesel?
With SkyActiv at its heart, hopes are high that the GX Mazda 6 will
create as many ripples on track as it’s making on the test bench

D
iesel racing by MARSHALL PRUETT engineering, and the overall racing initiative, everything
technology has communications of the company from designing and building
become almost had, was ready for a new presence than anything we’ve done before,’ the tubeframe chassis to
commonplace after in Grand-Am,’ said SpeedSource said Doonan. ‘So when the idea developing a pool of brand-new
years of dominance owner/driver Sylvain Tremblay. of SkyActiv was introduced, production-based racing engines
by Audi and Peugeot at the ‘It was a new philosophy coming we were challenged by our was placed into his care.
prototype level. Oil burners from Mazda, and we had to fully executive team, which represents Enter a commission for the
have also made their way into understand what SkyActiv was. It marketing, communications silhouette version of the 4-door
production-based racing with is more than the powertrain. It’s and engineering, to produce 2014 Mazda 6 with a 2.2-litre
SEAT in the World Touring Car gearboxes, the way of building a motorsport programme that bi-turbodiesel at its heart.
Championship, but it took the cars, thinner steel, stronger steel, would be a tool in their toolbox. ‘When I first heard it was
formation of Grand-Am’s new the entire way of looking at a car. ‘Specifically, as we did with going to be a diesel, I was very
Rolex GX class to produce a It was incredibly similar to how the rotary for years – that was excited,’ said Tremblay, ‘but
proper works diesel GT program. we look at building a racecar. If Mazda being nonconventional, as soon as I caught my breath,
Mazda, in conjunction with you look top to bottom, where and this really became the I was scared to death. It’s a
the Florida-based SpeedSource can they make improvements, opportunity for us to open up huge undertaking to use a stock
team, became the first where can they make gains the next chapter and become the block diesel for motorsports.
manufacturer to compete in on efficiencies, on weight, on first Asian automaker, and frankly As we did more and more
the new-for-2013 GX class, a strength? That’s this entire any automaker, to bring a truly research the potential is
category created to house GT3- SkyActiv technology.’ production diesel racing engine amazing. Diesel technology
style cars, and entice alternative John Doonan, Mazda’s to the racetrack.’ has been proven to still have
models that aren’t a natural fit motorsports manager, also a huge amount of room in terms
for Rolex GT competition. With saw the opportunity to follow DIESEL CONCEPTS of development. The
production having stopped on its tradition of rotaries with Tremblay’s SpeedSource team internal combustion engine is
Mazda’s RX8, the choice was another-less-than-conventional had delivered a championship, a wonderful, highly-tuned
made to bid farewell to its triple- racing powerplant. and numerous Rolex GT wins, for machine. But diesel technology,
rotor Rolex GT counterparts, ‘The new SkyActiv Mazda 6 Mazda, and had also taken a lot even though it’s older than
and build for the future with its GX programme is more fully of the RX8 construction and R&D gasoline, is just starting now
SkyActiv diesel technology at the integrated with marketing, in-house. With the new SkyActiv to reach part of its potential
forefront of the project. because of the electronics. So
‘A little over two years ago “As we did more research, we it’s really been the impetus of
we knew that the rotary, as why this works now and why
fantastic a history as it has found the potential to be amazing” this didn’t work 10 years ago.’

March 2013 • www.racecar-engineering.com 17

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 TECHNOLOGY - MAZDA 6 GX

Without the luxury of

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designing a bespoke diesel
powerplant for the GX Mazda 6,
Tremblay says he was pleased
to find how suited the stock unit
was for a motorsports application.
‘When Mazda engineering told
us that they were going to have
the lowest compression diesel,
we didn’t quite understand what
that was about,’ he said. ‘As we
looked at what they were trying
to do – which is basically a diesel
without any after-treatment –
then the low compression makes
sense. As we started seeing the
first CAD drawings of the engine,
we were instantly amazed at the
huge jump in quality and detail
that Mazda did on the casting, on
the engineering, on every single
aspect – even the length of the
capacitors for the engine, they
looked at every single thing.
That encouraged us that the
pieces would be strong.’

DIESEL DEVELOPMENT
Starting with the European
spec Mazda 6 2.2-litre diesel
as a development baseline,
SpeedSource used the ‘R2D’
diesel unit until Japan was able
to seed the GX programme
with an initial batch of engines
specifically for the GX class.
‘We did a lot of development
to try to get to the curve of the
power that we needed to make,’
said Tremblay. ‘Initially, we were
going to use this for GT, so
we had a 450hp target and the
550 foot-pounds of torque
was what this was made for.
We did some more development,
a lot of simulation, obviously,
using ANSYS. We brought that
process in-house about a year-
and-a-half ago and were able
to simulate, and do in-cylinder
combustion, airflow, mass The tubular steel chassis of the ‘6’ is essentially the same as the Riley MK XXIV Mazda RX8 which won its class
analysis, transitional – everything in the Rolex 24 in 2010. The first of the new cars was built 22kg underweight with later versions even lighter,
that you can do in the computer, partially due to a lightweight composite body. Note the NASCAR style door bars
at a much faster rate.’
The Mazda factory’s were amazed that the engines to us were the amount of the same internals as the RX8,
commitment to GX was most themselves were the first five off torque that the engine could but the externals have stronger
evident when it came time for the production line.’ produce, which came back to the bevels and it has a drop gear
Tremblay to get started on the With Grand-Am looking for development that we had done because of the RPM limit. So we
race-engine programme. the diesel GX Mazda 6 to come in on the R2D. So with that, we had went from shifting at 8600 to
‘Mazda has such great some 70hp under the 450hp some pretty good torque ramps, now - we’re shifting at 5000.
support for this engine and this GT cars, SpeedSource was and enough data to know that ‘We were able to use the same
programme that engine 001 tasked with hitting those the current drivetrain in the RX8 outboards – the uprights and the
came here to our building — their numbers and tailoring the was not going to withstand axles – and based on the changes
very first engine,’ he said. ‘And drivetrain components to match the torque loads of this new to the gearbox, we changed the
then 002, 003, 004 and 005 the application. ‘We looked at all engine. So we went back to way we do the drive shaft and
followed. So when we created the particular aspects of it,’ said EMCO. They had basically a the clutch housing.’ Compared to
the engines in October, we Tremblay. ‘The big unknowns P1-style gearbox, which uses the low, squat footprint of the

18 www.racecar-engineering.com • March 2013

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 WorldMags.net designed and built piece here at
SpeedSource. So it’s a huge chunk
of billet to make that particular
part, but it also stiffens the
bottom end of the engine because
this is a split cradle type engine,
so the block itself is really a two-
part block. This helps stabilise
that particular aspect of it.’

pump particulars
‘When we looked at motorsports
application, we wanted to
increase the safety factor and
the rigidity, because we still had
the plan of using this particular
package for an LMP2 possible
programme. We looked at
different water pumps and, the
most efficient was the production
pump. We have a relatively nice
carbon fibre valve cover to try to
keep the mass as low as possible.
We looked at relocating the
alternator. The alternator now is
driveshaft-driven off the rear of
the engine – that would able to
compensate for the weight.’
With a more complex
fueling system required for the
SkyActiv engine, Tremblay sought
the help of Bosch Motorsport to
provide a few solutions.
‘You would be hard-pressed to
find a more experienced partner
that has more miles with diesel
motorsports than Bosch,’ he
remarked. ‘So that being said,
we designed with them in
mind of what we needed to do.
Obviously, the high pressure
pump – the heart and soul of
this particular engine – is a huge
part. It’s driven off the exhaust
camshaft and is rearward of the
motor, which is great for weight
distribution, but packaging was a
still little bit of an issue.’
The fuel consumption merits
of diesel fuel are somewhat
The engine was the real key to the car’s development, and indeed is the reason the car even exists (top). A new mitigated with the use of a
Alcon brake package was fitted to the car further reducing weight (above) series mandated 14.5-gallon
cell, but Tremblay’s team and
RX8’s triple-rotor engine, the 6’s know of, with one turbo that Lowering the mounting Bosch worked hard to maintain
inline-4 required a completely turbocharges the other one, of the production engine in the an advantage. ‘The fuel supply
new solution for packaging. you compound both boost RX8-turned-Mazda 6 chassis needed actually decreases a
‘Once we had the running numbers from each turbocharger was another major challenge. considerable amount because
gear of the car sorted – the and that gives you your manifold ‘Luckily for us, the SkyActiv this engine is roughly 30 per cent
new brake package by Grand-Am; pressure. So we needed to 2.2 is a very small package. It’s more efficient than a gasoline
the new gearbox – we still had have two intercoolers. not a very heavy engine because engine,’ said Tremblay. ‘The real
this new engine to develop and ‘We tested early on some it has an aluminum block, but we work went into the fuel rail itself
to understand how to package liquid intercoolers and always had to make our own dry sump and the high-pressure fuel lines.
it. So cooling is a huge issue came back to this air-to-air system and try to integrate the Our injector pressure right now
and we’re still optimising that ratio. We’re still playing with front mount and lower pump. is at 2400 bar – 30,000-plus
because with this compound percentages of high pressure We’ve made the integrated dry psi, feeding these injectors. So
turbocharger, which is the first and low pressure. So it has an sump oil pan/forward mount to it was a huge challenge to find
motorsports application that we intercooler the size of the radiator.’ mount all of it. That’s an in-house something that would withstand

March 2013 • www.racecar-engineering.com 19

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 TECHNOLOGY - MAZDA 6 GX

the vibration and would be

WorldMags.net and rear, so the same DP-style
repeatable from one engine to bearing carrier on the rear that
the other. We’ve had to make we’ve used. We’ve used Dynamic’s
a CNC fuel rail mount that we DSSV dampers with the same
feed to the middle port and then adjustability that we’ve built
each cylinder from either side in over the years. We’ve slowly
of that port. To engineer all of modified the design and improved
that, Bosch’s experience was it, both at the front and the rear
instrumental in us getting it of the car – but it’s technology
right on the test bench. They that we’re comfortable with.
made a big difference.’ ‘We’ve had to change some
The final piece of the packaging issues because of
packaging puzzle came with the intercoolers. We went from a
placement of the twin Garrett top-mounted front antiroll bar,
turbos and their accompanying and were not at a lower height,
TiAL wastegates. ‘The weight but with packaging we couldn’t do
difference between this engine that. So we went back to where
and the rotary is about 35 pounds The turbo diesel engine replaces the RX8’s triple rotor, a first for Grand-Am. we were when we had the car in
more, because now we have two The drivers shift through the EMCO gearbox at just 5,000rpm. 2006-2007. We’ve changed the
turbos,’ said Tremblay. ‘The larger antiroll bar location and the blade
turbo is low and then the exhaust length to try to lower the C of G
system is much lower. So we of the car. Of everything else, the
looked at not only at the engine, only difference that’s really made
but all the ancillaries. The rotary for this new GX car is the fuel cell,
is a light engine, but it must carry which is an ATL piece that was
a tank-sized muffler.’ designed in-house, fabricated by
ATL. It’s very small and very low to
CHOOSING A CHASSIS
Mazda’s fleet of factory Rolex TECH SPEC
GT RX8s started life with
rolling chassis provided by Riley Chassis: Mazda 6 GX
Technologies before SpeedSource
Championship: Grand-Am GX
took the majority of the
programme in-house. Due to the Body: SpeedSource/Crawford
number of RX8-bodied GT cars, The Mazda 6 production car is front wheel drive, but the GX version drives Composites
the choice was made to base the the rears, a difference you would never find in GTE! Weight: 2450lb (min)
Mazda 6 programme from the
Fuel capacity: ATL 14.5 gallon
Riley-SpeedSource tubeframe cars. lengthen the wheelbase about So, because of the windshield
‘We wanted to make it as easy six inches. The width, however, angle and the actual size of it, Suspension: Double wishbone
as possible for our RX8 teams stays about the same. the front of the windshield got front and rear
to convert to the Mazda 6 GX,’ ‘To get to the proper target moved forward. Even though it
Dampers: Dynamics DSSV
said Doonan, ‘so we felt working weight we used the tried and true looks like the driver has been
around the current chassis tube frame formula, and have a moved rearward, they’ve not. We Brakes: Alcon 355mm front,
concept was the best solution carbon fibre body shell put on top kept the firewall from the RX8 328mm rear
for everyone. We’ve already seen of the frame. We knew we would to this engine. This engine is Wheels: BBS one-piece aluminium
a big response.’ hit the proper weight target. much shorter than a three-rotor
Tyres: 285/645 R18 front;
In addition to SpeedSource Unfortunately, we’re not as light motor, so once we installed that
305/660 R18 rear
building brand-new chassis, as the RX8, but we have a target as ground zero, we could keep the
Tremblay’s outfit came up with a weight of 2450 from Grand-Am, same drive line length because Data Acquisition: MoTeC,
limited number of modifications and then we were able to build we lengthened the car from the ADL, Bosch
needed to update RX8s. the first car right at 2428, so we cage rearward. But frontward, Dimensions: Length 194.3 inches,
‘We had a huge amount of need some ballast, but obviously everything is the same. However, Height 51.1 inches, width 74 inches
knowledge on the chassis, and every car after that will get better.’ the cab, because there is a much
Engine
we knew that developing a new Practical changes to the larger greenhouse area, goes
Number of cylinders: Inline 4
engine is a huge task, so we RX8 chassis were required, but forward more and actually goes
compound turbo diesel
didn’t want to have to develop SpeedSource tried to keep the rearward too, so now we have full-
a new chassis at the same time. surgery to a minimum. ‘We tried to size rear doors, not the clever half Displacement: 2191cc
The aero is slightly different, keep the survival cell, which is the size doors that the RX8 has.’ Bore: 86mm
we have some different brake main hoop and then the A pillars Looking at the remainder of
Stroke: 94.3mm
package allowances and we and the B, which is the cage,’ said the GX Mazda 6, a number of
have some different wheels Tremblay. ‘The only thing that familiar items carry over. Turbochargers: Garrett
specifications that we can use, was changed was the C pillar. ‘It’s Riley uprights, front
Con rods: Carrillo
but it’s very close to the former
chassis package. It made calendar Crankshaft: Pankl Racing
sense, also it made overall “It’s roughly 30 per cent more ECU: Bosch
programme sense that we would
convert the cars, so we had to efficient than a gasoline engine”
20 www.racecar-engineering.com • March 2013 WorldMags.net
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 TECHNOLOGY - MAZDA 6 GX
WorldMags.net the ground, there’s so very little instrumental in helping us really
change to the chassis dynamics as adapting their beautiful shape
the fuel load changes.’ to motorsports. It’s always a
The most distinctive visual battle, form or function – there
aspect of the GX Mazda 6 is its were certain areas that we
4-door sedan body shape. With had to have and there were
the help of Mazda, SpeedSource certain areas that design had
and Crawford Composites, a to have. Luckily, there was very
new shell was created to tie the little overlap. A lot of the same
SkyActiv programme together. striking features on the Kodo
‘Mazda Design has been involved design language that the 2014
since the beginning, of what road car enjoys has gone over
we could do design-wise,’ very well on the racecar.’
Tremblay explained. ‘They were Wind tunnel time for the
GX Mazda 6 will come after
SkyActiv P2 DeveloPment its debut at the Rolex 24 At
Daytona in January, but Tremblay

M
azda planned to unveil a stock block, but the oil pan, the once SpeedSource finishes is confident on what the virtual
customer SkyActiv diesel bearing carrier – all of that will the units for competition. testing and limited track testing
P2 engine programme have to be changed to get to ‘Our intentions are twofold,’ results have delivered.
to run alongside its Grand-Am GX the right crank line. The rest he said. ‘We’ve always made ‘We understand what it’s
cars, but the decision was made of the externals, other than a point from our grassroots supposed to be doing on the
to delay its entry into the class the mounting – depending on programmes to our top-level racetrack, but the track and
at the 2013 24 Hours of Le Mans what valve cover we use – will stuff to try to be a customer wind tunnels can be pretty far
while development continues stay pretty similar. The turbo programme, whether it’s apart,’ he said. ‘Luckily, with
with a more prototype-specific packaging will change. It may engines, cars, packages overall, the few laps that we’ve done
diesel powerplant. change the intake manifold from spec Miata to Le Mans. with the car, what we’ve done
‘One of the big things that because now we’re going from And I’ve always been challenged. in ANSYS and in design has
we looked at is to make sure a forward entry to possibly a If we’re going to do something, translated extremely well.’
that we could do parallel side or rear entry to try to it’s got to support the bottom
development,’ said SpeedSource package intercoolers. line. And so the GX car is an TOUGH BAPTISM
owner Sylvain Tremblay. ‘So we Really, if you look at it, example. We’ve sold some With the Rolex 24 approaching,
had a high cylinder pressure the internals will stay relatively conversion kits already, three and with three cars to prepare
number for all of the component the same. We believe the of them in fact. Three of the for the race, starting the on-
designs. And we really feel crank rods, piston package cars that will be competing in track development portion was
that the bottom end for the GX and valve train package will Daytona are converted RX8s reserved until just weeks before
engine is overbuilt, but owned by customers. its competition debut.
we also think it’s built “We want to send a ‘P2-wise, we did The factory No 70 Mazda 6
to the right specs for an take a step back and, encountered issues with its
LMP2-style engine. The north American team to with the support of primary accessory belt which
biggest thing is going to our executives, focused required a massive effort to
be packaging and that’s le mans in lmP2 to try on GX and the Mazda 6 design, test and prefect a new
going to be the biggest
challenge in P2. A lot of
and have some success” for now. But P2 is
moving forward. And
hydraulic tensioner, but few
other issues were discovered.
that is basically with crank we plan to have a car on However, it served as a reminder
height, so the lower the cradle stay identical from one to the track probably middle of that completing the 24-hour
on this particular car does other. But the package on the year testing. Sylvain race would be a major
not afford us to have an LMP- the turbochargers, the dry invested in a Lola just to get accomplishment at this point in
style crank height. sump system to lower the crank a car out on track and begin the car’s development.
With the original goal to size and also all the accessory testing and development.’ ‘It’s early days, we still
supply GX and P2 cars with drives will be substantially Doonan also confirmed have a lot to learn, a lot of
the same 2.2-litre 4-cylinder different on an LMP2 motor. Mazda has designs on a room for growth and a lot of
bi-turbodiesel having morphed Power-wise and electronics- return to La Sarthe with challenges that we don’t know
into two separate development wise, I think that we will be at least one works entry to we’ll have,’ Tremblay admitted.
streams, Tremblay’s company able to hit those targets try and add to the legacy of ‘What scares us every day is what
will continue to design without much of an issue. its overall win with the 787b we don’t know. But that’s what
and test the components We’ve been able to do that here back in 1991. ‘Yes, this is a makes it exciting also.’
necessary for P2 competition. on the dynamometer.’ customer programme, but ‘We’re thrilled to be the
To aid the fitment and testing Mazda motorsports director without a doubt we want to pioneers of that type of new class
requirements with the motor, John Doonan also confirmed send a North American team to for Grand-Am,’ added Doonan, ‘but
SpeedSource has also purchased that the manufacturer intends Le Mans in LMP2 to try to go we also know it will involve a lot
a recent P2 Lola that will serve to implement a customer- there and have some success.’ of learning while we’re racing.
as its on-track R&D mule. friendly lease programme And when it happens, Finishing races is our first goal,
‘The bottom end of with the SkyActiv diesel P2 don’t be surprised if Sylvain but a year from now, we plan on
the engine will have to be engines – similar to its previous Tremblay’s team is there being ready to show what the
redesigned even though it’s a MZR-R P2 programme – leading the charge. SkyActiv philosophy can do in
the heat of competition.’

22 www.racecar-engineering.com • March 2013

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 DAKAR - RACE2RECOVERY
WorldMags.net

Willing and able

Last summer’s Paralympics in London showed how disability need not hinder an appetite
for sport. And one team aimed to make the gruelling Paris-Dakar equally accessible…

A
t the 2012 Olympics, The two met at the British before finally reaching its
by LAwrence BUTcHer
there was great armed forces’ Headley Court ultimate goal – entering arguably
debate as to whether an exception to the rule, so the rehabilitation centre and between the toughest race on Earth.
runner Oscar appearance of the Race2Recovery them formed the gem of an idea
Pistorius should be team on the 2013 Paris-Dakar, to compete in the Paris-Dakar WILDCAT FIRE
allowed to compete in Olympic, with a large complement of event. The intention was to The Dakar is a punishing event
rather than Paralympic, events. disabled drivers and crew, is a provide a motivation goal, helping by any standards and has
Not so much because he’s a noteworthy event. them through a long recovery repelled the attempts of many
double amputee, having lost Evidently, tailoring vehicles period, while also providing OEM manufacture teams. The
both legs below the knees, but to cater for the needs of less inspiration for other wounded vehicles used must combine
because of the controversial able-bodied crews presents servicemen and women. What speed, durability and ease of
carbon fibre blades he uses, engineers with an interesting started out as a wild idea soon servicing to be competitive,
which some claimed gave him challenge. The Race2Recovery gathered momentum, and and so Race2Recovery opted
an unfair advantage. After much team numbers 28, over half of drew considerable support for a proven base vehicle: the
politicking it was agreed that whom are British and US service from sources as varied as the QT Wildcat. These machines,
he could race, and so began personnel who have suffered Duke of Cambridge and Prince produced by QT Services, which
a blurring of lines between injuries on active service, with Harry’s Royal Foundation is based in Plymouth in the UK,
Olympians and Paralympians. six of the team being amputees. Endeavour Fund, through to title have been a popular choice
In motorsport, there has never The project is the brainchild sponsorship from Land Rover. among privateer competitors
been this clear cut divide. of Captain Tony Harris, who After much work and intense thanks to their rugged simplicity
There have been many disabled lost a leg after an IED blast in fundraising, the team honed its and versatile performance. The
drivers who have competed Afghanistan, and Corporal Tom skills competing in the British car has impressive statistics – it
against, and in many cases Neathway of the Parachute Cross Country Championship can wade through water up to
beaten, their able-bodied regiment, who lost both legs in
compatriots. Witness Alex the same country after triggering
Zanardi’s wins in the WTCC for a booby trap.
BMW between 2005 and 2009.
However, these drivers are
generally individuals who are

24 www.racecar-engineering.com • March 2013

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 WorldMags.net
600mm deep, traverse slopes up system enabling the car to
to 40 degrees, and climb up to lift itself up from a grounding The Wildcat’s onboard jack system in action
45 degrees. Though the Wildcat situation with the minimum of
bears a resemblance to a Land effort. Especially important given
Rover Defender, it is a completely that the crews do not necessarily
bespoke vehicle. However, it have the use of all of their limbs,
is testament to Land Rover’s coupled with the fact that regular
rigorous testing that many OEM jacks are impractical on soft sand.
parts are still utilised. The powertrain is based
The core of the vehicle is around a 4-litre Land Rover V8
a tubular steel space frame, petrol engine, coupled to a Quaife
incorporating the driver/co-driver QBE86G gearbox. The Wildcat is
safety cell and the engine/ available with a diesel engine, but
suspension mountings. The the power and torque delivery
frame also houses the sizable of the petrol is considered
fuel tank – the Wildcat is laden more suitable to the conditions
with over 375 litres of fuel in experienced on the Dakar. One SuSpenSion developmentS piston rod measures an equally
Dakar to cope with the incredible important factor to consider is Development of the Wildcat substantial 25mm. A quick look
distances it encountered the high altitude of some of the is ongoing, with the most at footage from the race will
during stages. Cloaking this rally stages, which can have a recent changes focusing on explain why such bulk is needed.
frame is a composite body, considerable impact on the power the suspension. By relocating Great attention has also been
designed in sections to ensure output of the engine. the suspension mounting, the given to keeping the dampers
it is easy to replace damaged To counter this, the ECUs team has been able to increase cool, a considerable problem
sections, or access the have an inbuilt altitude correction the size of the spring/damper given the very high shaft speeds
mechanical components. The map to adjust fuelling and units, and unlike circuit racing in generated by the long wheel
body also houses all of the spares ignition timing in order to the world of Rally Raid, bigger travel and the unrelenting nature
that the crew required during the extract the best output is usually better. The Donerre of the terrain.
race, from engine oil to sand regardless of altitude. The ‘Lithium’ dampers are dedicated The Lithiums also feature
ladders. On the subject of rest of the drivetrain is also off-road units and while looking hydraulic bump stops for both
equipment, easy recovery is uprated from the standard externally similar to regular compression and rebound.
essential in the desert and it is Land Rover fare. The axles motorsport shocks, have several These are incorporated into
here that the Wildcat has a joker have new high-strength half key additional features to suit the the dampers’ internal valving,
up its sleeve. The underside of shafts, and the differentials have extreme conditions encountered. greatly increasing the damping
the vehicle is equipped with been changed to heavy duty The damper bodies are a hefty rate at the extremes of travel.
a high-powered onboard jack ATB units, also from Quaife. 68mm in diameter while the These are preferable to
traditional rubber stops for two
reasons. Firstly, a rubber stop will
feedback the energy absorbed
in an impact directly as rebound
force, potential upsetting the
vehicle stability. Secondly, a
rubber stop will react in the

March 2013 • www.racecar-engineering.com 25

WorldMags.net
 DAKAR - RACE2RECOVERY
WorldMags.net had come on board after the
vehicles were completed so we
just laid out bespoke loom on
top and there is no interference
with the existing loom.’

