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Formula 1 2013
Full grid analysis
04
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CONTENTS APRIL 2013 VOLUME 23 NUMBER 4
Racing by remote
There’s too much information in the pitlane, and not enough skill on track…
I
f I look at a racing track, the Background music would be a Driving on the Dakar, I became Tracks are not ‘dangerous’,
black stuff between the white soundtrack to the action on track, very aware of the moustache because every corner is safe at
lines is pretty similar to what has let’s say The Ride of the Valkyries, tropic. There’s a meandering the right speed. If drivers don’t
been there since the first closed when your car is gaining ground line that stretches through feel safe at a given point on
circuit racing, eliding the dirt tracks on the race leader, or Benny Hill’s Africa, the Balkans and Asia the racetrack, they can take
and board tracks. Similarly, what theme for certain drivers, while Minor, particularly visible as you their foot off the loud pedal and
the driver does on it has hardly Mozart’s Requièm Mass in D minor travel south through Libya. Past make it as safe as they wish.
changed, given the goal of running (K 626) could mope in when your it, everyone has moustaches, Given the use of every inch of
round in circles until time, or the car retires. The work wouldn’t although when I say everyone tarmac by drivers trying to increase
given distance to do, runs out. change much, but your level of I mostly (though by no means the radius of their corner, seeing
But the pits side has changed personal enjoyment would be exclusively) mean the men. two wheels on the kerbs makes a
considerably. We don’t see Alfred considerably higher. As is often said, western mockery of track limits. Every year
Neuberger’s beloved signalling Testing a Formula 3000 at civilisation sprang from Greece, they would build up the worn grass
flags, and we have gone from Enna in the mid-80s was much and Greece from Sparta – or saved with a tarmac patch, only to have
the old days of a stopwatch (or the drivers use up the additional
clepsydra for the slow cars) and space. The rumble strips need a
a pit board to the prat perch label: ‘Drive on here’. Stirling Moss
monitor wall of today, which totally has spoken out on this, calling for
obscures any view of the track brick walls to be built around the
in front of the labouring bods. outside of today’s tracks. ‘To race
You don’t see anything if you a car through a turn at maximum
also add the mesh fence or speed is difficult,’ he said, ‘but
plate glass barrier, so what is to race a car at maximum speed
the point of sitting out there? through that same turn when
At Le Mans I tend to spend there is a brick wall on one side
time in the back room, looking and a precipice on the other – ah,
at the telemetry monitors, doing that’s an achievement.’ He knows
simulations for the strategy what he is speaking about, having
and surveying the opposition’s often reflected on results from
options, while an electronic Managing a car from a hotel balcony is possible, though the team may object a hospital bed. ‘Formula 1 has
pit board sliding out on a become a safe sport. It has no more
motorised rail gives the driver like all this, sadly minus the by Sparta – so maybe we can say risk than football – the new level
additional information you have blondes. The hotel was on the we are what we are because of of safety emasculates it. People
keyed in to a computer at the hill overlooking the pits, and Lycurgus, who established the say I advocate being killed. It’s not
control room, much as the bank of lying by the pool with headphones military-oriented reformation of advocating killing, but the freedom
computers that is hidden behind and computer gave me a pleasant Spartan society. His precepts, to drive with danger.’
the panels in an F1 pit. tan, while I could enjoy occasional reputedly under the guidance of I would agree, with the obvious
So why be at the track at all? dips to assuage the stifling heat the Oracle of Apollo at Delphi, were caveat of not having the track lined
Do it from a distance, given the and snacks from the bar. A good directed towards the three Spartan with trees, lamp posts or hay bales,
on-board cameras, radio, telemetry time was had by, well, principally virtues: equality (among citizens), though I would stretch to a moat
and full electronic sector timing me. The testing also went very military fitness, and austerity. But on both sides filled with alligators,
that give you more information well, despite being seen rather most importantly, he also banned shark or piranhas – that’d keep
than just eyeballing it on a wet sniffily by the team. moustaches. Things improved drivers honest. Few tracks are
day at Snetterton. Going back a bit, Camus once after that. Before, Sparta had left as a major challenge that
Your car could be racing at a wrote that everyone’s life looks oscillated between the extremes reward skill within limits. Not
aesthetically boring track such like it’s in pieces from the inside of democracy and tyranny: anarchy surprising the fulsome praise from
as today’s Hockenheim while for a whole variety of reasons – it’s and dictatorship. More F1 parallels… drivers for Spa – even though
you’re on a sunny beach in the how you deal with your personal The ubiquity of moustaches in Eau Rouge is a shadow of itself –
Bahamas with a couple of blondes freak show that establishes who that region is clear reflection of Suzuka and Monaco with corners
applying suntan oil on your back you are. And that includes how you cultural bias, which brings me to where not all will go at the same
and cosseting your palate with notice things, what strikes you as another bat flapping in my belfry, speed. They inspire awe and a
caviar and sour cream on blinis strange and what you say about it. the proliferation of ‘safe’ tracks. sense of self preservation.
and bringing you some cool So I will be going to these
orange juice (or other beverages).
Data is already being transmitted
“Having the track surrounded tracks, but can quite contentedly
run my cars remotely while
in F1 to the shaker rig at the by a moat filled with alligators evilly twirling my moustache
factory to be tried out in real time, (cue Scarpia singing Te Deum
why not the rest? would keep drivers honest” on the soundtrack).
N
ever have the technical time is very short, the engineers Stint time between refuelling not necessary to state the exact
regulations influenced simply have to use the permitted stops: Again as a tank size. time unit used in the regs, as the
the sporting regulations maximum fuel flow rate as Formula 1; not applicable. WEC; actual measurement and units
as much as they will in both efficiently as possible to generate around 10-12 laps of Le Mans, used will be embedded in the
Formula 1 and WEC in 2014. as much power as possible – hence depending on class. If used in engine controller/scrutineering
At the heart of this new era is the turbo-cycle, low rpm engine isolation, some other limit must be data recorder (SDR) used to
a concept first conceived by configurations with all the waste put on maximum power. determine compliance. The
Keith Duckworth in the late- energy recovery that is practical. Lap time: Allows drivers to store chosen fuel flow rate sensor will
’70s, whereby the fuel flow The driver has to use maximum fuel during part of the lap to pass its data to the SDR at some
rate to the engine (or energy power as much of the time as provide a boost for overtaking (not very high frequency, where it will
flow rate if different fuels are possible to be fast. The team dissimilar to KERS), but again, if be signal conditioned in a way
used in the same competition) strategists will have little to do. used in isolation some other limit that is relevant to the unit of
is limited. Duckworth envisaged must be put on maximum power. time chosen to limit the fuel flow.
a mechanical valve that limited Minute: Similar to lap time The SDR will not control the fuel
the flow rate, and it was then Second: Any time less than 1 flow, as that would cause all sorts
up to the engine manufacturers second effectively imposes a limit of disputes if the sanctioning
to manage the consequences. on maximum power. 1 sec equates body’s device erroneously limited
Nearly 35 years later, as his vision to around 200 engine revolutions. engine power during a race.
comes to fruition, electronics have Revolution: Here we get out Instead, the data will be passed
changed how it will be applied, of the time domain, and use to the engine ECU and the engine
altering the sporting contest. units based on the cycle of manufacturer’s engineers and
Even in Roman times, when the engine (1 cycle/2 revolutions software experts will decide how
promoters realised that sporting for a 4-stroke). to react to it. The flow rate will
contests had the potential to Cycle: This unit (2 revolutions) be recorded and the regulation
separate punters from their dinars makes sense, as it averages all maximum figure must never be
if you could use the contest Measurement is simple, relatively cylinders over one complete cycle. exceeded. A simple principle that
to entertain them, technology Cylinder cycle: Not as simple as is surrounded by complex detail!
dominated the sport of gladiators, If the unit of time is long – a complete cycle of the engine as The most satisfactory rule
Christians and animals. The say, the length of the race – individual cylinders may vary due combination is a fuel flow rate
animals were armed with teeth then the engineers still have to air intake conditions and require limit for around one or two
and claws; the gladiators with to do their jobs as before, but different fuelling. revolutions of the engine, allied to
armour, swords, nets and tridents. the driver now has to be as Millisecond (or some other a race (F1) or refuelling-stint limit
The Christians had nothing. fast as possible spending as unit of time much smaller (WEC), which can be imposed via a
However, if technology had little time at maximum power than any relevant engine cycle maximum tank size.
allowed a Christian to whip as possible, and the team time): Once the unit of time is One challenging issue,
out a Colt 45 from under his data analysis and simulation less than a cylinder cycle, a new particularly if the unit of time
loincloth, the punters would computers will be running red- problem occurs: DI engines, is chosen as one or two
have felt cheated, there would hot to inform the driver how to both gasoline and diesel, used revolutions equivalent to 5 or
have been protests, enquiries, drive and adjust the car/engine multiple injection events during 10 msecs at the likely maximum
and an instant ban. for greatest efficiency. And the intake stroke. These are RPM of 12,500 for a typical 2014
The fuel flow rate regulation, then there is everything in- used to control combustion and Formula 1 engine, is that the
around which both these 2014 between, including combinations shape the combustion pressure fuel flow rate sensor is going
Formula 1 and WEC technology of these two extremes. rise. A rich mixture may also to be vibrated hard at some
regulations are written, is a bit The possible units of time be used to initiate combustion, frequency linked to engine RPM,
subtler, but the detail of how it is that might come into play include: followed by a weaker one for such as at a cycle time similar
written is crucial to the contest Race time: Usually converted economy once the flame is to or some multiple of the
the drivers and teams will be into total fuel used or tank size. established. Limiting the fuel fuel flow rate averaging time.
waging. The rule to control the In Formula 1; around two hours. flow rate down to milliseconds The favoured sensor is an
fuel flow rate is written as: For WEC; up to 24 hours. If used or less may inhibit this area of ultrasonic sensor, which have
Quantity of fuel/Unit of time in isolation, some other limit combustion technology. no moving parts so should be
The number chosen for this must be put on maximum power It is probably one of the many relatively immune to vibrations,
parameter is a simple determinant to prevent the most powerful reasons the 2014 Formula 1 and but this is a whole new area for
of the maximum power and/or engines possible being developed WEC technical regulations are this technology.
average power and hence engine for the sprint to the line. taking time to finalise. In fact, it is The drivers will resolve all
performance. The unit of time this on the track, and it looks as
chosen determines the relative “If the unit of time is short, team if the regulations will favour the
roles of driver, team and engineer thinking man’s driver rather
in the contest. If the unit of strategists will have little to do” than the absolute fastest.
O
n paper Formula 1,
has not changed
a great deal going
into the 2013
season. The engines
remain unaltered, with the
specification essentially
frozen since 2007. Chassis
regulations are almost
identical. Similarly, the
aerodynamic requirements are
the same. Indeed, the current
aerodynamic and chassis
rulebook has remained roughly
the same since its introduction
in 2009. For the 2013 season,
teams could essentially have
carried over their 2012 cars,
although none have chosen
to do so. So, teams are chasing
ever smaller gains, and
with the grid already tightly
bunched on lap time, the
smallest gain can be the
difference between being
on the podium or out of the
points completely.
The last
of the V8s
With new regulations anticipated for 2014, not much has changed for the
2013 F1 season, but that doesn’t mean that teams have been standing still
by SAM COLLINS
Not everyone thinks that the change from a vehicle dynamic or teams are now fully enclosing Ever since the banning of
switch to a pull rod front end is aerodynamic perspective.’ the drive shaft. ‘Enclosing it has a double diffusers at the start of
worthwhile, including Red Bull’s Meanwhile, many teams have relatively small effect,’ says Green, 2011, teams have been exploiting
Adrian Newey. ‘The pushrod been revising the rear suspension ‘but lifting the wishbone up off the exhaust flow to increase
vs pull rod debate is a feature layouts, not only to improve the the floor away from the diffuser downforce on the car. Even after
that has attracted attention car’s interaction with the tyres, area is a larger effect, in essence the effective ban of off-throttle
because you can see it,’ he says. but also to clean up the airflow you are clearing the way for the blowing at the start of 2012, the
‘I don’t honestly think it is a big around the rear of the car. Some air around the top of the floor.’ exhaust designs still provide a
significant amount of downforce.
‘It still is a battleground as
it is not a simple job,’ explains
Goss. ‘One of the reasons our car
performed last year is that we
did a good job of understanding
it. The understanding of
aerodynamics and vehicle
dynamics – the what and why
– are really what underpins our
performance. Understanding why
things work is what allows you
to get them to work. We have
seen teams copy us and not make
a dramatic leap in performance.
It’s not a simple case of putting
one of these exhaust bodywork
solutions on the car and
expecting it to perform.’
Most teams on the grid have
followed McLaren’s lead on
exhaust design, but Lotus and Red
Bull have pursued an alternative
layout featuring tunnels under
the exhaust exit. Goss argues
The stepped noses of 2012, which were brought about by regulations that stipulated a low nose to reduce that this approach is not as good
the risk of injury in a side-impact, have been covered over with so-called ‘vanity panels’. These carbon fibre as McLaren’s. ‘We tried it back in
panels help to smooth the airflow over the front of the car, but two teams – Sauber and Red Bull – have 2011,’ he said. ‘There are some
retained the vents, while some teams didn’t bother with the panels at all. British company epm:technology significant negatives to doing it
supply carbon fibre panels to four Formula 1 teams, including Force India. in that it becomes very difficult to
feed the central diffuser ramp and
the starter hole, and sure enough
we looked at the Red Bull solution.
But we found greater benefits
using the concept we launched
last year, where you have quite an
extreme undercut running through
that area which is used to drive
the diffuser and the starter hole.
Fundamentally it’s two different
approaches to the same issue. The
thing is you have to make sure
that when the exhaust gases are
not flowing, the rear end of the car
is still behaving itself.’
One change to the regulations
has led to a very visual difference
between the 2012 and 2013
cars, the partial elimination of
the ugly step on the noses of the
cars. This appeared last season
due to a minor regulation change
which would see teams forced to
lower the overall height of the
car nose for safety reasons. Much
was made of the aesthetically
unappealing design solution
developed by the majority of the
Nico Rosberg takes the 2013 Mercedes through its paces during testing at Jerez in February grid. As the reaction to the look
DUCT SHOOT
‘Passive DRS is not the right
term really – it should be called
a passive fluidic switch,’ explains
Michael. ‘It is a device or ducting
that remains the same all the
time and causes a stall on the
rear wing. I think fluidic switches
have still got a place in F1,
and I think we will see them
developed in the coming years.
