>> Britain’s Land Speed Record attempt update – see p36

December 2020 • Vol 30 No 12 • www.racecar-engineering.com • UK £5.95 • US $14.50 Honda quits F1! Japanese manufacturer to bring curtain down on race-winning programme

CASH CONTROL We reveal the details of Formula 1’s Concorde deal

SAFETY CELL The latest in composite chassis technology design

INDYCAR SCREEN Aerodine on building US single seater safety device

VIRTUAL TRADE Exciting new engineering products for the 2021 season

01 REV30N12_Cover_Honda-ACbs.indd 1 19/10/2020 12:56 THE EVOLUTION IN FLUID HORSEPOWER ™

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

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

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

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

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

www.xrp.com Log on anytime for catalog downloads, new product updates and tech tips

Follow us on Like us on Instagram Facebook/XRPinc @XRPracing

XRP, Inc. 5630 Imperial Hwy., South Gate, CA 90280 Tel: 562.861.4765 Email: s [email protected]

In Europe Protec Fuel Systems Ltd. ® Tel: +44 (0) 121 572 6533 [email protected] THE XTREME IN RACECAR PLUMBING

Untitled-3 1 05/05/2020 09:09 CONTENTS – DECEMBER 2020 – Volume 30 Number 12

COVER STORY TECHNICAL BUSINESS 18 Honda F1 44 The Consultant 72 Technology showcase What the Japanese achieved More leaves out of the old book Product innovations from the during this Formula 1 era 46 Vehicle Handling Model trade shows that didn’t happen Putting the theory into practice 81 Chris Aylett COLUMNS with a Porsche Cup racer Preparing for an independent UK 5 Stewart Mitchell 56 Monocoque design 82 Bump stop Diversifying the sport The latest advances in 7 Mike Blanchet carbon tub technology On the future of Formula 1 64 Danny Nowlan The results of ChassisSim’s FEATURES lockdown competition 69 Spotlight Formula 1 costs 8 Soft trim SPACER – built for What the 2021 cost cap comfort and speed really means for the teams 26 IndyCar Aeroscreen Investigating the frame that underpins it all 36 Bloodhound LSR Knowledge derived from the high-speed test programme

Some may bemoan its looks, but there’s no doubt the IndyCar Aeroscreen is a fascinating piece of technology

Subscribe to Racecar Engineering – fi nd the best off ers online www.chelseamagazines.com/CRCC2012 Contact us with your comments and views on Facebook.com/RacecarEngineering or Twitter @RacecarEngineer

DECEMBER 2020 www.racecar-engineering.com 3

03 REV30N12 Contents-mpAC.indd 3 20/10/2020 11:59 Top Teams Use

Jesel Valvetrain Innovation World’s Fastest Pick-up with 10 world records and a top speed over 270 mph

George Poteet and Wayne Jesel rely on ARP for their record-setting Salt Flats vehicles

ARP fasteners provide strength and reliability for every type of racing.

5,000 catalog items Speed Demon 715 and specials by request World’s Fastest Piston Engine Car at over 481 mph

www.arp-bolts.com All ARP fasteners are manufactured entirely 1863 Eastman Ave • Ventura, CA 93003 in our own facilities Toll-free in the U.S.A 1.800.826.3045 in Southern California – Outside the U.S.A. +1.805.339.2200 and raced all over Special Orders +1.805.525.1497 the world.

ARP_Racecar_Decemberish_v01.indd 1 10/20/20 6:30 PM OUT LAP – STEWART MITCHELL

A question of culture

Racecar’s Deputy Editor highlights the issue of diversity in motor racing

he rhetoric across the motorsport world laws, customs, capabilities, and habits The Commissioners have been selected to at the moment is that we must fight of the individuals in these groups. represent a range of expertise and influence Tracism, that it isn’t diverse enough So, in a bid to increase the diversity, including motorsport, engineering, schools, and needs to change. It’s safe to say that a few movements have started in the colleges and universities, community / youth the upper echelons of motorsport, such as motorsport community to develop this groups, as well as major UK political parties. MotoGP and Formula 1 is, as James Alison, sport into a more diverse culture. Technical Director of Mercedes Formula 1 Driven by Diversity team put it, ‘just nerdy white blokes.’ So, what The Hamilton Commission Another movement, of which I am proudly is it in particular about the higher echelons of In the summer of 2020, Lewis Hamilton a part, is called Driven by Diversity which motorsport that mean that this is the case? launched The Hamilton Commission. is a global alliance of experts, also formed Motorsport is a complex amalgamation of This is a research initiative with the Royal to address the lack of diversity in the business, sport and technical exercise. Mike Academy of Engineering that will be used motorsport and automotive industry. Blanchet’s column in this issue of Racecar to ‘engage more young people from black The Driven by Diversity ethos is that the Engineering (p7) discusses future of the motorsport industry the fragility of these three depends on its ability to attract elements when approached a more diverse audience as from the perspective of a well as opening more doors to privateer / customer team, and anyone who wants to compete a manufacturer in Formula 1. or work here. The Driven by Like any other sport, in racing Diversity network is made up there is a way to get ahead of of people who already work in the competition individually motorsport including media (athletes), technically (equipment) personnel, engineering staff, or strategically (gameplay). athletes, technicians, commercial However, unlike some other partnership coordinators, sports in the world where there and recruitment advisors. is a coaching squad of a few Together we hope to inspire people, some owners and the people of diverse backgrounds athletes, in the higher tiers of to make a lateral move from racing there are hundreds and in various relevant industries such some cases thousands of people as aerospace, automotive, IT, that make up each race team or finance, accounting, media, work in the motorsport network. XPB marketing, logistics and so It is a multifaceted industry Stephanie Travers, Mercedes-AMG F1 Trackside Fluid Engineer, joined Formula 1 on into motorsport. The with personnel working in all Championship leader Lewis Hamilton on the podium of 2020 Styrian GP reason for this approach is sciences, engineering, logistics, to change the diversity of sponsorship, business management, accounting, backgrounds in Science, Technology, the current generation in motorsport, and IT, manufacturing, design, marketing, Engineering and Mathematics (STEM) more specifically change its culture. media, photography, and many more. subjects and, ultimately, employ them on If we are to change the culture of However, as Lewis Hamilton highlighted race teams or in other engineering sectors.’ motorsport, the people inside it will also earlier this year, ‘the institutional barriers It will also explore areas including change. This is critical, not least for motorsport’s that have kept Formula 1 highly exclusive lack of role models and career services at image, but also it’s progression and persist.’ Said institutional barriers that schools, opportunities to engage more black sustainability. All industries need to adapt and Hamilton refers to could be considered youths with STEM extracurriculars, barriers diversify in order to sustain. This year has been to be the culture of Formula 1. that prevent people from more diverse an example of how fast the world can change Often when people discuss race, the backgrounds joining the racing industry, and how adaptable one must be to survive. word culture comes into conversation. and other engineering professions. Movements such as The Hamilton Culture by definition is an umbrella term The Hamilton Commission has a Board of Commission tackling the next generation which encompasses the social behaviour Commissioners which is an independent group and Driven by Diversity tackling the culture and norms found in human societies, made up of 14 experts in the UK who represent of motorsport today, the future of racing as well as the knowledge, beliefs, arts, a range of perspectives on the challenge. is looking more colourful than ever. Together we hope to inspire people of diverse backgrounds to make a lateral move into motorsport

DECEMBER 2020 www.racecar-engineering.com 5

05 REV30N12 Mitchell-ACSM.indd 5 20/10/2020 14:17 Design & manufacture of an adaptable range of set up, pit equipment & flight cases.

• Set up equipment • Pit equipment • Flight cases • Custom design work

Exclusive UK distributors for Fuel Safe Racing cells and exclusive distributors for Europe of ARE dry sump components

Stock & custom made fuel cells with Complete dry sump systems for a wide FIA certification. range of vehicles

For more information visit our webiste or call us now. Website: www.vmep-ltd.co.uk Email: [email protected] Tel: 01789 453 967 @vmeproducts @visionmotorsportengineering

VMEP FP RCE Nov 2020.indd 2 29/09/2020 12:05 SIDETRACK – MIKE BLANCHET

Power of dreams F1 needs to stop chasing manufacturers, and court technology instead

espite the disappointing withdrawal of …and then, typically, in the next breath boast Unless fuelled by a desire to attain a BMW- Honda, plus Covid-19, on the face of it that this year’s kit is 90 per cent new! style brand image, I cannot see the payback DFormula 1 appears to be in surprisingly The PUs are going to have to change anyway to car makers such as Hyundai in spending on good shape. Surely, all involved in attaining a so, allowing for realistic lead times, surely the F1. To me, it’s more justifiable for car makers 17-round World Championship worthy of the sooner the better? The whole PU subject has having, or wishing to gain, a strong performance title during this pandemic have to be hugely three fundamental strands to be addressed: image across a wide range of their road cars, not applauded. Nonetheless, the situation is unlikely a) Significantly reducing the time and just one or two ‘halo’ models. Hence Renault’s to be sustainable longer term, so a turnaround investment required in design and decision to re-focus on its resurrected sporting in the virus threat cannot come too soon, development. brand, Alpine, to build it into the business model just as it applies to life and work in general. b) Keeping F1 relevant to automotive Porsche enjoys (developed almost entirely Although buoyed by all the teams signing manufacturers as marketing and technology through its success in motorsport). up to the new Concorde Agreement, F1 is more draw down benefits F1 is almost Ferrari’s raison d’être. Mercedes fragile than seems to be generally appreciated. c) Improving the sound and ‘awe’, while is renowned for advanced engineering and Imagine if Dieter Matezitch, Gene Haas and addressing unavoidable environmental issues. underlying high performance. For these, and Lawrence Stroll – very wealthy men who are others like them, the connection with F1 is clear. indulging a passion as much as a business – Unfortunately, this is rather like trying to square And lest one argue it’s going to be an all-electric suddenly found their reasons for competing the circle. However, get the technical specs right future, BMW, Audi and Mazda, among others, no longer sufficiently appealing. Half the grid re: a and you’re likely to successfully tackle c. So remain committed to internal combustion could be decimated by the actions of just three the real elephant in the room is b. development. There’s life in the IC engine yet, individuals. It is not a given that others with the F1 is at a point where its self-imposed fixation despite what vote-seeking politicians proclaim, necessary financial muscle would step in. on attracting manufacturers has to be re-thought. and it’s not limited to four-stroke designs. Though extremely welcome, and Interest has regained in the a confidence boost to F1 investment, potential of the long-outlawed two- Williams’ rescue by Dorilton Capital stroke motor, as well as developing cannot necessarily be seen as a new concepts including cam-less template for the future. Unless, valvetrains, variable compression perhaps, the level of self-sufficiency ratios, new combustion techniques, Toto Wolff claims Mercedes-AMG has carbon-capture membranes and attained can be more widely achieved. materials such as graphene. Allied to alternative fuels, these provide Not enough plenty of scope, visionary but sensible The FIA and Liberty Media are not F1 regulations permitting, for even daft and realise this, of course, hence greater efficiencies. Perhaps science, the contorted process of achieving energy and materials companies a cost cap (sort of) to even out will be substitutes for automotive the competition, plus new chassis corporations in financially supporting regulations to improve the racing. A F1, to access the rapid development good step, but nowhere near enough. With its days in F1 numbered, Honda is focussing its attentions elsewhere and publicity afforded. If car On the future, Ross Brawn has manufacturers join in, fine, otherwise stated; ‘the new F1 has the target to let F1 follow its own ‘racer’ identity. be the world’s leading global sports competition The road car business is changing. It may As a relevant aside, I cannot end without married to state-of-the-art technology. To excite, be that by the middle of the next decade, car stressing again that in F1 it’s largely the excess of engage, and awe fans of all ages but to do so in manufacturers as we know them will not exist. data acquisition and analysis that has accelerated a sustainable manner. We believe that the future They will have become transportation system expenditure and enabled one team to dominate. power unit will achieve this.’ design, manufacturing and supply organisations. If the use of CFD capacity and wind tunnel time Ah yes, the vexed question of Power Units. Meanwhile, they are coerced into exclusively can be policed effectively, why not a limitation Urged, no doubt, by Honda’s about face, battery power. So why pander to them? on data collection and analysis? Why not a Renault’s Cyril Abiteboul, among others, has been Designed to bring in manufacturers, the mandatory data acquisition ‘package’, allowing calling for the earlier introduction of the set of current technologically is brilliant (which permitted-only sensors and analysis tools regulations to which Brawn is alluding. Of course, manufacturers wanted) but costly (which targeted at safety and reliability? There are too engine suppliers and teams will then complain manufacturers now don’t want). The regulations many ways around a budget cap to rely entirely that any change increases expenditure… only attracted Honda, which is now leaving. upon it to reduce the ‘unfair advantage’.

There’s life in the IC engine yet… and it’s not limited to four-stroke designs

DECEMBER 2020 www.racecar-engineering.com 7

07 REV30N12 Blanchet-bsMPAC.indd 7 19/10/2020 15:18 FORMULA 1 – COST CONTROL Silver bullet? Proposed new cost controls in F1 go far beyond just limiting how much teams can spend on technology By DIETER RENCKEN

8-16 REV30N12_Cost control-MPSMACBS.indd 8 19/10/2020 11:15 DECEMBER 2020 www.racecar-engineering.com 9

8-16 REV30N12_Cost control-MPSMACBS.indd 9 19/10/2020 11:16 FORMULA 1 – COST CONTROL

ormula 1 is governed by the Having been introduced in 2013, the bonuses apply to Mercedes and Red Bull. Concorde Agreement, which current Concorde expires at the end of 2020, Any wonder then that, between 2013 and outlines the mutual obligations and so the renewal process commenced late 2019, the top three were the only winners, Fof the sport’s governing body last year. That said, in March 2018, during and generally locked out the podiums? (FIA), its commercial rights holder its first full teams presentation, Liberty (Liberty Media, trading as F1) and all outlined its future vision, with a key aspect Revenue revamp competing teams. As such, the agreement being a re-distribution of F1’s billion dollar Clearly, such a revenue structure is provides F1’s commercial structures and prize ‘pot’, which currently sees the top three unsustainable in a sport where money its regulatory framework, last named cream a third off the top in bonuses, before and performance are largely synonymous. having the powers to supersede the the remainder is split amongst all teams. During this same period, at least four teams FIA’s International Sporting Code on all Under this structure, Ferrari receives faced bankruptcy before being sold, hence matters save for safety provisions. $100m annually simply to pitch, with Liberty tabled its revamp. Talking like for like The Concorde Agreement is effectively results payments on top, while a team under the incoming structure, Ferrari’s take F1’s constitution, and renewing (or such as Renault, currently fifth in the would drop to around $120m and Renault’s extending) the document can be long- championship chase, is hard pressed increase to $85m. Not parity, but more winded. The 1998-2007 Concorde was to earn more than $70m, assuming equitable, and slated to tighten further. replaced on 1 January 2010, but only it finishes in its current position. Of course there was pushback, but after F1 had been pushed to the edge of To put that into context, Ferrari, not even Covid, and the best attempts of breakaway threats. That consensus is not currently sixth at time of writing, stands Mercedes F1 boss, Toto Wolff, who crudely readily forthcoming is no surprise. The to pocket a total of $160m this year accused his peers of being up the ‘arse of 12 signatories have disparate agendas (including that bonus), even if it places Liberty’ when they refused plans to maintain and differing business models. lower than Renault. Similar astronomical the status quo, could derail the renewal

Such a revenue structure is unsustainable in a sport where money and performance are largely synonymous

8-16 REV30N12_Cost control-MPSMACBS.indd 10 19/10/2020 11:16 process, completed on schedule by the end of August. This, despite the swingeing reductions in said bonuses offered by CVC Capital Partners, the previous commercial rights holder, who sold to Liberty. To achieve the objective, F1 CEO, Chase Carey, offered the teams a $5m ‘early bird’ signing fee and a binary choice; like it or lump it. In short, if they didn’t like what was on offer, they could go play with their racecars elsewhere. As Red Bull Racing boss, Christian Horner, put it, ‘negotiating with Chase was a lot less fun than negotiating with [predecessor] Bernie [Ecclestone]. With Chase there was no negotiation…’ Carey had three aces up his sleeve. First, there is no long-term commitment requirement. Where before teams were required to commit to the full term of the agreement, the latest covenant contains annual break clauses (31 March for the end of that year). So the boards of

Travel, marketing, hospitality, driver costs and top three salaries are not included in the cost cap. Covid has put paid to a lot of spend there this year, but it could still add tens of millions of dollars to some teams’ expenditure

DECEMBER 2020 www.racecar-engineering.com 11

8-16 REV30N12_Cost control-MPSMACBS.indd 11 19/10/2020 11:16 FORMULA 1 – COST CONTROL

Renault and Mercedes could commit to F1 By reducing costs via regulations, rather in the knowledge they could walk should than voluntary agreements that have Carey was able to subsequent circumstances so dictate. twice previously collapsed, Carey was able Secondly, the agreement contains a to persuade The Big Three they would be persuade The Big Three $200m ‘anti-dilution provision’, eff ectively a spending less, and therefore should earn franchise fee that requires incoming teams less from the prize pot. Bonuses will still they would be spending to buy into F1, with the proceeds equally be paid, but on a 10-year rolling matrix distributed amongst existing teams. This basis for the top three fi nishers in each less, and therefore should clause boosts the franchise value of each season, further reducing the divide. outfi t, making their signature a no-brainer: So, assuming the positions remain fi xed as earn less from the prize pot no commitment, no value, particularly they are, where Ferrari’s sixth place currently as the clause may be waived by Liberty makes little diff erence to its income, under when there are fewer than 10 teams. the new system the Scuderia will carry the Finally, Carey and FIA president, Jean eff ects of sub-optimal performance for a The fi rst question is easy to answer. Todt, were absolutely determined to decade. The team’s special sweetener is also Liberty and the FIA devised a reporting introduce a budget cap under the auspices reduced by half, while its infamous veto over procedure, with teams required to provide of new-for 2021 Financial Regulations, rule changes is substantially watered down. audited annual reports. An administration which (now) restrict annual spend to Projections are such that, on a place-for- team is tasked with investigating $145m, including engines and tyres but place basis, the top fi ve will earn around breaches, with an adjudication panel, excluding travel, marketing / hospitality, 20 per cent less per season, with the comprising at least six judges, empowered driver costs and the salaries of three top bottom fi ve scoring by a similar amount. to hand down sanctions ranging from earners. These, though, potentially take The net eff ect is a double whammy. warnings through sporting and fi nancial fi nal spend up to $200m, more in the By reducing top teams’ income, shrinking penalties to outright exclusion. These case of Mercedes and Lewis Hamilton. the gap to the bottom and concurrently apply to teams and senior personnel. restricting operating spend, Liberty aims There are, of course, cynics, and no doubt Half the spend to progressively close the performance some clauses will need to be clarifi ed over True, these are still eyewatering amounts disparity between manufacturers and time, but they were drafted by a working with which to operate two racecars on 20- independent teams by the simple group comprising team fi nancial offi cers, odd Sundays per annum, plus a couple of expedient of restricting the former’s lawyers and external auditors, so should three or four-day tests, but they represent ability to buy performance at any price. be watertight unless teams wilfully set half of what Mercedes and Ferrari currently out to breach them. In that case whistle spend. Oh, and this excludes engines, which Primary questions blowers, usually embittered employees, are are currently accounted for separately, and The primary questions, then, area as sure to lodge complaints. That is how F1’s easily add another $200m to their budgets, follows: can the budget cap be policed? most recent scandals were unearthed. even after deduction of income for engines When will the eff ects be felt? And The budget cap kicks in on 1 January and ancillaries sold to customer teams. what will be the expected eff ects? 2021, but a six-month ‘soft-landing’ period

Still eyewatering amounts with which to operate two racecars on 20-odd Sundays per annum, plus a couple of three or four-day tests

A reporting procedure devised by Liberty Media and the FIA will require teams to submit audited annual reports, while administration and adjudication panels will have the power to impose both sporting and fi nancial penalties

12 www.racecar-engineering.com DECEMBER 2020

8-16 REV30N12_Cost control-MPSMACBS.indd 12 19/10/2020 11:16 Take Control of your Systems! Your Partner for Intelligent Flow Control

New

COOLING PUMP FOR POWERTRAINS Extremely small with high power density

- Lightweight: 345 g - Powerful: 50 l/min @ 1 bar (up to 80 l/min) - Integrated control electronics - No metallic abrasion - CAN, UART, LIN, etc. available Centrifugal Pump IFC 3000-1

About We develop intelligent systems that control the fl ow of various media in the vehicle for top motorsport applications and small batch series:

- Battery temperature control - Brake-by-wire - Inverter temperature control - Gearbox cooling - Electric motor cooling - Combustion engine cooling

- Sensored or Self-sensing BLDC Motors - Electrically Controlled Pumps - Preheaters - Valves -