RACE NEWS
By mid-distance, the team had
suffered not just at the hands of
the notoriously merciless race,
but team members travelling in
a support vehicle were injured
in a tragic head-on collision on
day five in which two people
travelling in a taxi died.
A total of 451 race vehicles
started the Rally – 183
motorbikes, 40 quad bikes, 153
cars and 75 trucks. At the end of
the first half, which saw those
vehicles travel between 4300-
4550km, the number of vehicles
The needs of some Race2Recovery team members are met with specialist hardware and sensors out of the race stood at 110 – a
drop-out rate of 24 per cent. Of
same way if the damper bottoms these, 70 were withdrawn, 33 did
out at a rate of 0.1m/s or 5m/s. not make a specific stage start
Although more complex than a time, and seven were expelled.
simple rubber snubber, the use By that point, three of
of a hydraulic bump stop means Race2Recovery’s vehicles had
that these problems can be been eliminated following racing
circumvented by adjusting the incidents and mechanical failure.
setup of the hydraulic circuit. However, as Racecar went
The key advantage of having to press, the two-week race
a rebound bump stop, either finished, and the team’s final
hydraulic or mechanical, is car, driven by Major Matt O’Hare
protection of the damper itself. and co-driven by leg amputee
If the Wildcat flies over Corporal Phillip Gillespie,
a jump, the suspension reaches made the finish.
full droop rapidly, and the
bump stop prevents violent TECH SPEC
mechanical contact between
the internal components. Engine: Petrol V8, 4000cc
Extreme terrain in the Dakar calls for a hardcore suspension solution double overhead cam with
PERFECT PARTNER variable valve timing.
Bosch is a technical supporter Power: 283bhp
and official partner for the some additional sensors to aid Where necessary, OEM
team, and has helped kit out the the disabled crew members, electrical components have been Torque: 292lb/ft

Race2Recovery QT Wildcats to notably driver Tony Harris, replaced by Bosch Motorsport Transmission: Sequential
ensure the electrical systems are who has a prosthetic left foot, items. ‘We have fitted out the six-speed Quaife gearbox, Alcon
up to the rigours of the Dakar. and therefore no feeling in his engines with Bosch motorsport clutch, limited slip differentials
The company has considerable clutch foot. During testing it equipment to complement the (front and rear)
experience producing bespoke was found this lack of sensation existing Bosch hardware supplied Brakes: Alcon four-pot calipers
solutions for the Dakar event, meant he had a tendency to to Land Rover,’ says Hare. ‘These (front), two pot calipers (rear)
having been the main supplier to ride the clutch without realising include things like ignition coils,
Wheels & Tyres: Silverline alloy
VW’s multi-year assault on the it, leading to high wear on the crank sensors etc. It was really
wheels, Cooper Discoverer STT
race. ‘Our involvement is more plates. To counter this, Bosch a case of making sure we didn’t
off-road tyres
about preventing problems than fitted clutch position sensors interfere with the running of
increasing performance,’ says linked to the DDU which flags the vehicle. The extra equipment Suspension: Donerre twin-piston
Tim Hare of Bosch Motorsport,. up a stern warning, not suitable is all an advantage, but if there 60mm remote dampers
‘We put our DDU7 display in the for publication, whenever he was a problem with the kit it Fuel tank: FIA specification,
cockpit and made a bespoke loom inadvertently forgets to remove wouldn’t affect the regular 365-litre capacity
to instrument some of the things his foot from the pedal. operation of the engine. We
Interior: Bosch drivers display,
that we would consider fairly
sensors and data logging, Luke
vital parameters that were not
“We made sure we didn’t interfere
harnesses, 3M Peltor intercom,
present. These include things MES fitted fire suppression system
like transmission temperature
with the running of the vehicle”
and extinguishers
and diff temps.’ There were also

26 www.racecar-engineering.com • March 2013

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 WorldMags.net

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 RALLYING – GROUP R
WorldMags.net

R for rationalise
The FIA’s new Group R headings are designed to help
clean up the mess of rules and classifications in rallying.
But what are they, and will they work?

R
ally car groups have by MARTIN SHARP and increasingly is equating to the six events must be contested, with
gone from numerical showroom stock Group N concept. the best five results from the first
(ie: Group Two) to ‘gentleman driver’ GT rallying For the R1, R2 and R3 categories, seven events counting toward the
alpha-numeric (Group designation in which, so far, only 2500 examples of a car model final points tally.
A8) and cover a wide the Lotus Exige has dabbled. must have been manufactured in The admirable FIA Academy
variety of different car types. There are, however, sub- a period of 12 consecutive months young driver initiative continues
The FIA’s initiative to tidy up categories. R1A covers cars with and homologated by the FIA in into 2013, renamed Junior WRC
this situation, reclassifying some engines up to 1400cc which must Touring Cars (Group A). Championship, exclusively using
existing cars into Group R and weigh more than 908kg, while R2, meanwhile, is a category Ford Fiesta R2s. There are
writing feeder formula rules into R1B is for cars between 1400 and based on the truism that modern three rounds each on gravel and
that categorisation is admirable. 1600cc with a 1030kg minimum road cars, with their emphasis on asphalt, with the five best results
The stated aims of the new weight limit. R2B is 1400-1600cc occupant safety, are now very counting toward the final score.
groups are cost reduction and and 1030kg, R2C is 1600-2000cc difficult to transform into a good The consistency of the
attracting greater entry numbers, and 1080kg; and R3C is 1600 to rally car within the Group N rules. route to the top level of rallying
but the changes will take time 2000cc and 1080kg. All clear? Essentially R2 offers a cheap continues with the penultimate-
to become fully effective. Some R1, R2 and R3 cars must be option for a rally car which is rung WRC-2 Championship. This
cars fall by the homologation two wheel-drive and normally properly involving for the driver. is exclusively for four wheel-
wayside and indeed some car aspirated, with two turbocharged R3 is the next step up the drive cars, open to Super 2000,
types are no longer valid. two wheel-drive exceptions: feeder formulae towards the top N4, R4 and R5 cars and the
The World Rally Car (Super R3T is for turbo petrol cars up to level category of rallying – World opportunities offered deserve
2000 and Regional Rally Car) 1620cc with a 1080kg minimum Rally Car. Revised freedom levels some investigation. At least seven
is not designated with an ‘R’ weight limit, and R3D for turbo in the R3 rules enable improved events must be contested, and
suffix, but under the general diesel cars up to 2000cc and performance, at increased cost. the best six results from the first
Group R heading there are six 1150kg. Still following? In the 2013 World Rally seven rallies entered count.
categories. These range from In simple terms, R1 is the Championship the two wheel-drive N4 cars are the old 2-litre
R1 to R5, with the sixth called lowest ‘standard with original R1, R2 and R3 cars can contest ‘showroom stock’ turbocharged
RGT. This last formula is a parts and a few bits’ rally car form the WRC-3 Championship. At least four-wheel drive Subarus and

28 www.racecar-engineering.com • March 2013

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 WorldMags.net
Mitsubishis, and the R4 cars are cars for this new category,
developed from later Group Ns which will poses a question CLASS ACTS
to provide quicker, and nicer to over the long-term future of
drive, rally cars. the S2000 category, in the WRC
There are two Super 2000 at least. Skoda Motorsport’s
varieties; the original normally Super 2000 Fabia is a normally
aspirated 2-litre concept, from aspirated 2-litre car. The team
which the current World Rally will be producing a 1.6-litre
Cars were developed, and the turbocharged rally car, but as an
1.6-turbo versions, which are R5, not as an S2000.
basically World Rally Cars with The PSA Group announced
smaller diameter inlet restrictors, plans at the 2012 Paris Salon for
and few other changes. the Peugeot 208 Type R5. The
car’s 1598cc EP6 CDT engine will
spec savers run Magneti-Marelli high-pressure
And so we come to the fuel injection, and its Peugeot In Group R1, aka the ‘standard with original parts and a few bits’ class,
FIA’s latest addition to the Sport Project Leader Bertrand the Citroën DS3, here at last November’s Rallye du Var
R series: R5. The rules offer Vallat explained: ‘We are aiming
a cheaper alternative rally car for performance which is slightly
to a Super 2000 and the higher than that of the S2000.’
regulations stipulate maximum One month later, PSA will have
price cost ceilings for most an R5 version of the Citröen DS3
components, aimed at pegging ready for rallying.
the price to around €180,000, Arguably the most advanced
less than half the price of a R5 car under development is
Super 2000. the Ford Fiesta being prepared
R5s are four wheel-drive by M-Sport. Matthew Wilson has
cars powered by turbocharged announced his 2013 arrangement
engines in the 1390-1620cc to contest the WRC-2 series in
capacity bracket, with a 32mm a Fiesta R5, the first version of
inlet restrictor. Maximum boost which tested in January.
pressure is 2.5 bar (absolute) His father, M-Sport MD Over in R2, pitching itself as a cheap option for rally cars that are
and compression ratio cannot be Malcolm Wilson, is full of praise involving for the driver, you’ll find the Peugeot 208
higher than 10:1 (a maximum for the R5 concept. ‘We can
rpm is not stipulated; the former use a standard intercooler
constraints mean rpm is self- and many standard parts, and
limited). In the first edition of the simulation is possible,’ he says.
R5 regulations, the FIA reserves ‘The R5 car will be cheap and
the right to change maximum really competitive.’
boost and restrictor diameter There are three versions of
stipulations depending on the STI-developed Impreza R4s: the
level of developed R5 engine first of the hatchbacks, 5714, the
outputs and their effectiveness in Specification C car and a four-
achieving R5 performance parity door car built by Toshi Arai. The
with Super 2000. Mitsubishi R4 was developed by
Unlike 1.6 turbo S2000 and MML and Ralliart Italy, not Ralliart
World Rally Car engines, direct itself, and in 2011 was claimed
fuel injection is not mandatory to be one second per kilometre Things get more serious in R3, a step towards WRC. This DS3 is enhanced
for R5 power units, but they quicker than the Group N Evo X. given the rules’ allowance for improved performance at increased cost
must be turbocharged engines There’s at least two year’s life
from a manufacturer’s range, left in the Impreza R4, yet in its
or normally aspirated engines current guise it cannot compete
from that range fitted with an squarely in WRC-2, predominantly
FIA-approved turbocharger. Global because of its weight. R4
concept engines are not allowed. regulation minimum is 1300kg,
R5s must have five-speed units while S2000 and R5 is 1200kg
and limited-slip differentials in – and 1325kg is the lightest
each axle must be mechanical, weight possible on the Impreza
with adjustment restrictions. possible. Subaru are currently
MacPherson strut suspension considering converting the Group
is mandatory front and rear, Group R4 car into an R5 car, but
with minimum weights and this would require almost a clean
maximum prices. sheet of paper approach.
The formula offers an For they and many other
obvious option to teams and manufacturers, debate over An R5 4wd 208 – an example of how the Group faces up against the
manufacturers and it is no the various options on the S2000 spec. Peugeot is aiming for better than S2000 performance
surprise that many are developing table are currently raging.

March 2013 • www.racecar-engineering.com 29

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 FORMULA 4/F-FORD
WorldMags.net
Formulas for success?
Fears grow that new F4 and F-Ford cars point to a ‘racing version of The X Factor’

T
he talk in the aisles by SAM COLLINS series boss Jonathan Palmer. about to turn 16 who will then
at the Autosport ‘We really only want to sell the will be able to race, and so I’m
International Show was also supplies the car’s electronics car to people who run it in our sure more cars will be sold. It will
all about two cars, both systems. The obvious choice championship. The price is very swell the UK grids considerably,
open wheelers, both attracting of transmission would be a much based upon those cars and very much so into 2014. In
enthusiasm and controversy in Hewland FTR, but RFR instead running in our championships, Europe we are looking to expand
equal measure. The unveiling of opted for French manufacturer not outside.’ The first 24 cars the concept. We would love to
the new BRDC Formula 4 car took Sadev’s sophisticated 6-speed produced have already been see F4 using this car all around
place on the opening morning of sequential ST75-LW box, sold, though more will become the world, but I’m also keen to
the show and attracted a large complete with paddle shift. available later in the season. see dads and lads and traditional
crowd of British racing team But the car’s spec was ‘I think there is considerable club racers get involved as these
owners and young drivers. not the real talking point. scope for much bigger grids in cars are so easy to run.’
What appeared was a modern Indeed, it was generally felt the UK, before we start to look What makes the cars so
looking slicks and wings junior that it was ‘a nice piece of kit’ overseas,’ continued Palmer. easy to run was probably the
formula car, well prepared and, retailing for just under ‘We limited the first batch to main talking point surrounding
with some very nice features. £30,000, is exceptionally 24 to ensure that all of those the new F4 car. The driver-
Designed and built by the RFR competitive on price. But getting drivers get their cars and can centric concept of the new
company now headed by Ralph your hands on one may not test them before the first race.
Firman, who founded and ran the be that straightforward. ‘The We will continue to sell the cars
legendary Van Diemen operation, car is very unlikely to be made throughout the year if there is TECH SPEC
the MSV F4-013 features an FIA available to anyone not doing demand, and I think that there MSV F4-013
article 277-compliant tube-frame an F4 championship,’ explains will be. There are drivers who are
Class: BRDC F4
chassis in order to reduce costs.
Power comes from the
seemingly universal 2-litre
“The more scope for engineering Chassis: Advanced spaceframe
chassis construction (4130 material)
Ford Duratec engine, tuned by you have, the less contribution featuring side impact panels, front
and rear carbon crash structures
Cosworth and developed to
produce 175-185 bhp. Cosworth the driver makes” Body: Fibreglass side pods, side
panels, engine cover and nose.
Single plane front wing with two
adjustable flaps. Adjustable twin
element rear wing

Engine: 2-litre Cosworth Duratec

(185bhp), race-proven dry sump
oil system, specially designed
F4 inlet and exhaust manifolds
together with fly-bywire throttle.
AP Racing sintered clutch

Transmission: Sadev ST75LW six-

speed sequential transmission with
pneumatic paddleshift actuation
system and fixed gear ratios

Brakes: AP Racing 4-piston calipers

with cockpit adjustable brake bias

Suspension: Twin wishbone

and pushrod arrangement
suspension all round with adjustable
front and rear anti-roll bars
coupled to Bilstein dampers.
Front and rear wheel tethers

Dimensions:
Wheelbase: 2679.5mm

Front Track: 1596mm

Rear Track: 1494mm

Weight: 470kg
The MSC F4-013 is undoubtedly a good car, but the driver-centric concept worries the engineering community

March 2013 • www.racecar-engineering.com 31

WorldMags.net
 FORMULA 4/F-FORD
WorldMags.net

F4 is too early for drivers to learn to setup and develop a car, says Jonathan Palmer, and the emphasis is on keeping running costs down for competitors

series leaves very little scope The costs are dramatically less per hour then it all adds up. freedom you give people to
for engineering, much to the than anything around, probably There are stories in Formula develop from a engineering point
distaste of many. less than in Formula Ford 1600 in Renault BARC (the UK’s low cost of view, the more cost goes up
‘We are in an era of relative many ways. Part of the big thing version of Formula Renault) and the more significant the
austerity, which looks like to do to get the costs down is of people spending £800 per engineers you have become,’ he
continuing for some years,’ says to reduce the amount of labour weekend just on optimising the says. ‘The trouble with that is
Palmer, ‘and it is essential we needed to prepare the car, so gearbox. It’s madness.’ that at the moment, the people
provide young single-seater having a sealed gearbox is one The new F4 car is also fitted that are paying the bills are the
drivers with an affordable path area where we have done that. with non-adjustable Bilstein drivers. Drivers do not want to be
to learn and prove themselves. You can’t fiddle around, you can’t dampers, removing another area paying to have engineers develop
With F4, we have focused on buy new ratios, and you can’t of engineering freedom from a car – they just want to pay the
four key areas; providing the fiddle with the diff. That will the new series. Palmer argues, least amount of money they can
lowest season running costs, the reduce between four to eight however, that having a more to be able to prove how good
lowest car purchase price, the hours from a car’s preparation adjustable car simply puts the they are and to develop their
highest levels of car equality, and time per weekend. Think if four costs up and doesn’t benefit skills as a driver and to move on.
highest safety standards. to eight hours is charged at £50 anyone. ‘The more technical The more scope for engineering
you have the less contribution
F4 ElEctronics the driver makes to the car’s
performance. Thats not to say

T
he new MSV F4-013 is that is integrated with the car wheel has been designed to the car is not sophisticated,
not only equipped with data set provided from the accept industry standard paddles you can adjust ride heights,
a Cosworth engine – it is Cosworth ECU and data logger. including Cosworth, Shiftec and cambers – almost all of the things
also equipped with the same The new car also features Hewland as standard but others you can normally do – but the
firm’s electronics, including a full Cosworth’s new CFW steering may be compatible as well. only thing you can’t do is adjust
data acquisition system. A copy wheel. The CAN Formula Wheel Six permanently fitted the dampers. In my experience
of Cosworth Toolbox Lite will be (CFW) is 277mm in diameter switches are ergonomically changing dampers is not hugely
supplied with every car and a and is meant for use in open positioned for driver comfort significant anyway.’
pre-season training day will be and closed cockpit racing cars. It and practicality all six switches The engines, too, are sealed
arranged to familiarise the teams is constructed from aerospace are CAN-based, two also being and can only be worked on by
with the software and its full grade aluminium with moulded passed through the system Cosworth. This, Palmer hopes,
range of capabilities if required. rubber grips – technology derived connector for uses such as a removes another variable.
At every race event and from Cosworth’s experience in radio button. ‘In Japanese F4 you can run
championship test, MSV & building F1 steering wheels. The wheel design also offers whatever engine you want and
Cosworth will provide support The 320x240 QVGA 3.5” the option to have two rotary that is a massive cost inflator. It
engineers to ensure that sunlight viewable TFT display is switches fitted, including a takes away from the equivalence
cars, the engines and all the paired with eight clearly visible professional sticker pack to for the drivers. If you look at
electronic and mechanical shift lights. The CFW can be allow the end user to easily GP2, engines are a non-event.
systems, are functioning connected to the car via a coily mark the wheel up to their own You never hear drivers grumbling
correctly. In addition to that, cable, and has two connectors specifications, maintaining a that they did not have an engine
the cars are fitted with mounts chosen to help keep loom prices sharp, F1-style visual attraction. as good as someone else. In F3
for both forward- and rearward- cost effective. One connector Designed to be electrically or the old Formula Ford, who
facing video cameras. As an carries switches and power, and robust, the CFW277 has reverse- built your engine was critical. If
optional upgrade, an onboard the other enables expansion battery, over-voltage and load you got the wrong engine tuner
video system can be supplied to a paddleshift system. The dump protection built-in. you wasted a season because
you won’t get the results. In

32 www.racecar-engineering.com • March 2013

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 WorldMags.net
Japanese F4 I suspect that the
same is true. This is about driver
development, remember it’s them
that are paying for it.’
It has been argued by some
team owners – but notably no
drivers – that a key part of a
young driver’s development
is learning how to setup and
develop a car, something that has
given some leading competitors
such as Fernando Alonso and
Michael Schumacher a key
advantage. But Palmer feels
that for youngsters coming out
of karting, it is perhaps too
early to develop those skills.
‘The drivers can learn how to do
those things as they move into
F3 – they don’t need to learn it at
this level,’ he says. ‘People have
to understand that the biggest
challenge to the viability of
motorsport at all levels is cost,
not technical sophistication. If
you look at what is going on in
motorsport, there’s less and less
scope for technical development,
because it is very expensive.’
It was suggested by many the new Formula Ford ecoboost 200 is hoped to be a step forward, not further evidence that the class has
that F4 has moved into a part of ‘lost its way’ as Jonathan Palmer claims. Mygale, Ray and Fluid Motorsport have committed to building the cars
the British motorsport landscape
traditionally occupied by Formula to a lot of young drivers, and Wings: the debate
Ford, which in recent years has they want a car that looks like

‘W
suffered from dwindling grids. an F1 car and they want a car ings make a proper with young drivers. ‘Its a result
Unsurprisingly among those who that has aero, as they will not racing car. I don’t of the celebrity culture we live
feel that the famous class has drive another with it in their mind touring cars in,’ he says, ‘But the fact of the
had its day is Palmer, himself a career,’ he says. ‘The car was without wings but a single- matter is that when I started
Formula Ford graduate. ‘I think it always designed to have wings seater has to have wings,’ out with the Jim Russell school, I
has sadly lost its way,’ he says. as an upgrade. We took the says 19-year-old driver Sean went around the classroom and
‘It was outstandingly successful decision last year to just have Walkinshaw. Both BRDC F4 asked those sat there what they
in the early days, but it has a new engine – the financial and Formula Ford felt that wanted to do.
progressively got less appealing climate was much harder then fitting wings to their cars was ‘They all had the simple
and grid numbers have gone than today. We got a year of essential to the success of goal of going racing. I go karting
down. I think the adoption of running with the new car, and their respective series. now and there are some eight-
a turbo engine was a mistake. after getting a televised slot on Walkinshaw’s attitude is typical year-old kids there and you ask
There is a degree of competition the BTCC bill and talking to the of young racing drivers who, them the same question, they
there and I believe Formula 4 will teams, it was clear that all of according to Jonathan Palmer, all tell you that they want to
be the championship of choice for the drivers we wanted to attract pay for racing today. be an F1 driver. Consequently
young drivers.’ wanted wings, and that we ‘I want a car with lots of grip they do not want to drive a car
should make the step now.’ – it makes it easier for a driver,’ that teaches mechanical grip
THE F-Ford pErspEcTivE As has always been the case says Walkinshaw. ‘You still learn and does not have any wings.
One man who could not disagree with Formula Ford, any chassis about mechanical grip in the low Instead they want to drive
with Palmer more strongly is manufacturer can take part and speed corners because wings something that kind of looks like
Ford’s motorsport manager Mike Mygale, Ray and Fluid Motorsport only work at high speed. So a car a Formula 1 car. That means any
Norton, who could be found on have already committed to without wings will give you both new series has to have wings,
the stand next door to Palmer’s, building bewinged 2013 spec aspects, but an old Formula Ford it has to have an aero package,
where the blue oval was showing cars. The wing package itself will only give you mechanical and that camouflages any
off its updated Formula Ford is a spec kit supplied by Ford. grip. But you don’t learn deficiency that they may have
EcoBoost 200 design. The wing profiles and endplates anything about aero downforce.’ as a driver straight away.
The main change to the cannot be altered, although there Not everyone agrees. ‘What is happening now is
long-established concept is the is scope for adjustment on wing John Kirkpatrick of Jim Russell that youngsters simply want to
adoption of an aerodynamic angle. The front wing mounts to Management Ltd (and the get to Formula 1. Consequently
package. This is in response the mandatory single spec front MIA), has been influential in nobody enjoys the journey up
to the demands of drivers, impact structure, while the rear the careers of many top racing the ladder – it’s just the racing
says Norton. ‘I went to a lot wing mounts to the mandatory drivers and today still works version of the X-Factor.’
of kart meetings and spoke Hewland gearbox casing.