Everyone had more or less the But they are extremely sensitive,
same rear wing, and it just wasn’t as the people who have tried
Other rule ChangeS an area of competitive advantage to develop them have found
– you just had big ones for Monaco out, and they are only second
Suspension members was agreed to be somewhat and small ones for Monza and or third order gains. When you
A traditional Formula 1 spurious, the rule has been inbetweeny ones for everywhere are talking about something
suspension system has six changed for 2013 such that all else. With DRS you have to have that small, it’s just that your
members, namely the top chassis must now demonstrate a wing that produces reliable resources are better off
wishbone front leg, top satisfactory performance at the downforce, but shifts a huge put somewhere else. In the
wishbone rear leg, lower higher level of load given to the amount of drag when you theoretical world they work,
wishbone front leg, lower first chassis, thereby providing switch it on. That means taking but they are hugely sensitive
wishbone rear leg, trackrod further assurances in terms of the wing much closer to the in the real world and extremely
and push/pullrod. Although not driver safety. edge of stalling in normal hard to get right.’
previously exploited, it became operation than you would Some teams are definitely
clear during the 2012 season Force majeure traditionally have done. The evaluating systems for use
that it was possible to make In previous seasons, the ‘force obvious dilemma is that skirting in 2013, including Lotus, and
a suspension system which majeure’ allowance has provided the edge of stall with a wing many suspect also Red Bull.
satisfied the written rules, but teams with some leeway in means that things like bugs ‘What people call passive DRS
which consisted of more than terms of fuel levels remaining in hitting the leading edge of the is the device that Lotus trialled
six members. The potential a car should it stop on the track wing, or a bit of rain, or just last year, which will use
benefit of such a system would during qualifying. This element misjudging it a bit in the wind some speed sensing device
be that it could afford more has been removed from the tunnel, means that your wing – whatever that may be – to
aerodynamic surfaces to exploit. regulations for 2013, with rules is not stable enough – that’s augment or replace the DRS
To forestall such a system, it has now stating that any car which where all the setup difficulty effect where DRS is not allowed,’
been agreed to amend the rules stops out on track must have is with the rear wing. It’s just said Newey. ‘It is an interesting
to limit all suspension systems enough fuel for the mandatory getting the right compromise area, but a very tricky one to
to just six members. 1-litre minimum sample, between stability and switch size. get a signal that is reliable
plus an additional amount The changes to the DRS rules and withstand things like
Chassis testing proportional to the amount don’t effect that – all it does is following another car. It is not
In the weeks building up to of fuel that would have been de-power the effect of DRS on straightforward.’
the first test, all Formula 1 used in returning to the pits, as lap time. So there is slightly less The 2013 season will be all
chassis are subjected to a determined by the FIA. incentive to put a lot of effort into about the details. Every little gain
series of squeeze tests, where maximising the switch versus the will matter, and when some teams
large forces are applied to the Qualifying stability, but there is still lap time switch their focus to 2014
chassis to prove that it is strong With the 2013 grid fielding an there. It’s a competitive pressure they will likely fall down the
enough to be used in anger. In entry list of 22 cars – reduced to make this knife-edge wing, order rapidly.
the past, the first chassis under from 24 last season – there which is difficult to do.’ Full technical analysis of the
production was subjected to a will be six drivers eliminated at Also banned this year is Formula 1 grid 2013 can be found
special series of tests that were the end of both the Q1 and Q2 the so called “double-DRS”. In at www.racecar-engineering.
at 120 per cent of the level qualifying sessions, as opposed 2012, some teams developed a com. The website will be updated
applied to each subsequent to the seven ruled out at each concept which allowed air to be throughout the season with the
chassis. As this difference stage in 2012. channelled through an opening latest news and developments,
in the rear wing endplate when and interviews.
the sum
of the parts.
In a sport where the smallest gain can make all the difference,
we continuously refine our systems and skills for all our
motorsport customers.
They value our expertise and experience in composite
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epmtechnology.com
FORMULA 1 - THE CARS
MARUSSIA MR02
A year ago almost all the cars on the grid had one particular feature The aerodynamicists have also invested a lot of time developing
in common: a stepped nose. This design element caused an outcry the details around the exhaust exits – an area which has a major
among the fans, but was rendered nigh-on unavoidable by the impact on performance and in which the Sauber F1 team was one
regulations. For 2013, the FIA has now allowed a cosmetic fairing of the leading exponents last season. Interestingly, the car has
to be used in this area, while retaining the current chassis and migrated towards the McLaren-style solution rather than its own route,
structural nose height regulations. Sauber has used this fairing, but now followed by Red Bull and Lotus.
also retains its nose vent. The rear axle is a totally new development. Although it still works
The sidepods of the C32 are notably slimmer than the Formula 1 according to the pullrod principle, its layout has been designed to
norm up to now and are responsible for giving the new car a very better interact with the airflow around the rear of the car, while further
distinctive look. ‘The airflow in this area has a major influence over improving the tyre management.
everything that happens at the rear of the car,’ said chief designer Matt Another high priority was reducing the car’s overall component
Morris, offering a glimpse into the team’s thinking. The significantly weight, to allow a better distribution of the ballast, while retaining its
reduced volume of the sidepods over conventional variants makes structural requirements and mechanical setup flexibility.
packaging a particular challenge. ‘We have set ourselves lofty goals with the Sauber C32-Ferrari, and
An extremely slim rear end was high up the engineers’ list of I’m confident that we’ll be able to meet them,’ said Morris. ‘The C31 gave
priorities. One of the key aspects here is the arrangement of the us a very good basis, to which we’ve made further improvements. Our
radiators, which is very different from that in the C31. A look at the rear aim is to line up for 2013 with a car that is competitive from the first
end of the new car reveals the engineers’ rigorous approach to this area. race, but which also offers extensive potential for further development.’
LOTUS E21
Lotus was the first team to show off its 2013 design, albeit in digital form
via a launch on YouTube. At the launch, technical director James Allison
said ‘The E20 proved itself to be an effective racing car – particularly
towards the end of last season – so there is an element of expectation
from the E21 and plenty to build upon. We have continued with our design
themes and tried to create a more efficient and faster racing car based
on all the lessons we learned last year. How successful we have been in
this task will only be discovered when we take to the track at the winter
tests and – more significantly – at grands prix. Depending on where you
look, some parts of the new car are a ground up redesign and in other
areas we have further optimised the best bits of the design philosophy
we’ve adopted for several seasons. The front and rear suspension
layouts are substantially revised to try and give us better aerodynamic
opportunities. The front wing is a continuation of the concepts we have
worked on since the 2009 rules were published. For the rear wing system, There are a number of areas of the car which show off the current design
we’ve continued to try to work on having a satisfactory level of rear trends in F1, and it retains a humped nose despite the rule change
downforce stability while having maximum DRS switching potential.’ allowing teams to fit a vanity cover.
The Mercedes W04 is an evolution of the 2012 car, and is likely to feature
a rear wing stalling device. Preparations were hampered when the car
suffered from a fire and a brake failure that disrupted its first test.
‘We had a transition of the management of the aero group last year,
and the task was to produce a strong, predictable car,’ explains Ross
Brawn. ‘They’ve been looking at a number of concepts and this car has
taken a good step forward in terms of aerodynamic performance and
The Williams FW35 is an evolution of the 2012 FW34, though according that is all that matters. We are comfortable with the design solutions
to the team more than 80 per cent of the FW35 is new. It has a new that we have come up with. Aerodynamic performance is always very
gearbox, new rear suspension, new radiators, a new floor, new exhausts, significant and if you improve there – if you improve the efficiency –
new bodywork, a new nose and a significant amount of weight has been then you have a better chance to do well. I think we have a much better
saved as well. With many new parts on the car, the team has carried out understanding now about the exhaust and the suspension – all these
a lot of reliability work over the winter. The gearbox alone has already things that have a huge impact on the performance.’
completed 3200kms on the dyno, a lot of which was conducted in the
form of five straight simulated grand prix weekends.
The exhaust solution on the Williams, like that of the Caterham, has McLAREN MP4-28
attracted controversy, with the FIA far from convinced of its legality.
‘The Coanda effect is going to be a big thing for us,’ says technical
director Mike Coughlan. ‘There’s been no rule clarification concerning
this area of the car, so we’ll work closely with Renault to maximise the
available gains. Use of the DRS is more restricted this year, so we’ll take
some resource away from that and focus on other areas.’
‘In pre-season testing last year, we were able to get a first look
at the strengths and limitations of the STR7,’ explains designer
Luca Furbatto. ‘It was clear from the start that we had some issues
with the weight distribution of the car and we were not able to
effectively cover the entire weight distribution range, as controlled The 2013 McLaren MP4-28 is a fairly major departure from the 2012 car,
by the FIA regulations. This therefore became a point we wanted as the team hopes to take a major step forward. The new car features
to rectify with the STR8. A further key point was that I wanted to 16,000 components. ‘We have pushed all the areas you can with a
create a platform for aerodynamic development of the car. The rear car that will have no carry over into next year, when everything will
end of the STR7 was effectively derived from the STR6, and I felt go into the bin,’ says McLaren’s Sam Michael. The new model features
the rear could be made much slimmer and more compact and that pullrod front suspension and a much higher chassis compared to the
was another area we focussed on in designing STR8.’ 2012 car, a major departure for the Woking team.
ULTIMATE
PERFORMANCE
Giving supreme control to race teams all over the world.
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Let it flow
The future of Formula 1 and World Endurance
Championship performance management lies
in the accuracy of the fuel flow sensor
by ANDREW COTTON
T
he regulations for equaliser throughout motorsport, selection and checks in addition heavily in the development of an
Formula 1 and the should the sensors become to the price of the sensor itself, ultrasonic sensor that fits all the
World Endurance more affordable. which won’t be cost-effective, at necessary criteria. Bar one. ‘[With
Championship are ‘For high level competition with least for the first years. the WEC] there are two fuels
all but finalised, and a small amount of sensors, we ‘I therefore don’t think we involved, the Shell E10, and the
one major piece of the jigsaw can produce the sensors, make a are close to putting them on the LM24 diesel, predominantly for
that has yet to be confirmed is selection, double check them in lower categories, but it is an aim. Audi,’ says Gill’s lead consultant
the identity of the supplier for order to be sure that they are OK, With the air restrictor, as air flow engineer, Neville Meech. ‘The
the fuel flow sensor that is at and deliver them,’ says Fabrice is limited, to get the performance other fuel that will be used
the heart of both. Lom, head of powertrain at the FIA. you try to burn more fuel into the is essentially the F1 variants
The FIA has refused to ‘It is controlled, but this process engine, so it is not pushing you which will come from different
rush ahead with a decision is expensive. If you go to lower towards more efficient engines. manufacturers, but are blended to
as suppliers vie to provide level of competition, Formula 3, for To use a fuel flow meter to limit a minimum 5.75 per cent ethanol
the incredible accuracy that example, you will have 100 cars performance pushes you to content. Our technology has been
is needed to measure around the world, managed by improve efficiency, and that is a developed to provide error figures
performance in two of the premier the ASNs, not by the FIA. It won’t target of the FIA.’ not greater than plus or minus
world championship events. It be possible to apply the same Although the decision has yet 0.25 per cent, and we have used
is critical to get it right, not only selection of sensors and to ensure to be taken on the supplier for E10 as the reference fuel. In all
because of the competition all the checks are done. Moreover, the sensor in both Formula 1 the gasoline-based fuels that we
today, but because the sensor it is a lower cost formula and and sports car racing, British have used, from straight pump
could become a performance they can’t afford the price of this company Gill Sensors has invested fuel to E10, biobutanol and many
iso-based single molecule fuels more difficult to get a good Much of our work over the last find fluid dynamic information.
that have equivalent density clean ultrasound signal through 12 months has been to develop None of the fuel manufacturers
and performance specification the liquid, unlike gasoline the algorithms in the sensor to routinely tests its fuel for how
as a performance fuel but are fuels. We are currently focused compensate for those changes it performs ultrasonically, so we
safer to use in a laboratory, we on a software development in temperature. That has been have had to pioneer all that work
have demonstrated to the FIA programme to filter out the quite a challenge in the petroleum in all these different fuels. Then
that we have achieved their “noise” effects that this causes, fuels, and a much bigger you have to match that to a
accuracy figures, and have with very positive results to date. challenge in diesel because of set of mechanical parameters
exceeded that in many areas, ‘One of the biggest challenges the components that are in the with minimal pressure drop,
averaging to a maximum error of is that you are making an diesel, and the ultrasound pulse and a good turbulent flow path.
0.15 per cent in many cases. accurate measurement over a through the medium. You don’t want the fuel to go
‘The performance in diesel, wide range of temperature. ‘Pressure drop has been through the sensor in a laminate
however, is still being finalised. In F1, the fuel temperature another one that we have format – you want turbulence
We have not yet made the same could be anything from 10 worked hard on to achieve the as it is much easier and more
performance value and we are degrees to 60 degrees centigrade, accuracy and minimal pressure reliable if it is in a turbulent
currently working on improving and you need to be sure for any drop, which meant some clever state as it passes through the
that part of the process. The given flow rate, you can ensure mechanical design work and a lot sensor. The last part of the
ultrasonic attenuation through the same flow rate parameter, of CFD modelling to model the puzzle is that all the materials
diesel is more complex due to and the density of the fuel fluid dynamics in conjunction that you use in the design and
the density and viscosity of the and viscosity of the fuel will with the ultrasound properties. manufacture are compatible
medium. It is therefore much change with temperature. Of course it is very difficult to with all these different fuels.’