- Pit Equipment - Impellers - Mixing Valves - Connection Systems - Pneumatic Systems -

www.sobek-motorsporttechnik.de

Anzeige_Centrifugal_pump_mini_20200512.indd 1 13.05.2020 13:37:46 FORMULA 1 – COST CONTROL

was granted to major teams after a Covid- categories – non-listed parts, which driven decision was taken to reduce the teams may obtain from a supplier or As a rule of thumb, cap from a previous $175m to $145m, rival, and listed parts, which teams must reducing in $5m steps in 2022 / ’23. own the intellectual property to. For cost Williams, with 700 heads, The major teams had originally geared reasons, the ‘new era’ package provides up for $175m and, not unreasonably, for the following five categories: of which around 550 are felt further cuts would be difficult to • Listed Team Components (LTC, as above) achieve at short notice, particularly where • Standard Components (SC, employed on direct F1 stringent labour laws prevail. Think Italy. single supplier via tender) The first full year under the cap, by • Prescribed Design Components (PDC, then reduced to $140m, will be 2022, in free supply to set specification) projects, is considered preparation for the 2023 season. AlphaTauri • Transferable Components (TC, may boss, Franz Tost, whose team currently be shared between teams) the right size operates well within the cap, believes that • Open Source Components (OSC, will be the watershed year, ‘because the design is made available to all teams) top teams can invest as much as they want methodology or consultancy in respect during 2020 for developing the car for 2021. These categorisations are aimed primarily of LTC and other component classes and ‘Once they have this big advantage, it’s at cost saving under the budget cap by technologies’; ‘Passing information in respect difficult for the other teams to catch up. If reducing design time and spend on non- of LTC’; ‘Receiving information in respect of standard parts are being used, then maybe performance differentiators. However, the LTC’; and definitions of Intellectual Property. the gap will be closed earlier. Otherwise it FIA reserves the right to trigger its fall-back Then, after a World Motor Sport will take until ’23, ’24, something like this, option ‘in the event that a tender or design Council in early October, the FIA stated it because the real cost cap is coming in ’23.’ process fails to produce a satisfactory had ‘approved changes to the technical result’, while undertaking to ‘use best regulations that prevent the extensive use Standard parts endeavours to secure the ‘prime’ option of reverse engineering of rival designs for The standard parts the Austrian refers to, and for the classification of components.’ the design of aerodynamic surfaces’, with probably the aspect of the budget cap of the clamp down including bans on the use most interest to Racecar Engineering readers, Photocopier engineering of three-dimensional cameras, software to relates to revised parts classifications under A number of teams raised concerns that create design data from images and surface the 2022 technical and sporting regulations. these categorisations would give rise to scanning of parts via photogrammatery. It is important to note that these ‘photocopier engineering’ – think Racing All this points to teams having to design regulations, slated for 2021 introduction, were Point’s RP20, whose eerie resemblance to their own LTCs – predominantly ‘wetted’ pushed out via unanimous vote by 12 months last year’s Mercedes is considered by many surfaces, those that are visible – rather due to the effects of Covid-19. Current to be more than coincidental, given a close than availing themselves of short cutting regulations have therefore been rolled over relationship at team boss level and that the processes, while PDCs, TCs and OSCs provide for a year, albeit with downforce reductions former sources complete powertrains and both cost saving and profit opportunities, and parts homologations provisions. wind tunnel time from the latter – but rule depending which side of a transaction a team Crucially, though, the financial regulations changes appear to have closed any loopholes. sits. Clearly, those with partners eg Ferrari are not delayed, so 2022’s ‘new era’ cars In August, Renault technical director, / Haas and Red Bull / AlphaTauri stand to will be designed and built under the cap. Pat Fry, requested clarifications from the benefit most, but the rest are not excluded. Where current (rolled-over) technical FIA in a letter, seen by Racecar Engineering, The list of SC or tender parts has also regulations provide for two component about the ‘passing, supplying or receiving shrunk. Where previously gearbox cassettes and full brake systems, including all hard and friction ware, were included, these are again free to source. Uncertainty still surrounds the wheel rim tender, particularly as the plan is for these to incorporate LED displays to provide commercial messages, or impart information such as position or number of stops to spectators. Staff cuts Cost cutting will not just be restricted to spend on technologies, but will clearly affect staffing levels. Hence Ferrari is evaluating WEC and IndyCar programmes to re-deploy staff, while Mercedes last year announced the formation of its Applied Science (MBAS) division to monetise F1 technologies and expertise. Red Bull also has an advanced technologies division, plus is able to transfer staff to AlphaTauri projects. The bottom line is the direct staffing levels of the teams mentioned above will Staffing levels will be reduced, potentially by almost a third on some of the front-running outfits reduce, with McLaren and Renault on the

14 www.racecar-engineering.com DECEMBER 2020

8-16 REV30N12_Cost control-MPSMACBS.indd 14 19/10/2020 11:16 PRECISION DRIVES PERFECTION

Timing, speed, precision and power – together in your engine, under your complete control. Groundbreaking lubricants from Wolf that deliver on every detail, with responsive action on demand. Now when it comes to precision, you don’t have to be a rally driver to enjoy winning performance.

Wolf, the Vital Lubricant. OFFICIAL LUBRICANT PARTNER OF THE Make every detail count. Go to www.wolflubes.com FIA WORLD RALLY CHAMPIONSHIP

WO_WRC_EN_210x297mm_Master_left page.indd 1 20/10/2020 08:03 FORMULA 1 – COST CONTROL

Table 1: Estimated current direct F1 staffi ng levels per team, excluding engine divisions (where applicable) Team Staff Mercedes 950 Ferrari 950 Red Bull 750 McLaren 700 Renault 600 Racing Point 550 AlphaTauri 500 Sauber 500 Haas 280 Williams 550

cusp for next year’s cap but facing slight reductions going forward. The rest are within projected levels and may recruit staff once revenues are re-distributed. As a rule of thumb, Williams, with 700 heads, of which around 550 are employed on direct F1 projects, is considered the right size. Table 1 lists the estimated numbers of employees on each of the current F1 teams. That said, staffi ng levels are dependent upon individual business models, and Tyres are included in the new-for-2021 $145m their ratios of in house to outsourcing cost cap, along with power units, but spend by activities, with Ferrari at one extreme the top teams will still be signifi cantly higher designing and manufacturing its entire car in one (albeit spread out) complex, and Haas at the other, outsourcing its non- Equally, design, production and listed parts – mainly from Ferrari – and manufacturing processes will need to be The budget cap and contracting its listed parts to Dallara. more innovative, delivering spin-off s for wider industry. Given that the fi nancial regulations incoming Concorde Stability fi rst restrict both operational spend and capital So where is all this heading? First and expenditure, teams will need to eke more Agreement will not foremost, towards stability for teams, a rare out of existing facilities through continuous situation in F1, particularly after Ecclestone upgrades, and spend wisely in doing so. provide the silver bullet acquired the sport’s rights for his own Although travel and accommodation costs account in 2000. By increasing revenues at are exempt from the budget cap, the primary F1 so desperately the lower end and reducing costs at the top benefi ciaries of massed armies at circuits are end, teams should be able to post profi ts, not fans or sponsors, but airlines and hotels. needs, but will certainly or at the very least break even without Covid-19 has shown what is possible with contributions from their parent companies. remote working, and teams will increasingly This re-distribution of wealth will not have to embrace that, in turn creating further help facilitate it so much boost performance levels lower opportunities for innovation. Budget caps can down the order as blunt the advantages only result in even greater effi ciencies here. budget of $120m and team b of $250m, the at the sharp end of the grid. To use a basic former has $20m to spend on development example, where top teams experiment Performance parity over a year, the latter $150m. Under the with 50 fl oor concepts before whittling All this points to a more sustainable, more cost cap, team a has $20m and team b the choice down to fi ve and selecting one, challenging Formula 1, both on and off $45m. That should lead to tighter racing, they may fi nd the cap restricts them to fi ve track, one that should stabilise the current which equals better spectacle, which equals concepts and two evaluation models. teams, while at the same time facilitating higher ratings and greater sponsorship. Dual axis steering? No way, unless performance parity unseen in recent decades. Add in lower costs and F1 becomes more compensatory savings are generated With prevailing restriction on race team staff sustainable in the longer term, particularly elsewhere. Engineers may lament such and wind tunnel operations, engine cost in the face of threats from electrifi cation, restrictions, but the overall challenges caps, the same tyres etc. it costs roughly the whether on track or on road. The budget cap will be all the greater. Where before same to design, build, test and race two cars and incoming Concorde Agreement will not teams were technically innovative, now over a year, whether for Ferrari or Sauber. provide the silver bullet F1 so desperately they will need to be innovative within That fi gure currently amounts to around needs, but will certainly help facilitate it. spend, prioritising work and seeking $100m, give or take 10 per cent, and the The rest will be up to the teams, and cost-eff ective performance solutions. Is diff erence in team budgets is down to the the ingenuity of the engineers within that not the essence of engineering? After only variable: development. It stands to them. Their roles have suddenly become all, anybody can spend, spend, spend. reason that if team a has an operational more crucial than ever before.

16 www.racecar-engineering.com DECEMBER 2020

8-16 REV30N12_Cost control-MPSMACBS.indd 16 19/10/2020 11:16 DESIGNING A LE MANS WINNER? WE HAVE THE DAMPERS YOU NEED!

CONGRATULATIONS TO ASTON MARTIN RACING FOR WINNING THE GTE PRO CLASS AT THE 24H OF LE MANS 2020 AND THE FIA WORLD ENDURANCE CHAMPIONSHIP (WEC) MANUFACTURERS’ TITLE

TO TF SPORT FOR WINNING THE GTE AM CLASS AT THE 24H OF LE MANS 2020

Öhlins Racing has been an integrated part of the motorsport industry as well as the motorcycle and automotive industry for 40 years. Our philosophy has always been to supply the aftermarket, OEM partners and teams with high-end suspension technology, and we are all dedicated to exceeding our customer’s expectations throughout the world. Our passion for innovations and state-of-the-art technology motivates us to search for the next generation of advanced suspension technology. For more information visit www.ohlins.com or follow us in our social channels.

ÖHLINS RACING AB • Instrumentvägen 8-10 s-194 51 Upplands Väsby Sweden • +46 8 590 025 00 • [email protected]

ohlins_lemans24_astonmartin_210x297mm_november.indd 2 2020-10-14 14:12:51 FORMULA 1 – HONDA

‘We are working on another spec for 2021, which we are confi dent can produce a notable percentage improvement in performance’ Toyoharu Tanabe, Honda Formula 1 technical director

18-24 REV30N12_Honda-MPSMBSACSM.indd 18 19/10/2020 12:36 Withdrawal agreement

How Honda’s position as one of the four F1 power unit suppliers has changed in 2020 By STEWART MITCHELL

The most successful driver powered by Honda in the current era is Max Verstappen, with three wins and nine podiums in 2019 and one win and eight podiums so far in 2020

DECEMBER 2020 www.racecar-engineering.com 19

18-24 REV30N12_Honda-MPSMBSACSM.indd 19 19/10/2020 12:36 FORMULA 1 – HONDA

s Formula 1 settles into the final third of the 2020 season, Toyoharu Tanabe, it does so in the knowledge Honda Formula 1’s Athat power unit supplier, technical director Honda, will conclude its participation in the FIA Formula 1 World Championship at the end of the 2021 season. The Japanese firm returned to the series in 2015 after a seven-year hiatus, before which it was a full works constructor. Its first few seasons of the current stint as a power unit supplier under F1’s 1.6-litre V6, turbo- hybrid regulations were a struggle as the manufacturer caught up to the other engine suppliers who had several more years of development under their belts at that stage. After partnering with McLaren for the first two seasons, Honda started supplying Red Bull Technology group team, Toro Rosso, in 2018 and added Red Bull Racing the following year. The 2019 season was a breakthrough for Honda power, with the Austrian round seeing Max Verstappen giving Honda its first race win of the hybrid energy technologies, including fuel cell era in the Red Bull RB15 powered by vehicles and battery EV technologies. ‘[2020] was a hugely Honda’s RA619H. Verstappen won again in This decision leaves the four car-strong Germany a month later and in Brazil, the Red Bull Technology teams, Red Bull Racing challenging situation penultimate race of the 2019 season. and AlphaTauri, in search of a new engine The four Honda-powered cars on the supplier for the 2022 season onward, because when our grid that season (two Red Bull Racing RB15s and Formula 1 with just three power unit and two Toro Rosso STR14s) amassed a total suppliers – Mercedes, Ferrari and Renault. manufacturers in Europe of 10 podium finishes, establishing Honda Both of the Red Bull Technology group as ready to fight with the best. Moreover, teams have committed to the Concorde shut down, we were still at time of writing in October 2020, Honda, Agreement, which binds the sport to the end together with Red Bull Racing and Scuderia of 2025 (see p8 for details of the financial operating in Japan’ AlphaTauri, had earned two wins and 10 ramifications). Under the current engine podium finishes in the 2020 season. supply regulations, Renault would be obliged Toyoharu Tanabe to supply Red Bull and AlphaTauri with Carbon neutrality engines as they currently have the fewest So, when it’s all going so well, why is Honda customers, unless the teams can convince season testing quickly turned into a total choosing to pull out of F1? The primary Mercedes or Ferrari to provide a power unit. shutdown of race facilities and team reason cited by the manufacturer for factories all over the world, and it seemed withdrawing relates to its goal of realising 2020 so far like an eternity to get back to business. carbon neutrality by 2050. To this end, Honda There’s no doubt the 2020 Formula 1 For Honda, working restrictions in Japan will funnel its research and development season has been a strange one. Idle talk were at a different stage in the cycle to the resources into future power unit and of coronavirus in the paddock at pre- European-based suppliers and teams, which made it difficult to move parts between Milton Keynes, UK-based Red Bull Racing and Faenza, Italy-based AlphaTauri. ‘It was a hugely challenging situation because when our manufacturers in Europe shut down, we were still operating in Japan,’ explains Honda Formula 1 technical director, Toyoharu Tanabe. ‘We wanted to keep working and developing the power unit until the last moment before the newly expected first round of the season, which kept going further and further into the year. ‘We couldn’t receive some parts from our European suppliers, and some even stopped working with us altogether. Only half the shutdown in Japan overlapped with those suppliers and consultants Scuderia AlphaTauri driver, Pierre Gasly, became only the second driver to win a race using a Honda power we work with around the world, so unit at the Monza round of the 2020 Formula 1 championship there wasn’t much time to develop.’

20 www.racecar-engineering.com DECEMBER 2020

18-24 REV30N12_Honda-MPSMBSACSM.indd 20 19/10/2020 12:36 Untitled-61 1 30/06/2016 13:22 FORMULA 1 – HONDA

While Formula One Management, Honda, in particular, in a bid to catch the teams and the venues were working up with Mercedes and Ferrari, had ‘Technical Directive 37 hard to construct a race calendar to introduced more specification changes complete before the end of December, than this over recent seasons. is a huge challenge for the FIA made several changes to the technical regulations in a bid to combat Technical Directive 37 us, to maximise the the unprecedented challenges faced by In early September, at round eight of the 2020 the teams in this season and the next. season in Monza, Italy, the FIA introduced performance in both First up was shifting the new chassis Technical Directive 37, which dictates that regulations earmarked for 2021 to 2022, teams can only run a single engine mode for sessions using just the while at the same time banning teams qualifying and the race. Engine modes are a from developing their new chassis package set of control parameters that define how the one engine mode’ for that new rule set. Following this, ICE and ERS deliver torque to the rear wheels. attention returned to the current season On the ICE side, the engine mode controls and damage limitation for the teams parameters such as mass airflow into the qualifying mode and race mode. We and suppliers competing this year. combustion chamber, air / fuel ratio, fuel cannot implement the qualifying mode injection and spark (when required), and for the full race and expect to maintain the Development freeze therefore the combustion temperature, required damage function of the power One of the most significant changes to the pressure and energy released each cycle. unit for the duration of the season.’ technical regulations came in early June On the ERS side, it controls the energy The damage function Tanabe refers this year, when Formula 1 effectively froze store state of charge, energy store and to is related to Article 23.3 (a) of the FIA power unit development with a new directive associated control electronic system sporting regulations. It states that each stating that no changes are allowed to any temperatures, electrical energy transfer to driver may use no more than three internal component within the internal combustion and from the MGU-K and MGU-H and the combustion engines, three MGU-Hs, engine, the turbocharger or the MGU-H in deployment of that energy to the driveline. three turbochargers, two energy stores, 2020, and only one change is permitted for Teams across the field would often two sets of control electronics and two these parts for the 2021 season. Additionally, use three or more modes throughout the MGU-Ks during a championship season. only one specification change to the MGU-K, qualifying and race sessions, with different The penalty for using a fourth engine, control electronics package and energy ICE and ERS settings ranging from the highest MGU-H or turbo, or a third energy store is allowed between the start of the possible output to the most conservative. store, electronic control or MGU-K is 2020 season and end of the 2021 season. ‘Technical Directive 37 is a huge challenge enormous, attracting a 10-place grid In addition, the FIA also brought stricter for us, to maximise the performance in both penalty. Additionally, should any of these dyno testing limitations into force for 2020, sessions using just the one engine mode,’ components need to be replaced again, a reducing teams to just nine full-fired, multi- admits Tanabe. ‘This is the biggest single further five-place grid drop is imposed, and cylinder engine tests or fired engine and thing we are working on now, and software any driver incurring more than a 15-place transmission together tests, including full-car to make the most of the single mode is a penalty must start at the back of the grid. dynos, though excluding single-cylinder considerable part of that. Most of the use ‘When there were multiple modes engine testing. These new restrictions remain phase of the engine is in race trim rather than available, the teams could adjust the until the end of the 2025 season, when qualifying, but qualifying is still essential. internal combustion engine power strategy, the current power unit cycle terminates. ‘We have a balanced engine mode electrical energy deployment strategy and Furthermore, for 2020 power unit we use now that is between the previous the electrical energy regeneration strategy manufacturers are limited to just 600 operational hours of their test benches, a reduced amount to cover the 30-week calendar. The original 1250 bench testing hours per team for the 2021 season is reduced to 800, coinciding with the carryover of the current regulations to the end of 2021 and the ban on 2022 car development. Limits are in place for the development of energy recovery systems (ERS), too. The four ERS bench tests and 500 operational hours set for 2021 was brought forward into 2020, but reduced to 270 hours in light of the short season. Fuel and oil upgrades are also limited to one per season in and after 2020, and an extra 30 hours of bench testing granted if the FIA approves a specification change in fuel or oil. These changes are a major concern for the power unit manufacturers, who run an average of three specifications of power unit throughout a season, not including development done between the end of The power unit is a stressed member in the chassis and is so integral to the design of a Formula 1 car that teams cannot one season and the start of the next. simply swap to an engine from another manufacturer without significant re-design and development work

22 www.racecar-engineering.com DECEMBER 2020

18-24 REV30N12_Honda-MPSMBSACSM.indd 22 19/10/2020 12:36 Both AlphaTauri and Red Bull Racing currently use the Honda RA620H power unit (RA618H Illustrated), but will be looking for a new engine supplier for the 2022 season onwards

TECH SPEC: HONDA RA620H independently,’ explains Tanabe. ‘Now, states Tanabe. ‘It is a reasonable amount with the single power unit mode, just one higher than the nominal race output Manufacturer: Honda strategy is allowed for each element, along we used to use at most of the tracks Type: 90-degree V6, single hybrid turbocharger plus ERS with a push-to-pass button for deploying before the technical directive came in.’ Operation: four-stroke piston Otto cycle electrical energy to the powertrain. Displacement: 1.6L (98ci) ‘We have been working hard on the Ambient challenges Bore: Maximum 80mm (3.15in) electrical energy recovery strategy and Other challenges faced by Formula 1 this Stroke: 53mm (2.09in) the push-to-pass deployment strategy, season include going to circuits at different Valvetrain: DOHC, 24 valve (four valves per cylinder) not to overstress and deplete the energy times of the year compared to a regular Fuel: 98-102 RON unleaded petrol + 5.75 per cent biofuel store, and this is a big difference from season, double rounds at certain circuits Fuel delivery: Gasoline direct injection <500bar the previous engine regulation.’ and even some all-new circuits on the 2020 Output: approx. 875bhp from ICE and 160bhp from MGU-K with Although teams must now select a single calendar. However, it is not the track itself the approx. 500Nm of torque power unit mode from the start of qualifying power unit manufacturers are interested in, Maximum revs: approx.13,000rpm to the end of the race, this mode may be it is the ambient conditions such as humidity, Engine management: McLaren TAG-320 different for each track. Honda, therefore, temperature and pressure that dictate some Energy Recovery System makes a damage function of each track- operating parameters of the power unit. MGU-K rpm: Maximum 50,000 specific mode and how it will affect the ‘We have seen some higher and lower MGU-K power: Maximum 120kW overall performance of every element of the temperatures and ambient pressures at some Energy recovered by MGU-K: Maximum 2MJ per lap power unit for the remainder of the season. circuits than we have ever seen in previous Energy released by MGU-K: Maximum 4MJ per lap ‘We have increased the electrical seasons,’ notes Tanabe. ‘Although most of MGU-H rpm: <125,000 contribution percentage of the nominal them have been within an acceptable range Energy recovered by MGU-H: Unlimited deployment of the power unit since the for the operation of the power unit, there implementation of Technical Directive 37,’ have been some that have been extreme.’