March 2013 • www.racecar-engineering.com 33

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 FORMULA 4/F-FORD
WorldMags.net

the F-Ford’s new wing kit has split opinion, but Ford claim they’ve merely acted in response to the demands of drivers

‘We are very conscious that their own and turning it into Ford developed the new wing Bertrand Decoster. One of the
Formula Ford remains cost- a mini-Formula 3. Due to the package primarily using CFD, English-built cars will feature
effective. We don’t want an cockpit shape and sidepod duct although it did spend some time in a future series of Aerobytes
aero war – this isn’t Formula 3 shape being common to all cars, in the manufacturer’s climatic in the pages of this magazine
– it’s the first rung on the the frontal area is basically the tunnel in England. However, after full-scale tests are
professional career ladder,’ says same for everyone. So, to some the chassis manufacturers are conducted at MIRA.
Norton. ‘Having it all made up degree the aero is much the same. already working hard on the Many however feel that
of mandatory parts gives the That’s to prevent the aero war, aerodynamics, free to run their Formula Ford and other junior
economies of scale in terms of the but from the chassis perspective cars in wind tunnels. Mygale formulae should not have wings,
production costs. It also prevents and mechanical setup it is still as has already done so at full scale but Norton thinks that the
everyone from developing Formula Ford has always been.’ according to company boss series has to move with the
times. ‘When Formula Ford first
F4: the series oF the Future? started, the cars looked like
Formula 1 cars because F1

F
ormula 4 is nothing new. that the pyramid at the moment or there can be some kind of cars didn’t have wings,’ he
It has existed in different is very loose. there are too final between the top guys in said. ‘But we stayed where we
forms for many years in many championships out there, the different national series, were and stuck to the Formula
Japan and the UK. However, and attention between them but what we have to do it Ford ethos. Even with the wing
there is a new drive behind is split too much. break it all down and provide kit, that will remain. The front
the F4 concept, perhaps sparked ‘We are missing something what is needed.’ wing is much larger than the
by the growth in series using between karts and Formula 3 The Italian motorsports rear, we have a flat floor, but
the F4 moniker. The FIA has got – call it Formula 4, if you will. governing body has already no diffuser – so we’re hoping
in on the act too, and will will We are working on this. It has committed itself to the new plan that the tight Formula Ford
launch its own international F4 to be reasonably priced, it has with F4. After a meeting with style racing continues. The aero
concept in 2014. to be safe, and drivers need Berger, ACI-CSAI decided to drop does not add a huge amount to
Former grand prix winner to learn about aerodynamics. the Italian F3 series so that the car – only around 200kg at
Gerhard Berger was named It mustn’t be too complex, but it could prepare for the new around 140mph. The drivers say
President of the FIA Single it should be a challenge, so FIA F4 regulations. Italy is well- it is apparent in fast corners, but
Seater Commission in 2011, that they can learn. It has a placed for an open chassis F4, not on the slower ones. In that
and it’s fair to say that he has modern good-looking car. I with a number of manufacturers environment you need the same
shaken up the establishment think all these side categories well equipped for this type of old Formula Ford skills, you need
somewhat with changes to disturb the system. racing including Dallara, Mirage the car setup to be right and you
Formula 3. But he now has his ‘We should have one formula & Tatuus, all of whom offer a low need basic driver skills.’
sights set on the level below with one regulation. OK, if cost open wheel car already. Both Formula Ford EcoBoost
F3. ‘The Commission looks at a country does not have a ONLINE LINK: F4 around the 200 and BRDC F4 will kick off in
everything between karting and strong enough championship world – Sam Collins takes a look the UK in the spring. It remains
Formula 1,’ he says, ‘and I find then it could join with another, Formula 4 racing as it is today. to be seen which proves to be
the most successful.

34 www.racecar-engineering.com • March 2013 WorldMags.net

WorldMags.net

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 AUTOSPORT ENGINEERING - REVIEW
WorldMags.net

Brilliance in Birmingham
Looking back over the agenda-setting 2013 Autosport International show

T
he Autosport presentation of new cars and the Skyline GTR and the Honda and Zircotec, which launched
International Show once engines, and new exhibitors, 100 Civic Type R. Titan Motorsport its GOLD products at the show,
again cemented its from overseas and 75 exhibiting launched its cylinder head and offering heatshield and variant
reputation as Europe’s for the first time. valve train upgrade for the Nissan for composites that offer 98 per
leading motor sport show, with Radical launched its RXC GTR and VR28 platform, while in cent reflectivity.
79,000 spectators over the four coupe, the first ever closed car the Engineering show, Versarien Elsewhere in the show,
days, and 28,000 registered by the British manufacturer, the Limited won the Graham Jones Formula 3 was put into the
trade visitors, nearly a quarter of BRDC took the wraps off the Award for technical innovation spotlight once again, with
which came from overseas. No the launch of Neil Brown
fewer than 2000 of these trade
visitors also registered to attend
Linking OEMs to motorsport Engineering’s engine, built to the
new regulations and featured on
the main show.
Before the show even started,
is vital to its survival Page 74 of this magazine.
With the product launches,
the MIA Low Carbon Conference the location of the show and
set the tone for the week, with Formula 4 car featured on page at show with its revolutionary the timing, at the start of
industry leaders and the UKTI 31 this month, ATL Racing Fuel new heat transfer material the new year and with eyes
discussing how racing could Cells displayed a Formula 1 fuel for constrained environments. turning towards the season
benefit production cars. It is a link cell, DC Electronics launched its The company has opened ahead, it is small surprise that a
that is vital to the survival of the Motorsport Electronics Engineer negotiations with Formula significant amount of business
sport, and to the development of Training Progamme and Ford 1 teams, as the sport heads was completed. Show organisers
the cars that we will drive on the publicly unveiled its 2013 further down the road of hybrid estimate conservatively that
road. It is a link that has not yet EcoBoost 200, with aero wings technology, and the judging more than £800 million worth of
been cemented by anyone other and a 1.6 litre EcoBoost engine. panel felt that it was an entirely business was generated. Overall,
than, perhaps, Audi through its Le That was just on day one! relevant and new product. it was an indication of the health
Mans programme. On display were three Short-listed for the award of motor sport in the UK. There is
At the show itself, there were new gearboxes from Quaife were Ole Buhl Racing, with its still a lot to be done, but the NHS
launches of new products, the Engineering, for oval racing, PCM2 Electronic Control Unit, can rest easy, for now.

March 2013 • www.racecar-engineering.com 37

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 AUTOSPORT ENGINEERING – IN PICTURES
WorldMags.net

Best in show
Some of the highlights from the Autosport International Show, 2013
Photography by David Lord

Gill Sensors is on the verge of finalising the design of their ultrasonic sensor

Radical RXC was certainly eye catching in its stunning yellow livery

The Racecar Engineering stand was more popular than ever in 2013

Versarien won the Graham Jones Award for best innovation at the show Crankshafts at the Autosport International Show

38 www.racecar-engineering.com • March 2013

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 WorldMags.net

STAND AWARDS

DC Electronics displayed the Mussett Technology Group's 1.5 litre turbo Maja Foster receives the award for Best Stand in Manufacturing
Technology from our own Tony Tobias

Subscription manager Will Delmont (left) was kept busy this year
Advanced Fuel Systems won the Best Small Stand in the Autosport
Engineering Show, held in association with Racecar Engineering

Greaves Motorsport won Best Overall Stand at Autosport Engineering

Deputy editor Sam Collins' haircut makes him an easy person to find

March 2013 • www.racecar-engineering.com 39

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 AUTOSPORT ENGINEERING – MIA AWARDS
WorldMags.net
THE MIA AWARDS -2013

Jon Hourihan from Goodridge presents the MSA's Colin Hilton with the Williams F1 won the Xtrac supported Business of the Year award. Xtrac's
Service to the Industry award Adrian Moore presents Alex Burns with the award

Interex won the Export Achievement award, presented British Touring Car Championship Team Dynamics won the Teamwork award.
by Arianna Maugeri, representing the PRI Show Edward Grainger from Grainger & Worrall presents Barry Plowman.

Julia Schumacher, NEP, presents Raphael Caille of Swindon Engines with the DC Electronics expanded into the USA, and was presented with the New
Small Business of the Year award Markets award by Desktop Engineering's Geoff Haines

Ricardo's Steve Sapsford presented Millers Oils' Martyn Mann with A full lineup of the MIA winners at the awards dinner, held on Thursday
the Technology and Innovation award night at the Autosport International Show

40 www.racecar-engineering.com • March 2013

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 WorldMags.net Specialists in the design and manufacture of
high-tech lubricants and synthetic lubricant
experts, for many years Motul have been heavily
involved at the highest level of Motorsport
- the ideal testing ground for developing and
perfecting championship-winning products.
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Tel: 01508 522500

l Fax: 01508 528769
l Email: sales@mussett-racing.co.uk

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 PMW/PRI SHOWS – REVIEW
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Eastern promise
Unfortunate timing, but a great showcase for German and East European companies

C
ologne is a great place Praga Racing at Spa in August and indeed more racecars. This
for a trade show, but this 2011. I was hugely impressed is going to be the most amazing
year the Professional about how such a little car was car to drive, with huge downforce,
Motorsport World Expo's timing so near the front of the field in incredible power-to-weight
was not ideal as the Formula 1 Dutch Supercar, especially at a ratio, and most importantly a
season had not yet reached its big, tough circuit like Spa. I got fully enclosed cockpit.'
conclusion, and it also clashed into conversation with the MD The Praga R1 has what
with the end of season Macau Dusan Maly, and we realised we can only be described as a
Grand Prix. Attendance was had a lot to offer each other. striking look, but it has really
still strong, though, and as 'They were an emerging car caught the enthusiasm of its
usual those present were of manufacturer from Slovakia with suppliers, many of whom were
the highest calibre. 'Preliminary great technical skill and huge present at the show. A full feature
visitor numbers show that over innovation, and impressively on Praga will appear in a future
7,000 motorsport professionals out of the box ideas. I found issue of Racecar.
attended the show, which this really appealing. A huge It is becoming rapidly apparent
featured over 250 exhibitors bonus to this relationship is that that the PMW expo is the door
from all over the world, each Praga's R1 caught the imagination Praga are now developing their to the growing Eastern European
showcasing the very latest race of many at the PMW expo own engines, a 532bhp Suzuki motorsport industry. Many
technologies, components and Hyabusa-based V8 weighing fully companies present were really
services,' enthused Graham R1, a car few thought would dressed on 89 kilos, and also only there to tap into it. But it is
Johnson, managing director of ever see the light of day. a four cylinder engine 1500cc also the place to find very high
UKIP Media & Events. Rollcentre MD Martin Short, producing 265bhp. I can see a end new products from German
One of the real highlights of who handles Praga's interests really good market for these engineering firms, many of who
the show was the Slovakian Praga in the UK, says: 'I discovered engines for hill climb, rally cars do not exhibit elsewhere.

Farewell Florida
Uncertainty over PRI's move to Indianapolis told at a noticeably subdued event

T
here was something a little 'Having the two shows Indiana. Chief amongst them Rouelle’s Optimum G Advanced
subdued about the 2012 combine together makes all was the MIA's now annual trip Vehicle Dynamics Seminar, the
PRI show – the buzz it often the sense in the world,' relayed to Daytona, where delegates Race Track Business Conference,
has was perhaps a bit absent. Safety Kleen’s Drew Pate. 'Cost get a great lunch in the France the International Council of
That is not to say that it wasn't a savings on a dollar basis are family suite overlooking the track, Motorsport Sciences (ICMS)
good show, indeed approximately probably well north of $50,000 as well as a few beers down on annual Congress, the Winning
37,500 racing business people when you consider man hours, the beach – a great opportunity The eRace Digital Marketing
from all 50 states and 70 travel and accommodation.' for networking. Conference, Winning Setup
countries attended this year’s Leading into the show there Top of the bill were The Strategies for Dirt Late Models,
event to get up-to-date with was a series of events, something Advanced Engineering Technology and the FAST EFI University
the latest in racing technology, that will hopefully be repeated in Conference (AETC), Claude training course on electronic fuel
courtesy of the 1000 motorsports injection in racing applications.
companies exhibiting. In total there were 35
Indeed the real reason for conferences and seminars that
the slight change in mood was ran in conjunction with the show.
the uncertainty surrounding the Some of the main show
future. This year in December highlights have already been
the show will relocate back to featured in recent issues of
its former home in Indianapolis. Racecar, but there are plenty
Many exhibitors spoke of greatly more still to come. Preparations
reduced costs, not having to are already underway for the
send crews to both PRI and the 2013 PRI Trade Show, which will
IMIS show after the latter was run at the Indiana Convention
recently acquired by SEMA and Center, 12-14 December. Don't
consolidated with the PRI Show. PRI 2012 was busy, but 2013's move back to Indiana muted the usual buzz forget to bring your coat this year.

42 www.racecar-engineering.com • March 2013

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DC Nascar AD Racecar Engineering Feb 2013 AWF.pdf 1 06/12/2012 09:41

www.dcemotorsport.com

Wiring Looms
Control Panels
Data Acquisition
Engine Management
Sensors
Power Steering

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 TECHNOLOGY – CONSULTANT
WorldMags.net
Small load transfer
with low roll resistance
A delicate balancing act is needed to stop cars tipping over…

Q
Here’s a quote from Ben Bowlby at stiffness was on the rear, the front tyres saw
the World Motorsport Symposium, virtually no change in vertical load.’
discussing the Nissan DeltaWing: Could you explain to a virtual newbie like
Mark Ortiz Automotive is a
‘Because the vast majority of the roll me how this happens?
chassis consultancy service
primarily serving oval track and

H
road racers. Here Mark answers aving very little lateral For the car not to tip over, all, provided that the wide end
your chassis setup and handling load transfer in cornering the total roll resisting moment can resist the roll moment by
queries. If you have a question is possible with any car – for both wheel pairs has to equal itself without lifting a wheel. It’s
for him, get in touch. for one end of the car only, and the overall overturning moment also possible for the narrow end
only up to the point where the for the entire car, which is the to have negative load transfer,
E: markortizauto
opposite end lifts a wheel. This product of the cg height above provided the wide end can react
@windstream.net
is true whether the car has an ground, and the total ground more than 100 per cent of the roll
T: +1 704-933-8876
extremely narrow track at one end plane lateral force at the tyres. moment without lifting a wheel.
A: Mark Ortiz, or not. The only difference when Or, neglecting the unsprung This requires the suspension
155 Wankel Drive , Kannapolis one end has this, and also a small mass load transfer, it is the system to have negative net roll
NC 28083-8200, USA percentage of the static weight, product of the sprung mass cg resistance: when it experiences
is that very small load transfer height above ground and the ground plane force to the left, it
cannot be obtained at the wide portion of the ground plane tries to roll the car to the right,
end, except for very small lateral force at each end that reacts not resist rightward roll. This can
accelerations. But it’s definitely the sprung mass inertia. It helps be arranged by having zero or
possible at the narrow end. if we ignore the unsprung load very small elastic anti-roll, and

“A car with net negative roll resistance at either end is a possibility”

When the wide end has a transfer. Treating things in this geometric pro-roll. I don’t know of
very wide track and well over manner, the roll resisting moment any car that has net negative roll
50 per cent of the static weight, at each end of the car is the load resistance at either end, but it is a
it’s possible to have all the load transfer at that end multiplied theoretical possibility.
transfer at the wide end and none by the track at that end. This is With a very narrow front
at the narrow end, up to maximum also the change in wheel load track, it’s possible to greatly
lateral acceleration. It may even difference times half the track affect the load transfer at the
be possible to have negative load (note: adding 100 pounds to one front by adjustment of the front
transfer at the soft end. tyre and taking 100 off the other suspension. This allows us to
Any wheel pair can only resist changes the difference by 200.) tune the oversteer/understeer
roll by exerting force against The sum of the front and rear balance of the car. However, it is
the ground. Regardless of how roll resisting moments has to equal not possible to greatly affect load
The front end of the Nissan the system generates its roll the overall roll moment. Therefore, transfer at the rear by adjusting
DeltaWing sees little change in resistance, it has to act through we can reduce load transfer at one the front suspension. With very
vertical load as the majority of the tyres, and therefore has to end of the car by making it softer little track to work with, the front
the stiffness is on the rear change their loadings. relative to the other. However, this can’t generate a lot of anti-roll
will increase the load transfer at moment even with a lot of load
the other end of the car. transfer. In a tail-heavy car with
It will be apparent that a front track similar to the rear,
when either factor (the track if we add front roll resistance to
or the load transfer) is small, the point where the inside front
the product (the roll resisting is very light or airborne, we get
moment for the wheel pair) not only an oversteer reduction/
cannot be large. However, if understeer increase, but also good
the product can be small, then loading on the inside rear, helping
neither factor has to be large. the car put power down with
Thus, it is entirely possible to that tyre. When the front track is
have small load transfer at the extremely narrow, the inside rear
narrow end of a near-tricycle four- will unload dramatically in limit
wheel car. We can even arrange cornering, even if the front end is
for it to have no load transfer at stiff enough to pick up a wheel.

March 2013 • www.racecar-engineering.com 45

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 TECHNOLOGY – CONSULTANT
WorldMags.net
Finding the swing axle length
in a modern strut suspension
F
or the purposes of control arm plane is the plane geometry is concerned, the

Q
A question has been rattling analysing suspension perpendicular to that axis, steering axis is the line
around in my head for a geometry, the axis containing the strut pivot containing the ball joint centre
while which you’ll hopefully of the strut itself is what centre of rotation. However, of rotation and the strut pivot
be able to shed light on. From matters. The effective upper where analysing steering centre of rotation.
everything I’ve read regarding
finding the swing axle length on
strut suspension, they say that you
project a line from the top of the
strut, square to the centreline of
the strut, until it intersects with the
line of the lower control arm.
I understand this in relation to
the days when struts were in line
with the lower ball joint. However
I’m confused where modern
suspension is concerned, where
the strut is bolted to the side of
the steering knuckle.
Should the upper line project
square to the strut?
Or should it be square to the
‘virtual’ strut (line between strut
top pivot and ball joint)?

A Peugeot 208 Group R rally car, an example of a vehicle which features strut suspension

Understeer in tight turns,

oversteer in high speed turns
Q
Why does the same car speed bend? Aero aside, is this
understeer in a low just a product of yaw centre
speed tight corner but location or is it due to other
oversteer in a high effects (Ackermann, etc)?

I
t isn’t strictly true that all The rear wheels always track
cars do this, but when they more to the inside of the turn,
don’t it’s usually because of relative to the front wheels, in
aerodynamic effects – those tight turns than in sweepers for
being significantly greater the same amount of understeer.
downforce and/or less lift at the With rear drive, this ‘off-tracking’
rear than at the front. puts the centre of front wheel
I will confess that I don’t fully drag further to the outside of
understand the reasons for this, the turn and the centre of rear
but I understand some of them. wheel propulsive thrust further
Ackermann does enter into it. to the inside, relative to the
A car needs more Ackermann in track of the cg, in a tight turn
a low speed turn than it does in than in a sweeper. This creates
A pile-up at the Druids hairpin at Brands Hatch last year – without wanting a high speed one, and as a result a yaw moment out of the turn,
to point fingers, we’re guessing understeer played a part we have to compromise. adding understeer.

46 www.racecar-engineering.com • March 2013

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TECHNOLOGY – DATABYTES
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Fly-by-wire
calibration
Following on from last month: how to configure a FBW throttle

Databytes gives insights to

F
ollowing on from last is a base calibration with the angle. The relationship between
help you improve your data
month’s Databytes, which engine off, it’s obviously the P term and the error value
analysis skills each month as
introduced some of the necessary to be able to start the can be seen in the diagram below.
Cosworth’s electronics principles of fly-by-wire throttle data logger without the engine There are five different
engineers share tips and systems, this article features one actually running. The data logger regions shown here. The areas
tweaks learned from years of method that can be employed for should also be able to log the with the highest error values
experience with data systems. the initial calibration and required channels at a high result in the greatest duty
Plus we test your skills with a configuration of a fly-by-wire enough rate to see small details in demand of the FBW motor. This
teaser each month throttle. The idea is to focus on the fly-by-wire system behaviour. ensures that the target is met as
methods, rather than go into The fly-by-wire system fast as possible. As the error value
To allow you to view detail regarding calibration uses a PID controller and it is goes down, the gradient of the P
the images at a larger software, so I’m writing under the critical that both the I and D term duty steepens, reducing the
size they can now be assumtion that the user knows terms are zero before starting amount of motor duty demand as
found at www.racecar- the calibration software well the calibration procedure. Only it approaches zero. To prevent
engineering.com/ enough to carry out the tasks. the P term will be used to begin oscillation around the zero value
databytes The procedure I’m detailing with and the I and D terms then point, there is a plateau which
here assumes that only one used to fine-tune the system. allows the motor to sit at steady
fly-by-wire motor is being used, The proportional term is tuned state without any demand for
and that the system allows set with respect to the error duty in either direction.
adequate data logging in order to between the requested throttle There are two variables in
visualise what is going on. As this angle and the actual throttle the matrix used to control the
fly-by-wire P term: the X-axis
has the angle error value and
the Y-axis the throttle position.
This allows a fine tuning of the
calibration in specific areas of
throttle opening. A throttle
system that incorporates two
springs – one for returning the
throttle to close and another soft
spring to hold the throttle open at
8-10 degrees – demonstrates
where this is important. This can
be described as having a ‘limp
home’ feature, as the engine will
keep idling if there is a failure in
the throttle system. The P term
matrix will vary slightly
depending on what type of spring
is incorporated in the throttle
system. Page 50 shows two
examples – one for a single
uni-directional spring, and
another for two opposing springs.
Note the different values on the
Y-axis where in the two spring
solution there are finer intervals
around the spring switching point
to give sufficient control. The two
images over the page also show
how calibrations can differ
between different systems.

