Racecar Engineering 2013 09

Leading-Edge Motorsport Technology Since 1990
September 2013 • Vol 23 No 9 • www.racecar-engineering.com • UK £5.50 • US $13.50
Hyundai Genesis
Confronting the challenge of Pikes Peak
09
9 770961 109098
Tuner’s treat Formula Student Ford Fiesta R5

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CONTENTS SEPTEMBER 2013 VOLUME 23 NUMBER 9
COVER STORY
8 Hyundai reaches its Peak
Rhys Millen needed to beat his old course record and
so built a car for the Unlimited class at Pikes Peak.
Here’s the story behind it
COLUMNS 60 Formula Student – Mercedes

Mercedes AMG HPP is offering jobs in Formula 1. Want one?
5 Ricardo Divila
Money may be the root of all evil, but we are all slaves to its 65 Electronics
lure, says our man Dr Charles Clarke looks at the latest trends in electronic
technology and its link to the aerospace industry
7 Mike Blanchet
GT hybrids have been on the agenda for years now, but we 75 Danny Nowlan
could be reaching a tipping point Regressive damping, and how it can be used properly
81 Technical discussion
Adding a racing style cross brace to a 2.2-litre station
wagon can help to settle the heartbeat
FEATURES
14 Toyota GT86
One of the most prolific racing cars of 2013, Toyota’s GT86
competes around the world. We look at all the iterations
BUSINESS NEWS
24 Ford Fiesta R5 82 Industry news
M-Sport was tasked with producing a car that sits just below Sauber turns to Russia; bad press puts off Audi from
WRC, and expects this to be a big seller Formula 1; NASCAR invests in scrutineering technology
88 Racecar people
Symonds replaces Coughlan at Williams; Indycar
management restructure takes shape; all the latest
TECHNICAL
people moves
33 The Consultant 94 New products
Mark Ortiz tackles the issue of weight transfer New alignment system from BG; more from Viper;
37 Databytes Jenvey introduces a new inlet turbo plenum; the latest
Getting off the start line efficiently is a Good Thing from Penny + Giles
41 Aerobytes 96 ASI Show news
Part 1 of in-depth aero analysis of the Lola T390 Why should you exhibit at a trade show?
44 Formula Student Tony Tobias explains all as we gear up for
A full round-up of the British competition at Silverstone, Autosport International 2014
the trends, and the electric domination 98 Bump stop
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September 2013 • www.racecar-engineering.com 3

STRAIGHT TALK – RICARDO DIVILA
Profit and dross

Motorsport’s endless obsession with cash is as irritating as it’s essential
R
oman poet and philosopher manufacturers invest, and one him well, that’s why he is called Team owners complain about
Lucretius was on to uses the word advisedly, in professional. You will always be in engineers, as Enzo Anselmo
something in De Rerum motorsport. The aura of speed, thrall to the hard choice: ‘Cheap, Ferrari said, maybe apocryphally:
Natura (On The Nature Of glamour and power is expected to fast and reliable – pick two.’ ‘there’s three ways of losing
Things) when ‘nothing can come wash over and polish the image of The eternal call to cut costs in money: with horses, quickly;
from nothing’ was quoth. It is their mundane bread and butter racing gives me a wry smile, as I’ve with women, in pleasure; with
particularly true in racing, where products, even if the cars racing been hearing it since the dawn of designers, for sure.’ And engineers
the prime mover is not the internal are merely badged and bear no time. When it comes to the crunch, complain about team owners: ‘Not
combustion engine, but money, relationship to them. For the I’m there with the rest searching enough tunnel time’, ‘We need
as referred to by the truism ‘How other sponsors it is the transfer of for additional budget for more more testing’, ‘We need a proper
fast do you want to go? How much perceived testosterone into their wind tunnel time, more equipment, driver’, ‘We need more power.’
do you want to spend?’ and ‘The shampoos, razors and drinks. It is more testing and more people. They all need budgets.
only thing that beats cubic inches a mindset equivalent to thinking Drivers also are not immune,
is cubic money.’ For teams, a lack that if you rub yourself against even if they have different
of money is the root of all evil. a suntanned girl, you too will monkeys on their backs, as
The importance of it in life can be become tanned. Not true, but fun. noted by James Joyce in his short
measured by the fact that it is only Much as dung attracts flies, the story After The Race: ‘Rapid
equalled by sex in the number of money circulating in an expensive motion through space elates one;
euphemisms used to allude to it, sport attracts parasites. For proof, so does notoriety; so does the
and does seem to be related to it witness the swarms of investment possession of money.’
also in direct or oblique ways. bankers buzzing around the sport. Even God himself can be
Let’s start with what money They have been called everything quoted. Here’s Walter Hayes,
is used for. Practitioners of from soulless bloodsuckers to former head of public affairs
that most dismal of sciences, Satan’s scabrous handmaidens, and at Ford of Britain, discussing
economy, typically define it by worse. And together with the Mr Jim Clark’s win at Indianapolis:
the three roles it plays: Tenpercenters, they require highly ‘When Jimmy won in 1965, it
• It’s a store of value, meaning paid lawyers, who rack up millions was $150 for each lap you led
that money allows you to defer in legal fees, not to mention first- on. He led for 190 of 200 laps.
consumption until a later date. class airfare, hotels and sumptuous Jimmy never talked about money
• It’s a unit of account, in that gourmet meals – hardly the kind of Our hero clearly didn’t spend much but he was so enchanted by this
it allows you to assign a value to expense that they think they can on clothing, or hair product, in 1976 idea. He said, “It was so funny,
different goods without having to afford, so they have to charge for I was like a cash register. I kept
compare them. So instead of saying it. Money that is not getting back Racing is still the equivalent going around thinking, click, click,
that a Cartier Pasha Seatimer to the content generators. of the myth of Sisyphus, the king $150, $150…”’
watch is worth 10 cows, you I would love to see the day of Ephyra punished by being Germany invented the concept
can just say it (or the cows) cost when participants would be paid compelled to roll an immense of cars, France created a sport
¤6500, and is considerably easier one symbolic euro/dollar/pound boulder up a hill, only to watch it roll out of the concept, Great Britain
to carry around than said bovines. annually to race and work in the back down, and to repeat this action made a noble art of the sport, and
• And it’s a medium of field. Methinks the stampede for forever – but also trying to get the Italy turned the art into a religion,
exchange – an easy and efficient the exit by the leeches that infest $200 each time you swing past while the USA made it a profitable
way for all of us to trade goods the business could cause grave Go. The consolation is that success show. Maybe a stereotype that
and services with one another. danger to innocent bystanders. will bring in the necessary finance has changed with time, but
All of these roles have to do The caveat ’motor racing is to make it affordable to try again. attesting again that small coloured
with buying and selling, so that’s dangerous’ on the back of the Money can not buy you happiness, rectangles of paper are essential
how the world thinks of money ticket then would be very true. but it can buy you horsepower. to keeping the circus alive.
– it seems strange to think of And much as dung, money is But do not be mistaken: Lest it be said that one is biting
money in any other way. So our the fertiliser that pays for the ‘Racing is the best way to convert the hand that feeds us, one can
noble sport, when not paid for by people, equipment and suppliers money into noise’ and ‘the only only say that reality should not
the amateur, is an exchange of that come together to design, way to make a small fortune in be offensive, it just is. If you, dear
services and products. If you’re equip, run and maintain the car racing is to start with a big one’, reader, are a prospective sponsor, I
not paying for the product, you are you are racing. If you want a or, ‘I know there is money in racing will be happy to hear from you.
the product being sold, and that good driver, you will have to pay – I put a lot into it.’ As a final thought, one is
applies to all free to air TV channel indeed fortunate to actually be
spectators. You, dear couch spud,
are being sold to the advertisers.
Much as dung attracts flies, the paid to do something one loves.
Beats working for a living. As
Profit is sweet, even if it money circulating in an expensive Woody Allen said: ‘Money is
comes from deception, Sophocles better than poverty, if only for
professed, and that is the reason sport attracts parasites financial reasons.’

SIDETRACK – MIKE BLANCHET
The hybrid GT future

It’s coming soon to a series near you, but many kinks will need to be ironed out
F
ollowing on from my in their operation; (d) non-hybrid With few exceptions, AWD now essential to operating these
recent column concerning cars should remain competitive; has long been outlawed in vehicles already provide the
the future of GT racing, a (e) the systems must be relevant all forms of major motorsport basis for accommodating AWD
hugely important factor in its to passenger car technology. except rallying and off-road. management software. As for
continued good health is going to Current thinking is that 2016 This general rule was introduced spectator spectacle, tyre and
be the assimilation of hybrid GT would be the earliest date for because of AWD’s inherent aerodynamic development mean
cars into the mix. acceptance of hybrid GT cars into traction advantage over 2WD. that the days of racecars drifting
The introduction of such top-level racing to be evaluated. An additional factor was the and power-sliding in corners are,
ultra-high performance roadgoing My view is that this may well desire to prevent the increase sadly, long gone anyway.
GT cars as LaFerrari, McLaren P1 need to be brought forward. in costs of more complicated The major issue that remains is
and Porsche 918 surely indicates Even with the Balance of transmissions. There was, too, how to equalise the wet weather
that the way forward, even for Performance ‘tools’ available, the concern that the racing would performance and tyre degradation
Supercars, is hybrid. Of these, GT racing is more difficult to be less spectacular as cars driven of AWD versus 2WD cars. Since
the 918 is probably the most manage because it is harder to through all four wheels would be the BoP concept’s inception, the
significant, given the marque’s adapt a hybrid road car into a more likely to corner ‘on rails’. FIA and the ACO have come a
history in GT racing. Porsche’s long way in using much more
customer racing division is a sophisticated methodology to
valuable source of income for arrive at the measures applied
the marque and also serves to to each individual make and
continually publicise its products. model of GT car. But surely
Porsche will want to offer one of the biggest problems to
this petrol/electric hybrid as a overcome is that there are so
replacement finally for the iconic many constantly varying levels
but elderly 911 to their many GT3 of grip when a track is damp or
and GTE race team customers. In wet, compounded by the choice of
Porsche’s own words: ‘The 918 intermediate or rain tyres. Trying
will act as the gene pool for the to simulate this when setting
Porsche sportscars of the future.’ BoP for AWD cars must be hugely
There is every reason to suppose Hybrid GTs have been mooted for a while. Now it may be their time difficult. Even if it is achievable,
that Ferrari, McLaren and others there remains the key question of
will follow suit. racing car, rather than issuing But perhaps the time has what can be done about it?
The FIA have general a set of regulations to which come to re-assess this blanket One possibility is the ACO
thoughts on how to bring hybrids the racing vehicle is specifically ban. With a hybrid GT car in which solution applied to Audi’s LMP1
into GT racing. They, together designed. Some energy recovery a significant portion of its power cars as mentioned previously,
with the ACO, have greatly systems will lend themselves can only be transmitted via the although it is not universally
encouraged energy recovery in better to competition than front wheels, it is no longer popular. An alternative could
racing, mandating KERS in F1 others and there will be more a matter of disconnecting or be to regulate through the
and in the LMP1 class. At the to evaluate. Nonetheless, after removing the FWD components in control software that only a low
same time, they do not want in-season adjustments, BoP order for it to participate, such as percentage of the total available
to disadvantage competitors should be attainable. with the new Bentley GT3. torque can be delivered to the
or prematurely obsolete the However, the problem really A precedent at the highest front wheels once intermediate
existing worldwide pool of GT starts with an offshoot of hybrid level has already been set with or wet tyres are fitted, but for
cars. Bernard Niclot, technical power – the configuration of Audi’s e-tron LMP1 cars, allowed some hybrid cars this could be
director of the FIA, confirmed that the drivetrain. For weight, by the ACO to participate with too big a handicap (although BoP
hybrid GT acceptance had been balance, packaging and efficiency the caveat that the front wheels might be able to manage this).
under discussion for two to three reasons alone, having at least can only be driven once a certain Perhaps AWD cars should have
years. As well as the practical part of the hybrid power delivered road speed has been attained. narrower intermediate and wet
aspect above, the criteria being via the front wheels in addition Contemporary racing cars are so rims and tyres than 2WD, or of a
considered includes (a) there to the conventional drive to the complex that the addition of FWD harder compound.
being sufficient makes and rear wheels is logical, such as components is not the issue that Far greater brains than mine
numbers of homologated hybrid the system seen in the it was 50 years ago. Similarly, will be able to offer solutions
GT cars in production to justify forthcoming Porsche 918. the powerful control systems to equalise the performance
opening up the regulations to between the two modes of
them; (b) these hybrid systems
to be affordable to teams,
Many say that Hybrid GT cars will driven wheels, but this may be
the greatest of the challenges
including the running and be accepted into top-level racing that the seemingly inevitable
replacement expenditure; (c) advent of hybrid GT cars into
there must be no safety issues by 2016. I think it will be sooner motorsport will introduce.

PIKES PEAK – HYUNDAI GENESIS PM580T
Genesis of a
challenger
Rhys Millen’s 2013 Pikes Peak challenge was overshadowed by
the record-breaking run by Sébastien Loeb. But his second-placed
performance, on a tight budget, was remarkable in itself
by DON TAYLOR
“On race day they went 49 seconds quicker

than us. The easiest way to convert it is
about a third of a second per corner”
8 www.racecar-engineering.com • September 2013
A
s the 2013 run for The Gen Coupe was capable of road being fully paved, meaning years in Global RallyCross and
the Pikes Peak overall winning in both applications, and no more dirt sections. With that Formula Drift, as well as at Pikes
record played out it has now captured the PPIHC enticement, well-qualified road Peak. After the 2012 victory,
in June, Sébastien Time Attack Class in four of the racing drivers and cars were bound Hyundai also wanted to retain
Loeb and his Peugeot last five years. The breakthrough to come out of the woodwork the title. They agreed to provide
shattered the overall record set overall win in 2012 came as a for the challenge. Last autumn, financial assistance for Millen
by Rhys Millen in 2012. Millen, result of Millen’s 20 years of rumours had Audi bringing a LMP to defend the crown in a new,
pinning his hopes on a new car he experience driving the mountain, car, Honda with an IndyCar, and Hyundai-powered vehicle of his
built himself, finished second. his understanding of the ever- Red Bull preparing one of their design. ‘I partnered with Hyundai
Coming away from the 2012 changing conditions on the road F1 cars. None of them made it, to build the car of my dreams,’ he
Pikes Peak International Hill Climb (rain, sleet, large temperature but it was later announced that said. The actual go-ahead came in
(PPIHC) as the King of the Hill swings and even ash blown Sébastien Loeb and Peugeot December 2012.
overall record holder, Rhys Millen over the asphalt surface from had formally entered the 2013 Millen was now ready to
immediately had thoughts of nearby forest fires), plus having event, but were keeping vehicle once again apply what he and
returning to defend his crown. a proven car. It all came together details closely guarded. And then the rest of the Millen family
He set out to build the fastest in his record-setting, 0.02 second there was Romain Dumas, who had learned through their years
car he could, within his time and victory over Romain Dumas. wanted another shot, of building and driving their
budget constraints, not knowing For 2013 however, Millen this time with a Norma own successful Pikes Peak
what the level of competition thought he would need a hillclimb chassis. cars. He gathered a skilled
was going to be in 2013. much faster, Unlimited Hyundai Motor workforce of Southern California
A little background: surprising Class car for the 91st America’s marketing fabricators and mechanics
many, Millen won overall last year running of the event. group had supported that he knew could do the job,
in a production-based vehicle, Last year was the first Rhys Millen Racing those who otherwise would be
a Hyundai Genesis Coupe. This time it was run with (RMR) for many occupied with off-road racers,
same vehicle has served double the 12.42 mile public hot rods, sportscars or with
duty as Millen’s Formula Drift aerospace projects. They all
racer as well as a Pikes Peak, came together in the RMR
Time Attack division entry. shops, located in the California
The RS34 features a

potent hybrid system
with a pair of motor
generator units, one
directly linked to the
turbocharger and one
acting in the same role
as the 2013 KERS motor

As with all Pikes Peak entrants, sufficient cooling is a serious concern Rhys Millen’s 2013 car was 2WD with a mid-engine configuration
A 2006 Crawford Race Cars Daytona Prototype chassis was used The stock Hyundai powerplant was turbocharged to deliver 850-900HP
ocean town of Huntington Beach, The engines were built his original PM580 – a 4WD car, and ended up providing some
AKA Surf City, ready for the in-house. Pistons and rods were Pikes Peak special – was not an aero bits that were previously
intense, six-month project. replaced, and displacement was option, based on his December developed to make his DP car
Looking at the performance of increased from 3.8 to 4.1 litres. A start date. And although having faster, but were rejected by the
his 2012 car as reference, Millen low-profile, machined aluminium 4WD once again was tempting, Grand American Series.
figured if he had 150 more HP pan and pumps were fitted he recognised the additional The chassis structure and
and 500lb less weight, he could to create a dry sump system. complications that could suspension would remain
knock 46 seconds off his winning Otherwise, the engine retained its result, and decided to keep it basically as designed. The car
time of 9:46, and make it into stock block, head, valvetrain and simple: 2WD, with a mid-engine was totally disassembled and
the eight minute territory. To accessories. The fact that Millen configuration. Therefore a search checked over. Suspension parts
accomplish that, he’d need a car has obtained such high power began for an existing chassis as were sent out for magnafluxing.
significantly different from his levels with outstanding reliability the starting point for his car. After The rollcage received some
production-based car, one more from a turbo-boosted, basically- considering a Radical chassis modifications: the new body
purpose-built for the task. stock engine is testimony to at one point, Millen was able to would require moving the A-pillar
the robustness of the Hyundai purchase a Crawford Race Cars and replacing the forward roll
CLIMBING POWER powerplant, and today’s 2006 Daytona Prototype (DP). It hoop. It was also the opportunity
Fortunately, the engine choice production engines in general. seemed logical that the now fully to add some additional lower
was pretty simple. Millen felt Another longtime RMR paved Pikes Peak course, all 156 bracing to the rollcage as per
that the basic Hyundai engine supporter, AEM Performance turns of it, would be road racing recommendations from Crawford.
package he raced the previous Electronics, provided the engine car-friendly, as opposed to suiting Since the Daytona Prototype
four years was the way to go. controller unit, all chassis/engine the many compromised vehicles cars are designed with a
Hyundai’s Lambda, lightweight, sensors, as well as an engine that had come before to challenge structural engine bay large
all-aluminium DOHC V6, when water injection system. A 10 per the previously dirt/asphalt combo. enough to accommodate a variety
fitted with a Garrett turbocharger, cent water/gasoline mix was run. Max Crawford of Denver, of production-based V8 engines,
could be expected to reliably But what about the rest of North Carolina, whose company the Hyundai V6 could be slipped
crank out 850-900HP, a the car? Completely designing had built the chassis, took great in with room to spare. And it
significant improvement over and building his own chassis, as interest in the project. He offered was, accommodated with the
the 2012 car’s 700HP. Millen had done in 2011 with full access to information on that machining of new engine plates.
With no time or budget for aero testing, the car would have to rely on
Rhys Millen’s experience, Max Crawford’s input, and intuition
The Crawford DP came with Specifically, it is the standard that the DP car’s original three- BODY WORK
an Xtrac, DP 386, five-speed power steering motor in the piece, BBS aluminium wheels As Hyundai Marketing’s interest
sequential transaxle. Andrew production Hyundai Sonata and offsets would be serviceable, was in promoting their US-sold
Heard of Xtrac in Indianapolis road car, which provided an at 18x12 inches front and Genesis Coupe, besides using
was consulted. He knew the unit, inexpensive, reliable and tidy 18x13 inches rear. its engine, it would be desirable
and overhauled it in a few weeks. alternative to the heavier Tyre requirements have to have the PM580T visually
While the transmission was hydraulic system. Millen was evolved, as the dirt section was resemble the production car.
away, an adapter plate was being familiar with the unit, as he had progressively eliminated. Today, Not a problem. RMR has its own
fabricated to allow the Korean/ worked with the supplier on one soft compound slicks are most composite subsidiary – WO-Ven.
UK hardware marriage to be for his previous Unlimited Class common – assuming it isn’t raining. Having produced the models,
consummated with the addition Pikes Peak car. The gains were In that case, teams need to also moulds and parts for many movie
of a new clutch and input shaft. a weight saving of 10 pounds have both intermediates and rains cars, racecars and after-market
Next there was the task of by eliminating hoses, fluid and ready. Millen called on a supporter street parts, the operation was
fabricating the engine’s turbo hardware, and a reduced power of his in other programmes, fully capable of turning out a new
plumbing. Again, the roomy drain on the engine. Hankook, to supply the tyres. body in short order. With the work
engine bay was an advantage, To save time, the wiring Millen initially tried their ‘soft’ done under his own roof, Millen
allowing space for exhaust harness was brought over from compound, but found it was not could set the shop’s priority.
headers, turbo ducting, and the the PM580 and moved into soft enough. Hankook scrambled, Perhaps more importantly, the
required coolers. its new home, with trimming and by race week came through art-schooled racer could oversee
Sufficient cooling is a serious and tailoring performed as with new tyres of a compound the form taking shape and direct
concern for Pikes Peak cars of necessary. It was also determined which would be just right. every subtlety to his liking. The
all types, even electrics, given result was perhaps the best
the thinner atmosphere from the “I partnered with Hyundai to looking car at Pikes Peak this
start at 9390ft, all the way to the year. The mid-engined car has the
Peak’s 14,110ft altitude finish build the car of my dreams” proportions of the front-engined
line. Cooling concerns challenged
the converted DP car’s original
new HeIGHTS FOR eV enTRanTS
heat removal system’s capacity in
I
several ways. The altitude factor, n this age of spec racing, and spokesman Roger Yasukawa said: electric vehicle’s capabilities.
combined with increasing the HP highly restricted rules, it is ‘If we had full dry conditions, we The high altitude climb, which
from 500 to 900, and switching refreshing to see that the would have been about a minute goes through elevation changes
from a naturally aspirated to Pikes Peak International Hill faster’, which would have put that leave internal combustion
turbo engine, all conspired to Climb organisation is thriving them in the 9:20s. Last year’s engines panting, has no such
overwhelm the original coolers. by not only being OK with, but Electric Class champion, the 2WD performance degradation
The engine bay is now flanked by encouraging, innovation. Sparked Toyota EV P002, didn’t get to effect on EVs. Plus, the short
a massive turbo intercooler on the by that philosophy, the Electric show what it had, and failed to length of the event – 12 miles
left, and a hefty oil cooler on the Class – started in 1981 – has match promising practice runs on in about 9-10 minutes – is no
right. Large openings were added been rapidly growing in interest. the rain-soaked track. problem for an EV’s sometimes
to the body sides to feed air to As the performance of EVs in Earlier, in the dry, sunny limited range. Add to that the
these units. The engine’s water the hillclimb event has increased morning runs, the quickest openness of the rules, and
radiator remains in front. dramatically in the last couple of motorcycle to the summit of the the international exposure,
Meanwhile the suspension years, some are predicting the all the 60-odd bikes present was and it’s no doubt that other
layout and components required day in the near future when an an electric Lightning, putting all manufacturers will also see the
little attention. The Brembo EV can win the event overall. of the petrol-burners on notice. value of this nature-at-its-best
brakes and six pot front, four pot This year, rain showers Pikes Peak is very well showplace for EV performance
rear which came with the car during the running of the EV suited for demonstrating an Don Taylor
proved to be adequate, even with group prevented a full showing
steel rotors. With assistance from of their true capability. Nobuhiro nobuhiro ‘Monster’ Tajima was
the local Brembo rep, new pad ‘Monster’ Tajima, a long-time fifth fastest overall from 143
options were made available. veteran and fan favourite, starters, and tied the overall
Steering hardware did require escaped most of it to prevail in record of 2012.
some changes. First, more his E-RUNNER, and was fifth
steering angle would be needed fastest overall. Even slowed
for the tight switchbacks. Millen’s by the weather, with a time of
experience building Formula Drift 9 minutes 46 seconds, he tied
cars, where steering angles of the overall Pikes Peak record
50 degrees or more are common, set last year by Rhys Millen –
paid off. Teeth were added to demonstrating how much EVs
either end of the rack to add have improved since last year’s
travel, without disturbing basic best of 10m15s.
rack mounting geometry or Mitsubishi’s matching pair of
steering ratio. This modification all-new MiEV Evolution IIs were
increased full wheel steer angle often quickest in the practice
from 18 to 24 degrees. stages, but finished second
Additionally, the hydraulic and third in class with a best
power assist to the steering was of 10m21.866s. Mitsubishi
replaced with an electric unit.