DECEMBER 2020 www.racecar-engineering.com 23

18-24 REV30N12_Honda-MPSMBSACSM.indd 23 19/10/2020 12:36 FORMULA 1 – HONDA

Excessively hot conditions, for example, force the team to run the highest level of Masashi Yamamoto, cooling on the car, which has an adverse Honda Motorsport’s effect on overall aerodynamic performance. general manager Such conditions are particularly important for Honda as the manufacturer favours air-to-air intercooling. This is evident by the large inlet area in the Red Bull roll hoop, feeding both charge air to the compressor and air to the air-to-air cooler mounted over the power unit. Air-to-air charge cooling can be considered more efficient, as the charge air’s temperature delta across the cooler core is typically higher than water-to-air solutions. On the other hand, the temperature can be inconsistent across the range of car speeds because the cooling is primarily defined by the air mass flow passing through the cooler, whereas the fluid flow rate through a cooling core is defined by the coolant pump’s speed. Consequently, some argue air-to-fluid is the most efficient solution of all. However, air-to-air is inherently a lighter solution, since air-to-fluid relies on an we are confident can produce a notable ancillary fluid-to-air cooler and demands percentage improvement in performance.’ ‘We are limited now by more plumbing. There’s not much in it in At round eight of the 2020 championship, terms of spatial requirement as air-to-air Pierre Gasly in the AlphaTauri AT-01 made the electrical hardware, demands more volume for a given amount Honda the first power unit supplier to win of work, so arguably air-to-fluid offers a with two different teams in the current hybrid including the battery’s further advantage in terms of volume, which era. A significant contributor to this, Tanabe can be significant in terms of the overall puts down to the great partnership between capacity, the peak aerodynamic package. Honda and the two Red Bull Technology ‘Our cooling concept has been critical teams over the last two seasons. discharge rate and this season as we haven’t had the ability to ‘Red Bull Technology synchronise the make so many changes to the power unit to requests and necessities from AlphaTauri and efficiency in the unit’ coincide with the conditions we expected Red Bull,’ remarks Tanabe. ‘It is a joint effort, to see on certain tracks,’ notes Tanabe. with the development going to all cars at Toyoharu Tanabe ‘Ambient temperatures are not a concern in the same time, with the implementation themselves, it is more about the effect this managed by the teams.’ has on the chassis team who will try and take Though the primary specification and Masashi Yamamoto, is noncommittal: ‘At the advantage of the conditions, tightening and layout is the same, there are some differences moment it is a blank slate. It could be that re-shaping the packaging of things like heat in specification between the power units the conversation with Christian [Horner, team exchangers in the car.’ in the AlphaTauri and Red Bull Racing cars, principal of Red Bull Racing] is something that which is to do with a slightly different chassis we have going forward, but at the moment Software development philosophy between the two design teams. nothing is decided.’ Much of Honda’s development in the Tanabe sees this only as a positive: ‘It enables Given that Red Bull Racing is the only current season revolves around software us able to work efficiently with [both] teams, team in Formula 1 in the hybrid era to have development to increase the performance and subsequently develop faster with more won races with two power units, giving of the power unit under Technical Directive confidence on the performance delta and Honda its first podium and its first victory in 37, with the aim of deploying the maximum reliability each change brings.’ the hybrid era (as it also did for Renault with allowable output from the MGU-K for an its hybrid), on paper at least they are certainly extended amount of time throughout the lap. Huge steps an attractive customer for any of the ‘We are limited now by the electrical It’s safe to say the distinct lack of scope for remaining power unit suppliers. hardware, including the battery’s capacity, major power unit development in Formula 1 the peak discharge rate and efficiency in the implemented by the FIA this year to ‘help unit,’ says Tanabe. ‘If we could improve this, we save the sport’ has played a role in Honda’s would be able to take it further.’ decision to exit the series at the end of Electrical system hardware has a very next season, but the Japanese firm made long lead time because each development enormous strides in performance on track step requires extensive validation, both in that no doubt saw it take huge steps in performance and safety. Honda is working development of the systems it will take to on all areas of the hybrid system as, at this road vehicles and other forms of transport. stage, it believes there are many elements As to whether Honda would sell its IP, that can still be improved upon. Tanabe: ‘We technology and the Milton Keynes facility to are working on another spec for 2021, which Red Bull, Honda Formula 1 managing director, The Honda Hybrid F1 technology will be used in other applications

24 www.racecar-engineering.com DECEMBER 2020

18-24 REV30N12_Honda-MPSMBSACSM.indd 24 19/10/2020 12:36 AIR JACK SYSTEM

REFUELING COUPLING HYDRAULIC SYSTEM STEERING WHEEL QUICK RELEASE QUICK DISCONNECT COUPLING

FIRST CHOICE OF TOP-LEVEL MOTORSPORT TEAMS AND RACE SERIES

KRONTEC MASCHINENBAU GMBH KRONTEC DESIGN LIMITED OBERTRAUBLING, DEUTSCHLAND FOR MORE PRODUCT INFO SWINDON, ENGLAND +49 (0)9401 – 52530 WWW.KRONTEC.DE +44 (0) 1793 – 422000

Primary Designs are leaders in the design and manufacture of world-class high performance exhausts

Suppliers to championship winning Formula 1 fabrication of thin wall exotic alloys makes teams and world record breaking supercar us the ideal partner to design and build manufacturers. Our knowledge of exhaust design, high-performance racing exhausts for an alongside our expertise in the welding and extensive range of motorsport applications.

Tel: +44 (0)1844 216 057 Web: www.primarydesigns.co.uk Email: [email protected]

DECEMBER 2020 www.racecar-engineering.com 25

25_RCE_1220_.indd 25 20/10/2020 11:59 INDYCAR – AEROSCREEN

Structural integrity

26 www.racecar-engineering.com DECEMBER 2020

26-34 REV30N12_IndyCar-MPSMAC.indd 26 19/10/2020 11:14 he innovative Aeroscreen that directly forward of the driver was intended to was designed and developed to defl ect large debris away from the exposed campaign in the 2020 NTT IndyCar cockpit area, but also off ered an opportunity TSeries has, by all accounts, been for IndyCar, Dallara and Aerodine Composites a success, garnering positive reviews from to strengthen the monocoque composite drivers, offi cials and fans alike. The system chassis in this area, knowing further safety of components that make up the Red Bull development was on the horizon. Advanced Technologies (RBAT)-designed Aerodine Composites has been heavily Aeroscreen comprises a 3D printed titanium involved with IndyCar programmes upper frame, laminated polycarbonate for the past 31 years, and serves as an windscreen and a structural carbon fi bre extension of several global OEMs for lower frame. Combined, these are designed the design, manufacture and repair of to provide driver protection from the wide advanced composite structures. range of (potential) projectiles associated The AFP monocoque updates included with American-style open-wheel racing on a the addition of six new structural mounting variety of tracks, including superspeedways points in the chassis, as well as inner and where debris fi elds can be rather large. outer skin doublers to thicken stressed As the frame and polycarbonate surfaces and make the chassis more transparency are the most visible change robust in the event of debris impact. to the 2020 IndyCar, it is easy to overlook Even though the AFP device looked to the lower frame assembly that serves as be a fairly simple component, in reality the foundation of the entire system, but it was the predecessor of the Aeroscreen this hidden structure has played a key system we see on track today. role in the success of the Aeroscreen. One of the biggest obstacles RBAT faced in Critical path the initial design stages of the Aeroscreen was Of course, one of the critical aspects of how best to integrate the structure with the adding a complex system to the car was existing Dallara DW12 IndyCar chassis that has how to physically attach it and provide a been the mainstay of competition since the predictable load path for the 150kN designed 2012 racing season. Over the last eight years, impact load. With the 2019 AFP programme the DW12 chassis has been modifi ed several complete, and the fl eet of DW12 chassis times to mate with ever-changing bodywork updated, it made perfect sense to utilise and to bolster mechanical performance, as this newly strengthened area of the chassis well as to accept other safety innovations. as a pick-up point for the Aeroscreen. This was the case in 2019 when IndyCar Given IndyCar’s desire to completely and Dallara worked together to develop the encapsulate the head area from both front Advanced Frontal Protection (AFP) device. and side profi les, the only other logical pre- This machined titanium vertical fi n mounted existing attachment point was the steel roll

Even though the AFP device looked to be a fairly simple component, in reality it was the predecessor of the Aeroscreen system

A closer look at the carbon fi bre frame that Structural underpins the IndyCar Aeroscreen By CRAIG MCCARTHY PRESIDENT, AERODINE integrity COMPOSITES, LLC Aeroscreen developed from the Advanced Frontal Protection (AFP) device introduced into IndyCar in 2019

DECEMBER 2020 www.racecar-engineering.com 27

26-34 REV30N12_IndyCar-MPSMAC.indd 27 19/10/2020 11:14 INDYCAR – AEROSCREEN

hoop structure that sits directly aft of the lateral support for the assembly and a direct driver’s head and attaches to the moulded link to the underlying monocoque structure. monocoque structure. This presented RBAT As with nearly every aspect of the with a complex design challenge, as both Aeroscreen development process, the vertical existing mounting locations are on the a-pillar feature (a fi rst of its kind for this type centreline of the car, leaving any bolted of application) had to be positioned so as to structure susceptible to defl ection via lateral not impede the driver’s peripheral sight lines. loads. In contrast, the Formula 1 halo system utilises three triangulated mounting points, Component parts one forward and two lateral. It was clear Knowing the weight of the other major the Aeroscreen would require an entirely components, including the titanium top new approach to chassis integration. frame and 9.6mm thick polycarbonate The result was an innovative composite windscreen, to be signifi cant, RBAT drew lower frame assembly that acts as the upon its F1 experience to develop a primary side support for the upper composite scheme capable of exceeding titanium frame, and also serves as the the required design loads, as well as window bed for the screen itself. interfacing with the existing chassis. Designed by RBAT in Milton Keynes, UK Each component of the lower frame and manufactured by Aerodine Composites in is a blend of carbon fi bre, high-density Indianapolis, USA the lower composite frame polymethacrylimide (PMI) Rohacell foam, consists of three independent sections – a aluminium hard points for fastener locations centre frame and a pair of symmetrical side and a pre-machined titanium pillar that frames. The centre frame provides support for helps distribute load from the upper frame the forward-most section of the windscreen, down through the chassis. All of these parts as well as incorporating channel features that are co-moulded by Aerodine Composites aid in the fl ow of ducted cockpit cooling air. using purpose built in-house tooling. The side frames provide a means of mounting Each composite side support comprises the remainder of the windscreen and also 16 pre-machined components embedded Close up of one of the two structural side supports, otherwise incorporate an a-pillar design that interfaces in a carbon fi bre / epoxy thermoset known as the a-pillars with the upper titanium frame to provide matrix, while the centre support consists

Along the a-pillar load path, there are approximately 35 plies of woven and uni-directional carbon fi bre in a proprietary sequence

The structural side supports are made up from 16 components that are co-cured with the carbon fi bre superstructure

The structural centre support comprises 11 individual co-cured parts, each one a blend of carbon fi bre and high density PM foam, with aluminium hard points

28 www.racecar-engineering.com DECEMBER 2020

26-34 REV30N12_IndyCar-MPSMAC.indd 28 19/10/2020 11:14 Compression moulding is the preferred manufacturing method The three completed component parts ready for final assembly

of 11 pieces. Along the a-pillar load path, there are approximately 35 plies of woven and uni-directional carbon fibre in a proprietary sequence, creating an extremely robust support system. From the onset of the programme, the manufacturing schedule was of paramount importance, but the heavy reliance on FEA analysis meant the moulded shapes of the components had to be locked in as early as possible so the composite tooling could be designed and manufactured. This left RBAT to contend with optimising the laminate design deep into the manufacturing cycle. Composite masters Once initial tooling design was complete, Aerodine was able to begin manufacture with the creation of 3D masters machined on a five-axis router. These masters are made from high density epoxy tooling board with a predictable coefficient of thermal expansion. Composite masters are machined slightly undersized to allow for tool growth under the thermal load of the cure cycle. The result is a finished component that matches the The 3D master moulds for the carbon parts are made from high density epoxy tooling board using a five-axis router design intent within the specified tolerances.

DECEMBER 2020 www.racecar-engineering.com 29

26-34 REV30N12_IndyCar-MPSMAC.indd 29 19/10/2020 11:14 INDYCAR – AEROSCREEN

With a schedule that did not allow for physical design iterations, there was no room for a learning curve in manufacturing

Laid out on the bench, the material kit better shows how many parts are used in the frame’s manufacture Post-processing work on the fastenings is done by CNC machining

Because the parts interface with the large format five-axis machining was existing chassis on their underside, and utilised to accurately place off-axis fastening with the new Aeroscreen on their top side, features and validate part geometry. compression moulding was chosen as The resulting lower structural frame the preferred manufacturing method. The assembly weighs 3.7kg and serves as a refined reason being a traditional composite lay up foundation for IndyCar’s latest safety initiative. would have one ‘tooled’ surface and one ‘bagged’ surface, whereas compression Part swapping moulding utilises additional tooling to Beyond the 2019 AFP chassis update completely encapsulate the composite mentioned earlier, a further significant constituents, trapping them in the tool upgrade was made to the Dallara DW12 during the autoclave cure cycle and creating IndyCar monocoque for the 2014 racing precise external dimensions all round. season. That included bolstering the Here Aerodine called upon its extensive anti-penetration properties of the chassis experience with the compression moulding and the addition of a carbon fibre cockpit process in various motorsport, defence reinforcement ring around the open rim and aerospace programmes. With a that is always an area of concern in any schedule that did not allow for physical monocoque structure. The Aeroscreen design iterations, there was no room for design team knew from early on that the a learning curve in manufacturing. integration of the lower frame components Once cured, the components were with a chassis that has already seen a number de-flashed and moved to post-processing. of upgrades was one of the challenges that Because the attachment points naturally would need to be addressed early in the follow the curvature of the windscreen, planning stages. Along with this, IndyCar One of the aluminium jigs used for alignment during bonding

30 www.racecar-engineering.com DECEMBER 2020

26-34 REV30N12_IndyCar-MPSMAC.indd 30 19/10/2020 11:14 Cascadia Motion offers extensive experience in professional motor- sports, supercar, hypercar, on- and off-road specialty vehicle, and heavy duty electrified propulsion systems and components · 10 seasons supplying Formula 1 ERS/HERS components · Multiple LeMans Prototype applications · Sole supplier MotoE propulsion components · Sole supplier eTCR series propulsion inverters · Sole supplier FIA eRX2 Championship propulsion inverters · Worlds fastest production Electric Car · Worlds fastest production Electric Motorcycle · Pikes Peak, multiple hillclimb and special purpose cars and motorcycles

Try the new EVBot system design tool! EV system design tradeoffs and performance simulation to assist your selection of propul- sion system components

www.cascadiamotion.com [email protected]

THE NEXT SMALL THING IS HERE

When victory is measured in milliseconds, every advantage matters. At just 20 percent the length of similar connectors, compact size is only one of TE Connectivity (TE)’s DEUTSCH ASDD 7-11’s advantages. It’s also significantly lighter. And tougher, thanks to a black zinc finish and fluorinated silicone seals. On top of all that, our new ASDD oŠers 11 connections in a size seven shell—almost double the industry standard. Learn more at te.com/autosport

© 2020 TE Connectivity Corporation. All Rights Reserved. DEUTSCH, TE Connectivity, TE, TE connectivity (logo) and EVERY CONNECTION COUNTS are trademarks.

EVERY CONNECTION COUNTS

DECEMBER 2020 www.racecar-engineering.com 31

31_RCE_1220_.indd 31 20/10/2020 12:02 INDYCAR – AEROSCREEN

The last thing the governing body wanted was the creation of custom- fi t components from a cost and competition perspective

A further complication was IndyCar’s insistence the lower frame be interchangeable on all Dallara DW12 monocoques in the series, which had already seen several earlier upgrades

was insistent that all of the Aeroscreen With the existing roll hoop the only this survey and measured in 3D space to components be interchangeable with proposed Aeroscreen mounting point that determine key relationships between the one another so that an upper frame or hadn’t received a fundamental update since proposed mounting points and the moulded windscreen could be quickly swapped or the chassis’ inception, it was determined surfaces of the monocoque that would transferred to a back-up chassis if required. that a digital 3D survey of a cross section of ultimately accept the lower frame structure. The last thing the governing body wanted monocoques would be benefi cial in defi ning With these values in hand, a design window was the creation of custom-fi t components overall design parameters. Six chassis were was created to allow for this small amount from a cost and competition perspective. chosen of various age and condition for of manufacturing variance and the required

32 www.racecar-engineering.com DECEMBER 2020

26-34 REV30N12_IndyCar-MPSMAC.indd 32 19/10/2020 11:14 MADE TO MEASURE SUPERIOR QUALITY WHEELS FOR MOTORSPORT MADE TO WIN NEW FOR 2021

CR10 FLOW-FORMED (ALLU-LITE) TC5 FLOW-FORMED (ALLU-LITE) MILLENNIUM RALLY IN WHITE GR14 RALLY New, weight-saving wheel available in 15”, 16”, 18” x 8.0 / 8.5 / 9.0 / 10.0 / 11.5 In diameters 15”, 16”, 17”, In 15” and 16” diameters 17”, 18”, 19” & 20” and a variety of widths. Matt Available in centre lock 18” and a variety of widths and a variety of widths. black or hyper silver. Available in centre lock. Available in 4, 5 and 6 stud

USE OF MODERN DESIGN AND MANUFACTURING TECHNIQUES RESULTS IN A ROBUST, LIGHTWEIGHT WHEEL

CUTTING EDGE WHEEL TECHNOLOGY Incorporating the latest technology in FEA and FEM design and modern casting technologies, such as EMAIL [email protected] / TEL +44 (0)1623 860000 Flow-Forming, all race wheels are manufactured from LM25 (A356.2) primary aluminium alloy, heat treated, WWW.REVOLUTIONWHEELS.COM 100% pressure tested and undergo X-Ray inspection.