March 2013 • www.racecar-engineering.com 49

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 TECHNOLOGY – DATABYTES
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Figure 1: data from a single uni-directional spring

Figure 2: data from a system featuring two opposing springs

The first step in calibrating the 1. There is a small error the map to either increase or values that were not specifically
fly-by-wire system is to configure present but the throttle decrease the duty until a configured. If a plateau has
the steady state conditions. This has reached its target and satisfactory result is achieved. not already been created, it
effectively gives us a base is stable. This means the 3. The throttle can reach its is advisable to do so at this
calibration that sets the P-term up calibration is satisfactory at target but the angle and error stage to make sure that the
to oppose the throttle return this point. This means its are oscillating. This means that at throttle can sit in the zero-error
spring. This procedure is based possible to go to the next low error the P-term is too position without being driven
around a throttle system with a in any direction.
uni-directional return spring and In the next Databytes we will
an engine map with a base pedal Once all steady state values are continue with the fly-by-wire
to throttle position map (PPS to
TPS map). This can be as simple as tuned, it’s advisable to re-check calibration, looking at step
changes and finally tracking the
a one to one map, and a base throttle by simulating normal
fly-by-wire position-based P term incremental step of steady state aggressive and a plateau needs to conditions, and also how the I and
map which will be used to – normally the steps are be created by adjusting the cells D terms can be used to further
calibrate the throttle behaviour. 10 degrees from zero to 90. either side of the zero-error value. fine-tune the installation.
The first step is to fix the 2. There is a large error Note that the zero-error cells
value of the PPS to TPS map (more than 2 degrees) and may require a positive value in
in order to demand a steady the throttle cannot reach its order to overcome the return
state value from the throttle. target with the current level spring of the throttle.
Produced in association
Then go back to the P term map of duty. This means there is Once all steady state values with Cosworth
to observe what TPS error is either too much, or too little, duty have been tuned, it is advisable Tel: +44 (0)1954 253600
present. There are three likely being given to the motor. to re-check through the entire Email: ceenquiries@cosworth.com
outcomes at this stage: Adjustments need to be made to TPS range and also check a few Website: www.cosworth.com

50 www.racecar-engineering.com • March 2013

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 TECHNOLOGY – AEROBYTES
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Subaru studies
In the first of a new mini-series, our aero expert takes a
look at a popular car: the Impreza. Here, a model from the UK’s
Euro Saloon and Classic Thunder championships

W
e begin a new project coefficients of the best, near- configuration evaluated) into a
this month with a close balanced configuration achieved pretty well balanced amount of
Simon McBeath offers
look at a favourite during the session, and the downforce for a car with a 61
aerodynamic advisory
among racers all over the planet, coefficients with all downforce- per cent front static weight
services under his own
the Subaru Impreza. This one inducing appendages removed percentage with driver aboard.
brand of SM is the 2006 UK specification for comparison, with the A key question then: how
Aerotechniques – www. WRX STi of clubman racer Danny differences (∆ or delta values) significant was that change from
sm-aerotechniques.co.uk. Precious, nicely prepared by also shown. It is worth noting lift to downforce? We can calculate
In these pages he uses Scoobyclinic of Chesterfield in that even in ‘appendage-less’ that by applying the aerodynamic
data from MIRA to discuss the north of England. The team trim the car sported a small STi force equation to the change in the
common aerodynamic had implemented a number of splitter at the front, and would overall lift coefficient value (0.387)
issues faced by aerodynamic developments on probably have been generating at various speeds, and then relate
racecar engineers the car during 2012, but limited positive lift at both ends of the that to the car’s actual weight. The
running due to other technical car had this not been fitted, frontal area estimated for these
issues during the season meant so this is not quite a complete tests was 2.19 square metres, and
Produced in association with that little information had been comparison. Nevertheless the the force equation is as follows:
MIRA Ltd gleaned on the benefits (or differences are illuminating.
otherwise) of the aerodynamic In the most simplistic terms Force = ½ x air density x
work. However, some sterling then, by converting the positive frontal area x coefficient x
preparation work and half a day lift into downforce, the aero kit velocity squared
in the wind tunnel soon put provided 387 ‘counts’ of downforce or 0.5ρACLv2
Tel: +44 (0) 24-7635 5000 that situation right, and it also (a count being a coefficient change
Email: enquiries@mira.co.uk generated some really useful, of 0.001) for just 22 counts of Using a value of 1.225kg/
Website: www.mira.co.uk back to basics data for us to drag, which seems like a very cubic metre for air density, and
study in these pages. efficient return. And in this best converting speed to metres
configuration, the kit turned per second, the aerodynamic
From liFt to downForce positive lift (with most of that load at the following speeds
We’ll start with a look at the lift at the rear in the baseline can be tabulated.
overall benefit of the ‘wing and
splitter kit’ that formed the basis Table 1: comparison of coefficients with and without
of the Impreza’s aerodynamic aerodynamic appendages
package, and attempt to relate
CD CL CLfront CLrear %front L/D
the maximum potential downforce
observed in the wind tunnel to ‘Best’ 0.402 -0.222 -0.140 -0.082 62.6% 0.55
the positive lift generated ‘Worst’ 0.380 0.165 -0.028 0.193 - -
without the downforce inducing
Difference 0.022 0.387 0.112 0.275 - -
appendages. Table 1 shows the

Our new subject this month: the Nippon Challenge Subaru Impreza STi Did this roof vane provide any aero benefit? See over the page…

March 2013 • www.racecar-engineering.com 51

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 TECHNOLOGY – AEROBYTES
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Looking at the percentages in car would also feel more stable to help the airflow to remain in plan view, just overhanging the
the right hand column of Table 2 and balanced at speed, giving the attached to the rear screen, rear deck. Position 2 saw the wing
in the most simplistic terms, these driver increased confidence as and to divert a better feed of 90mm higher and also about 90mm
are approximately equivalent to well as greater grip. In a nutshell, air to the kind of low mounted further rearwards. And Position
the amount of extra grip provided this is the benefit of downforce wing more typically seen on 3 was in the same fore and aft
by the aero kit at the speeds on a racecar, even if it is relatively Imprezas, at least in WRC-style location as the standard position,
shown, compared to the ‘no aero modest here. We’ll revisit exactly guise. The standard wing location but was 155mm higher. As a quick
kit’ configuration. And while this how the best overall configuration in this instance was perhaps method of assessing which was
car isn’t going to develop the came about in a future issue. slightly higher than a WRC wing, the best location for this wing,
kind of downforce that could but did the roof vane have any Figures 1 and 2 show the rear
see it adhere to the ceiling at ROOF VANE benefit? Table 3 shows all. lift and drag coefficients with
normal race speeds, nevertheless A common aftermarket fitment on In short, the effect of the the wing at 4 degrees (measured
that extra grip will be available Imprezas is what might be called vane was almost negligible, near the tip) each time. Clearly
for braking and cornering at the a roof vane. The most probable with a 0.8 per cent reduction moving the wing rearwards and
speeds shown. Furthermore, the intended purpose of this was in drag but changes in lift up helped to an extent, and the
coefficients that were smaller than highest position of all produced the
Table 2: equivalent aerodynamic downforce the typical margin of error. Earlier greatest negative lift coefficient at
at various speeds versions of the Impreza saloon the rear, and it seems reasonable to
Speed Equivalent % of car’s weight had steeper rear screen angles presume that this was down
downforce, N (kg) incl. driver and it is possible that in that to the wing receiving a better
case a vane like this might feed of air. So while many racing
70mph (31.3m/s) 508.6 (51.8) 3.6%
have had some benefit. But in categories specify limits to the
100mph (44.7m/s) 1037.2 (105.7) 7.4% this case it was removed for height and reward location of a
130mph (58.1m/s) 1752.3 (178.6) 12.5% the rest of the session. wing, it’s pretty clear from this
little trial that it pays to exploit any
Table 3: the effect of the roof vane WING LOCATION freedoms available in this respect.
One of the trials carried out in this
CD CL CLf CLr session was to evaluate the effect Next month we’ll look at
With 0.385 -0.043 0.059 -0.102 of the rear wing in three different some variations in rear end
Without 0.382 -0.044 0.058 -0.103 locations. The standard location treatments and ponder future
had the wing’s central leading edge developments on this car.
Difference, -3 -1 -1 -1
220mm above the rear deck, with Racecar’s thanks to Jonathan
counts
the centre of the trailing edge of Fletcher, Danny Precious and
the wing, which was slightly curved the crew at Scoobyclinic.

-­‐CLr  versus  wing  posi0on  

0.12  
0.115  
Posi-on  1  
0.11  
Posi-on  2  
0.105  
Posi-on  3  
0.1  
0.095  
0.09  
0.085  
0.08  

This was the standard location of the rear wing Rear lift coefficient versus wing position at a wing angle of 4 degrees

-­‐CD  versus  wing  posi0on  

0.43  

0.38  

0.33  

0.28   Posi-on  1  

0.23   Posi-on  2  

0.18   Posi-on  3  

0.13  

0.08  

Position 3 had the wing at its highest, directly above the starting location Drag coefficient versus wing position at a wing angle of 4 degrees

52 www.racecar-engineering.com • March 2013

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Young Calibration Half Page RCE:Layout 1 18/10/11 15:18 Page 1

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 TECHNOLOGY - INTERLINKED SUSPENSION
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Basic interlinked
suspension
Could you conquer ride height troubles with minimal modification? Read on…

by Manuel GReineR

R
acecars with very
complex and refined
aerodynamics can
be sensitive to
disturbances and become ‘peaky’
in their performance. As a result,
the suspension of a car has to
resist the aerodynamic loads in
order to prevent significant ride
height and rake angle variations.
It is critical for aerodynamic
performance that a car is run at
its optimal ride height. Dive during
braking can choke the airflow
going under the car. Conversely
a rise in rear ride height changes
the expansion ratio of the floor
leading to a stall of the diffuser.
The result is an immediate
drop of downforce and braking
performance. The aerodynamic
load distribution can also vary
with speed, which causes
variations of axle load essentially This type of suspension is nothing new, but this method is now increasingly finding its way into Formula 1
resulting in rake angle changes.
Spring setups for aerodynamic the dampers control several by converting them into heave suspension which connects the
load at high speed are too stiff different modes. Roll, pitch and movements. Furthermore, a left and right side of the vehicle
to provide mechanical grip at heave have different demands portion of the spring load acting or the front and rear, depending
low speed, while soft springs on the masses, spring ratios and on one axle is transferred to the on how the system is configured.
better compensate for road moments of inertia, This results in springs of the opposing axle. The pull-rods act directly on
disturbances, resulting in a some of the modes, typically roll Compression of the loaded axle hydraulic actuators, which are
smoother ride. Stiff springs and pitch, being over damped. is then reduced, which results connected to a central device. The
also cause oscillations and tyre Racecars, such as the TTR- in a reduction of ride height system then acts as an antiroll
normal force variations. But it 1300 sports racing car we are and rake angle variation. This bar which is interconnected with
is not quite as simple as that. using as an example, use a six helps in decoupling aerodynamic the front as well. This allows
Tyres have hysteresis effects, spring-damper arrangement load distribution from the distributing roll moments between
meaning lateral force builds up with antiroll bars in order to suspension setup. In theory it front and rear axle.
after a certain delay in response help separating the modes. Each makes finding a setup easier A system developed by Lotus
to tyre normal force. Therefore, wheel has individual low stiffness because a change in wing angle which uses the brake pressure
oscillation of tyre normal force corner spring. Heave, dive and does not necessarily require a to prevent dive was banned by
has to be prevented in order to squat are controlled by the heave change of spring stiffness, as the the FIA before the beginning of
improve mechanical grip. Soft spring. The antiroll bars are used aerodynamic loadings have been the 2012 season, but that team
springs do not provide enough to control roll as well as load decoupled from the suspension is thought to have an alternative
roll and pitch support to stabilise transfer during cornering. setup to an extent. in place already.
the vehicle body during cornering The idea of interlinked As was revealed by Bob Bell Interlinked front and rear
and braking, which is required suspension is to do for pitch in a recent issue of Racecar, suspensions are nothing new
for handling and response. The control what the sway bar does interlinked suspension is – they have been tried not only
different modes a vehicle can for roll control. A compression becoming common place in in Formula 1 but also in rallying
experience have to be damped as of the front axle should cause Formula 1, but little detail of and sportscar racing. The Kinetic
well, meaning the damping ratio a compression of the rear axle these systems is known. Mercedes and Creuat systems show that
has to be compromised because to prevent pitch movements, GP has developed a hydraulic it can be advantageous to use

March 2013 • www.racecar-engineering.com 55

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reduce a compression of the individual axles because any vertical load, which acts on the
TECHNOLOGY - INTERLINKED SUSPENSION
WorldMags.net
vehicle, is spread among both axles.

Schematics of the proposed hydraulic system. The presence of flow control valves in the circuits offers the potential to fine-tune the pitch velocity
Figure 9: Schematics of the hydraulic System
interlinked suspensions in based on the CFD work conducted will also cause a compression on of the individual axles because
racecars. The systems illustrated by TTR. It has a double wishbone the other axle. This means the
Figure 9 shows how the hydraulic circuit could look like. It is possible to place flow control any vertical load, which acts on
have one thing in common – they suspension, with a pushrod cylinders will mimic each other’s the vehicle, is spread among
connect all four tyres to each actuated triple damper layout movement. Oil is transferred both axles. Which in turn should
valves into the circuits, which will resist the movement of the oil according to the oil velocity.
other. The approach followed in front and rear. Its sophisticated from one cylinder chamber improve aerodynamic performance.
this article is different in that suspension design and its high into the other. The magnitude The illustration above shows
This offers the possibility to fine tune pitch velocity. Further, an accumulator can be placed into
aspect as it utilises the special downforce potential made this of movement depends on the what the hydraulic circuit could
design of a six-spring damper the ideal base car with which to spring stiffness of the two axles look like. It is possible to place
each circuit, allowing fine tuning of the spring stiffness.
suspension, which allows investigate the application of because a movement can only flow control valves into the
replacing of the heave dampers interlinked suspension. be realised by a compression circuits, which will resist the
only. This represents only a The suspension proposed or decompression of a spring. movement of the oil according
Regular hydraulic cylinders have the con-rod connected to the piston on one side, which creates
small modification to the original replaces the heave dampers Therefore, the interlinked system to the oil velocity. This offers
suspension, which allows for easy with hydraulic cylinders, which generates a transfer of spring the possibility of fine tuning the
different piston surface areas and different oil displacements. The difference of oil displacement
interchanging of the system as are connected to each other to load between front and rear axle pitch velocity. In addition, an
well as retrospective integration generate two separate oil circuits. and offers an additional load accumulator can be placed into
causes a problem which can be illustrated in a hypothetical example. Let's say the piston surface
into an existing car. The hydraulic pipes cross over patch. Essentially the system each circuit, allowing fine-tuning
Interlinked suspension with such that compression of one axle should reduce a compression of the spring stiffness. But the
area on the con-rod side is half the size than on the other side. When the front cylinder
a cable or a torsion bar – as it is design of such a system is far
done in the 2CV – is not the most from straightforward.
INTERLINKED
suitable solution for a racecar.
compresses 1 cm and displaces 10 cm³SUSPENSION ON THE
of oil to the CITROEN
con-rod side2CV
of the rear cylinder. The rear Regular hydraulic cylinders
This is especially the case when have the con-rod connected to the
One ofthe
the system is supposed to be
piston then has to move twice the first
amount allow
vehicles which is for pitch
2 cm. movement.
This It
already shows that the rear piston piston on one side, which creates
an add-on solution instead of featuring a form of interlinked is restrained on both sides by different piston surface areas and
being implemented in the design front to rear suspension was auxiliary rubber springs which
is not moving in the same magnitude as the front. Furthermore, the force generated by the rear different oil displacements. The
from the outset. A torsion bar the Citroen 2CV from 1948. are connected to the chassis. difference of oil displacement
requires a straight connection The purpose of the system is Differences in front and rear causes a problem which can
cylinder is smaller due to the difference in surface area. The 2 cm movement of the rear piston
path between front and rear to keep the car in a level ride sprung mass are compensated be illustrated in a hypothetical
which needs to be taken into when going over rough terrain by different leverages of example. If the piston surface
then displaces 20 cm³ of oil from the big cylinder chamber of the rear cylinder to the smaller
account when the vehicle is and bumps. The front wheels the cable attachment point. area on the con-rod side is half
designed. A cable is more flexible are attached to a leading arm, The attachment points also the size than on the other, when
con-rod side of the front cylinder. However, due to the 1 cm movement of the front piston is
because it can be run around the rear wheels to a trailing generate a rising rate. The the front cylinder compresses
corners. However, this can cause arm. On both sides of the car vehicle is sprung very soft in 1cm and displaces 10cm3 of oil
high losses due to friction and it is a cable running lengthwise, heave because the purpose of to the con-rod side of the rear
creates a certain safety hazard which connects the arms. The the suspension is to improve cylinder, the rear piston then has
when the cable snaps. Therefore, cable transmits forces between ride over bumps. to move twice the amount – 2cm.
a hydraulic solution – similar to front and rear to cause opposing As a result of that, the This already shows that the rear
one found on the Morris 1100 –
17 | P a g e
movements. The cable is split suspension is very soft in roll. piston is not moving the same
was found to be the best concept. in the middle, with each side Dive is not prevented by this amount as the front. In addition,
The interlinked suspension is pulling on a spring which is design as an upward movement the force generated by the rear
simulated based on data of the housed in a floating cylinder of the front arm causes the cylinder is smaller due to the
TTR-1300, which was designed unit and rests against the rear arm to move down. This difference in surface area. The
to compete in the British casing. These springs generate amplifies dive movements, 2cm movement of the rear
Bikesports championship. It is a the heave springing of the car. which requires compensation piston then displaces 20cc of oil
tube frame racecar fitted with a The cylinder casing transmits by anti-dive and anti-squat from the big cylinder chamber
Suzuki 1300cc Hayabusa engine the forces between the two suspension geometry. The of the rear cylinder to the
developing around 135kW. It sides. The cylinder unit itself 2CV inspired Alex Moulton smaller con-rod side of the front
runs on any Formula 3 tyres, and is able to move lengthwise in to develop the Hydrolastic cylinder. However, due to the
has a flat floor which leads into order to allow for compensation suspension, which was then 1cm movement of the front
a very big diffuser. It develops a of road disturbances and to used in the Morris 1100 Car. piston, there is only a volume
significant amount of downforce of 5cc available. This means

March 2013 • www.racecar-engineering.com 57

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 Interlinked System
TECHNOLOGY - INTERLINKED SUSPENSION
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Effective Interlinked Spring Stiffness 900 000 N/m
Interlinked Damping Coefficient 8 000 Ns/m
Pitch Damping Coefficient 1 000 Ns/m

the system contains 15cc of Fluid going into the accumulator Another solution is the use connection StiFFneSS
excessive oil which has to be causes a pressure rise in the of cylinders which have the con- The stiffness of the hydraulic
It can be seen that the compression of the front axle is reduced with the interlinked suspension.
dissipated, otherwise the system circuit, which will act on the rods going through the piston, connection also affects how
The rear axle compresses more according to the transferred spring load. The change in pitch
is locked in one position. One different sized surface areas so that the piston surface area much the rear axle compresses.
angle is therefore reduced. Apart from the transient time, is the wheel load not affected by the
solution for this is to place an of the front and rear cylinder. is equal on both sides. The oil can Figure 2 shows the deflection
interlinked suspension. However, the variation in pitch angle is not totally reduced as well as
accumulator in both circuits which This causes a force which acts then be displaced in any position with increasing hydraulic stiffness.
only a fraction of the front compression is reproduced by the rear. This is can be explained with
can compensate for the volume against the movement. The without generating any restoring Hydraulic stiffness was set in
the deflection of the tyres which cause a big fraction of the ride height change. This shows that
difference. However, this creates cylinders will be able to move but force. It is further required relationship to the previously
the effect of the system is reduced with low tyre stiffness and very stiff suspension springs.
further difficulties because the the system is intended to return that the front and rear cylinder mentioned spring stiffness of the
accumulator itself acts as a spring. to its original position. have the same displacement. As suspension. It becomes apparent
-3
the TTR-1300 was still on the that an increase in hydraulic
x 10 Ride Height
5 drawing board when this project stiffness reduces the deflection
0 was conducted, the only way to of the front axle further, and
Displacement [m]

-5
work out the best solution to increases the deflection of
these issues was using simulation. the rear axle. This keeps the
Stiffness
-10of the hydraulic connection
That process will be detailed in full deflections of the two axles
-15
The stiffness of the hydraulic connection also affects how much the rear axle compresses. next month, but here we’ll discuss closer together, which reduces the
Figure -20
31 0shows the deflection
0.25 with increasing
0.5 hydraulic
0.75 stiffness.1Hydraulic stiffness
1.25 was set1.5
in the implications of the system. pitch angle variation. However,
relationship to the previously mentioned spring Time
stiffness
[s] of the suspension. It becomes apparent In the tests run for vertical it also becomes apparent that
Pitch Angle
that an
0.4increase in hydraulic stiffness reduces the deflection of the front axle further and load response, the front axle a higher stiffness causes more
increases
0.3
the deflection of the rear axle. This keeps the deflections of the two axles closer of a conventional independent oscillations of the system, which
together which reduces the pitch angle variation. However, it also becomes apparent that a suspension compresses according take longer to settle down. Front
Angle [deg]

0.2
higher stiffness causes more and more oscillations of the system which take longer to settle to its spring and tyre stiffness, and rear axles oscillate 180
0.1 Conv. Susp. Front
down. Front and rear axles oscillate 180° out of phase, which means theyConv.
bounce off the
Susp. Rear
which essentially causes a degrees out of phase, which
0 positive rake angle. After the means they bounce off the
hydraulic link by compressing it. This causes oscillations in wheel loadInterl.
which reduces
Susp. Front
Interl. Susp. Rear
mechanical
-0.1
0
grip. On the other side does
0.25 0.5
the hundred times stiffer 1hydraulic connection
0.75 1.25
not result
1.5
suspension has settled down, hydraulic link by compressing it.
in an significant improvement of pitch reduction compared
Time [s] to the ten times stiffer connection. the rear ride height should not This causes oscillations in wheel
This means1:
Figure
Figure that
30:theit comparison
is not required
Comparison toresponse
of
of load make response
load the hydraulic
between connection
between
independent more than tensuspension.
independent
and interlinked times stiffer be affected by the load on the load which reduces mechanical
than
andtheinterlinked
suspension spring stiffness. It seems to be a good compromise between reduction of
suspension front. Figure 1 shows this grip. On the other side, the 100x
pitch angle and minimisation of oscillations. behaviour in comparison to an stiffer hydraulic connection
-3
x 10 Ride Height
5

0 43 | P a g e
A higher stiffness causes more
Displacement [m]

-10
-5
oscillations on the system which
-15 take longer to settle down
-20
0 0.25 0.5 0.75 1 1.25 1.5 interlinked suspension. The does not result in an significant
Time [s]
simulation was undertaken with improvement of pitch reduction
Pitch Angle
0.3 a symmetrical vehicle, which compared to the 10x stiffer
TTR-1300 race car
means CoG was set to 50 per connection. This means that it
0.2
Figure 32 shows the effect of the system for the vehicle data of the TTR-1300 raceFront
car. The cent. Front and rear spring is not required to make the
Angle [deg]

Khyd=1*KSpring
suspension
0.1 was setup to give ideal ride height variations when the vehicle is running
Khyd=1*KSpring Rearon the stiffness was set to 90 kN/m, hydraulic connection more than
Khyd=10*KSpring Front
track. This requires high spring stiffness in order to resist the downforce which is generated
Khyd=10*KSpring Rear at tyre stiffness was 185 kN/m for 10x stiffer than the suspension
0
high speed. The stiffness of the Formula 3 tyres is higher for the rear wheels but spring stiffness
Khyd=100*KSpring Front
both axles, and the damping ratio spring stiffness. It seems to be
Khyd=100*KSpring Rear
of the
-0.1front suspension is higher than on the rear to prevent dive. Hydraulic stiffness is set ten
0 0.25 0.5 0.75 1 1.25 1.5 was set to 0.9 on both axles. a good compromise between
times higher than the front spring stiffness. The
Timeplots
[s] shows that the effect of the interlinked It can be seen that the reduction of pitch angle and
system
FigureFigure
is 2: 31:with
reduced
load Loadsuch
response a with
setup
response in increasing
with comparisonstiffness
increasing to the symmetrical
stiffness of the suspension
hydraulic
of the setups which
connection.
hydraulic connection compression of the front axle minimisation of oscillations.
were used in the previous plots. is reduced with the interlinked Figure 3 shows the effect
x 10
-3
Ride Height suspension. The rear axle of the system on the car. The
5
compresses more according suspension was setup to give
Displacement [m]

0 44 | P a g e to the transferred spring load. ideal ride height variations

The change in pitch angle is when the vehicle is running on
-5
therefore reduced. Apart from the the track. This requires high
-10 transient time, the wheel load is spring stiffness in order to resist
-15
not affected by the interlinked the downforce which is generated
0 0.25 0.5 0.75 1 1.25 1.5
suspension. However, the variation at high speed. Spring stiffness
Time [s]
Pitch Angle in pitch angle is not totally of the front suspension is higher
0.4 reduced as only a fraction of the than on the rear to prevent dive.
0.3 front compression is reproduced The hydraulic stiffness is set
Angle [deg]

by the rear. This can be explained 10x higher than the front spring
0.2
Conv. Susp. Front with the deflection of the tyres stiffness. The plots show that the
Conv. Susp. Rear
0.1
Interl. Susp. Front
which cause a big fraction of the effect of the interlinked system
0
Interl. Susp. Rear ride height change. This shows is reduced with such a setup in
0 0.25 0.5 0.75 1 1.25 1.5
that the effect of the system is comparison to the symmetrical
Time [s]
reduced with low tyre stiffness suspension setups which were
Figure 32: Effect of the interlinked suspension for the TTR-1300 race car.
Figure 3: effect of the interlinked suspension for the TTR-1300 racecar and very stiff suspension springs. used in the previous plots.