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FORMULA 1 – 2014
T
here was one thing well as how they utilise their The top teams already have ‘There will be opportunity.
that all the Formula 1 resources in a given year. This significant resources already I suspect things like the front
technical directors restriction bites especially deep dedicated to the 2014 cars, wing and the diffuser will
agreed on – the hardest when it comes to developing cars Ferrari has brought Rory Byrne follow similar paths to recent
thing about the 2013 season is for 2014, when a new powertrain out of retirement to develop years, and the hunting ground
the 2014 season. ‘The biggest formula is introduced along with its design, while Geoff Willis will be how you cope with the
challenge with this car was that revised aerodynamic regulations. is heading up the efforts at low nose chassis and how you
through most of its gestation, ‘The main difficulty with 2014 Mercedes. One of the issues that integrate what is a very fierce
there was a pretty hard fight is how much resource you have they are already facing is that cooling requirement into the
going on for the championship,’ got,’ continued Allison. ‘You know the goalposts are not quite set. chassis without haemorrhaging
explains Lotus F1 Team’s you have to take a certain number ‘The aero package is a slightly downforce. There is a very wide
technical director James Allison. of people out of this car and watered-down version of what field aerodynamically to play on,
‘On top of that, a big chunk of the devote them to next year’s car, we have now,’ says Allison. but the rules are very similar to
factory was also looking at the otherwise next year’s car won’t ‘One of the things the sport now, though some things are still
2014 car, so looking after three be competitive. Investment into consciously had to do was not to under discussion.’
cars simultaneously was tough. next year’s car has a longer shelf bite off more than it could chew. The aerodynamic regulations
You run out of people.’ life than this year. Once you have With the engine, chassis, gearbox, may be similar, but the changes
Formula 1 teams comply taken out the key people, you cooling integration and all that to the powertrain are likely to
with the Resource Restriction then have to do the bravest, most goes with it, that’s mammoth have a knock-on effect on how
Agreement (RRA) which limits aggressive car you can in 2013 enough without having to the design trade-offs are handled
the annual spend of teams, as with the people you have left.’ reinvent the aero package as well. aerodynamically. With a fuel flow
Formula 1 teams are under pressure to divert resources from their 2013 cars to 2014 models, which will feature 1.6 litre V6 engines
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TOYOTA TS030
T
oyota’s 2013 Le Mans BY ANDREW COTTON With the new tub, weight car of 2013 featured the Le Mans
car is so similar to the distribution has been a major bodywork of 2012, complete with
2012 machine that ‘In Bahrain, we had a light factor, but the team has not the narrow rear wing and without
there is no new model fail, and had to change almost opted to go with a carbon the huge rear wheel arches that
designation, despite a new tub, a the complete side bodywork for gearbox, similar to that used debuted at Silverstone last year.
more central seating position for that,’ said John Litjens, chassis by Audi in 2012, despite the However, the 2013 car will race
the driver to improve visibility, project leader. ‘The alternator we need to shift the weight as with the wheel arches, and the
and a new aero package that is couldn’t change the position, but far forward as possible. ‘In team believes that it has made
aimed at reducing the sensitivity we can change the access to it general, the balance is changed enough of an aero gain that it
of the car to changing conditions. and also the suspension, to make with the aero package,’ says can run these flared arches at
Despite winning three races it quicker and easier to change Litjens. ‘You go as far forward Le Mans. ‘We were working on
in 2012, Toyota has changed as we try to reduce the damage as you can, but you have to be the details of the aero to make
its overall philosophy towards to the monocoque in case of a careful where you put the extra sure this doesn’t affect the drag
the new car, making it more barrier impact. At Le Mans, Audi weight, and try to limit the so much,’ said Litjens. ‘It looks
serviceable and built more for had some accidents, changed the damage of the extra 15kg.’ as though we will bring it.’ A
endurance than for speed. A suspension and went back out The rear suspension high-downforce package will be
regulation change – increasing again. We couldn’t do that last kinematics have also changed, introduced, but Litjens says that it
the minimum limit by 15kg to year, but I hope we can this year. although there is no all-new will not be as significant as in the
915kg this year – has helped as That was partly the philosophy system. This was to improve latter half of 2012.
components have been beefed up. for last year, and for sure that is driveability following feedback One of the most noticeable
Meanwhile, accessibility to the the experience that you gather. from the drivers, while the hybrid differences between the 2012
suspension, and to vital organs There were still quite some system has also been tuned to racecar and the 2013 version is
of the car such as the alternator, Formula 1 philosophies in the provide a smooth delivery of the nose, which is more similar
have been improved. first tub.’ power. At the rear, the roll-out to that rolled out at the start
the new nose is lower than last year’s model, meaning that toyota will
have to conduct new crash testing on the tub ahead of the first race in May
While cosmetic changes are minimal, toyota’s new philosophy for the the ts030 was launched with the 2012 le Mans bodywork. the team
2013 car has placed more emphasis on endurance than speed believes it can run its high downforce wheel arches at le Mans
rule ructions Eyes are firmly set on the That extra 300bhp, added
2014 regulations. Internal to the 530bhp from the internal
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From Russia
with downforce
In the 1970s, three Russians began work on a true engineering
project. Results weren’t important, but to test theories was
T
he Moscow by OLEG STOZHKOV the same wheel mounting inside.
Automotive Plant So, the car was really good under
began building cars of course, the technical stewards braking in rain, and had better
in 1929, and at the who had to inspect the design, traction at the rear in the corners.
start of the second remembers Igor Ermilin. The engine was almost
world war devoted its entire ‘Regulations of Group 2 said: standard. The main goal of
production to manufacturer of “Material and dimensions of the project was to create a
the military equipment. After the resilient elements in suspension lightweight car with a very
war, the company bought the are free. It’s allowed to use sophisticated (for Group 2)
Opel manufacturing line from additional resilient elements if suspension. The minor changes
Brandenburg in Germany, and the originals are in their places.” were two Weber carburettors, and
built the Moskvitch 400, based on And here we get that logical some camshaft work. ‘As for restoring the car, I
the Opel Kadett, in 1947. seesaw,’ he said. ‘What do we At that time it was rather a should better say we are restoring
Igor Ermilin, a former Soviet mean by “if the original are in strange situation. Usually people the justice. I left Marussia in
racer and engineer – now their places”? Do we mean that have enough money, but couldn’t May and got some free time to
vice-president of the Russian their material or dimensions are get any cars. The Lada 2101 was work with my old drawings and
Automobile Federation – came already changed? So we made an the only car that was supplied archives. And while digitising
to MADI early in 1975, when originally shaped spring from light to the factory teams and all the all those papers I was suddenly
the idea of making a Group 2 material and the main working racing clubs. So, MADI had chosen stirred by that Moskvitch.
Moskvitch was already being – racing – spring was placed the Moskvitch 412, a car that was Sometimes I read articles about
considered by Stanislav much higher, over the top arm of used in rallying but had almost no our cars that we made with Gess,
Borisovitch Gess de Calve. suspension.’ It was the trend of success in racing. ones that were interesting but
At that time, Ermilin, a the time – the same idea was used Therefore, the car had some weren’t successful. Today you
student of MAMI (Moscow Auto- on the rear suspension of Cologne mileage – about 6000 km – which can reach a conclusion that our
Mechanical Institute) decided Ford Capri RS3100. was good for a standard engine. ‘I cars were not good enough. But
to make an ‘engineering name’ The whole car was unique for liked to work in MADI, with Gess, in the 1970s, our MADI-LSA team
at the Laboratory for Sports that class of racing. As Dmitriev because it wasn’t a pure sport,’ appeared at the track, and always
Automobiles (MADI-LSA) that was became a showstopper. But our
situated at MADI.
The very first month of “The goal was to create a car lack of material base and a huge
enthusiasm of a very mixed team
practice was used for adaptation
and work on a Soviet F1 car,
with a sophisticated suspension” sometimes looked a bit muddled
for the public who even called
a Lotus 72 lookalike that was us a “chapiteau”. And we didn’t
powered by an experimental remembers, it weighed only says Ermilen. ‘We didn’t pursue pursue the top positions – we
Volga V6 engine, but in Ermilin 680kg thanks to a wide usage of any high results. We just liked the were pleased just with pure
then turned his attention to the aluminium in body panels taken engineering process, generating speed demonstrated by our cars.
Moskvitch project. from IZH-rally cars (that factory, ideas, making some interesting ‘The whole sense of the
And that Group 2 car gave IZH, made the same base car as solutions to test them in racing. project is to remind people that
some valuable ideas for the Moskvitch) and modifications In 1976 we had almost 6000km our laboratory produced some
future. Anatoly Dmitriev – who of the front frame. Parts of the of testing. Compare that with really interesting and unique cars
was responsible for the Moskvitch braking system were taken from 3000km that the legendary and a unique engineering team:
412 – had discussed with Ermilin Estonian racing cars. Wheels were sportsman Edgar Lindgren (also Gess, Dmitriev, Lindgren.’
a new suspension layout. taken from an IL-18 aircraft. from MADI) had completed in After the Moskvitch program
It was the last year for Group 2 Those wide wheels solved two all the 13 races that were held was closed due to the rule
rules, which allowed for some problems. For the first time in the that season. He conducted some change in 1976, Ermilin became
deep reconstruction of the car, class, a car had a negative scrub tests too, but his engineering the leading engineer of the
especially if designers had read radius (pivot radius) on the front process was limited by the rules. Experimental Construction Bureau
technical regulations properly. with the wheel mounting situated We had more freedom. The and started a new project. It was
Much depended on the energy outside and wide track at the rear motto was: “We have an idea – apparent that it was the very
and erudition of an engineer and, without any spacers – just putting let’s go testing.” beginning of a model range of
Suspension technology was at the heart of the MADI programme The 0113 was fitted with a 1.3-litre engine. Its wheels were from an aircraft
brake disks into the rims because ‘Smoothing Iron’. It was tested in all written in the patent. It would
strengthening the driveshafts a wind tunnel, but some problems stabilise the road height at every
eliminated all the advantages of appeared at the very first road speed to help the aerodynamics.’
the inboard scheme. test in Kiev. The car was too Lateral acceleration at that
The car was destroyed in Riga. nervous, the suspension too stiff. time was about 70 per cent
At that time, it had completed ‘You should understand of what it should have been in
more than 12,000km, most that it was 1978,’ says Ermilin. theory because of the unstable
of which were at the airport The Group 2 Moskvitch pushed the ‘“500hp karting” [ironic name for behaviour of the tyre contact spot.
where the surface was not ideal. boundaries of the regulations ground effect cars with almost no LSA-MADI tested Estonia and
There were some problems with suspension] appeared a bit later. 0213/2 at a special ring where
changing gears – once it led to a and even two anti-pitch bars, And at that moment we could not lateral acceleration was checked.
crash. Gess walked away without located on top of the block. A understand what was happening. The usual car had 70 per cent
injuries thanks to strengthened cable, made at an aerospace We thought that suspension was and the MADI car on the same
tubular frame and special factory, went from the upper initially too stiff and so softened tyres gave about 95 per cent of
anatomic seat made in MADI. arms, over a roller to the rocker it, but that had no effect at all. theoretical numbers. It’s all down
Information and data gathered arm near the block. Those rocker The suspension was designed to better road bump tracking by
during testing and racing this arms had three positions for quick with a hypothetical influence of softer progressive suspension.
car was enough to make a next setup. Then the cable went to aerodynamics. So, we got back MADI 0313 (autumn of 1979)
generation. A new car, 0213/2, the block where it interacted with to our garage, and got some had the usual ground effect. For
had a mixed frame of steel tubes resilient elements. self-recorders from jet planes. the first time it had no wings
and aluminium sheets joined by Anti-pitch bars were necessary After the first test at the Dmitrov and at the very first tests it just
aviation rivets. It gave torsional as the whole concept of the car track, we understood that at 170 flew as there was a big pressure
stiffness of about 2500 Nm/ was built around aerodynamics. km/h, the car generated 350kg of under the nose. After some tests
degree. Wheels, hubs, braking During acceleration or braking, downforce. The whole car weighed in the wind tunnel at Moscow
discs – all were self-made and body incline was a problem as the 400kg. We just changed resilient State University the problem
very light with a wide use suspension was soft. elements and the car handled was solved. It was planned
of titanium and magnesium. It took only five months to superbly, but it had a weak area. that this car would be produced
The main idea was to make build MADI-0213/2. At that time As the tracks were not clean, sand in Leningrad and used by the
aerodynamic pressure centre there was no technology to make lifted to the rollers. As those units national team in The Friendship
and centre of gravity as close of Socialist Countries Cup (FSCC).
as possible. Its rear wing was
mounted on to the central air “The car generated 350kg of Unfortunately, by the end of
testing, Gess had left MADI, and
intake where the stream is clean.
The CoG was almost under the
downforce. It only weighed 400kg” the whole structure of LSA-MADI
changed. The next models, 04
wing. There was no need for a big and 05, were just modified road
wing at the front – it needed only characteristics of front winglets were made from duraluminium, cars, and the last racing car made
small winglets to balance the car. stable enough. So, Ermilin had to some pieces pressed into it and by Ermilin in MADI was the 0620,
For the first time, Ermilin used a instal the rear and front wings began rubbing the cables. The with a 2-litre engine. It was an
narrow aluminium plate, but after instead of one central wing. team changed cables once a race F3 car with cable suspension but
a few laps it became damaged ‘We reached all the goals weekend, and that material wasn’t even used in testing.
and was replaced with an element with 0213/2, but an effect was, was very expensive. ‘We were not copying foreign
made of stiff rubber. I should say, academic,’ says ‘The result of using cables ideas,’ says Ermilin. ‘We knew what
The main goal led to a Ermilin. ‘It was not practical. It was amazing but short-lived,’ the goal was, and we saw the
very interesting solution in was good for theory but too remembers Emilin. ‘We just way to reach it. That testing work
suspension. It had cables on complicated for racing.’ couldn’t solve the problem with was more interesting than the
all four corners. All resilient For the next car, the main the cable working resource. We races. It was a very interesting
elements were grouped in a small interest was ground effect. A skirt had patents in which there was a time when we had to weld, to
block near the CoG. The size of was added to the sides and to next step of development – to use mill, to turn details and use that
that unit allowed the engineers the front, creating a vacuum at electric-hydraulic units instead of period to keep away, rethink
to use very short anti-roll bars, the rear end. The car was called anti-roll and anti-pitch bars. It’s and produce some results.’
-CAN
NGS1
M01
www. sensor-technik.co.uk
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Loose in sweepers,
tight in tight turns
Some problems can’t be solved entirely, but there are still
measures that can be taken to help alleviate effects…
Mark Ortiz Automotive is a
Q Q
chassis consultancy service What can one do to solve Lengthening the wheelbase is I still haven’t been able
primarily serving oval track and the oversteer (fast) good, except maybe for very tight to get the fog to lift
road racers. Here Mark answers understeer (slow) problem turns, but carries penalties in while trying to develop a
your chassis setup and handling mentioned last month? packaging and weight. Generally spreadsheet to calculate
queries. If you have a question I’m racing a Lotus 7, with we can’t do much to change lateral load transfer to get
for him, get in touch. open diff, about 150hp, on semi- wheelbase on an existing car. a better ‘feel’ for the
slicks with no aero assistance. We can add low-speed contribution of geometric
E: markortizauto
damping at the rear, and/or and elastic load transfer
@windstream.net
T: +1 704-933-8876
A: Mark Ortiz,
A The causes of this effect
are things we can’t do
much about. Aero balance is the
reduce it at the front. This will, to
some degree, free up entry and
tighten exit, particularly when
contributions to dynamic
wedge in just a steady state,
flat, constant radius corner
155 Wankel Drive, Kannapolis only really powerful tool we have steering inputs have to be abrupt. (ie: relative wheel load changes
NC 28083-8200, USA to attack it with. If our hands However, using this trick conflicts to roll centre and asymmetric
are tied regarding that, we are with the objective of calibrating spring changes). Can’t wait until
limited to minor tweaks that the damping to make the car ride I lay geometric anti-forces and
have small effects and carry bumps as well as possible. shock forces in transients on
some penalties. Reducing yaw Finally, we can simply top of this! I’m trying to compile
inertia helps, so centralising accept the characteristic and some rough data for all of the
whatever masses we can is drive around it. That’s what we setups we tried last season to
good. With a production car, generally do, with varying levels see if there is a common thread
there often isn’t much we can of awareness that we’re doing and recalibrate our baseline
relocate. In some cases we have it. This involves setting up the for the coming season.
a choice with ballast location, car so the driver can live with it All of this relates to
but this often plays off against in sweepers, and then managing racecars with beam axles
getting the static weight its behaviour with throttle and front and rear for oval tracks,
distribution we want. brakes in the slower turns. ie: left-hand turns.