HIGH PERFORMANCE SAFETY FUEL CELLS

STANDARD AND CUSTOM SAVER CELLS

CRASH RESISTANT, EXPLOSION SUPPRESSANT & EXTREMELY LIGHTWEIGHT

CUSTOM FUEL SYSTEMS HISTORIC REMAKE �TI�I�IN� �ECA�E� O� �OTOR��ORT RETAIN T�E ORI�INA� �OO� O� �O�R �NO��E��E� AT� CAN ������ AN �IA TAN� �� �EN�IN� �� A ��ETC�� �� A��RO�E� �I��T�EI��T ��E� CE�� CA� �O�E�� E�I�TIN� OR RE��A�E �IT� A ���� INTERNA� ���TE� CONTAINER

DECEMBER 2020 www.racecar-engineering.com 33

33_RCE_1220_.indd 33 20/10/2020 12:06 INDYCAR – AEROSCREEN

The lower frame is the only part of the Aeroscreen permanently Here the lower frame is affi xed to the monocoque. The other parts are removable test fi tted with production- conforming components to ensure interchangeability

interchangeability. Thankfully, even with could be test fi t with the other components the earlier modifi cations, the Dallara chassis that were speedily shipped overseas. were found to be accurate to the CAD data, While IndyCar was carrying out a leaving only a small tolerance band that had (successful) testing programme at various to be accounted for in the fi nal design. tracks, starting with the Indianapolis Motor Speedway in October, 2019, there Chassis integration was another race off track to update the For the integration of the structural full fi eld of chassis for pre-season testing, components to the chassis, it was once again scheduled to kick off the 2020 NTT IndyCar left to the team at Aerodine Composites season. In total, approximately 60 race- to use their intimate knowledge of the ready chassis spread across 14 diff erent Dallara monocoque to develop the teams required the Aeroscreen update, tooling, methods and processes required each with its own testing schedule and to accurately couple all of the pieces. logistical requirements. In the interest of The three-piece composite lower frame fairness, IndyCar dictated the update order assembly is the only Aeroscreen component be based on full-time entrant points at the that is permanently affi xed to the Dallara position they fi nished the 2019 season, chassis, with the rest of the components meaning those team / driver combinations being removable and interchangeable. that fi nished higher in the previous season While fi rst article manufacture was still were fi rst in line for the update. That said, a ongoing, Aerodine was also busy designing lot of the logistics of an update programme a set of fi xtures that would mimic the this intricate came down to the long- Because of the conforming production parts, utilising term relationships between Aerodine a common chassis reference to ensure Composites and the individual teams. compressed schedule, repeatability. Due to the compressed The crew at Aerodine worked day and schedule, all of the individual manufacturing night to ensure the cars were modifi ed all of the individual partners were producing fi rst articles in properly, and fi nished the task ahead of parallel, meaning Aerodine did not have a schedule, bringing to fruition a fast-paced manufacturing partners conforming upper frame and windscreen at development programme spanning seven its disposal while modifying the track test organisations across four countries. It has were producing fi rst prototypes. In fact, it wasn’t until the fi rst been a successful programme, delivering a two chassis had been modifi ed that they safety device that meets the set criteria. articles in parallel

34 www.racecar-engineering.com DECEMBER 2020

26-34 REV30N12_IndyCar-MPSMAC.indd 34 19/10/2020 11:14 Sportech Engineering is proud supplier to 34 FIA WORLD TITLE WINNERS www.sportech-engineering.com

TAILORED STEERING SYSTEMS

• Hydraulic power steering racks (prototype and from OEM) • Manual steering racks • Repackaging of electric power steering racks • Hydraulic pumps • Electro hydraulic pumps (12V and 48V) • Ball joints

WRC | RALLY 2 | WRX | WTCR | GT | DAKAR | HYPER CARS | OFF ROAD | MOTORSPORT AND EXTREME ELECTRIC VEHICLES

DECEMBER 2020 www.racecar-engineering.com 35

35_RCE_1220_.indd 35 20/10/2020 12:00 LAND SPEED RACING – BLOODHOUND Operation Bloodhound Lessons learned from high-speed testing By RON AYERS, LEAD AERODYNAMICIST, AND MARK CHAPMAN, ENGINEERING DIRECTOR

Driver, Wing Commander Andy Green, takes a moment to contemplate the enormity of the task ahead Photos: Charlie SperringPhotos:

36 www.racecar-engineering.com DECEMBER 2020

36-42 REV30N012 Bloodhound-MPSMAC.indd 36 19/10/2020 15:22 hile low-speed testing from the nearest signifi cant town, Upington, it with plastic fl ooring. Where the car was (200mph) on the runway 260km away. We were lucky to be staying positioned, we used a layer of old conveyor at Newquay airport at a lodge just 60km from the track, with belting from a local mine, and to stop it W in 2017 was all about the morning commute regularly populated rucking up when we rolled the car in and demonstrating that we could operate the with messages passing down the convoy out we used sheets of plywood. car, and to gather data on the installation of ‘donkeys’, as the lead car came across a As a base, it was perfect. We used it and integration of the Eurojet EJ200, South group of them, or ‘goats’, casually standing to house our workshop, with fabrication, Africa was all about gathering the data around in the middle of the road over a rise composites, welding and machining for the whole operation. Everything from in the dawn light. capabilities, plus a lot of cable ties and duct logistics, planning and operations to how tape. The only thing we’d change next time well the air brakes work, to drinking water Operation HQ would be the position of the entrance to the and laundry. In fact, everything we need to We set up our workshop, a large tented tent, for at the start and end of the day there understand before embarking on the Land structure, at the edge of the dunes, towards was the ballet of getting a car with a 200m Speed Record attempt. the centre of the track and next to some turning circle turned by 90 degrees. Hakskeen Pan (HKP) is remote, incredibly existing container cabins and a telecoms Each time we towed the car to the track, beautiful and the fi nest place on the planet mast. That was our control centre. Although we made sure we ran alongside previous to go fast. However, that remoteness brings the Pan surface sets like concrete, it does ruts, and at the end of each day rolled and with it its own challenges. Twice a week we get churned up, so to prevent the interior dampened the areas of greatest traffi c to needed to go and collect drinking water of the tent becoming a beach, we covered restore the chewed-up surface.

We were looking to improve the performance model with actual data

DECEMBER 2020 www.racecar-engineering.com 37

36-42 REV30N012 Bloodhound-MPSMAC.indd 37 19/10/2020 15:22 LAND SPEED RACING – BLOODHOUND

The other issue the 12-mile track length However, wheel penetration will have 6. Wheel brakes created, not unexpectedly, were the comms reduced from 8mm at low velocity down Brakes on smooth metal wheels on a sandy diffi culties caused by the curvature of to closer to 3mm at 800mph and beyond, surface are never going to be very eff ective, the earth. Although we had our antenna making for a very hard ride. particularly as they are only fi tted to the positioned high on the dunes at the track front wheels. In fact, the brakes provided a centre, we started to have problems at each 3. Crosswind sensitivity maximum deceleration increment of only end of the track and needed to relay messages With crosswind gusts of more than about 0.08g. This is suffi cient to bring the car to from the marshals and support vehicles. 10mph, the steering response was signifi cant a fi nal stop where required, which will be at speed. To go faster in future, we must particularly important in a tail wind. Main aim choose a time of year, and time of day, when The principal reason for us being in South the air is calm. One of the post-run remarks 7. Wheel loads Africa was to gather the aerodynamic data was, ‘without crosswind gusts it runs on rails.’ The wheel loads were always well within necessary to be able to correlate the CFD acceptable safety limits. However, the down models produced by Dr. Ben Evens and his 4. Parachutes loads on the rear wheels were sometimes team at Swansea University, together with The parachutes deployed well and gave a signifi cantly greater than expected and Ron Ayres. As well as the values from the D/q (aerodynamic drag normalised dynamic showed up a design fault the team were pressure sensors, we were also looking to pressure) of 1.7m2, which was as expected, aware of, but did not have time to correct improve the performance model with actual and the car handled well with the ’chute before these runs took place. data for lateral stability, installed thrust, deployed. With initial deployment, the The problem is illustrated by the CFD rolling resistance, air brake and parachute parachute tended to steer the car – literally images shown in Figure 1, where the green eff ectiveness. The overall performance was the tail wagging the dog, but by modifying colour indicates a predicted pressure close to slightly down on prediction due to the the ’chute by removing some of the bands (as ambient static pressure. All is well behaved following factors, as explained by Ron: was done on Thrust SSC) the ’chute stabilised except under the rear delta fairing at subsonic and held position behind the car. velocities. The blue colour under the rear 1. Jet engine We also tested what would happen if delta at M = 0.5 indicates low pressure, Performance analysis indicated the both parachutes were deployed and how showing the space between the rear delta thrust from the EJ200 jet engine was they would fl y behind the car, or whether and the ground is acting like a convergent / consistently below the rated value. This they would become entangled. divergent nozzle. The ‘con-di’ nozzle is known is hardly surprising as it was a very old to have characteristics that are very Mach engine that was being run well beyond its 5. Air brakes rated operating life, so no blame should be Pleasingly, the air brakes were signifi cantly attached to the engine or its manufacturer. more eff ective than had been predicted, At low ambient temperatures, say up to and we had clearly made too much allowance Brakes on smooth metal about 20degC, the shortfall was somewhere for the shielding eff ect of them on the rear around three per cent, but by 37degC suspension. We will undoubtedly benefi t from wheels on a sandy the thrust could be more than 10 per cent this greater stopping power in the future below quoted value. when on supersonic runs. surface are never going Conclusion here: Bloodhound handles 2. Rolling resistance coeffi cient well with air brakes deployed. to be very effective Most wheels benefi t from having infl atable tyres running on a rigid surface, but Bloodhound has rigid wheels running on a deforming desert surface. This results in a substantially increased value of rolling resistance, at least three times greater than for rubber tyres on tarmac. Just try cycling on a soft, sandy beach to feel the diff erence. Our own theoretical analysis of this type of wheel / ground interaction in future predicted that the rolling resistance coeffi cient for a vehicle with the mass of Bloodhound (approx. seven tonnes), with the measured properties of Hakskeen Pan and the contour of the Bloodhound wheels, would be about 0.095 at velocities up to 600mph. These Hakskeen runs were the fi rst opportunity to calibrate our theory. In fact, our performance analysis showed a rolling resistance of 0.11 gave a much better fi t. When Bloodhound achieves higher velocities, the wheels will have a tendency to rise up (like a water-skier lifting higher in the water at higher velocities) and by 800mph+ we would now predict the rolling resistance would be down to 0.09. Fig 1: CFD images of the pressure build up around the rear delta, where a ‘con-di’ nozzle effect was experienced

38 www.racecar-engineering.com DECEMBER 2020

36-42 REV30N012 Bloodhound-MPSMAC.indd 38 19/10/2020 15:22 rolling resistance [is] at least three times greater than for rubber tyres on tarmac

Solid wheels and a surface like concrete make for a bumpy ride, enough to cause a mechanical switch to trigger a shut down of the Rolls-Royce EJ200 jet engine on the first pass

At the speeds attained by Bloodhound rolling resistance is a significant factor, and changes as speed increases. Wheel penetration into the surface also plays a part

number dependent, and is undoubtedly a The most visible effect of running on the The rear deltas were another thing design error, which only became apparent desert was the damage caused on the rear entirely. Even at comparatively low speed, after the car was built. deltas by the dust plume raised by the front less than 200mph, the titanium additive wheels. We had always imagined the inner manufactured fairing had been removed and Destructive dust front wheelarches would be eroded away the underlying titanium skin peeled back. For higher Mach numbers, we will need to re- through the circulation of dust around the We put this down to aerodynamic load and design the rear delta to give it a flatter under wheel well – to the point we’d fitted sacrificial a potential into wind step. A new cover plate surface. This will lift the leading-edge point erosion strips, and taken a number of spare was fabricated in steel, with all the edges higher above the ground, with the additional sets – but in fact the strips were undamaged faired in, and at the end of the next run this benefit that it will be further away from the and you could even still see the pen marks looked like a crushed crisp packet and was spray thrown up by the front wheels. from their fabrication! hot to the touch. Looking at footage from the

DECEMBER 2020 www.racecar-engineering.com 39

36-42 REV30N012 Bloodhound-MPSMAC.indd 39 19/10/2020 15:22 ??? – ???

At 12.9m (42ft) in length and seven tonnes in weight, Bloodhound requires a sizeable workshop. At Hakskeen Pan, it was a large tent with fabrication, composites, welding and machining capabilities within

forward-facing, rear-wheel camera onboard, one clock cycle of the controller, due to Ride height was you could clearly see the plume of dust the mechanical switch’s internals bouncing coming from the front wheel, tracking along apart for around 1ms at that point, sending the side of the car and impacting the leading the digital command. determined by calculation edge of the delta. That evening, the control code was The remaining runs were completed modified and re-compiled to include a based upon suspension with a heavier duty steel plate, with options ‘bounce’ filter, meaning any digital input for additional sacrificial protection. Having would have to be constant for more than deflection seen the destructive power of dust, what 10ms for it to be enacted upon. was surprising was that those leading edges We also had an intermittent problem looking at differential wheel speeds across were the only areas of the car that suffered with the EJ200 incorrectly assessing its life the car. The work around we used here was significant damage. and then hunting at idle. When we opened to calculate a predicted wheel speed based the car to solve the engine bay overheating upon GPS and compare that to the output of Bug fixing issue, and to replace the fire detection the working wheel sensor. Although we’d tested all the systems in system, we tracked this down to a bent pin Ride height was to be measured by isolation in the UK before leaving for South in the connector for the temperature sensor laser measurement devices, which jokingly Africa, it’s very hard to simulate the whole in the engine intake that’s used to calculate before heading to HKP we thought would car working as one, so the first few runs the Mach number for engine fuelling. In just measure the closest dust to the car. In were spent bug fixing, both mechanically Newquay, we had seen the issue with the reality, they did exactly that and produced and electrically. Necessary work, because on engine using more life than anticipated, but too unpredictable a result to be useful, so ride pretty much the first low-speed run of the not the idle issue as we were at sea level in a height was determined by calculation based car, the jet engine did an uncommanded shut cold Cornish autumn. upon suspension deflection. down. Looking at the accelerometers, there Other sensors we had issues with were Dust also created an issue for some of the was a high frequency spike as the car crossed the wheel speeds, where one side wasn’t sensors at the rear of the car, in particular the a farmers’ track across the Pan, which had triggering correctly. The aim for this was to rear suspension strain gauges, which, despite been re-graded and rolled. Looking at engine give Andy a wheel lock option if one started shielding, suffered electrical noise likely from data, there was an ‘Engine Off’ command for to skid under braking. It achieved this by charged dust particles impacting the strut.

40 www.racecar-engineering.com DECEMBER 2020

36-42 REV30N012 Bloodhound-MPSMACBS2.indd 40 19/10/2020 15:57 Ÿ Integral microprocessors Aerodynamic Pressure Scanning Ÿ Direct digital output rEVOLUTIONised

Ÿ Absolute & Differential measurement Ÿ High accuracy 8, 16, 64 channels

Smallest and lightest pressure To request an EvoScann® demonstration or quotation call +44 (0)1264 316470 or email scanners [email protected] available

www.EvoScann.com

YOUR PERFORMANCE PARTS CENTER

OPTIMIZED FOR YOUR EUROPEAN/US ENGINE!

- Billet or Forged Pistons - Several proprietary coatings available - Full Round and Modern Strutted - Lightweight 3D crown and undercrown milling available

And distributed brands: Please contact us and find your local distributor [email protected] | +31 (0)252-687 713

DECEMBER 2020 www.racecar-engineering.com 41

41_RCE_1220_.indd 41 20/10/2020 12:26 LAND SPEED RACING – BLOODHOUND

It is not just the car but also the team that has to work seamlessly in the demanding environment of the South African Kalahari desert, where the nearest town is 260kms away

The fi nal issue we had was measuring in late spring, early summer (in the Kalahari), the numbers we needed to predict the vehicle speed. The display Andy was using although we did need to reset our alarms to power requirements for the next stage of was based on GPS and, to improve accuracy, 3am in order to be on the Pan at dawn. The the project. The last run achieved that, and the three sensors on the car were averaged. air was cooler and stiller then, which allowed the most impressive picture of the car we But on the fi nal run one briefl y dropped out us to get more power from the jet, but also returned with is the line of paint that has and the indicated speed can be seen on be less impacted by the thermal crosswinds been removed by the shock, and how that the cockpit video to fall by 20mph, so Andy that rose as the temperature built through matches Ben’s predictions. Job done. actually went faster than his target speed. the afternoon, where we were seeing high 30degC and upwards temperatures. Conclusion For the rocket runs, we want to be there Changes required Overall, 2019’s high-speed testing in autumn / winter when lower daytime • Incorporate the actuation system for programme was invaluable for planning the temperatures will mean we shouldn’t need the air brakes. next trip to Hakskeen Pan. It showed the car additional refrigeration to keep the HTP achieving over 1,000kph, and demonstrated below the 20-25degC it requires. • Add rear winglets on the fi n to manage the huge capability of the team to operate in Although prior to the test we had said the rear wheel loads as the car passes such a demanding environment. our aim was 500mph, internally we had a through transonic to supersonic. The addition of a rocket, and in particular far higher target, Mach 0.8 (613.815mph), • Re-design the interface between the the handling of the oxidiser, high test the speed we needed to achieve to start car body and the rear delta to minimise peroxide (HTP), will also limit the time of year to see supersonic fl ow over the car. With the eff ect from the dust plume. we would go back to break a record. Running that information, we could then complete jet alone in 2019 we were happy to be there the calibration of the CFD data, and have • Add in the rocket and associated oxidiser pump systems. As this is moving to all electric, it will also allow us to simplify the fuel tank Prior to the test, we said our aim arrangement for the jet fuel. was 500mph [but] internally we had a far higher target, Mach 0.8 (613.815mph)

The high-speed tests were deemed a success, achieving the target speed and validating much of the simulated data. The team is now confi dent moving to the next stage of the project

42 www.racecar-engineering.com DECEMBER 2020

36-42 REV30N012 Bloodhound-MPSMAC.indd 42 19/10/2020 15:22 GD TD DUR WEBSITE TD VIEW DUR :��ARTEIC FULL RANGE OF MDTDRSPDRT ELECTRONICS MDTDR§PDRT ELECTRONIC§ www.CARTEKMDTDR5PDRT.com l=M�@#•1;iiW=IOit•W•Wniil-t A switch panel and Power Distribution Module in one. Dur Power Distribution Panels are a fully integrated solution designed to replace all the fuses. switches and relays of your race car.

• CONFIGURE CHANNELS IN SA STEPS UP TO 30A. • CHANNELS CAN BE PROGRAMME□ TO CONTROL HEADLIGHTS/WIPERS/RAO FANS/STARTER MOTORS etc. • EACH OUTPUT IS PROTECTED FROM SHORT CIRCUITS ANO OVER-CURRENT. • AOOITIONAL INPUTS ALLOW CHANNELS TO BE CONTROLLED BY ECU OR SWITCHES ON STEERING WHEEL • COMES WITH LABEL SHEETS FOR FULL CUSTOMISATION - B and f 6 channel versions available RETRO EDITION NOW AVAILABLE. • ND COMPLEX CDNFIGURATIDN SOFTWARE -AMP SETTINGS AND LOGIC FUNCTIONS ARE SELECTED THROUGH THE FRONT PANEL 4-i•tli•liMf:l=!ii@&Zi•ifflM;f#' Cartek Battery Isolators are designed to overcome all of the problems and restrictions associated with mechanical and electro/mechanical battery disconnects. • FULLYELECTRONIC WITH ND MOVING PARTS - CDMPLETELY RESISTANT TO SHOCK ANO VIBRATION. • MUCH SMALLER ANO LIGHTER THAN TRADITIONAL KILL SWITCH. • MEETS NATIONAL AND FIA REGULATIONS. • STATUS LED FOR FAULT DIAGNOSIS. • SEALED INTERNAL ANO EXTERNAL SWITCHES REPLACE BATTERY l!!iOLATOR XR BATTERY l!!iOLATOR liT TRADITIONAL PULL CABLES THAT ARE PRONE TO SEIZING. Deaigned fur n,atarapart Oeaigned fur OEM • MOUNTS CLOSE TO THE BATTERYFOR REDUCE□ CABLING. ECU's/PDM's ECU"s/lgnition systems • QUICK AND EASY TD INSTALL.

DECEMBER 2020 www.racecar-engineering.com 43

43_RCE_1220_.indd 43 20/10/2020 12:08 TECHNOLOGY – THE CONSULTANT At the hop

A continuation of the leaf spring debate from last month

By MARK ORTIZ

Illustration showing recommended rear leaf spring mounting positions for a vintage-style road course racecar using slider-mounted, Chrysler-style leaf spring packs

Further to my question last Wheelbase is 114.25in, crankshaft and Side view swing arm length is calculated month, I have been in touch transmission C/L is about 11in from the from rate of pinion angle change with with Landrum Spring who ground and ground clearance at the respect to vertical axle displacement, and recommended the mounting rocker panel is 4in (yes, it’s low). side view instant centre height from rate points on the frame shown in the I would be interested to compare ‘my’ of longitudinal (x axis) axle translation with illustration above for a starting baseline: kinematic ‘anti’ numbers to that of a Cup respect to vertical axle displacement. I replicated this exactly on my car, but car with long arms. The Cup cars have The geometry shown in the illustration did not have a good way to load the spring problems with rear brake hop on the road above has the front eye and axle pad at / axle, but I did load the spring off the courses, and my thinking is this eff ect about the same height, and the rear eye car and measure that. I also worked with may best be described as the ‘coupled much higher, so the front portion of the a representative from the company on loads problem’ ie a multi-mode natural spring is roughly horizontal at static. pinion angle changes and translational frequency problem. First off , are the two and three degree per movement of the housing. From this, I I don’t know a way to prove or disprove inch and .030in per inch rearward in bump made a few assumptions, a few SWAGs, this, other than to run these natural actual measurements? Your calculations and a few measurements (the fi gure in frequency calcs and look for ominous check, if those measurements are right. But brackets is at 3°/in, others at 2°/in): trends. It would be far easier to install if there’s really that much pinion angle gain, extra wheel damper brackets on my car, you do have a lot of anti-squat and anti-lift. Eff ective ‘arm length’: 28.5in (19.2in)* and use them if necessary. Assuming 16in sprung mass c of g height Rear translation: 0.030in per inch toward and 2°/in, you’d have somewhere around the back THE CONSULTANT 370 per cent anti-squat! Rolling radius: 14.0in This relates to a method I Also, the rear part of the spring is doing IC at 2°/in: 28.5in / 14.89in described last month for almost all the fl exing. At 3°/in, the front part IC at 3°/in: 19.2in / 14.58in** determining geometric is essentially rigid. That would be the sort of * Note that 19.2in is almost the same as the anti-squat and anti-lift in a leaf number I’d expect from a spring like the one I 20in eye-to-housing dimension spring rear suspension. The axle is jacked up was describing last month, with all the leaves ** Forward axle C/L and ‘up’ (z) and down with no load applied other than but the top one cut away behind the axle. that required to raise and lower the axle But something’s not right here. If the For reference, the car should weigh about when mounted on the springs. The car needs front part is near rigid, and the eye is that far 2700lb with close to 50 / 50 balance. to be held at constant height as this is done. below the axle, the axle shouldn’t move back Jacking effects depend on kinematic geometry. Compliance displacements are only relevant if they change the kinematics