58 www.racecar-engineering.com • March 2013

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 TECHNOLOGY - INTERLINKED SUSPENSION
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SyStem behaviour
The simulations showed that the
Simulations show the interlinked oscillations. These will cause
fluctuations in wheel load which
interlinked suspension worked
largely as expected and was able
system to be 0.03 seconds essentially reduce mechanical grip.
Conventional dampers are not able
to transfer load from the front faster through each corner to control these because of the
suspension to the rear, and the higher stiffness of the hydraulic
other way around. The hydraulic system. This type of interlinked
connection offers an additional The simulations revealed that A higher stiffness gives suspension is really only suitable
load path between front and rear the suspension is not able to keep little improvement in terms of for smooth tracks, as running over
for spring load. The system the car absolutely level to the body pitch control, but caused a bumps results in an increase of
does not manipulate the wheel ground when load is added to one significant increase of oscillations pitch angle as the compression
load in a steady state situation. end, because the compression of in the system. The front and on the front axle also causes a
Load on one axle can be carried the tyres cannot be prevented. rear wheels oscillate with a 180 compression of the rear.
to a certain extent by the It is common to have the spring degree phase shift to each other, The track simulation of
hydraulic cylinder – this reduces stiffness in the same magnitude which pressurises the hydraulic the system showed that the
the spring load on that axle, or higher than the tyre stiffness. connection. The connection is behaviour of the system helps
meaning the spring will extend The stiffness of the hydraulic loaded and unloaded from both to keep the vehicle closer to
slightly. The additional load connection contributes to the sides synchronously, similar to the the ground without having too
caused on the opposing axle difference between front and rear impulse transfer in a Newton’s much dive during braking. It was
then compresses the springs axle deflection – the stiffer the cradle. The flow control valve is possible to lower the rear ride
there accordingly. Variations in hydraulic connection, the closer non-effective in such a scenario height, especially in corners, by
rake angle remain possible with the axles follow each other. So, the because the oil flow is too 2mm, which helps to keep the
the system. When the vehicle hydraulic system should be stiffer marginal. It is clear that a solution rear closer to the ground, giving
gets lowered on its springs it than the suspension springs. A is required to generate damping less pitch angle and essentially
will converge to a specific rake good compromise was found, with for a hydraulic pipe connection, improved braking stability due to
angle, defined by its spring a hydraulic stiffness 10x higher otherwise any sudden distortions the increase of downforce. The
stiffness and CoG location. than the spring stiffness. to the system will trigger lower ride height can present a
further advantage by the lower
InterlInked SuSpenSIon In motorSport CoG. Dive under braking can be
further reduced when the system
The Spanish company Creuat The stiff modes are able to blow configurations which can be is able to sense longitudinal
developed a hydro-pneumatic off pressure to weaker ones switched when for example accelerations of the vehicle. The
interconnected suspension when required. The purpose of the track conditions change. track simulations show that the
system with the aim to use it in the system is to allow for better The system also offers an easy interlinked system is 0.03 seconds
a racecar. Instead of conventional control of roll, pitch and heave possibility to change ride height, faster through each corner.
springs and dampers, it uses movements independent of the simply by removing oil from the Extrapolated to a full track, this
hydraulic actuators which are other modes. This gives more system. Ride height variations is worth a time improvement of
fitted to each wheel. These are flexibility in setup and improves caused by fluid temperature approximately 0.15 seconds.
connected with high pressure oil load distribution. It allows for changes are low enough not to The highest advantage can
hoses to a central device which stiff damping in roll and pitch, cause any problems. be achieved for a racecar which
houses all the performance which improves stability and A similar system was is very sensitive to ride height
relevant elements. Damper and generates soft damping for developed by the Australian variations. The aero maps of the
spring rates can be adjusted with heave. This improves traction and company Kinetic. It replaces vehicle examined here may not
this device, which is placed next grip, and also offers the option the dampers of all four wheels have been sensitive enough to
to the driver. The springing is to tune diagonal load transfer with interconnected hydraulic demonstrate its full potential.
achieved by four gas chambers. (warp), which can be beneficial cylinders. The system provides For the TTR-100 market, the
However, instead of allocating when the system is used in very high roll stiffness while interlinked suspension adds an
each chamber to one corner of a car with low stiffness or to keeping the individual stiffness additional element of complexity
the car, they are responsible for control understeer. The system of each wheel low. Different to the vehicle. Its behaviour can
each mode of chassis behaviour. can be pre-setup with different constructions of the system, be very unusual for amateur
passive and active, are drivers and finding an ideal setup
available. A design where the can be complicated. However, the
front and rear antiroll bars are system does provide a certain
connected is also available. It performance advantage and it
got successfully used by Citroën is a unique selling point. But in
Motorsport in their Xsara WRC reality such a system is more
rally car and helped the team relevant to F3 type cars or Le
to win the championship three Mans Prototypes.
times. Mitsubishi Motorsport
used it in their Pajero Rally This article is an edited and
Dakar car and managed to win reformatted version of the
with it 2004 and 2005 until it thesis the author completed
got banned by the FIA in 2006. while at Cranfield University
read more about both systems
Next month: evaluating the
the Creuat suspension comprises four hydraulic cylinders, connected to a www.racecar-engineering.com concept using simulation
central block with four spring chambers where the spring damping occurs software – and why it might
not be that easy to install.

60 www.racecar-engineering.com • March 2013

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 TECHNOLOGY - SENSORS
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A sense of speed
Onboard sensors are becoming smaller, lighter
and ever more vital to track performance

I
n the last issue we looked by DR CHARLES CLARKE Stack’s TPMS (Tyre Pressure where the tyres are at the
at data loggers and data Monitoring System) uses a rack or the factory, so for the
acquisition equipment. None sensing. The trend is definitely batteryless, wireless sensor that bigger teams it’s very useful
of these systems would work towards wireless, non-contact, utilises SAW technology. The for tyre management.
if they didn’t have sensors all non-moving parts, ‘bolt-on’ absence of a battery cuts down Each wheel sensor comprises a
over the car feeding them data. sensing where possible, making on the maintenance cost and it 2mm thick x 12mm diameter SAW
Just in case you’re having a use of the inductive and can also be fitted in places that pressure/temperature sensor and
‘how hard can it be?’ moment, the capacitive characteristics of the eventually become inaccessible, an antenna, in a 21mm diameter
online sensor retailer, Autosport environments or materials as like the inside of tyres. The x 16mm cylindrical housing
Sensors, lists 54 different types much as possible. TPMS sensor is just a bit bigger weighing only 15g – it is claimed
of in eight different categories, to be the smallest and lightest
from engines to weather stations.
Such is our appetite for data
“NASCAR is opening up sensor on the market.
Stack uses patented SAW
these days that, if it moves or opportunities for sensor sensor technology under
changes orientation or state, licence from Transense
then there will be a sensor for designers and manufacturers” Technologies, which offers
it, and that sensor can be wireless, batteryless, compact
measured with incredible Perhaps the most beguiling than a tyre valve cap. A SAW operation. SAW sensors are
accuracy and at high frequency. of modern developments is the pressure and temperature sensor passive (no power required),
Because virtually anything is Surface Acoustic Wave (SAW) can weigh less than 3g, with a wireless, low-cost, rugged and
possible, the limitations coming sensor. These devices make use of resolution of 0.1psi, and it can extremely small and lightweight,
only from your wallet and the the capacity of certain materials be easily integrated into a racing making them well suited for
space available, it pays to have to turn physical effects or changes wheel. It fits on the inside of measuring pressure, temperature
a sensible sensor strategy. The (chemical, optical, thermal, the wheel valve and transmits and torque (strain) in moving
more data you collect, the more pressure, acceleration, torque signals wirelessly to the data objects (eg tyres, drive shafts
you have to analyse. It’s pointless and biological) into electrical logger, which lets you know with etc). These characteristics offer
kitting out your track day Mazda signals that can be transmitted precision how the tyre pressures significant advantages over
like an F1 car unless you have wirelessly. This technology are varying. It can also sample technologies such as capacitive
equally sophisticated logging and is a necessary component in at higher frequencies without and piezoresistive sensors, which
data transmission equipment, and touchscreen displays. affecting its performance. This require operating power and
serious computer hardware and By exploiting the piezoelectric was developed internally at Stack additional electronics to make a
software to analyse it. effect of certain materials – like UK and it’s now fitted to cars wireless connection.
Hard-wiring of sensors is quartz and lithium niobate – across the motorsport world.
difficult to avoid for exhaust sensors can operate without It also has an RFID function
temperature, mechanical load batteries, which makes the that can be interrogated.
and range of motion-type technology even more attractive. The TPMS sensor tells you

One of the various

Race Technology’s Speedbox Mini, an non- Texense sensors
contact speed sensor using GPS and inertial tech available from Texys

March 2013 • www.racecar-engineering.com 63

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 TECHNOLOGY - SENSORS
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Germany’s 2D Datarecording provide data

loggers, sensors, CAN-modules and more
An ultrasonic fuel flow sensor from Gill, which also
offers fuel level sensors and gauging solutions The driveshafts and input Over the years, Texys has
shafts are fitted with SAW torque gained a strong reputation
The SAW pressure and is output on CAN bus, with user sensors, which are then supplied in non-contact measurement
temperature sensor can be configurable CAN-ID messages. to McLaren for integration expertise with different
integrated easily into a racing Similar wireless SAW with the sensor interrogation technologies to answer
wheel. These systems enable technology, again licensed from electronics and shipment to customers’ specific requirements
the user to measure the pressure Transense Technologies, has the customer. Modifications to for temperature ranges, short
in each tyre up to 20 times per allowed McLaren Electronic the Indycar shaft for sensor response time solutions, and/or
second. Higher sampling rates Systems to develop a non- compatibility, the SAW torque special field of view applications.
can be used to improve chassis contact, SAW torque sensor for sensor and the interrogation Infrared optical fibre has been
setup, as well as providing an their Formula 1 Kinetic Energy electronics all contain Transense- developed to match very harsh
early prediction of tyre failure. Recovery System (KERS). patented intellectual property. environmental requirements.
The Stack TPMS system allows Texsys has a variety of sensors Texense patented thermocouple
higher sampling rates without MORE FROM SAW for measuring critical temperatures amplifiers are widely supplied to
fear of shortening sensor life. Other SAW-based applications of tyres and brake discs. All this is testing facilities and laboratories
The higher sampling rates include torque measurement involves non-contact temperature in all forms of the automotive and
allow you to see the dynamic systems for Electrical Power measurement. The other important industrial marketplace.
effects of wheel and tyre Assisted Steering (EPAS), area of measurement is what is Dynamic vehicle analysis
loading through individual IC engine control and commonly called the aerodynamic requires a mix of acceleration and
corners, rather than just over a driveline management. sensor. Texsys has been angular speed measurements to
lap, and from lap to lap. assess levels of tyre grip, braking
The whole TPMS project
was driven by Stack UK and
“It’s pointless kitting out your and efficiency. Texys provides
low and high frequency miniature
the manufacturing design and
manufacture is all done in the
track day Mazda like an F1 acceleration models to cover the
spectrum of automotive testing
UK. The TPMS sensors can car unless you have equally demands as well as single- and
now be used in competition – multi-axis gyroscopes. They have
you can race as well as test sophisticated logging and data also introduced some modular

transmission equipment”
with these sensors. combinations of accelerometers
Each wheel sensor is mounted and gyroscopes, and offer
internally on the wheel rim integrated measurement
or valve, or externally on the One of the recent projects developing a small multichannel solutions with four- and six-
valve stem. The Interrogator was to develop a torque sensor pressure sensor for aerodynamic channel inertial boxes.
Module is mounted in a for KERS, capable of operation in applications. These are very small The company has also
convenient location on the the extremely harsh environment discreet sensors that you can developed a range of miniature
vehicle, and four patch antennas of F1 vehicles. The sensor was put underneath the racecar to micro controlled amplifiers with
are each mounted locally to each capable of measuring torque measure aerodynamic flow. integrated protection, to allow
wheel (within approx 500mm generated by the KERS motor They can also be embedded in an easy setup close to or remote
of the wheel), and connected to or the car engine at a very high wings or any aerodynamic part from signal measurement.
the Interrogator module by an RF rotation speeds, up to 18,000rpm. and they can be moulded to the They have designed a range
cable. The CAN data output can In addition it survived very intense shape of the component. of adaptable products with
be connected to any standard engine vibrations, of around 100g, Texys has developed high analogue and/or digital amplifier
CAN-based data acquisition or while the temperatures ranged technology temperature with programmable features.
driver display system. from 70 to 170degC. sensors for various embedded Texense too has designed
The Interrogator Module takes As part of the Joint temperature monitoring an electronic amplifier for
readings of tyre pressure and Development Agreement (JDA) applications such as carbon and high speed acquisition. The
sensor (air) temperature from with McLaren signed in August steel brake discs, tyre surfaces company has expanded its
each wheel sensor continuously 2011 and following on from the and clutches. Special solutions range of products to match with
at a pre-defined rate between success of the KERS project, have been designed to measure customers requirements, such as
1Hz and 10Hz. Pressure and Transense is now manufacturing the temperature distribution of internal and external temperature
temperature data for each wheel torque sensor shafts for Indycar. the complete tyre footprint. compensation, filter options,

64 www.racecar-engineering.com • March 2013

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The best connection systems made.

BMRS-UK-2012
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 TECHNOLOGY - SENSORS
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and input and output voltages. Variohm has a range of off- by working more closely with There is a major push at Gill
Robust and fully programmable the-shelf sensors and they can companies such as DC Electronics Sensors to perfect its ultrasonic
analogue-to-CAN and CAN-to- offer custom design services. and Texsys, who have setup flow sensors The FIA has decided
analogue interfaces are available They can take a customer facilities in the US. They also to impose fuel flow restrictions
for multiple applications. housing and integrate the partner in Japan to address the on engines in 2014, which
Aerodynamic sensors have sensors within the housing. worldwide sensor market. means that the fuel flow needs
been a significant part of their These can either be permanent On their rotary sensors, which to be very accurately measured
automotive sensor range, with fixtures or clamped in place for are generally used for gearbox and to ensure that the cars comply
the development of low and ad hoc measurements. throttle positioning applications, with the new regulations. But
very low pressure sensors for For a more permanent they’re seeing a variety of it also means that the engine
multiple applications such as installation, the sensor would requirements for different angle developers and manufacturers
wind tunnel analysis and, most be threaded in place. In these devices. Rather than customers have to go back to the drawing
recently, sailing applications. instances the thermistor would taking a standard product, board and redevelop their 1600cc
The reduction of testing has be immersed in the gas flow. which may be losing resolution turbo engine to be as fuel-
led Texys to develop Formula 1 efficient as possible so that they
on-car aero sensors that are easy
to package and highly adaptable.
“Race series such as Porsche can get the maximum power.

Texys has developed a range of Supercup are providing good LIQUID MEASUREMENT
multi channels solutions available Aside from the fuel flow
with both analogue and CAN opportunities for sensor measurement devices, Gill also
output options. produces fluid level sensors that
Texys has worked for many designers and manufacturers” cover all racing fluids. These are
years on strain gauge bonding sophisticated devices which use
applications, to components The technology is relatively by applying it to a particular an inductive technology and
such as pushrods, linkages, simple and consequently it is application, Variohm have a are gaining popularity across
dampers, steering columns, easy to integrate into virtually new Hall effect device, which is numerous formulae.
track rods and rod ends. This has any data logger. programmable on site. The part ‘We haven’t really offered
also led to the development of Often Variohm’s motorsport itself is a 360-degree part, but products to lower formulae, but
miniature programmable strain customers are looking for custom one customer has a requirement we have addressed this with
gauge amplifiers. designs and they’re very happy for a 345-degree device and our latest non-contact position
Variohm is now manufacturing to accommodate a custom one from 130 degrees. Variohm sensor,’ says Mike Rees of Gill
its own range of temperature approach as long as they can can program the 360-degree Technology. Gill supplies almost
probes in the UK, targeted at the see the prospect of medium part and give the customer all the Formula 1 teams in terms
motorsport industry. These are volume production for a particular exactly what it wants. The of liquid level sensors.
mainly designed for full exhaust design. Variohm are known thermistors are UK-manufactured, ‘Some of the time teams will
gases temperature measurement for their rotary sensors, rotary the rotary sensors are made run a fuel collector level sensor
using thermistor-type probes (PC potentiometers, rotary Hall effect by Germany’s Novotechnik. which tells them when they’re
100 type), not infrared. devices, linear transducers and Veriohm is a worldwide design getting down to the last litre,’ says
Variohm has an in- linear potentiometric devices. partner of Novotechnik. Rees. ‘The teams that are keen
house design facility, which Their contacts and customers NASCAR seems to be opening on fuel level sensing will also run
has designed this type of throughout the motorsport up opportunities for sensor a fuel cell level sensor, which will
temperature sensor, and they industry helps them to tailor designers and manufacturers monitor the whole fuel cell and
are working with suppliers of their products to their customer’s and the individual race series like report on fuel consumption during
some higher response time requirements. Porsche Supercup are providing the race. The fuel collector level
epoxy resins. These products are A higher percentage of good opportunities. Companies sensor will reveal when they’re
being developed in conjunction their sales is tending to come such as Radical are using Variohm about to run out. We’ve seen a
with their existing motorsport from Europe, and they are sensors in their various race few instances in 2012 when there
contacts. building relationships in the US series, while all the Formula 1 wasn’t enough fuel in the collector
companies in the motorsport and some high-profile drivers had
triangle have various Variohm to stop on track to ensure there
An example of a products on their machinery. was enough fuel for a test sample.’
clutch sensor from
Lymington, UK-based
Gill Sensors

66 www.racecar-engineering.com • March 2013

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 TECHNOLOGY - SENSORS
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The TPMS wheel sensor from bf1systems has decreased in size, down from
36g to 30g and have a pressure resolution of 12.5mbar/bit, 14.7mbar/bit
or 25 mbar/bit, according to demand

The Gill Sensor’s level sensors vice versa, as well as more than a Example of an F1
are capacitive, they don’t have passing nod to eco matters. throttle sensor from Gill
any floats or moving parts. They ‘We’ve done about 20 full
basically turn two tubes into a car tests within Formula 1 and
capacitor in the fuel call – as the endurance racing and initial ‘We have also done quite a temperature and frequency. The
fuel moves up and down and fills feedback is very positive,’ says lot of work this past year in F1 clutch sensors are monitoring
the void between the tubes and the company. ‘As well as testing on position sensing. We have clutch actuation, and because
the capacitance of the device the device we are also testing our own patented induction the technology is so accurate, Gill
varies. Because there are no robustness and how it will cope technology, which has been can monitor clutch wear to the
moving parts it’s an excellent with temperatures and the around in the company for micron level. The throttle pedal
solution for Formula 1 in situations accelerations involved in F1.’ about 10 years, but we’ve just sensor is linked to the fly-by-wire
where the car is subjected to This flow sensor operates taken it to the next level where throttle used in modern F1 cars.
relatively high g forces. using two ultrasonic transducers it’s faster, smaller and a lot The technology is not
Gill has been supplying at a fixed distance apart in the higher resolution than the old changing dramatically – more
Formula 1 for the last nine years, flow line. A pulse is fired from technology it replaced. We’ve the size, the accuracy and the
and the technology has developed one to the other and the time it been producing position sensors affordability. Load sensors,
impressively during this period. pressure sensors, accelerometers,
‘We’ve now moved on to more
micro-level sensors in an attempt
“Some high-profile drivers laser distance sensors, linear
position sensor are becoming
to reduce the weight of every had to stop on track to ensure more affordable for the
part and increase the resolution grassroots racer. This is coupled
where we can,’ says Rees. ‘A lot there was enough fuel to with the general availability
of teams are now using carbon of relatively low-cost data
fibre and titanium construction provide a test sample” loggers and ECUs.
for sensors to reduce the weight The more traditional ‘resistive’
and size. Each team has a custom takes for the pulse to travel is for clutch actuation. We did one technologies are giving way
designed fuel level sensor measured. A pulse is sent back earlier in the year monitoring the to capacitive and inductive
because each fuel cell is slightly and measured again. Because position of the DRS rear wing, approaches with the trend
different, so we rarely build the the speed of sound is known and and we developed a non-contact being towards non-contact
same sensor twice.’ the distance is known you can position sensor for monitoring measurement with the minimum
The fuel flow sensor uses work out the effect of the flow in throttle pedal, which mounts to of moving parts and using
ultrasonic technology, which terms of delaying the pulse. The the outside of the axis of rotation wireless transmission where
is solid state and again has flow rate can be calculated very of the throttle pedal. possible. SAW technology seems
no moving parts. This is been accurately from this. ‘The big selling point we to be the ‘next big thing’ with
developed specifically for The FIA has specified that the found with these kinds of a number of companies making
measuring fuel flow rates, sensor should have a maximum sensors, particularly for clutch SAW-based sensors.
which come into the rulebook error of +/- 0.25 per cent in a flow sensors, is the stability at high As is always the case in
for Formula 1 and WEC in 2014. rate of 8 litres per minute. ‘With temperatures,’ says Rees. ‘With racing, the sensors are getting
The idea of this regulation is this sensor fitted to a V8, we can Hall effect devices the magnets smaller, lighter, more robust
to promote fuel economy the actually identify problems with change properties at very high and significantly more capable.
FIA is looking to cap the rate at individual injectors,’ says Rees. temperatures which can affect The good news is that they are
which the engine consumes fuel. ‘It’s possible to pick up, in the readings. And it’s very difficult to no longer the preserve of the
But there is no complementary low rpm ranges, every injector calibrate for temperature.’ rich and famous – they
restriction on power, just flow pulse so it’s possible using this With inductive devices, where are moving into areas that
rate. The underlying agenda here technology and a reasonable data you’re relying on a piece of mild complement the new ranges of
is to try and make Formula 1 more logger to identify misfires and steel rather than a magnet, affordable data loggers and
relevant to everyday cars and where they happen. it’s much more robust at high data acquisition equipment.