“Aero balance is the only really powerful tool we have to attack it with”
www.amari-aerospace.com
Refining fly-by-wire
control strategy
Now your system’s calibrated, it’s time for some fine-tuning…
C
ontinuing on from last issue we get the fast reaction needed, to its target value. In this case we
help you improve your data
where a fly-by-wire (FBW) but equally care must be taken know that when the FBW error is
analysis skills each month as
throttle system was to stop the oscillation of the close to 10, we need to reduce the
Cosworth’s electronics calibrated for steady state response, and reach a stable duty driving the motor to prevent
engineers share tips and conditions, it is time to look at target as soon as possible. the overshoot. The motor duty is
tweaks learned from years of further steps needed to perfect To introduce a step change, the set at 55 per cent at that point, so
experience with data systems. the control strategy. As a quick ECU configuration software must a logical test would be to reduce
Plus we test your skills with a reminder, this method applies to have a live update ‘patching’ mode this by 5 per cent and check the
teaser each month an engine with one FBW motor so the step input can be simulated. response again. This process
and uses a PID controller. Currently Start by going through the throttle needs to be repeated for all the
To allow you to view the I and D terms are set to zero, position value range from 10 to 90 incremental steps both up and
the images at a larger and work continues on the P term. and back down to 10 while down the throttle position range.
size they can now be Once the steady state values logging the relevant data. In this Once the small steps show a
found at www.racecar- have been tuned and thoroughly case the following channels satisfactory response, it’s time to
engineering.com/ checked, it is time to look at the should be logged to gauge the move to larger step inputs that
databytes next step. This is looking at step response of the system: FBW more resemble what might be
changes and to observe how the Control Duty (Green), FBW P term, seen on track. Examples would be
system responds to step inputs. FBW Error Angle (Blue), FBW a throttle blip (idle to 30) or a hard
This means that an instant change Target TPS (Pink) and Throttle braking effort (wide open throttle
to the FBW Requested TPS is Position (Red). These can be seen to idle). The procedure is the same
introduced to create a square in the image below. as for the smaller step response.
Figure 1: step change input wave, forcing the controller to In this case, the response is The next step is to simulate
to the FBW Requested TPS (Pink) react immediately. underdamped and the throttle normal use of the throttle. This can
is introduced and the subsequent In order to get the best position has overshot the target be done either using the vehicle
behaviour is then observed. response out of the system, it by a bit too much. The point to pedal or – if available – a hand
FBW Error Angle is blue and is necessary to tune the system consider is the amount of duty throttle control, such as used in
throttle position is red to be overdamped. This means when the throttle position is close dynamometer cells. It is important
that the PPS to TPS map remains
linear at this stage so that it does
not influence the system in any
way. The PPS to TPS mapping
should only be calibrated once the
control strategy has been
implemented satisfactorily. Once
the ECU has been started and
logging data has commenced, the
operator should try to simulate the
following conditions:
Contact Jason Lavender Tel: 07730 585363/01787 476338 Email: jason@motuluk.com www.motuluk.com
HIGH-PERFORMANCE
HIGH-PERFORMANCE
HIGH-PERFORMANCE
TESTING
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Dynamometers...Unique
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www.toyota-motorsport.com contact@toyota-motorsport.com
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www.toyota-motorsport.com contact@toyota-motorsport.com
contact@toyota-motorsport.com
The best connection systems made.
BMRS-UK-2012
www.bmrs.net
UK: Unit 5 Chancerygate Bus Ctr. / St.Mary’s Rd. / Langley, Slough SL3 7FL / 01753.545554
US: 4005 Dearborn Place / Concord, NC 28027 / 704.793.4319
TECHNOLOGY – AEROBYTES
T
he Subaru Impreza is a of rear wing location in last month’s One surprising aspect of
favourite among saloon Racecar, and this high location these results is that the front lift
Simon McBeath offers
racers. We took this UK provided the best rear downforce coefficient barely altered despite
aerodynamic advisory
specification 2006 WRX STi of of the three locations evaluated. these quite significant changes
services under his own
clubman racer Danny Precious The wing was set at an angle of 10 at the rear and, if anything, the
brand of SM for an interesting back-to-basics degrees, measured across the top front lift reduced very slightly
Aerotechniques – www. session in the MIRA full-scale of the wing near the tips. with the increased downforce
sm-aerotechniques.co.uk. wind tunnel. Preparation experts, Let’s first look at the data generated by the steeper spoilers.
In these pages he uses Scoobyclinic, had come armed provided by the four different This is in direct contrast to what
data from MIRA to discuss with a raft of components to try, spoiler options compared to happened when rear wing angle
common aerodynamic and this month we look at the the no spoiler configuration. Note was increased. The increase in rear
issues faced by effect of rear spoilers. that at this point, although the downforce was accompanied by
racecar engineers One of the oldest aerodynamic car was fitted with the front an increase in front lift. Given the
lift-cancelling devices to have splitter raced in 2012, front lift spoiler’s drag contributions, could it
found use on racecars, the rear was still in evidence. (This was be that they were responsible for
Produced in association with spoiler still has its uses, and subsequently eradicated, and we small increases in mass flow under
MIRA Ltd where wings are not permitted, shall look at how next month.) the front of the car, and that this
it is the only method of obtaining Table 1 shows the coefficients gave rise to the slight reductions in
rear downforce from the upper from the spoiler trials. These fit the front lift that were observed? Such
surfaces. The general relationship expected pattern for rear spoilers, upstream effects are possible.
between length and angle of wiith increased angle and increased It’s interesting to ponder the
Tel: +44 (0) 24-7635 5000 spoiler and downforce generated length adding rear downforce and spoiler mechanisms here, with
Email: enquiries@mira.co.uk are well understood, but perhaps drag. However, while downforce the wing in this relatively high
Website: www.mira.co.uk one aspect that has not been well gains with increased length location. Were the spoilers acting
documented is the interactions tailed off, increases in drag were independently of the wing, or
between wings and spoilers. This fairly linear, leading to a tailing were they interacting with it
session provided the opportunity off in efficiency with the longer synergistically? Well, following
for some trials on just this topic. length. Figures 1-3 make this the last run in Table 1, with the
A set of spoilers at two more evident. Far and away the 60-degree, 100mm spoiler and the
different angles and two different most efficient change came with wing, the wing was then removed
lengths was constructed to fitting the 30-degree, 60mm for a run, and then the spoiler
attach to the rear deck. The wing spoiler, which yielded 91 counts of was removed as well, giving us
configuration used in this instance additional rear downforce for 17 an idea of the contributions of
was the highest position tested counts of drag (1 count being equal each individual component. The
in this session, with the wing’s to a coefficient change of 0.001). results are given in Table 2.
leading edge 330mm above the
rear deck, and the wing’s trailing Table 1: the effects of varying spoiler angle and length
edge just protruding beyond the Configuration CD CL CLfront CLrear
rear deck. We examined the effect
Wing, no spoiler 0.413 -0.121 0.040 -0.162
Wing + 30deg, 60mm spoiler 0.430 -0.212 0.040 -0.253
Wing + 30deg, 100mm spoiler 0.444 -0.231 0.040 -0.272
Wing + 60deg, 60mm spoiler 0.450 -0.240 0.038 -0.278
Wing + 60deg, 100mm spoiler 0.469 -0.258 0.037 -0.295
From this we can work out the gains increase from a particular may then just have been another 133 counts of rear lift reduction
individual contributions from each device – especially on the rear example of win some, lose some. for 20 counts of drag, the rear
component relative to the no wing, of a racecar – the less efficient Another thing that is wing in its low location and at
no spoiler case – check out the those gains become. abundantly clear from this trial its minimum angle of 4 degrees
results in Table 3. As to whether the devices is how much more effective contributed 268 counts of lift
The comparisons between were working synergistically, the the rear wing was than a rear reduction (and reversal to actual
the values obtained via actual fact that the test value of the spoiler. We can also compare the rear downforce) for the same drag
testing with the arithmetic sum downforce with the wing and 60-degree, 100mm spoiler-only as the spoiler.
of the individual spoiler and wing spoiler combined was no better configuration with the original
contributions are interesting. The than the sum of the two individual baseline wing-only configuration, Next month we’ll look at the
incremental drag of the combined contributions, suggests not. And with the rear wing 155mm lower front of the Impreza and discover
devices was considerably more yet wool tufts attached to the than in the above trials, and at that adding airdams and splitters
than the sum of their individual trailing edge of the centre of the just 4 degrees angle of attack. is not always enough.
contributions, yet the incremental wing were demonstrating better This data is collated in Table 4. Racecar’s thanks to Jonathan
downforce of the combined flow attachment with the spoiler We can see from this that where Fletcher, Danny Precious and
devices was identical to the sum in place, even with this high wing the spoiler on its own contributed the crew at Scoobyclinic
of their individual contributions. location. It’s reasonable to expect
Perhaps we should not be that the spoilers were turning Table 3: the contributions of the spoiler and the wing
surprised at this lesser efficiency, the air in a way that could benefit
Configuration ∆CD, counts ∆-CLr, counts
as we have seen before that as the wing. This particular case
60deg, 100mm spoiler only +20 +133
Wing only +36 +340
Sum of wing and spoiler +56 +473
Wing and spoiler, as tested +92 +473
0.440
0.430
30deg
spoiler
0.420
60deg
spoiler
0.410
0
20
40
60
80
100
120
Spoiler
length
Prepping for a wingless run, with 60-degree, 100mm spoiler Figure 2: spoiler length and angle versus drag
Effects
of
rear
spoilers
on
rear
downforce
Effects
of
rear
spoilers
on
efficiency
0.310
0.600
0.290
0.550
0.270
0.500
0.250
0.450
-‐CLr
-‐L/D
Figure 1: spoiler length and angle versus rear downforce Figure 3: spoiler length and angle versus efficiency
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TECHNOLOGY – AVON TYRES
Avon’s calling
in GTs
From its initial involvement in the
British GT championship,
Avon Tyres Motorsport has been
gaining customers further afield
by SIMON McBEATH
Different cars, different sizes. But all the British GT competitors have
been running on Avons since the firm became sole supplier in 2006
to produce new moulds open series? ‘There is obviously For example, we were asked We were taking 1200 tyres per
and new tyre sizes, and as no discussion between tyre to be sole supplier for the round – we had hard, medium
we become more familiar we manufacturers, so we have no inaugural Gulf 12 Hours in Abu and soft compounds, plus
improve with development. idea how others do the job,' Dhabi in January 2012. That intermediates and wets. But
But we’ve had good results said Lynch. 'You can evaluate provided good feedback and with development you can get
already. At the Spa 24 hours other tyres, but you can’t really the teams have been positive both durability and performance
in 2011, the CRS Racing reverse engineer them, so you about our capabilities. Hopefully from a single compound, and
McLarens chose Avons [as did do what you know best, and at this will be influential in the that means fewer tyres are
the Team Preci-Spark Mercedes Avon Motorsport we have key choice for other one make needed. So it became easier for
and Ecurie Ecosse Aston people who understand what’s tyre series – we have picked up everybody.’
Martins, seventh and 20th in needed. Although you start the Italian GT Championship for Even so, with a wide
the race respectively] and we off with shelf technology as a example, and they will run on the range of cars in any given GT
are now a tyre of choice in open basis, we have had to do specific same specification and 18in and championship with different
competition for specific models. development. But we have found, 19in sizes of tyres as were weights, different weight
We won’t suit every model, but for example, that cars that have used in Abu Dhabi.’ distributions, different rim
we will be good on most cars.’ sizes – not to mention varying
So, technically speaking,
how did Avon go about
“Cars that have been running on driver techniques between
the professionals and the
developing tyres for the open Michelins have been quite easy gentleman racers – making
GT market? Technical manager tyres that everyone is happy
Mike Lynch explains: ‘To an to make work on Avons too” with is still no cakewalk. ‘The
extent, it involves matching constructions in a given series
"shelf technology" to the needs been running on Michelins have Logistically, supplying are conceptually similar, although
of the teams. It’s about the been quite easy to make work teams in both open and one- there are some variations
requirements of the car and on Avons too. And as some tyre make series is a serious with respect to different car
tailoring the product to that teams compete in different challenge for any tyre supplier, characteristics,' said Lynch.
using compounds and [tyre] championships that use different but it’s interesting that tyre 'Compounds are consistent
spring rates.' Avon’s time in tyre makes, this helps because development can actually across the range, but there is
British GT since 2006 would, they don’t have to make big simplify the challenge. ‘When we a wide range of sizes from
no doubt, have stood it in setup changes. started doing British GT we went 12in to 18in wide in different
good stead to tackle other GT ‘Not only is it technically with 95 different specifications diameters. Balance of
markets, but how do you go beneficial for us to be invited of tyre,' said Coates. 'The performance measures can
about matching or exceeding into open categories, it is logistical problems were colossal help, but the aim is to provide
competitors’ products in an commercially beneficial too. and the first year was a struggle. tyres on which the teams can
Having been sole tyre supplier to the British GT for the past seven years, Avon are now branching out into Europe, including supplying Dutch GT
Services
• In house CAD design
• Comprehensively equipped CNC
Machine shop with 5 axis machining
• Fabrication
• Metrology Suite for measurement
services
compete happily. So you come industry journal. Suffice to say unlikely to be found in a race Avon Motorsport’s compounder
up with a product for a range here that there are natural tyre these days. ‘The components is a polymer chemist. So,
of cars initially, but then you and synthetic constituents, are perhaps not what you might together with the mechanical
aim to improve longevity and some petrochemical-based, expect,' said Lynch. 'But in the engineering side, a range of
consistency without losing some crop-based, and essentially overall performance of a tyre disciplines is involved.
ultimate performance and the ‘rubber’ compound is a there are also structural aspects ‘But don’t think about it
that part is mainly down to mix of polymers, some oil and/ too in terms of stability and as a compound being either
the compounds.’ or resins, and carbon black in consistency, so there is probably hard or soft,' says Coates. 'It’s
Asking a tyre engineer to compositions and proportions more physics than chemistry about the heat that is generated
explain exactly what goes into that can be almost infinitely involved.’ Lynch himself is as well.’ The new tyre for the
a tyre compound is akin to adjusted. Natural rubber is a polymer engineer, while 2012 British GT championship,
asking an engine builder to the fourth iteration since Avon
explain what matters most became sole supplier and sponsor
in the design of a cylinder
head – neither is going to give
“With the new tyre, our drivers in 2006, took two years to
develop and was the tyre that
away hard won knowledge and should feel more comfortable Avon took to the Gulf 12 Hours
experience, especially through in Abu Dhabi in January 2012.
the pages of a widely-read pushing their cars to the limit” It is said to be around a second
a lap quicker around most of the
tracks used in the British GT
championship, more consistent
and have a wider operating
range too. ‘It is more consistent
and faster, and will provide a
more stable drive, so our drivers
should feel more comfortable
when pushing their cars to
the limit,' said Lynch. 'We found
in testing that the drop-off
in terms of grip was almost
insignificant, so drivers wishing
to use a longer-stint strategy
will be able to do so.’ A new
wet weather tyre has also been
produced which is also expected
to be quicker and easier to drive
than its predecessor.