UN
ENGINEERED FOR
EQUILIBRIUM
SUFFIX TO ORDER THIS MATERIAL IS “Z “ (e.g. FRP3087Z )
RACE PROVEN
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Genesis Coupe. Casting the

greenhouse shape directly from
the production car, and using the
production windscreen, helped
establish the visual linkage to the
Gen Coupe. Fully retained was the
production car’s distinctive design
cue, the ‘saddleback’ quarter
window. The lower body would
have 10 inches sliced out of it,
giving the car an overall height of
44 inches, or 10 inches shorter
than the production car.
The body plug was a
combination of fibreglass sections, The production car’s
foam and filler. Traditional body ‘saddleback’ quarter window
modelling methodology was was retained, but the
employed, including the hours lower body was 10 inches
of manual sanding and shaping shorter, at 44 inches
required. Therefore, the final form
is a unique piece of hand-crafted,
rolling sculpture. turns, resembles Pikes Peak. The improvement from 2012 and TECH SPEC
With no time or budget for chassis was instrumented for stood alone, uncontested in
aero testing, the car would suspension travel, steering and second overall with a time of RMR Hyundai Genesis PM580T
have to rely on Millen’s past brake pressures. Chassis engineer 9:02.192. A serious contender,
Engine
experience, Crawford’s input, Buddy Fey was brought in to Jean-Philippe Dayraut, finished
Type: Hyundai Lambda, DOHC V6
and intuition. For downforce he’d assist in chassis setup, drawing third, more than 40 seconds Cubic capacity: 4100cc
depend on the splitter, front dive on his experience with that slower, at 9:42.740. Romain Number of valves: 24
planes, an extended rear diffuser, generation of Crawford DP. He Dumas’s Norma had broken down Position: mid-rear
the rear wing, and keeping the car had been the Crawford factory early in his run, keeping all from Number of cylinders: 6
as smooth as possible in between team’s track engineer. seeing his potential. Maximum power: 850-900HP
those elements. But it would take getting on In the end, Millen felt he had Torque: 800ft lbs
The RMR PM580T Hyundai to Pikes Peak itself to begin the surpassed his goal. He had built Maximum revs: 7200rpm
Top Speed: 140mph
Genesis PPIHC came together serious tuning on the car. The the second fastest car to ever
around mid-May. The body panels surface of the road and altitude climb Pikes Peak, and had shaved Transmission
were fitted. The transmission are unique, and cannot be matched 42 seconds off of his old time, Type: transaxle
was received back from Xtrac. elsewhere. The team was onsite all with deteriorating weather Gearbox: five speed sequential
And with the powertrain end of early enough to be included in the conditions at the top. With perfect Chassis
the car brought together, final first official testing days in early weather, Millen believes sub-nine Frame: steel tube frame, with
fitting and routing of the turbo/ June. Getting heat into the tyres minutes is achievable. aluminium honeycomb panels
exhaust and cooling plumbing was a major concern, with only the Reflecting on his programme Bodywork: carbon composite
could be completed. not-soft-enough compound tyres a few days after the race, Millen
Suspension/brakes/steering
As soon as the engine available at that point. Among the gave thought to the performance
Suspension: double wishbones
could be fired up, the next stop changes made: front camber was differences between his car and and pushrod/rocker arm actuation
was the chassis dyno. Global increased, the sway bars were the Peugeot: ‘The advantage at all corners
Motorsports Group in Santa Ana disconnected ‘to soften the car up’, over our car was the ability to put Springs: coil over dampers
prepared Porsches and Audis for and stiffer springs were installed. every bit of power to the ground. Dampers: pressurised dampers
competition, and they’re across the With various tweaks, the car On race day they went 49 seconds Anti-roll bars: front and rear
street from Porsche Motorsports got faster during the week of quicker than us. The easiest way Steering: electric power steering
US. They had time available on practice and qualifying. However to convert it is about a third of Brakes: hydraulic double circuit
brake system with one piece light
their Mustang AWD 500SE Chassis it was clear that the Peugeot was a second per corner. They are
alloy calipers
Dynamometer. Spending a couple setting the mark, forcing Millen probably making all of that up
Brake discs: ventilated carbon discs
of days on that dyno, the engine’s to focus on bringing the Hyundai on corner exit, with four-wheel
Diameter (front): 355mm
tuning was mapped for the high along as far as possible. drive, with the downforce, with Diameter (rear): 320mm
altitudes of Pikes Peak. the gearing, being able to pick the Wheels: aluminium three piece
Then came track testing. CLEAR SECOND throttle up that much quicker on Tyres: F 280/690/18, R 320/710/18
Hyundai provided access to On race day, Millen’s car could each corner, and carry that corner
Dimensions
their Proving Ground, in the not match the speed of Loeb’s exit speed. But I am real proud of
Length: 4506mm
desert, just 85 miles north of record run of 8 minutes and what we had achieved, and what Width: 2006mm
Los Angeles. Its winding road 13.878 seconds. But Millen my team has built, given our Height: 1118mm
course, at least in some of its achieved a significant time time and budget.’ Front/rear overhang: 1690mm
Wheelbase: 2794mm
Millen tried Hankook’s ‘soft’ compound but found it Wing: 1985mm wide
Fuel tank: 91 litres
wasn’t soft enough. Hankook scrambled and by race Weight: 1107kg
week came through with a new compound

TOYOTA GT86
The next big

recurrent racer
Versatile, affordable and blessed with superb cornering ability,
the GT86 looks set to be a tuner’s dream for years to come
by SAM COLLINS
E
very now and again a production collaboration. Around this time, Toyota’s I find this quite frustrating. It is for this
car comes along that seems product planning and product management reason that we are committed to making
purpose-built for racing, and divisions aggressively promoted the concept cars that will evoke this feeling of “fun to
seems to inspire tuners to of a sportscar with a horizontally opposed drive” again in as many people as possible.
create a veritable cornucopia of engine and a front-engine, rear-drive This is Toyota’s declaration.’
competition derivations. Previous examples layout. However, most of the actual vehicle The first racing versions of the GT86
have included the Austin 7, VW Beetle, Mini, engineering work was conducted by Subaru, took a little while to appear. The wraps
Ford Escort (Mk1 and Mk2) and the Peugeot which markets the car as the BRZ. were taken off the first production car
205. And now a new name has joined that For Toyota, the new car was something at the Tokyo Motor show in late 2011, but
list, the Toyota GT86. Mechanically, nothing of a statement. The firm’s president Akio the first competition cars only appeared
links these cars together beyond the use Toyoda said cars must have an emotional around six months later. But there were
of an internal combustion engine, but all of presence that inspires drivers. ‘Personally, rather a lot of them, so many that we
them have one vital thing in common – they I love the smell of petrol and the sound only have space to detail some of the
are extremely affordable. of an engine, so I hope that this type of more major projects. Many of these can be
The GT86, 86, or Scion FR-S – depending vehicle never disappears,’ he said. ‘I hope considered works programmes, though on
on which market you are in – was developed that motor vehicles will continue to provide the whole they are aimed at promoting the
in collaboration with Subaru. Toyota dreams and inspiration to people for all sales of tuning parts.
invested in Subaru’s parent company, Fuji eras. I believe that if it is not fun, it is not a Like many, TMG Toyota’s customer-
Heavy Industries, in 2005 and lifted its car. Today it is said that young people have focused engineering consultancy based in
shareholding in 2008 to more than 16 little interest in cars as there are much more Cologne, Germany saw the new sportscars
per cent. The 86 is the first result of that interesting things. As an automobile maker, as an opportunity. It decided to develop a

new cost-effective competition car based says. ‘It is not on sale in Europe, but for standard production parts are utilised on
on the 86. Dubbed the GT86 CS-V3, it is the us this car is the best donor. It lacks all of the car as the VLN regulations for its class
tamest of the works 86s, but also the most the things like a navigation system and restrict the use of competition parts in some
cost-effective. It retails at just €38,500 automatic heaters that you find on the areas. The suspension however is not one
excluding taxes, just under €10,000 more European versions, and that makes it easier of them, and here competition car parts
than the base model production car. to build into a competition car. Once the are used. ‘We have chosen to use Ohlins
The CS-V3 was built to compete in VLN donor cars arrive from Japan we strip them dampers which have been specially created
races including the Nürburgring 24 Hours, down, removing the entire interior as well for this car, they are not an off-the-shelf
but quickly found a market overseas with as the bumpers, window glass and all of part,’ says Ehlert. ‘The damper is adjustable
the first car being sold to a customer in that. Only the engine stays in. After the in bump and rebound, but not in fast and
Switzerland and the second to one in the strip we take the car to a subcontractor slow rebound as we felt that would be too
USA. One of the reasons for its low price for the rollcage installation and interior much for entry-level drivers to deal with.’
is that is close in specification to the painting. From then we build the car up The brakes, however, must be based on
production car, although this isn’t the case using a standard kit.’ standard parts. ‘The brakes use a standard
for the one sold in Europe as Nico Ehlert, This kit includes most of the usual caliper, as the regulations insist on OE
TMG’s senior engineer, customer motorsport competition car parts, including the typical brakes,’ says Ehlert. ‘But it is fitted with
explains. ‘There is a version of the 86 built safety equipment, but not all that many racing pads and braided hoses are installed.
in Japan that is a lower specification,’ he pure performance upgrades. Indeed many However, even with the standard parts the
“I have never driven a car that handles like this. It’s so controllable”
TOYOTA GT86
TECH SPEC
TMG GT86 Customer Sport – VLN
Production Class 3 (CS-V3)
Engine
Production-based 2-litre boxer
Four-cylinder, direct injection
Rear-wheel drive
The CS-V3 features standard brakes from the production car. It has its own one-make series running as part of
Exhaust: racing exhaust the main VLN Championship, and many entrants participate in the ADAC 24 hours at the Nürburgring
Top speed: 225km/h
Max torque: 205Nm 0-100km/h braking is great, but it’s not a

~7secs
pure production spec brake
Transmission setup. All the parts are OE, but
Production-based six-speed manual some parts come from one
version of the car and others
Suspension
Motorsport suspension kit come from a different version.
This allows us to get better
Brakes performance and still remain
Ventilated front and rear discs
inside the rules.’
Racing pads
Other standard parts include
Additional brake cooling
the transmission, fuel tank and
Tyres/wheels bodywork. On the production
Tyres: racing slicks – 24/61 17 car a large rear wing is an The Gazoo Racing flavour of the GT86 competes in the Super Taikyu series
Wheels: 17-inch alloys optional extra, making it legal
Dimensions for use on the racecar. However, parts, but on some parts the brand STI, which has developed
(length x width x height) TMG opted not to use it as they Subaru logo is present so it does its own BRZ variants.’
4240x1775x1285mm found that it was merely an not really meet the regulations in The CS-V3 comes with a
aesthetic part and did not produce that way,’ says Ehlert. ‘The nature range of optional upgrade
Wheelbase: 2570mm
any downforce. of the car means that this is packages, which customers can
Safety The mixed identity of the 86/ inevitable – on the brake calipers choose at the time of purchase
FIA-approved rollcage BRZ has the potential to cause a and engine block you will find or retrospectively.
Racing seat
few homologation headaches in Subaru engraved. The rule-makers ‘There is a higher spec option
Six-point safety harness
the future and the brake setup have allowed this as long as the package which features a limited
Electronic fire extinguisher system
on the CS-V3 is a good example parts are homologated for the slip differential, but we use the
Price: €38,500 excluding tax or of this. ‘Strictly speaking, parts GT86, not the BRZ, and where we standard production version
€45,815 including German VAT from the BRZ cannot be used in have to be careful is with parts found on the European GT86,’
place of the Toyota production from Subaru’s high performance adds Ehlert. ‘The regulations do

The TRD Griffon is significantly upgraded from the base car, with several modifications to reduce weight, and a whole host of racing-spec TRD accessories
not allow us to use a motorsport To reduce the temperatures Racing Developments. It is named after a shaggy-haired
part here. A CAN-based data further, TMG relocated the a development of the GT86 Belgian dog. Modifications have
acquisition system is also an catalytic converter rearward designed specifically for track been made throughout the car
optional extra as a plug and in the exhaust system, with a driving and has curiously been to reduce weight, strengthen the
play kit with GPS, lateral and motorsport part used instead
longitudinal acceleration as well of the standard component, TECH SPEC
as a number of open channels.’ which reduced back pressure
When the car was in development, and fuel consumption. TRD Griffon TRD stabiliser set
Pillow ball upper mount
TMG found that the engine The CS-V3 has its own one- Base vehicle
Strengthening front lower arm
could overheat in high ambient make series running as part of Toyota 86 (Model: ZN6)
and bush
temperatures not normally found the main VLN Championship, and Strengthen rear suspension member
Engine
in Europe, and realising that the many of the cars racing in it take Strengthening rear upper arm bush
Type: FA20 – 2-litre naturally
car could have a potential market part in the ADAC 24 hours at the aspirated horizontally opposed engine Enhanced lateral link and bush
in places like the Middle East Nürburgring. Also running in the Maximum output (net): Strengthening trailing link and bush
it made some changes to the 2013 edition of that race was a 147kW (200ps) or more /
Tyres/wheels
exhaust layout and oils system second specification of the GT86 7000rpm
Tyre: ADVAN Racing Slick 250/640R18
to accommodate this. ‘There is developed in Japan by TRD and Maximum torque (net):
Wheel: RAYS TE37SL 18-inch 9.5J +45
an oil cooler upgrade, though the Gazoo Racing to compete in the 205Nm (20.9kgf-m) or more/
engine is totally standard. We Japanese Super Taikyu series. 6400-6700rpm Body
Material: carbon composite
experienced a slight increase in oil ‘That car is built to a much more Powertrain
temperatures during endurance open rulebook,’ says Ehlert. ‘They Strengthening clutch cover Dimensions
runs at high temperatures, so we can do almost anything they want Metal clutch disc Length×width×height:
felt that it could become an issue. apart from the engine. It has TRD mechanical LSD 4650x1920x1480mm
If the car is to run in locations bigger brakes, a stiffened chassis, Strengthening diff carrier mount bush Wheelbase: 2820mm
with high temperatures such a flat floor and bigger aero.’ 4.8 Final Gear Total length: 4334mm
Width: 1800mm
as Dubai, we recommend this Also featuring the Suspension
Overall height: 1235mm
upgrade. The 86 has its catalytic standard power unit is the Height adjustable suspension set
converter right next to the oil pan recently revealed TRD Griffon (KW Ltd) Weight: 1034kg or more
which heats it up.’ Project, created by Toyota

IMPERIAL RANGE
METRIC RANGE
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BUMP STOPS
PERFORMANCE PERFECTED
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Maximum Travel in Combination with Smallest Period. When other springs sag, or need frequent re-
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Exceptional Block Resistance and Durability and wonder why they didn’t choose us in the first place.
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TOYOTA GT86
The mixed identity of the GT86 and BRZ has the potential
to cause a few homologation headaches in the future
chassis and introduce racing- good fuel economy. Tada sought stroke proposed by Subaru. The it to be underpowered. However,
spec TRD accessories. The advice from Takamitsu Okamoto, prototype engine with the next- Ehlert feels that they missed the
overall shape follows the same who led engine development for generation D-4S achieved the point. ‘Everyone wants to race the
lines of the original coupe, the Lexus LFA, and he advised 100hp per litre output goal on its 86,’ he says. ‘The miracle of it is
but the bonnet, roof, doors, a redline around 7600rpm and first bench test, revving smoothly the driveability. I have only driven
boot lid, rear wings, bumpers, a bigger bore than the 84mm beyond 7000rpm. The production it on the road. Everyone in the
wider front wings and rear proposed by Subaru. After engine’s redline is 7500rpm with media complains that the power
diffuser are all made from some ‘animated discussions’ maximum output of 147kW. But output is a bit low, but I have
lightweight composites. Further within Toyota, it was decided when the first press cars were never driven a car that handles
weight savings are made by to combine Toyota’s D-4S direct released to the media, many like this – it’s so controllable. It’s
using polycarbonate instead of injection know-how with Subaru’s magazines were surprised that built for cornering. If you compare
glass in the window. engine, and to reconfigure a sporty Subaru boxer engine was sector times on the track with
The cabin is fitted with the engine from the bore and normally aspirated and they found big powerful cars, you lose a bit
a TRD driver’s bucket seat,
gearshift knob, ignition button
and oil pressure and water GPRM’s GT4-sPec GT86
temperature gauges, all likely to
B
become commercially available ritish GT grids could be
tuning parts. There is also expanded in 2013 with a The new GT4 incarnation of the GT86
a Momo steering wheel and new GT4 car in the shape from UK engineering firm GPRM
Takata seatbelts. Many of the of the Toyota GT86. GPRM, the
car’s components have been Buckingham-based motorsport
strengthened or upgraded: the engineering company, is well
standard Torsen limited-slip advanced with the design and
differential has been replaced by development of what it intends
a TRD mechanical LSD and the to be a cost-efficient, entry-level
suspension has been significantly GT86-based endurance car.
reinforced. Coil-over suspension GPRM embarked on the GT4
kit is used and the final gear ratio project immediately after the
has been shortened to 4.8:1. Britcar24 in September 2012
Further performance-related where the new Toyota sportscar
changes include an oil cooler for made a successful UK race
the engine and a TRD monoblock debut. Design, build and running
brake caliper kit with racing spec of that project was undertaken
brake pads. The Griffon runs by GPRM under the revived
on Yokohama Advan tyres, and Team Toyota GB banner. The
depending on territory, features car used a standard production
Rays or TSW 18-inch wheels. engine and gearbox as Toyota
The Griffon may also form wanted to prove the pace and
the basis of its own racing reliability of its new car.
series in future according to ‘We always had a GT4 spec
some company sources, but how in mind while building the car
that would fit with the CS-V3 for the Britcar24. It has a full
championship is unclear. FIA/MSA approved rollcage,
The fact that all three of ATL competition fuel cell, air
the cars mentioned so far have jacks and more,’ explained
retained the 2-litre boxer engine GPRM’s Gary Blackham. ‘The car
in standard trim is initially has excellent handling – drivers
something of a surprise, but are able to hustle even the top
Toyota and Subaru are both class cars through the corners.
extremely proud of it. While the The only disadvantage was
boxer architecture is clearly a power as we ran a production
Subaru development, Toyota standard engine (197bhp) and four-cylinder engine to give Blackham sees the low
also has a significant amount gearbox because that is what competitive power somewhere purchase price and running
of technology on the engine. Toyota GB specified. The car in the region of 350bhp. costs of the GT86 as a major
During the car’s development, ran flawlessly, but we were at However the most attractive attraction. ‘You could buy a
Tetsuya Tada – Toyota’s chief least 150bhp down on the class aspect of the car could be its GT4 GT86 and race it for a
engineer – stunned Subaru leaders. The turbo on the GT4 car affordable price with GPRM season for the same budget
when he announced targets that will give the chassis the power to confident it can deliver a needed just to buy a more exotic
included a naturally aspirated, be fully competitive.’ race-ready GT4 car for under brand. We think a low-cost,
high-revving sporty engine As a result the GT4 car £100,000 (not including tax reliable car is just right for the
capable of developing 100hp will offer a turbocharged, or donor car). series at this time.’
per litre while also achieving

Ready to race for only €45,851 (including German tax);
V3 class winner in Nürburgring 24 Hours (2012 & 2013) and VLN;
Suitable for any production-based series;
Extremely reliable, low-cost racing;
The only car eligible for the Germany-based TMG GT86 Cup, Europe’s
only GT86-exclusive competition.
www.toyota-motorsport/motorsport motorsport@toyota-motorsport.com
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TOYOTA GT86
TECH SPEC
2013 Monster Sport Super 86
Engine
Model: Monster original V6
twin-turbo
Format: water-cooled V-type
6-cylinder 4-valve DOHC twin-turbo
dry sump
Displacement: (Bore × stroke)
2977cc (90×78mm)
Maximum output * Net:
670ps/7800rpm
Maximum torque * Net: 82.5kgf-
m/5000rpm
Powertrain
Transmission: six-speed sequential
Differential: Front/rear
The ‘Super 86’ from Nobuhiro Tajima’s Monster Sport company features a bespoke 3-litre twin turbo V6 hydraulic control
Centre: mechanical multi-plate
on the straight but you more releasing a new range of parts element wing typical of Pikes Suspension
than make up for it on the for the 86, he decided to contest Peak cars. As it happened, it was Front/rear: double wishbone
corners. It’s really quick.’ the 2013 Pikes Peak hill climb eventually decided that Tajima
Tyres/wheels
The standard engine also with a GT86, but the former would take his 2012 electric car
Tyre: N/A
appears in most, but not all of the record holder wanted to reclaim back to Colorado this year, but a
Wheel: N/A
racing variants. The GT300 BRZ, his crown so the car would 1000bhp version of the Super 86
for example, is fitted with the have to be extreme. The result seems likely to run in 2014. In the Frame
turbocharged Impreza WRC-based was what is dubbed the ‘Super meantime Tajima is using the car Steel space frame
EJ20 boxer engine instead. In 86’ – a tube frame car fitted to contest the All Japan Dirt Trial Body
some racing classes 200bhp is with a bespoke 3-litre twin championship, a series that is Material: carbon/Kevlar composite
simply not enough. In the Far turbo V6 engine which produces somewhere between Rallycross, Aerodynamics:
East, however, tuners have taken 670ps/82.5kg-m. The four stage rallying and Sprinting. Rear: two wings + diffuser
work on the 86 to a whole new wheels are driven via a six-speed Perhaps, though, the real
Dimension
level, which sees very little of sequential transmission. The spiritual home for all small Length×width×height:
the base model left, if any at all. only real nod to the 86 is the Japanese sportscars is the Super 4650x1920x1480mm
This is certainly the case with carbon fibre bodywork which GT’s GT300 class, and the Subaru Wheelbase: 2820mm
the version built by Pikes Peak takes some vague styling cues BRZ has been running in it since
Weight: dry, no driver – 1080kg
legend Nobuhiro ‘Monster’ Tajima. from the production car, and 2012, built to the JAF GT300
With his Monster Sport company is tailed off with the large multi- regulations. But the GT86 has

TOYOTA GT86
The Dome GT300 is built up around

a ‘mother chassis’ (bottom left)
yet to arrive in the championship, designed to be front-engined rear developed by the firm in association
and it is fair to say that it is wheel drive, just like the 86 and with Toray Composites. This
overdue. Bandoh Sport GT300 Super GT organisers GTA have is due to make its race debut
tube frame chassis are thought decided to build the first car up in Thailand in December
to be the basis of a V8-engined with the body of the Toyota. It
GT86 racing in the Thai Supercar seems unlikely that it will feature
MODS AND STOCKERS
Challenge, but Super GT fans will the production car’s 2-litre boxer,
T
have to wait a little longer to see as GT300 cars need around he GT86 is being tuned used. A Helix uprated four
the 86 come home. In 2014 there 450bhp to be competitive, such at all levels, and not only paddle clutch and lightweight
are moves to allow GT300 cars to as the EJ20 engine used in the by big factory operations. flywheel saw clutch clamping
be built up around the so-called BRZ or the Toyota RV8K found In the UK, the first GT86 to force increased from 540 to
‘mother chassis’ developed by in the custom LMP1 cars, 2013 compete was in a Sprint event. 1000kg. The standard clutch
Dome and built by its partners GT500 cars and the Prius GT300. It was prepared by Fensport was always a weak link when
Toray Composites. The first of It is likely that this variant, which Performance, a private tuning racing, according to Fensport,
these cars will be the GT86. is expected to hit the track, will firm based in Cambridgeshire. and aerodynamic changes were
The idea is similar to that be the fastest GT86 racing car While it is a private project, also undertaken.
found in Japanese F4, where in the world, but this is almost the base car was supplied by For 2013 the car had
all of the cars share the same certain not to be the case for Toyota's UK subsidiary, but has a rollcage installed for the
cordless carbon fibre monocoque, long. Tuners everywhere are been increasingly modified. first time and its power was
but the technical development is developing GT86s for competition One of the initial tasks was substantially increased with
largely unrestricted. In the case of and it can’t be long until the to take weight out of the the addition of a turbocharger.
GT300, any team that opts power levels and performance production car by using By mid-2013 the power was in
for the mother chassis route will start to creep up. components such as those excess of 330bhp and climbing.
have to prepare its own bodywork One thing is for sure, the 86 available from Racecar Battery. Visit www.racecar-engineering.
and mechanical components is going to be a regular sight on The usual racing suspension com for more on this and all of
and build them up around the tracks all around the world for and internal parts were also the other GT86s.
single spec tub. The tub has been many years to come.
“If the car is going to run in locations such as Dubai with high
temperatures, we definitely recommend the oil cooler upgrade”
Uprated Road Clutch Kits
Lightweight
Steel & Alloy
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EVO2 will shave pounds off the pace-stealing bulk of a conventional lead acid
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FORD FIESTA R5
R5 vs the
regulations
With new cost and weight caps to contend with,

M-Sport began their Fiesta R5 programme early. But there
were a string of problems to negotiate while developing
the first rally car to be homologated under new FIA rules…
by MARTIN SHARP
M
-Sport were involved but by June last year, M-Sport was must include left/right, front/ The team investigated five
in discussions well into the design phase, having rear and gravel and tarmac, so different layouts, each involving
throughout the secured suppliers for long-lead you need to decide what your fairly big compromises. These
period when the items such as the transmission. strut case would be and then you were whittled down to two
R5 regulations Chris Williams leads M-Sport’s can use it in the places where options and, given the rule
were being written. It began a R5 engineering team. He explains you need to use it. And then the restraints, the engineers are
feasibility study in January 2012 that supplier allocation for many uprights all have to be the same. reasonably happy with the final
and decided to go forward with smaller items came much later, There's a theory or philosophy chosen layout. ‘There will never
the Fiesta R5 programme at the as the tight R5 regulations we’ve been working on for a while be an absolutely perfect one
end of March. The original plan made identifying the preferred now – we know a good suspension because you have to compromise
was to homologate the car in layout more complicated than travel helps us on gravel. With so much,’ says Williams, ‘but once
April 2013, but building a project configuring, say, a World Rally Car. the 2006 Focus WRC we were you’ve got that kind of scheme
team was delayed by two other ‘The problem we have is that probably first to put the damper sorted, you need to decide on
– ultimately still-born – projects, the regulations are very strict on down in front of the driveshaft, your wishbones, because you’re
so the target homologation date how many parts you can have,’ he and we followed that with the only allowed two. Once you have
became July 2013. says. ‘You need to decide on a lot R5. But to do that and have the your scheme sorted, which we
Regulation detail remained of symmetry. For instance, you upright that fits every corner of achieved in reasonable time,
provisional until the end of 2012, are allowed two struts, but that the car is quite difficult to do.’ the problem is then trying to

M-Sport say the Fiesta R5 is the most important car they've ever built
would need to go on a jig for irrespective of manufacturer.

that process, which added too A combined alternator/starter
much cost. However, doing all the unit is allowed and the M-Sport
machining first and assembling team searched for a suitable
and fabricating afterwards carries assembly, concluding that
distortion dangers when the parts suitable candidates would require
are welded together – concentric an excessive redesign, so they
bearing-carrying holes becoming went for separate assemblies.
oval, for example. M-Sport’s Unusually for this level of rally
discovered solution was to use car, the steering is electrically
dummy bearings – specific plugs assisted – a motivation in the
in place during welding to retain search for a suitable alternator. It
the shape – then gently warming is a modified version of that fitted
the part afterwards to remove to the Ford Cougar, the latest
residual stress. Focus and the C-Max.
The team discovered that After assessing offerings
they could have just about as from a number of transmission
much suspension travel as they suppliers, the team settled
wanted at the rear, but not at on Sadev, who have supplied
the front – for an intriguing M-Sport since the Group N Fiesta
reason. On a World Rally Car the ST in 2005. A selection was made
"The problems come when you wheelhouse area is free. It’s also
free on the R5, but crucially the
from two optional layouts, and
after discussions with the FIA
go to suppliers and say what standard headlamp unit must
remain, unmodified, in its original
this was approved. One hundred
transmission sets were ordered
you want and how much you position. This is the limiting factor and 30 per cent of the cost was
to the Fiesta R5 front suspension paid up-front, so unit cost is good.
can pay – and they laugh" geometry – on the final evolution, The Fiesta R5’s transmission
at full bump there is just 0.5mm is equipped with a gear cut and
between the headlamp and the the rules allow different RPM
tyre. Skoda Motorsport, still in the limits in each gear, providing
manufacture the parts for the further design loops to bring early development decision phase 7500rpm is not exceeded. This
right cost. You might be able to components to regulation price. of its projected R5 programme, enables the team to adapt gear
get it all to work, and you might The homologated R5 front has a similar problem. shift and cut strategy depending
have a scheme that’s good, but wishbone is the seventh The M-Sport team adapted its on the gear engaged.
can you make it within budget? evolution. The first iteration design to the problem: ‘We don’t More than six weeks of
‘The problem is, when you’ve worked superbly, but the cheapest have the same geometry as we do development time were lost
got some of the modelling done, supplier quoted three times on a WRC car,’ explains Williams. however when the FIA rejected
and go to a supplier and say “This the regulation cost. The team ‘Because of our limitations we’ve the Fiesta RS WRC-style rollcage
is what I want. I can’t pay more discovered that the process of changed the geometry. We’re for R5. ‘After our original concept
than this”, they laugh at you.’ manufacture relates more to final not unhappy with what we’ve of not changing the cage – with
Such a drawn-out development cost than the cost of the materials done, it’s just different to what which we have a lot of experience
period is never the case with involved, but manufacturing in we would normally be doing, and and spent a huge amount of
a World Rally Car, where each a cheaper way demands more we’ve changed it around so that money designing and testing – we
part is designed with no real expensive material. we’ve got very good suspension ended up doing a whole new cage,’
compromises, certainly not on Trial wishbones were travel, but at the cost of some of says Williams. ‘Luckily, in testing it,
price. With the R5 project, design fabricated at a reasonable price, the other geometry.’ the guys at Ford in Germany were
planning involved getting to the but to make them perfect required The rules allow R5 cars to very helpful. We can do some of
best it is possible to get, then final machining. Each wishbone use parts from other models, the work – we can put it on and

FORD FIESTA R5
torsion test, stiffness test, plus R5 options list – a lightweight

all the gauging for the WRC and fire extinguisher, and the most
Super 2000. We did six different expensive Sparco seat. The
variations.’ The modelling was regulations are published and the
done in Germany and the models simple expedient of an extra 30kg
sent Stateside for overnight overall would seem a sensible
analysis on a supercomputer, a compromise answer to a problem
process taking some four weeks that’s always been around and has
of back and forth until the team already addressed by the detailed
found what they wanted – almost nature of the R5 regulations.
the same weight as the WRC cage Containing costs not only
and the same stiffness. involves buying in bulk – there’s
It seems that when the a need for a different mentality
Fiesta Super 2000 rollcage on the structure and design of
was homologated, it was very certain parts which the FIA has
much like the Focus RS WRC cost-capped at unachievable levels
cage – which was a free design. when taking the conventional
The regulations had changed rally car build route. Williams
and the FIA was lenient in its praises the FIA’s efforts in this
interpretation. ‘But they just said regard. When he started the
"We no longer interpret it that project, M-Sport technical director
way,"’ says Williams. ‘There is no Christian Loriaux told him: ‘You will
free design. It’s cost me a lot of not build that car for that – you're
time, unfortunately. There are never going to do it. I know how
new people there now, and it’s much the Super 2000 cost to do, I
how they want it to be – you can don't think you can do it.’
no longer use what you’ve done in ‘Well now we’ve looked at this
the past and things that have been and we’ve looked at that,’ says
approved as being a precedent.’ Williams. ‘And I think we can.’
TESTING TIMES POWER SUPPlY

Initial testing of a new rally car Previous FIA rulings on engine
usually involves calibration, fixing position allowed 25mm radius
teething troubles, and not doing After the FIA rejected M-Sport's original WRC-style rollcage, a new design freedom of the crankshaft axis. R5
much mileage. ‘By lunchtime was created; the R5 features MacPherson struts with Reiger dampers rules state that the engine cannot
of the first day we’d run out of be sited lower than the standard
things to do on that side and He knows why the FIA has nothing we can do about it. So it position, but can be 25mm up and/
started performance testing,’ says raised the minimum. ‘If you’re either makes us buy whatever’s or forward or 15mm back. This
Williams. ‘So we caught ourselves to build a car to the regulations, the latest out there on the was decided in early technical
slightly unawares – we weren’t there are certain items that are market – and you can’t do that, meetings to simplify situations
ready to start the performance free. A good example will be a it’s ridiculous – or someone will where engines would be taken
testing, actually going out there seat – anybody can fit whatever always be upgrading their cars. from another car to power the
and trying to run at full power seat they want, and so long as it ‘And it doesn’t just go for R5 car. The maximum rearward
and trying to get base setups. We is homologated 8862 you can go seats – it goes for harnesses, inclination of the unit remains at
weren’t really expecting it. and get whatever seat you want. and even batteries. There isn’t 25 degrees from vertical. That
‘After four days we were Now, out there in the marketplace really a cheap battery that suits many modern production 1.6-litre
pretty much at full speed. A from the very cheapest versions to the R5 regulation, but there is engines are just over 1600cc was
couple of parts weren’t lasting as the most expensive versions, the a manufacturer who will sell also taken into account, hence the
long as we had anticipated, and weight difference is considerable. you – at €900 – a lithium-ion 1620cc R5 maximum.
we could see roughly why, but The FIA base car that we sell battery with extra ballast built Nigel Arnfield, M-Sport’s senior
every 150/200km we changed comes with a cheap seat. into it which meet the regulation, engine engineer, was distracted
them and kept going.’ This was ‘So effectively, what they’re and you'll probably pick up 800 by feasibility studies for still-born
the first gravel test in M-Sport’s saying is that someone in a grams. When you roll this out projects before he could start
Greystoke forest facility, and base car should have as much across everything it adds up.’ An fully developing the R5 engine.
things went similarly well at the opportunity to win as the guys expensive top-range seat weighs And then there was a false start.
first tarmac test. who can spend all the money. 9kg, while a seat at half the cost First work was on Ford’s 1600cc
A recent change to the rules But if you can tune the weight weighs nearly 20kg. So, around a Ecoboost engine fitted to the
is a 30kg hike of minimum of things, which the regulations 20kg saving on two seats alone. production Fiesta ST as per the
weight for the car with one spare allow, the person with the most However, such loopholes initial rules, but manufacturers
to 1230kg. Williams doesn’t money will always be able to are few. There’s discussions without 1.6-litre units were
envisage it as a concern. Having have a better car, and there’s with the FIA over the Fiesta interested in the category, so
persuaded AP to forge R5 brake the regs were changed to allow
calipers on the basis of bulk-
buying, the brakes are virtually
"If you can tune the weight of everybody to use a 2-litre as the
base engine. Therefore M-Sport
identical to those on the WRC. things, those with the most money can use the 2-litre Ecoboost from
And the car has already been the Mondeo and S-Max – the same
tested heavy with no problems. will always have a better car" as used in the Fiesta RS WRC.