68 www.racecar-engineering.com • March 2013

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 WorldMags.net

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 TECHNOLOGY - WIRING LOOMS
WorldMags.net

Smaller is better
Wiring companies are investing in the reduction of weight for their
products, while maintaining performance targets set by teams

T
he number of sensors by gemma hatton well, can be the make or break and vibrations. Souriau are the
on modern race cars is of a manufacturer, as Deutsch market leaders in the smallest,
ever increasing, as the industry tending towards Connections demonstrates. lightest, most reliable, highest
need for monitoring miniaturization – a concept ‘Our most popular product is density per shell size and largest
and controlling every possible that Fischer Connectors quickly the ASL (Microlite) sensor power connector ‘The High
variable is becoming essential to realised. ‘Electronic devices are connector because we have Density range is proving popular
achieve a race car with optimum getting smaller and smaller and, managed to squeeze in one across the board in motorsport,
performance. Consequently, the at the same time, more input extra contact,’ says a company but we have seen the biggest
development of wiring harnesses and output contacts are required spokesperson. ‘We now offer uptake in endurance racing, rally
and connector designs are and less weight,’ says Arjen a 6 way ASX, which allows for and F1 where it allows teams to
advancing rapidly. Meijer, Content Editor and Project true sensor redundancy – power, reduce the connector size, but
An electrical connector is Leader at Fischer Connectors. signal, ground x 2, or the option keep the pin count the same,
defined as an electro-mechanical This instigated the creation of running 2 sensors via the resulting in smaller and lighter
device for joining electrical of their MiniMax Series which same connector.’ wiring harnesses,’ explains
circuits as an interface using is a unique rugged push-pull The most popular type of James Shingleton, Business
a mechanical assembly. Wiring interconnecting solution with connector within motorsport is Development Director for
harnesses and looms are an an all-in-one 20 signal (0.5A) the Souriau 8STA high density bf1systems.
assembly of cables which and 4 power (5A) connector range, which is derived from The biggest challenge when
transmit electrical signals. with 24 mixed contacts. military specifications seen in the supplying motorsport teams
As ever with motorsport, the The continuous need for Eurofighter, and are designed to is conforming to the regulations,
most important factor is weight reduced weight, but more withstand high levels of shock as Boguslaw Budzioch from
reduction, and this has resulted contacts, is spurring further
in the motorsport connector innovation and, if designed

March 2013 • www.racecar-engineering.com 71

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 WorldMags.net

Tekdata’s Multiway
Distribution Box,
left, while below,
a connector from
bf1systems,

timescales from mock-up to first harness design. ‘Developing

builds were months, now they are harness solutions is an area
weeks and sometimes even days. which can offer not only
‘Wiring harnesses have packaging advantages, but also
evolved significantly over the last opportunities to reduce weight
couple of years, which has led us via using smaller core wires,
to develop Wiring in Composite as the weave offers structural
(WiC) Technology, which allows integrity and also allows the
the complete integration of opportunity to bond wiring into
wiring harnesses into composite the chassis of the car.’
structures. This has massive The future of connectors and
benefits for teams, as the wiring harnesses looks bright
Weald Electronics explains: ‘However the good news is overall weight and size of the as teams have an insatiable
‘Motorsport requires a lot of that we don’t see any drop wiring decreases significantly. appetite for data. Furthermore,
new connector design as rules in the demand for very harsh This technology is early in the continual introduction of
change. However, only small environment products.’ development, and requires a hybrid systems is providing new
volumes are needed, as each Unsurprisingly, supplying step change within the design challenges for manufacturers,
team has different requirements, as demonstrated by Fischer
which can cause problems for The use of rapid prototypes Connectors which has recently
funding. The biggest issue with collaborated with the GreenGT
supply is the lack of forecast and replaces long lead time parts with H2, the first prototype of an
the demand for development, but electric/hydrogen competition
this is where our VAD connector a cost-effective solution racing car that will participate
assembly comes in to play as we in the 24 Hours of Le Mans this
hold large stocks of piece parts, motorsport teams puts process.’ Rapid prototyping year. Fischer Connectors will
and can assemble hundreds of manufacturer’s under huge has further advanced the supply the GreenGT H2 with
connectors within three days.’ time pressures as bf1systems technology, The use of rapid more than 30 connectors to
To stay ahead of the game, describes: ‘With the elongation prototypes for semi-structural secure safety and performance.
some manufacturers attempt to of the racing seasons, the time components which integrate Weald electronics concludes:
predict future trends, such as when teams are not racing is the wiring has been a big change ‘For connectors, motorsport is all
Deutsch Connectors. ‘It takes becoming shorter. The wiring because they replace expensive, about weight, volume, density
teams time to assess new ideas tends to be one of the last items long lead time parts with a and size. Quality is a given and
and technologies, so we are finalised on the car because it more cost effective solution. service/availability are key.’
working on parts which may only has to integrate with so many The structures which incorporate Electrical connectors will become
become useful if the regulations other components. Therefore, the the wiring are also being used smaller, more advanced and
permit using different materials date when wiring can be mocked for other purposes such as more efficient. The question is
for cable and connectors up on a car is later, yet the date retaining ECUs.’ just how far can this technology
and more use of fibre-optic required for the first harness Tekdata explains the further develop and what is in store
connections,’ says the company. remains the same. Previously, potential of effective wiring for the future.

72 www.racecar-engineering.com • March 2013

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 WorldMags.net
Fischer MiniMax TM

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sales@fischerconnectors.co.uk

WorldMags.net
RC_Minig_92x276mm_b0_EN_UK_01_13.indd 1 25.01.13 14:46
 FORMULA 3 ENGINES
WorldMags.net

The F3
controversy
New engines are ready to roll, but
with manufacturers unwilling to
use them, a messy year beckons
BY SAM COLLINS

74 www.racecar-engineering.com • March 2013

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WorldMags.net
T
OM'S and Neil Brown the tappers, camshaft, piston ring
Engineering have shown and the gudgeon pin. The piston
off their new engines for skirt can be coated but only
Formula 3, amid ongoing with Graphal or molybdenum-
uncertainty about the regulations based products found in mass
for the struggling junior production vehicles. However,
category. A new rulebook for the in general the regulations give
powertrain in the class was meant scope for manufacturers to
to have been introduced at the introduce coatings used in mass
start of 2012, along with the new production to many parts of the
chassis regulations which were new engines.
implemented. The new engine Crucial to the rulebook, and
rules were postponed by a year very much a sign of the times,
due to the precarious economic is the fact that the engines
state of many F3 teams, but they are cost-capped, as Gavin
are in place for the 2013 season. Harrison, manager at Neil Brown
However, it is not clear if any of Engineering (NBE) explains. 'The
them will be used on track. engine has to cost €50,000 per
The new engines are a season, but that did not limit the
traditional Formula 3 in that they development,' says Harrison.
are 2-litre, 4-cylinder normally 'We have produced an engine
aspirated units breathing through that is the best that we could
air restrictors, but unlike the produce. You have to keep that
previous set of regulations they budget in mind, but you also have
do not have to be based on a to consider that the budget is
production block. per season, and that the life of
Overall, the 2013 engine the engine is four seasons or
configuration is tightly controlled. more. A full year's running is
It must be a four stroke inline 10,000km, including testing. On
four with a maximum capacity top of that, you can charge for
of 2000cc. It must run clockwise overseas track support.'
with a firing order of 1-3-4-2. The engine budget must
Pistons must be circular – no include the actual engine, wiring
Honda R&D-style ovals here – and harness and engine mounted
the dimensions of most of the sensors, the flywheel and lease,
major moving components have the mileage and a rebuild, as well
minimum sizes. Each cylinder as local track support.
can only have a single injector, For many years, NBE was
throttle and spark plug. The total closely aligned with Honda in
engine weight must be no less Formula 3 and its engines won
than 87kg with no more than multiple championships. Today
5kg of ballast. This weight does that relationship has come to an
not include any of the flywheel, end (on amicable terms) leaving
intake system, exhaust manifold, NBE to develop its new engine,
alternator, clutch, oil filter and and as all the new engines have
mounting studs. to feature direct injection it was
Even the use of coatings is a steep learning curve for the
restricted to certain areas. DLCs, English firm. 'It is totally bespoke,
for example, can only be used on which is the first in F3 for us,'

TOM'S new F3 engine is unveiled for the new season. However, new units
are unlikely to be seen in any meaningful competition until November

March 2013 • www.racecar-engineering.com 75

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 FORMULA 3 ENGINES
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Neil Brown Engineering's 2013 F3 engine, on display at Autosport International in January, could be as much as 1.5-2 seconds a lap faster than the old units

says Harrison. 'It was also restrictor, and peak power is We are not a factory – we cannot 'The new units could be about
the first time we have done a about 7000rpm, compared with give teams subsidised engines 1.5–2 seconds a lap faster so its
direct injection engine, which 6000 on the old engines.' and chassis developments – a significant gain,' he says, 'but
was a major challenge. Its very This performance increase is so the manufacturers have due to the political furore in
different. The injectors are at the heart of the controversy a stranglehold.' Formula 3 at the moment we
specifically designed for our surrounding Formula 3. In Japan, While the German OEMs have no idea when the engine
engine by Bosch, who supply three 2013-spec engines have had initially supported the new will run. We would like to run it at
all of the electronic components. been built, with TOM'S, Mugen engines, they then decided to some point this year.'
They did a study for us along and Toda Racing all ready for the push for Formula 3 to adopt 'We are disgusted with
with one of our designers to start of the season, but in Europe 1.6-litre appendix engines. the situation and the way
work out what was required only NBE committed to the new 'We had the idea of using the its been handled, it has turned
from the injector. rulebook. TOM'S considered an engines from WRC or WTCC and into a farce. There seems to
'The original intention was engine supply deal via TMG in passing them to suppliers to be a lot of self-interest in the
that you could take a production Cologne, but could not meet tune for F3,' explained Donatus way the regulations have
injector, but due to the non- the cost cap due to the strength Wichelhaus of Volkswagen, 'so been put together. Now Formula
disclosure agreements Bosch of the Yen against the Euro. we would give our old engines 3 is in a rather weak position as
has with its customers the guys Notably absent from the list are when we've finished with them a result. Drivers are not willing
there could not tell us what the Mercedes and Volkswagen, who to Speiss who could tune them to commit, because they do not
injectors were, so we got them currently supply the bulk of the for F3. This would allow many know what the rules are.
to make a bespoke injector for engines raced in Europe. more manufacturers into F3 and Because there was so much
us. It's more expensive, but at confusion, the FIA allowed the
least you know you are getting "We are disgusted with how the old engines to continue, and you
what you want. So you can pretty now have this situation where
much do what you like with the situation has been handled, it both are available.'
injectors, though fuel pressure is Anyone who wants to
limited to 200bar. Beyond that, has turned into a farce" homologate an engine for the
there is a spec ECU and wiring. 2014 season must do so by the
The injector drivers are separate 'The reason nobody wants give the tuners opportunities end of March, so that they
but everyone still has the same.' these engines is political,' which maybe they do not have if are ready to race at the Macau
NBE showed off the new says Harrison. 'In Euroseries, we supply directly.' Grand Prix in November, which
engine at the Autosport every team is supported by The situation is now unclear. is likely to be the first mass
Engineering Show on the Cometic the manufacturers so they While the regulations of the usage of the new engines. But
Gaskets stand, keen to make won't go over to the new engines. European championship allow late entries will be available
the point that they were fully In the British championship there the new engines to race at any after the March deadline subject
ready for the 2013 season. are two big teams, both tightly time, the old engines will also to the approval of the suppliers
'It's done 30 hours on the dyno linked with a manufacturer. It continue through 2013 to give who have already homologated
already, and the performance is has been suggested that if the German OEMs time to develop engines. Once the spec of
significantly better than the old anyone runs a new spec engine engines to the new rules in time the engine is homologated by
engines. Power and torque in British F3 they will leave the for 2014. This would, according the FIA it will be subject to a
are increased and the engine series for Europe and it will kill the to Harrison, give anyone using a design freeze which will run up
revs are higher. It has a bigger British championship dead. 2013 engine a huge advantage. until the end of 2017.

76 www.racecar-engineering.com • March 2013

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DIGITAL ARCHIVE
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 TECHNOLOGY – PITCH DATA
WorldMags.net
Refining aeromaps
from pitch data
Interpreting the stats could make the difference between first and second…

In the absence of manufacturer info,

pitch data can provide valuable insights

O
ver the last couple by Danny nowLan The beauty about these problem when you have a clear
of months I have channels is that unless you discrepancy in the pitch data. You
been working with a This is when we combine the front are running some horribly are looking for something that
number of customers dampers and the rear dampers asymmetries they are fantastic looks like Figure 1 (overleaf).
and colleagues on refining together in one channel. I realise sanity check for the anti-dive This has been taken from
their simulations on a number what I’m stating borders on the and anti-squat and more actual data, so I’ve had to
of different car platforms. This ridiculously obvious but let’s importantly the aero information. blank out scalings and data
has spanned open wheelers, GT define the front pitch and rear The thing about these pitch numbers. However, I can walk you
cars and touring cars. The major pitch as the following equation: channels is they eliminate through the channels.
problem we have been dealing the roll information. What this The top trace is speed, the
with is non-existent, or very We have: means is that they are a brilliant second trace is steering, the
poor, aeromapping data supplied FL_Damp = Front Left damper tool for figuring out what’s going third trace is front pitch the
by the racecar manufacturer. FR_Damp = Front right damper with the aero. fourth trace is rear pitch and
However, you can derive a lot RL_Damp = Rear left damper You know you are dealing the final trace is acceleration. In
from looking at pitch data. RR_Damp = Right rear damper with an aero-related modelling rough terms what we are seeing

March 2013 • www.racecar-engineering.com 79

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 TECHNOLOGY – PITCH DATA
WorldMags.net the beam pogo stick model. To
refresh everyone’s memory, I've
presented the beam pogo stick
model in Figure 2.
The key points here are as
follows. In order to generate
our downforce, we can represent
as a downforce front and rear
that is acting on the car, and we
have a spring rate moving on
the body, as well as a tyre spring
rate acting at the tyre. What this
all means is that if you have a
good idea of the tyre spring rates
acting on the car, quantifying the
ride heights and the downforce
being generated actually
becomes really easy.
Figure 1: Pitch data which indicates we have some aero modelling work to do
BACK TO SCHOOL
Regular readers will know that
Figure 2: I've described the mathematics
Beam pogo stick model for this all before, and any 14 or
15-year-old that's well-versed in
algebra should be able to work
it out. To refresh everyone’s
memory, the force on the spring
is given by Equation 2.
Where Fs is the force of the
spring damper unit at the wheel,
and xs is the movement and
velocity of the spring, k is the
spring rate or function and c
is the damper rate or damper
function specified at the damper,
while MR is the motion ratio of
the spring expressed as damper/
wheel movement.
It is assumed that the zero
of the spring function is when
here is, down the straights, Table 1: F3 sample parameters the car is on the ground. In
the correlation is OK, but in the Item Quantity most cases the spring function,
corners, the simulated pitches k, is a spring rate. If bump
Front motion ratio 0.9
indicated by the black traces rubbers are used, the spring
Rear motion ratio 0.8
diverge significantly. When most function k can be easily deduced
FL damper/FR damper 10mm/10mm
people see this, they would by a lookup table. If you’re
RL damper/RR damper 15mm/15mm
throw their hands in the air fortunate enough to have strain
and simply conclude that the Front spring 140.1 N/mm (800 lbf/in) gauges fitted to the car, then all
simulation is rubbish. However, Front spring 140.1 N/mm (800 lbf/in) the hard work in Equation 1 has
when you are seeing this, you Torque at RPM 200 Nm been done for you.
have an aeromap that isn’t Rolling tyre radius 0.28m Now that the spring force
performing as advertised. This is ax 0g has been determined, we
your signal to fix the aeromap. Vx 220km/h need to determine tyre
But before we discuss how Gear ratio value 3 deflection. In the absence
to fix Figure 1, it would perhaps mt 500kg of laser ride height sensors,
be wise for us to reflect on what the tyre deflection is given
h 0.3m
it's telling us. It's saying that by Equation 3 where kt is the
wb 2.6m
when the rear ride height drops spring rate of the tyre. This
Initial front ride height 20mm
below a certain value, it actually is where things can get a bit
stops producing downforce. This Initial rear ride height 40mm tricky. As you hopefully know,
screams out at you when the tyre spring rate is a function
simulated rear pitch keeps on happening here is that the rear far too often with many of the of wheel speed, tyre pressure
going when the actual pitches diffuser is becoming choked and current generation-spec racecars. and camber. However, to get
level off. Hopefully young data its effectiveness at producing That being said, the fix for started I would suggest that
engineers reading this will downforce has diminished. It is this is a lot easier than you'd you use a single approximate
be pointing and screaming on with great regret that I say this, perhaps think and revolves figure to get you going. While
this point. Typically, what is but I have seen this happen around a proper consideration of not strictly accurate, it will

80 www.racecar-engineering.com • March 2013

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 WorldMags.net
EQUATIONS EQUATIONS
Equation 1 Equation 7
FL _ Damp + FR _ Damp FS
FrontPitch = wm =
2 kt
RL _ Damp + RR _ Damp
Re arPitch = 0.5 * 2521.8
2 wmf = = 6.3mm
  200
Equation 2 FS = (k (xs ) + c(x s )) ⋅ MR 0.5 * 3362.4
wmr = = 8.4mm
  200
Equation 3 F  
wm = S Equation 8
kt
  x si
di = + wmi
Equation 4
x si MR
di = + wmi 10
MR df =
0.9
+ 6.3 = 17.4mm

  d1 + d 2 dr =
15
+ 8.4 = 27.15mm
rh f = rh f 0 − 0.8
2  
Equation 5
d + d4
rhr = rhr 0 − 3 Equation 9
2
  d1 + d 2
Equation 6 rh f = rh f 0 − = 20 − 17.4 = 2.6mm
2
FtDownforce = MR f ⋅ k f ⋅ (FL _ Damp + FR _ Damp ) d + d4
= 0.9 * 140.1 * (10 + 10) rhr = rhr 0 − 3 = 40 − 27.15 = 12.85mm
2
= 2521.8 N  
RrDownforce = MRr ⋅ k r ⋅ (RL _ Damp + RR _ Damp )
then form a basis on which repeated verbatim a section from
= 0.8 * 140.1 * (15 + 15) to get going and you can add an article from a couple of years
= 3362.4 N a more complex analysis later. ago, but in Equations 2-5 I’ve
Also, in my experience if just given you all the tools you’ll
FtDownforce + RrDownforce
CL A = the appropriate value of kt ever need to calculate what’s
0.5 * 1.225 * (220 / 3.6) 2 is chosen this can actually get going on in the individual
you very close. components of the aeromap.
= 2.57 Once the deflection of the Let’s put this into practice
⎛ mt ⋅ g ⋅ a x ⋅ h ⎞ tyre is known, the user can using our F3 example. Again let
⎜ FtDownforce + ⎟ deduce how much the corner me illustrate our parameters in
AeroBal = 100 ⋅ ⎜ wb ⎟ of the car compresses under Table 1. Let’s crunch through our
⎜ FtDownforce + RrDownforce ⎟ this load. This deflection can be numbers to establish our aero
⎜ ⎟ deduced by Equation 4 where di parameters, Equation 6…
⎝ ⎠
is the compression of the corner
⎛ 500 ⋅ 9.8 ⋅ 0 ⋅ 0.3 ⎞
⎜ 2521.8 + ⎟ of the car for corner i, xsi is the Grab a pencil
= 100 ⋅ ⎜ 2.6 ⎟ spring deflection for corner i, and At this point you might be
⎜ 2521.8 + 3362.4 ⎟ wm is the wheel movement for thinking so what? At the risk
⎜ ⎟ corner i. The convention for the of quoting Heath Ledger's
⎝ ⎠ car corners is at the discretion of Joker from The Dark Knight,
= 42.9% the user. The convention that I I’m going to show you a magic
use is 1 for the left front, 2 is trick. Let’s presume the tyre
gr * T / rt − mt ⋅ g ⋅ a x
CD A = the right front, 3 for the left rear spring rates are 200 N/mm
0.5 * 1.225 * (220 / 3.6) 2 and 4 is right rear. front and rear. So consequently
Once the user has deduced from Equation 3 the wheel
3 * 200 / 0.28 − 550 ⋅ 9.8 ⋅ 0
= the corner deflections, the deflections are going to be as
0.5 * 1.225 * (220 / 3.6) 2 ride heights can be calculated. we see above in Equation 7.
= 0.937 The front and rear ride heights The wheel movement at the
rhf and rhr are given by front is 6.3mm and the wheel
 
Equation 5 where rhf0 and movement at the rear is 8.4mm.
rhr0 are the initial ride heights. The reason we halved the forces
I acknowledge that I’ve just is that we're assuming the car is

WorldMags.net March 2013 • www.racecar-engineering.com 81

 TECHNOLOGY – PITCH DATA
WorldMags.net
symmetrical. Using equation 4
we get as shown in equation 8.
And consequently the ride
heights from equation 5 will
be as detailed in equation 9.
While this might seem
bordering on the trivial, what
this all means in plain English
is that when you're presented
with a situation in Figure 1,
you now have the ability to
calculate the aero coefficients
for each particular ride height –
you can now populate the ride
height map.
It also provides you with
the the tools to figure out
whether or not the racecar
Figure 3: plot of speed, front pitch and rear pitch manufacturer is telling you
a bunch of fibs. I can tell you
from direct experience that this
The Chassissim CompeTiTion can be the difference between
winning and losing, so you ignore

I
t dawned on me recently way to kick this off than with a The competition will be this point at your peril.
that I have been writing for competition! I'll be asking you broken down into two tasks: the One other perspective
Racecar Engineering for over to model and find the optimum first task is to achieve correlation, I’d like to add is in using pitch
five years. During this time I setup for a twin shock F3 car. and the second is to achieve the data to pick pitch sensitivity.
have written a great deal on the Register at info@chassissim. fastest possible lap time. Consider Figure 3 the plot of
nuances of vehicle dynamics and com with the subject of All of this will be used using speed, front pitch and rear pitch
how they apply to racing. That 'F3 competition'. You’ll be ChassisSim Professional Online. from a GT car.
being said, I’ve never got you – provided with the following: The goal will be to While I’m not at liberty to
the readership – involved. submit a finished car model tell you what car it’s from,
Well this is about to change. • A setup sheet and circuit files, with a report I can tell you that this car has
With the launch of ChassisSim • A monster file that is the data telling me what you did. All absolutely ridiculous values
Professional Online you now have corresponding to the car reports limited to a maximum of anti-dive and anti-squat.
a vehicle to apply what of 10 A4 pages! When you see something like
I’ve been writing about over Further instructions will be To throw some sanity into this this, it positively screams pitch
the last five years, so what better provided when you register. I am not necessarily looking for sensitivity. If anything, this trace
the fastest possible lap time. tells me this car produces its
Yes, I want the car quicker, but downforce under braking.
more importantly I want to know Consequently, I have some
how you got there and why. homework for the reader.
Registration is open until The techniques we discussed
1 March, and final submissions here can be readily applied. That
need to be in by 21 March. being said, they do need some
Winners will be published in the work. Your job is to figure it out.
May issue of Racecar. Hint: think about load transfer.
Entrants are limited to a
maximum of 300 simulations. DEVASTATING TOOL
There will be no customer In closing, then you should
support – this is a test of now appreciate what a powerful
intelligence and initiative! tool is it to be able to interpret
Don’t worry, if you follow the pitch data. The beauty about
instructions you’ll be fine. it is that it gives you an
instant picture about what the
The prize is as following, longitudinal load transfer and
the aero of the car is doing.
• A cash prize of AUD $500 Where it becomes very
• 6 months free use of powerful is when you overlay
ChassisSim Professional Online actual to simulated data,
because this will quickly
The competition is open highlight what bits of the
to everyone except current aeromap need to be fixed.
ChassisSim users and competitors. When used properly, these
I look forward to your entries. techniques can be employed
to pretty devastating effect.