Avon’s developing expertise
in the GT tyre market is now
bringing its rewards through
a raft of new contracts, and
The Avon brand is used in GT racing, whereas parent company Cooper Tires is branded on the British F3 series Paul Coates confirmed the
company’s intentions to move
forwards in similar vein: ‘There
has been a steady and relentless
development of our GT products
since their introduction in the
British GT Championship in 2006,
and our reputation in GT racing
has been growing ever since.
Our GT tyres are now the product
of choice of many top teams in
open competition situations,
and we are justifiably proud of
the level of performance that
we have achieved.
'The new partnerships, as
well as being sole supplier
to the Gulf 12 hour race in
January, show that Avon is now
seen as a world-class supplier
of Grand Touring tyres. We
intend to continue development
of our products and increase
further our involvement in
international Grand Touring and
Things have changed somewhat from Avon's early British GT adventures, where they took 1200 tyres to each round sportscar racing.’
Championship
challenger
After a remarkable British Hillclimb Championship winning streak was broken
last year, Gould Engineering’s GR59 was a long time in the making, and
attracted the attention of Formulec in build
PHOTOGRAPHY BY SIMON McBEATH and STEVE WILKINSON
By SIMON MCBEATH
W
hen OMS won its
first British Hillclimb
Championship in
2012 with driver
Trevor Willis’s 3.2 OMS 25
Powertec, holding off Gould-
mounted three-time champion
Scott Moran, it marked the end
of an unprecedented 14-year
run of British titles for Gould
Engineering. Indeed, 2012 was
perhaps one of the most open
seasons in recent years, with
no fewer than five different
marques taking ‘Run Off’
victories, GWR, DJ and Force
winning those that Gould and
OMS did not. This was in marked
contrast with the situation of
a few years ago when Gould
dominated both in terms of the
number of its chassis being used Gould GR59 chassis number one made its long-awaited first track appearance back in April 2012
and in terms of wins. But a hiatus
in new cars appearing from championship victory has also
Newbury, UK-based constructor fluctuated on a longer timeframe.
Gould had masked the fact that After a run of championship
they have been quietly working wins for Hart four-cylinder based
on the design and build of their engines through the 1980s, since
latest challenger, which made its 1990 F1 or Indycar V8-based
long-awaited track debut at the engines have dominated, with
annual pre-season test session the exception of 2001/02
at Gurston Down hillclimb last when the talented Graeme
April. We caught up with David Wight Jr took his 2.8-litre V6
Gould, co-founder and partner of DTM Opel-powered Gould GR51
Gould Engineering, the company to consecutive championship
he runs with son Sean, to learn titles. From 2003 to 2011 the
about the thinking behind his championship has been won by
svelte new turbo challenger. 3.3 then 3.5-litre versions of
the Nicholson McLaren Engines David Gould gave his first championship winning car, the 84/2, a run out in
Basic concepts Cosworth XB-based NME V8, 2012 at the Harewood Hill 50th Anniversary event
Hillclimbing’s past has seen 2012 of course going to the
the pendulum swing to and fro Powertec V8 in 3.2-litre guise. surprise. For example in 2012 getting more potent and more
between ‘small and nimble’ and However, recent seasons have the lightweight 1600cc GWR reliable in recent years. Which
‘large and powerful’ racecars. shown that the ‘small and nimble’ Raptor enjoyed several wins and leads us nicely to the new Gould.
With a wide range of track types, approach using one or other snapped up two hill records. And The first GR59 to hit the
the preferred choice can alter variant of the motorbike engines supercharged and turbocharged track (two more were in build in
from weekend to weekend, but now available can do more versions of the ubiquitous Suzuki December 2012, one of which will
the best concept for overall than just cause the occasional Hayabusa engine have been be ready for the 2013 season)
Cams + Pulleys, Belts & Chains Valves & Valve Springs Performance Cam Kits & Valve Spring Kits Followers & Tappets
The roll hoop unofficially passed the F1-specification static load test The composite differential carrier may be seen through the opening
in the rear chassis section, below centre
The next generation began bit’. ‘The electric car was a bit
with the GR51, followed by the longer overall, to accommodate
GR55, cars which were created batteries and so forth, and
around tubs that utilised chassis the rear section was modified
tooling from the Ralt 93C, as accordingly,’ he said. The main
Gould related: ‘The GR51/55 sections have been made so
used the lower half monocoque that the overlaps engage and
tooling of the Ralt 1993 F3 register at the main bulkhead
car, although it was completely locations, offering substantial
designed by us, including the bonding area and consequent
chassis layup and every single high strength and stiffness.
component in the car as well as The modular approach also
the complete aero package,’ he theoretically permits partial
said. ‘The only thing retained disbonding in case of needing
was the external shape of the repair or shape changes.
monocoque forward section The roll hoop is the same as
and nose, which was as drawn that used on the Formulec car, and The front upright and hub. Note the carbon pushrod
originally by Ralt. This was a was actually tested by Mercedes
compromise necessary to save the F1 at their Brackley test facility, successful setup. ‘There are a Gould Engineering shunned the
prohibitive costs of manufacturing exceeding the values required to number of similarities at the more usual chain drive deployed
all new monocoque and nose pass the FIA F3 ROPS regulations. front, with a few more adjustable on most bike-engined single-
tooling (as well as everything The requisite calculations were things,’ he conceded. ‘We can seaters and opted instead for an
else). The original shape was ‘essentially longitudinal’ engine/
a handicap we decided we had
to live with to make the project
“We think that the new gearbox alignment with a Gould-
manufactured steel propshaft
viable – the car would have been aerodynamic package is worth the driving a bespoke final drive
even more effective if funds arrangement. However, to get
had permitted new monocoque extra weight on most hills” the centre of gravity on the car’s
tooling as well.’ The slightly centreline, the engine/gearbox
different GR61X used by Scott still needed, however, for the UK’s add or take off tyre loading – had to be offset to the right-hand
Moran to win the 2008/09/11 governing body, the MSA, in order the GR55 needed to quite side of the chassis, and to achieve
BHCC titles also utilised the to obtain homologation. heavily load its tyres before equal length drive shafts this
upper chassis tooling of the Gould has always gone to they worked. The GR59 is also required that the engine was
Ralt F399, purchased by the considerable lengths to ensure very light, just 305kg with the angled at some 15 degrees to
Morans from Ralt. This featured their suspension systems offer supercharger [‘wet’ but excluding the longitudinal axis. Furthermore,
the later cockpit surround with maximum rigidity, and a look at driver], so we thought the ability a large diffuser volume was a
raised sides, incorporating lateral the fabricated steel uprights at to load the tyres up, especially key aerodynamic requirement,
protective padding. the outboard end of the GR59’s on turn-in, was important.’ and this required that the engine/
The GR59 therefore is Gould’s suspension shows the same At the rear, the car currently gearbox was angled up at the
first entirely in-house designed philosophy adopted here, with features a three-spring system rear by 10 degrees to its usual
car, wherein the monocoque wide-based attachments. Carbon using a pair of roll spring/damper installation angle!
shape and all the tooling has pushrods are used front and rear, units (tucked inside the carbon The final drive currently
been created from the ground and flexure joints are used at rear end) as well as the pitch consists of a Hewland FTR
up by them, which fits in with the inboard end of the steel control spring/damper sitting differential mounted in a bespoke
the stated no-compromise lower front wishbones. across the top of the chassis. moulded carbon carrier, although
approach. The chassis is made In common with its GR55 There is provision for an anti-roll Gould aims to make a lighter
in an ingenious modular fashion predecessor, the GR59 uses a bar, and intriguingly Gould differential unit at some stage.
comprising three main sections, front monoshock, and Gould remarked that they hope to Why add the apparent extra
which Gould described as ‘the leg confirmed that this was a drop the roll damping in 2013 complication of the non-alignment
bit, the central bit and the rear development of the GR55’s and rely on just the springs. with the car’s longitudinal axis?
The triple spring/damper rear suspension sees the heave spring … while the twin roll springs can be seen tucked inside the rear chassis
transversely mounted over the top of the rear chassis…
Because getting a chain on the accessible with some difficulty,’ would ever see, having a benign worth its weight on most hills,
centreline would have needed a he said, ‘Also, the stressed floor aerodynamic package with low even though there is quite a
still larger engine offset, which and sump are removable with the ride height and pitch sensitivity bit of weight involved,’ Gould
in turn would have made a engine in place, so it is possible to is paramount. ‘On the GR55 we remarked. In reality the weight of
symmetric weight distribution gain access to gearbox internals achieved that, among other the composite panels available
harder to achieve. quite easily – although something things, by progressively raising for ‘hand checking’ in the race
The engine sits on a stressed seriously amiss would require a the front wing height,’ said Gould. shop during Racecar’s visit
carbon composite floor section two-to-three hour engine removal. ‘A similar approach has been seemed very minor, but then it
and is bolted to it via a bespoke But you’re unlikely to want to try applied to the current car. The is with attention to this sort of
dry sump. The underside of this to fix a major engine or gearbox shape of the underbody is well detail that the overall weight was
floor section is an aerodynamic blow-up at an event.’ cambered for low sensitivity, kept close to 300kg.
surface, connects the rear end but with the large diffuser exit Cooling on a pressure-charged
to the differential casing via AERO PACKAGE it needed a large inlet too.’ This racecar is a different prospect
the bottom of the engine and is The first impression of the last comment was of course to that on a normally aspirated
indexed into the bottom of the GR59’s body and aerodynamic referring to the high sculpted setup, with an intercooler
chassis. The carbon composite package is of a very tidy ramps beneath the radiator inlets, necessary for both the
sections above and around the and uncluttered setup, the which taper sideways neatly supercharged and turbocharged
engine are also structural and dominant feature of which is the to near to the minimum ground cars as well as a water radiator.
integral with the tub. beautifully crafted underbody. clearance level (40mm). And this is an area still under
Paddock commentators UK hillclimbing technical It seems that the Goulds development after the first
inevitably point at compromised regulations are remarkably free, questioned the weight of the somewhat disjointed season with
maintainability with an providing ample design freedoms. aerodynamics package in relation the supercharged car. The cooling
installation such as this. Gould However, as applied to earlier to the target overall weight layout sees an intercooler and a
conceded that there is a degree Gould designs, with dynamic during the design, despite radiator sharing the right-hand
of compromise here. ‘You can get suspension movement that is – in the projected engine power sidepod, fed by diffusing inlet
to the fuel and electrical systems some aspects at least – greater approaching 400bhp. ‘We think ducts and a split plenum with a
easily enough, and the clutch is than circuit racing counterparts the aerodynamic package is variable vane, allowing air to be
The voluminous diffuser may feature strakes in future The 15 degree angle between the longitudinal axis, which runs across
this image, is reflected in the angle of the propshaft (upper centre) and
the end housings on the engine (lower left centre)
TECH SPEC
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Zircotec’s award-winning range of coatings are helping to extend
the life of components and improve reliability across the board
R
apidly becoming the Their key range of products In terms of composite
by GEMMA HATTON
motorsport equivalent include thermal barrier exhaust coatings, there are several
of a household name, coatings, to manage engine types: thermal barrier coatings,
Zircotec are taking use ZircoFlex, our flexible compartment temperatures RF (Radio Frequency) and EMC
the benefits of their highly heat shield. They like to carry and protect sensitive parts (Electro Magnetic Compatibility)
advanced coatings to a host of this to races as it is the perfect from heat damage; carbon shielding, electrical insulation
motorsport sectors including solution to solve heat issues composite coatings, providing and anti-wear coatings. Their
F1, Le Mans, NASCAR and World in the field. At professional extra protection against heat and thermal barrier for carbon
Rally. ‘In F1 last year we supplied motorsport level, ZircoFlex is wear, allowing these lightweight composites are plasma sprayed
11 of the 12 teams with our also very popular and at materials to be used in new by a 12,000degC flame on to the
ThermoHold for composites national level you’ll find more applications which were previously part to protect against radiant
coating,’ explains Terry Graham, exhaust and turbo coatings. unsuitable; ceramic heatshield heat, hot gas, delamination and
managing director of Zircotec. Around two-thirds of the BTCC products, and turbocharger resin-melt. The RF and EMC
‘Our coating reduces surface grid use our exhaust or air coatings, to reduce heat loss and shielding is a thin layer (usually
temperature by over 125degC, filter housing coatings.’ increase responsiveness. 0.1mm thick) of highly electrical
extending the life of parts as conductive aluminium with a less
well as preventing structural
failure. It is used on brake covers
“Around two thirds of the conductive sub-layer to prevent
electrical contact with the carbon
and ducts, floors, airboxes, bTCC grid use our exhaust or composite. Again, the plasma
bodywork, suspension parts spraying technique ensures
and bodywork. F1 teams also air filter housing coatings” that the coating is well adhered
in electrical applications; Of course, while drifting, the cars of the coatings and the other of advancing their range of
we can spray metal on to spend the majority of their time engine upgrades – a 60bhp ceramic thermal resistance
composites, helping to improve travelling sideways which leads increase has been achieved coatings by using cars in
EMC performance. With more to restricted airflow through compared to last year. competition to gather test
composites being used we can the front of the car – just one of This partnership with data under the harshest
enable its use in high temperature the reasons behind the extreme Falken is similar to previous environments. This partnership
applications. This is now underbonnet temperatures. arrangements with Team with Falken will raise awareness
happening in road cars.’ Zircotec’s ‘The turbos are also close to the DynoJet’s BTCC Toyota Avensis of the performance gains these
ThermoHOLD or composites master brake cylinder, leading and Team JMW’s Ferarri 458 GTE coatings can offer to the
material is used on the Aston to reliability issues,’ explains and is Zircotec’s effective way drifting sector of motorsport.