X10
10 extra inputs and outputs for any LR ECU
F90RX
Advanced ECU for V8 to V12 engines
F88GDI4
Designed for modern GDI engines
Tel: +44 (0) 1268 274 421 E-mail: info@liferacing.com

FORD FIESTA R5
‘That was good news for us Although the rules allow

because it put us back into using modified standard crankshaft
the base engine we’ve been castings, this is an unlikely option.
building for some time,’ says Arnfield opted immediately for a
Arnfield. ‘That made life a little bit machined steel billet crank. Using
easier and we gain some strength more economical steel, it’s a third
from it being a bigger block.’ of the cost of the Fiesta RS WRC
Revised bore and stroke crankshaft, but obviously won’t
(85x71.3mm) drop the unit to have the life of a WRC crank.
1600cc. The bore is quite large Steel connecting rods are
because of the combustion topped with Cosworth pistons and
chamber diameters in the the M-Sport-designed camshafts
cleaned-up standard cylinder initially exhibited some lobe wear
head. The R5 cost cap on valves However, M-Sport has already changes, but the regulation in testing, which Arnfield and his
is tight and virtually precludes managed that distance in testing. prohibiting any part of the unit engine team are confident has
replacements, but the standard The turbocharger must be from being below crank centreline been overcome. As per the rules,
valves have proven adequate from a production road car, under aids the installation task. If that only the pressure relief valve in
– particularly the sodium-filled the price cap with no variable rule didn’t exist, teams would the oil pump is modified.
exhaust valves, and test work geometry or exotic materials. naturally site the unit as low as The team was fortunate
has shown the standard seat Logically this means a unit from a possible to aid the c of g, creating to find that completely standard
material to be OK. Arnfield admits high-performance 2-litre road car. a packaging nightmare and big 2-litre Ecoboost direct injection
he would have been ‘in a bit of Arnfield considers this choice key, heat management issues. hardware – injectors, fuel rail
bother’ if he hadn’t been able to but is frustrated that the chosen Teams are not allowed to use and high-pressure pump – is
make the standard valves work. unit has to go to a vote with all fresh air valves in R5, so they entirely up to the job of serving
The ultimate aim is 2000km the teams. As his is the first to be cannot bypass the engine with this 1600cc turbo motor. ‘It’s
between rebuilds, the same as made ‘public’, later-arriving rivals the anti-lag system. 'So the ALS so pleasing because that has
a WRC engine. Evidently the know his choice so they can go his is really simple,' says Arnfield. 'It taken a huge amount of work
standard head and valve gear will way or opt for a route of their own. does mean complaints of a lack of out of the system for me,’
have a hard time and will need Two different turbo units torque down at the bottom of the says Arnfield. ‘I ran the standard
monitoring as the engine gets were tested initially and the final RPM range where the turbo won’t parts immediately on the first
more into a life of competition. choice required some installation work. But it’s cheap.’ dyno engine – it was all fine,
WEIGHING UP THE OPTIONS
A
s any BMW owner knows, vents were offered: the original These attitudes to options ‘A customer might say: “I can
buy a new base-spec Focus WRC vent which carried are nothing new. Go back in have a seat that’s a bit lighter
road car and you’ll have a over to Fiesta RS WRC, and time to the Super 1600 Junior than the ones you supply, so
problem when it comes to selling an R2 vent. The WRC vent is World Rally Championship: the take them out,” says M-Sport
it. You might have eschewed heavier and cost £2500, while base Suzuki Ignis S1600 was engine specialist Nigel Arnfield.
pricy extras in the showroom, the R2 was £120. ‘Only four sold with a lengthy options list, ‘If you’ve got somebody
but that lack of ‘loading’ hits out of the 42 took the cheaper including the correct camshafts who wants to win, they’ll spend
the residual value of your motor route,’ says Wheatley. at £12,000 a pop per set. A one whatever it takes to make gains.’
when it comes to flogging it. ‘You don’t need a roof vent year-old S1600 Suzuki would
And that’s what M-Sport has to start a stage, so you’ve got to have cost €180,000. Fiesta R5 OptiOns pack
found its rally car customers also look through all those options Today the works Fiesta RS Sparco ADV-SC seats
believe. Over years of selling and ask – what do you need to WRCs are not painted because Hydraulic jack
Fiesta ST, R2, R2000 and Super do the rally? You don’t need a they are wrapped, so all WRCs Endless brake pads
2000 Fiesta rally cars, the team £2500 roof vent. have a very thin layer of Front brake pressure sensor
has learned to not second-guess ‘We say to customers: “You primer and lacquer mix – the Roof vent
what its customers want. For can have the base car, or you lightest possible finish. All WRC Lightweight mirrors
example, the Fiesta ST was a can have the car with any of customers want them painted Mudflaps kit
Group N car. While it was possible those options.” But, from our white, adding 8kg to the base Sliding side windows
to cut the standard inner door experience, we also say; “These weight. Because a painted used Map light and loom
liner around the roll cage bar, are the bits you’re going to want.” rally car is worth more. Monit TC100 trip computer and loom
M-Sport offered a carbon-fibre ‘Every single customer M-Sport’s experience with Safety kit
door liner as an option. wants the same spec, the customer choice indicates that an Helmet hammock
Andrew Wheatley, M-Sport important thing is that it has option list must be available to Intercom and fitting kit
business development manager nothing to do with the purchase rally car customers, yet the option Quick release windows fitting kit
recalls: ‘We looked at it and said; cost – it’s all to do with the possibilities are significantly Wheel brace
“Pah! It’s almost the same weight residual value, because the reduced under the R5 regulations, R5 software kit
as the standard liner; it’s £300. biggest single cost of running and any improvements found Driver’s foot rest
We’ll never sell any.” But we sold a rally car is what it’s worth will be steps and not evolutions. Zero 360 extinguisher kit
virtually all the cars with the when it’s 12 months old.” Here, This means confidence in Internal heater kit and loom
carbon-fibre inner doors.’ Wheatley points at some Group stocking a specification of Blower motor kit and loom
There were 42 Fiesta N rally cars which lost half their parts and confidence in sales Michelin competition tyres
Super 2000s sold. Two roof value in a year. over a longer period. Additional options are available

QUALITY PRECISION ENGINEERING
FABRICATION • 5 AXIS MILLING • CNC TURNING • ISO9001 APPROVED
Si-Teck Engineering Limited

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Houghton Regis, Bedfordshire, LU5 5DZ
T: 0845 095 3418 F: 0845 095 3419

E: sales@si-teck.co.uk www.si-teck.co.uk
FORD FIESTA R5
"our indication is that the R5 is faster than the RRC everywhere"

I’ve not had a moments concern a WRC model can blast up a but on its 30mm restrictor I don't think you’ll be able to
over it.’ And the components sit mountainside maintaining its 2.5 the RRC chokes early. At keep with a Regional car over
neatly within the cost cap. bar and losing no torque, while approximately 4750rpm the R5 40km of a Greek rocky road.
Life Racing electronics the R5’s manifold pressure has can maintain 2.5 bar a further Certain bits will act against you.
are used for the engine ECU to drop as it climbs and produces 500rpm longer – and when it The RRC is optimised totally –
and M-Sport has adapted the progressively reducing torque. chokes it is choking at a 32mm the cooling, the turbo, the
programming to rally usage. If the pop-off valve deploys, restriction instead of 30mm – a suspension. With the R5 we’ve
The result is 280bhp between pressure drops immediately to significant difference of some had to make some compromises.’
5000rpm and 5300rpm with 1.8 bar, and restoring 2.5 bar 80-100gm/h of air. The FIA rules that the price
the 32mm diameter inlet requires shutting and opening ‘Our indication is that the R5 of a base R5 car must remain
restrictor, and Arnfield points the throttle – a severe penalty. is faster than the RRC pretty static until 2015. M-Sport’s
out that the 2.5 bar manifold Hence M-Sport runs a complicated much everywhere,’ says Williams. base Fiesta R5 costs £156,000
pressure limit restricts maximum boost control strategy involving ‘The only thing I would say is (€180,000). A new Fiesta
torque to 390Nm. momentary fuel cuts. that the Regional car is a World Regional Rally Car, with free
However, R5 engine outputs In an attempt to bring Rally Car – World Rally technology, WRC upgrade kit, is £390,000
differ in a subtle way compared the performance of 1600cc cooling, suspension, brakes, (€451,000). At the time of
to those of WRC units, which Regional Rally Cars to that damping. Understandably, the writing, more than 18 orders
also have a 2.5 bar limit – but of normally aspirated 2-litre R5 isn’t that – so can you for Fiesta R5s had been taken,
that’s absolute pressure. The Super 2000 cars, the FIA dropped maintain the performance on with 100 cars planned. M-Sport
R5 uses an FIA-supplied simple the World Rally Car’s 33mm a really rough, gravel rally the boss Malcolm Wilson knows
pop-off valve to regulate diameter inlet restrictor to same as the other car? I think a great deal rests on the Fiesta
that pressure, so manifold 30mm to create the RRC. At it’s a little unfair to think that R5, and that for his company
pressure in the R5 is relative to sea level, an RRC and R5 have it can. I would say on the medium ‘this is the most important
atmospheric pressure. This means the same maximum torque, length stages you’ll be OK, but car M-Sport has ever built.’
R5 Regulations (aBRiDgeD) PRoPoseD teCH sPeC
• Four-seat touring cars or and pumps must be from a Group thickness: 5.5mm; two sets of Ford Fiesta R5
large-scale production cars, A-homologated vehicle; new rail gearbox ratios allowed. Max price
engine
supercharged petrol engine, allowed, must have threaded fuel of complete gearbox + front and
M-Sport developed 1.6 turbo
four-wheel drive. Must be from line connectors. For direct injection rear diffs + front/rear unlocking
Direct injection powerplant
‘family’ of 25,000 produced in only, max low pressure fuel circuit system + cooling: €28,500
FIA regulated 32mm restrictor
12 consecutive months and eight bar: high pressure; 200 bar • Max price of clutch + discs: €1000
Life Racing engine control unit and
homologated in FIA Touring Cars average over a cycle • MacPherson struts only, all four
power management systems
[Group A]. Min weight: 1230kg • ECU, drivers, power box, hubs and their carriers must be
• Magnesium alloy [except for road dashboard and data logger must identical, min weight: 10kg, steel transmission
wheels], ceramics and titanium be homologated. ECU must • If brake calipers come from a Sadev five-speed sequential
alloy prohibited unless fitted to contain a 7500rpm rev limiter large-scale production catalogue gearbox mated to Sadev front and
the production model which cannot be modified by the or a competition parts catalogue rear differential units
• Only one layer of carbon or Kevlar competitor. 29 sensors and 21 it is possible to homologate only
suspension
allowed. But bodywork side actuators allowed. Max price of all one – four pistons maximum. Max
Front and rear MacPherson struts
protections may be of several electronic kit: €14,000 price of four complete calipers:
with Reiger external reservoir
layers of Kevlar or fibreglass. • Turbo must be homologated in €3200. Same as above for front
dampers, three-way adjustable
• Engine capacity class 1390- VR5, have a 32mm restrictor and brake disc + bell, max diameter:
Front and rear antiroll bar options
1620cc with no cylinder capacity limited to 2.5 bar boost pressure. 355mm/thickness: 32mm
calculation coefficient and no The complete turbo must not cost [asphalt], 300mm/28mm [gravel]. Bodyshell
more than four cylinders. RPM more than €1000 • Max price of complete steering M-Sport designed bespoke rollcage
limit: 7500rpm. Min weight: 20kg • Intercooler can be original or rack: €3000, power steering R5 aero package
• Stainless steel or cast iron homologated in VR5. Total volume system: €1000, two steering
exhaust manifold with four between restrictor and butterfly arms right/left [ferrous only]: uprights
uniform tubes. No part of the must not exceed 20 litres. Water/ €800, steering column: €600 Machined aluminium uprights of a
turbo can be below crank axis. air intercoolers not allowed unless • R5 caged ’shell with bare engine universal design – strengthened
Exhaust manifold max price: the production vehicle has one: no block must weigh more than suspension links
€1400. Exhaust system free mods are allowed 385kg. Max price: €18,500 Fuel system
downstream of the turbocharger • Radiator must be in same location • Overall width: 1820mm ATL 80-litre competition standard
• External machining of the block as standard production, water • Rear aero device – fibreglass, must fuel tank, centrally mounted
is allowed to enable the fitment spray not allowed – max price of fit in a ‘box’, max price: €800
of the gearbox and items such radiator: €280, water pump: €350 • One Joker for every item modified. Brakes
as engine mounts and alternator • Fuel cell max price: €1650; tank Three Jokers allowed in the first AP Racing forged four piston front
mounts. Must be homologated with protection, pump, quick 24 months after homologation. and rear calipers
• Engine’s crankshaft axis position refuelling, fixation: €4000 After 24 months up to five Jokers Gravel: 300x28mm ventilated discs
must not drop lower than • Wiring loom free. New alternator can be homologated in one Asphalt: 355x32mm ventilated discs
standard, can be up to 25mm up, allowed – min weight: 4kg; extension only. After that, two Hydraulic handbrake
and/or up to 25mm forwards, combined alternator/starter: 8kg extra Jokers can be homologated
Wheels
and/or 15mm rearwards • Sequential, mechanical control, • Max price of a new R5 car ready
Gravel: 7x15"
• New injection system can be five forward ratios + reverse in for an asphalt rally before tax and
Asphalt - 8x18"
homologated; production injectors aluminium alloy housing min registration: €180,000

Advanced
Vehicle Dynamics
Workshop
Two Locations Confirmed: FUEL CELLS
Australia & Europe FIA-Approved Fuel Cells for Race & Rally
Melbourne, Australia
Part One: December 17-21, 2013
Part Two: January 6-10, 2014
Europe (Munich & Oxford)
Part One: January 20-24, 2014
Part Two: February 10-14, 2014
This workshop will cover topics ranging from tires,
aerodynamics, steady state and transient weight
transfer, suspension design and setup, damping
to data acquisition, and simulation. The advanced
seminar is an intense two weeks of theory and REFUELLING EQUIPMENT
application where you will learn practical tools that Stockists of Red Head & Stäubli Refuelling Equipment
can be taken immediately to testing and on-track.
With a vehicle on a setup pad, you’ll learn
tips and tricks to perfect the ideal setup. As
part of the workshop, participants will put
methodologies into action with guided
exercises that will require a laptop computer.
Modeling
Simulation
Refining FUEL SYSTEM SPARES

the Model Your One-Stop Fuel System Shop
Testing
Data
Analysis
For more details and to register, please contact

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TECHNOLOGY – CONSULTANT
The Corvette C5
braking conundrum
Why is our questioner’s Z06 so quick to slip into ‘ice’ mode?
Mark Ortiz Automotive is a QUESTION THE CONSULTANT SAYS end of a straight. It upsets the car
chassis consultancy service I’ve found conflicting Many people make the mistake least if we apply the brakes with
primarily serving oval track and information re weight transfer of confusing weight transfer a gentle ‘squeeze’ rather than a
road racers. Here Mark answers in pitch with regards to braking. (dynamic wheel load transfer) ‘slam’. However, we don’t want
your chassis setup and handling I have a Corvette C5 Z06 and with sprung mass or suspension to waste any time. We want to
queries. If you have a question when I add too much rear displacement, or make the mistake bring the car up to full retardation
for him, get in touch. rebound, without any other of supposing that weight transfer as quickly as the car will tolerate.
changes, the car seems to go can be inferred from sprung mass The more we reduce jerk (change
E: markortizauto
into ‘ice’ mode, and the braking or suspension displacement. of acceleration), the sooner we
@windstream.net
forces are near nill until the car Actually, weight transfer due to have to get off the throttle and
T: +1 704-933-8876
gets a chance to reach steady x and y axis (longitudinal and start brake application. The more
A: Mark Ortiz, state and braking forces return. lateral) accelerations is not mainly abruptly we can apply the brakes,
155 Wankel Drive, Kannapolis I thought it was due to the the result of sprung structure the longer we can delay braking.
NC 28083-8200, USA rear shocks not allowing the movement with respect to the When the brakes are applied
front tyres to load properly wheels. It occurs even in vehicles swiftly and the car is brought as
due to ‘slow’ weight transfer with no suspension. We cannot quickly as possible to straight-line
outlined in the JRZ quote below, even say that a suspension braking at the limit of adhesion,
but I’ve also read the opposite change that results in more assuming that the car has less
which may be correct: displacement change at a given than 100 per cent anti-dive and
‘Rebound damping can also corner, end, or side of the vehicle anti-lift, the sprung structure
affect weight transfer, cornering, implies more load change there. pitches forward, with the rear
and feel of the motorcycle. The However, we also cannot quite suspension extending and the
lighter the amount of rebound say that the amount or speed of front suspension compressing.
damping front or rear will greatly suspension movement has no With some delay, it assumes a
affect your weight transfer of effect at all on weight transfer. steady state with a forward pitch
the motorcycle. If you lessen the The biggest effects come from displacement, and holds that until
rebound damping in the front differences in resistance to roll the driver starts releasing the
displacement at the two ends brakes. During the delay period,
of the car (for cornering) and the sprung structure accelerates
Many people confuse weight differences in resistance to pitch forward in pitch, possibly briefly
transfer – or dynamic wheel load displacement at the two sides of

the car (for braking and forward
attains a fixed forward pitch
velocity, then accelerates rearward
transfer – with sprung mass acceleration). Such differences

will affect dynamic diagonal
(decelerates forward) in pitch, to a
pitch velocity of zero. At this point,
or suspension displacement percentage. There are also smaller
effects even when front/rear or
the car is in a steady state of
straight-line limit braking.
forks of the motorcycle, it will left/right differences are absent. At any point here, longitudinal
transfer weight quicker to the Because these effects are small, load transfer depends almost
rear of the motorcycle as the I don’t see any way they could entirely on only three things: the
brakes are released or under result in wheel lockup on initial amount of rearward acceleration,
acceleration. The same goes for brake application. If an ABS the height of the cg (centre of
the rear shock – if you lessen the system is reacting to slow rear gravity or centre of mass), and
rebound damping in the rear, it suspension extension by going the length of the wheelbase.
will quicken the weight transfer into an ‘ice’ mode, it is responding Suspension displacements matter
to the front of the motorcycle to something other than actual to the extent that they influence
especially as you apply the front wheel lockup or any actual delay in cg height. Anything that reduces
brakes, and on turn in.‘ wheel load transfer. rear suspension extension or
I understand that drag Let’s consider what happens increases front suspension
racers use soft front rebound upon abrupt application of the compression lowers the cg and
to increase grip which would brakes, assuming the car is reduces load transfer.
be similar to my situation, but running straight and assuming the In steady-state braking,
on the opposite end of the car. suspension is entirely symmetrical. with pitch velocity at zero, this
I’m just not sure of the correct For racing or autocross, this will depend entirely on the
definition/mechanism. situation typically occurs at the anti-dive, anti-lift and springs.

TECHNOLOGY – CONSULTANT
But the dampers also have an rear tyres at optimal percent slip. compresses slightly in braking. are four wheel speed sensors, a
effect when there is some But if such a car is on any sort of Such cars do not exhibit any steering position sensor, a brake
forward pitch velocity. street tyres, we probably will want abnormal braking behaviour, with fluid pressure sensor, a lateral
We can slow the pitch motion maximum front end lift. or without ABS. acceleration sensor, and a yaw rate
by increasing front compression In addition to the effect Well, then, why does this sensor. There are no suspension
(bump) damping, or by increasing from cg height, there are small Corvette do what the questioner displacement sensors, and no
rear extension (rebound) damping. secondary effects from pitch describes? My first inclination pitch accelerometer is shown.
However, while these have similar inertia. When the sprung mass is was to suspect that maybe the However, there is something
effects on pitch velocity, they not moving in pitch, it doesn’t want brake pads have poor initial ‘bite’, called the body control module
have opposite effects on the to start moving in pitch. Once it is or perhaps there’s a pinched line (BCM) that apparently handles the
magnitude of load transfer while moving in pitch, it doesn’t want to somewhere. But the questioner stability control. The schematic
the effects are present. This stop moving in pitch. At the start says the effect goes away when doesn’t show what’s in the BCM,
is because they have opposite of brake application, pitch inertia the rear rebound is softened, but it communicates with the ABS
effects on cg height. Slowing reduces forward load transfer. As and comes back again when controller through a serial bus, and
front compression temporarily steady-state braking is reached, the rebound is stiffened again. the stability control works through
increases cg height, and therefore pitch inertia increases forward load I invite any Corvette experts to brake and throttle intervention.
temporarily increases load transfer. The traction control and
Slowing rear extension temporarily stability control can be turned
reduces cg height, and therefore off, but not the ABS, although
temporarily reduces load transfer. maybe it can be deactivated by
Although these effects are removing its fuse. I think what
real, for a low vehicle with a fairly must be happening is that when
long wheelbase and fairly stiff the rear rebound is stiffened,
suspension the effects are of very something in the BCM is not
small magnitude. For a realistic sensing the expected pitch that
range of settings, we are probably would normally go with the brake
talking about at the most a quarter fluid pressure rise, and concludes
of an inch difference in cg height that the car must be on a low-mu
around peak pitch velocity. surface. This prompts the ABS
In the case of drag racing to exercise ‘prior restraint’ and
sedans setup for maximum front not apply enough brake to cause
end lift, we are looking at much lockup on ice.
greater suspension movement. To The Corvette C5 in question was fitted with Penske shocks The reason for having such an
obtain this, the front springs are ‘ice’ mode rather than letting the
made extremely soft. The front transfer. Any increase in damping, weigh in, but through further system respond to wheel lockup
dampers are valved to extend front or rear, reduces pitch velocity, correspondence with the is that when wheel lockup occurs
very freely and compress very pitch acceleration and pitch jerk. questioner I have found a wiring on ice, a layer of water forms at
reluctantly. There is then perhaps That correspondingly reduces diagram for the car’s ABS system. the contact patch, and once this
an inch or a bit more increase in effects from pitch inertia. But The car is a 2002 model. happens, there is so little friction
cg height at launch, compared to a again, when pitch displacement The shocks are not JRZ’s – the that the wheel may be reluctant
general-purpose setup. is small, any effects due to pitch questioner was just citing that to start turning again even if the
The first few milliseconds of inertia are small, even with fairly company’s literature. The shocks brake force is modulated. If the
the launch are the most important light damping. on the car are actually Penske car has begun to slide laterally
part of the run. The car is So, to answer the basic single-adjustables. These are when the wheel is locked, that
accelerating the full length of the question: does adding low-speed currently set up to have the alone may keep the contact
strip, and any gain in acceleration rebound damping at the rear adjustability on the rebound. They patch melted. Therefore, it can be
right at the start translates to temporarily increase forward load can also have the adjustability desirable to not let the melting
greater speed over the entire run. transfer, or temporarily reduce it? on the compression instead. The at the contact patch occur. This
Therefore, we want the front end It temporarily reduces it. However, adjustment is a bleed with a check requires pre-emptive intervention.
up as quickly as possible. the effect is so small that it would valve. The check valve can be The questioner has been using
We should note that with not cause wheel lockup and reversed. I would think it might the stiff rear rebound setting
advances in drag tyres and trigger the ABS. also be omitted entirely, making to improve transient behaviour
pavement, we don’t necessarily There are cars that have the bleed work in both directions. for autocross. He has asked if
set up drag sedans for maximum so much anti-lift that the rear The car has ABS, traction using stiffer bump damping at
front end lift anymore. With suspension doesn’t extend at all in control and stability control. It the rear instead might work.
really good tyres, even a nose- braking, regardless of damping. In does not have the computer- My diagnosis of the cause is
heavy sedan may be limited by some rear-engine cars with trailing controlled ‘real-time damping’ somewhat tentative at this point,
wheelstand rather than wheelspin. arms, the rear suspension even (RTD) found in later versions. There but if I’m right about that, then
In that case, we don’t want to more compression damping at the
maximise front end rise. The ideal
is to launch the car with all the
There are cars that have so much rear probably would be a good
approach. Note that this would
weight on the drive wheels, and anti-lift that the rear suspension involve different shim stacks in
none at all on the front wheels or the shock, not just flipping or
the wheelie bar casters, with the doesn’t extend at all in braking removing the check valve.