82 www.racecar-engineering.com • March 2013

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 RACECAR BUSINESS
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Lotus Cars files record losses
T
he true extent of the and he is pleased with the way
financial woes facing Lotus Formula 1 is working for them.
Cars has emerged, with ‘I have never wanted to sell the
latest accounts showing that team because for me, for Genii
the sportscar builder, which has Capital, F1 is a fine platform to
interests and connections in a develop business,’ he said. ‘With
number of motorsport series, lost the sponsors we talk not only of
a whopping £115.3m in the year the advertising that goes on the
to March 2012. car, but wider business too.’
Lotus’ record loss dwarfs its Lotus goes into 2013 in fairly
oft-quoted £21m loss of the good shape on the sponsorship
previous year, and while revenues side, for while it’s not known
were £77m, this was down 37 per how much money it gets from
cent after a big slump in sales for Lotus Cars – most believe it’s
the Norfolk-based manufacturer. simply an agreement to use the
The accounts also show In the year to March 2012, Lotus Cars lost £115.3m following a slump in sales name with no money changing
that the company breached hands – it has scooped a blue chip
banking covenants on a £270m with its withdrawal from IndyCar – Meanwhile, the owner of the backer in the shape of the Burn
financing facility, with lenders where it was one of three engine Lotus F1 team, Gerard Lopez, energy drink, a Coca-Cola brand.
freezing funding to the firm in suppliers – at the end of 2012. has put an end to speculation It is also believed to be in talks
January of 2012. Another casualty of the that it was up for sale, following with American industrial giant
Since then, DRB-Hicom, the crisis has been former Red Bull rumours that former Lotus Cars Honeywell, which might come
Malaysian group of companies and Ferrari man Dany Bahar, owner Proton was interested onboard as title sponsor.
which now owns Lotus, has who was sacked from his £1.2m in buying it. Speaking to Italian Lopez said: ‘We are close to
agreed to put more funds into a year post as chief executive publication Gazzetta dello Sport the top teams. We are financed by
the company, but the impact in June of 2012. Since then Lopez said the ownership of Microsoft, Unilever and Coca-Cola.
of the crisis has already hit its Bahar has filed a £6.7m lawsuit the team will remain in the hands This demonstrates the value we
motorsport projects, most notably for unfair dismissal. of his company, Genii Capital, are recognised as having.’

Prodrive sells crack Australian V8 Supercar outfit

British-based motorsport premier Australian motor While Prodrive would not different industries working
and engineering company racing championship last year, be drawn on the reason for the together is a real credit to the
Prodrive has sold off its highly has been bought by Rod Nash sale, a glance at the most recent entire team.’
successful Australian V8 Supercar and Rusty French, with Ford accounts for the company (for There will still be strong
team, and says it is now back Australia – the team’s primary 2011) shows that it made an links between FPR and Prodrive,
on track after a less than stellar sponsor – fully supporting operating loss of £6.9m for that however, and the latter’s chairman
financial showing recently. the move. The team will year, and a £2.3m operating and chief executive, David
Ford Performance Racing keep the FPR name and Tim loss for the previous period. A Richards, said: ‘FPR continues to
(FPR), one of the only two Edwards will remain on the spokesman for Prodrive admitted: be part of the Prodrive family and
teams to win races in the books as team principal. ‘We got a significant income we retain our close technical and
from the sale, because it was commercial relationship going
a successful team.’ Prodrive’s forward. I will personally continue
sale of FPR comes a year after to follow the team’s progress with
it also sold the company’s sister great interest.’
operation, Ford Performance Prodrive lays much of the
Vehicles – the road car arm from blame for the poor 2011 figures
which the team sprang in 2003. in the lap of its high-profile LMP1
New owner Nash says he is and WRC projects: ‘2012 is much
delighted with the purchase: better, we are in profit,’ said the
‘Rusty and I are pleased we’ve spokesman. ‘But 2011 was a
been able to acquire a business tough year. We had the massive
as strong as FPR, which is not investment in the [Aston Martin]
only an icon of Australian sport, AMR-One programme, and in the
but one of this country’s leading Mini programme. There was a
specialist engineering firms. massive amount of expenditure,
‘In the last few years I’ve so that was the reason that was
watched FPR grow from strength such a poor year for us. But we’ve
to strength and to see so many managed to turn that round –
Ford Performance Racing will retain its name despite changing hands talented people from so many things are back on track now.’

84 www.racecar-engineering.com • March 2013

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BRIC-built future for OEM motorsport, says survey
Motor manufacturers are John Leech, UK head of markets with a strong motorsport ‘If you go back five years,
most likely to want to take automotive at KPMG, told Racecar theme, the industry is extremely the industry didn’t expect the
part in motorsport based in, or that with this in mind, it’s highly aware of the power of that link, benefits from the more modern
visiting, the emerging markets likely that motor manufacturers and the halo effect that can turbochargers and direct injection
of Brazil, Russia, India and will want to compete in motorsport cover all the products launched petrol engined vehicles would be
China, commonly known as the within these markets. by manufacturers. So they want so great, allowing them to reduce
BRIC countries, the findings of a ‘Frankly that’s where all the to be out in the emerging markets the size of petrol engine cars,’
respected global survey suggests. growth in the car industry is going supporting motorsport.’ Leech said. ‘That was one thing
According to the findings to come from in the next two Other findings in the survey that came through very strongly
of KPMG’s annual Global to three decades really,’ Leech include a trend to concentrate this year, and that’s going to be a
Automotive Executive Survey said. ‘The car manufacturers on the downsizing and big trend over the next few years.’
2013, which is the result of absolutely appreciate that it’s optimisation of the internal When asked if, on the basis
questions put to executives really important for them to get combustion engine (73 per of the survey, Formula 1 was
from the world’s top automotive their brands established in these cent saying this was extremely right to opt for 1.6 turbocharged
companies, market growth in countries, and a great way to or very important). While electric units as its new engine formula
emerging markets is seen as get their brands established is powertrains are still cited as for 2014, Leech said: ‘Yes.
the most important trend, with through the motorsports arena. extremely or very important But it’s no coincidence. Motor
86 per cent of respondents saying ‘When you think of how (76 per cent), Leech was struck manufacturers are quite keen
its either ‘extremely important,’ or some brands – like Subaru in by the industry’s new focus on to extol the sporty virtues of
‘very important’. the past – penetrated overseas the combustion engine. smaller engined vehicles.’

Brabham trumps Trick Qatar Fiesta WRC revealed

in German name game M-Sport has unveiled its confident that the team now
2013 WRC Ford Fiesta, featuring has a bright future. ‘The last
The Brabham family has an all-new livery in deference three months of last year were
won the right to protect the to new sponsor Qatar. The the most difficult of my business
commercial use of its name Middle East state stepped in life,’ Wilson said.
following a legal battle in the following the withdrawal of ‘The reduced investment
German High Court. Ford as the team’s primary from Ford obviously put a lot
David Brabham, son of Sir sponsor last year. Speaking at of pressure on the team to find
Jack Brabham, has successfully the unveiling of the new added investment. We’ve got
sued Michael Trick in relation to partnership, M-Sport boss, Qatar on board which has filled a
his use of the ‘Brabham Racing’ Malcolm Wilson, said that finding big hole. We’ve got some way to
name to market modified BMWs in a replacement for Ford had been go but I’m confident that we can
Germany. The result of the action tough, but that while there challenge for some good results
is that Brabham’s EU trademark are still funds to source, he is and that will bring more interest.’
registration now belongs to the
famous racing family and cannot F1 legend Sir Jack Brabham
be used without its agreement.
The battle in the German High years of racing heritage, and
Court in Koblenz originally began deserves to be protected.’
in 2009, when Formtech founder Part of the reason for the
Franz Hilmer lodged an entry legal action was to protect the
for the 2010 Formula 1 season interests of the third generation
using the team name of Brabham of the racing dynasty, says David.
Grand Prix. Although the Hilmer His son, Sam, has competed in
application was not successful, Formula Kart Stars, while his
it brought to light car dealer nephew, Matthew, won the
Trick’s use of the name, which USF2000 championship last year.
sparked another legal battle. ‘This ruling will not only help
The Brabham family was very future plans for the Brabham
pleased with the German court brand, but also protect the third
verdict: ‘I’m delighted that this generation of drivers, in Sam and
situation has finally come to an Matthew, coming up through the
end,’ said David Brabham. ‘It’s ranks,’ Brabham said.
been a long and tiring battle, Sir Jack Brabham teamed up
but this was something I felt with designer Ron Tauranac to
we needed to do to protect set up his eponymous Formula 1
the Brabham name. The global team back in 1962, going on
brand stands for success and to win two world titles before it
innovation bolstered from 60 was bought out in 1973.

March 2013 • www.racecar-engineering.com 85

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 BUSINESS
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Peeling bAck the stickers. number 11: tOOneD
An organisation can have a character Tooned is a joint venture launched in great sport. The more you understand,
just as surely as an individual can. Take partnership with the Oscar-winning visual the more you get involved in it, the greater
McLaren, which from the outside epitomises effects and animation studio Framestore. it is. We’ve got to now try and sell that
cleanliness, efficiency and precision – and to The idea was to run a series of cartoons proposition to as broad an audience as we
some observers a demeanour that’s perhaps a featuring the McLaren drivers, with the can and Tooned, the McLaren animation,
tad on the cold side. stated aim of attracting a younger fanbase is part of that process.’
But does it really matter that an F1 team to the team while lightening the grey image While McLaren’s clinical image has
seems cold and austere from the outside? associated with McLaren, as team principal sometimes been seen as a reflection of
Evidently it does, for last year the organisation Martin Whitmarsh explained. ‘We see that former team boss and now executive
gave up valuable sponsorship real estate on it’s important to try and bring younger chairman of the McLaren Group, Ron Dennis,
the back of its rear wing (the sort of patch that demographics,’ he said. ‘I think also for it’s interesting to note that he claims a stake
can cost a sponsor an estimated $10m a year) McLaren to demonstrate that we’re not in at least the seeds of the idea, stating at
to plug its efforts to prove to the world that taking ourselves so seriously. We’re still last year’s launch that: ‘Tooned is the result
McLaren is in fact, well, fun. very serious about motor racing, we still of extensive market research carried out
want to win and we do by McLaren, which John [Allert], our group
everything we can, but I brand director, and I then analysed carefully
think you also have to show together. It’s an exciting and creative concept
a slightly lighter side.’ that addresses the insights gleaned from our
Whitmarsh also believes research in a very innovative way.’
that this sort of initiative ‘I’m confident that the opportunities it
is not just beneficial for presents will be extensive. Creating a more
McLaren, but for Formula 1 demographically accessible face for McLaren
as a whole. ‘We’ve got will help our brand appeal to a wider audience
to buy more people into whilst also fostering increased brand loyalty.’
the sport,’ he said. ‘This Incidentally, Dennis appears in episode 12,
is fundamentally a great, along with his talking parrot ‘Cosworth’.

new Ferrari
Drayson signs up to Formula e
Formula 1 facility
the first of the 10 teams The Oxfordshire, UK-based championship around the world
to compete in the all-new outfit is the first team to commit in the 10 host cities planned for Ferrari has begun work on a
FIA Formula E Championship to the zero-emissions series the first season. new factory in Maranello, where
for electric vehicles has and will run in the inaugural Drayson Racing will run the it plans to house the working
been announced. season of the Championship new Formula E customer racing area for the team, plus offices for
Drayson Racing Formula E in 2014. Formula E will feature car in 2014, which will be supplied the engineers, management and
Team is a wholly owned subsidiary cars racing on city street by the promoter Formula E administration staff. Ground was
of Drayson Racing Technologies, circuits powered exclusively by Holdings and is currently being broken for the new build in early
the company set up in 2007 by renewable electric energy. developed by Spark and McLaren January, and work is progressing
Lord Drayson, former Minister of Drayson will field a two-driver but, from 2015, the team plans on the foundations of the building.
Science for the UK Government, team and is already talking to a to be a constructor in its own Ferrari said of its new
to develop green racing initiatives. number of leading drivers about right, fielding a new drivetrain construction project: ‘The aim is
The company has also been filling its seats. During 2013, it developed from the advanced DRT to create an environment that has
acting as scientific adviser in will work with Spark and Formula 4X2-640 electric system featured been well thought through for the
terms of sustainability to the E Holdings to test the Formula E in the Lola-Drayson B12/69 EV car. people who will work there.
FIA Formula E Championship. customer car and to promote the Lord Drayson said: ‘We are ‘We have been working on
hugely excited about the prospect a programme of reorganisation
of competing in the opening along with the introduction of
lord Drayson and season of FIA Formula E. We aim new methodologies, especially
Alejandro Agag to be one of the front-runners concerning the wind tunnel,’ said
from the start, leveraging the team principal Stefano Domenicali.
know-how we’ve built up over ‘The Maranello facility will be closed
the past two years working on until August. Until then we will use
electric drivetrains and developing the Toyota wind tunnel in Cologne.
our 200mph electric Le Mans ‘We have also adopted a better
prototype. We believe that FIA method of splitting up the work
Formula E has very significant between those who run the wind
commercial potential, it will attract tunnel and those who should
new fans and new sponsors concentrate more on the creative
to motorsport and is on track side. This year, we saw that when
to become the world’s leading we do too many things at the
environmentally sustainable same time, maybe we are not
global sporting event.’ efficient enough.’

86 www.racecar-engineering.com • March 2013

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 BUSINESS
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Grand-Am and ALMS
claim new classes are
‘designed to welcome all’
Those behind the new-for- be left without a place to race.
2014 unified Grand-Am and ALMS ‘Numerous important partners
US sportscar championship have and stakeholders have been
said they worked hard to make invaluable during this process.
sure that all existing machinery We could not have reached
will be catered for when devising these decisions as rapidly as
its new class structure. we did without that assistance,’
The new class structure will he said. ‘Many factors were

Pescarolo Team
see LMP2 cars and Daytona taken into consideration for this
Prototypes vying for overall initial conceptual lineup, but the
honours, with a slot for priority was to enable as many
goes into liquidation production versions of the Nissan
DeltaWing also in the premier
current competitors as possible
to continue racing with their
The company owned and It may not be quite the end for class. The ALMS one-make LMPC existing equipment.’
run by Le Mans legend Henri the Pescarolo name in motorsport prototype class for the ORECA- Grand-Am managing director of
Pescarolo, most recently known or at Le Mans, however, as he Chevrolet FLM09 will continue, competition Richard Buck agreed.
as Pescarolo Team, has gone says he still has the facilities while the ALMS GT (previously ‘This is a best-of-both-worlds
into liquidation. to run a team and hopes to GTE) division will be separate approach that reflects the fact
The concern was liquidated do so some time in the future. from the Grand-Am GT class. we have a true merger evolving
by a French court after a six- ‘I have a superb workshop, located Meanwhile, the Porsche on a daily basis,’ he said. ‘This
month ‘back-up’ period when on the 24 hours Technoparc 911 GT3 Cup cars that form the announcement is only a first step
it was protected from its at Le Mans, and nothing prevents GTC class in the ALMS will be in solidifying our class structure.
creditors under French law. me from continuing activity amalgamated into the Grand-Am Our organisations’ respective
However, at the end of the in a personal capacity,’ he said. GT category and Grand-Am’s new competition departments are
period a survival plan had to be ‘I am disappointed for my team, GX category for experimental cars working diligently on balance
presented to the Le Mans court, and that counts for me. But might be absorbed into this group of performance for the top
and Pescarolo failed to find the even if we cannot hope to or run as a separate class. prototype class, plus overall class
backing to support that plan. engage our own cars in the ALMS chief operating officer, specifications across the board.’
Henri Pescarolo said that next Le Mans 24 hours, there Scot Elkins, said the main priority It remains unclear just
while he was naturally are other possibilities and I hope for those setting up the new how the DP and LMP2 cars,
disappointed with the decision to be able to offer the team class structure was to make sure the latter of which are much
he fully understood it. ‘As members a beautiful project, existing equipment from either faster on most circuits, will be
difficult as it is to accept, this enabling them to once again of the current series would not performance balanced.
decision is quite justified. The demonstrate their potential.’
commercial court simply applied Last year the team withdrew BRIEFLY
the law. Having been put under from the WEC after a disastrous
back-up for a period of six Le Mans 24 Hours, but its record Lola LMP updates
months, I had to offer a credible at Le Sarthe, in its various guises, Multimatic Motorsport, which is part of the group that is now providing
solution for continuation of is excellent, and for much of the engineering support to teams fielding Lolas, is working on aerodynamic
the activity of Pescarolo Team. 2000s it was the most successful upgrades for the manufacturer’s LMP1 and LMP2 cars for this year.
That was not possible.’ private entry, scoring two The Canadian company now employs some of the key personnel
Pescarolo, who is now 70, seconds, a third and two fourths from Lola Cars International, including chief engineer Julian Sole,
says he does not feel the failure against works opposition. and they are continuing the developments from where they left
of the company is down to Pescarolo has also won off when Lola Cars International went into administration last May.
past management decisions, four Le Mans 24 Hour races Multimatic has teamed up with the long-time Lola distributor in the
but rather the actions of a as a driver, as well as starting USA, Carl Haas Auto, to support Lola teams and provide spares.
former potential sponsor. 64 Formula 1 grands prix.

SEEN: RADICAL RXC

Powered by a 3.7-litre Ford V6 producing 380bhp
and tipping the scales at just 900kg, the Radical RXC
accelerates from 0-62mph in 2.8 seconds, and is capable
of a top speed of 175mph.
A space frame chassis is couples with an aggressive,
Le Mans-styled body including a full-width, carbon bi-plane
rear wing and gullwing doors.
It’s sure to prove popular with North American track day
specialists, and will go toe-to-toe with cars such as the Riley
MkXXII. Road and race versions will be available this summer.

88 www.racecar-engineering.com • March 2013

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 BUSINESS – PEOPLE
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INTERVIEW: MATTHEW MORRIS Williams scoops
Q. How did the UK arm of the
MIA’s top
company come about? business award
We took over the distribution
of the fans and the blowers, Williams has capped a
which was previously handled successful year both on and
by an agent. We bought the off the track by picking up the
business from the agent prestigious MIA Business of the
and moved his operation to Year Award at the Motorsport
Worcester. We’ve got 700sq.m of Industry Association’s (MIA)
warehouse here, and an office Business Excellence Awards.
block. We don’t manufacture First presented in 1995, it is the
here, we’re just distribution. only awards of its kind within the
industry, and the judging panel
Q. How much of your business Matthew Morris is the MD of SPAL’s UK operation. He’s been with consists of industry and MIA
is motorsport? the firm since 1993 and has held his current post since 2008. The members who are invited to vote
Motorsport is probably 10 SPAL group of companies is based in Italy, and is one of the world’s in seven categories.
per cent of our turnover, but biggest manufacturers of fans and blowers. On the automotive side Last year was particularly
we’re growing into it every SPAL supplies Ferrari, GM/Opel, Ducati and BMW, among many others. successful for Williams.
year, and I think it will become It is also active in the motorsport sector in the UK. The F1 team returned to winning
a bigger part of the business. ways, with victory at the Spanish
Where we can really help is Grand Prix, while Williams
with quick turnaround. High avoid the big current spike 100 – life tests, vibration tests, Advanced Engineering saw its
volume orders are supplied direct when they start up. This water tests, salt spray tests, and technologies introduced into a
from our Italian facility, but race means that you can use smaller all the rest. number of high-profile applications
teams in a hurry need a product batteries, alternators and in the fields of energy efficiency,
off the shelf rather than a possibly less harnessing, all Q. How is a fan designed? road safety and education.
pre-ordered item with a delivery saving precious weight. It depends on what sort of Chris Aylett, CEO of the MIA,
lead time. We are equipped to You can manage the fan airflow you want. Ideally we said: ‘Williams F1’s race heritage
provide that fast turnaround speed very accurately, which like to work with customers. is beyond question, with 114
service and enable those means that you can keep the We need to find out what they victories in Formula 1. But
customers to keep their cars engine temperature at the correct need by way of cooling. It’s not things have evolved over the
competing at the highest level. level for maximum performance. just a matter of sticking a fan past few years, with Williams
There is also a diagnostic input on: the fan’s got to overcome Hybrid Power supplying the
Q. Who do you supply in and output for performance restricted air intakes, it’s got to first hybrid car to win Le Mans
motorsport? data. Finally, with brushless fans overcome the distance between in 2012, and Williams Advanced
We supply one of the works WRC you get considerably longer life, the fan and the radiator, it’s Engineering widening technology
teams, and that’s probably our because there are far fewer got to overcome the radiator – supplies into many sectors. With
highest profile client, and we also moving, wearing parts. pushing air through the core. So a Technology Centre in Qatar,
supply to a lot of the people who you get different blade profiles: and a leading Conference Centre,
prepare vehicles for motorsport. Q. What material are the fans you get straight blades, curved this MIA member is a vibrant
made out of? blades, thin blades, fat blades. company going places fast and
Q. What’s the main product Plastic: plastic shrouds, plastic It’s actually quite complicated; one of the few Formula 1 teams
that you sell into motorsport? blades. SPAL makes three and just how you design a blade to successfully diversify.’
Our sales into the motorsport half million fans a year using which will give you the right Commenting on the award,
sector really are quite varied, high-quality injection moulding. amount of cooling. Williams CEO Alex Burns said:
especially when you start to SPAL also uses rapid prototyping, ‘Our diversification strategy into
consider brushless motors, which so it can take somebody’s 3D Q. How effective is the sealing new markets is ambitious in its
is something SPAL is very heavily drawing and it can throw up a 3D of the fan motors? scope and 2012 has seen our
involved in. These are software model in 24 hours, and then you We have a fish tank in the office technology transfer from Formula
driven, so you can manage the can actually see if the thing is and we have a brushless fan 1 gain excellent momentum.
cooling very accurately. It’s not going to fit where you want it to running in the tank completely We’re focusing our attention on
really new technology, but it’s fit, and that cuts a lot of time out underwater, doing about 70rpm! Formula 1-based technology that
been refined by SPAL for the of the design process. The motor is completely sealed. can make a real societal benefit
automotive sector. SPAL has always been very good and it’s fantastic that the judges
Q. How thorough is the with this sort of thing – the recognised this.’
Q. What advantages does testing regime? latest product is totally sealed Other MIA awards went to the
brushless technology bring? There is a great deal of testing and certified IP6K9K. It is Motor Sports Association (Service
Brushless is the big leap forward involved, it’s a huge part of the therefore impervious to water to the Industry); DC Electronics
at the moment. It incorporates process. They do all sorts of ingress, salt and other pollutants, (New Markets); Interex Motorsport
high-energy rare earth magnets tests: airflow, temperature tests, as well as being incredibly safe (Export Achievement); Millers
and I suppose that the biggest thermal shocks – where you take in operation – there is so little Oils (Technology and Innovation);
advantage is that they have ‘soft it down to minus 20 and then oxygen within the sealed unit, Swindon Engines (Small Business
start’, which means that you kick it straight back up to plus that fire risk is close to zero. of the Year) and Honda Yuasa/
Team Dynamics (Teamwork).