Martin One-77 Supercar’s Paul Cheshire, who drives and
diffuser, engine air intakes, and prepares the drift cars. ‘By coating AdvAnced Adhesives
engine compartment chimneys, both the turbo and the manifolds
C
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T
he introduction of the spinning wheels and an that they don’t get in their big rule change to stockcar racing,
Generation 6 cars to automatic ride height own wind tunnel – very and the engineers are, from an
NASCAR has meant adjustment that is accurate controlled and accurate boundary aerodynamic point of view, pretty
a reliance on the to the third decimal percentile – layer system, and automated much starting afresh.
expertise of the wind tunnel was in use 24 hours a day, ride height control system ‘The cup teams are
specialists, and in particular five days a week, plus extra that is accurate to the third extremely sensitive to security,’
the AeroDyn facility in North time on Saturday. They’re decimal place. Those are adds Dickert, ‘so we can’t have us
Carolina that was chosen by now running 18 hours a day, five functionalities that wind tunnels be a conduit for one cup team’s
NASCAR to make the final days a week, which is – at GM, Ford and Chrysler don’t advantage to another cup team’s
verification for the bodies ahead says general manager Steve have, all at the same time.’ advantage. We provide and
of their introduction at Daytona. Dickert – a more comfortable The move to the new operate a precision laboratory
AeroDyn will this year position to be in, allowing cars, coupled with the official that meets or exceeds the needs
celebrate its 10th anniversary, engineers time to maintain the sanction from NASCAR, has of our customers.’
having accepted its first paying facility between sessions. meant that the tunnel is The Gen-6 cars have
client in April 2003. Since then, ‘AeroDyn was the first busy enough, and the work is required much the same
it has seen business expand wind tunnel in the United becoming more complicated. aerodynamic development
rapidly in the first five years, States designed specifically Teams have to start from as previous generations, but
before the financial crash in 2008 for NASCAR race series,’ says scratch with their aero figures as have to immediately be on the
that led to a gradual decline in Dickert. ‘Of late, we have been there is no baseline from which pace in a closely contested
trade over the next two. able to offer some testing to work with the Gen-6 cars. It environment. Much as Formula
However, since 2010, capability to OEM manufacturers has been six years since the last 1 is looking ahead to the
business has picked up once rule changes in 2014 with
again, and its reputation has
strengthened considerably.
“The level of teamwork between apprehension after one of its
closest seasons ever in 2012,
In the company’s early years, NASCAR and manufacturers is the pressure is on for the
their main tunnel – which NASCAR teams to get it right
offers a boundary layer control, unprecented with the new cars” first time out in 2013.
m
ot
se
wn
hat
ller
e
the
o
s.
he
ork Wheels are not rotated in A2, the smaller alternative to the main tunnel A last generation car on the move in the main AeroDyn tunnel
et
A2
ore The new ‘baby’ tunnel at Aerodyn squarely at them. Aerodyn’s
ur is not as‘Itadvanced
is interesting
as the mainthat the other speeds below that, and
little brother is situated mean people who are attempting with their aero programmes. As
h tunnel and wheels are not rotated next to the main tunnel
level of teamwork between even anda few speeds above it. land speed records on salt flats, many low budget teams don’t
is aimed at a lower level Opened: 2006
ay NASCAR and manufacturers
While Windshear, AeroDyn The
market. While also full-scale,general speed is 130mph,
Scale: 100% they come there quite regularly. have an engineer, the firm can
Type: Closed Jet with
t and is unprecedented
Audi may be out of the with the
‘A2’ runs at a slowerwhich
speed is almost 40lbs/sqft in
adaptable They can get large gross aero offer some assistance in guiding
it’s price range of smaller teams, than the main tunnel and is ceiling
development
facilities of the new
like the new A2 notcars,’
as advanced butkinetic
can still energy.’
Rolling Road: None advantages for very little money them along until they better
says
tunnel Dickert. are
in Mooresville ‘Theaimed give teams valuable data.Also on Max
development siteAirspeed: 85mph
is the second in a very controlled laboratory.’ understand the process.
has always been driven by wind tunnel – A2. This tunnel This can be essential to them,
NASCAR, but this time it really is is a smaller, economical solution and, for a series were the winner developmeNT pRogRAmme
pretty much reliant
a team effort.’on ‘It is the next big
forstep,
customerbig thing over
teams thathereareis more gets a hat colour coded for Since opening for business in
es of Computational Fluid using wind tunnels and thorough use of CFD, but
e we DynamicsThe AeroDyn
(CFD) for tunnel building
is builtmodels
to is involved
expensive,’ in everything,
we have a differentfromset of various speed categories. This April 2003, AeroDyn believes
we aeroaccommodate
development, andfull-scaleexplains
cars Romberg. land speed record
‘The next parameters attempts
to work to tothan proves to be a great tool when on that it has tested more racecars
m increasingly, top NASCAR the F1 guys.’
only,
teams with speeds
are turning to this up to 130mph.
VIRTUAL road racing, and
WIND TUNNELS Alankarting.
Gustafson Available
elaborates that kind of out of pocket budget. than any other independent wind
ion, The loads
technology from 130-200mph
to develop Increasingly, CFD is used
at by teams
$490/hour, the
a little company
more. also
‘It is something Most of A2’s customers tunnel in the world. It has tripled
– here the COY is compared to the
e is the CoT. we are getting into. As
y for
are linear with dynamic CoTpressure. offers aerodynamic
in a GM ‘gaffer dazzler’ expertise
technology standardises it
come in as first time users and the amount of data customers
do ‘With scale model testing, through its own filters dedicated
down. We arestaff still doing have never set foot inside a collect in a single test session,
t a lot of development work with
there is a significant Reynolds says David Salazar, general wind tunnel. As such, A2 offers improved repeatability from
. it, a lot of correlation work and
ille number mismatch – for example manager of Pratt A2. & Miller are helping us assistance for these teams to 1 per cent to 0.8 per cent, and
a half-scale model must be ‘It is a smaller tunnel, of
with that.’ help point them in the right decreased fault-related down
the While no NASCAR team is
here tested at twice the full-scale the same design as AeroDyn
yet close to the stage where direction and teach them time by a factor of six.
s, speed. By using the full-scale with an 85mph Formulamaximum
1 is today wind
with world how to understand the wind In the period since 2006,
the class super-computers in
at
car you can appreciate the speed. It does not have spinning
house, it looks like that is the
tunnel data. This assistance is AeroDyn has added the following
g deflections,’ says aerodynamic wheels, active boundary
direction the wind layer
is blowing. valuable because most people upgrades to the facility:
e It will certainly not be a
consultant Gary Romberg. control or ride height control,’ are intimidated by testing in a
great shock when a big team
‘We think that gives a better says Salazar.announces
‘What isthe doesacquisition wind tunnel for the first time ride Height System
simulation to what you get on have is a greatlyof a powerful
reduced system.
rate, and don’t normally know where Installed in November 2006,
• June 2008 the track. Our normal testing so that smaller teams and to begin. Along with this help is the new system is completely
is 130mph, but we can run privateers – and by privateers I the understanding that A2 does computer operated. To increase
not develop the cars or tell them testing efficiency, teams provide
“With NASCAR’s new cars, the what other customers are doing
22/4/08 13:46:43
a complete map of heights they
T he management team
at the AeroDyn facilty
do not consider the rise
the teams and manufacturers
have their own capabilities,
and even the smaller NASCAR
stockcar racing, and has started
working with teams in Indycar,
Grand-Am, and the American
‘Manufacturers do have their
own tunnels, but most of them
don’t have the capabilities of
of Computational Flow teams on the grid have access Le Mans Series, already with the rotating wheels, extensive
Dynamics (CFD) to be a to such data. promising results. boundary layers, and precise
threat to its wind tunnel ‘Nasa has said that CFD and ‘We’ve had some data with ride height settings, so we think
business, having investigated wind tunnels are not at odds,’ an Indycar team which correlates this is the area we can expand
with teams and manufacturers says AeroDyn aerodynamic very closely with what was into,’ says Dickert.
the viability of providing consultant Gary Romberg. ‘They achieved on the track,’ says There are no plans to build a
in-house expertise. Most of are complementary.’ general manager Steve Dickert. third tunnel, however.
would like to run for a given increments are pre-programmed, boundary layer control. The the test model through a window,
test. The height tables are based on the customer test splitter and front end under-body and often only one side view of
imported into AeroDyn’s system. schedule. Additional yaw is an extremely sensitive area on the model is available. AeroDyn’s
This has dramatically increased increments can be input with the car. As such, the boundary customers have the ability now
the efficiency of ride height resolution to 0.1 degrees. The layer system was significantly to view the model in real-time,
studies, as well as controlling accuracy and speed of establishing improved and offers a very good in HD (1080p) resolution, and
heights within 0.001-inch. each yaw setting has increased simulation. The total power in eight different camera angles.
testing productivity significantly. the boundary system is now four The system is valuable in
Automated Yaw System times what it used to be. studying panel deflections,
This system, added in January new Test Section Floor flow vis, and model integrity
2008, is completely computer Based on the introduction of Active boundary Layer control during a test. The data collection
operated and uses the latest the Car of Tomorrow, the test This system, added to the system is programmed to
in measurement technology section floor was redesigned facility in January 2010, is automatically capture a snap
to assure accuracy and in June 2008 to increase the completely computer controlled. shot of all eight camera angles at
repeatability. Standard yaw performance of the floor By changing the boundary layer the beginning and of each data
control from a ‘passive’ speed point. Additionally, the customer
setting to an ‘active’ pressure has the ability to record video in
setting, the system very 1080p of any camera angle. The
accurately matches the boundary video is then downloaded to a
layer conditions to actual free- customer external hard drive at
stream dynamic pressure in order the end of the test.
to maintain a constant Cp ratio.
As a result, the overall tunnel increase Yaw Sweep
sensitivity is extremely high and The original yaw system was +3
the smallest, most subtle changes to -3 degrees. With the advent
to a test model can be measured. of the new car design, it
became necessary to gather
HD Camera System data to -5 degrees. This
Incorporated in February 2010, upgrade, added in November
this is a completely new system 2010, required significant
and again is 100 per cent modifications to the tunnel
computer controlled. Most floor, balance, actuation system
tunnels simply provide viewing of and data collection.
W
many teams frequent it primarily for
indshear was formed in rated at 5,100 horsepower,
the cataloguing of cars. ‘We built the by teams, often in collaboration
2006 to provide full- capable of producing air
walls for stockcars, not for everything with C&R Racing.
scale rolling road wind tunnel speeds of up to 180mph. Air Scale: 50 per cent
from Formula 1 to karts and
access to North American and temperature is tightly controlled everything in-between,’ explains the Type: Open Jet
international teams. Their facility to within 1degF. tunnel’s creator Gary Eaker. ‘We have rolling road: Belt
opened in September, 2008, The MTS Flat-Trac Rolling defined that we deal with stockcars
the first facility of its kind in Road measures 10.5 feet wide and trucks only – we lock these walls WinDSHeAr
North America, and the third by 29.5 feet long. It easily keeps and leave them where they are at.’ Windshear (see sidebar left) is a very
rolling road wind tunnel that pace with the wind, accelerating opened: 2003 large three-quarter open jet rolling
Scale: 100 per cent roadtunnel situated on the edge of
operates on this scale. It was from zero to 180mph in less than
Type: Closed Jet with slotted walls Concord Airport in North Carolina.
also the first full-width rolling a minute. This ‘road’ is actually
rolling road: None, wheels spun This facility, opened in 2008, is
road that supports full scale a continuous stainless-steel
on rollers capable of running at speeds of up to
vehicle testing. belt just one millimetre thick. 180mph, and is climatically controlled.
max airspeed: 130mph (147mph
The project was funded by During testing, the through-the- possible with recalibration) Emphasis has been placed on the full-
Haas Automation, the company belt sensors precisely measure scale tunnel being used by NASCAR
that owns Windshear. Facility the aerodynamic downforce A2 Tunnel teams though IRL and Formula
design and construction under each tyre. opened: 2006 1 teams, including Lotus, have
were overseen by Jacobs The facility’s 40-hour Scale: 100 per cent also used this facility extensively.
Technology, whose engineers weekly operating schedule Type: Closed Jet with Reliability and repeatability are the
adaptable ceiling focus of the technical team behind
manage the day-to-day is filled with NASCAR and
rolling road: None the tunnel.
operation of the tunnel. Indycar racing teams from all
max Airspeed: 85mph opened: 2008
The air in this closed-circuit over North America. Teams
Scale: 100 per cent
wind tunnel covers and area of from Europe and Asia are also Type: ¾ Open Jet
ArC
160,000 square feet, its main bringing their wind tunnel The most popular scale tunnel rolling road: Steel belt
fan is 22 feet in diameter and testing to Windshear. for NASCAR teams is surprisingly max airspeed: 180mph
18 0 m p h w i t h o u t m o v i n g a n i n c h
Take cutting-edge wind tunnel technology. Add a 180 mph rolling road.
created the world’s first and finest commercially available full-scale testing
Take cutting-edge wind tunnel technology. Add a 180 mph rolling road.
environment of its kind, we did much more than create a new wind tunnel.
And build in the best in precision data acquisition capabilities. When we
We created a new standard in aerodynamics.
created the world’s first and finest commercially available full-scale testing
environment of its kind, we did much more than create a new wind tunnel.
704-788-9463 info@windshearinc.com w i n d s h e a r i n c .c o m
704-788-9463 info@windshearinc.com w i n d s h e a r i n c .c o m
w s i - 28
WSI-28_Motorsports.vF.indd 1 8/15/08
w s 11:08:14
i - 28 AM
MSc Advanced
Motorsport
Engineering*
Accredited by IMechE, IET and RAeS
Initial testing
A vehicle dynamics perspective
You're presented with a new car for analysis – where do you start?