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TECHNOLOGY – DATABYTES
Getting your race

off to a great start
In all forms of racing, launching away from the line well can
make a huge difference – and there’s more to it than driver feel
Databytes gives you
essential insights to help
G
you to improve your data
etting cleanly off the while steering clear of whoever but using data, simple visual aids
analysis skills each line in a standing start is in front, or defending from and control strategies can help
month, as Cosworth’s race can mean the those behind. Simple, really. In give the driver that little bit extra
electronics engineers share difference between a podium most racing disciplines the start to edge ahead.
tips and tweaks learned finish and ending up at the back. relies heavily on the driver to Starting with just what is
from years of experience Those first few metres of a race launch the car perfectly by required for start line analysis,
with data systems can be critical to gain track modulating the clutch and throttle it’s best to look at what controls
position and defending a good to optimise wheel spin and the driver is using. In this case
To allow you to view qualifying result. traction and making sure the the obvious ones are clutch,
the images at a larger There is no magic to getting engine does not bog down. Most throttle and wheel speeds. In
size they can now be a car to start well – all that’s racing drivers will have a good most racecars the throttle and
found at www.racecar- needed is maximising traction feel for how launch a car well, wheel speeds are monitored
engineering.com/
databytes Equation 1: calculating wheel slip and squat
Wheel slip can be calculated in the following way:

([Speed RL_Omega] / [Speed]) * 100 - 100 //proportion of rear left wheel slip compared with system speed
Similarly the squat:
[Disp_Damper RL_Omega] - [Disp_Damper RR_Omega] / 2 //average of rear damper position sensors
Figure 1: typical start line data, showing the procedure described above. Note the use of clutch only to control the traction

TECHNOLOGY – DATABYTES
slight wiggles in the wheel speed

traces, but using a slip channel
shows more clearly what is going
on. See Equation 1 on p37 for
how to calculate wheel slip.
Looking at the graph on the
left, our start line analysis now has
more revealing information and it
is possible to start to quantify the
desired wheel slip and squat in
order to optimise the launch.
Given the information we
have been able to gather about
the start line procedure, it is
now time to put it into practice.
Using the display system on a
racecar, this data can be fed to
the driver using a separate start
page or an overlay.
starter’s OrDers
There is more that can be done
to assist making the most out of
but the clutch may be a bit less the racecar during a start
common. There are two ways procedure. As the start is all
of monitoring the clutch – about getting as much power
first of all the pressure in the to the ground as possible while
hydraulic line and second the still maintaining traction, the
position. Additional sensors temperatures of the tyres are
can provide vital information critical. During a formation lap, we
as well, brake pressures can see drivers accelerating hard and
tell when a line lock has been braking hard as well as weaving
released and damper pots can left to right in order to get as much
give information about squat. heat into the tyres as possible.
Running through a typical Electronics can again be used to
standing start in a racecar, the Figure 2: In this case an overlay is triggered by selecting make sure this is as consistent as
driver will line the car up on the the start line ECU map possible by measuring the tyre
start line and then press the temperatures and relaying this to
brakes and initiate a line lock, if the driver via the on-board display.
such equipment is fitted. Then the Similarly, the clutch temperature
clutch is brought up to the bite can be monitored and optimised for
point, and as the lights turn on, start line conditions. The formation
the throttle is pressed to bring the lap screen could therefore look
engine to the desired RPM level. something like Figure 3.
As the lights go out, the line lock is All of the above has been
released and the clutch modulated aimed at assisting a driver in a
to control the tyre slip. In some car that has no electronics that
cases both the throttle and clutch can directly interfere with the
are used, depending on the car race start process. If the
and the preference of the driver. regulations permit, this opens
up a whole different host of
clever channels Figure 3: the clutch temperature can also be monitored and challenges where the car control
In order to obtain more optimised for start line conditions systems are fed information and
information during the start it automatically adjusts some of
phase, it is possible to use some the parameters otherwise
clever maths channels. controlled by the driver.
Looking at the squat, or how
much the rear of the car is pushed
down before launching, and the
amount of slip seen by each Using data, visual aids and control Produced in association
individual driven wheel can give with Cosworth
further clues as to why a start was strategies can give the driver that Tel: +44 (0)1954 253600
successful or not. In the first Email: ceenquiries@cosworth.com
image (Figure 1) there are some little bit extra to edge ahead Website: www.cosworth.com

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TECHNOLOGY – AEROBYTES
The Lola once-over

In the first instalment of a new project in the wind tunnel,
we have a little something that may interest history buffs…
T
he opportunity to look Table 1: the coefficients on the Lola T390 ‘as delivered’
at the aerodynamics of a to the wind tunnel
sports racer that originally CD -CL -CLfront -CLrear %front -L/D
competed 35 years ago was Baseline data 0.524 0.346 +0.001 0.347 - 0.660
Simon McBeath offers
not one to be passed up. This
aerodynamic advisory
particular 2-litre Cosworth Table 2: the coefficients on the Lola T390 ‘as delivered’
services under his own to the wind tunnel, correctly ballasted
BDG-powered Lola T390 ran
brand of SM mostly in Germany during the CD -CL -CLfront -CLrear %front -L/D
Aerotechniques – www. late-70s, and had recently been Baseline data 0.517 0.390 0.038 0.352 9.8% 0.754
sm-aerotechniques.co.uk. restored by Gerry Wainwright
In these pages he uses Motorsport, who kindly prepared Table 3: coefficients on the Ligier JS49 in an ‘aero
data from MIRA to discuss the car for our session. balanced’ condition
common aerodynamic It was evident from old photos CD -CL -CLfront -CLrear %front -L/D
issues faced by that various efforts had been Ligier data 0.564 1.554 0.592 0.962 38.1% 2.755
racecar engineers made back in the 1970s to add

front downforce to the T390, approximately 42 per cent front, the splitter nose at 40mm above
with a range of splitter lengths, 58 per cent rear we were going the ground rather than 50mm
Produced in association with occasionally accompanied by to be working towards a front in the first run, the car did
MIRA Ltd end fences. The restoration downforce percentage around 37 generate some front downforce,
adopted one of the more modest per cent to 38 per cent for a safe but perhaps, as expected both
configurations from those earlier and comfortable balance in steady before and after the track
days. At the rear of the car the state cornering. What would test, the balance was well off,
owner had specified a rear wing to the wind tunnel tell us about with just 10 per cent of total
Tel: +44 (0) 24-7635 5000 the original dimensions and with a the ‘baseline’ aerodynamics as downforce on the front wheels.
Email: enquiries@mira.co.uk comparable profile. The underside recently track tested? The initial This focused our attention for the
Website: www.mira.co.uk featured no aerodynamic trickery data is shown in Table 1. bulk of the session on obtaining
whatsoever; there was no diffuser This first run produced an improved balance.
and the bottom of the engine and an even bigger surprise than
transmission bay was open, so the usual, with a tiny amount of Historic Vs modern
flat underside of the wide chassis front lift in evidence. However, Before we get into the details
and of the front splitter panel it was soon realised that we of configuration changes to
constituted the ‘underbody’. hadn’t ballasted the car correctly the Lola, let’s take a brief look
The Lola arrived at the wind to simulate the driver’s weight, at data we obtained on a
tunnel only a few days after and having done that (which modern ‘2-litre sports racer’ –
the first track test following settled the car to its correct the Ligier JS49 we studied in
its restoration, a session which static ride height) the results in Aerobytes back in 2009 – for
had highlighted what appeared Table 2 were achieved. comparison. It can be almost
to be ‘aero understeer’. With So running at the correct guaranteed that the cars in
a static weight distribution of static ride heights, which saw the series the Ligier competed
The Lola T390, which ran mostly in Germany in the late-70s The Ligier JS49 we studied in 2009 makes an interesting comparison

TECHNOLOGY – AEROBYTES
Table 4: the effects of increasing rear ride height

CD -CL -CLfront -CLrear %front -L/D
+10mm RRH 0.522 0.442 0.088 0.354 19.9% 0.847
+20mm RRH 0.529 0.497 0.150 0.347 30.2% 0.940
Table 5: the effects of increasing rear ride height, relative

to the baseline configuration, as Δ (delta) values. NB
negative changes on CL, for example, = more downforce
ΔCD Δ-CL Δ-CLfront Δ-CLrear Δ%front Δ-L/D
+10mm RRH +5 +52 +50 +2 +10.1% +0.093
+20mm RRH +12 +107 +112 -5 +20.5% +0.186
Rear ride height was raised with ‘tyre shims’ Table 6: the effects of blanking part of the front
radiator inlet
Taped rad inlet 0.516 -0.516 -0.195 -0.321 37.8% -1.000
Change, counts -13 +19 +45 -26 +7.6% +0.060
Table 7: taping over the aperture next to the driver’s head

Taped aperture 0.505 -0.557 -0.196 -0.361 35.2% -1.103
Change, counts -11 +41 +1 +40 -2.6% +0.103
Ride heights some of the front inlet had

As usual then, the armoury of been taped over to prevent
The race tape brought useful gains as always modifications to shift balance in over-cooling, and so the idea
one direction or the other was of taping over part of the inlet
pressed into action on the Lola, was tried next in the wind tunnel
and the first thing tried was rear to see what the response would
ride height increase. This was be in the data. Table 6 shows
carried out for expediency using the effects.
‘shims’ placed under the rear This was one of those
tyres. In order to get a good idea ‘composite’ results where the
of the extent of the effect, two configuration change produced
fairly substantial 10mm increases downforce gains at the front and
were made, even though a 20mm losses at the rear, but overall the
increase in rear ride height would balance was already pretty much
probably not be desirable from the on target and, with drag reducing
Air flowed into the rear compartment through the aperture next to the driver mechanical dynamics viewpoint. as well, efficiency had climbed to
The results are in Table 4 in raw its best so far.
form, and in Table 5 as ‘delta However, there was more
values’, that is, the changes arising, refinement work to do yet and
with changes to the coefficients while the roll of tape was to hand
in ‘counts’, where 1 count is a the aperture next to the driver’s
coefficient change of 0.001. head in the front of the engine
So the changes brought cover was taped over to see what
about by increasing the rear ride the response would be. It was
height were more or less linear, felt that unless there was good
essentially producing very useful reason for air to flow into the
increments of additional front engine compartment from here
downforce with minimal change (and the smoke plume had shown
Applying more tape brought still more benefits at the rear, and accompanied by a ready willingness for it to do so)
quite small drag increases. then it might help to block it off.
in, then known as VdeV but now a 9 per cent increase in drag. One observation on this car The results are in Table 7.
as the ‘Speed EuroSeries’, will A significant amount of that will was that air exiting from the As surmised, drag and
have advanced still further in the of course have come from the front-mounted radiator was rear downforce were indeed
intervening four years. However, modern car’s underbody, and the neither ducted away nor helped with this simple
see Table 3 for some data to Ligier had a very effective rear directed along a path by which modification, though clearly
compare to the Lola’s. diffuser, plus also front diffusers it could very easily escape, %front suffered a little.
So, taking these aft of the splitter. But the and the concern was that Next month: we’ll see how more
configurations as representative, comparison would be fairer if this would be contributing an front downforce was obtained.
30 years of aerodynamic we used data from the Lola once increment of front lift. Cooling
development had all but we had balanced it, so we will had apparently not been an Racecar’s thanks to Gerry
quadrupled downforce for just return to that later. issue in track testing, indeed Wainwright Motorsport

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FORMULA STUDENT
Electric shock
The 2013 Formula Student competition made worldwide motorsport history –
an electric car beat a combustion car. And the surprises didn’t stop there…
T
here is no doubt that by GEMMA HATTON with both conventional and the extra funds, manpower
hybrid and electric alternative powertrains running and time required. The ‘electric
vehicles are taking And it’s exactly the same for in the same class. percentage’ will undoubtedly
centre-stage in Formula Student. At the Silverstone competition increase over the coming years
the modern automotive and The first electric Formula this year, electric cars made as more teams compete, the
motorsport industries. In 1997, it Student car to take part in a up 20 per cent of the Formula series becomes more global
all started when the Toyota Prius competition is thought to be Student field, which at first and students see the increased
became the first mass-produced what was called a ‘hybrid in seems a relatively small potential of electric powertrains.
hybrid vehicle; next was the first progress’ (ie electric only), proportion. However, overall first Another record-breaking
mass produced all-electric vehicle designed by the University of and second place were both fact for this year’s competition:
which came in the form of the Florida for the 2007 Formula won by electric teams. The not only was it the hottest
Nissan LEAF in 2010. 2012 saw Hybrid competition. In the UK the main issue is the extravagant event held in the UK, but also
the first hybrid win at Le Mans by bar was raised higher the same investment required for an all- the driest. Sun shades, shorts
the Audi R18 e-tron Quattro and year with the introduction of a electric concept, something and regular barbecues made
in March this year alone, more special alternative fuels category, which most universities cannot the paddock almost glamorous
than 6.3 million hybrid vehicles dubbed class 1A. In 2012 it was afford. Many teams, when asked, compared to previous years of
were sold worldwide. This trend decided to merge the classes would go electric if they had trekking around in Wellington
will undoubtedly continue, as boots, battling with the wind and
2014 becomes more electric than
ever with the world’s first electric
Many teams said they would go rain. Of course, with unexpected
highs of 28degC (82degF), teams
race at the launch of Formula E, electric if they had the funds, and their cars now faced an
and the increased usage of hybrid unknown challenge of dealing
powertrains in Formula 1. manpower and time required with the heat – most teams had
ETH Zurich dominated the event with their all-electric car,

the first win for an alternative fuelled vehicle in FSAE

completed minimal testing, and all being electric. TU Delft coming AMG’s controversiAl enGine
those that did tested for a day first this time with a fastest
I
at most in mixed conditions. It time of 51.365, the Stuttgart t is fairly unusual for should not be eligible for the
was going to be an interesting car was close behind at 51.795, the legality of cars to be competition with that turbo
weekend, not least for those and only a tenth of a second protested at Formula Student installation, so the team
teams using electric drive. Some denied Zurich second place. They or indeed at any FSAE event, but must design the installation
were even seen taping bags of finished third. that’s exactly what happened of the turbocharger.
ice to the electric motors ahead The toughest event is left this year. During technical • The fact that the engine was
of dynamic events in an attempt until last and is the Formula inspection the event officials originally designed with this
to keep them cool. Student equivalent of a grand suspected that the students turbocharger should not be
The performance prix. With 22km to complete, of UAS Graz and Karlsruhe had considered as an issue if the
characteristics of the EVs were including a mandatory stop, not done all of the work on original design was produced
clear from the first dynamic driver change and hot restart the the engine themselves. Both by the students.
events. Unsurprisingly, with car’s reliability is pushed to its teams use an AMG 595cc twin • The main question to answer
torque instantly available, the limits, and with 300 points up for developed specifically for FSAE was therefore: did the team
electric cars dominated the grabs, completing the endurance events. This led to the technical design the installation of the
acceleration event, claiming discipline is what every team scrutineers requesting an turbocharger?
the top three positions, with works towards. Every year cars official ruling as to the legality • After discussion between
the University of Stuttgart fail, don’t restart or even catch of the engines fitted to both the protest committee and
coming first, Delft University fire which completely changes cars, specifically in relation to the team members and
of Technology taking second the standings. This year, however, section IC1.7 of the 2013 rules with feedback from other
and TU Dresden third, after the with the added factor of the which states the following: sources, it was concluded
disqualification of the car from extreme heat, only 21 teams ‘Turbochargers or superchargers that the turbocharger
Karlsruhe (see p52). finished. That means 68 per cent are allowed if the competition installation had been
The most visually obvious of the cars failed – the highest team designs the application. designed by the team with
trend for this year’s cars was dropout rate recorded. Engines that have been appropriate levels of advice
the integration of advanced In the past, the notorious designed for and originally come and support from AMG etc.
aerodynamic packages, and there Silverstone weather has caused equipped with a turbocharger So the engines were deemed
are not allowed to compete with legal under the current
the turbo installed.’ regulations, but the information
The Warsaw team ran a striking The concern was that from from the protest has been
the start of the design process, forwarded to the FSAE rules
design featuring two rear wings, the engine was designed with committee to consider future
a front wing and an underfloor the turbocharger installed and

this is the package fitted to both
rules changes which could
affect the legality of such
cars. It was not clear how much engines and whether such
were some highly interesting havoc with sudden heavy rain, contribution was made by the engines conform to the spirit
approaches, particularly for so for this year’s event, the top students and how much by AMG. of the regulations. Many in
the acceleration event where 10 cars from the sprint event The protest committee the paddock have suggested
reducing drag is essential. Most of took to the track at the same met and produced the that they feel future rules
the aero-dominant teams either time in a ‘shoot-out’ to make it following conclusions: should only allow for
adjusted parts of the rear wings, fairer, and – unsurprisingly – there • The intent of the commercially available mass-
by altering the position of the was plenty of drama. The first regulations is that if an production blocks such as the
slats to reduce frontal area, and teams on track were Zwickau, engine is purchased with a Honda CBR or entirely student
therefore drag, or dropped the Karlstad and the University of turbocharger fitted then it developed engines.
entire rear wing assembly down Bath who were the fastest car,
to increase top speed. This may lapping at 65.1 seconds. After
seem an obvious tactic, but to overtaking Zwickau, Bath then
actually implement adjustable found themselves stuck behind
aero into a Formula Student car TU Graz, who were a few laps
can be extremely challenging in and ignored three blue flags.
and demonstrates a high level of Last year’s winning Chalmers
forward thinking from the teams. started their endurance, but
It is fair to say that this year’s only survived three laps before
aero designs were the most a rear left wishbone failure – a
extravagant, with the Karlsruhe real shock for such a popular
Institution of Technology team front-runner. Next to join was
running a full DRS system, which the Munich team, with their
gained their combustion car sixth monster rear wing, but their car
place in acceleration. However, only lasted two laps due to a
the most striking aero design by driveshaft problem. Zurich began
far was the Warsaw team from their race, while the Bath car
Poland which ran two rear wings, was next to fail at the driver
a front wing and an underfloor. changeover when the engine
The same form was repeated failed to restart. Karlstad
in the sprint with the top three followed suit by also retiring

FORMULA STUDENT
COMPOSITE CONTRAVENTIONS
I
am frustrated by a few often more than two decades
things from this year’s FSAE old – indeed I used to race a
competitions, but one gripe 1960s Formula Vee chassis
has been with me for some against 21st-century designs,
years now and I’m fed up of and it could corner with the
it! It concerns carbon fibre best of them. The life of a
chassis. For me these are all of composite chassis is not fully
very bad design indeed, not as understood, but the consensus
engineering objects themselves in the sport seems to be that
– indeed some of them are very they are only good for three
nice – but as objects designed or four years before needing
to fulfil a specific purpose. In either replacement or major
the rules there is a very clear repair work. Something else that
statement, indeed it’s rule makes them really unrealistic
A1.2, almost the first rule in for the non-professional,
the book: ‘For the purpose of weekend, competition market.
the Formula SAE competition, Students argue that carbon
teams are to assume that they fibre chassis must be the best
work for a design firm that is route because ‘that’s what they
TU Delft’s electric car was a much fancied runner, but failed to deliver designing, fabricating, testing do in F1’. They contest that the
and demonstrating a prototype composite tubs are lighter and
from the race, as the all-famous as Hertfordshire completed vehicle for the non-professional, stiffer. This is certainly true,
Delft team came off the start 15 laps before an electronics weekend, competition market … but they have lost sight of the
line, but without their new aero failure struck, while Oxford additional design factors to be point of the competition. F1
package. The electric Karlsruhe Brookes also dropped out considered include: aesthetics, teams do not build cars for the
car joined the track but due to with a broken exhaust, which cost, ergonomics, maintainability, non-professional, weekend,
previously breaking the rules, burnt the car’s chassis badly. manufacturability, and reliability.’ competition market despite
(see sidebar, p52), their car That left the competition I have been increasingly the performances of some pay
was running at a very slow wide open for the overall best of the opinion that this rule is drivers at the back of the grid.
1 min 16 secs per lap. Zwickau Brit position. being largely ignored. I have What frustrates me is that
were the first of the top 10 Stuttgart’s combustion car been that amateur weekend the design judges in all
to finally complete the event. was one of the few to finish, and racer mentioned in the rules, competitions seem to have
and I know many others. To a forgotten this too, or simply
Out of the top 10 best man they all say that they would
not buy a car with a composite
don’t realise that composite cars
don’t comply with rule A1.2, and
Formula Student teams in the chassis. ‘Too expensive,’ they we regularly see carbon chassis
say, ‘if you crash it – which if cars in the design finals. Yes the
world, only two finished you drive like we do you will, a carbon cars with big budgets
lot – you can’t tell how bad the are very nice things with good
Meanwhile another previous came a close third behind Zurich, damage is without specialist aesthetics and ergonomics, but
winner, Delft, aborted their race which won ahead of Zwickau. equipment. And if you have a to my mind I cannot see how
after a disappointing four laps. After an eventful five days really good hit, you’ll probably they can get good points in the
The electric Stuttgart car joined in Silverstone, the overall write the chassis off as they are design competition as they fall
the drama, but theirs was a short- winner was a fight between near impossible to repair.’ down on the cost, maintainability,
lived race due to steering issues the two electric machines of Further to this, amateur manufacturability, and reliability
on the first lap. Another one bit Zurich and Zwickau. But with racers look for longevity from criteria. But then I suppose I’m
the dust as TU Graz pulled to the Zwickau just behind on five their chassis. Formula Ford not a design judge.
side of the track with smoke and out of the eight judged events, 1600 chassis racing today are Sam Collins
steam billowing out of their car, Zurich won by 70 points, with
causing a major hold-up for the the successful endurance result
rest of the teams. The second helping Stuttgart Combustion to
car to cross the line was Zurich, take third.
which only left Karlsruhe running, The top British team only
but that car had damage to one finished 15th, but that was a
of its motor-gear units. So, out of fantastic achievement for the
the top 10 of the best Formula University of Huddersfield –
Student teams in the world, only which proves the effectiveness
two finished, which although of having a reliable car that
disappointing, made for a very scores consistently. The other
interesting results table. surprises were last year’s The UAS Dortmund
Outside of the top 10 winners, Chalmers, finishing 17th chassis, one of many
shoot-out, the endurance event and the event favourites, Munich composite-built
continued to be just as dramatic. and Karlsruhe electric coming models on show
The battle of the Brits continued 27th and 30th respectively.

RT Quaife Engineering Ltd
Vestry Road, Otford, Sevenoaks
Kent, TN14 5EL
United Kingdom
FORMULA STUDENT
OVERALL WINNER: ETH ZuRIcH
This year’s ETH Zurich car featured

four internal AMZ M3 Ac hub
motors produced from scratch by
the team. They produced the same
power as their predecessor, but
came in at 40 per cent lighter
O
nce the Karlsruhe electric monocoques since 2008, and
car had been disqualified Rohner believes that is the right
from two dynamic choice, ‘F1 use carbon fibre
events, it is fair to say that the monocoques and it is possible to
competition was essentially repair because if you know from
dominated by the team from the beginning then you make
Switzerland. Its neat electric decisions when designing other
car impressed many including parts to accommodate repair.
the design judges, winning that Also, as it is naturally stiffer
event. The major development than a normal steel spaceframe,
for the electric teams this year monocoques are the way to
was the integration of four go for increased performance.’
wheel drive, which Sven Rohner, Due to implementing the hub
ETH Zurich’s team leader motors, the surface area of
explains. ‘This year we focused the chassis could be reduced,
on our drivetrain concept. We allowing the chassis weight to
changed it from last year’s rear be reduced by 13.3kg.
wheel drive to a four wheel AMZ M3 AC hub motors which electrical and the mechanical Another weight saving
drive system, which is a major were entirely made by the team. aspects, which allowed us to measure is the use of
challenge because not only Weighing in at 5kg, the new alter the moment curves and composites in the wheel rims.
do we have more motors, but designs produce the same power generate efficient designs.’ While far from unique in FSAE,
more electrical components and as the previous model (32kW) Composite chassis remain the Swiss designs are very
therefore more noise within but are 40 per cent lighter. controversial in FSAE, and neat indeed. ‘They are single
the communication lines.’ Last ‘The motors are something we many consider them to be piece and weigh around 850g
year, Zurich ran two outer run are really proud of because outside of the spirit of the – one of the lightest in Formula
AC hub motors, whereas this we started with a white piece competition, but the Swiss team Student. If compared to common
year’s car features four internal of paper and developed the has been running carbon fibre aluminium shells, our rims are
"The composite wheel rims are single piece, weighing around 850g"
Racecar Eng 190x135_Layout 1 08/10/2012 09:10 Page 1
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FORMULA STUDENT
OVERALL WINNER: ETH ZuRIcH (continued)
TEcH SPEc
Length: 2930mm
Width: 1410mm
Height: 1550mm
Wheelbase: 1240mm
Track: 1200/1160mm
Weight – no driver: -170kg
Weight – distribution including

driver: 107kg/131kg
Suspension: Double unequal

length A-arm. Pushrod actuated
horizontally oriented air springs
and oil dampers
Tyres: 18.0x6.0-10 Hoosier

LC0/R25B
Wheels: 6.5-inch single-piece CFRP
Brakes: Floated, hub mounted,

190mm dia., water-jet cut
chassis construction: Single-piece

CFRP monocoque
Engine: 4xAMZ M3 electric motor
Fuel system: Lithium polymer

less than half the weight, yet accumulators
double the stiffness and have Max power: 4x35kW @ 16.000rpm
increased yield strength.’ Of
Max torque: 4x28Nm @ 0rpm
course, with the integrated gear
and hub motor on a 10-inch Transmission: 1.5 stage planetary
wheel, space is somewhat gearbox
restricted. ‘It is really on the
Differential: None
edge and tight in there, which
is another advantage of our Final Drive: 1:11.8
self-developed rims,’ says
Rohner, ‘because we can design
it to be stiffer, to allow us to go It is likely that some teams
a little tighter – something we in the future will copy, or at
wouldn’t have been able to do least be heavily influenced by,
with aluminium shells.’ the Zurich design, but Rohner
Like most of the top cars believes it is inevitable anyway
in the 2013 competition, as he feels that the design
the ETH Zurich car features concepts of top teams are
large wings, and the trend converging. ‘In the last three
towards downforce-generating aerodynamics into every single While the high temperature to four years, we have seen
devices has come as no surprise part right from the beginning.’ endurance caused many top major concept changes for
to the Swiss students – it was A front and rear wing, shaped teams issues, the Zurich car electric cars. For instance,
the first team to fit wings to an undertray and rear diffuser ran strongly and quickly. ‘One our team started with DC
electric FSAE car. ‘Last year, aero made up the aero package. of the reasons why we finished motors, no aero and 13-inch
was more of a “nice to have” Particular attention was endurance was because we rims. Now with 10-inch rims,
feature,’ Rohner adds. ‘Although paid to the font wing as this really pushed the manufacturing four wheel drive and an
we completed simulations, wind controls the entire aerodynamic of our car to be complete by integrated aerodynamic package.
tunnel and track testing, it characteristics of the car. May,’ Rohner says. ‘We had a This is the winning concept,
wasn’t a fully integrated package According to the team, the lot of time to evaluate and deal which is proved by other
– so we could run without it if overall aero package increased with all the issues, but you also top teams such as Delft and
there were any problems. After the downforce by 30 per cent need luck, and we were lucky to Karlsruhe.’ If that is the case
learning the performance gains while maintaining the same be able to fix all the problems then expect to see a range of
from last year, we integrated level of drag. we had to finish the race.’ similar cars in 2014.’
"This is the winning concept, which is proved by other top teams"

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FORMULA STUDENT
KArlsrUHe
CAUGHT
A number of teams were
disqualified from the
acceleration event at
Silverstone, all of whom
were running electric cars.
Karlsruhe, University of
Southern Denmark and Group
T International University
College were all found to have
breached part EV2.2 of the
2013 Formula SAE technical
regulations which states
that: ‘The maximum power
drawn from the battery must
not exceed 85kW. This will
be checked by evaluating
the Energy Meter data. A
H
ad it not been for its violation is defined as using
double disqualification more than 85kW for more
from dynamic events, the than 100ms continuously
electric car from the Karlsruhe or using more than 85kW,
Institute of Technology would after a moving average over
have challenged for the overall 500ms is applied.’ The penalty
win. It certainly was a neat for this is disqualification
piece of design, complete with and all three were removed
a fully functional DRS wing. from the results. The biggest
Its aerodynamic package was loser was Karlsruhe, which
an area that even the team had won the event before
were not entirely convinced its disqualification. It then
about, as team captain Benedict repeated the violation in the
Jux explains. ‘This car is our sprint event and lost another
second with an aerodynamic strong finish, taking it out of
package, and it’s hard to define A lot of development was put into the four wheel drive powertrain overall contention.
how effective it is,’ he says. PENALTY:
‘It has some positive aspects, motors – instead it is fitted with moved to smaller 10-inch wheel DISQUALIFICATION
especially for an electric car. It’s four inboard IPM motors. rims. ‘I think you can see on
difficult to design because of ‘The special thing is the our car that one main goal
the drag and the efficiency. It drivetrain,’ says Jux. ‘It’s the was to reduce the unsprung have fitted brake ducts just for
improves performance during first Formula Student car with masses. We did some tests safety reasons. It’s not a problem
skidpad and autocross and this type of drivetrain, no one at the beginning and bonded we have had with 13, but we
especially during the endurance, tried this concept before. The some weights into the uprights heard of some problems from
but if you have some problems four-wheel drive concept that which had a big influence – up other teams last year, especially
or need some more energy it can we built in the last few years to three-tenths difference per with CFRP rims. The rims are
be a burden. That’s why this year was a centre motor in the back lap just because of the increase really hard to develop.
we designed DRS to decrease and the wheel hub motors in the unsprung mass. So for the ‘We had a 13-inch rim which
drag and improve the efficiency.’ front. This year two teams are wheels we have gone smaller, took about two years to develop,
Most of the evaluation work having just wheel hub motors, it has lower masses and less but now we have this which we
was done using CFD, and which have much more unsprung rotational inertias. Most teams will carry over on to future cars.
the team were keen to point mass. We decided that for the have changed and the results They give weight reduction and
out that they used Star CCM performance of the car, it is from the event show that better maybe a little bit of stiffness,
software to develop it, but better to put the motors in the teams prefer 10 inches.’ But but if you know how stiff your
they also had not ignored some centre to reduce unsprung mass the smaller rims create their rim is, you can manage it with
well-proven techniques, and and lower the centre of gravity. own issues especially when other parts.’
wool tufts were evident on the The challenge is probably the they are made from carbon fibre Just how strong the Karlsruhe
underside of the wing when the dynamic control, if you want to which has a direct influence on car really was will probably never
car arrived at Silverstone. use the advantages of the four brake temperatures. become clear. It was certainly fast,
Aerodynamics aside however, wheel drive, but to get it to work ‘We don’t have any but it was not legal, and when
most of the work on the car it’s not that difficult. All four experience about 10-inch rims running in fully legal specification
was put into its four wheel wheels turn forward.’ and our brakes,’ says Jux. ‘Our in the endurance it lacked pace.
drive powertrain. Unlike other Reducing unsprung weight brake manager says that he’s not But the team were worried
cars driving all four corners, the was a key aim for the Karlsruhe really sure this will work out for if it would go the distance on a
Karlsruhe car does not use hub team, and for that reason it the whole of endurance so we single charge anyway.