44 www.racecar-engineering.com DECEMBER 2020

44-45 REV30N12 Consultant-MPSMAC.indd 44 19/10/2020 11:17 This is an aftermarket installation for the power hop condition on Dodge trucks (I believe Dodge incorporates this now). Given what I know, or don’t know, I’m going to build the bracketry to do this on my car. I’ll accept the small weight penalty to have it there if I need it. THE CONSULTANT It’s a bit hard to tell with the exhaust system in the way, but it looks like the shock is at, or near, full extension and is functioning as a pull bar using the droop stop built into the Bilstein high-pressure shock. It may be that this set-up is working, but more commonly shocks mounted like this react braking torque. They are positioned at near full compression at static and have a snubber. A centrally-mounted third shock can be used to damp spring wrap-up and to cancel torque roll under power Some other mechanism reacts drive torque. Low-pressure gas shocks are a more spring wrap-up, I think you should try to use end of the axle, and arranged to generate popular choice for such set-ups, partly just the mechanism to cancel torque roll under anti-squat on that side of the car. This would because they are easier to install and remove power. The shock that acts in braking should not be needed for oval track use, but it would as you can compress them by hand. be centred, as shown here, and the one that be a useful addition for a car that has to put If you’re going to use shocks to damp acts under power should be at the right power down exiting right turns.

in bump. I think you need to re-measure with brake available so that the rear wheels don’t things assembled on the actual car. It is desirable to have approach lock up under heavy braking. It occurs to me that two to three degrees However, there is a penalty to running a and .030in back sounds like the compliance rear suspension that lot of front brake on any car. Generally, we values, not geometric. That is, the changes have to avoid locking any wheels, at least due to spring wrap-up under power, not the does not promote the majority of the time, both to avoid flat way the axle moves when you just jack it up spotting the tyres and to retain directional and down with no torque applied, as I was brake hop control. To attain maximum rearward describing. Would that be the case? acceleration consistent with that, we want If so, those aren’t the numbers you the front brakes to lock only a tiny bit before need. Jacking effects depend on kinematic Using a sprung mass c of g height of the rear brakes, otherwise we’re under- geometry. Compliance displacements are 15in (one inch less than I used for your car), utilising the rears’ potential. only relevant if they change the kinematics. this gives the car somewhere around 100 And exactly what brake bias is optimal Pinion angle change due to leaf spring per cent anti-squat, or perhaps a bit more, changes with multiple factors: aerodynamic compliance under power is important depending on adjustment. Anti-lift in braking effects, fuel burn off, track condition because knowing that helps us get better is then approximately that number times (surface humps, dips and bumps etc.), u-joint angles under power, but it doesn’t rear brake percentage. grade and lateral slope of the surface and relate to pinion angle change when we raise That is certainly enough to produce rear with individual driving style. Therefore, it is and lower the axle in the shop with no torque wheel hop in braking, but only if rear brake desirable to have rear suspension that applied, and it doesn’t affect anti-squat. percentage is sufficient to bring the rear does not promote brake hop. wheels close to the point of lock up. Wheel Long arm of the law hop in general mostly occurs at or near the CONTACT In reference to the Cup cars you mention, point of tyre breakaway. Mark Ortiz Automotive is a chassis Stock Car truck arms are typically about 3½ft Many cars, particularly ones with consultancy service primarily serving oval long, or around 40 per cent of the wheelbase. trailing arm suspension like many BMWs track and road racers. Here Mark answers They usually have some height adjustment and Porsches, or trailing arms for brake your chassis set-up and handling queries. at the bushing, roughly ranging between six torque reaction like C2 / C3 Corvettes, have If you have a question for him, please don’t and eight inches from the ground plane. considerably more anti-lift – often more hesitate to get in touch: Testing such a set-up by jacking the axle than 100 per cent, meaning the rear E: [email protected] up and down at static ride height, we’d see suspension actually compresses slightly T: +1 704-933-8876 pinion angle gain around two thirds of a when braking hard – and can brake safely A: Mark Ortiz degree per inch and x axis axle translation without inducing wheel hop. 155 Wankel Drive, Kannapolis around a sixth of an inch per inch forward in In fact, just about any car can brake NC 28083-8200, USA either bump or compression. without rear wheel hop, if it has enough front

DECEMBER 2020 www.racecar-engineering.com 45

44-45 REV30N12 Consultant-MPSMAC.indd 45 19/10/2020 11:17 TECHNOLOGY – THE VEHICLE HANDLING MODEL

Course of action

46 www.racecar-engineering.com DECEMBER 2020

46-54 REV30N012 Vehicle handling model-ACMP.indd 46 19/10/2020 12:45 poor handling racecar seems an impossible occurrence these days, considering the A access to gigabytes of logged data, tyre modelling and simulation tools, How the VHM can be applied to a including CFD and lap time optimisation. racecar to inspire confidence in It seems that with a small amount of testing and the huge array of information choosing an optimal set-up available, a car’s set-up and handling can be optimised in minutes, rather than the By DEJAN NINIC weeks or even months it used to take. However, despite all the information we gather and analyse, it’s still easy to lose your way in the minefield of set-up options, and convince ourselves we still don’t have enough information. I know, because I’ve been there and done exactly that, thankfully more so earlier in my career than recently.

Setting up a car is, fundamentally, a decision-making process, albeit a highly technical one

It is not difficult to imagine how a last-minute adjustment in pit lane during a qualifying session could induce just enough instability that a collision with a barrier or competitor would be unavoidable. So, when there is so much at stake, including the life of the driver, why do we still hear interview response such as “We struggled to get the set-up right”, or “The car could have been better…”? Value scheme Setting up a car is, fundamentally, a decision-making process, albeit a highly technical one with the aid of detailed logged data and subjective driver feedback. Simply put, the course of action is as follows: firstly, understand the problem and the decisions that need to be made; secondly, list the available choices; thirdly, assign a value to each choice so they can be sorted by that value scheme. A thorough approach would also consider the most likely outcome if the first choice was actually implemented, as well as the outcomes of any other highly valued choices. In the domain of race engineering, there are many expert engineers who can predict the change in handling for even the most Racecar set-up is a complex recipe of data, detailed set-up changes, but they can still knowledge, understanding, choice and intuition, make the wrong choice in the heat of the with a side order of subjective driver feedback moment. Likewise, there are many successful engineers who can intuit accurate set-up

DECEMBER 2020 www.racecar-engineering.com 47

46-54 REV30N012 Vehicle handling model-ACMP.indd 47 19/10/2020 12:45 TECHNOLOGY – THE VEHICLE HANDLING MODEL

changes based on experience and gut feeling, but could never explain why or how they came to that decision. The latter find it simple, almost natural, to make a certain change, but the former often gets lost in the number of available choices and their ‘pros vs cons’. Can the set-up decision making process therefore be made simpler, or is it really as difficult as Max Verstappen leads us to believe? Indeed, as this article aims to explain, the process is actually quite simple, although that does not mean it is necessarily easy. Handling traits The Vehicle Handling Model (VHM), as shown in Figure 1, was introduced in Racecar Engineering V30N7 and is one such simple method of assigning value to each set-up choice. The value scheme is Fig 1: The four parameters of the Vehicle Handling Model based on summarising and ranking vehicle handling into four categories: stability, (say, yaw acceleration) to a driver input (say, limit, we call that understeer. If the rear slides response, balance and grip. For their detailed steering angle) we can say response is the first, we call it oversteer, and if both axles definitions, the reader is directed to the measure of how much control the driver has. slide simultaneously, we call the situation aforementioned V30N7 article, keeping in More control will give more confidence. neutral steer. In all cases, poor balance mind the description is more important than Balance, for this purpose, refers to the results in reduced peak lateral acceleration. the pronoun assigned to it. For the purposes well-known states of understeer / neutral Last in the value scheme, but still of of this piece, I’ll cover them briefly again here. steer / oversteer, only that within the VHM significant importance to performance, is Stability is the car’s ability to return balance can only be assessed when the car grip. Here it is defined as the car’s ability to its intended path after an intended is cornering at maximum or near-maximum to accelerate (referring to the car as one or unintended disturbance. It is of lateral acceleration. A worthwhile example primary importance because without here is turn-in understeer, which is commonly stability the driver lacks confidence considered a balance issue, though is and will drive the car with reserve. actually a response issue in the context of It is in the abundance of Response can be considered as the the VHM. According to most definitions, an time delay of an inertial change, often how unbalanced car deviates off the intended a strength that lies the long a car takes to ‘set’. However, when the path when approaching the limit of lateral response relates a given inertial output acceleration. If the front axle slides at the solution for the weakness

By far the most sensitive set-up adjustment is toe, either in or out

48 www.racecar-engineering.com DECEMBER 2020

46-54 REV30N012 Vehicle handling model-ACMP.indd 48 19/10/2020 12:45 Table 1: Typical set-up options for a Porsche Supercup 911 GT3 There are certain Set-up change Typical step adjustment F 1.85 bar 0.05 bar Tyre pressure set-up changes that R 1.9 bar 0.05 bar F 78 mm 0.5 mm Ride height have consistent R 100 mm 0.5 mm F 3 of 7 (1 is softest) 1 position Anti-roll bar repeatable R 6 of 7 (1 is softest) 1 position F -4.8 degrees 0.2 degrees Camber outcomes for most R -4.0 degrees 0.2 degrees F -0.08 degrees per side 0.06 degrees per side Toe in conditions R 0.28 degrees per side 0.06 degrees per side Brake balance 47.6 per cent front (pressure) 0.2 per cent F 240 N/mm Not adjustable Springs R 260 N/mm Not adjustable understanding of the car and tools to learn its set-up intimately and be able to Wheelbase 2463 mm Not adjustable fi nd improvements. Despite the limited Wing 9 of 9 (1 is fl attest) 1 position choices, it’s still very easy to lose one’s way.

entity) rather than the grip produced available set-up change will aff ect the Set-up options at each contact patch. Indeed, the targeted handling category. To understand Table 1 lists the available set-up options individual contact patch grip is important those relationships, you do not need for this example. If we use the factory- so we will refer to it as traction. to have a degree, but a reminder to recommended starting set-up, also listed understand stability, response, balance in the table, we can discuss the handling Strength vs weakness and grip when out testing with the car. eff ect of each available set-up change on The VHM highlights that the coupled nature The following example will explain how our four handling categories. At this point of these categories is the key to selecting the VHM can be applied to a car. in the discussion, it is very important to which strength to trade-off to improve a To guide us through this part of the emphasise that these are my comments, weakness. It is in the abundance of a strength process, we will choose a very common and they are not in agreement or that lies the solution for the weakness, and one-make racecar, a Porsche 911 GT3 Cup disagreement with the Porsche factory. this forms the required connection of the (991 II), as seen in the Porsche Supercup Experienced engineers know well that value scheme to the present problem. Championship, a common F1 support one single recipe for set-up cannot The good news is there are only four category. To some, this factory-built racecar possibly exist. However, there are certain categories that need to be assessed, and has relatively limited set-up options, but set-up changes that have consistent often the trade-off becomes obvious. The the teams preparing these cars for racing repeatable outcomes for most conditions, bad news, for some, is knowing which know this very fact demands a deeper and it is these I aim to present here.

Additional toe-in at the rear will improve stability, but at a trade-off with response and balance. Tyre temperature increases, too

DECEMBER 2020 www.racecar-engineering.com 49

46-54 REV30N012 Vehicle handling model-ACMP.indd 49 19/10/2020 12:45 TECHNOLOGY – THE VEHICLE HANDLING MODEL

Tyre pressure polar moment of inertia (and, as such, a The first set-up value is tyre pressure, high resistance to cornering) by giving the The stabilised tyre and it is the most important. The set-up driver the capability to slide the car on the sheet requires the tyres at these pressures entry phase and have a straighter line on pressures measured when aligning the suspension to ensure a the corner exit. This technique may work consistent measurement of ride height. This for some, but it comes at a risk of spinning on the car must be first pressure is not far from the recommended and at a cost of tyre life as the higher c target pressures when the tyres are hot of g promotes lateral load transfer with accounted for in all and stabilised. It would be agreed that, for an increase in rear tyre temperature. a given camber angle, given mass / vertical Raising the rear also causes an increase cases before considering load and given operating temperature, in tyre temperature. The disadvantage of there is an optimum tyre pressure. As this is the higher temperatures produce chassis changes tyre pressure is a strong parameter in the higher hot tyre pressures, so lower cold shape of the contact patch, it will have a pressures must be set. This makes the car significant effect on the traction available. difficult to drive when the tyres are cold, and understeer, but with a trade-off in stability Tyre temperature distribution at risk of damaging the tyre by racing on it and response. If the rear axle is too soft in measurements, tyre wear measurements at low pressure. There is also the additional roll, it could take too long to set in a corner and the evolution of the car’s handling as risk of over pressuring the rear tyres, which and the delay could cause the feeling of the tyre heats up and builds pressure will can lead to instability and oversteer. sway and lack of body control, This confuses all be a guide to determining the ideal If the car is nervous (unstable) on the driver and reduces confidence. pressure. It is very possible that an errant entry, or the rear tyres are getting too hot, In addition to the effects on balance, over pressure or slow puncture could the rear ride height can be lowered. The the ARB can also affect grip. Under be the cause of poor handling, so the trade-off here is that corner entry response conditions of low track adhesion (dusty, stabilised tyre pressures measured on the is reduced and the balance shifts towards ‘green’ or damp surface), stiff settings on car must be first accounted for in all cases understeer in the search for more stability. the ARBs reduce suspension compliance before considering chassis changes. From and one-wheel articulation. This can cause here forward, we will assume the tyres are Anti-roll bar the individual tyres to break traction more operating near their ideal pressure and will Anti-roll bars (ARBs, or sway bars) are an easily in low-adhesion conditions. Indeed, not be considered as a set-up option. Having additional stiffness element in the suspension on some racecars it is common practice said that, after the set-up of a car evolves added to reduce body roll and for balance to disconnect the ARBs when the road is significantly, a few runs should be carried tuning. Softening the front ARB will affect wet but, if the track dries during a period out to again confirm the ideal pressure. balance and shift towards less understeer, but where a set-up change is not feasible, the will come with a trade-off in response, which car will then become unstable without Ride height will cause the car to be ‘lazy’ in taking a set in the addition roll support. ARB resistance For a racecar that relies significantly on the corner, or during fast changes of direction. increases with roll angle so, when the chassis ground effect aerodynamics, the ride So, if the driver is complaining of understeer, is only at low roll angles (corner entry), the heights will affect the magnitude and it must be determined at which phase relative tuning effect of ARBs is small. front / rear balance of the aerodynamic during the corner the ‘understeer’ occurs. forces. Aerodynamic effects are discussed Sometimes stiffening the front ARB Camber separately later. With respect to the 911, ride can improve turn-in response, especially Tyre construction and the loads on the tyre height affects the kinematic parameters, in high-speed corners. Softening the rear will determine what inclination each should specifically the roll centre height, but also ARB will shift the balance toward more have with the road for optimum traction. the c of g. If the front ride height is too high, the front roll centre will be high, and so will the c of g. This will most significantly affect balance, and will shift towards understeer. Raising the front ride height can be used to improve stability if other changes are exhausted, but it’s not the first choice. Conversely, lowering the front ride height improves response to steering. In the case of the 911, generally the car performs best with the front at the minimum allowed ride height, which also has an aerodynamic effect. The characteristic layout of the 911, however, with the engine position rearward of the drivetrain, results in significant handling variations when set-up changes on the rear of the car are made. Critically, the rear ride height can be raised, which improves corner-entry response, though excessive rear ride height reduces stability both in cornering and hard braking. Approaching this limit of stability is common practice in racecars with a high Ride height plays a major role, especially on aero cars, and an incorrect choice can quickly throw a car’s set-up into disarray

50 www.racecar-engineering.com DECEMBER 2020

46-54 REV30N012 Vehicle handling model-ACMP.indd 50 19/10/2020 12:45 www.bredaracing.com or contact us at [email protected]

Untitled-2 1 21/10/2020 14:31 TECHNOLOGY – THE VEHICLE HANDLING MODEL

Realistically, though, it’s difficult to know In all cases, increasing camber what that actual inclination is due to concentrates the contact patch pressure Increasing camber compliance in the suspension and the towards the inner shoulder when rolling chassis. It’s even difficult to control the straight ahead, reducing the available reduces braking efficiency wheel to achieve ideal camber, but this lack traction for braking. As a result, increasing of perfection should not hinder the search camber reduces braking efficiency and can and can cause tyre lock for ‘good’ or at least ‘better than the rest.’ cause tyre lock up or early ABS activation. A tyre that is inclined with the top towards A second order effect is that reduced up or early ABS activation the car will have two physical outcomes. braking acceleration lessens the load Firstly, the tyre construction is ‘pre-set’ in transfer to the front axle during corner the opposite direction to the lateral load entry, reducing response and possibly shift more braking torque to the rear brakes. applied to it during a corner. During a corner, shifting the balance to understeer. This results in the rear tyres on the limit the resulting contact patch pressure is of braking (and traction), while giving the more evenly distributed, resulting in better Toe in and toe out front tyres more tractive capacity to turn. traction and more even wear across the By far the most sensitive set-up adjustment With the rear tyres occupied with braking tyre. Despite the likely uneven wear, some is toe, as very small changes can have at the limit, they will slide laterally more tyres actually perform better with relatively significant outcomes. More toe in at the easily when induced by the front, improving high amounts of negative camber (by front affects balance with a shift towards turn-in response. Therefore, adjusting the that I mean more than five degrees), and understeer at a trade-off with response. bias rearward improves response but at a this is related to the physical tendency of Toe out on the front creates an instant trade-off with stability. Adjusting the bias the cambered tyre to turn in the direction Ackermann effect during turn in (where forward, on the other hand, so the front of the inclination. This is termed camber the inside wheel is steered more than the tyres are at the limit improves stability thrust. More camber produces more thrust outside wheel). This improves response, but but can reduce response and possibly and this results in an increase in corner at a trade-off with stability and a balance induce a balance shift towards understeer entry response and increased grip at high shift towards oversteer if the Ackerman effect during corners with deep trail braking. lateral accelerations (in the lateral sense). remains dominant in the mid-corner phase. Increasing camber in the front can affect To improve stability, reducing front Spring rate balance with a shift towards less understeer, toe out could help if other options are In Porsche Carrera Cup, the spring rates are though excessive camber beyond the ideal exhausted. More effective in improving fixed and cannot be used as a tuning tool. can reduce the contact patch size and stability is rear toe. More toe in at the rear However, for completeness, it’s important traction. Seen mostly in low-grip conditions will improve stability, but at the trade-off to include them in the discussion. Without such as heavy rain or snow, a sudden change with response and balance, and a shift going into too much detail, spring rates are from static friction to dynamic friction on the towards understeer. Excessive toe in (or selected based on the available grip and front tyres can lead to the unstable condition, toe out) can increase tyre temperature amount of body / platform control required often termed ‘plough’. This situation is by producing more scrub, at a trade-off for cars reliant on aerodynamic forces. likened to a motorcycle that falls without in forward acceleration and tyre wear. Generally, softer spring rates produce more recovery when the front tyre loses grip. compliance and more grip in low-adhesion Increasing camber in the front also Brake balance environments, but at a cost to response. improves response, but at a trade-off In simple terms, when the car is at the The relative stiffness of the front with traction. In this case, the camber balanced limit during braking, all four tyre compared to the rear provided by the thrust on each tyre is pushing in opposite contact patches experience a small amount springs with the chassis in roll can affect directions, which can cause a ‘tramline’ of slip, and each tyre is close to locking up. balance, with a shift towards less understeer effect when driving on a bumpy road. A Adjusting the brake bias to the rear would for softer front springs. However, if the small change in steering angle causes the camber thrust to suddenly increase on the outer tyre and decrease on the inner tyre, such that the reaction of the forces results in a turning moment and yaw acceleration in the steered direction. The more camber a car has, the more thrust and the more response. However, be aware that a racecar that is nearly unstable may become unstable with excessive front camber. As a result, front camber can be reduced to improve stability, but at the trade-off with response and balance shift towards understeer. Increasing rear camber, meanwhile, can reduce stability during braking as the contact patch pressure is unevenly distributed, whilst a contact patch pressure concentrated on the outer shoulder of the tyre during a corner can shift balance towards oversteer and, in extreme cases, reduce stability if the contact patch gives way suddenly. Aside from the calculations, it is imperative to measure the car correctly, and for this there is always the reliable red string