I
’ve been involved in the by DannY nowlan on our testing because as the becomes a priority. As another
business of making racecars downforce increases this will rule of thumb, if CLA/total car
go fast now for over 18 of the testing I’ve seen typically increasingly dominate the setup mass is greater than 2, you
years. This has spanned boils around taking a given of the car. As a rough rule of need to have an aero testing
a career as a data and race start setup and making small thumb, if you are dealing with programme. To assist you in
engineer, vehicle dynamicist, adjustments to it. There’s a CLA of 2.0 or greater and the getting a feel for the downforce
instructor and business owner. nothing wrong with this, mass of the car is less than, to expect I’ve quoted some
I’ve had the privilege of working particularly if the spec formula say, 1250kg, then aero testing typical CLA numbers below.
on a wide variety of racecars, maker has done a good job.
spanning open wheelers, The problem is that they rarely
Table 1: typical CLA and CDA numbers for various
sports prototypes, touring do so. Consequently if you
racing cars
cars and GT cars. Yet despite find something with the car,
all this I have never seen a it’s generally more by luck Car CLA CDA
comprehensive guide on what to than design. So how can we Touring car 0.5 – 1.4 0.9 – 1.3
do when you have a brand new make this process deliberate FIA GT3 – GT2 1.7 – 2 (configuration dependant) 0.9 – 1.3
car and you don’t where to start. and draw on our knowledge of
In a world increasingly vehicle dynamics? F3 or equivalent 1.5 – 2.7 (configuration dependant) 0.7 – 1.1
dominated by spec formula Our first port of call, not F3000 2.4 – 2.7 (configuration dependant) 1.2 – 1.3
and tightly controlled testing, surprisingly, is to figure out Champ Car 4.5 – 5 (configuration dependant) 1.6 – 1.8
your initial testing programme how much downforce we are
LMP2 3.5 – 5 (configuration dependant) 1.3 – 1.6
becomes very important. A lot running. This has a lot of impact
Table 2: suggested aero test procedure Table 3: tests to pin down hot running tyre pressures
Run No Setup Test No Setup What to record
1 frh0 and rrh0 + baseline rear wing 1 Base Setup Tyre Pressures + data
2 frh0 and rrh0 + d_rrh + baseline rear wing 2 Base Setup + Fnt TP -2psi Tyre Pressures + data
3 frh0 and rrh0 + 2*d_rrh + baseline rear wing 3 Base Setup + Fnt TP -1psi Tyre Pressures + data
4 frh0 and rrh0 + 3*d_rrh + baseline rear wing 4 Base Setup + Fnt TP +1psi Tyre Pressures + data
5 frh0 – d_rrh and rrh0 + baseline rear wing 5 Base Setup + Fnt TP +2psi Tyre Pressures + data
6 frh0 + d_rrh and rrh0 + baseline rear wing 6 Base Setup + Rear TP -2psi Tyre Pressures + data
7 frh0 and rrh0 + baseline rear wing 7 Base Setup + Rear TP -1psi Tyre Pressures + data
8 frh0 and rrh0 + baseline rear wing + 2 holes 8 Base Setup + Rear TP +1psi Tyre Pressures + data
9 frh0 and rrh0 + baseline rear wing + 3 holes 9 Base Setup + Rear TP +2psi Tyre Pressures + data
Believe it or not, validating the aeromaps I’ve seen looked be in the order of 5mm. As a This is actually very important,
or running an aero test is not as though they came from rough rule of thumb, choose because unless our tyres are
as difficult as you might think. Hogwarts School of magic as the delta where you know it will up to temperature and we can
The first port of call is to run opposed to a wind tunnel. have an effect on the car. The maintain temperature you might
the car with the base standard If the pitch sensitivity maps goal of tests 1–6 is to establish as well pack up and go home – it's
setup and then validate it using don’t add up, or you simply don’t the pitch sensitivity map. The always wise to review some
simulation. If you're extremely have them, constructing them goal of tests 7–9 is to assess basic tyre mechanics. From the
lucky, it will work first time. In the from race data is not as hard the variation in downforce research that Michelin did in
vast majority of cases, however, as you might think. Start from levels. You can do these tests constructing the TameTire model,
the aero is not going to add up. If the baseline setup provided very quickly – they just need the overall friction of the tyre is
this is the case, there’s no need with the car and implement to be in/out laps or one flying given by Equation 1:
to panic. This is the procedure a test programme that looks lap on a circuit with a long
you need to follow: like Table 2. Just to clarify the straight. The goal is to log each µ = fn(PL ,Vs , TINT )
nomenclature we have: test individually.
1. Hand Calc the aero at the end What you get from each test
Where:
of the main straight. frh0 = baseline front ride is a thin sliver of the aeromap.
2. Adjust your global downforce height as specified in This represents what you’ll see u = co-efficient of
the starting setup
and drag multipliers until illustrated in Figure 1 above. friction of the tyre
rrh0 = baseline front ride
these match up. I can’t speak The whole idea is that if you PL = local tyre pressure
height as specified in the
for other simulation packages get enough of these thin slivers, applied at the tyre
starting setup
but in ChassisSim you do this d_rrh = delta rear ride height constructing an aeromap is Vs = sliding velocity of
by clicking on the rear wing d_frh = delta front ride height child’s play. Tests 7–9 (above) the tyre
and adjusting the maximum allow you to scale the downforce, TINT = core temperature
CLA and CDA values and aero The deltas you choose will drag and aero balance for of the tyre
balance offsets. depend on what the racecar is, various wing changes.
and it is sensitive too. As an Once we have a picture, This, combined with the
Once you have done this, example, with an open wheeler/ we need to nail down the hot contact pressure, will have
rerun the simulation. What you Sportscar these might only tyre pressures we need to be a significant effect on the
want to be looking at is the pitch be in the order of 2mm. For a running at. A lot of you might be tyre forces and you ignore it
correlation. If you find it’s pretty touring car these deltas might wondering – why tyre pressures? at your peril.
good everywhere, all you need to The test procedure for this
do is just scale the CLA and CDA
parameters and you are pretty
“Some aeromaps I've seen look as is very straightforward. You
start with manufacturer setup,
much done. It gives me great
regret, however, to say this is the
though they came from Hogwarts and you sweep tyre pressures.
The test procedure is illustrated
exception to the rule. Some of as opposed to a wind tunnel” above in Table 3.
able
Now avail phisticate
d
e rf a s t a n d highly so te m s u itable
This sup d le s h ift Sys
ng PS3 P
a d over 170
Gearshifti S u p e rb ikes with
ars and rs
for Racec paramete
adjustable
PS3 System
Offering Fully Closed Loop Gearshifting for
both Racecars and Superbikes
BoP buster
After a season of adjustments in the boardrooms
of the rule-makers, Ferrari has taken steps to
make its GTE car even better for 2013
by ANDREW COTTON
T
he GTE category is
something of an enigma.
It often provides
the best racing in an
endurance racing field, has the
support of Ferrari, Porsche, Aston
Martin, General Motors and BMW,
with others waiting to join in, yet
the ACO has long insisted that
costs are rising out of control, and
need to be curbed.
As the category goes The main update for the 458 is aerodynamic. The Ferrari has a wider front cross section compared to the Porsche,
through a process of adjustment, and has a lower top speed, which had to be increased without compromising fuel consumption
manufacturers are piling on the
pressure to maintain the status Ferrari, meanwhile, having Timing is important – the FIA five litres more fuel, while the
quo. Porsche will this year develop produced a winning car in regulations permit one evolution Ferrari’s capacity was reduced by
the 991 in competition in the 2012 with its 458, victorious per period of two years, rather five litres, which took away its
World Endurance Championship. at Le Mans and in the WEC, has than one per year, so Ferrari has ability to do a six-hour race on
In October 2012, General Motors updated the 458 in 2013, with to get this right in the face of fewer stops than the rest of the
unveiled the C7, which will an emphasis on aerodynamic increasing competition. GTE pack, though the 458 was
eventually replace the C6, while development to reduce the Ferrari's drivers have long felt given a 15kg weight reduction.
in February, BMW unveiled the Z4 effect of having a wider nose that the balance of performance The 458, which features a direct
that replaces the old M3. McLaren than its rivals, and to negate a measures were working against injection engine, has worked on
will not race a GTE version of the reduction in fuel tank size mid- them. Aston Martin, for example, the electronics to improve fuel
MP4-12C this year, but there is way through 2012, placing the did not have to run a Gurney economy and try to get back
little doubt that one is coming. emphasis on fuel economy. flap at Le Mans, and ran with some of the lost performance.
boost raceday attendance’ for NASCAR Silver) from the famed aircraft
manufacturer. The company
issues the award annually to
The CEO of the International ‘Based on our experience and the automotive manufacturers and recognise suppliers who have
Speedway Corporation is hoping view of the evolution of modern provide competitive upgrades in achieved superior performance.
the introduction of the new sports facilities, demand for our an effort to improve competition in
Gen-6 NASCAR racers and events depends, in part, on the NASCAR’s Sprint Cup Series.’ Thai track
better track drying equipment, fans’ experience.’ she said. ‘We NASCAR has also invested in Newin Chidchob, president of
plus improvements to the fan are committed to meeting and track drying equipment which, Thai Premier League soccer club
experience, will help arrest a exceeding our fans’ expectations France Kennedy says, will help Buriram United, is said to be
decline in raceday attendances. through ongoing capital avoid wash-out events and the planning a $67m F1-spec track
NASCAR’s track operating arm improvements at our facilities.’ knock-on effect these have on development in his hometown of
recently posted total revenues of France Kennedy also believes future meetings: ‘Weather is one Buriram, Thailand. According to
$612.4m for 2012, that’s down the new generation car will go of our biggest impediments to reports from Bangkok, Chidchob
$17.3m on 2011 ($629.7m), some way to attracting more fans stronger ticket renewals. After a has contacted famed F1 circuit
while the operating income for to the races: ‘Another area of rain delayed or postponed event designer Hermann Tilke in
2012 was $105m, a drop from focus within NASCAR’s Industry due to weather, the following relation to the project, which
$133.3m in 2011. Net income for Action Plan is building product year’s ticket renewals for that is expected to be completed
2012 was $54.6m, down $14.8m relevance. Beginning with this event are negatively impacted. by the end of next year. The
from 2011’s $60.4m. season, NASCAR introduced the NASCAR’s ultimate goal is to see motorsport development will
These results are all the more next generation Sprint Cup car a superspeedway like Daytona also include a racing school and
interesting as ISC can be seen for 2013, what we are calling International Speedway race- motocross track.
as a bellweather for the state “Gen-6”. This programme is the ready in 30 minutes, rather than
of NASCAR as a whole – as the most comprehensive overhaul in two hours, and a short track like Ace of Club
sport is privately-owned it is not the sport since 2007. Its goal is to Martinsville Speedway completed The British Racing Mechanics
obliged to publish financial results. re-establish brand identity among in 15 minutes.’ Club has awarded JRM for its
With that in mind NASCAR might 2012 sportscar exploits. The
be worried about the decline in club, whose awards recognise
revenues from race attendances Log on to our website to read excellence in mechanical
with $136m taken at the gate in Issue 09 • Spring
2013 • www.ra
cecar-e nginee ring.co
m/stoc kcar
our special supplement, Stockcar engineering and race
2012, against $144m in 2011. Engineering, which features preparation, presented JRM with
However, ISC chief executive Generation 6
NASCAR steps
into the future
the latest information on the a trophy for its effort at Le Mans,
officer Lesa France Kennedy said Generation 6 cars, as well as the where its Honda HPD ARX-03a –
she was sure that improvements technical background to the 2013 driven by Karun Chandhok, Peter
planned by both NASCAR NASCAR season. Please visit Dumbreck and David Brabham
and ISC to improve the fans’ www.racecar-engineering.com/ – came in sixth place overall, the
experience are likely to help stockcar-engineering highest placed British entry.
matters throughout 2013:
SHERS OF
FROM THE PUBLI
22/02/2013
10:04
April 2013 • www.racecar-engineering.com 87
1
SCE Cover 2013.indd
BUSINESS – PEOPLE
LAT
to racing, but cut short a career racing world. He was universally Belgian company Fremach, David Hyder marketing, promotional and
as a driver to concentrate on admired and recognised as where he held the post of PR activities at the tyre
engineering after he nearly lost a the greatest fabricator of his general manager. maker’s Stoke-on-Trent UK
leg in a motorbike accident. time. Until his health started headquarters and at motorsport events
The decision proved a happy failing last summer, Phil never Long-serving BTCC media officer around the country.
one for the world of US race missed a day of work, he was an Carl McKellar has stepped down
from the position to take on other Veteran crew chief David Hyder has
engineering, and ace fabricator example both professionally and
work within motorsport, including been hired by Stewart-Haas Racing to
Remington went on to play a part personally to legions of young
a role with new WRC promoter form a test team to aid the now three
in some of the most memorable people who studied under him car NASCAR Sprint Cup operation with
Red Bull Media House. McKellar’s
American motorsport adventures, and who worked by his side. place in the BTCC press office has development of the new Generation
including Lance Reventlow’s ‘It will be difficult for us been taken by former MotorSport 6 car. Hyder worked previously JTG
Scarab F1 project and Carroll to walk by his old wooden Vision man Simon Melluish. Daugherty Racing, Wood Bros, Kevin
Shelby’s legendary Cobra and workbench on the shop floor Harvick Inc and Michael Waltrip Racing.
GT40 Le Mans assaults. and not hear the sound of his Two V8 Supercars event organisers,
Yet he will always be most hammer or see a smile break Northern Territory major events Former Furniture Row Racing crew chief
closely associated with Dan out on his face having just general manager Paul Cattermole Pete Rondeau, has been promoted to
and Adelaide’s Clipsal 500 event the competition director position for
Gurney’s All American Racers finished his latest masterpiece.’
manager Brian Gleeson, have the Denver Colorado NASCAR Sprint
(AAR) organisation, where he Phil Remington 1921-2013
picked up awards in the annual Cup operation. Rondeau will report to
Australia Day Honours. Mark McArdle, the team’s executive
director of competition. McArdle also
DC Electronics hosts Larry Perkins has retired from
motorsport, shutting down his
serves as director of racing operations
at Richard Childress Racing, the two
Formula Student workshops Australian V8 Supercar team.
The former F1 and Le Mans driver,
operations sharing an engineering
and technical alliance. RCR’s recently
Well-known motorsport of whom generously supplied who scored three of his six hired competition director Dr Eric
wiring wizard DC Electronics has practice materials for the students. Bathurst 1000 victories Warren and McArdle
at the wheel of his own worked together for nine
hosted a pair of Formula Student David Cunliffe, director of DC
car, has now sold his years at the now shuttered
workshops, where students Electronics, said: ‘Formula Student
two ‘Racing Entitlement Evernham Motorsports.
were given the opportunity to provides an excellent opportunity
Contracts’ to Kelly Racing.
get hands on experience while for budding motorsport International Speedway
learning about the industry. professionals to gain valuable David Coe, the founding Corp, that owns and operates
LAT
Nearly 30 students attended experience, while benefitting from chairman of Australian Daytona International
Larry Perkins
the events, where they were an insight into our experience company Sports & Speedway and 12 other
taught how to design and build in the industry. The workshop Entertainment Ltd (SEL) US tracks, generated a net
a bespoke wiring harness, and has helped attendees develop has passed away. Coe, whose company profit of $54.6m for its fiscal year,
even got to take home the important skills which will aid played an important part in the success which ended 30 November, down from
of the V8 Supercars series in Australia $69.4m in the fiscal year of 2011. A
practice looms they built. their future career development.’
after securing the rights to the fourth-quarter net profit of $24.7m
The students – from a number DC Electronics is based in
sport in 1996, died suddenly while was down from $26.5m the same
of top universities in the UK and Maldon, UK and is one of the period the previous year. Its revenues
on holiday in the USA.