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FORMULA STUDENT
Wheely Small
I
t often seems that Formula due to the weight saving.
Student is driven by the need Although the data does show
for weight reduction. Over the 10-inch wheels are worse
the last few years, teams have in terms of peak lateral force
been downsizing their engines and tyre temperatures, the gain
from four to two cylinders to we see in having less unsprung
reduce weight. More and more mass is worth the change.’ A
teams have been trading their further trend is the teams that
steel spaceframe chassis for run the 10-inches now make
full carbon fibre monocoques to them wider. ‘We can get a better
reduce weight. This year was no response and behaviour from
different, as teams switched from the tyre when it is wider due
13-inch to 10-inch wheels; to to the increased contact patch,’
reduce weight. Indeed the overall says Chalmers, ‘and the widening
top four cars had 10-inch wheels. doesn’t affect the maximum
The theory behind the smaller lateral force too much.’
wheel is not only the weight Not only has the actual
saving, but the effectiveness of size of the wheel changed
the weight saving in that area. for weight reduction, but the
As you may know, unsprung design of the wheel too, with
mass is defined as the total some teams now developing
weight of components that are carbon fibre rims.
not supported by the suspension, David Turton, driver for
which includes the wheels, tyres Team Bath and next year’s
and uprights. The importance of project manager describes their
reducing this mass is because concept: ‘This year was the
it is effectively uncontrolled, so first time we’ve run carbon
the lighter it is, the better the fibre rims with an aluminium
contact between the tyre and centre and we have saved an
the road surface. approximate 600g per wheel. As
After evaluating the dynamic well as this, there are stiffness
equations, the translational and gains to be made as the camber
rotational inertia effects of a control is improved. Naturally,
wheel can be expressed as an the design on CAD differs to
equivalent non-rotating mass, real-life when the car is fully
therefore it can be proved that 10-inch wheels offer a substantial weight saving, but there are disadvantages loaded, as it all deflects, which
the equivalent mass of a tyre is is why stiffness is so vital,
twice its static mass. In numbers circumference of the wheel, and multiple benefits of reducing because it directly relates
this means that if 0.5kg is therefore the lower final drive,’ inertia, but also the knock-on to wheel control. We tried
shaved off each wheel, it would says Oliver Hickman, consultant effects of even more weight developing the rims in 2011,
feel 1kg lighter. Multiply this by manager from Brunel Racing. reduction. However, the 10-inches but it’s only this year that they
four and you can quickly see the ‘Whether or not we downsize for do create major disadvantages were fully ready to implement
huge gains in weight reduction next year is a tough call because – yet the constant push for on the car, which has just come
that can be made. The knock-on it would change how we run lightweight concepts make these from refining the design and
effect of reducing the rotating the engine – we’re currently a small sacrifice, as the Stuttgart practising the in-house lay-up
inertia is that it improves the setup to compensate for the combustion team described: technique. The lightest carbon
performance drastically, as more 13-inch wheels, so we still get ‘Of course the packaging is wheels on the grid are on TU
power is available to accelerate the good acceleration. The very difficult with the brakes, Graz and Zurich, which have a
the car, provided you are not risk you get on the 10-inches, because the system is very small three spoke carbon design and
traction limited, in which case especially in damp conditions, is and therefore gets hot easily weigh in at just under 900g
the performance gains will still the increase in wheelspin due to and quickly. Also, as the front per wheel.’ As impressive as
be made, just at higher speeds. the higher acceleration, as most wing blocks air getting to the this sounds, whether these
Another benefit, although teams don’t have intermediate brakes, we’ve added brake ducts lightweight wheels actually
relatively small in comparison, is tyres. With the 13-inch you have for cooling to utilise the flow run in the race is another
the effects under braking, as less a higher top speed. Although from under the wing to travel question. However, carbon rims
rotating inertia reduces the brake it’s not a massive difference, it’s into the duct. There are some look like the future, but once
load, and therefore heat. definitely something we need to disadvantages, but in the end you again the development costs
‘The main advantage of the test and verify.’ get more points with the 10-inch and time required are powerful
10-inch is the weight saving The smaller wheels require wheels than without.’ factors in determining just how
and the improved acceleration smaller components, so Marcus Linder, team leader for many teams we will see with
characteristic due to the smaller downsizing not only has the Chalmers, agrees. ‘It’s basically them next year.
"Downsizing for next year would change how we run the engine"
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FORMULA STUDENT
Adjusting Aero
T
he use of aerodynamic corner speed is 40-50km/h, ‘It then becomes a trade-off it would be worth having DRS,’
devices is quickly so you would think that it’s between downforce and he said. ‘But even though there
becoming a necessity in not fast enough for aero mass,’ adds Turton. ‘If you is a potentially small gain, it
Formula Student. Last year, after benefits. We have done back- have advanced manufacturing introduces many problems
the monster rear wing fitted to-back comparison with and processes that make the wing from the control side as it adds
to the Monash car, more wings, without the wings and have lighter, you can run larger wings, complexity. However, we do
diffusers, undertrays and active found lap time. However, this is yet still achieve the same centre adjust the wing depending on
aero concepts were seen at mainly due to driver confidence of gravity and mass penalty. Our the type of event, but once it’s
Silverstone than ever before. when braking.’ aero is approximately 11-12kg running the aero remains static.’
‘It’s amazing the difference it Bath have quite a small including the mounts.’ Other teams have similar
makes, despite the fact that we aero package when compared Monash are renowned as approaches, such as Team Bath.
race at very low speed,’ explains to other teams such as Munich the ‘pioneers’ of aero in the ‘For the acceleration event we
Dave Turton, current driver and and Monash, which is nearly Formula Student world and it has tried to neutralise the rear wing
next year’s project manager for three times the chord length, been their area of focus since by adjusting the trailing edge.
Bath University. ‘The average yet still weighs a small 10kg. the very beginning. Of course, It costs nothing to implement
access to their own full-scale other than a few extra holes in
wind tunnel has helped. Monash your sideplate, provided you’re
state that their size wings are not traction limited at high
the absolute minimum required speed. In terms of DRS, it is a
to actually gain a benefit, in difficult one. In Formula Student
which case the circuits may need you have no chance to learn
to become a little wider. the circuits, so to not only learn
them and learn the use of DRS
AERO RESISTANCE could be driver overload. It’s also
One team that has resisted extremely risky because if the
the challenges of aero until DRS stays open you’ll lose a
this year was Delft, which lot more time in that scenario,
believes that bigger is not than the gain you would make
always better. ‘It’s been really with it fully working.’
difficult, but luckily we have a A valid point, as Mercedes
lot of aerospace engineers in our ably demonstrated with
team,’ said a representative. ‘We Michael Schumacher’s DRS a
also have great facilities at our few seasons back. However,
university so we complete wind this is not stopping teams from
tunnel testing on scale and full- developing active aero, as
size models, and so far the rear Turton commented: ‘A team
wing produces roughly the same in Oklahoma has an active
the Polish entry had the biggest wings, but perhaps not the most effective amount of downforce as the front and rear wing, which is
CFD predicts. With the massive impressive, so all their multiple
wings you see on other cars, you elements in the wing open and
just add weight, which doesn’t close when the car drives into
make sense for our lightweight corners. Another American team
concept. This year with the has an active rear wing that
simulations we concluded that splits, so that they can activate
an aero package would give us half of the rear wing depending
more points in the competition, on the steering angle. Therefore,
but maybe next year the rules when they turn into a corner
change and aero may not be they use the angle of attack
so important.’ on one side of the wing to
As mentioned in the race counteract body roll and increase
report, the adjustable aero the vertical force on the inside
systems were also making tyres. Of course, in theory it
appearances this year with both is interesting, but in practise
the electric and combustion if you’re counter steering,
cars from the German Karlsruhe the system could be unstable
team running a very F1-style unless you have an advanced
DRS. However, many of the control system. Nonetheless,
teams, such as Chalmers, don’t the corners at Silverstone are
see the benefit, as team leader relatively slow speed, so just
Marcus Linder suggests. ‘We how much benefit do you really
Karlsruhe’s car was also bewinged. note the wool tufts on the underside did the analysis into whether get from aero?’
"It’s amazing the difference it makes, despite the low speeds”

THINK AUTO_hv 23/05/2012 09:39 Page 1
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FSAE – USA
Best in class – at last

Stalwart competitors Stuttgart and Washington are celebrating their first FSAE wins
FSAE MichigAn first place in the FSAE electric

Universitat Stuttgart have class design award. The design
competed in Formula SAE judges also recognised the FSAE
Michigan since 2010 and finished electric class second placed car of
in third place every year. To some, University of Kansas – Lawrence
a third place finish might be and the University of Washington
enough. However, to Stuttgart in third place.
it meant there was always room San Jose State University
for improvement. completed a successful
‘We have finally been able acceleration with the fastest
to go the whole way to victory,’ time of 4.123 seconds. The
said team captain Alexander The University of Washington finished first overall at Formula Sae lincoln skidpad event saw McGill
Jorger. ‘All the hard work that University taking first with the
was put in, in addition to the In the afternoon, teams FSAE LincoLn & FSAE ELEctric fastest time of 5.340 seconds.
European competitions the completed their runs for the The University of Washington Meanwhile, the electric car
year before, enabled us to SAE autocross. Finishing in first was awarded overall first of Universidade Estadual de
finally win the sole event that place with a clean run and best place at the 2013 Formula Campinas won both acceleration
Rennteam has participated in time of 47.857 seconds was SAE Lincoln competition in the with a time of 4.452 seconds
but never won so far. But we Oregon State University which internal combustion class. Always and skidpad in 5.444 seconds.
did it – meaning Rennteam was only 0.85 seconds faster a contender in Formula SAE, this In autocross, 54 cars
Uni Stuttgart has achieved 13 than second place finisher was their first championship started, topped by the time of
overall championships. And that Missouri University of Science victory. Universidade Estadual 51.569 seconds set by Missouri
feels awesome.’ and Technology. Clinching third de Campinas captured the University of Science and
Formula SAE Michigan’s place was Universitat Stuttgart first victory in the inaugural Technology. Finishing close
competition returned to Michigan with 48.827 seconds. 2013 FSAE electric class behind in second was Auburn
International Speedway (MIS) Teams who completed the competition held in conjunction University having their best time
for its sixth year at the venue. event and placed were assigned a with the FSAE Lincoln event – of 52.100. Coming home third
There were 120 teams registered position in the Ford Endurance run this team previously competed was University of Illinois –
for the competition, however, only order. Eighty-four cars took the in FSAE Brasil. Urbana Champaign.
104 brought working vehicles. green flag; 41 cars finished the The Formula SAE Lincoln Fifty-four cars took the
SAE International registered event with both drivers completing competition continued its green start of endurance. There
teams representing colleges their 12 laps each. One team success for a second year at the were 28 finishers, headed by
and universities from Austria, finished over the maximum time Lincoln Airpark. Registrations University of Washington,
Brazil, Canada, Estonia, Germany, allowed and only received points for FSAE Lincoln had a limit with a total adjusted time of
Mexico, Singapore, South Korea, for finishing all 24 laps. of 80 cars for the internal 1403.120 seconds over 19
the US and Venezuela. Placing first in this year’s combustion class while FSAE laps. Coming in second with
Technical inspection saw more endurance was University of electric class allowed for 20 an adjusted time of 1406.909
than 46 cars in scrutineering on Akron, which had a clean run registrations. SAE International seconds with a completely
Wednesday in early inspection and total time of 1363.225 registered teams representing clean run for both drivers was
due to an extended schedule; seconds over 24 laps. Coming college and universities from California State Polytechnic
setting a new limit of cars having in second with an adjusted time Brazil, Canada, Japan, Mexico University – Pomona. And in third
been reviewed on the first day. of 1370.749 due to hitting two and the US. place was Missouri University of
For those cars that passed cones was Tallinn University of Taking first place in the cost Science & Technology. First in
all three steps of technical Technology. Third was Michigan event and receiving the SAE the electric class was
inspection on Thursday, teams State University with an adjusted Cost Awards was the University Universidade Estadual de
took to the track on Friday run time of 1371.872, also due of Illinois – Carbondale in the Campinas with 1824.652.
morning, completing their to hitting two cones. internal combustion class,
acceleration and skid pad runs. and Universidade Estadual de Top 5 overall
With temperatures of 65 degrees Top 5 overall Campinas in the electric class.
and overcast (usual for Michigan), Six teams participated in 1st University of Washington
Cornell University took first place 1st Universitat Stuttgart the design finals, with Car 2nd Auburn University
in the acceleration discipline 2nd Tallinn University of #4 University of Washington 3rd Missouri University of
with the fastest time of 3.830 Technology declared the winner. Although Science & Technology
3rd University of Akron 4th University of Kansas
seconds. Meanwhile in skidpad, they did not make the design
4th Ecole De Technologie – Lawrence
Ecole De Technologie Superieure finals, Car #201 Universidade
Superieure 5th University of Texas
topped the board with the fastest Estadual de Campinas impressed – Arlington
5th Universite Laval
time of 4.901 seconds. the judges and was awarded

FORMULA STUDENT — MERCEDES
Recruitment drive for

Mercedes AMG HPP
For one manufacturer, Formula Student has proved to be a rich source of
engineering talent. But the hunt for great young minds doesn't stop there…
by ANDREW COTTON
O
ne of the big attractions F1 car in attendance, but also Mercedes AMG HPP is rapidly various parts of the current and
in the Formula Student that the staff around the car were gaining a reputation among future Formula 1 power units.
UK paddock was the there to encourage applications for students for its schemes, ‘You don’t know where the
Mercedes AMG Petronas graduate placement schemes at its particularly at the Cranfield gems are, and essentially we
Formula 1 showcar situated next Mercedes AMG High Performance University in the UK, and at are after the best students that
to the Racecar Engineering stand. Powertrains company, based Formula Student events. The we can find,’ says Paul Crofts,
The draw for the students was just 30 minutes away in schemes offer a wide range head of materials engineering
not just that here was a real-life Brixworth, Northamptonshire. of opportunities, working on at Mercedes AMG HPP. ‘While
“Our sales pitch is:

do you want to
work in Formula 1?”

the quality of the students at students will be working on as well as more traditional where each graduate rotates
Cranfield is very high, it would because we haven’t had a new camshafts, exhaust pipes and through our various engineering
be naive to think that it’s the engine on track yet,’ says Crofts. so on. It is across the range. departments building up
only place that they come from. ‘At the moment it is like doing Formula 1 is about detail, experience depending on what
It is a bit of a numbers game. the 400m race at the Olympics, and every detail, so we will be their base degree is,’ says
The more people you talk to, but everyone is in a different leaving no stone unturned.’ Crofts. ‘We take on mechanical
the more people you will be stadium. We have no idea how Recruitment starts in engineers, manufacturing
exposed to and the more likely far ahead or behind we are, September 2013 and runs engineers, electronic engineers,
it is that you will find the gems so we are not sure what the through to Christmas for software engineers and we tailor
of the engineers.’ students will be working on. a placement that starts in it to that background, but we give
Students who approach Clearly, though, anything around September 2014. In that time, them variety, so they get a bigger
the stand are encouraged to boosting systems, electrical Mercedes AMG HPP is looking overview of our business.
apply for the scheme – with hybrid systems, harvesting to recruit the very best ‘Once we highlight that to
new Formula 1 technology systems, deploying energy engineering students from them they start to get interested.
on the way in 2014, fresh more efficiently – they are all walks of the discipline. Then we highlight the fact
thinking is critical for success. going to be the areas that we ‘We have a two-year that we are in the UK. Mercedes
Although the next placements are continuing to work on, formalised training programme AMG HPP may not have a high
start in September 2015, profile in the outside world, but
there will still be a significant
amount of development
“Half of our graduate engineers we are not a stealth company any
more. Still, we have to remind
focused on performance and have had an involvement with them that we are local, and that
efficiency ahead of the 2016 we’re only 30 minutes from
season and beyond. Formula Student at some point, Silverstone. The key thing is
‘I think at the moment, we that candidates have to apply
are not that sure what the so it is important to us” nearly a year in advance. Our
application window is September
to Christmas this year to start the
job in September 2014.’
‘We recruit about 10 graduate
engineers each year, and take on
about 25-30 placement students,
who are just as likely to come from
this event because it is not only
final year students, it is years 1,
2 or 3. Generally speaking, 50 per
cent of our graduate engineers
have had involvement with
Formula Student at some point, so
it is important to us. Our graduate
WRI2
programme has only been going

Standout students may work on current and future Formula 1 power units for five years, but our retention
With a new breed of Formula 1 engines on the way, there is huge demand for fresh thinking in engineering

FORMULA STUDENT — MERCEDES
“our ex-graduates are working on the 2014 F1 power unit at the moment”
rate is over 85 per cent, and after drive system, turbocharged are valid. We are maximising industry for 20 years, or a year,
the two-year course, they usually technology, a downsized engine our engineering team to work your ideas are probably just as
earn a permanent position in that has to be more fuel efficient on that and get as much valid at this point.
one of our departments. We – they are all areas that we have brainpower on it as possible. ‘I think there will be
do encourage our engineers to work on, and everyone’s ideas Whether you have worked in the significant evolution in 2015.
once they have a permanent Unlike the current V8 rules, we
position to work in one place for haven’t been able to change it
two or three years, and then look for seven years. The way that
to move to another place around the sporting regulations have
the company anyway, so they can been drafted, year by year from
get that variety.’ 2014 to 2020, you will be able
That variety may not be in to change less and less, but
the diversity of projects – for 2015-2016 it is still very
Mercedes HPP is 98 per cent open, so I suspect there will be
concentrated on the Formula significant changes, not only
1 programme – but there are because of reliability issues, but
occasionally opportunities to also to find more performance.
go slightly further afield within ‘At the end of February
the Daimler Group. The company 2014, the power unit will be
provided the battery pack for homologated and effectively
the Mercedes SLS Electric Drive, that is then fixed for the year.
which was developed from the There is some calibration work
Formula 1 system and scaled up to be done, and that work will
to meet requirements. Just within continue. We had placement
the scope of Formula 1, more students working on the V8, so
than 400 people are employed what they are working on is on
at HPP, and over 100 of them are track in two weeks time. In terms
engineers with a hands-on role in of the hardware, it will be fixed.
developing the Formula 1 engines. However, those that are working
‘Our ex-graduates are on that will turn towards the
working on our 2014 F1 power 2015 power unit.’
unit at the moment,’ says Crofts. The application process for
‘It’s less than six months before the graduate training scheme
we have to be on track for the starts in September. Students
pre-season track test. We will mercedes take on around 10 graduate engineers each year, in addition are encouraged to apply at
have a much bigger ERS or hybrid to an intake of placement students at various points in their studies www.mercedes-amg-hpp.com
Placement in action – Graham’s story
P
resent at Silverstone’s Student, which gave me a set business, and the idea is that you ‘It is quite normal for this
Formula Student event of skills that are transferable are exposed to everything that is company to be given that
was one of the graduates into the job. It gave me a lot going on. By the time you have responsibility. The head count
on a two-year scheme at of experience of working finished your two years, you is lower, you have a big project
HPP who was approaching under pressure, meeting short have the mindset and are aware to do, and everyone has their
his first anniversary at the deadlines, that sort of thing. of the processes and you can be own significant part of that
company. Already, Graham has ‘For the first two years you better at your job at the end of it. project, and in a large automotive
worked in three areas of the do a mechanical engineering job, Of the ones I have experienced company you might be working on
company, worked on a thermal and then you specialise after so far, the performance role was something much smaller because
management programme that, and I chose automotive. the one that I enjoyed the most, there are more people around.’
on the current F1 engine, and I had done a placement for 12 and I have subsequently applied Crofts adds: ‘We like to give
graduates move to new roles months, which gave me some for a job from that. our graduates responsibility. If
in different departments every experience. It was about the ‘In performance you get a you are going to give them a job,
three months. company, it sold itself. I started whole project that is yours, and give them a real job to do. Make
‘I first heard about [HPP] on the graduate placement I was given a project looking at them feel that they are really
at a presentation that one scheme in September, and heat rejection for the Formula 1 contributing, because they are.
of their ex-graduates did at since then I have been in three cars, and you could maximise There are over 400 employees,
the university, which got me departments – the design office our performance and see what split between six engineering
interested,’ says Graham, whose for mechanical engineering, cooling requirements we would departments, and seven or eight
surname cannot be printed performance for the existing need. That was my baby and it departments on the operational
for reasons of confidentiality. engine, and manufacturing also used some simulation skills part of the business. In
‘I thought that it was quite engineering. As part of the that I had used in university, so I engineering, we have over 100
exciting to do as a job. At the process, you visit all sorts really enjoyed that. I found it to engineers, and a lot of people
time I was involved in Formula of departments around the be really rewarding. who need to make that happen.'

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TECHNOLOGY – ELECTRONICS
Racing circuits
Electronic technology in motorsport has enjoyed an enormous rise
in recent years, but the fine line between peak performance and
catastrophic failure remains a challenge for engineers
L
ife was very different by CHARLES CLARKE As well as meeting the exacting from established military
when your biggest performance levels, the connectors specifications MIL-DTL-38999
electrical gremlin was a contact integrity whatever the also need to be available on and JN1003 and its ultra-
spade terminal coming off extremes of temperature and demand, and in any quantity. compact design and lightweight
an ignition coil. With the advent vibration, while also resisting the Lane Electronics is a leading construction make it ideal for
of the ECU and all its support ingress of water, oil and other supplier of electrical and connecting sensors and other
devices and the electronic liquids and gases. They have electronic connectors, and has a complex electronic systems.
actuation of clutch and gears, also been designed to make specialist motorsport division to It features a rugged aluminium
life has got a whole lot more installation and replacement a supply from stock these purpose body, plated with conductive black
complicated. Let alone hybrid simple, quick and completely designed connector products zinc or nickel as standard. The new
drive and the various e-formulae. reliable operation. following its appointment as connector incorporates a positive
The early, modern, flappy Based on and often exceeding an assembling distributor for locking mechanism with locked
paddle F1 era was plagued by recognised military and aerospace Souriau. Souriau is one of only colour indicators, as well as six
numerous electrical failures standards, these connectors are two manufacturers to produce colour-coded keyway orientations
– some taking place in tense used in many areas including these high-performance plus universal to meet a multitude
competitive situations. batteries, starters and alternators, connectors designed specifically of orientation requirements. The
As with many of the fuel pumps, engine control units, for the harsh environments found Size 02 connector is designed to
technologies adopted by F1, in communications equipment, in all types of motorsport. be 'scoop proof' – ie it is impossible
the early days, F1 used Mil-Spec data acquisition systems and The Souriau 8STA Series for the plug connector to be
electrical and electronic hardware harnesses. Their design and of circular connectors consists inadvertently skewed into the
under the assumption that if it construction enables them to of several connector types, mating socket so as to damage
was good enough for fighter overcome the environmental each designed to meet specific the pins or electrically short
jets, it was good enough for demands while meeting the motorsport applications. The the contacts. It is fitted with
racecars. This worked pretty well performance, size and weight series also includes the industry’s removable gold-plated copper alloy
up to a point, but it was mostly constraints specified by designers smallest circular connector, contacts with an endurance level
the connectors that caused the of the latest motorsport systems. the Size 02. This is derived of 500 mating cycles.
problems. This was compounded
by the lack of appropriate space The Souriau 8STA series of
to locate components as a lot circular connectors
of the early electronic hardware
did not benefit from the micro-
miniaturisation and circuit
integration that we have today –
witness the size of mobile phones
in the early-90s.
Very few environments test
the integrity and reliability
of electronic components
like motorsport. Temperature
extremes, vibration, moisture and
crunching impacts can all combine
to provide a severe test for all
types of components – particularly
electronic connector systems.
In fact, so severe are the
environmental conditions, that
purpose-designed electronic
connectors have been developed
to meet the specific needs of the
motorsport industry. These are
lightweight, ultra-small connector
systems that maintain total
65
MoTeC's Accident Data

Recorder can capture
lateral, longitudinal and
vertical chassis g-forces
country, reinstalled and are still with PTFE insulation,’ says Ward.
working, which speaks volumes ‘This cable is very strong with
with regard to the robustness of good current capabilities due
the product.’ to the insulation, and it’s a very
‘Things are continually getting good quality product, but it’s
smaller and in some cases where not the cheapest available. It’s
a connector has the same size as probably 10 times the cost of a
Stack's Pro-4 DVL kit with harnesses, bullet camera, mic, remote control last year’s Autosport connector, standard UL-listed wire.’
record trigger switch, PC configuration software and PC config cable it’s carrying many more cables,’ In 2006, McLaren Electronics
says Ward. ‘I can’t see cable Systems was chosen by the FIA
The operating temperature wires a few years ago. I’ve sizes getting any smaller than to supply Standard ECUs to all
range is -55degC to 175degC and, been working in the wiring and 32 AWG, as it is so difficult to teams in Formula 1. The system
when mated, the connector meets connector industry for nearly terminate such fine wire. We can debuted on all cars at the start of
the requirements of IP67, which 30 years now and all the time automatically strip and crimp the 2008 season, and has been
means it can withstand salt spray materials are getting lighter and wires, but when you get down to reliably controlling the complete
and other motorsport fluids. stronger, driven by applications 32 gauge wire, there is very little powertrain ever since.
St Cross Electronics is like aerospace and motorsport.’ you can do with it by hand. You The control system is based
involved in making wiring looms The St Cross customer base have to strip it and crimp it with on the STAR topology, now in its
for automotive, aerospace is varied in motorsport, from a machine because it is so fine. third generation. This topology,
applications and motorsport. low-level to hi-tech teams, and The automatic machines have which was pioneered by McLaren
According to managing director Electronics in 1998, is built
Dax Ward, they buy copper cable,
cut it to length, attach connectors
“In racing, we are putting around one central ECU, which is
responsible for the intelligence
and assemble it into a wiring loom. electronics in all the places behind all the functions on the car.
St Cross are normally told ‘We now supply all of the
what material to use when where they don’t like to go” teams in F1, so they have a
they receive a commission, as single set of electronics and a
most of their customers are the quality of the materials they inspection systems to make sure single version of the software,’
up to speed with technology and select is closely linked to their that only the insulation has been says Dr Peter van Manen, MD of
are always keen to use the latest budgets. Things have moved stripped and the conductor is not McLaren Electronic Systems. ‘It’s
and most appropriate materials forward in a general sense, so damaged. If you are doing this by tuned by the different teams
for their application. that the standard and quality of hand you would need to inspect to link with their chassis and
‘When you’re dealing with top- the wiring has increased right by microscope.’ whatever sensor configuration
level teams in Formula 1, they across the board. Even weekend Having automatic stripping they choose to run.’
are very much aware of current racers are using much better and crimping adds a cost to the The ECU is relatively small
developments and the kind of quality wiring these days than final product. Also, in industries because there is very little space,
materials that will help improve they were 20 years ago. like aerospace, some of the strip or very little free space, on a
their performance,’ says Ward. ‘NASCAR is probably lengths are very short, of the Formula 1 car as the packaging
‘Things are changing quite one of the most aggressive order of 0.5mm, and it is virtually is so optimised or tight. This
significantly. Wires are getting environments for our looms,’ impossible to crimp this small gets progressively worse every
smaller and lighter in weight. says Ward. ‘Some of the teams strip length by hand. year as packaging gets more
We are now using 30 AWG wire, we supply are still using 2012 ‘For most applications we optimised. Anything you put in
which has the same pull-off looms and they’ve been taken use Raychem or Tyco Electronics the car is going to compromise
tensile strength of 22 gauge out, rebuilt, flown across the cables, which is 55A type wire the aerodynamics, so if you’re