52 www.racecar-engineering.com DECEMBER 2020

46-54 REV30N012 Vehicle handling model-ACMP.indd 52 19/10/2020 12:45 C

M

Y

CM

MY

CY

CMY

K

DECEMBER 2020 www.racecar-engineering.com 53

53_RCE_1220_.indd 53 20/10/2020 13:03 TECHNOLOGY – THE VEHICLE HANDLING MODEL

Case study

ow we have a basic relationship of this car set-up to the handling categories, Nwe can consider the VHM in a case study. Imagine the following situation: the car is a 911 GT3 Cup at a high quality European circuit with the set-up described in Table 1, except the rear ride height is +10mm (10mm above minimum allowed), front is at minimum and the wing is in position four. During the practice session, using a good set of used tyres on target with pressure, the driver complains the car cannot get to the apex on the corners while trail braking and becomes unstable at the rear on corner exit. This doesn’t happen for corners that don’t require braking. In fast corners the car can be placed well Before anything else, tyre pressures should be checked as they have a direct effect on many other set-up parameters but the driver feels that as the tyres degrade the car may become nervous. Braking is very good, but the driver doesn’t want response on corner entry. We can shift brake bias rearward to reduce front to lose that braking performance because it may be needed to defend a brakes locking, which will reduce stability under braking but increase position in the race if the car’s cornering is not improved. response on corner entry. The starting point here then is to determine how much time we have to We would also carefully consider adding some more camber at the front make changes. In this circumstance, we have overnight before qualifying to improve response, but with the current trends of front brakes locking up, the next day. Review of the onboard footage and data confirms the driver’s it’s a set-up option to trial after we test the brake bias shift. comments, and helps us interpret that the car under rotates on corner entry At that point, we have suggested several changes, but have also and trail braking was making it worse (not actually understeer, but lack considered their individual effects on the four handling categories. We of response on entry). And that the instability on exit is induced when the take the time to explain the trade offs to the driver and get approval to driver gets on the throttle, but the slide can be controlled by the driver with implement the changes. However, there is still time before we need to no threat of a sudden snap into a spin (not actual unstable, but oversteer make the changes, so it’s worth considering additional adjustments that leading to loss of drive traction). could be made mid-session, in case our suggestions end up more, or less, The data shows large steering movements in high-speed corners, so effective than expected. the car is over responsive at high speed. Braking is effective, but the front Our options in pit lane are to soften, or stiffen, the ARBs to shift balance wheels tend to lock up as steering input is increased. The driver is hesitant and improve response and to increase, or decrease, rear camber quickly to brake later for fear of not making the turn, but there’s no perception of without requiring toe correction, so we can adjust balance and improve any wheels locking. rear lateral support (less oversteer) by adding more camber to the rear. The strengths, therefore, are stability under braking and corner entry, The regulations do not allow ride height changes during qualifying, so while the weaknesses are over responsive in fast corners, oversteer balance perhaps only make a small reduction in rear ride height before qualifying in low-speed corners and a subsequent loss of traction. and consider a bigger change for the subsequent races if the change We can reduce response in high-speed corners with more wing or lower proves effective. Wing position is quick to change in pit lane if the car is rear ride height. Wing will only affect high-speed corners and high-speed losing too much top speed. braking, so we can increase one position. Lower rear ride height will also Finally, if the track has lots of grip and the car needs more support, we reduce oversteer balance in the slow corner exits, but will also reduce can improve response by stiffening front and rear ARBs simultaneously.

spring rates are significantly incorrect for axle, the car will gain stability, but the strengths to improve its weaknesses. We the conditions, the car will become less response will reduce. Excessive downforce assign priority to stability and response stable, either through a lack of control without sufficient vertical support from the before balance and grip, to ensure the of load transfer (too soft) or from poor suspension could cause grounding, and driver has confidence and control in order compliance with the road (too hard). damage to the chassis or sudden changes in to push the car to its limit. Balance and grip downforce that would make the car unstable. can then be subsequently optimised. Aerodynamics As noted in the case study above, Whilst the process is simple, the key to In the context of the VHM, aerodynamics increasing front wing angle will improve making effective changes is to learn the car is considered principally with the resulting response at a trade-off with stability and and how it responds to the set-up forces at the contact patches, rather than the a shift to oversteer balance. Increasing changes. You don’t need a university forces on the body. In that case, increasing rear wing angle will improve stability at degree or simulation software to do this, downforce increases grip, but the trade-off a trade-off with response and balance. you just need to approach your test days needs attention. If the increase in vertical with an open mind and a run plan focussed load is more on the front axle, the car will see Conclusion on learning the car, rather than simple a shift in balance to less understeer, while The Vehicle Handling Model is a tool to searching for the fastest lap. You will then an excess amount will increase response on visualise the four handling categories, and have the information required, and can turn in and even make the car less stable. serves to remind us that optimum handling implement a process to make effective If the increase in load is more on the rear can be achieved through trading the car’s set-up decisions with confidence.

54 www.racecar-engineering.com DECEMBER 2020

46-54 REV30N012 Vehicle handling model-ACMP.indd 54 19/10/2020 12:45 WE CONNECT TECHNOLOGY RAPID DELIVERY No MOQ or MOV VISIT OUR WEBSITE FOR TECHNICAL SUPPORT APPLICATIONS GUIDE CATALOGUES AND DATASHEETS 3D CAD MODELS ON-LINE SHOP AND NEW PRODUCTS INFO

+44 (0) 1403 790 661 [email protected]

LANEMOTORSPORT.COM CONNECTORS CONNECTORS ACCESSORIES HEAT SHRINK BOOTS

DECEMBER 2020 www.racecar-engineering.com 55

55_RCE_1220_.indd 55 21/10/2020 15:55 TECHNOLOGY – MONOCOQUE DESIGN Hot tubs Carbon fibre monocoques lie at the heart of most top-level racecars, and they’re a complex piece of engineering in their own right. Racecar investigates By LAWRENCE BUTCHER

nder the skin of any modern racecar, at least of the Sports Prototype or formula variety, Uis the tub, or monocoque. A multi-functional component that must fulfil many design requirements, some of which are diametrically opposed. Its primary role is to fill the void between the front suspension and the engine, providing sufficient structural stiffness for said suspension to operate correctly. At the same time, it must safely house the driver (to varying degrees of comfort, depending on the application), the fuel cell and, as is increasingly the case, an energy storage system (ESS) for either an electric or hybrid drivetrain. Additionally, the tub must be as light as possible, while also having as minimal effect on the overall footprint of the car as is feasible. Aero is a predominant concern and, as such, the monocoque, just as with the powertrain, cooling system and any other ancillary components, plays second fiddle to aerodynamicists’ desires when it comes to real estate. Think of the shape of a modern Formula 1 tub. It is not through choice that the driver sits with their legs up in the air, with the chassis cut away sharply below. The form is driven by the need to channel as much air as possible under the nose of the car.

56 www.racecar-engineering.com DECEMBER 2020

56-62 REV30N12_Monocoque-MPBSSMAC.indd 56 16/10/2020 12:15 Composite parts being readied for curing in one of AlphaTauri’s autoclaves

A racecar’s monocoque is one of its single most complex components, a blending of advanced engineering and artisan skills

DECEMBER 2020 www.racecar-engineering.com 57

56-62 REV30N12_Monocoque-MPBSSMAC.indd 57 16/10/2020 12:17 TECHNOLOGY – MONOCOQUE DESIGN

A sizeable autoclave is required for curing monocoque structures The similarity to a wool loom is not coincidental, composite strands are woven together on just such a device

All of these competing demands need inherently long lead time parts, so it to be balanced out. Ultimately there will is impossible to tweak the design to be compromises, but with contemporary perfectly match a new engine’s specifics. design, simulation, manufacturing methods and materials, they can be reduced. Architecture Of course, racecars have not always At a basic level, there are a few common been built this way. The spaceframe chassis features of monocoques across car ruled supreme until the early 1970s when types. The rear bulkhead will have aluminium monocoques started to become mountings for the engine, the exact commonplace, and remained in use, including layout determined by whether this is a in Formula 1 and Sportscars, until the late stressed or semi-stressed part. These will 1980s, when carbon fibre took over. Though be in the form of inserts bonded into the designers had dabbled with the material carbon, which have to withstand both in the 1970s, cars such as John Barnard’s the forces generated by the powertrain, Composite parts are placed into a vacuum bag prior to curing McLaren MP4/1 revolutionised racecar chassis and those of the suspension and aero. construction, first in Formula 1 and then The rear of the tub will feature a often leaving structural engineers with a other series. Relying on a combination of rollover structure that must tie into the headache. Finally, there will be the mountings uni-directional carbon fibres and aluminium rest of the monocoque securely enough for the nose, which incorporates the front honeycomb, those cars laid the groundwork to resist extreme crash forces. Most rule crash structure. These have to be substantial for much of what still exists today. sets also require the tub accommodate enough to both survive an impact, as well a car’s fuel cell, which is positioned as as carry the aero loads from the front wing. Design implications centrally as possible. This is not simply There are a myriad other details that As noted, the design of a car’s tub will be a a safety consideration, it also helps to need to be considered in the design delicate balance of trade-offs. The smallest maintain balance regardless of fuel load. and construction of a monocoque, detail needs to be considered, especially Moving to the centre of the chassis, such as the cost implications of various at the highest levels of racing where tiny regulations usually dictate the minimum design choices which are not considered percentages can be a significant performance volume for the driver’s cockpit, as well as here, but this overview gives some differentiator. Take the example of the elements such as compulsory side impact idea of the complexity involved. then Force India team in 2015. Driver, Nico structures. From these fixed points, the rest Hulkenberg, was 8kg heavier than team of the tub’s geometry can be calculated. Materials and processes mate Sergio Perez. To account for this, The front of the chassis can be something A modern F1 car is approximately 80 per the team built him a lightweight chassis of a packaging nightmare. Frontal area cent carbon fibre by volume (yet composites to maintain leeway for ballasting the car. will be kept to an absolute minimum for only account for around 25 per cent of The compromise with the lighter chassis aero purposes, while the driver’s feet, the mass). The lay up of the material is a was it was less stiff, which was detrimental pedals and various suspension elements complex and time consuming process to suspension performance, but not to are all competing for space. At the very and, though automation is increasingly the extent that it offset the gain from least, there will be two dampers and a used for the production of composite the greater freedom to place ballast. third element, with either coil springs parts in general automotive, racing This is just one example, there are or torsion bars, the latter also requiring tubs are still very much handmade. many others such as the relatively regular mountings incorporated into the tub. Even the simplest carbon fibre part occurrence of a team needing to switch Then there are components such as the consists of a combination of elements, the engine or power unit supplier late in steering box and mounting points for the relationships between which will have a a car’s development cycle. Invariably, wishbones. Again, aero rather than packaging significant effect on the part’s strength, this leads to compromises as tubs are concerns tend to dictate their location, stiffness and weight. The raw carbon fibres

58 www.racecar-engineering.com DECEMBER 2020

56-62 REV30N12_Monocoque-MPBSSMAC.indd 58 16/10/2020 12:15 Illustrations showing the varying thickness of plies involved in a Caterham F1 monocoque lay up Laminate optimisation of a Caterham F1 chassis showing the various laminates used, including cored materials

Illustration showing a process of element coarsening used to convert the optimised excellent strength characteristics with a low lay up into something that can be resin / fi bre ratio. This is benefi cial as the practically manufactured resin is the weak link in the material, so the higher the proportion of fi bres to resin the stronger a part will be for a given volume. The various fabric sections are laser cut and then laid into either an open or closed mould, according to a strict set of lay-up instructions, known as a ply book. This dictates which plies go where and in what order. The moulds will also normally be made from carbon, formed over a pattern, to provide the necessary stiff ness during autoclaving.

modulus band in which their properties Pattern making Resin is the weak link in fall. These bands are commonly referred The patterns are produced from a material to as high strength (HS), intermediate known as tooling board, or PU foam, which the material, so the higher modulus (IM), high modulus (HM) and has good structural strength while still being ultra-high modulus (UHM). The fi lament easily worked. Generally, tooling board is the proportion of fi bres to diameter of most types is about 5-7µm. used when pre-preg material is involved, as At the most basic level, individual carbon it maintains its shape and structure better resin the stronger a part fi bres are bonded together by a resin system. when subject to the high temperature and Normally, the fi bres will be spun together to pressure in an autoclave. will be for a given volume form yarns, which can then be woven into Patterns for large tub parts are machined a variety of fabrics and tapes. These can be using fi ve-axis CNC routers with very uni-directional weaves, where the fi bres are large beds. For smaller parts, there is an all aligned, plain weaves (with yarns aligned increasing trend towards the use of additive are produced by the controlled oxidation, at 90 degrees to each other in an under / manufactured patterns and moulds, but not carbonisation and graphitisation of over arrangement), twill weaves, spread tows for entire chassis sections. The monocoque carbon-rich organic precursors that are etc. A chassis will be formed from a range will be made in two or more sections already in fi bre form. The most common of fabrics (mostly pre-preg, thermosetting initially, and then for fi nal assembly plies precursor is polyacrylonitrile (PAN), materials that are cured in an autoclave), will be wrapped around the entire structure although fi bres can also be made from arranged in a number of layers, known making a single, homogenous part. pitch or cellulose. Varying the graphitisation as plies, to make up a single thickness. Some of the latest materials to arrive process produces either high-strength on the market are ‘spread tow’ fabrics, fi bres (processed at about 2600degC) or Under pressure where thin tapes of individual fi bres, rather high-modulus fi bres (processed at about In the past, ‘wet’ lay-up methods were than spun yarns, are woven together. The 3000degC) with other types in between. sometimes used, which are very similar low crimp (where the fi bres intersect) of Once formed, a surface treatment to those employed in GRP construction. spread tow fabric gives a similar mechanical is applied to the fi bres to improve Today, pre-preg materials are almost performance to cross-plied, uni-directional matrix bonding, and chemical sizing to universally used. These are sheets of carbon (UD) fi bres, while also incorporating the protect it during handling. Fibres are fi bres pre-impregnated with resin which, benefi ts of a fabric, such as drape and commonly grouped according to the when cured under pressure and heat, give a decreased risk of delaminating.

DECEMBER 2020 www.racecar-engineering.com 59

56-62 REV30N12_Monocoque-MPBSSMAC.indd 59 16/10/2020 12:16 TECHNOLOGY – MONOCOQUE DESIGN

Material layout within a part is optimised for a given set of loads, boundary conditions and constraints in order to maximise performance

By using a spread tow fabric, the weight of the woven reinforcement can be reduced while maintaining, or improving, mechanical performance. Rather than using two or more plies of UD, a single ply of spread tow can For impact protection, aluminium and Kevlar honeycomb structures are built into the tub, and increasingly Zylon panels, too suffice. The low crimp factor also leads to reduced void content (the appearance of pin days of composite construction, creating It should be noted that automated holes in the surface), compared to traditional reliable bonds between carbon and metal topology optimisation has been around fabrics, reducing the quantity of filler material sometimes proved problematic, but current for some time, but it is not a silver bullet for needed to create a smooth surface finish. working practices have developed to an all of an engineer’s optimisation needs. extent where this is no longer a problem. Parts still need to be manufacturable Core strength Titanium is the favoured material for and, as with any mathematical analysis Honeycomb structures of aluminium, Kevlar inserts, thanks to its light weight, high system, the input data on material or Nomex are often used sandwiched strength and a coefficient of thermal properties needs to be accurate. between plies of carbon, and are a key expansion similar to carbon fibre. It is When dealing with metals, this latter point ingredient in creating stiff, light components. this third factor that is most important to is not a big concern as there are extensive This construction achieves a stiffer structure structural integrity, as the possibility of cracks databases of almost any grade of metal. for a given weight than if only carbon in the bonding material are less likely to A metal part will be made from a single, plies are used. Honeycomb materials will occur after repeated thermal cycles. For this homogenous lump of material, something vary in thickness from 5-12mm and, in reason, aluminium, which has a different a carbon composite part (the name gives areas that are subject to intrusion or crash coefficient of expansion, is rarely used. it away) is definitely not. The process of tests, higher density types can be used to Prior to bonding, close attention will accurately simulating the behaviour of provide the necessary impact protection. be paid to the surface cleanliness of the a carbon fibre part is a complex affair. The honeycomb sections are incorporated metal part, which will be subject to both First, the materials used for each during the lay up process and are bonded media-based and chemical cleaning ply, as well as the resin system, must be to the inner and outer carbon skins using processes. Any contamination can lead characterised, which provides the basic high strength adhesive sheeting. PU to a premature failure of the joint. inputs to any analysis. If this is not done foam is used in much the same way and, correctly, the results will be unreliable. The thanks to its ease of shaping, is ideal for Simulation characterisation process involves testing forming complex wing geometries. Again, So how does a manufacturer decide on many different ‘coupons’ of material. These shaping is undertaken on CNC routers. which materials to use, where they are are flat pieces of cured carbon fibre, which Often, materials other than straight carbon placed and what shape they are cut to? are subjected to various tests to ascertain fibre will also be incorporated into a tub. For It is here that topology optimisation (TO) the material’s structural properties. example, Zylon is used extensively to provide comes into play, whereby material layout This provides the basic inputs for intrusion protection in many top-level within a part is optimised for a given set of analysis, but for complex laminates that machines. In fact, the LMP3 chassis rules were loads, boundary conditions and constraints comprise different plies and mix different recently updated to include the use of panels in order to maximise performance. weaves and tapes, running at the limits of made from the material on the cockpit sides. In the case of carbon fibre parts, this their design capabilities, further analysis is process is technically known as topometry needed. This involves delving deeper into Inserts and joints optimisation, as it concerns the sizing and the properties of a material than simple There are many areas where it is necessary arrangement of composite plies, rather than characterisation tests can provide. For to incorporate metallic components in a the final form of the finished product. In terms example, the microstructure, how the fibres chassis composite structure, including the of a tub, the ideal end result of the application are orientated, how many fibres there are, the aforementioned suspension and engine of TO is to minimise the number and shape of the fibre and the type of matrix all mounts. These inserts normally take the form thickness of plies used while still meeting the need to be considered, as well as the curing of threaded ‘top hat’ sections. In the early various stiffness and strength characteristics. process and parameters that control it.

60 www.racecar-engineering.com DECEMBER 2020

56-62 REV30N12_Monocoque-MPBSSMAC.indd 60 16/10/2020 12:16 SUSTAINABLE IMPACT

First natural fibre crash box successfully validated. Designed, engineered and tested by YCOM. Made in ampliTex™ reinforcement.

[email protected] www.bcomp.ch @bcompltd

Untitled-10 1 20/10/2020 09:25 TECHNOLOGY – MONOCOQUE DESIGN

On a component as complex as a monocoque, there can be up to 700 different plies Pic: Lawrence Butcher Lawrence Pic: This image of the front of Audi’s R18 LMP1 shows just how tightly various components are packaged at the front of a tub, and also the fixings for the nosecone structure

Once materials are decided upon and reliably characterised, the lay up of a part can then be optimised – be it a tub, wishbone or wing – to ascertain the ideal combination of plies, their orientation and type. That can be achieved using traditional CAD software and FEA analysis and some well-resourced teams will have their own proprietary software to achieve this. However, there are also dedicated programmes available to arrive at a near-perfect composite structure, some of which come as part of more general simulation packages. These systems need to account not just for the types and placement of various plies, but also the impact of fabric being draped. For example, one might start with a 45-degree fibre but, by the time it is curved around

complex shapes, it is nowhere near that. Butcher Lawrence Pic: The engine installation in a Ligier JS P2 shows how the PU mountings are integrated into the rear bulkhead of the tub Software advances The historic route for developing a composite Dedicated software tools are then Though the final product is a one-piece component would be for someone to needed to create cutting models for the carbon structure, a racecar’s monocoque is design a surface model of a part, and then various parts and create the ply book, for one of its single most complex components, a structures engineer would assess it and use by the fabricators when laying up the a blending of advanced engineering and suggest a combination of uni-directional plies parts. Surprisingly, despite the power of the artisan skills. Only once the finished tub and cloth, and an FEA model would be built simulation software, these still tend to be emerges from the autoclave, is cleaned up up using those assumptions. With the latest produced using Microsoft PowerPoint! and, for certain unfortunate specimens, advances in software, instead of having to It is then down to the skills of individual subjected to crash testing, will the engineers try multiple different iterations, an engineer laminators to ensure the final product is know if the potentially thousands of simply provides the materials available, an accurate representation of the original hours of effort put into its construction together with the loadings, and the software design. Each ply must be placed in exactly have paid off. Their hard work is then works out the ideal layout of plies. On a the right orientation, and the curing process covered up by bodywork, only coming component as complex as a monocoque, followed precisely to achieve the correct to the fore in the event of it saving a there can be up to 700 different plies. structural performance throughout. driver’s life during a heavy shunt.