Europe, including Birmingham, motorsport industry’s leading totalled $612.3m in 2012, down from
Newcastle, Brunel and Glasgow manufacturers of custom The Audi Sport Team Abt Sportsline $629.7m in 2011, and in the fourth
– were also taught how to plan electrical systems, with over 15 DTM pit crew has been recognised quarter it generated $189.4m in sales,
and layout wiring looms, how to years’ experience in the industry. as the best wheel changers of 2012 down from $191.9m the same period
choose the correct materials, as It also has a production facility by Hankook, the tyre supplier to the previous year.
well as being given instruction in Mooresville, North Carolina.
on splicing, crimping, soldering Products designed and built by
and contra-winding cable looms. the company have been used in n Moving to a great new job in motorsport and want the world to
DC hosted the two separate championships across the globe, know about it? Or has your motorsport company recently taken on
half-day wiring loom workshops including NASCAR, Formula 1, an exciting new prospect? Then send an email with all the relevant
information to Mike Breslin at bresmedia@hotmail.com
in partnership with Deutsch World Rally, Superbike and even
Autosport and IS Motorsport – both F1 Powerboats.
A
s the 2013 season arrives, to what business advantage to the long talked about flotation of The world is now obsessed
the powerful and vital the wider F1 world? New hosts F1 have taken place by 2023, or with the cost of energy and in
importance of Formula 1 bring substantial new fees to will it return to private ownership, saving it – as well as money –
to the global motorsport industry CVC/FOM and income from new with the FIA playing a pivotal role where possible. Motorsport has
takes centre stage. Its reach, broadcasting rights too, but it is in this decision? become expert in the ‘efficient
political influence, financial yet to be proven whether they Each ‘franchise holder’, or F1 use of energy for transportation’
impact on investment and jobs, as add significantly to the already team, must maximise their profits. – securing maximum efficiency
well as its dominance of relevant enormous TV audience of F1. Traditionally they’ve done so from a given amount of energy
sports media, is unsurpassed. However, these regions do bring through effective, efficient team (usually gasoline). This race-
F1 shapes world opinion of increased exposure and so more operation and race performance, proven expertise and capability
motorsport more powerfully value to sponsors, adding income securing the best reward from the is now highly valued by wider
than any other race series. In to F1 teams. FOM prize fund, and attracting the industry, from defence to
Motorsport Valley UK, it is the Since 2003, F1 has lost BMW, most sponsorship at the highest automotive and commercial
top of the ‘spending pyramid’ Ford, Honda and Petronas as rates. However, some 2013 teams transport and is becoming a
and critical to many hundreds of engine suppliers, now relying have changed this operational welcome, new business market
suppliers, particularly in tough solely on just four: Renault, model, a trend set to continue. for F1 teams.
economic times. Ferrari, Mercedes and Cosworth. F1 teams are moving towards Investors will see financial
I wonder where F1 will be in Will the 2014 regulations entice a ‘sporting team franchise’, returns earned by others,
10 years, and have looked back others to join this supply chain, similar to American football improving investor appeal to
on their journey since 2003 for for the next decade? and Premier League soccer, these ‘F1 franchises’, from a more
some perspective. The way in with investors replacing the old secure, investable commercial
which F1 management behave style of personal ownership. No base, moving away from sole
commercially, and the response longer will we have teams of reliance on track performance
of the F1 teams to that, are Messrs Ferrari, Chapman, Dennis, attracting sponsorship.
central to their commercial Williams, Cooper and the like – As long as the F1 spectacle
future – plus the vital ingredient, replaced by Force India, Red Bull, remains entertaining to its
the paying audience, and its Caterham. These new franchise media audience, this F1 team
effect on sponsorship. holders bring a multiplicity of trend can only be positive –
In 2003, there were 10 teams brands and new blood, with good for jobs, ongoing
and 16 races, and in 2013, 11 renewed determination to investments, and capturing new
teams and 19 races – not much succeed on the track, and earn sponsors and investors.
change and perhaps surprisingly, good profits from doing so. I end by asking why not
quite a stable platform of These investors will make join me and visit the real home
businesses. Jaguar, Jordan, BAR, their assets work hard for them. of audience engagement in
Minardi, and Renault have been McLaren are building a substantial motorsport – the USA – between
re-branded Red Bull, Force India, automotive division, and another 17 and 22 May. Each year, we
Mercedes, Toro Rosso, and Testing in Jerez in February which commercialises applied enjoy one of the best NASCAR
Lotus, respectively. Two new technologies, from its F1 races at Charlotte Speedway,
teams, Caterham and Marussia, We can forecast substantial activity. Williams, based on their where 140,000 fans watch a
replace the only one which has changes, over the next decade, investment in KERS, through their ‘Million dollar – winner takes all’
disappeared, Toyota. This recent in the overall management of Advanced Engineering division race. We then go to the Indy
profile demonstrates that new Formula 1, and the constitution supply innovative transport 500, still a stunning experience
investors, brands and sponsors of those who operate, solutions, and have created a in world motorsport. In between
have been attracted to the commercially, within it. visionary research partnership these two great races, we
business of F1, bringing fresh Recently, the shareholding in Qatar. Tony Fernandes has visit race teams in all types of
ideas and ambition – but will this and ownership of FOM has relocated much of his Caterham motorsport – NHRA, NASCAR,
continue over the next decade? moved from being a ‘personal investment to Leafield, retaining Off-Road and Indycar – to
One major change has been investment vehicle’ to one owned their composite business in build new business. There’s
in the countries which host the by the private equity firm, CVC Norfolk, and is planning to exploit so much to learn from our
F1 circus. Gone are San Marino, Capital, free to attract investors all their technology assets across American friends in motorsport
Austria, Canada and France. Ten to share in its success. They other sectors. We will see most entertainment, see www.the-
years ago, the only Gulf states will maximise the ROI for their F1 franchise holders following, mia.com for more details.
or Asian hosts were Japan and stakeholders from this sports as a wider and fast-growing Make this the year you enjoy
Malaysia. 2013 will see eight of entertainment investment, and world engages with these R&D- one of the great tours in the
the 19 races in those areas, but will do so dispassionately. Will based suppliers. business of world motorsport.
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Indianapolis
December 12–14, 2013 • Indiana USA
www.performanceracing.com
RACING
Where the Racing Industry
Gets Down to
Business
BUSINESS – PRODUCTS
SENSORS MEASUREMENTS
Jenvey TPS
Throttle body manufacturer plastic track provides durability
Jenvey has released the TP11 and extended life expectancy,
throttle position sensor, based on while the sensor has excellent
the successful range motorsport temperature co-efficiency making
specific sensors produced by Variohm.
The design features a potentiometer
for more stable readings at all
positions. The sensor is sealed to a
Kistler measures up
with multiple fingered wipers to minimum of IP65 specifications. Kistler Instruments has added three new measuring
ensure good electrical contact, even For more details, check out ranges to its KiTorq torque measuring system. The
under severe vibration. A conductive www.jenvey.co.uk new ranges of 100, 200, and 5000Nm have been
added to the existing ranges of 500, 1000, 2000 or
3000Nm measuring ranges. Rotors of different sizes
FLUID TRANSFER can be combined with same ringless stator, which is
particularly easy to install and allows different items to
New Viper releases be tested without the complete reconstruction of the
test stand. The ringless stator design speeds up the
installation, protects against damage during assembly
operations and facilitates visual observation during the
test process. The KiTorq measuring flange is ideal for
use in test rigs for electric motors, internal combustion
engines, transmissions, pumps and compressors.
See www.kistler.com for a full specification sheet
INSTRUMENTS
SOFTWARE
Simulation modules
unveiled by Cruden
Simulation specialist Cruden maximise valuable simulator
has recently released two time. Additionally, with
new software modules to interfaces to PiToolBox, MoTeC,
compliment their range of Bosch Windarab or Magnetti
simulators; a setup tool and a Marelli Wintax software
telemetry analyser package. available, engineers can analyse
The setup tool allows engineers simulated telemetry channels
to change vehicle settings such as if recorded from the real car
as shock absorbers, dampers, and overlay them with actual
wing settings and throttle data logged on the track.
mapping while the simulator All the new upgrades are
is being driven, avoiding the available as an optional extension
need to stop the test and reset to Cruden’s Racer Pro simulator
it each time. operating software, which is
The just released Telemetry also made available for use
Analyzer allows race engineers, with other simulators. They
racing drivers and driver coaches complement ePhyse, a popular
to evaluate vehicle model extension that allows integration
performance and driving style of external physics packages,
as the simulated run takes and means that Cruden
place, or after the session as simulators are able to seamlessly
a download. Instant feedback integrate with Cruden’s own
from data such as lap and sector Simulink Vehicle Model or with
times, speed, throttle, brakes, Vi-Grade, IPG CarMaker, veDYNA,
steering angles and gears – in CarSim or SIMPACK models.
addition to many other vehicle For further information visit
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BUMP StoP
Pit Crew
The post-Ecclestone problem
T
Editor
Andrew Cotton he sport of soccer is a major topic of conversation despite being castigated for his examples, he’s right.
@RacecarEd
every morning in the Chelsea Magazine Company. What does the sport actually need, and then, who
Deputy editor
Sam Collins As the fortunes of various supported teams ebb is best to deliver that? In my opinion, the sport needs
@RacecarEngineer
and flow, few need to question the loyalties of our own to reach a young audience, which, if left unchecked,
News editor
Mike Breslin managing director, whose coffee mug bears the logo of will rapidly switch off to Formula 1 (and indeed any
Design his favourite team. Let’s just say, it is unlikely that we non-participation activity – witness the rise in audience
Dave Oswald
Chief sub editor will ever leave the Chelsea area of London. figures over the last 10 years for major sporting
Stuart Goodwin
Contributing editors
The team has an impressive history of sacking its events, and music festivals). These are tech-savvy
Paul Van Valkenburgh managers, and few stay in the job for long. Failure to win people who watch events on multiple screens
Technical consultant
Peter Wright is not an option. And in the case of Roberto di Matteo, simultaneously, and hunger for more information.
Contributors winning is also not an option. Jose Mourinho was a tough Few students actually watch Formula 1 events on the
George Bolt jr, Lawrence Butcher,
Ricardo Divila, Gemma Hatton, act to follow, and no one has managed to fill his shoes. television – they watch on the computer.
Simon McBeath, Danny Nowlan,
Mark Ortiz, Peter Wright The current victim is Rafa Benitez, a Spaniard who is The sport needs to remain exclusive, but be
Photography uniformly despised by the fans as he used to manage accessible to all. It is a fine line to tread. There are two
LAT, WRi2, Jakob Ebrey, Igor
Yermilin, Alexey Rogachev Liverpool against the Blues. ways of negotiating this path – one is to try to please
Deputy managing director
Steve Ross Chelsea’s penchant for changing managers has led everyone, the other is to trample all over it in jackboots.
Tel +44 (0) 20 7349 3730
Email steve.ross@
to a lot of head scratching, but at least it has saved A committee-led approach would end up as a
chelseamagazines.com the team from the problems that are looming for collection of individuals who check every single detail
Head of business
development Manchester United, Arsenal, and, incidentally, Formula 1. to ensure nothing offends. This would lead to a bland
Tony Tobias
Tel +44 (0) 20 7349 3743 Manchester United has a record that is unparalleled sport that turns everyone off. A committee running the
Email tony.tobias@
chelseamagazines.com
in British football, and at its sport would have precisely
helm is Sir Alex Ferguson, this, and people with
“Bernie is as much part of the
Advertisement Manager
Lauren Mills
Tel +44 (0) 20 7349 3740 a 71-year-old who has nonsensical titles running
Email lauren.mills@
chelseamagazines.com
Publisher Simon Temlett
managed the team since
1986. Ferguson is currently fabric of F1 as Alex Ferguson ‘the company’.
The other approach
is to Manchester United”
Managing director Paul Dobson
in a position at the club requires an individual, in
Editorial
Racecar Engineering, Chelsea where he can dictate when this celebrity-obsessed
Magazine Company, Jubilee House,
2 Jubilee Place, London, SW3 3TQ he leaves. Leading the culture, with the charisma
Tel +44 (0) 20 7349 3700
Advertising
Premier League, he says that he would never be in the to engage a global audience. They need the support of
Racecar Engineering, Chelsea position of Arsenal, who at time of writing are looking at manufacturers, team owners, promoters and the FIA.
Magazine Company, Jubilee House,
2 Jubilee Place, London, SW3 3TQ an eighth season without a trophy under Arsene Wenger, These credentials are tough to find, but that makes the
Tel +44 (0) 20 7349 3700
Fax +44 (0) 20 7349 3701 who has been at the helm since 1996. job easier. There aren’t many to choose from.
Subscriptions Manager Under Wenger, the team has concentrated on financial The obvious ones are Luca di Montezemolo and
William Delmont
+44 (0) 20 7349 3710 stability, and while it is a solid team, consistently Flavio Briatore. Both would bring a new atmosphere to
will.delmont@chelseamagazines.com
Subscriptions finishing fourth will not suffice. That puts them in a the paddock of Formula 1. For that reason, it would be
Telephone +44 (0) 1858 438443
similar light to Williams, who have not won a World fun to also consider Silvio Berlusconi, although he may
Email racecarengineering@
subscription.co.uk Championship title since 1997. Williams is different – it’s well become busy running Italy once again following
Web www.subscription.co.uk/
racecar
Frank’s team. Arsenal’s owners publicly back the manager, the summer elections. His knowledge of the media, and
Subscription rates that’s an almost certain death knell for the man. global sport, could be good for Formula 1 and its embrace
UK £66 (12 issues)
USA $135 (12 issues)
Which brings me, finally, to Formula 1. Bernie of the new digital age.
ROW £84 (12 issues) Ecclestone has been in charge of the sport for so long The complication with this is that – with an asset so
News distribution that there is no natural successor for the role. He is now valuable as Formula 1 – would ‘the company’ accept
COMAG, Tavistock Road, West
Drayton, Middx UB7 7QE as much part of the fabric of the category as Ferguson the nomination of an individual, or would it prefer rule
Printed by Wyndeham Heron
Printed in England
is at Manchester United. Except that Bernie is not in by committee?
ISSN No 0961-1096 a position to say when he will go. F1 needs to have a
USPS No 007-969
solution for a post-Bernie era. Who will succeed him?
Bernie has spoken of his admiration for the individual editor
who is able to get things done, and in my opinion, Andrew Cotton
www.racecar-engineering.com
98 www.racecar-engineering.com • April
August2013
2008
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