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An example of a wiring loom from St Cross Electronics like to go,’ says Van Manen.
‘Electronics don’t like high
temperatures, they don’t like
water, they don’t like vibration
and they don’t like electrical
noise – racing cars have all these
in abundance, so it’s quite a
design challenge.’
As far as the harnesses are
concerned, they are obviously
potentially a very heavy part of
the whole electronic system and
consequently there is very little
or no screened cable being used.
The wires are quite thin – 24, 26
and 28 AWG wires. And there’s
quite a lot of design effort put in
to keeping the harness runs very
clean and very direct.
McLaren don’t make the
harnesses for the cars. There
are a number of wiring harness
specialists in the UK and the
making electronics, what you ‘This kind of mounting doesn’t Today the standard F1 US that supply all motorsport
need to do is make them small really do anything when it comes electronics enclosure is made companies. McLaren provides
and efficient, so that they don’t to kerb strikes,’ says Van Manen. from machined aluminium. complete electrical interfaces
require any or little airflow across ‘But it does take the edge off ‘Previously, when we weren’t for interconnects and some
it to keep it cool or operating at some of the very high-frequency supplying the standard advice on the architecture,
its optimum temperature. engine vibrations, where you’ve components, we used to put and it’s up to the teams to
‘The other problem you have got very low amplitudes but quite our electronics in machined create and commission the
is that temperatures are high a lot of energy.’ magnesium casings, as they harnesses themselves.
in the regions where you want The engine is very open and were lighter,’ adds Van Manen. The wiring looms tend to
to put electronics,’ says Van it’s got high energy ignition ‘But machining magnesium be made from relatively high
Manen. ‘Particularly around the coils. There are telemetry signals on a large scale doesn’t make grade electrical wiring, the kind
wheel areas – for wheel speed everywhere and nowadays economic sense.’ you’d find in military applications
sensors – and around the engine there are electric motors for the The units are also protected and aerospace. This results in
bay for the ECU and other control KERS (kinetic energy recovery against water ingress, as wet consistency and light weight.
equipment, because of the hot system), so there is a lot of races are relatively common in Consistency is important from the
exhaust and it being all enclosed.’ electromagnetic interference. ‘You Formula 1 and the electronic point of view of the insulation
The exhaust is running at have to design your electronics units are housed just inside the properties and also the flexibility
about 1000degC. Anything and your sensors so that they are radiator duct which provides a of the wires. Most F1 teams
that is mounted anywhere near use the same sorts of harnesses
the engine or gearbox has to as reliability is so crucial – no
be capable of operating at “You have to design your one can really afford to buy
anything between 150degC and
maybe up to 170degC, and the electronics and your sensors so cheap wiring harnesses.
There is some variation
wheels can experience radiant
heat from the carbon discs when
that they are not affected by depending on which racing
category you’re operating
the wheels are glowing. It is
radiant heat, so sensors can be
electromagnetic interference” in, and the toughness of the
operating environment. F1,
protected and moved further NASCAR, IndyCar and sportscars
away to help them survive. not adversely affected by this handy scoop for lots of standing tend to opt for the best quality
There is very high vibration kind of interference,’ says Van water, particularly in the motorsport harness with all
shock to racing electronics, Manen. ‘There is very little – if tropical rainstorms sometimes the sleeving around it and
particularly on an F1 car. The any – electromagnetic shielding encountered in Malaysia. the sophisticated motorsport
engine speeds are high - they on any of the harnesses these Consequently, McLaren pressure connectors. In some of the
are revving to about 18,000 rpm days, because it makes them tests all of the electronics before lower cost formulae, where
- which creates a lot of high- heavier. We generally deal with shipping. When systems are you’re using a racing version
frequency vibration. You also get a it within the electronics and the run in rally cars, the electronics of a road car, there may be
lot of shock loading from the road sensors by having protection are quite often sited in the elements of the wiring that
surface and going over bumps from conductive emissions. We do passenger footwell and on some are more standard road car
and kerbs. Generally speaking the that with a mixture of inductors rally stages, the passenger type without the added cost
electronics will be AV mounted and capacitors on the connectors footwell can be underwater for of the special sleeving and all
(anti-vibration). These are not coming in. Also, a closed unit is significant periods of time. the hi-tech connectors.
very soft mounts, but there will essentially a Faraday cage, so ‘Basically, in racing we are These days connectors
be a level of anti-vibration it protects the electronics from putting electronics in all the are really robust – the whole
capability in the mountings. electromagnetic noise.’ places where electronics don’t electrical/electronic systems

RAC0835-Msport-fp-apr13-p.indd 1 27/03/2013 15:56
RAC0835-Msport-fp-apr13-p.indd 1 27/03/2013 15:56

today's connectors are really robust, with more reliable components

are very reliable these days. storage and a lot more interfacing standard electronics for Formula 1. or reduce its performance, so
Part of it is the fact that the in a Mohr’s law kind of way. If you can imagine having a single there is quite a lot of care needed
components are better and more ‘This year we’ve introduced set of software that is dealing in the manufacture of the ECU.
reliable. Part of it is the fact that the new standard ECU, which has with a number of different engines There is no internal cooling
if you have a clean architecture replaced the one which has been and different gearboxes, it has within the units, so they need
for these systems, they fit into running for the last five years to be quite elegant and quite to be electrically and thermally
the car neatly, the cable runs are and the amount of processing modular. A model-based system efficient. ‘You’re relying on
optimally positioned and you keep power in the new unit is of the makes it all quite manageable. anything that gets hot having
the system as light as possible. order of 10 times its predecessor The models are created using a conductive heat path through
By default, you end up with from five years ago,’ says Van Matlab and Simulink – and getting the walls and the lids of the
something where the connectors Manen. ‘The reason for doing that into the units is a mix of units to get the heat out,’ says
are in a natural place anyway. this is that in F1 we have a new McLaren design and standard Van Manen.
The mobile phone analogy powertrain next year and there products. Model-based code didn’t A racecar in race trim is
is valid for the size evolution is a greater complexity of tasks come into series automotive carrying about 120 sensors,
in motorsport electronics, but you that need controlling.’ production until 2003-2004, so and of those about 25 or 30
find with each new generation In 2000, McLaren moved the sport was ahead of the curve. are supplying information to
of electronics that the size to model-based software The Formula 1 ECUs contain the control system. The rest
doesn’t necessarily get smaller, which allows them to develop about 5000 components and are monitoring performance to
and generally it doesn’t get any software more quickly and more have about 20,000 solder joints, optimise its speed on the track.
bigger, but it offers a lot more consistently, and that really so any one of those solder joints A lot of care and attention is
processing power, a lot more underpinned the move to the breaking will either stop the car given to the failure of sensors,
wiring and power supplies etc,
Batteryless Monitoring FroM staCK so in a modern Formula 1 car, in
terms of the electrical system,
S
tack has developed whole sensor must be replaced. With no battery, the passive there are few, if any single point
its first commercially High operating temperatures, sensor can operate at very failures that will stop a car. This
available batteryless commonplace in motorsport, high temperatures – more than obviously helps in terms of the
tyre pressure and temperature or higher sampling rates, 150degC – without affecting overall performance and reliability.
monitoring system (TPMS) and significantly reduce the battery sensor life. Significantly higher ‘Consequently we put a lot
it is being used by competitors – and sensor – life. sampling rates – eg 40Hz of attention into how we design
across all motorsport. But why is Stack’s batteryless TPMS compared with 1Hz for battery- the units and screen test them to
the Stack system so innovative? sensor uses SAW (surface based TPMS – can be offered ensure that you get that reliability,’
Conventional TPMS systems acoustic wave) sensing element without affecting the sensor says Van Manen. ‘To be honest
contain a pressure sensor technology. This technology is life. The benefits of higher it’s the only way you get to enjoy
element and associated passive, and does not require sampling rates are the ability your weekends, otherwise you’d
conditioning electronics and any additional conditioning to see the dynamic effect of be worrying about things breaking
RF transmitter in the sensor electronics, nor battery power wheel and tyre loading through all the time.’
mounted inside each wheel, source, in the on-wheel sensor. individual corners and from lap If there is a bad solder joint,
together with a necessary Being batteryless has some to lap, as well as much faster the screening will pick it up. ‘We
battery to power them. The specific benefits. Stack TPMS response and earlier warning started to supply all the teams
battery is sealed in the sensor sensor is the smallest and of a tyre deflation – up to 0.9 in NASCAR at the beginning
and has a limited life of typically lightest available, weighing only seconds earlier. of 2012, and since that time
1-5 years (depending on 13g. Battery based sensors are Stack’s batteryless TPMS our control units have covered
application), after which the typically around 35-70g. has extended the inherent something like 1 million racing
sensor life from 1-5 years to miles without a single failure
10-15 years. 'No batteries' that has stopped a car on the
eliminates the requirement to track in racing,’ says Van Manen.
replace batteries in-season, ‘There are standard electronics in
reducing operating costs, NASCAR, IndyCar and in F1 and
and increasing long-term they all come from us.’
system reliability. In NASCAR there are a lot
Developing a batteryless more racing miles, and there is
design has enabled Stack to a lot more track contact than
make a professional TPMS in IndyCar or Formula 1, so it’s
system accessible and a real test of the Electronics.
affordable to all levels of The engines are also revving at
motorsport, giving drivers an half the speed, so the vibration
early warning of punctures is different and the engine
or pressure loss. In the long cycles are less. There’s also a lot
term this will lead to increased more racing in NASCAR – there
safety in motorsports. are 43 cars on the grid every
For more information go to week between February and
www.stackinc.com/tpms November, so the season is a lot
longer than Formula 1 and there

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are almost double the number Camry engine on the dyno, its
BrainPower anD HorsePower of cars involved. And a typical peak power was 530hp (395kW).
NASCAR race is 400 or 500 miles If we were trying to match peak
T
he principles of engine the Blancpain Endurance Series. long. There are about six or power, there’s only 30hp (22kW)
data logging and 'Using the video and data from seven times the number of race in it. It’s not massive.
management to maximise Video VBOX shortcuts this miles involved in NASCAR than in ‘However, what you lose track
performance are well known. process massively. Formula 1 or IndyCars. of, if you’re concentrating on peak
However, applying this approach 'Practice does make perfect Standard ECUs are used in numbers is that they peak at
to driver performance is not as with good coaching. But with Formula 1 to ensure that no extra about 6400 rpm. If you come back
common, and certainly not at the data interpretation we software is being used to control to 5000rpm, there’s a discrepancy
the grassroots level. now get very detailed analysis the car or help the driver. In New of almost 100hp (75kW) between
This is now changing, and on a lap-by-lap basis, whereas Zealand a standard Vi-PEC V88 the two engines.’
Buckingham, UK-based Racelogic in days gone by when driver ECUs is used to ensure that NZV8 To negate the problem – and
is at the forefront of a small coaches were just sitting TLXs achieve parity in terms of to bring the engines back to
revolution in the way that drivers alongside their clients in power from the different engines something approaching parity
can learn how to get the best out racing conditions, they’d only involved – Holden, Ford and Toyota. – STM mapped the throttle
of themselves and the car. get a general overview from Andre Simon, owner and openings relative to the RPM, so
Advances in micro the coach.' director of Wellington-based that the output curves of each
miniaturisation and electronics 'Now they get that broad Speedtech Motorsport Ltd (STM), engine are not only comparable,
robustness have allowed perspective, plus – over a cup is charged with the task of they’re almost identical.
Racelogic to produce Video of tea at the trackside and in ensuring an even playing field by ‘The NZV8 category
VBOX – a graphically enhanced a very much more conducive creating engine parity between asked for 2 per cent variation
GPS video data logger. This environment and in a productive the three manufacturers. in engine performance curves,
device is small enough to state of mind – they can analyse ‘Many people doubted and we actually got closer to
attach to the dash of a car or driving patterns, general areas we could get parity between 1 per cent.
motorcycle and robust enough to of competence that can be left three completely different ‘We can do all of this and,
perform in the harshest vibration well alone, and areas of concern.' engines, but with modern basically, the driver doesn’t
environments encountered in all The video and data presented
levels of motorsport. through Circuit Tools – an
When using a Video VBOX, a intuitive and easily interpreted “Materials are getting lighter
novice driver can access a vast
amount of data to help reach
analysis software package that
ships with Video VBOX. This not and stronger all the time,
the podium far faster than
before. This is especially the
only aids the driver in addressing
their problems, but also helps to
driven by applications like
case if the equipment is used in
conjunction with an instructor,
dial out the ‘false positives’ of
already-attained ability. Never
aerospace and motorsport”
who can focus on aspects of before has an amateur driver
circuit-driving skills that need had so much benchmarking so technology and with electronic even know it’s happening – it’s
work, based on quicker laps they readily accessible. throttle bodies, we can match so smooth and seamless at the
have driven themselves. Many 'What I love about Video power right through the rev engine that he doesn’t feel it.
coaches have taken up the use VBOX and Circuit Tools is this range,’ says Simon. We end up with two engines
of the Video VBOX as a part of rapid application,' says Barff. This is done by installing a that are identical in power
their instruction. 'The range of layouts in the custom-developed electronic delivery and torque curve.'
'There are techniques that software makes it very easy to control unit (ECU) from Vi-PEC With such accurate and
you can learn by yourself, but present the theories I need to into each car, which controls fuel effective engine parity being
it can take years to do so', says explain to my clients. It amounts delivery, ignition timing, cam produced in the workshop
Rob Barff, racing instructor and to accelerated learning, control (if required) and throttle to and confirmed through dyno
driver for Von Ryan Racing in regardless of experience.' allow equal tuning and mapping testing, STM maintains that
right across the rev range. a neutral chassis could be
‘Back in the old days, fitted with any of the three
when they were trying to get engines and performance
performance parity, they did it between them would be so
with air restrictors, ballast and rev close that a driver wouldn’t be
limiters,' Simon adds. 'But none able to discern the difference.
of that worked because you had However, they do point out
two engines with vastly different that each of the engines will
torque curves. Strangling engines have different weights and
with a restrictor doesn’t solve the different centres of gravity,
torque disparity’. which may have an influence on
STM conducted a series of chassis dynamics and affect the
pre-season tests on a 5-litre handling of the car.
Lexus-sourced TRD quad cam To back up the testing
fitted to a Toyota Camry and a done in the workshop, the STM
6.2-litre Chevrolet LS3 push-rod team generated data at the
in a Holden Commodore. racetrack to further reinforce
‘We tuned the LS3 to 560hp their success in ensuring a
(418kW), but when we got the fair and even playing field.

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TECHNOLOGY – REGRESSIVE DAMPING
Quantifying
regressive damping
Through simulation, a look at what this option offers compared to other dampers
by Danny nowlan
A
colleague of mine The regressive damper system
referred me to a recent shown in the bottom graph
article in Racecar on offers some interesting tuning
the Penske regressive possibilities. The first thing that
damping system. As I was reading jumps out is that the damper
the article it certainly got me force vs peak velocity curve
thinking about a few things. has quite a jump to it. The big
However, the thing that kept advantage that this brings to the
running around in my head was party is the ability to fine-tune
whether this can be quantified the damping ratio throughout
and could we use a tool like the speed range so we can really
ChassisSim to help in specifying nail down what we need. It’s not
what we want from the dampers? active/semi–active suspension,
Before we start this discussion but it is a step up from what
it would be wise to explore what we have. Also, from a tuning
regressive damping looks like and perspective you can almost think
what it offers. This is illustrated in about it like a spring that is able
Figure 1 where the three different to dial in the forces where you
types of damping are illustrated. want them, which therefore
The first damper type you makes it very user-friendly. That
see illustrated in the top graph being said, you do have the
is linear. The advantage of linear possibility of getting yourself
damping is that it's simple and is hopelessly confused.
the building block of all damper Before we get into our
analysis. Its big disadvantage is analysis, just remember that new
that you can’t tune for both body tools, such as regressive damping,
control and bumps at the same don’t make your analysis tools
time – you must choose one or the obsolete. If anything, the ability
other. This is due to the fact that to calculate damping ratios and
it is a one-size-fits-all solution. natural frequencies becomes
The next damping type illustrated more vital because it allows
(right) is digressive damping. This, you to understand what you
in one form or another, is what are actually doing. You ignore
you see on the bulk of racecars this at your peril.
running around today. The idea For the purpose of this
with digressive damping is that article, we are going to show
you have the low speed section the comparison between an F3
that handles body control and car at a very bumpy circuit using
driver feel, and a high speed digressive and then regressive
section that handles the bumps. damping. For the purposes of
The low speed damping ratios this illustration we’ll be using
are usually much higher than the ChassisSim. Due to the fact
fronts to handle this situation. This that ChassisSim is fully transient,
is the school of damper tuning I it’s the only lap time simulation
grew up on and while it’s far from software that can perform this
perfect, it is functional and if you analysis. That being said, the
know what you are doing you can techniques I’m about to show
get a fair bit down the road with it. Figure 1: (top) linear, (middle) digressive and (bottom) regressive dampers you readily cross over to race
The ability to calculate damping ratios and natural frequencies is vital

data anyway. We’ll be using

ChassisSim purely because it
saves us the fuss and bother of
having to run a car.
The first step in deciding
where to go with regressive
damping settings is to
have a good look at damper
displacements and damper
velocities. This is going to have
a big say about what you do
with the damper curves. This is
illustrated in Figure 2.
The key thing we are
looking for is what the damper
velocities are doing when we are
hitting the peak bumps. This is
going to determine where we are
going to dip down in the damper Figure 2: damper velocity and damper position analysis
curve. In this particular example
we are going to concentrate on
the rear. As we are bouncing off
the bumps, the peak damping
velocity is 140mm/s.
So what we are going to do is
choose our 'regression point', the
point where we are going to drop
down the damping rate at 80 per
cent of the peak velocity value
we see in the data. In this case it
will be 112mm/s, so we’ll round
this down to 110mm/s. The
damper curve we are going to try
will look like Figure 3.
As you can see, we have backed
off the damping curve at our
regression point. One thing I have
done slightly differently is that I
haven’t backed the curve totally
off in the high speed. But what I
have done is backed it off when it
is needed. One consequence is that Figure 3: proposed damping curve
we have increased the low speed
damping rates. On our digressive
damper we had low speed rates
in the order of 8000–9000N/m/s.
In this damper curve the low
speed bump rate has jumped to
17000N/m/s. It will be interesting
to see how this plays out.
The simulation results from
ChassisSim were interesting to
say the least. There was a minor
reduction in lap time, but it was
only 61.47s plays 61.41s for the
standard lap time. However, what
the data did show was improved
damper control at the rear. This is
shown in Figure 4.
The baseline is coloured
black and the regressive
damping is black. Focusing our Figure 4: results of regressive damper 1 vs the standard damper
attention on the bottom two
traces, we can see that we have
definitely improved our control In ChassisSim, regressive damping definitely
of the rear in some places by
over 1mm without sacrificing our showed that we improved our control at the rear
behaviour in the high speed. This
is definitely something that is
worth pursuing because it gives
us a lot of fine control on what
we want out of the damping.
The next thing to try was
tuning the regressive damping
in the rebound section, but
this was not successful. The
bottom line is that the lap time
increased by 0.2s to 61.61s.
The point of this simulation was
to see if we could tune the low
speed section in rebound for
better control, but it confirms
the old axiom that low speed
rebound does hurt mechanical
grip. However, this is certainly
not a hard and fast rule.
The last simulation that
was tried was backing off the
rear rebound curve, and this
Figure 5: damper velocity and damper position analysis proved to be successful. The
damper curve that was tried is
illustrated in Figure 5.
While the lap times were
very similar, there was a 1km/h
gain in turn 2. The plot for this is
shown in Figure 6.
The baseline is coloured, while
the regressive damper setting
is black. As can be seen
focusing on the last two plots,
while the damping velocities
have stayed the same, the rear
is moving about 1mm less
than the standard car. This
gives us some very interesting
tuning possibilities.
As a final sanity check, all
three configurations were run
through the ChassisSim shaker
Figure 6: regressive damper 3 results rig toolbox. The results where
very interesting and they are
shown in Figure 7 over the page.
EQUATIONS The black is standard, the
Equation 1 red is our first damper setting
∂Force Equation 3 Equation 4 and the green is our last result.
C= At a glance you would think this
∂Velocity KB C B = 2 ⋅ ω0 ⋅ mB ⋅ ζ is not that impressive. The
410 − 141.5 ω0 = contact patch load variations

= mB CB didn’t show a massive
(25 − 10) * 10 −3
ζ = improvement. In fact if anything
= 17900 N / m / s 2 ⋅ ω 0 ⋅ mB they were worse in the first

damper setting (by 2kg) and we
In order to determine damping are:
Here the terms of the equation just pulled it back by our third
ratios we need to convert this to Kb = wheel rate of the spring (N/m) damper change. However, the
a wheel rate. To jog your memory Cb = wheel damping rate of the spring (N/m/s) devil is in the detail. Given that
we have Equation 2: mb = mass of the quarter car this is a high downforce car,
ω0 = natural frequency (rad/s) we want the pitch and heave
CWHEEL = MR 2 ∗ C DAMP ζ = damping ratio response to be as decoupled
we have:
Here as possible. If we look at the
CWHEEL = damping rate the wheel sees frequency response in the 7Hz
CDAMP = damping rate at the spring damper unit range, there is a slight increase
MR = motion ratio (damper movement/wheel movement) in the heave response. However
the pitch response drops off like
a stone. The thing about 7Hz is

that this is the frequency you wrote for Racecar outlined the In order to determine damping damping ratio we want we can
start hitting bumps and this is importance of this. The thing ratios, we need to convert this to readily calculate the damping
going to be of great assistance as about regressive dampers is they a wheel rate. To jog your memory rate we want. Once we know the
we start hitting kerbs and track give you the ability to fine- we have Equation 2. damping rates we're looking for,
undulations. This is a good thing. tune this on a much finer scale. Once we have all this we can we can then turn to a damper
Another thing that I should Consequently it would be very calculate our damping ratios. builder and show them that this
add here is the importance of remiss of me not to recap this. The equations you need to is the damping curve we want.
calculating your damping ratios Firstly let’s present the equations. work through are presented in This is why this technique is so
and knowing what they mean. Remember to work out damping Equation 3 and 4. The power powerful. To finish this off, the
The very first article I ever rate we have in Equation 1. of the quarter car is that given a damping ratio guide is presented
in Figure 8.
Do remember these are
guides to get you going and not
absolute rules.
One thing that should be
said is that while regressive
damping is a good thing, it should
not be confused with a magic
bullet. This is pretty obvious
as displayed by the simulation
results. While the results
certainly showed promise, we
were not seeing massive drops
in lap times either. This is not
a bad thing, because when we
change one thing in a setup,
we need to change other things
to take advantage of this. To
not recognise this situation is
sheer foolishness, but the great
thing is that regressive damping
is one tool that can be added to
a race engineer’s toolbox. This
is where transient simulation
software like ChassisSim
becomes your best friend.
Regressive damping is an
innovation that does show
promise. Even though this
analysis was limited in scope,
Figure 7: shaker rig results comparing standard to regressive damping results it did showcase the potential
of this technology. One of the
things we did to tune this was
to choose our regression point
at 80 per cent of the peak of
the damping velocity. This was
certainly not a waste of time
and the simulation results
show that this is an idea worth
pursuing. This also shows what
a valuable tool simulation is in
specifying what you want from
the damper. However, the big
thing this brings to the table
is much finer control over the
damping ratios you want. This is
a good thing. Ultimately though,
the use of this is up to the
intelligence and experience of
the race engineer using it, which
is the way it should be.
Remember: there are no
Figure 8: damping ratio guide magic tricks in this business.
Regressive damping should not be confused with a magic bullet


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RacecarEngin_ThermoTec_July2013.pdf 5/19/13 9:32 PM
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TECH DISCUSSION
A stiffer station wagon

A custom brace for a Subaru Legacy estate car has cured our
correspondent’s concerns that it could roll over when pushed hard
I
’ve read the Consultant, Mark the problem for over 50,000 miles, for the rear and voila! The rear I have yet to see proper support
Ortiz, for a long time, along I finally decided to do something tyres settled right down. for this mounting system, though
with numerous SAE papers, about it. Unfortunately I found that Further evidence came about one Ford team owner began to
magazine articles, columns I couldn’t afford the spring, shock 5000-6000 miles later when the add tubes to triangulate the upper
and books concerning chassis and and roll bar kits that are on offer inner corners of the front tyres tube with the rectangular tube
suspension designs and theories. so – recalling that I had enjoyed good wore down to the steel cords. and cross-chassis tubes. This team
Long ago, it occurred to me that all luck with a strut tower brace I had These were snow tyres and owner not only added cross-chassis
the above have assumed that the installed in my 240Z back in the 70s since summer had arrived, I put tubes, he added diagonals across
suspension was attached to a very – I opted to build one for the Subaru. the summer tyres on and had an the front, plus a bolted in X-member
stable platform. So, I concentrated I have access to a lathe, a alignment done. Again the inner in front of the engine. Not many
my efforts on stiffening chassis, band saw, a Bridgeport and a corners wore away. When I put on NASCAR teams have followed his
since there are so many adjustments tig welder and, using some surplus a new pair of front tyres, I stood lead, which in my mind has led to
that can be made as designed in by teams having to change suspension
suspension design engineers.
Lately, I went through an
“The new strut tower brace settings during the races through
tyre pressures, rubber spring stops,
experience with my street car and
that seems to back up my thoughts.
immediately cured the understeer” spring jacking and so on. Chassis
simply are not stiff enough.
I had bought a Subaru Legacy tubing from a Formula Ford project the tyres straight up (the original My Subaru wagon continues
station wagon with about 135,000 I have designed and built, I built specs called for a little negative to go exactly where I steer it,
miles on the clock. It lacks a bit of a strut tower brace. The brace camber). I’ve now run this set of and I don’t have my heart in my
power with only a 2.2-litre engine, immediately cured the understeer tyres for a year, through winter and throat when driving hard and
but it does have a manual gearbox. and I no longer felt as though the car summers. Wear across the treads has no longer fear drifting over into
When I began to push the wagon was going to roll over the outside been even for a year. oncoming cars on our narrow
hard through a couple of my ‘test tyre. The only problem was, I could In NASCAR racing, a large New England roads. So, who says
curves’, I found that it understeered feel the rear tyres doing a little rectangular lower tube is mandated. racecars do not contribute to
a lot and it gave me the feeling that dance when I negotiated my ‘test Many cars have their upper and improving street cars?
the car would roll over the outside curves’. Since a brace worked on the lower control arms mounted above
front wheel. After putting up with front, I made a simple one-tube brace and below this rectangular tube. Richard H Yagami
An example of a cross-brace, added to aid stiffness and stability. As a general rule, the stiffer the chassis, the more reliable the handling

RACECAR BUSINESS
Russian cash injection helps

secure future of Sauber in F1
Formula 1 team Sauber Sauber team principal Monisha Enforcement Office in Hinwil, confirm this, and was more
has been able to secure its Kaltenborn has admitted where the team is based. keen to emphasise the possible
long-term future in the sport that Russian driver Sergey Some reports stated that technical advantages of the
thanks to the the timely Sirotkin, who is just 17, is being the team needed $20m to tie-up. ‘With the National
intervention of a group of three prepared for a drive in 2014: simply see out this season, Institute of Aviation
Russian companies. ‘We will do everything possible and there had been talk at Technologies, one of the leading
The Swiss team has signed to prepare him for his entry the German GP that lead driver scientific research institutions
a deal with the Investment into Formula 1, so that he will Nico Hulkenberg had not been in Russia, the Sauber F1
Cooperation International be our driver next year,’ she paid for two months. team will benefit from the
Fund, the State Fund of said. The teenage Formula But while this is not advanced know-how of the
Development of Northwest Renault 3.5 driver is the son being billed as a buyout, some front-end Russian scientists
Russian Federation, and the of Oleg Sirotkin, who heads up sources have suggested that and engineers,’ it said.
International Institute of the International Institute of the Russian concerns have ‘The objective of the
Aviation Technologies. Aviation Technologies. forked out $170m between partnership is to open up new
It is not known how the The investment could them. Sauber would not perspectives and revenue
shareholding of the team will not have come at a better streams by commercialising
now look, or if there will be time for Sauber, as it has jointly developed technologies.’
a change in its management. recently emerged that some
However, it seems some of its creditors had lodged
conditions have been set and complaints with the Debt
LAT
Specific details of the package to secure Sauber’s future remain unknown
Citroën targets growth markets with WTCC assault

Struggling French car giant sales outside Europe. At the Europe’s automobile markets. and Macau, as well as a good
Citroën is hoping that its recently end of 2012 it stated: ‘PSA This situation makes our geographical spread for the rest
confirmed entry into the World Peugeot Citroën’s strategy to international strategy more of the race calendar, so it is easy
Touring Car Championship will expand its international presence necessary than ever. We stepped to see its appeal to Citroën.
help boost sales of its products in has produced results, with the up our global expansion in 2012 ‘Citroën Racing has spent the
emerging markets. percentage of assembled vehicles and will continue in 2013, with a last few months looking in detail
Citroën, which joins the WTCC sold outside Europe climbing growing presence in China, Latin at the opportunity of going ahead
next year with multi-World Rally from 24 per cent of the total in America and Russia.’ with this programme,’ said Citroën
champion Sébastien Loeb, saw 2009 to 33 per cent in 2011 and PSA Chinese sales for 2012 CEO Frederic Banzet. ‘The WTCC is
its sales in France fall by 14.5 per 38 per cent in 2012. The group were up 9.2 per cent while in based on several aspects that are
cent in May, while the combined confirms its target of generating Russia it saw sales rise by 7.4 essential to Citroën: extensive
European sales of PSA Peugeot 50 per cent of sales outside per cent. Latin American sales media coverage, regulations
Citroën, the second-largest Europe in 2015.’ declined, however, with a drop- that keep costs down and a
carmaker in Europe, fell 13.4 per Frédéric Saint-Geours, off of some 8.3 per cent, despite genuinely global race calendar.
cent in May of this year compared executive vice-president, an expanded car sales market in Our involvement will help us to
to the same period last year. brands, said: ‘PSA Peugeot the region. develop the brand in promising
With this in mind the company Citroën has felt the full force The WTCC calendar has rounds growth markets such as China,
is now focused on improving of the sustainable decline in in Russia, Argentina, China Russia and South America.’