90 www.racecar-engineering.com • March 2013

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 WorldMags.net
OBITUARY RACE MOVES

Guido Forti
Former Formula 1 team owner after losing major sponsor
Guido Forti, often referred to Parmalat at the end of its first
as F1’s last true private entrant, year – when it followed driver
has died at the age of 72. Forti, Pedro Diniz to Ligier – the
whose Forti Corse organisation remainder of its time in Formula 1
competed in 27 grands prix in racing was marked by a constant
the mid-90s, set up his team in struggle for backing.
partnership with fellow Italian The team finally called it a
Paolo Guerci towards the end of day when a bitter legal dispute Michel Nandon has been signed up as team principal for Hyundai’s World Rally
the 1970s and it enjoyed success with a potential sponsor forced Championship effort. The Frenchman is a WRC veteran, and was director of
in Italian Formula Ford before it to pull out of F1 midway Peugeot Sport from 1999 until 2005. Hyundai is currently developing a WRC
graduating to Formula 3. through the 1996 season, which version of its new i20 for its return to the championship in 2014.
F3 also proved to be a happy was seen as a great shame at the
hunting ground for Forti, the time as its second car, the FG03, Ron Otto has joined NASCAR K&N crew chiefed for the past four seasons,
outfit picking up four Italian titles was a great improvement over Pro Series East outfit Precision both in NASCAR trucks and ARCA.
– running such notables as Gianni its debut offering, the FG01. Performance Motorsports as crew chief
Morbidelli, Enrico Bertaggia and Sadly, Forti failed to score a point for the No 46 Toyota driven by Brandon Three-time F1 world champion and
Emanuele Naspetti – while a move during its short time in F1. Gdovic. Precision Performance, which former Jaguar F1 boss Niki Lauda has
to Formula 3000 in 1987 saw it Guido Forti made a brief is headed by team manager Charles stepped down from his management
Denike, is based in Gloucester, Virginia. role at Air Berlin in order to fully
taking nine race wins before it return to motorsport in 2002
commit to his new position as non-
decided to step up to Formula 1 and 2003, as a team manager
Luca di Montezemolo looks likely executive chairman at the Mercedes
for the 1995 season. in Euro F3000, the forerunner Formula 1 team.
to remain in his position as president
But Forti did not enjoy any to Auto GP. of Ferrari for the foreseeable future
real success in Formula 1 and Guido Forti 1940-2013 after he announced he will not now Allen McDonald, who was technical
be switching to politics. It was widely director at the championship-winning
Pedro Diniz in the Forti Ford F1 at Interlagos in 1995 thought he would relinquish his role Andretti Autosport IndyCar team last
with Ferrari if he won a seat in the year, has now rejoined rival outfit
Italian parliament because of various Schmidt Hamilton Motorsports. At the
conflicts of interest. Montezemolo has time of writing it was not known what
been president at Ferrari since 1991. position McDonald will take at the
team, at which he last worked in 2011.
Steve Nielsen has left the Caterham
F1 team, where he filled the role Just a week after McDonald’s
of sporting director. Nielsen joined departure, Tino Belli – who was
the team from Renault in 2011. race engineer for James Hinchcliffe
In a long career in Formula 1 Nielsen at Andretti Autosport last year.
has also worked for Arrows, Benetton Prior to that he worked for Pagan
and Tyrrell. At the time of writing it Racing, Forsythe and also for former
was reported that he would now be IndyCar constructor March.
taking up the position of technical
director at Toro Rosso. Lee Dykstra has joined Indy Lights
BRIEFLY outfit Juncos Racing as its team
Mark Gillan has left the Williams manager. Dykstra has spent the past
Ratel and roll Formula 1 team. Gillan was chief five years as a very successful race
Ten teams have signed up for the new FIA GT Series, which well-known operations engineer at the Grove-based engineer in the second division US
racing promoter Stephane Ratel has devised to replace his GT1 World outfit, and before joining Williams he single-seater series and has previously
Championship this year. Among the confirmed entries for the sprint race was head of aerodynamics at Toyota been director of technology in
format series are former world championship-winning team Vita4One, during the marque’s final season in the ChampCar and president of both Special
which will run BMWs, and Audi squads Phoenix and Novadriver. Other teams sport. He has also worked at McLaren Chassis Inc. and Dekon Engineering
and Red Bull, originally joining the during a varied career in motorsport.
include ProSpeed (Porsche), Rodrive/Lamba (Ford), Sebastien Loeb Racing
latter when it was still known as Jaguar.
(McLaren), Heico Gravity Charouz (Mercedes) and Reiter (Lamborghini).
Harry Scott Jr, a long-time minority
The six-race series kicks off at Nogaro in France at the beginning of April. NASCAR Nationwide Series team Kyle owner of NASCAR Nationwide
Busch Motorsports (KBM) has promoted Series and reigning Camping World
Smiles per gallon Eric Phillips to the post of crew chief Truck Series champion team Turner
If there were ever any doubts about the knock-on effect of a grand prix for the No 77 Toyota driven by Parker Motorsports, has expanded his
on a local economy then take a look at this far from sobering statistic Kligerman. Phillips previously oversaw involvement in the organisation,
from the Texas Comptroller’s office, which reveals that events relating to KBM’s No 18 entry in the NASCAR becoming co-owner alongside Steve
the Austin-based US Grand Prix in November accounted for a staggering Camping World Truck Series. Turner. The team is now known as
(perhaps literally) $2.8m worth of sales in beer, wine and mixed drinks. Turner Scott Motorsports and Scott
Harold Holly is to take the place of will manage its marketing, public
Meanwhile, the Austin American-Statesman has claimed that overall sales
Phillips as crew chief on the No 18 KBM relations and business development
of alcohol in the Texan capital for the month in which the race took place
Toyota. Holly will oversee the truck efforts, while Turner will oversee the
were up 23 per cent on the same period in 2011, at $48.4m. driven by Joey Coulter, who he has competition side of the operation.

March 2013 • www.racecar-engineering.com 91

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E info@dockingengineering.com

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 BUSINESS – PEOPLE
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SPONSORSHIP RACE MOVES
Turner Scott Motorsports has signed Series. Bumgarner has spent
The Lotus Formula 1 team has signed a long-term deal with British
Scott Zipadelli as crew chief for the the last 18 years at Hendrick
clothing manufacturer Henri-Lloyd. As part of the partnership the
No 31 Chevrolet, driven by Justin Motorsports, in both the Sprint Cup
race team personnel will wear Henri-Lloyd gear while travelling, and a Allgaier. Zipadelli is a Nationwide and Nationwide Series.
Lotus F1 Team range of clothing will be launched. Series veteran with nearly 200 races to
his name and he has chalked up 11 top John Balash, who has worked
five and 46 top 10 finishes in his time as the NASCAR Nationwide Series
as a crew chief. Most recently Zipadelli director since 2004, has now
was at RAB Racing, where he oversaw assumed a new position as
the No 99 car. international competition liaison.
His new role is to be the NASCAR
John Crossle, the founder of the point of contact for competition-
racecar manufacturer that bears his related matters in the Toyota
name, was awarded an MBE in the (Mexico) Series, Canadian Tire
Queen’s New Year’s Honours list. His Series, the Euro Racecar Touring
award was for services to engineering Series and other international
and manufacturing in Northern Ireland, competitions. Balash will report to
Above: One of the UK’s top Mercedes truck and van dealerships, where he set up his firm in 1957. Richard Buck, who has been promoted
Ciceley Commercials, is to be title sponsor on the Toyota Avensis of Crossle retired from the business to managing director, competition
Adam Morgan in the BTCC. Additional backing for Morgan’s family-run in 1997 and it is now in the hands Grand-Am and managing director,
squad, which is to be known as Ciceley Racing, comes from Fuchs of Paul McMorran, who bought it Touring Series, NASCAR.
towards the end of last year.
Titan Race, PM+M, ModelZed, Snickers Workwear, Graphix and White
Wayne Auton, who has served
Wave Web Solutions.
MSA general secretary Rob Jones as the Camping World Truck Series
has been elected to the FIA Ethics director since 1995, is now the
Great Clips Inc, said to be the world’s largest hair salon brand, has Committee, a new body which has NASCAR Nationwide Series director.
signed a primary sponsorship agreement with JR Motorsports in the been established to safeguard the Chad Little, formerly Whelen Modified
NASCAR Nationwide Series. It will also continue to back JRM driver integrity and reputation of motorsport, Tour Series director and director of
Kasey Kahne’s World of Outlaw Sprint Car outfit. and of the other activities within the racing development, Mexico, will now
FIA’s broad motoring-related remit. fill Auton’s former position as Truck
NASCAR has extended its long-term partnership with Featherlite Series director.
Trailers. The six-year extension ensures that Featherlite will be the Bobby Rahal, Skip Barber, Bill Noble,
Carroll Shelby and Andy Porterfield NASCAR has announced the
official trailer of NASCAR until the end of 2018. Now entering its 13th
are all to be inducted into the SCCA promotion of four senior executives
year as an official partner, Featherlite built its first racecar transporter
Hall of Fame. Their formal induction across the company. Ed Bennett
for team owner Richard Childress some 20 years ago.
will take place at the US racing club’s has been promoted to senior vice
national convention in Las Vegas at the president, with Kim Brink, Jim
beginning of March. The SCCA Hall of Cassidy and Zane Stoddard
Force India signs 3D Fame was created in 2004. promoted to vice president. Bennett
also retains his roles of chief

technical partnership deal Richard Childress Racing has promoted

Phil Gould from car chief to crew chief
administrative officer and president/
chief executive officer of Grand-Am
on the No 2 Chevrolet Camaro which Road Racing. Cassidy, Stoddard
will be driven by Brian Scott in this and Brink lead key areas of racing
Formula 1 team Force India technology on a daily basis
year’s NASCAR Nationwide Series. operations, entertainment marketing
has signed an agreement with to manufacture wind tunnel
and NASCAR’s brand marketing
printing company 3D Systems model components, and this
Mike Bumgarner is now the crew initiatives with integral roles in the
to help speed up its in-house new relationship will hopefully chief on the No 5 JR Motorsports implementation of its five-year
development capabilities. allow us to get performance Chevrolet in the NASCAR Nationwide Industry Action Plan.
In what is said to be a to the car faster.’
multi-year agreement, the 3D Systems is a provider n Moving to a great new job in motorsport and want the world to know
deal sees the extension of of 3D content-to-print about it? Or has your motorsport company recently taken on an exciting
an already active relationship solutions including 3D printers, new prospect? Then send an email with all the relevant information to
Mike Breslin at bresmedia@hotmail.com
between the companies. print materials and on-demand
Force India says it will now be custom parts services for
able to reduce the manufacturing professional organisations
time of wind tunnel models and consumers alike. BRIEFLY
and therefore speed up its Kevin McAlea, senior vice
in-season development. president and general manager Fans switched off
Vijay Mallya, team principal of 3D Production Printers, The popular FanVision sets will probably not now be a part of Formula 1
and managing director of which is a division of 3D Systems, in 2013 after the company that looks after the handheld devices could
Force India, said of the deal: said: ‘We are excited to launch not agree terms with Formula One Management (FOM). The technology
‘We’ve been working with 3D this technical partnership with provided spectators at the grands prix with the ability to watch the
Systems as a customer for the first ever Indian Formula 1 broadcast coverage of the race, including in-car camera footage and race
many years, so we are delighted team. The opportunity to partner data. It was originally marketed as Kangaroo TV.
to forge stronger links with a with emerging innovators like FanVision will continue to provide its sets for NASCAR and the NFL
company that is the market- Sahara Force India provides in the US, and for golf. FOM would not comment on whether it has plans
leader for rapid prototyping tangible customer benefits that for a replacement service for Formula 1.
technology. We use their extend well beyond motorsports.’

WorldMags.net March 2013 • www.racecar-engineering.com 93

 WorldMags.net PRI 2013

Where the
Global Racing Industry
Gets Down to Business
• 1,100 Exhibitors
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December 12–14, 2013 • Indianapolis, Indiana • U S A

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 BUSINESS – PRODUCTS
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GEArBOX
Xtrac’s 1113 R5 4WD requirements of the FIA R5
Xtrac 1113 transmission has been designed
specifically to cater for Rally
homologation regulations
and has been approved for
transmission cars competing under the FIA use by the FIA. The 1113
R5 regulations. The gearbox transmission utilises Xtrac’s
specification meets all the championship winning experience
in S2000 and WRC applications
to deliver a technically reliable
and lightweight solution, built
to its normal industry-leading
quality standard.
The transmission is a five-
speed manual with a sequential
shift, coupled with a mechanical
plate front differential and a
fixed 50/50 torque split front
and rear. The box weighs in at
55kg and is capable of handling
up to 500Mn of torque.
For more information visit
www.xtrac.com

cylINdErS hEAd StUd kIt

AP’s new CP5898 Cosworth cylinder head studs

Uprated Cylinder Head Stud and also feature roll formed
kits are essential for high threads. The studs come
performance engine builds. complete with nuts and washers.
Heavy duty head studs reduce The studs are manufactured
cylinder head movement in with hex broach ends for ease
high boost or high compression of installation. Additionally,
engines, optimising cylinder the head studs utilise a base
head to block sealing. These seating feature to evenly
Cosworth high performance distribute maximum load on the
head studs are manufactured stud and not the threads.
from H11 tool steel with See www.cosworth.com for
240,000+psi tensile strength more information

Developed to increase for a wide range of applications

braking efficiency and enhance across different car setups
performance in racing applications, and race series.
this new differential bore master The principle relies on a
cylinder from AP Racing is already relatively large bore taking
in use in the NASCAR Sprint up all the low-pressure, long
Cup Series, and will be available travel within the system,
to other categories including including caliper piston
F1, sportcars, touring cars and retraction, knockback, trapped
rallying. Its advanced design air compression and seal squash.
improves braking consistency, At a set pressure, a smaller bore
by reducing unwanted low cylinder is then switched into use
pressure pedal travel and for the higher-pressure, short-
operating at high pressure travel part of the braking event.
throughout brake actuation. Check out www.apracing.com
It is also fully adjustable, allowing for more details

March 2013 • www.racecar-engineering.com 95

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 WorldMags.net

Thanks to all the readers of Racecar Engineering

for supporting Autosport Engineering 2013
We look forward to welcoming you next year

NEC, Birmingham 9 – 12 January 2014

For exhibiting enquiries, please call +44 (0) 20 8267 8300
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 BUSINESS – PRODUCTS
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coatINgS 3d prINtINg

Zircotec thermal control EOS plastic powders

Coating specialists Zircotec The second product is Zircoflex Ecological compatibility, high
recently released two new Gold – a very thin 24 ct gold technical performance and low
thermal control products to plated, ceramic coated aluminium manufacturing costs are the main
market, aimed at providing heat shield material. This attributes of two new powder
exceptional heat resistance for combines the effectiveness of a materials introduced by rapid
minimal weight gain. the regular ZircoFlex heat shield prototyping specialists EOS, for
The first is Zircotec Gold, material with the aforementioned layer-by-layer 3D printing of
a plasma-sprayed ceramic reflective properties of gold. The plastic components in its additive
coating incorporating 24 ct gold. new material is highly flexible and manufacturing machines.
The new coating can be applied to can be formed into complex The first, PrimePart Plus the established EOS powder,
a wide range of materials shapes to protect areas, for (PA 2221) is said to represent polyamide 12-based PA 2200.
from steel to composites. Gold example composite bodywork in a breakthrough in polymer The second plastic material,
is highly reflective of infra-red close proximity to heat sources development, as significantly PA 1101, is a natural-coloured
radiation, providing 98 per cent such as turbochargers. more of the material can be polyamide 11, characterised by
reflectivity at upto 600nm. For more information on recycled after use. Conventional high elongation at break and
When applied, Zircoflex Gold either of these products visit plastic materials are usually good impact resistance. Less
weighs less than 750g/m2. www.zircotec.com refreshed for the next build cycle non-renewable resources are used
with 50 per cent or more new in the production of this material
powder, whereas for PA 2221, compared with polyamide 12. The
the figure is 30 per cent. The material is particularly suitable for
result is a considerable saving in applications where the finished
the amount of powder that has product contains functional
to be scrapped. The technical elements that require high
performance of the finished material ductility, such as integral
plastic parts is not diminished hinges, as well as for parts that
and the overall key performance need high impact resistance.
indicators achieved are only Visit www.eos.info for more
slightly lower than those of details on both products

pLUMBINg

Viper catch tanks

Viper, the UK producer of number of applications such as
a prodigious number of new reservoir tanks, breather tanks
plumbing components, has and fuel surge tanks. The tanks
recently added these useful are robotically TIG welded and
small alloy tanks to its range of come in three sizes ranging from
aluminium fabrications. The tanks 1.4-3.1-litre capacity.
are available in anodised black or More details can be found at
polished natural aluminium and www.viperperformance.co.uk
throttLE come with mounting brackets
and six outlet/inlet -8 ORB
Titan throttle body system female ports. Unused ports can
be blocked off with blanking
UK-based manufacturer Titan to improve flow volume and caps. The tanks can be used in a
has released a new throttle direct compatibility with existing
body system designed for the fuel and ignition electronics.
omnipotent Ford Duratec engine, Additionally, the bodies are
found in everything from Formula supplied as a single, complete
Fords to sports prototypes. component, with all trumpets,
The new system is intended to linkages and sensors pre-fitted,
be the definitive ITB solution making installation a simple affair.
for the engine with highlights Check out www.titan.uk.net
including optimised port profiles for more information

March 2013 • www.racecar-engineering.com 97

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 BUMP StoP
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Pit Crew
Emissions statement

T
Editor
Andrew Cotton he MIA’s low carbon conference at the Birmingham the motor industry? That is a complete waste of
@RacecarEd
NEC, held on the Wednesday before the Autosport resources. If you could tap that knowledge, expertise and
Deputy editor
Sam Collins International Show, threw up some interesting skill, and reduce emissions, that is far more important.’
@RacecarEngineer
questions. The event was used to launch the first This is an interesting point, one that Baretzky
News editor
Mike Breslin Formula E team, showing Lord Drayson putting his also raised at the conference. It is not long now until
Design money where his mouth is, but how to deliver enough emission targets for new cars start to bite. Compared to
Dave Oswald
Chief sub editor power for the cars? One suggested solution involved 2007 figures, by 2015 motor manufacturers in Europe
Stuart Goodwin
Contributing editors
Russian nuclear submarines. will have to have cut emissions of new cars by 18 per
Paul Van Valkenburgh The conference largely focused on how motor cent, and by 2020 by 40 per cent, to just 95g/km. That
Technical consultant
Peter Wright manufacturers could speed up the development of new is 5.6-litres of fuel for 100km for petrol, dropping to
Contributors technology using their racing divisions. Racing teams 4.1-litres in 2020. And the deadlines are looming.
George Bolt jr, Stefan
Bartholomaeus, Mike Blanchet, are able to adapt faster to changing conditions, which As for the sport, if the technology is concentrated
Lawrence Butcher, Charles Clarke,
Ricardo Divila, Gemma Hatton, helps when dealing with new technology. around Formula 1 and Sportscars, which has
Simon McBeath, Danny Nowlan,
Mark Ortiz, Marshall Pruett, Martin One issue that sprang to mind was: If racing embraced hybrid systems into their regulations,
Sharpe
concentrates on technology, what happens to the sport? the sport should see the rise of production car-based
Photography
LAT, WRi2, David Lord Take Formula 1, which has just finished a racing, single-seat series, rallying and X-games,
Deputy managing director
Steve Ross
popular season in 2012. A new engine formula will as detailed by Ricardo Divila in his much commented-
Tel +44 (0) 20 7349 3730
Email steve.ross@
provide uncertainty to the results – if one manufacturer upon column last year (REV22N12).
chelseamagazines.com gets it right, and another On a related topic,
Head of business
does not, teams will find according to KPMG’s
“If you could tap that
development
Tony Tobias
Tel +44 (0) 20 7349 3743
themselves in uncustomary Automotive Executive
Email tony.tobias@ sections of the grid. Survey, issued in January,
chelseamagazines.com
Advertisement Manager Similarly, in sports cars, knowledge, expertise and vehicle purchase decisions
Lauren Mills
Tel +44 (0) 20 7349 3740
Email lauren.mills@
chelseamagazines.com
privateers have needed
a balance of performance skill, and reduce emissions, made by the general public
are increasingly driven by
Publisher Simon Temlett
Managing director Paul Dobson
to at least challenge
the manufacturers if they
that is far more important” financial concerns. Fuel
efficiency is the number
Editorial
Racecar Engineering, Chelsea have an off day. one priority for consumers.
Magazine Company, Jubilee House,
2 Jubilee Place, London, SW3 3TQ Balance of performance has become an integral part Plug-in hybrids will account for 36 per cent of the market
Tel +44 (0) 20 7349 3700
of modern motor racing, as effective as a wind tunnel in 2018. In the TRIAD countries, including the European
Advertising
Racecar Engineering, Chelsea programme or a season of testing in terms of producing Union, Eastern Asia and North America, Mexico and
Magazine Company, Jubilee House,
2 Jubilee Place, London, SW3 3TQ outright results, provided the person arguing the toss Canada, increasingly the population will look to buy small
Tel +44 (0) 20 7349 3700
Fax +44 (0) 20 7349 3701 a) shouts loudly and b) knows his onions. Cynics would cars. In BRIC (Brazil, Russia, India, China) countries, the
Subscriptions Manager suggest that item c) would be that said person also has SUV market is expected to hit 66 per cent of the market.
William Delmont
+44 (0) 20 7349 3710 deep pockets. I am not that cynical. Efficient SUVs?
will.delmont@chelseamagazines.com
Subscriptions The clear message from the conference was that, Weight is the enemy, and there isn’t a single
Telephone +44 (0) 1858 438443 as manufacturers concentrate on producing high government that has a minimum weight requirement
Email racecarengineering@
subscription.co.uk volume cars, they need disruptive technologies to for a production car. For simplicity’s sake, and for
Web www.subscription.co.uk/ figure out what is the future. the sake of discussion, what say you that,
racecar
Subscription rates ‘It is transferable knowledge,’ said Darren Cox, head while safety standards remain constant in racing, the
UK £66 (12 issues)
of Nissan Motorsport, Global. ‘You listen to Audi’s Ulrich minimum weight limit is struck from the regulations.
USA $135 (12 issues)
ROW £84 (12 issues) Baretzky, he is genuinely driving innovation on the road Then let’s see what happens.
News distribution cars, and that needs to happen. The theories, the rapid
COMAG, Tavistock Road, West
Drayton, Middx UB7 7QE prototyping and the decisions, have to happen quicker.
Printed by Wyndeham Heron
The motor racing community could do it if the rules
Printed in England
allowed them to. Blowing body parts, bigger wheelnuts editor
that will help with airflow. Really? How will that benefit Andrew Cotton

www.racecar-engineering.com

For subscription queries or to buy Racecar Engineering, go to

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• 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
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August2013
2008
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Brake control
from green light
to chequered flag.

PAGID RST – newly developed brake pads

for sprint racing and rally

The Pagid RST1 is a high friction compound with very good initial bite
and a progressive torque curve. With its fade resistant characteristics,
it is the premium choice of Timo Bernhard in his Porsche GT3 Cup ST.
Whether rallying, endurance or sprint racing - winners count on Pagid
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