62 www.racecar-engineering.com DECEMBER 2020

56-62 REV30N12_Monocoque-MPBSSMAC.indd 62 16/10/2020 12:16 DECEMBER 2020 www.racecar-engineering.com 63

63_RCE_1220_.indd 63 21/10/2020 12:25 TECHNOLOGY – CHASSIS SIMULATION Competition engineering ChassisSim’s Covid-based alternative shows how data and simulation combine to find the optimal set-up

By DANNY NOWLAN

Mechanical understeer is a must at Le Mans, but the Team Jota car just would not be persuaded into this handling trait this year, although it still managed to finish second in class

arlier this year, as a service to Table 1: ChassisSim competition scoring guide the motorsport community, Competitor LTS place DIL place Final score Place we at ChassisSim ran a driving A 1 1 1+1 = 2 1 competition based around an E B 2 2 2+2 = 4 2 LMP2+ category car at Le Mans. To make C 3 3 3+3 = 6 3 it rather more interesting, there were two elements to it, and the result was D 4 4 4+4 = 8 4 decided not just by who made the fastest E 5 5 5+5 = 10 5 lap time but, thanks to ChassisSim Driver in the Loop, a tame driver was used to Table 2: Winning entry spring set-up asses if they could actually drive it. Parameter Front Rear The results themselves were interesting, Spring rate 160N/mm 110N/mm but more so were the approaches used by Main spring packer gap 23mm from ground 26mm from ground the winning entries, who showed some novel approaches to engineering a car that Third spring rate 400N/mm 400N/mm was an outlier and, in the process, provided Third spring packer gap 7mm from ground 20mm from ground some great case studies about how you use simulation to race engineer a car. That at the coal face, you don’t have ready put together a driveable car but, if it is what we’ll be discussing in this article. access to Driver in the Loop tools. I also didn’t have enough pace, you would Before we get into that though, it wanted to make competitors think about also be punished. Welcome to the would be wise to outline the terms of the what they were doing, as opposed to just world the race engineer lives in. competition. Given how much exposure mindlessly blasting through simulations. I’ve had to the LMP1 and LMP2 categories, The idea was that we weren’t just Limited parameters I choose a configuration for the car halfway testing raw car speed, but also driveability. The other thing we did for the competition between the two, and called it LMP2+. Table 1 shows the guide to scoring was to strictly limit some of the parameters Competitors had access to 100 simulations, that was issued to the contestants. you could play with, but encourage freedom but only the lap time simulation component. Consequently, if you just designed for for others. This wasn’t driven by the fact that This was not an accident, and it wasn’t an raw speed and forgot about driveability, you I have finally seen the light on spec formulae exercise in sadism either. As race engineers would be punished. Conversely, you could (note: that is sarcasm), but by the fact I didn’t

64 www.racecar-engineering.com DECEMBER 2020

64-67 REV30N12 Danny-MPSMAC.indd 64 16/10/2020 12:20 want the competition degenerating into a my customers would be far from amused, downforce lives just when the aero balance ridiculous free for all. To avoid that, masses to put it politely. Consequently, I had to map is about to skyrocket. Given that Le / inertias, wheelbases, tyre and aero models take the vehicle data and push it away Mans is such a high-speed circuit, this were all fixed. Everything else was free. That from the actual models, with the express places a premium on the following: led to some very interesting approaches. aim of making the aero balance map • Pitch control The thing that made this car an outlier positively evil. This is illustrated in Figure 1. • Making sure the car was the aero balance map. For obvious As can be seen, when you cross mechanically understeers reasons, I couldn’t give competitors live reference the aero balance map to the • Ensuring the car had a high lateral load LMP1 and LMP2 models. If I did, some of CLA / downforce maps, the maximum transfer distribution (the winning entries did this by inverting the roll axis)

Figure 1: The aero balance map for the LMP2+ car used for the competition That, and making sure the car was in the aero sweet spot in the high-speed corners, particularly through the Porsche Curves, was key to making this car quick. The first element of all the winning entries (particularly the top five) was high levels of anti-dive and effective use of the third spring elements. The top five also used very high levels of anti-squat. We are talking pitch centres in the order of 80-120 per cent. While part of me would baulk at that in real life, I have seen similar strategies employed for real and it worked very well. That said, it is the equivalent of cracking an egg with a sledgehammer, but it can be effective. The other thing that proved very effective was the correct use of the third spring. One approach that the winning entry did very well was to use the front third spring simply but effectively. A summary of this set-up is shown in Table 2. This approach, though simple, was brutally effective. Essentially, it locked up the front where it needed to be in pitch, while transferring load to the rear. This is illustrated in Figure 2, where the base car is coloured and the winning car is black.

Figure 2: A plot of the standard tyre loads vs the tyre loads from the winning entry

DECEMBER 2020 www.racecar-engineering.com 65

64-67 REV30N12 Danny-MPSMAC.indd 65 16/10/2020 12:20 TECHNOLOGY – CHASSIS SIMULATION

Figure 3: Demonstration of hitting the aero sweet spot

If we examine the rear tyre loads, they are over 100kg more then the standard tyre Fig 4: Example of optimised rear damping loads. This is down to several factors. Firstly, the competitor nailed the car in the right envelope, being 10km/h quicker on exit and with a lot more traction. The winning set-up also went for higher downforce than the standard car, which goes to show third spring set-ups are not the bogey man some make them out to be. The sweet spot The other thing all the winning set-ups had in common was hitting the ride height sweet spot in high-speed turns. This is something I have spoken about at length in many previous articles in Racecar Engineering. When you have a car that is aero dependent, you want the ride height in the mid-corner condition to be where the damping for my liking. One competitor car is producing the most downforce. The did have a crack at this and made good By looking at the winning entry’s set-up in this regard is shown headway, and Figure 4 is an example of the in Figure 3, where again the baseline car is rear damper curve they applied. data and intelligently coloured and the top rating car is black. The thing I liked about this damper If we look at the mid-corner condition curve is it removed the trap you see most using a strictly limited in Figure 3, the winning car is at a front open-wheel / sportscar dampers falling into ride height of 32mm and a rear ride height of adding too much nose. This effectively simulation allowance, of 46mm. The difference in corner speed is preloads the springs. The net result of 7km/h. Not only is this money for jam, but getting this right is a marked improvement some novel approaches it rams home the importance of having in the contact patch load variation at the damper pots on the car and enough rear, as shown in Figure 5, where the came out that actually testing flexibility to be able to figure this baseline is coloured and the car with the out. A note to regulators tuning into this improved damping is shown in black. made a lot of sense bit: said sensors don’t cost a fortune. I’d bring your attention at this point to One thing that did surprise me, though, the fourth trace in Figure 5, which is rear was the lack of competitors who played tyre load. Note how much smoother the with damping settings, as both the front black traces are compared to the coloured and rear rebound had way too much traces. The baseline was exhibiting outside

66 www.racecar-engineering.com DECEMBER 2020

64-67 REV30N12 Danny-MPSMAC.indd 66 16/10/2020 12:20 Figure 5: Example of tyre load variation with improved damping

From time to time you are going to have to do things with a car that seem reckless, and maybe even downright crazy

Ride height levels are key to performance, and competitors had to focus on mid-corner downforce to create the ideal set-up

tyre load variations of 220kgf, whereas the But sometimes they work, and I’ve got the using only their own experience and optimised dampers are showing tyre loads t-shirt to prove it. What was seen in the what they could find on the internet to of 150-170kgf. It is not surprising the car competition was a classic case in point. approach the problem. Add in the very picked up 4km/h through the corner. Had If nothing else, this competition offered varied results with the Driver in the Loop this entry got the ride height envelope right up a blunt message to motorsport regulators component and I ask any regulator reading too, it would have been in the top five. that the technical castration of motor this to give me a logical explanation of how racing being doggedly pursued is entirely dumbing things down spoils ‘the show’. Reverse engineering the wrong trajectory. Even though this In closing, not only was the ChassisSim One further thing to comment on was the competition was limited to 100 simulations, online race engineering competition a reversing of the roll axis on the winning it led to some very creative thinking that lot of fun, it provided a great case study entries. Most people would take one look posed some clever solutions to optimising in applying innovative approaches to at this, throw their hands up in the air and a deliberately troublesome racecar. Some racecar engineering. By looking at the conclude this is all rubbish. However, what went for extreme values of anti-dive, others data and intelligently using a strictly drove this is what we discussed in Figure 1 applied some clever thinking in terms of limited simulation allowance, some and that is the aero sweet spot was sitting third spring, geometry and damper selection. novel approaches came out that actually on a precipice of disaster. The bottom line What was of particular interest to made a lot of sense. There are many is, from time to time you are going to have me was only about half the competitors lessons that can be learned from this, to do things with a car that seem reckless, are practicing race engineers, so we had and I thank all of the competitors for and maybe even downright crazy. students mixing it up with professionals, taking part and showing the way.

DECEMBER 2020 www.racecar-engineering.com 67

64-67 REV30N12 Danny-MPSMAC.indd 67 16/10/2020 12:20 ADVERTORIAL – WOLF OIL CORPORATION Ec-oil-ogically sound The Wolf Oil Corporation has expanded its reach further into rallying, and into endurance racing with the environmentally- friendly Four Motors team he Wolf Oil Corporation has recently announced its new partnership with a truly unique, sustainable racing team, Four Motors, which competes in the Nurburgring Endurance Series with Tits bio-concept cars. The team uses only environmentally-friendly materials and the Wolf Oil Company provides them with sustainable, high- performance lubricants for their range of competition vehicles, including their Porsche GT3 Cup, 718 Cayman GT4 and Cayman GT4 Clubsport. Developed by Wolf Oil Corporation’s in-house research and development department, these sophisticated bio-lubricants demonstrate that it is possible to blend sustainability and maximum performance in the racing world. It also underpins the company’s commitment to innovation and sustainability given their plans to transfer this technology from the track to the road. Wolf Oil Corporation is heavily involved in the FIA World Rally and Junior Championships In September the Four Motors team had a strong performance in the AT Class at the globally-renowned Nürburgring 24 hours, Lubricating the WRC using Wolf Oil Corporation’s unique formulations, before the Wolf Lubricants is nearing the end of yet another successful season with team rounded off the season with the seventh race of the year at one of its most prominent partnerships, the FIA World Rally Championship the end of October on the Nurburgring Nordschleife circuit. (WRC). After becoming the official and exclusive lubricants partner of WRC in 2019, Wolf Lubricants has been enjoying this thrilling partnership, which resonates with the brand’s global ambitions and brings the brand closer to the millions of motorsport fans across the globe. Shortly after the announcement of its partnership with WRC, Wolf Lubricants then became the technical partner of with the FIA Junior Rally Championship, reinforcing its position as a premium brand and its efforts to develop the lubricants of tomorrow with top-tier partnerships. In fact, today’s engines are becoming smaller, yet they are still expected to perform with more power and lower emissions. Wolf Lubricants knows that this is only possible with state-of-art lubrication, and uses these partnerships as the ultimate platforms to drive innovation in the market. Dakar dreams Champion Lubricants, a trademark of Wolf Oil Corporation, was also active With Four Motors’ eco-friendly cars on the Nordschleife for the endurance series in one of the most difficult and demanding automotive competitions on the planet, the Dakar Rally. Here, the brand supported the talented Czech team Big Shock Racing during the 42nd edition of the event, held in Saudi Arabia in January. Testing in the most extreme environment on the Dakar Rally Resonating with the Champion’s extreme and adventurous nature, the Dakar Rally is seen as one of the most demanding races in the world. This is why Champion products are a perfect match for the team. These sophisticated formulations are designed to withstand extreme conditions which come in the shape of dust, sand and huge temperature fluctuations between the day and the night. Team leader and driver Martin Macik and the Big Shock Racing crew were tested to the extreme, and yet were able to finish as the first private team in the event, fifth overall. Despite unprecedented challenges facing both industry and motorsport this year, Wolf Oil Corporation continues to move forward with its partnerships and drive innovation in the market.

68 www.racecar-engineering.com DECEMBER 2020

68 REV30N12 Advertorial-acbs.indd 68 21/10/2020 14:46 SPOTLIGHT – SOFT TRIM SPACER race

A new seat insert technology from Germany that offers a significant improvement in driver comfort and safety By NICK BAILEY

Not all seat inserts are made equal. FIA-approved soft trim SPACER is lightweight, safe, recyclable and reusable after an impact. It also has excellent energy absorption properties

‘Exceptional energy absorption at a very low weight’

sk a driver for a list of the most unique challenge that brings his Falken was substantial, but he was left feeling unforgiving racetracks and it’s team back year after year, Dumbreck’s no after effects the next morning, and pretty certain the Nordschleife night qualifying was cut short by a crash. attributes that to a new seating system Awill feature pretty highly. ‘Coming down Fuchsröhre, a very fast the Sven Schnabl-run team was using, Challenging and merciless, even at low section, I was chasing the similar KCMG car,’ which he feels made a significant speed, it’s a track that can leave a car and says the Scot, who was driving the latest contribution toward protecting him. driver feeling a little tender. But despite a specification Porsche 991.2 GT3 R. ’Suddenly, trip into the Eifel region’s most infamous in front of me, I could see it going sideways, Multiple impacts string of Armco, Nürburgring veteran, Peter and instantly it was the same for me. The track Developed by German supplier, soft trim Dumbreck, was ready for action the next conditions changed in a flash, and I became seating, SPACER is an EPP (expanded day, despite leaving the track at 260km/h. a passenger at 260km/h before hitting polypropylene), 3D-engineered material The 2020 edition was Dumbreck’s the wall quite a bit further up the track.’ that has been created to deliver exceptional 17th outing at a track where he has done Dumbreck later described it as energy absorption at a very low weight. hundreds of laps but, underlining the ‘a big impact’, and damage to the car FIA approved and 100 per cent recyclable,

DECEMBER 2020 www.racecar-engineering.com 69

69-71 REV30N12_Spotlight-MPSMAC.indd 69 16/10/2020 12:23 SPOTLIGHT – SOFT TRIM

Scanning is the first stage of the process, both driver and seat

Once the scanning data has been logged, manufacturing time is rapid, and easily repeatable, too

‘The soft trim guys were able to make one insert to fit us all without need for a change at the pit stops’

Driver Dumbreck gets comfortable, very comfortable, in the no.44 Falken Porsche. Pit stops were simplified with no seat insert changes to be made

70 www.racecar-engineering.com DECEMBER 2020

69-71 REV30N12_Spotlight-MPSMAC.indd 70 16/10/2020 12:23 its properties mean it is resistant to chemicals, has added thermal and acoustic insulation, and is flame-resistant too, when fitted with a Perlon fabric cover. Crucially, it can also take multiple impacts. Being isotropic, its energy performance is also independent of the direction of impact, making it a good solution for motorsport, where the unexpected often occurs. Falken only started collaborating with soft trim in 2020, but the seat is already used by Manthey Racing, Earl Bamber Motorsport and Porsche lists it as a recommended seat in its RSR manual.

Better feedback In this case, soft trim scanned the drivers at the workshop, but the process can also be done at the race track Soft trim claims its manufacturing process and design results in a seat ‘It is a quick process. From scan to that benefits from not only preventing the driver shifting around during an impact, but is also more comfortable finished insert takes around 1½ weeks’ and gives the driver better feedback. Kai Rudolph, commercial manager at soft trim The process starts with scanning, to obtain an accurate fit to the driver, says Kai Rudolph, commercial manager at soft trim. ‘We work create common seat inserts for all the drivers. change at the pit stops. That simplifies things with the driver, either at the racetrack or This was an advantage for Falken that had during the multiple stops in a 24-hour race.’ workshop, to collect the data and capture its original driver plans derailed by Porsche’s When high in-cockpit temperatures can their every contour. We then machine the decision to withdraw its factory drivers days be a concern in GT racing, soft trim also has a EPP using our in-house CNC machine. before this year’s N24 event. According to solution, creating an air-cooling system within ‘It is a quick process. From scan to Falken, soft trim’s interchangeable inserts, and the seat pads via a milled network of air finished insert takes around 1½ weeks, the company’s rapid turnaround to produce channels. Comfort pads, that give additional and is repeatable. Once we have compiled new parts, made the last-minute challenge support where drivers need it, are also part the data, we can make more SPACER of Klaus Bachler and Sven Mueller piloting of the programme that aims to ensure drivers very quickly. That’s good news if you both of the team’s 911s much simpler. are at one with the car, able to focus and safe. need a spare, or have damaged it.’ Dumbreck, also a member of the ‘The seat impressed me,’ concludes By scanning the entire roster of drivers, no.44 car line up, concurred: ‘We had four Dumbreck, ‘both from a protection point engineers have the chance to compare drivers, all different heights and weights, of view, but also just being comfortable. individual seating positions on screen and, by and the soft trim guys were able to make Small things can make a big difference synchronising the data, it enables soft trim to one insert to fit us all without need for a when they are well thought out.’

DECEMBER 2020 www.racecar-engineering.com 71

69-71 REV30N12_Spotlight-MPSMAC.indd 71 16/10/2020 12:23 BUSINESS – PRODUCTS

AVL Technology Bearing friction rig With regulations continuing to restrict the amount of fuel or battery capacity, the more energy showcase you can eff ectively transfer from the ICE or battery to the wheels, the further and faster your racecar will go. This is why maximising the effi ciency of the powertrain and all its individual By GEMMA HATTON components is an essential part of racecar design. Aside from the gearbox, wheel bearings have the highest losses within the driveline, and so As the Covid pandemic continues to minimising these is essential. One way to optimise this is to utilise a friction rig, which essentially escalate, motorsport trade shows have had spins the bearing and replicates the loads it would experience within the racecar. AVL’s solution utilises two dynamic actuators that simultaneously apply wheel loads in two axes. There is also a to be postponed. Yet, despite the global temperature enclosure to simulate accurate operating conditions. challenges of 2020, racing companies ‘Wheel bearings are a spec part in most race series, but there are still ways in which you can have continued to do what they do best; optimise their performance,’ says Martin Monschein, global business segment manager at AVL. innovating new ways to maximise racecar ‘For example, you can use friction rigs to investigate pre-loads, the amount and type of grease performance. As the shows are not going used, as well as to identify the optimal run-in procedures for your particular application.’ AVL’s friction rig not only allows teams to optimise the effi ciency of the bearing itself, but ahead this year, we thought it apt to by running it in line whilst applying realistic forces, teams can also look at optimising bearing highlight some of the new products that performance in its operating state, as well as test its durability. would have been on display. ‘There are two main purposes for our bespoke friction rig,’ says Monschein. ‘Firstly, it allows an From composites and simulation to accurate determination of friction coeffi cients under realistic operating conditions. Secondly, it sensors and manufacturing, there are a tests the durability under those same operating conditions.’ The friction rig is not just a useful tool for race teams to push the bearings to their limits, but whole host of new technologies out there. lubricant manufacturers can use it to evaluate diff erent types of grease and their associated Here are some that caught Racecar’s eye. operating conditions, while suppliers can test the durability of diff erent bearing designs.

SPECTRUM COMPOSITE SOLUTIONS Quality assurance To achieve the highest quality, composite parts need to be analysed and inspected at each stage of the manufacturing process, yet this is often overlooked in motorsport due to compressed timescales. However, two ex-Red Bull F1 engineers have set up their own composites manufacturing company and are revolutionising the approach to quality assurance (QA). ‘When we were working in Formula 1, some of the composite parts we received needed to be of higher quality, but we just had to accept them due to timescales,’ says Sam Harper, managing director at Spectrum Composite Solutions. ‘No one ever sets out to make poor quality parts, but the reality is, when under time pressures, sometimes they do and, because we used to be the customer, we know exactly the quality assurance customers want.’ To ensure that quality is achieved throughout a part’s manufacture, Spectrum Composite Solutions utilise a new software package called Data Loop from Polyworks. This acts as a central hub for all the inspection-related information, which the customer can then accesses through a portal. ‘At Red Bull, we wanted companies to not only manufacture our parts, but 3D scan them and share the inspection results, along with all the traceability documentation, irrespective of timescales. But this was a real challenge,’ says Luke Evans, manufacturing director at Spectrum Composite Solutions. ‘If there were any issues, you’d end up in a situation where information would be in a PDF over there and a piece of paper over here and it’s all dead information if it’s not collated properly. That’s the beauty of this software. If there is an issue, be it in the manufacturing or design, the designer, buyer and / or project manager can all log in and see the scatter of inspection results across the entire batch of parts.’ The other benefi t to accessing inspection results throughout manufacture is viewing the trend analysis. If a quality issue starts to arise within a batch, you can then predict what part will be outside of the desired tolerances and adjust accordingly. ‘It’s a benefi t to us, as well as the customer,’ highlights Evans. ‘We can see the inspection results over a range of diff erent batches and therefore the trend of any inaccuracies. So we can proactively re-manufacture tooling, or adjust our processes to ensure the highest quality.’ ‘Quality is something that is normally checked at the end of manufacture. What ROMER arms from Hexagon Metrology are used to inspect composite parts we’re trying to do is be more preventative and predict any quality issues before they throughout the manufacturing process, with the results fed into a centralised actually occur,’ concludes Harper. hub that customers can readily access

72 www.racecar-engineering.com DECEMBER 2020

72-78 REV30N12_Products-MPSMAC.indd 72 16/10/2020 12:30 AVL’s friction rig is a useful tool for manufacturers and race teams to optimise bearing effi ciency, but has application with lubricant suppliers, too

SST TECHNOLOGY Additive layer manufacturing As race teams continue to hunt for ways to save weight, reduce drag and ‘This would be an ideal solution for tailpipes,’ notes Dewhirst. ‘It would mean minimise usage of space, packaging has become a major consideration for we could go from a fully Inconel section post-turbo and then transition into a racecar designers and suppliers. This is particularly true for Formula 1 exhaust titanium tailpipe. So we would have one piece of pipe, rather than two pieces systems, which are now a complex network of pipes elegantly routed around all with all the associated joints and fl anges. This would not only save complexity the components within the sidepod and rear of the car. but also weight, particularly high up in the car.’ Today’s impressive exhaust packaging solutions have only been made possible due to developments in heat shielding and manufacturing technology. By Combining high performance insulation into integrating high-performance insulation into the design stage of the exhaust the design stage of exhaust manufacture manifold, SST Technology can help teams locate pipework containing opens up packaging opportunitites exhausts gases at over 1000degC in tight space envelopes next to bodywork that were just not possible before and components such as heat exchangers without causing damage. Processes such as hydroforming and Additive Layer Manufacturing (ALM) have enabled the manufacture of complex exhaust structures, with the geometry of the inner tube shaped to manoeuvre the fl ow of exhaust gases around bends without inducing losses. The freedom to use less conventional forms in the pipe runs, along with SST’s in-house natural frequency testing and modal analysis, allows undesirable vibrations to be designed out of a system, leading to improved reliability. This is particularly important for F1 next year as changes to the regulations demand each exhaust system last for several races. ‘Because we have our own in-house hydroforming and 3D metal printing technology, we can incorporate a lot of the features of the insulation into the components at the pre-forming manufacturing stage,’ says Mike Dewhirst, chief technical offi cer at SST Technology. ‘This results in a more integrated solution that, in turn, means factors such as vibration, reliability and performance can be incorporated into the design right from the beginning. That way you can design the exhaust and insulation in one go.’ Currently, SST Technology’s ALM parts are manufactured primarily from one material, Inconel 625, but the capability exists to produce from other high temperature super alloys. However, the Oxfordshire-based company is developing a new solution, which could allow the transition from Inconel to titanium within a single 3D printed component.