Circuit of Wales developer hits back at industry critics
The man behind the £280m project, which will feature a low
Circuit of Wales development has carbon industry hub, commercial
said criticisms from within the and retail complexes, and hotels,
UK track operating industry arise should be considered in the same
from a lack of understanding of way as an airport development,
its business model. rather than just a race circuit. ‘It’s
Michael Carrick, whose an economic catalyst. If you put
Ebbw Vale development the infrastructure there then you
was recently given outline provide the facilities for other
planning permission by Blaenau businesses to take advantage of
Gwent Council, was responding that and relocate for that,’ he said.
to a statement from the The scheme is to be
Association of Motor Racing funded by the company behind
Circuit Owners (AMRCO), which the project, the Heads of the
was issued in the run-up to the Valleys Development Company,
meeting at which approval was with input from the Welsh
ultimately to be decided. government and also private
In the statement Jonathan investment, much of which will
Palmer, chairman of AMRCO come from pension funds.
and head of MotorSport Vision, The impressively undulating
said: ‘The UK circuit industry 5.6km circuit aims to host Moto GP,
welcomes innovation and yet while it seems chiefly focused
investment, however history on bike sport, it is also hoping
and experience suggest that an Outline planning permission has been given for the Ebbw Vale development to hold a WTCC encounter and
investment of this magnitude in there is even talk of bringing V8
a motor racing circuit will never But Carrick insists that Palmer – I can understand why, but the Supercars to the UK for the first
produce a return for investors. simply does not understand the business model isn’t around how time. Work on the circuit will begin
‘It is a real concern that Circuit of Wales business plan. do you exploit the circuit activity, at the end of this year, subject
this will turn into a white He told Racecar: ‘I think he’s the business model is how do to further detailed planning
elephant at the expense of talking out of ignorance about you make an industrial complex permission, and it could run its first
much-needed public funds.’ our business model if I’m honest work.’ Carrick explained that the race meeting as soon as 2015.
Bad press could put manufacturers off F1, says Audi boss
Negative publicity in F1 could means that Formula 1 is now
deter major corporations from hard to sell to car makers.
joining the sport, says the When asked if Audi, or
chairman of Audi, who has also indeed sister VW group company
played down rumours that the Porsche, might be enticed
German manufacturer might be in to Formula 1, he told the
looking at entering F1. German business magazine
The comments came in Wirtschafts Woche: ‘It’s an
the wake of huge negative interesting thought but,
publicity generated by Pirelli believe me, that’s not how
after its disastrous British Grand the world of motorsport
Prix, which featured a number functions. We ask ourselves,
of spectacular tyre failures. It particularly in these days,
is not known how much the whether it makes sense to be
debacle has hit sales of Pirelli in Formula 1. Up to 90 per cent
road tyres as yet, but sales were of everything discussed in F1
already on the slide in Europe is not about the manufacturers,
before the Silverstone race, but about the drivers.
LAT
according to its report on the first ‘Much is also talked about

quarter of 2013 – although in the the tyres, and also the losers are Sergio Perez’s catastrophic tyre failure at the British GP in June
company’s defence this was put discussed a lot, with pleasure.
down to the gloomy European Only every now and then the as it has little left to prove in because of the new-for-2014
economic situation. involved automakers come into sportscars – this year it scored turbocharged V6 engine formula
Audi chairman Rupert Stadler play, and not usually in a positive its 12th Le Mans win – and from and its emphasis on energy
has now said that the risk of light,’ Stadler said. 2014 it will be competing against recovery systems, which VW
such negative publicity, coupled Despite this there are still stablemate Porsche in the World Group is known to have pushed
to the attention given to drivers rumours that Audi might switch Endurance Championship. F1 for with the FIA, despite it not
instead of the manufacturers, to F1 in the future, particularly might also seem more attractive being involved in the sport.

BUSINESS
Calls for industry to make the most BRIEFLY
of new £1bn automotive strategy Andrett-E

IndyCar outfit Andretti
The chief executive of also sees the provision of sectors even stronger. We Autosport is to field a
the MIA, Chris Aylett, has urged finance for tooling investments can’t wait to get started.’ team in the FIA Formula E
motorsport companies to make in the supply chain, and a Aylett continued: ‘This Championship, the series
the most of an all-new UK renewed commitment to strategy is the largest for electric racecars. The
government and motor industry encourage the UK as a lead opportunity for new business team, run by 1991 IndyCar
commitment to invest well over market in the production and sale which the UK motorsport industry (CART) champion Michael
£1bn of additional funds into of low emission vehicles. has seen in over 50 years – Andretti becomes the third
the vehicle and component The investment, which a really significant step. It’s confirmed entry, joining
manufacturing sector. is to be split between both taken many years of effort, and Drayson Racing and the
This new funding, which parties – government and untold commitment by the MIA China Racing organisations
will be put in place over the industry spending £500m and others to get here, but it on the grid. Formula E’s
next decade, is to bolster each – will benefit motorsport, opens a new chapter for our first season will run from
existing investments that have too, says Aylett. ‘It’s up to us, industry in the UK. September 2014 to June
been announced in the last as an industry, to fully grasp ‘The fast-growing UK 2015, and will take place on
few years, with industry and these opportunities – and automotive industry has street circuits. Berlin was
government funding projects yet keep winning on Sunday. acknowledged its need for recently announced as the
such as the creation of an Motorsport has unique solutions from UK motorsport, final venue on the calendar.
Advanced Propulsion Centre, capabilities to deliver lightweight, and this Government policy Meanwhile, it’s been reported
thousands of new motor energy-efficient vehicle will help open these multi- that Formula E intends to
industry apprenticeships and technologies and propulsion million pound opportunities run to a €2.5m budget cap
the setting up of an Automotive solutions to global OEMs, for motorsport companies, and for teams, though this has
Investment Organisation. The so making both the British attract more investment into yet to be confirmed.
development of the strategy automotive and motorsport motorsport companies too.’
RECORD AUCTION PRICE Williams continues to

win big off the racetrack
Williams has announced it trams and monorails, as well as
has scooped a slice of £16m’s for electric power stabilisation
worth of UK government funding, sectors – the work for which it has
while it has also completed a received the funding.
commercial tie up with Nissan Williams group CEO Mike
performance arm Nismo. O’Driscoll said the company aims
The Grove-based group, which for its F1 energy storage systems
has been having a torrid time of to be integrated into power grids
it on the track with still no points within the next two years. ‘The
on the board for its F1 team at goal is for an energy storage
the time of writing, has been system first developed for an F1
awarded government funding to car to be installed on a power grid
develop flywheel-based energy within the next two years.’
storage systems originally Meanwhile, Williams Advanced
pioneered for use in Formula 1. Engineering has also signed a
The money will go to Williams deal with Nismo, the performance
Advanced Engineering, the part arm of Nissan, to collaborate
A Mercedes W196 Formula 1 nine and half million pounds. of the group that commercialises on the development of high
racecar set the record for the The 2.5-litre straight- F1-based technologies. performance road cars.
highest price for any car ever eight W196 – chassis number Williams’s flywheel system is Nismo tells us that Williams
sold at auction at the Bonhams 00006/54 – is the car in among 30 projects which have will use its expertise in
Goodwood Festival of Speed which Fangio won both the won a share of the £16m, which aerodynamics, simulation and
Sale in July. The W196 is the 1954 German and Swiss is the first phase in a £35m material science in developing
car pedalled by Juan Manuel grands prix, the first two wins Energy Entrepreneurs fund, aimed future Nismo products, to be
Fangio during his second for Mercedes in its postwar at encouraging innovations in low launched worldwide from 2014.
championship-winning season racing comeback season. carbon technology. However, there was no comment
in 1954. Sold at £19,601,500, The car’s then innovative The company has already on whether the companies will
it smashed the previous design marked the successful adapted its F1 energy storage work together on motorsport
record price (a Ferrari 250 introduction to Formula 1 of systems for use in hybrid buses, projects, such as the ZEOD RC
Testarossa Prototype, sold for fuel injection and all-round while it is developing flywheel electric racecar, which is to fill the
£10,086,400 in 2011) by over inboard-mounted brakes. systems for other modes of Garage 56 slot for experimental
public transport, too, such as vehicles at Le Mans in 2014.

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BUSINESS
NASCAR to invest in technology in Test centre

competition department shake-up continues
NASCAR has vowed to
invest heavily in technology
the next 18 months, with the aim
of having all of them in place by
but will also tighten up on grey
areas by using more detailed
to thrive
as it strives to simplify and the season opener in 2015. Its images in the place of blocks of Well-known UK engineering,
improve its entire rule-making aims are to improve the way rules text. There will also be a standard research and test consultancy
and regulation enforcement are enforced while making the group of officials across all three MIRA has reported a fourth
regime, while also making the sport easier to understand. main NASCAR series, and an consecutive year of growth,
improved parts inspection and with the company turning over
approval process. £43.5m of business while
The suggestions came as a registering a 17 per cent increase
result of a steering committee in profit in 2012.
led by Mike Helton, Steve MIRA tells us it set an
O’Donnell, Gene Stefanyshyn, ambitious growth strategy in
Robin Pemberton and Steve 2010 and has since achieved
Phelps, which guided four an overall 34 per cent growth.
internal working teams to create The strategy incorporates
a blueprint for transforming three key areas: growing its
the sport in the areas of rules, core engineering and testing
governance, deterrence, penalties business through diversification,
and officiating, and inspection. expanding overseas operations
O’Donnell, senior vice and developing the MIRA
president of racing operations, Technology Park at its UK
said that the initiative will take headquarters in Nuneaton.
some extra investment on the Dr George Gillespie, chief
LAT
part of NASCAR: ‘In general if executive officer at MIRA,

The planned NASCAR shake-up aims to improve transparency within the sport you look at it, it’s a little bit of a said: ‘2012 was a harder year
culture shift in how we’ve done than anyone expected. Yet
workings of the sport more The changes proposed business. Our goal is to take a despite the challenges that we,
transparent to fans. include a move to a digital lot of the assets available to us, and our customers, faced, we
The US stockcar governing format rulebook, which will be and really reinvest, and put even have managed to deliver
body has said it’s reinventing made available to teams in an more money back into our R&D another year of growth. I am
its competition department and electronic form that will not efforts. What that will allow us extremely proud of that, and our
it has announced a series of only be in line with the CAD to do is get ahead of things in a determination to achieve our
changes to be implemented over systems used in team workshops, much advanced way.’ vision remains unfaltered.
‘I am pleased to report that
R&D spend increased by 22
$400m Daytona facelift greenlit per cent to two per cent of

total turnover and, if combined
as ISC reports boost in income with grant funded collaborative

projects, it actually increases to
five per cent.’
International Speedway history with this unprecedented that fans can still see the racing
Corporation, the leading US endeavour. I commend the board’s as they mix and socialise within
track operating company, is to decision to move forward on our the spaces.
BRIEFLY
invest up to $400m in its scheme plan to redevelop the company’s Meanwhile, ISC has reported
to radically improve Daytona signature motorsports facility, a strong second quarter MK Honda
International Speedway, while it thereby shaping the vision of performance with net income of Honda is to base its Formula 1
has also reported a strong second Daytona for the next 50 years.’ $22.4m, compared to net income operation in Milton Keynes in the
quarter for 2013. The redevelopment is of approximately $13.7m in the UK when it returns to the sport
ISC, which was setup by expected to cost between $375m same period in 2012. The half- as McLaren’s engine supplier in
NASCAR founder Bill France and $400m, and ISC says it has year figure is also up, with net 2015. The Japanese car maker
Sr and is primarily involved in already pumped some $15m income for the six months ended will develop and manufacture
the ownership and running of into the project, which will start 31 May at $36m, compared to a its V6 turbocharged units at its
NASCAR tracks, announced with the building of five new net income of $30.9m in 2012. R&D centre in Tochigi, Japan, but
that its board has approved a spectator entrances – called ‘We are pleased with our the engines will be maintained
plan to completely rebuild the ‘injectors’ – each of which will financial results for the quarter and at a new Mugen Euro base
‘front stretch’ area of the fabled lead to three different concourse year-to-date,’ France Kennedy said. in Milton Keynes, into which
speedway, and work on the levels. There will also be 11 ‘While consumer-related revenues the Honda performance and
project has now started. ‘social neighbourhoods’ each the at our events to date generated motorsport brand will be moving
Lesa France Kennedy, ISC’s size of a football pitch, stretching mixed results, in part due to in the autumn, after seven years
chief executive officer, said of along the start-finish straight, inclement weather, we remain based in Northampton.
the decision to go ahead with itself close to a mile long. Each of optimistic that the economy is
the project: ‘We are truly creating these areas will be designed so poised for stronger growth.’

BUSINESS – PEOPLE
INTERVIEW: ANDREW COE

Do you think the fact you’re the commercial side of its see the leading 20, 30 drivers,
from a general sports activities from its regulatory they want to stand there
background rather than a side, so in effect we had more pretty much all day long. In
motorsport background gives freedom to operate in a more September we find ourselves
you some advantages? commercial environment than a in the middle of the domestic
I think it gives you a perspective governing body is able to do. If rally calendar, and a lot of drivers
on the fact that in sport there you’re a political body you have and amateur crews said ‘we’d
are a lot of common issues, more limitations on the culture like to be there but we can’t
and particularly in terms of that you can adopt. For us, on risk tearing our car up and
the commercial side of things. the International Motor Sports then being unable to finish our
Having an understanding of how side, we can be more overtly normal domestic championship’.
sport works from a political and commercial, albeit the group So we had a big fall-off in the
commercial point of view, and includes the MSA, and as a group number of cars, and we had an
balancing those two extremes, is we are not for profit, so anything equally unenthusiastic response
very useful. I think a lot of people we make as a commercial arm is from ticket buyers, but I’m very
who work in sport do only have effectively reinvested back into happy to say we’re back to
a sporting perspective, they are the sport. our normal slot for this year in
perhaps people who have taken November for the final round of
part in the sport, or it’s their Last year’s rally attracted the championship and I’m very
passion, and that’s fine. But I the smallest number of encouraged by the great reaction
think you also need people from spectators and the smallest we’ve had to the route, the
Andrew Coe is CEO at outside the sport who can take entry ever. Why was this? relocation to north Wales, and
International Motor Sports, the a bit more of an objective view Going back two years now, we hopefully that will translate into
organiser and promoter of Wales and say actually, sport is also a were asked to run the event lots of people coming back to see
Rally GB, the UK round of the business, and therefore you need in September rather than the Great Britain’s round of the World
World Rally Championship. He to be able to balance both sides normal end of year slot, and Rally Championship.
has been at IMS, the commercial of the equation. From my point of we agreed to give it a try. But
arm of the MSA, since 2001 view I’ve hopefully seen a little last year unfortunately there Why do you think the move to
and before that he worked in bit of both sides over the years was the Olympics that summer. north Wales will work?
tennis, in charge of technical and I am able to do that. It was a very strange year for For this year we have been
regulations and commercial UK sport. Also, there’s the fact very fortunate in working with
activities for its world governing How did International Motor that in rallying the amateur Toyota, which has a site in
body. Coe has worked in the Sports come about? drivers are actually a big part Deeside [for the service park].
sports industry for 35 years. Just over 12 years ago the MSA of the show – rally people So we’re delighted to have
decided it would separate out won’t go into a forest just to this new partnership. It’s the
Formula 1 boss Bernie Common regs SPONSORSHIP

Ecclestone indicted for ‘US DTM’ The NASCAR European
Touring Series will now
Prosecutors in Germany Representatives from the be known as the NASCAR
have indicted Formula 1 boss DTM, the Japanese Super GT, Whelen Euro Series,
Bernie Ecclestone on a bribery and Grand Am, which will run following a long-term
charge. The charge stems from a North American DTM-style tie-up with the US automotive
a $44m payment made by series, met at the Norisring in company. Whelen is
Ecclestone to a German July and agreed to use common already a serial backer of
banker, Gerhard Gribkowsky, regulations in 2017. NASCAR championships in
the man who oversaw the sale The North American version North America.
of F1 to CVC back in 2006. of the German DTM series,
Gribkowsky was sentenced to announced in March 2013, is due The Lotus F1 team has
LAT
eight-and-a-half years in prison to launch in 2015 or 2016. announced that Altran UK is

in Germany last year. The new North American now a technical partner. The
The 82-year-old F1 which ultimately handed control series is expected to run in company, which describes
boss told the Financial Times: of the sport to CVC. conjunction with the USCR itself as a ‘global leader
‘I have just spoken to my Ecclestone’s legal team is events, and the next committee in innovation and hi-tech
lawyers and they have received expected to submit its response meeting is due to take place at engineering consulting’,
an indictment.’ to the court in August, and the the Daytona 24 hours, expected will provide the race team
In 2006 Gribkowsky was in court will then appraise the to be the first round of the USCR with specialist engineering
charge of managing the sale of arguments of both prosecution next year, in January. Another services, with a group of
Bayern Landesbank’s 48 and defence, before making committee meeting is also Altran UK engineers based at
per cent stake in F1 to private a decision in September on scheduled for the 1000km race Lotus’s Enstone headquarters.
equity firm CVC Capital Partners, whether the case will be heard. at Suzuka in summer, 2014.

Symonds RACE MOVES
ideal spot, in many ways, for

replaces Ron Dennis has picked up
Coughlan at
the prestigious MIA Award for
us and for the event, because
Outstanding Contribution to the
it’s connected to a fantastic
Williams
Motorsport Industry. The chairman
network of roads. Ideally for us of the McLaren Group, and former
it means that we’re a 90 minute F1 boss, was given the award in
drive time for 36 per cent of Pat Symonds has joined Williams, recognition of his exceptional career,
the UK’s population, which taking the place of Mike Coughlan, during which he has earned the
hopefully will open up the who has now left the struggling accolade of the most successful
event to lots of new people Formula 1 team. team principal in Formula 1 history,
and has also overseen the significant
and also people who remember Symonds
growth and diversification of the
the event but perhaps have not (pictured) had
McLaren Group.
been able to make the journey been working
down to south Wales. as a technical Sauber chief designer Matt Morris
consultant for is to join McLaren as its new
It’s been reported that you Marussia for engineering director, after handing
recently signed a new deal the past two in his notice at the Swiss team. He
with the Welsh Government years, but will will be replaced by Eric Gandelin,
for £1.65m, is that correct? now take up who moves up from the role of A statue of Formula 1 designer
I’m not able to confirm that, the role of head of concept design. Morris, Adrian Newey (pictured) had
who has been at Sauber since 2011, been erected at Mallory Park
but you’re not far away. chief technical
LAT
will work under technical director circuit in the UK. Red Bull boss
officer, in effect
Tim Goss at McLaren. Christian Horner unveiled the
Will that give you everything replacing Coughlan, who was
piece, which is now part of a
that you need to run the technical director. The move Tim Routsis has now left Cosworth, collection dedicated to motorsport
event successfully? is almost certainly a result of where he was CEO for the past 10 greats which includes statues of
Not really. Basically it operates the team’s struggles this year – years and was a key player in bringing Colin Chapman, John Surtees,
on a model whereby it’s at the time of writing it had yet the famed engine manufacturer back Mike Hailwood and Jim Clark.
an award from the Welsh to score a point. into Formula 1 in 2010. It is believed
Government to help with the The Williams new boy has that Routsis will be replaced in the
running of the event. The a strong Formula 1 CV, having interim period by Hal Reisiger. in a management role at the team,
Cosworth is not building an engine has been replaced by Tom Brown.
actual staging costs of the started in the sport as a race
to the new 2014 regulations after Brown originally worked in IndyCar
event is higher than that, but engineer at Toleman, staying
failing to find an industry partner to in the 1980s, and has more recently
International Motor Sports then with the team through its time as
support its planned project. worked at Sarah Fisher Hartman
takes on the risk of marketing Benetton and then Renault, and
Racing (2010) and last season he
the event, selling the tickets, and rising to the position of technical Martin Flick is now head of the was at HVM Racing.
trying to get a revenue out of it. director at Benetton in 1996. His motorsport department at Bilstein,
time at the Enstone outfit came moving up from the position of head McLaren Automotive, the road car
to an end after his involvement in of technology at the German damper arm of the group, has appointed
manufacturer. Flick, who will now
BRIEFLY the ‘Crashgate’ scandal in 2009.
report directly to Bilstein aftermarket
Mike Flewitt as chief executive
officer. Flewitt, who joined McLaren
‘I’m delighted that Pat is
director Thorsten Schwippert, Automotive in May of 2012, was
joining the team,’ said team
started out as a mechanic and previously chief operating officer.
Cell mates principal Frank Williams. ‘His
studied engineering in Cologne. Meanwhile, Ian Gorsuch has returned
General Motors and Honda technical capabilities and sporting
to his post as regional director for
have teamed up with the successes speak for themselves A square in the centre of Saint Middle East and Africa, after a spell in
aim of developing the and I’m sure that his knowledge Saturnin, a suburb of Le Mans, has Singapore where he was responsible
next-generation of fuel and leadership will contribute been named after Dr Wolfgang for McLaren Automotive Asia.
cell systems and hydrogen considerably to the success that Ullrich, the head of motorsport at
storage technologies. all of us at Williams are working Audi. At the unveiling of the ‘Place Former F1 team boss Craig Pollock
The thinking behind hard to achieve.’ Dr Wolfgang Ullrich’ the Audi boss has launched a new company which
the new collaboration, which For his part Symonds believes said: ‘I’m totally surprised to receive aims to fund talented drivers through
such an honour’. the ranks and into the higher levels
aims to launch products the team has the foundations in
of racing. BAR founder Pollock, whose
to the market in 2020, is place to return to the top of the
Veteran race engineer David Cripps 2014 F1 engine supply company Pure
that the two companies will sport: ‘Williams is a team steeped
is no longer with IndyCar outfit failed to come to anything through
be able to share expertise, in success and engineering Panther Racing. Cripps’s duties at the lack of finance, is to run ‘The Pollock
economies of scale and excellence and I’m honoured to be team have been taken over by Tino Formula’ from a base in Luxembourg.
common sourcing strategies. asked to play a role in returning Belli, who was taken on as technical
Both companies also plan the team to its rightful place at director of the joint Panther/DRR Photographer Nigel Snowdon has
to work with their stakeholders the pinnacle of F1. team at the start of the season. DRR died at the age of 79. While Snowdon
to further advance refuelling ‘Sir Frank, group CEO Mike has since withdrawn from the series. was known for his Formula 1 work in
infrastructure, which is O’Driscoll, and deputy team many magazines and the respected
IndyCar race engineer Neil Fife has F1 annual Autocourse, his most
said to be critical for the principal Claire Williams have
stepped down from his position at famous picture is possibly the one
long-term viability and put in place the foundations for
the Dragon Racing team, where he he took of Steve McQueen giving
consumer acceptance of success and I’m immensely excited
engineered the car of Sebastien a two-fingered salute during the
fuel cell vehicles. to begin this new challenge.’ Bourdais. Fife, who also worked making of the movie, Le Mans.

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BUSINESS – PEOPLE
New IndyCar management RACE MOVES
structure takes shape Historic race preparation ace

Bruce Stevens, a man renowned
for his ability to get the very best
Hulman & Co, the parent The position of president of from American V8-engined racecars,
company of IndyCar and the Hulman Motorsport Properties – a has died at the age of 61. Stevens,
Indianapolis Motor Speedway role that involves the commercial who succumbed to cancer, had
(IMS), has revealed its all-new responsibilities for IndyCar and great success with AC Cobras, Ford
management restructure. IMS, including sales, marketing, Falcons and GT40s, among others.
Randy Bernard’s role as PR, TV and broadcast licensing, Leo Voyazides, whose cars Stevens
MICHAEL L LEVITT
IndyCar CEO, from which he and licensing of intellectual was responsible for, is now to
sponsor a Bruce Stevens Preparer of
was removed in 2012, will not properties – remains the only
the Year award in his memory.
be filled, while former IndyCar position to be filled. Hulman CEO
interim CEO Jeff Belskus has been Mark Miles will take on these
Orna Conway is the new head
named chief financial officer duties until someone can be of marketing for Europe, the IndyCar team owner AJ Foyt
of Hulman & Co, in addition to found to fill the position full-time. Middle East and Africa for Infiniti, (pictured) has undergone hip
his current role of president. In an open letter to IndyCar the Nissan luxury division and surgery, forcing him to miss
He has also been given the and IMS employees, Miles said the title sponsor of Red Bull the Pocono round of the series.
responsibility of overseeing a of the new structure: ‘After Racing in F1. Orna joins Infiniti Foyt, who won the Indy 500, the
$100m development plan for the nearly six months of observing from Audi Ireland. Prior to this Daytona 500 and the Le Mans 24
Indianapolis Motor Speedway. how operations can be she held diverse marketing Hours during a hugely successful
roles across the financial career as a driver, is expected to
Former IMS chief operating improved, we’ve designed a
services and retail sectors, make a full recovery.
officer Doug Boles has been structure and nearly completed
where she specialised in building
given the post of president of the filling out a team that is focused
brand recognition.
legendary race track, in charge on the future.’ Media Excellence. Economaki, who
of its day-to-day operations Derrick Walker’s installation Ryan Hess, a crew member in died last year at the age of 91, was
and maintenance, and former as president of operations and the NASCAR Nationwide Series, the editor, publisher and columnist
IndyCar COO Robby Greene is now competition for IndyCar was has been indefinitely suspended for National Speed Sport News for
president of IMS Productions. confirmed back in May. from all NASCAR competition after more than 60 years.
he was found to have violated the
governing body’s strict substance Mercedes-Benz UK has crowned
Formula 1 tightens up abuse policy. the Apprentice of the Year for

Technical and the Apprentice of
Meanwhile, former NASCAR the Year for Parts. Richard Griffiths,
on safety in the pit lane Sprint Cup Series crew member
Jackson L Dodson II is now
of Mercedes-Benz Swansea,
and Lorenzo Puliti, of Mercedes-
able to work in NASCAR once Benz Colindale, were each rewarded
again after successfully completing with a week-long work experience at
the governing body’s Abuse the Mercedes F1 team.
Policy Road to Recovery Program.
He was suspended from the sport Former rally driver and FIA
earlier this year. World Council member Mohammed
Bin Sulayem will chair the new
The late journalist and broadcaster Motor Sport Development Task
Chris Economaki has been Force, the creation of which was
named as the third recipient of the first action of the FIA’s Sport
the Squier-Hall Award for NASCAR Conference Week in June.
LAT
n Moving to a great new job in motorsport and want the world to

The FIA has acted promptly to energy in them and it is a timely know about it? Or has your motorsport company recently taken on
improve F1 pitlane safety in the reminder that things can go an exciting new prospect? Then send an email with all the relevant
wake of the accident that left a wrong,’ said Red Bull team principal information to Mike Breslin at bresmedia@hotmail.com
TV cameraman injured during the Christian Horner. ‘The mechanics
German Grand Prix. wear safety gear and helmets,
Formula One Management maybe it is time that we looked
(FOM) cameraman Paul Allen at safety equipment for the other the pit wall. This was then said that its president, Jean Todt,
suffered a broken collarbone and operational people working in tightened further by the sport’s had requested the World Motor
broken ribs, plus concussion and the pitlane. The camera guys are commercial rights holder, Formula Sport Council now approves the
severe bruising after being hit by getting close to the action. They One Management (FOM), which changes immediately – originally
a wheel from Mark Webber’s Red are getting some great pictures but sent an email to all broadcasters planned for 2014.
Bull, which had not been fixed in it is still a dangerous environment.’ involved in F1 stating that no Pitlane speed limits will now be
place during the stop. Red Bull But the FIA went further media personnel will be allowed reduced from 100km/h to 80km/h,
Racing was subsequently fined than Horner’s suggestion and in the pitlane during any grand except in Australia, Monaco
€30,000 for the incident. announced an immediate ban on prix session. and Singapore, where it will be
After the race there was a anyone except team personnel in The FIA has also moved 60km/h. These could be further
call for the safety of non-team the pitlane during the races and to bring forward its planned reduced on the recommendation
personnel in the pits to be looked qualifying, although cameramen reduction in pitlane speed limits. of safety delegates or stewards at
at. ‘These cars have so much would be allowed to film from A statement issued by the FIA individual races.

BUSINESS – PEOPLE
PEELing back thE StickErS nuMbEr 17: bLackbErry briEFLy

Marussia to use Ferrari
Marussia has confirmed it will
use a Ferrari powertrain from
next year, when Formula 1
switches to its new 1.6-litre
turbocharged engine formula.
It will be provided with engines
and energy recovery systems,
full transmission and all related
ancillary systems. Despite this
new partnership with Ferrari,
the Anglo-Russian team will also
LAT
continue with its technical tie-
up with McLaren, where it has
the use of aerodynamic facilities
it’s a big deal for a company to change its sport, while the maker of the once hugely popular such as the wind tunnel.
name. So when Research In Motion decided to handset has had to contend with Apple’s iPhone,
call itself after its most famous brand, BlackBerry, as well as rival firms touting Android devices. SMP enter ELMS
you can be sure it was only after much thought In fact, at the time that BlackBerry linked Russian GT team SMP Racing
and discussion. Who knows, perhaps the men at up with Mercedes at the start of this year – has entered the final three
the top of the Canadian technology giant in a deal said to be worth $12m a year for rounds of the European Le
consulted with its partner in F1, for the Mercedes three years – Frank Boulben, BlackBerry’s chief Mans Series in the LMP2 class,
F1 team certainly knows a bit about changing marketing officer, said that the similar aims of as it prepares to build its own
identity – it was previously Brawn, before that both organisations for this year helped ease P2 machine for 2015. The
Honda, BAR and originally Tyrrell. the deal into place: ‘They think very much like French-based team, which
But changing names is not the only thing us – Mercedes is at the beginning of a journey currently fields a gaggle of
the two companies have in common, for both to reclaim the top position. We are making a Ferrari 458 Italias in the ELMS
organisations came in to this year with a point strong comeback with the new platform BB10, and the Blancpain Endurance
to prove: the UK-based German team needed to so there are very similar trajectories. The two Series, will now campaign an
step up a gear and become a true force in the stories marry very well.’ ORECA-Nissan 03 in P2.
MIA July 2013_Half page Racecar ad 17/07/2013 13:31 Page 1
THE MIA HOST

AN EVENING WITH
ROGER PENSKE A TRUE AMERICAN MOTORSPORT ICON

12 SEPTEMBER 2013 • WILLIAMS CONFERENCE CENTRE, OXFORDSHIRE
Penske Racing have produced 364 major race wins,

423 pole positions and 24 National Championships, including
the 2012 NASCAR Sprint Cup Series title
• Networking drinks reception and tour of

Williams Grand Prix Collection
• Delicious 3-course dinner in the Drivers Suite
• Exclusive interview with Roger Penske
Ticket price
£125 + VAT members £150 + VAT non-members
BOOK TODAY !
Contact helen.jones@the-mia.com or + 44 (0)2476 692600
www.the-mia.com/events-diary
40,000 Buyers • 1,100 Exhibitors • Over 72 Countries Represented
PRI20 13
Indianapolis
December 12–14, 2013 • Indiana USA
www.performanceracing.com
RACING
Where the Racing Industry
Gets Down to
Business
BUSINESS – PRODUCTS
HUB STAND KIT
BG alignment system
New from BG Racing Hub is this
hub stand kit designed to allow
accurate suspension setup, including
ride height, camber, castor and toe
angles. The system bolts to the hubs
and allows for quicker and more precise
setup than if tyres are fitted. The
stands are available with a number of
different hub adapters to fit a range of
bolt patterns including four and five bolt
setups as well as centre locks. They are
also suitable for vehicles weighing up to
1700kg, which covers pretty much any
machinery bar Dakar trucks.
For more information visit
www.b-gdirect.com
TOOLS & BRACKETS
The latest from Viper

The prolific Viper Performance has continued
to introduce a range of new products for
motorsport fabricators. First up is a very convenient
interchangeable AN wrench system for fitting hose
ends. The kit comprises one smooth rounded edge
spanner handle with six interchangeable aluminium
jaws covering sizes from -3 to -10 JIC.
The next is a new line of fuel pump brackets
designed specifically for Bosch’s motorsport
pumps. They come complete with liners to suit
either 52mm or 60mm diameter pumps, with a dual
pump fitment also available.
For further information visit
www.viperperformance.co.uk
IGNITION KIT
Webcon Alpha for Ford Zetec Engine

Webcon has released a new the ECU also has the capability air temperature sensor and
version of its Alpha ignition to be upgraded to full engine communication interface.
system designed specifically management for EFI applications. The system is calibrated
for the Ford Zetec 1.8 and 2.0 Utilising the company’s new, by Webcon and is designed
engines, found in a plethora of user-programmable PRO5 ECU, to be a turnkey installation,
racecars from saloons to single the Zetec ignition kit is supplied with the wiring harness using
seaters. The kit is designed with a fully mapped ECU, custom- the engines original coil and
for electronic control of the made OE quality wiring harness, crankshaft sensor.
ignition system when used with More details are available at
Weber carburettors, although www.webcon.co.uk

PLENUM SEATS
Jenvey 70mm Inlet

Turbo Plenum
Jenvey Dynamics have just The plenum can be fitted onto
added a new, larger plenum to either four separate throttle
their range of inlet systems – bodies, a pair of twin throttle
the APLC-70 Turbo Plenum. bodies or used with any
The cast aluminium plenum combination of manifold, spacers
has been designed to offer and a single throttle body. This
maximum flow on turbo and plenum is approximately 60mm
supercharged motorsport longer than Jenvey’s APSC-70
engines, with a cover and diffuser turbo plenum and has been
pipe that can be arranged in designed to fit on the larger four
four different orientations to cylinder and five cylinder engines
aid fitment. All interfaces are such as the YB Cosworth as
O-ringed for easy rebuilds well as the Volvo and Audi five
and all bolts are outside the
plenum to prevent possible
cylinder engines.
For further details visit
MOMO Lesmo One
ingress in the event of a failure. www.jenvey.co.uk New on to the Market is is designed to reduce lateral
Momo’s FIA Approved Lesmo movements of the helmet
One Seat. The seat features and protects the driver’s head in
a GRP shell, weighs in at case of an impact. Additionally,
9.5kg and is intended for use the cushions are covered in
in saloon car applications. It Momo’s Airnet material to
is compliant with FIA spec allow airflow around the driver,
8855/1999 and is Hans reducing heat build-up.
compatible. The seat shape More info at www.momo.it
SENSORS
Penny + Giles TPS

The TPS280DP throttle temperature range from -40
position sensor from Penny to +140degC, with a stability
+ Giles incorporates a factory of less than ±30ppm/degC.
FIXTURES programmable Hall-effect The TPS280DP is
sensor and has two outputs mechanically interchangeable
Renishaw fixturing that can be programmed
individually for angular range,
with most existing throttle
potentiometers using 32mm
Metrology specialist Renishaw and M8 thread sizes, with a range output range and direction. mounting centres and is
has developed an extensive of base plate sizes all of which With no contacting sensor designed to interface with most
new range of modular fixturing, are hard anodised to reduce wear. parts to ensure zero signal common throttle body D type
designed specifically for use with Each fixture system is optimised degradation over the lifetime spindles. It is available with
its CMM, vision systems and its to operate with a particular of the sensor, the TPS280DP 200mm or 500mm cable lengths
Equator measuring machines. measuring machine in order to has a tested life of more than and can be specified with or
The new modular fixtures offer speed setup times. 60 million operations – more without a MSS4P Mini Sure Seal
a wide choice of base plates and For more details visit than 18 times the life of an connector fitted to the DR25
components available in M4, M6 www.renishaw.com equivalent potentiometer. sheathed spec 55A cable.
When powered with 5Vdc, the For details log on to
TPS280DP has an operating www.pennyandgiles.com
• www.racecar-engineering.com 95
Why exhibit at a trade show?
Tony Tobias outlines precisely why your business needs to be at Autosport Engineering
A
lmost 50 years of are lucky enough to have made And by investment, I mean Note that we now live in a
selling advertising in an impression, you’re practically that they are reluctant to spend global marketplace, and you can
motorsport magazines friends now! money to make money. no longer simply survive by just
and selling stands Which leaves me with the Trade shows can be costly, doing business with customers
at motorsport trade shows gives opportunity to explain why you but ultimately they're one of the in your own area.
me an insight into what is the should spend the money and time best investments you can make. A trade show brings people
best way to communicate with a to exhibit at a trade show. If you are in business, from all over the world to do
potential customer. Put pretty simply, it's because whether it's racing technology business together.
Have you ever tried you want someone to pick up or leading edge components Often suppliers will ask me
making a call to someone you the phone when you call them! and materials, then you should 'Wow, how did those guys get a
want to do business with I know many creative definitely attend trade shows. deal with that leading F1 team?'
and you just can’t get them to entrepreneurs who claim to They represent a golden or 'how did those guys setup
come to the phone? You leave want to find success, but aren’t opportunity to meet the that deal to distribute their
a couple messages, or send willing to make an investment people that you need to meet – brakes in the USA?'
them a couple of emails, and in their own business. face-to-face. The answer is always this:
STILL they won’t call you back. they knew someone who opened
Few things are as frustrating, and the door for them. Most deals
finally, you give up and come to in business come from knowing
the understandable conclusion someone already, or meeting
that they don’t want to do them at a trade show.
business with you. If you’re serious about doing
But, what if you had met what you say you want to do, you
them at a trade show? Then, have to spend the time and the
when you called they would money to get valuable face time
be more likely to talk to you, with the people who you want to
because now it’s personal – do business with.
you aren’t simply a stranger
on the end of the line. You will Three reasons to attend
have already met, and if you a trade show in your
intended field
EDUCATION: you learn what’s
hot, what’s not, and what’s
happening in the world of your
industry. You are free to ask
people in the same field as you
what their opinions are, to help
you provide a better product.
You have conversations
where you learn something
about the people you want to do
business with, and that leads to
partnerships down the road.
SHOW OF COMMITMENT: by
exhibiting, you are able to
show the value of what you’re
offering. Just by being there, you
are demonstrating to possible
customers that you are committed
and that you’ll be around a while.
NETWORKING: this is the most

important aspect of a trade
show! A show gives you the
opportunity to rub elbows with
ASI represents a fantastic opportunity to meet potential clients and forge invaluable business links manufacturers, competitors,

solutions. Plus new product launches. NETWORKING
28,000+ motorsport professionals, including over 5,000
overseas trade buyers from more than 50 countries.
FOR MORE INFORMATION

AUTOSPORTINTERNATIONAL.COM
TO EXHIBIT CALL 020 8267 8300 OR EMAIL
AUTOSPORT.INTERNATIONAL@HAYMARKET.COM
103365 ASI A4material suppliers, and

Advert Engineering.indd 1 anyone 13/05/2013 10:11
else involved in the motorsport Three great new additions to the show lineup
industry. Potentially your new
customers. Most of the big deals Bremsen Technik develop and add to our product range in order to
we’ve done came from meeting ‘Bremsen Technik (UK) has international meet the changing and challenging requirements
someone at a trade show. experience in friction materials for commercial presented to us. The UK business continues to
Why? Because it’s all about trust vehicles, high performance, racing and now add to its customer base and our efforts across
and who you like, and who likes you. mountain bikes,' explains commercial manager Europe are showing good results. Furthermore, the
If you’re hidden away in your Paul Jelfs. The knowledge in compounding, USA side of the business is doing exceptionally
office in the middle of America, technical characteristics and understanding of well, expanding into key locations outside of its
or Europe, you won’t be taken Brake control
the market support both the manufacture of North Carolina base. The international sales efforts
as seriously as you would if you specific friction materials and thefrom green
sales of the light outside of USA and Europe have and will continue
networked at shows. exclusive UK distribution of top end to products.
chequered flag.to present opportunities.'
Here’s just a few of the stories In the high performance For more information,
that came directly from exhibiting sector, Bremsen Technik is visit: www.bmrs.net
at Autosport Engineering: the exclusive distributor for
Xtrac: every year, Xtrac is one of Pagid racing pads, Brembo XYZ
the first companies to rebook. 'For high performance products XYZ specialise in supplying
us it's important to expand into new and Sachs clutches and top quality built machine
territories,' says development director suspension units.’ tools, with the very best in
Cliff Hawkins. 'This year we've met Bremsen Technik will be Bremsen will show a full range of Pagid pads powerful but easy-to-use
new people from France and Italy. exhibiting at the Autosport CNC controls. They also
PAGID RSL – newly developed long distance/endurance
People visit our stand and want to International Show, displaying the new range support all products and customers across the
racing pads
Our „yellow pad“ (Pagid RS 19 and RS 29) has been the benchmark
talk to us. This year our order book is of Pagid RS racing pads which were introduced UK from their dedicated XYZ Centres. Formed in
in endurance racing for many years. With the knowledge gained as the
world’s leading friction manufacturer, TMD Friction have developed an
endurance racing brake pad which is even better: The new generation
as full as it has ever been at this part this year. Their success is down to new materials 1984, XYZ has grown to be the largest supplier
Pagid RSL1 has excellent modulation and release characteristics,
as well as stable friction across a broad temperature range.
Better still; the wear rate has been significantly improved to give you
of the year. It's great for business.' that extend the boundaries of performance. The of CNC machine tools in the UK market, and now
the race performance you need. When it comes to a winning combination,
ng
Pagid RSL1 is the ultimate choice in endurance racing.
MoTeC: general manager PAGIS RSL designs have increased bite and higher exports across gri
urEurope, the Middle East and Africa.
b
www.pagidracing.com
r !
Nu inner
info@bremsentechnik.de
Peter Jackson comments: 'Over operating temperature ranges. The PAGID RST 24h always
‘We have considered exhibitions to be the
+ 49 6172 59 76 60
W
Pagid is a registered trademark of TMD Friction
the years, time and time again range of four materials have a graduation of high ideal way of displaying products and the ability
130521-anzeige-24-h-nurburgring-e.indd 2 22.05.13 10:39
Autosport Engineering has proven friction with high fade resistance for different to conduct a demonstration of a machine is highly
to be indispensable as the perfect applications. The PAGID RSC is developed for effective,' says managing director Nigel Atherton.
showcase to reinforce our brand, ceramic disc applications. Both RSL and RST have 'Autosport has been a consistently good show for
launch our products and meet proved to be superior and many top teams are us, generating millions of pounds in orders over the
focused professional customers. gaining a winning advantage from these products. last 10 years since we started exhibiting.
If your business is in motorsport ‘In a year where most companies are ‘We have just extended our factory to 90,000ft
you need to be at the show. We will still reducing sales in the economic market and we will introduce some exciting new products
certainly be there. we are going against the trend with double at MACH 2014 in April. We are also opening a new
Zircotec: 'Autosport always figure expansion,’ says Jelfs. Newcastle showroom.’
delivers results,' says managing For full details, visit www.racepads.co.uk XYZ will be displaying and completing live
director Terry Graham. 'We have demonstrations of their latest machine innovations,
already setup meetings with Bmrs such as the ProtoTRAK range of well respected
potential new clients. We have seen Brown & Miller Racing Solutions are 100 per cent machines, that are used in the manufacture
a significant rise in visits to our dedicated to motorsport, with more than 40 years and development of many autosport companies
website both during and after the experience. They specialise in hoses and fittings products including the R&D departments of most
show. We plan to be back next year.' that are lightweight and virtually satisfy every F1 teams.
Autosport Engineering is form of racing application. Their industry standard See www.xyzmachinetools.com for details.
established as Europe's leading ProGold convoluted hose system, Smoothbore hose
motorsport industry trade show. and Adaptor ranges, are just a few of a wide variety If you want to make the most of the opportunities
If you want to create stronger, better of products available. As well as this, BMRS also afforded to you by the Autosport Engineering
partnerships, get out of the safety of provide custom engineered fittings designed to Show, held in conjunction with Racecar
your work space and go meet people! optimise hose installations where standard fittings Engineering, book your stand today.
Research what is working for the may not be suitable. For information on how to exhibit, or to
exhibitors, take notes and ask a lot ‘The Autosport international Engineering Show attend Europe's premier motorsport show,
of questions. That way when you continues to be a worthwhile opportunity for contact the head of business development,
exhibit next year, you’ll be ready. us,’ explains owner Barry Miller, ‘we continue to Tony Tobias: tony.tobias@haymarket.com
I’ll see you at the next show!

BUMP StoP
Pit Crew
An enduring problem
Editor
M
Andrew Cotton
@RacecarEd
ercedes stormed to victory in the Spa 24 ‘Due to the current Balance of Performance, our
Deputy editor
Sam Collins hours at the end of July, adding to the ever- teams were clearly unable to keep the race pace at
@RacecarEngineer
News editor growing list of wins this year for the SLS the front,’ said Audi’s motorsport director Dr Wolfgang
Mike Breslin model. Dubai, Nürburgring and now Spa, it is Ullrich. ‘We were lapped several times which shows how
Design
Dave Oswald emulating Audi’s 2012 achievements, when the factory big the differences due to the regulations were in the
Chief sub editor went all out to win at Daytona, Nürburgring and Spa. field. If even Audi’s Spa winner from last year, Frank
Stuart Goodwin
Contributing editors This rise of the factories in customer racing, nabbing Stippler, Blancpain Endurance champion Christopher
Paul Van Valkenburgh
Technical consultant
the best of the trophies, has become prevalent. It Mies, DTM champion Mattias Ekström and our two-time
Peter Wright seems that manufacturers have no qualms about racing Le Mans winners André Lotterer and Marcel Fässler, were
Contributors
Mike Blanchet, George Bolt jr, their customers where it suits – Aston Martin fielded not in contention in this race, this leaves no doubts.’
Lawrence Butcher, Charles
Clarke, Ricardo Divila, Gemma
a factory team in the Blancpain Endurance Series at The problem is, the Balance of Performance is
Hatton, Simon McBeath, Danny Silverstone in preparation for the Spa 24, Bentley critical to this championship as there are no tightly
Nowlan, Mark Ortiz, Martin Sharp,
Don Taylor is likely to request that it races as a factory team in controlled technical regulations. BoP takes place at
Photography
LAT, WRi2, Don Taylor the same series later this year, and series organiser the start of the year at a tremendously expensive
Deputy managing director Stéphane Ratel says that he will consult his teams test at Ladoux, Michelin’s test track, and almost all the
Steve Ross
Tel +44 (0) 20 7349 3730 with a view to allowing manufacturers to compete in manufacturers competing this year took part.
Email steve.ross@
chelseamagazines.com the BES on a more regular basis. The fact that the Blancpain series starts with around
Head of business The theory behind this is that there is a Pro class 50 cars per race, and at Spa more than 60 started,
development
Tony Tobias anyway, and so although the series, for GT3 cars, is suggests that the formula is right as it is, and to allow
Tel +44 (0) 20 7349 3743
Email tony.tobias@ setup to cater for customers, the so-called ‘gentlemen’ politicking in is only one potential side effect.
chelseamagazines.com
Advertisement manager
drivers who want to race Gentlemen drivers
on grand prix circuits only don’t want to be on
Allowing factory teams
Lauren Mills
Tel +44 (0) 20 7349 3740
Email lauren.mills@ a few times a year, they track when the pros are
chelseamagazines.com
Marketing manager
William Delmont
+44 (0) 20 7349 3710
can’t necessarily compete
for overall honours. to compete in customer taking risks and taking no
prisoners in their quest for
will.delmont@chelseamagazines.com
Publisher Simon Temlett
‘Manufacturers are only
interested where they see
racing is asking for trouble victory, because – Audi’s
argument aside – the
Managing director Paul Dobson
Editorial the biggest successes,’ BoP is pretty much equal
Racecar Engineering, Chelsea
Magazine Company, Jubilee House, says Ratel. ‘Even though we have the sprint series, across manufacturers who took part at Spa.
2 Jubilee Place, London, SW3 3TQ
Tel +44 (0) 20 7349 3700
they see the Blancpain as fabulous.’ Also, the manufacturers will bring their huge
Advertising However, what are the motives of the hospitality units to the paddock, making those who
Racecar Engineering, Chelsea
Magazine Company, Jubilee House, manufacturers that compete in these events? Are spend a huge sum of money to go racing look like
2 Jubilee Place, London, SW3 3TQ
Tel +44 (0) 20 7349 3700 they just trophy hunting against their customers, minnows, and that doesn’t work either.
Fax +44 (0) 20 7349 3701 robbing them of the chance to win big at these ‘We have never had factory teams in the Blancpain
Subscriptions
Subscriptions Department prestige events, or is this the portend of a long-term and the presence of Aston Martin Racing at Silverstone
800 Guillat Avenue, Kent Science Park
Sittingbourne, Kent ME9 8GU programme with significant support? caught us by surprise,’ said Ratel. ‘Factory teams are
Telephone +44 (0) 1795 419837 Factory teams are welcome at Spa, where welcome at Spa, but I am more reluctant to allow them
Email racecar@servicehelpline.co.uk
http://racecar.subscribeonline.co.uk
performance is largely balanced by the conditions at other rounds of the series. It is not regulated, but is
Subscription rates – this year at Spa less than half of the field finished reflected in the sporting rules. As always, it is not me
UK £66 (12 issues)
USA $162 (12 issues)
– but allowing them to compete elsewhere is asking deciding anything, not without consulting the teams.’
ROW £84 (12 issues) for trouble. For example, Audi was incensed at the The manufacturers just want to cherry-pick the
News distribution Balance of Performance, citing the fact that the top best races. As more and more of them eye up these big
COMAG, Tavistock Road, West
Drayton, Middx UB7 7QE R8 LMS qualified 20th overall, and that despite a prizes, however, the chance of winning gets slimmer,
Printed by Wyndeham Heron
puncture which caused a slow lap, the third-place and the arguments over BoP begin in earnest. For the
Printed in England
ISSN No 0961-1096 finisher managed to get itself lapped six times by the amateur driver, that’s really not why he goes racing.
USPS No 007-969
victorious Mercedes. The fact that it was driven by
André Lotterer, along with championship leaders
Frank Stippler and Christopher Mies, only added fuel editor
www.racecar-engineering.com to the fire. Andrew Cotton
To subscribe to Racecar Engineering, go to

www.racecar-engineering.com/subscribe or email racecar@servicehelpline.co.uk
telephone +44 (0) 1795 419837
• Racecar Engineering, incorporating Cars & Car Conversions and Rallysport, is published 12 times per annum and is available on subscription. Although due care has been taken to ensure that the content of this publication is accurate
and up-to-date, the publisher can accept no liability for errors and omissions. Unless otherwise stated, this publication has not tested products or services that are described herein, and their inclusion does not imply any form of
endorsement. By accepting advertisements in this publication, the publisher does not warrant their accuracy, nor accept responsibility for their contents. The publisher welcomes unsolicited manuscripts and illustrations but can accept
no liability for their safe return. © 2013 Chelsea Magazine Company. All rights reserved.
• Reproduction (in whole or in part) of any text, photograph or illustration contained in this publication without the written permission of the publisher is strictly prohibited. Racecar Engineering (USPS 007-969) is published 12 times
per year by Chelsea Magazine Company in England.

August 2008
Brake control
from green light
to chequered flag.
PAGID RSL – newly developed long distance/endurance

racing pads
Our „yellow pad“ (Pagid RS 19 and RS 29) has been the benchmark
in endurance racing for many years. With the knowledge gained as the
world’s leading friction manufacturer, TMD Friction have developed an
endurance racing brake pad which is even better: The new generation
Pagid RSL1 has excellent modulation and release characteristics,
as well as stable friction across a broad temperature range.
Better still; the wear rate has been significantly improved to give you
the race performance you need. When it comes to a winning combination,
Pagid RSL1 is the ultimate choice in endurance racing.
in g
r g r
www.pagidracing.com
r b u !
info@bremsentechnik.de
u
N inn e r
+ 49 6172 59 76 60
2 4 h
Pagid is a registered trademark of TMD Friction
W

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Leading-Edge Motorsport Technology Since 1990

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

Tuner’s treat Formula Student Ford Fiesta R5

•Radial Seal allows for

Get the Conne ion.

Greater flow is only part of the story

Go to WWW.XRP.COM XRP Branded Hose Ends, ®

COLUMNS 60 Formula Student – Mercedes

Subscribe to Racecar Engineering – find the best offers online

September 2013 • www.racecar-engineering.com 3

Profit and dross

September 2013 • www.racecar-engineering.com 5

The hybrid GT future

September 2013 • www.racecar-engineering.com 7

“On race day they went 49 seconds quicker

The RS34 features a

September 2013 • www.racecar-engineering.com 9

September 2013 • www.racecar-engineering.com 11

Genesis Coupe. Casting the

wasn’t soft enough. Hankook scrambled and by race Weight: 1107kg

week came through with a new compound

The next big

14 www.racecar-engineering.com • September 2013

Top speed: 225km/h

Max torque: 205Nm 0-100km/h braking is great, but it’s not a

16 www.racecar-engineering.com • September 2013

September 2013 • www.racecar-engineering.com 17

September 2013 • www.racecar-engineering.com 19

Radio & Communication Technology

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September 2013 • www.racecar-engineering.com 21

The Dome GT300 is built up around

Racing Multiplate Kits

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With new cost and weight caps to contend with,

24 www.racecar-engineering.com • September 2013

would need to go on a jig for irrespective of manufacturer.

September 2013 • www.racecar-engineering.com 25

torsion test, stiffness test, plus R5 options list – a lightweight

TESTING TIMES POWER SUPPlY

26 www.racecar-engineering.com • September 2013

Tel: +44 (0) 1268 274 421 E-mail: info@liferacing.com

‘That was good news for us Although the rules allow

WEIGHING UP THE OPTIONS

28 www.racecar-engineering.com • September 2013

Si-Teck Engineering Limited

T: 0845 095 3418 F: 0845 095 3419

"our indication is that the R5 is faster than the RRC everywhere"

R5 Regulations (aBRiDgeD) PRoPoseD teCH sPeC

30 www.racecar-engineering.com • September 2013

Refining FUEL SYSTEM SPARES

For more details and to register, please contact

The science of friction www.apracing.com

Technology and innovation go into our J hook design,

We apply the same approach to our whole product range

Fit AP Racing brakes and clutches for race success.

T: +44 (0) 24 7663 9595 E: racetech@apracing.co.uk

transfer – or dynamic wheel load displacement at the two sides of