DECEMBER 2020 www.racecar-engineering.com 73

72-78 REV30N12_Products-MPSMAC.indd 73 16/10/2020 12:28 BUSINESS – PRODUCTS

EVOLUTION MEASUREMENT Scanivalve aerodynamic pressure patches

Such is the importance of detailed aerodynamic analysis in modern F1, there can be hundreds of pressure tappings on today’s racecars. Each tapping requires a drilled hole fi tted with a tiny pressure tube, or tubulation, which is connected via a short tube to a pressure scanner. But what if you wanted to measure the surface pressure of a new, or existing, part without drilling holes into it? Scanivalve The miniature size and shape of the pressure patch has minimal infl uence on a racecar’s aerodynamics Corporation has developed a new pressure patch technology that achieves exactly that. The Scanivalve pressure patches are miniature, fl at aluminium discs with a port in the centre for pressure measurement and a small tubulation that connects the disc, via tubing, to a pressure scanner such as the EvoScann P8A. They are attached to the surface of a part or vehicle temporarily using adhesive and, at less than 20mm wide, the devices’ infl uence on aerodynamics is negligible. ‘Commonly, holes are drilled into a wing to make tappings for surface pressure measurements, but the big advantage with these pressure patches is you can attach them directly to the surface without permanent installation and drillings,’ explains Iain Gordon, export sales manager at Evolution Measurement. ‘If you wanted to analyse the aerodynamics of a piece of bodywork on car, or a rear windscreen, or just for a temporary installation, permanently drilled holes may not be desirable, or even possible. That’s where Scanivalve’s pressure patches are so useful. Coupled with EvoScann pressure scanners, a lot of data can be quickly, easily and accurately gathered from positions that may have never before been possible.’ Another application for this pressure patch technology is on historic racecars, which are far too valuable to drill holes into. Dr Bob Fernley, former deputy team principal at Force India, started a project at the University of Bolton where students measure, analyse and optimise the aerodynamics of his historic Ensign 180B Formula 1 car. Scanivalve pressure patches, instead of traditional pressure tappings, were applied to various surfaces of the car, which fed 16 EvoScann P-16 pressure scanners, providing 256 channels of live, real-time digital aero pressure data. In the process, not only have the students learnt how to use EvoScanns in the same way as F1 teams, but also now have experience with this new pressure patch technology.

The pressure patches can be seen here on the bodywork’s surface with the associated tubing feeding back to pressure scanners

74 www.racecar-engineering.com DECEMBER 2020

72-78 REV30N12_Products-MPSMAC.indd 74 16/10/2020 12:28 Excellence in Composite Technology for Advanced Engineering Applications

DESIGN DEVELOPMENT MANUFACTURE

Enabling technologies T: +44 (0)1865 592240 or E: [email protected] www.lentuscomposites.co.uk

Design and Manufacture

•HIGH PERFORMANCE EXHAUSTS •PRECISION FABRICATIONS •THERMAL MANAGEMENT SOLUTIONS •ADDITIVE LAYER MANUFACTURING

Engineered by Design Oxfordshire T: +44 (0)1865 731018 E: [email protected] www.sstubetechnology.com

part of the

Untitled-6 1 19/10/2020 16:12 BUSINESS – PRODUCTS

The sensor, highlighted in blue, is mounted between the two studs that mount the caliper to the upright

AVL Piezoelectric brake torque sensor As the number of hybrid and electric racecars continue to increase in motorsport, it has become more important than ever to understand the balance between mechanical friction torque and regenerative torque, as well as many other parameters within brake-by-wire systems. Simulation and test rigs are useful tools to help this understanding, but currently there is no real way of accurately monitoring this on car during a race. Which is why AVL decided to develop a new dynamic piezoelectric brake torque sensor, capable of measuring brake force exactly where it occurs within the brake assembly. This can help teams determine not only the real brake torque, but also residual brake torque and fading brake power throughout a race. This sensor utilises piezoelectric crystals that generate an electrical charge when subjected to mechanical stress. The charge is proportional to the applied stress, and a charge amplifi er can be used to convert it into a more measurable voltage. ‘Piezoelectric pressure sensors are essentially very stiff high fi delity force transducers,’ says Martin Monschein, global business segment manager at AVL. ‘We use the same technology for our in-cylinder pressure AVL’s new piezoelectric dynamic brake torque sensor measurement sensors, and we even grow our own piezoelectric crystals. ‘The idea is to use the piezoelectric eff ect to measure torque for driven applications because force over distance creates a torque signal. If you know the geometry of the brake assembly, and can measure the force LENTUS COMPOSITES between the caliper and upright, you can then derive a torque signal.’ The sensors are located in between two studs that mount the caliper to Carbon fi bre utilisation the upright and therefore measure every load transferred from the wheel With over 85 per cent of today’s F1 cars made of carbon fi bre, the use to the caliper. To account for any unwanted disturbances to the signals, of the lightweight, yet stiff material is continuing to increase in both two sensors are used, each positioned in a particular way so the sum of motorsport and mainstream automotive. However, carbon fi bre is not exactly the measurements eff ectively cancels out these disturbances. environmentally friendly, and one major way to reduce its environmental Once the concept was proven in a controlled lab environment, AVL impact, as with most things, is to minimise the amount of material used in went on to validate the technology on a racecar, whilst also collecting manufacture and to process and re-use any waste product. important internal data. Lentus Composites has developed a technique for re-processing the waste ‘Any data you can show customers always goes much further than just pre-preg materials into a press moulding compound. This processing of a PowerPoint presentation,’ says Monschein. ‘So it was important for us to ‘fi rst use’ composites can be used to make monolithic carbon blocks, which conduct on-track testing before we started promoting the product, and can be machined into components or directly press moulded into fi nished for that we worked with the Formula Student team from TU Graz. shapes. The process then transforms these virgin fi bres into carbon inserts ‘Obviously, the overall brake magnitude on Formula Student cars is for structural components such as chassis hard points and wing inserts for fairly low compared to the likes of GT cars, but the eff ects are the same, motorsport applications and Hypercars. and it’s helped us validate this technology, which is now integrated on ‘The traditional way of manufacturing these types of inserts would be to both formula and GT racecars across the world.’ mill them out of a block, but we can now make a net-shaped component so there’s no waste,’ highlights Mike Dewhirst, chief technical offi cer at Lentus Composites. ‘This allows us to use 100 per cent of the material.’

76 www.racecar-engineering.com DECEMBER 2020

72-78 REV30N12_Products-MPSMAC.indd 76 16/10/2020 12:28 KINSLER We did the Lucas metering for the Can-Am: 60’s thru 70’s; still do. Any injection: Road race, Sprint cars, Boats, Indy 500, NASCAR Cup, Drags, Motorcycles, Bonneville, Pullers, Street, etc. EFI, Constant Flow, Lucas Mechanical

Action Express Cadillac, ‘14, ‘15, ‘16, ‘17, IMSA Champs. 2018 Won driver & Mfr. Champs, overall ‘20 Daytona 24 Hrs. Photo: Audi Media - 24h Daytona Media - 24h Audi Photo: Multiple championship winning ENGINEERING TEAM o ering on and o track engineering services for motorsport and high performance applications.

Past projects include: GT cars (GT1/GT2/GT3), Prototypes (LMP2/3/ All Star 410 Sprint car. 2017 series champion. Renault RS01), Formula cars (Formula Renault/F2/F3), Spec series cars (Porsche Carrera Cup/Porsche Supercup), O Road cars Our Services include: • On and O track Research and • Tyre Engineering Development • Junior Driver Development Greenwood “Spirit of 76” LeMans Corvette. Ran Kinsler crossram manifold with Lucas mechanical metering. • Race Engineering Education and Development for • Monster EFI Injectors, all makes of Pressure Relief • Data/Performance/Simulation Drivers, Teams, Organisations MeshTM Valves, and Lucas Mechanical Metering Engineering Filter Units, need 3 micron protection, but 3 micron K-140 • Consulting/Support filters plug up too quickly, so most racers use10 Pressure © Relief Suspension/Damper micron, which is too coarse. We made this Valve • • International Experience & new element for NASCAR Cup cars: Engineering and Development Projects 10 micron premium paper top layer to Used on 95% take out 95% of the dirt, with a 3 of NASCAR For further information: micron precision Fiberglass lower layer. Cup and 10/3 Element Details: Kinsler.com home page. INDY 500 cars Web: www.rene-eder.com • Email: [email protected] (248) 362-1145 Troy, Michigan USA [email protected]

Oil coolers and Intercooler cores

Reliability Flexibility Know-how Visit us at www.setrab.com/proline

DECEMBER 2020 www.racecar-engineering.com 77

77_RCE_1220_.indd 77 21/10/2020 12:14 BUSINESS – PRODUCTS

HIETA Metal additive manufactured heat exchangers The relentless developments in Additive Manufacturing (AM) technologies continue to push the boundaries of engineering, achieving components with optimised performance, weight and complexity. The freedom of AM can create parts with geometrically complex architectures, which would be impossible to achieve with conventional techniques. For example, the advanced heat exchangers made by HiETA utilise the latest metal AM technology to create thin wall heat transfer structures, resulting in thermally effi cient fl uid coolers that are also lightweight and compact – the perfect solution for any high-performance powertrain in motorsport. This is achieved through the use of high power, quad laser machines that fuse layers of powdered metal to gradually build up a part. With minimal post processing required, a part can be built in a matter of hours, yet still exhibit the material properties of a fully machined or cast part. ‘We work closely with Renishaw to ensure that powder quality, manufacturing speed and ultimate component quality is met,’ says William Priest, customer project engineer at HiETA Technologies. ‘Advancements in laser technology and build bed size are also directly fed to HiETA to improve what we can off er to our customers. ‘Metal additive manufacturing gives us the capability to manufacture heat exchangers that not only maximise space utilisation, but also improve heat rejection by 30 per cent or more, whilst saving Advanced metal additive manufacturing technologies can now create incredibly complex upwards of 50 per cent of the weight when compared geometries within heat exchangers that simply weren’t possible with cast or machined parts to other benchmark technologies.’

78 www.racecar-engineering.com DECEMBER 2020

72-78 REV30N12_Products-MPSMAC.indd 78 16/10/2020 12:28 SUPPLIERS OF HIGH QUALITY ELECTRICAL HARNESS SYSTEMS Cyprium designs product for the Global motorsports industry with our in house expertise, knowledge and know how generated by years of experience. PROUD WINNERS OF BOTH THE INNOVATION AND DATA & MEASUREMENT AWARDS 2020 TEL: 01379 897262 Contact: Chris Hart [email protected] or Nigel Barber [email protected] 00 44 (0)116 232 2335 [email protected] www.cyprium.co.uk www.eec-ltd.com

DECEMBER 2020 www.racecar-engineering.com 79

79_RCE_1220_.indd 79 21/10/2020 12:13 D.A.T.A.S. LTD. Data Analysis Tools And Simulation CLASS OF 1 AURORA Bearing RAM-16T-3 RaceSim version 2.7.x THE ONLY 1” X 1 ¼” ROD Aurora Bearing AT3200

END WITH THESE FEATURES: Mil Spec PTFE Liner  Expert: Steady state, transient, Heat Treated Nickle Chrome Moly Manufactured under a 4 post, optimisation, strategy, etc Body with UNJF Threads for quality system approved  Standard: Low cost lap simulation increased fatigue resistance. to ISO 9001:2008 and  NasCar: Stock cars with live axle Heat Treated Chrome Moly Race. AS9100:2009 REV.C.  RaceSimE: For Formula E electric vehicles  RaceAlyzer: Race strategy tool  Sports & GT: Driver reference & BoP sim.

Consultancy  Vehicle Dynamics  Racetrack support  Software Development

Multi Media  Photo realistic virtual animations  Technical Features for TV  Animated virtual walk thro’ grid

BUILT TO BE

THE CLASS OF THE D.A.T.A.S. LTD. THICKTHORN HALL NORFOLK NR9 3AT R OFF ROAD FIELD TEL: +44 (0)1603 506526 +44 (0)7802 770345

http:// www. datas-ltd.com e-mail: [email protected] Call your dealer, or visit www.aurorabearing.com for more information. Aurora Bearing Company, 901 Aucutt Road, Montgomery IL. 60538 • 630-859-2030

   

     www.autoverdi.com

80 www.racecar-engineering.com DECEMBER 2020

80_RCE_1220_.indd 80 21/10/2020 12:12 BUSINESS TALK – CHRIS AYLETT Independence day The UK withdrawal from the EU is just around the corner. Be prepared

t time of writing, it’s just 40 working Surely, given these kinds of figures, politicians All governments currently seem days to an independent UK, and the on both sides will want to maintain this vital determined to outlaw all forms of power Anext few weeks will see changes in our sector. Time will tell, and nothing is yet certain. other than battery, despite the political, business world taking place at speed, on an We currently advise members preparing social and technical difficulties that could unprecedented scale. Nothing to do with Covid, 2021 budgets to estimate these using 10 per well destabilise their timetable and chosen all to do with the UK becoming independent cent duty on goods to and from the EU as that solution. R&D investment into other forms of from the EU from 1 January 2021. Your is the current World Trade Organization level. It’s power will mean an active, profitable period for preparation and plans for the next few months possible this rate could be lower, but it would alternative solutions on race and rally tracks. will therefore be critical to your business future, be prudent to use this figure for landed costs, Increased activity and spending have yet understanding the new business regulations pricing etc. At least then you are prepared early, already started on a variety of energy-efficient and controls is a challenge even to the very best. and can change fast when fiction becomes fact. motorsports as we head towards a zero- My advice is to read all you can emission future in 15 years’ time. on the transition to independence These include fuel cells, hydrogen, and consider the effect it will have synthetic and biofuels, as well as on your UK business. Stay up to date ever more efficient batteries. All with news and be ready to act fast. good news for innovative suppliers Now is the time to increase your who are quick out of the box. contact with your EU customers and suppliers. They need to hear Mobility innovation your plans and your answers to their To grow a successful independent questions to feel secure for the future. UK will require increased investment The MIA team has never been funding from UK government. busier answering motorsport-related Much of this will be directed queries on duties, taxes, logistics, towards mobility innovation and legal, financial, employment and technology – all ideal areas of foreign exchange. Our sector-specific growth for motorsport businesses. knowledge is in huge demand as The MIA is closely involved in there are so many questions to accessing these funds for our answer. New members join every day members. It knows where to look as businesses realise they urgently Now is the time for UK motorsport business to strengthen its bonds with Europe for new collaborations, and in which need to understand how new rules sectors, be it electric, aerospace, will affect this specific business community. To keep up to date, join the online MIA marine, defence or automotive. Business Growth Conference, supported Now is the time for us to build an ever- Specialised focus by Racecar Engineering, on Tuesday 3 stronger motorsport business community. We Useful seminars give general advice, but what’s November, where you can listen to and have shown that, as the MIA, we can, together, needed now is a specialised focus on motorsport question business leaders in motorsport. make your voice heard by government. and the high-performance engineering sector. We must now raise our game and In this way, we can all help to secure our Every day we learn more and more from look beyond the next few weeks to find share of the funds needed to meet the answering questions raised by companies new business. Opportunities are arising challenges of the next 15 years, due reward across the UK or Europe. At this really unusual everywhere, some of which have already as motorsport has had specialists in energy time, I encourage you to check out www. been seized by agile companies. efficiency since racing began 125 years ago! the-mia.com and see how a sector-specific At the conference, their leaders will share Together with my team at the MIA, I am business association will keep you ahead of your experience of successes secured during this always ready at www.the-mia.com to answer competitors and fully briefed on daily changes. tough, challenging year, as well as giving any queries, whether from members or not. I am confident there will be a reasonable advice and answering your questions. And you can use this same web address to book deal for the motorsport sector with the EU. This is not just yet another generic your place at the conference on 3 November. Given that seven per cent of total EU GDP and conference preparing for UK independence, By working together, we look forward to jobs are in automotive and motorsport, the this is a targeted, motorsport-specific one that helping everyone in the business community sector pays €450bn in taxes alone to the EU, aims to help you restore and re-grow your of motorsport to navigate the next six months and €61bn a year is spent on automotive and business fast in the year ahead and beyond. and head towards the good times that, I motorsport R&D, 30 per cent of the EU total. Don’t miss it, there are still places left. am certain, lie just around the corner.

Motorsport has had specialists in energy efficiency since racing began 125 years ago!

DECEMBER 2020 www.racecar-engineering.com 81

81 REV30N12 Aylett-MPSMAC.indd 81 16/10/2020 12:32 BUMP STOP Land of the setting sun

PIT CREW Editor Are EVs really the future? Maybe not if you look at trends in China Andrew Cotton @RacecarEd Email [email protected] onda’s announcement that it will withdraw Not only has it failed to introduce the hybrid technology Deputy editor Stewart Mitchell from Formula 1 at the end of the 2021 it so craved, and failed to reduce the costs enough to attract @RacecarEngineer season was not a surprise. The Japanese another manufacturer, it has now decided to adapt 15-year- Email [email protected] Chief sub editor manufacturer refused to put a time line on old GT3 regulations, written with the intention of providing Mike Pye H its commitment to Formula 1 when it re-entered the manufacturers with a sales platform to customer teams. Art editor Barbara Stanley category in 2015, and with the automotive world in flux Technical consultant due to falling sales, partly because of Covid but also Relentless march Peter Wright uncertainty as to the future propulsion technology, its Now, more urgently than ever, one has to question whether Contributors Mike Blanchet, Lawrence Butcher, decision to leave F1 is the least risky option available. or not hybrid is a technology that should be applied in Jahee Campbell-Brennan, Leena Gade, Gemma Hatton, Craig McCarthy, Danny While committing to the development of fuel cell future racing regulations? Manufacturers have said they Nowlan, Mark Ortiz, Dieter Rencken vehicles and battery EVs in its drive to be carbon neutral cannot sell a programme to their boards without some Photography James Moy by 2050 and increasing the sales of hybrid and electric form of electrification, and the trend towards electric car Managing director – sales Steve Ross vehicles to 66 per cent by 2030, Honda also talked in sales seems robust, in Europe at least, but is that really Tel +44 (0) 20 7349 3730 Email [email protected] its press release of developing carbon-free energy. enough to relentlessly follow this path? At what point does Advertisement manager Lauren Mills ‘For the future realisation of carbon neutrality, the FIA take a step back to look more closely at racing, Tel +44 (0) 20 7349 3796 Email [email protected] Honda will make a major and the wider automotive world? Circulation manager Daniel Webb change in the course of our Or consider the needs of the Tel +44 (0) 20 7349 3710 When incentives Email [email protected] challenges and concentrate smaller suppliers and stop trying Subscriptions and Marketing manager our corporate resources on to make the sport a business? Luke Chadwick Tel +44 (0) 20 7349 3700 research and development of for electric cars Too often have I spoken to Email [email protected] new power units and energy independent teams and suppliers Publisher Simon Temlett technologies,’ said Takahiro who have sat through FIA Technical Managing director Paul Dobson were cut it had Editorial and advertising Hachigo, representative director Working Groups, their views and Racecar Engineering, Chelsea Magazine Company, Jubilee House, 2 Jubilee Place, and CEO of Honda Motor Co. needs largely ignored, as the London, SW3 3TQ Clearly, the company a devastating door to world championship Tel +44 (0) 20 7349 3700 Fax +44 (0) 20 7349 3701 is looking to make carbon racing is closed in their faces by Subscriptions savings beyond its vehicle effect on sales self-serving manufacturers. Tel: +44 (0)1858 438443 Email: [email protected] manufacture and one can understand that Formula Is electrification even the future of mobility? The Online: www.subscription.co.uk/chelsea/help Post: Racecar Engineering, Subscriptions 1 just didn’t fit with that vision for the future. industry in Europe says yes but, when incentives to buy Department, Sovereign Park, Lathkill St, The question still has to be asked though. Why did electric cars in China were cut in 2019, it had a devastating Market Harborough, Leicestershire, United Kingdom, LE16 9EF Honda withdraw from Formula 1, with its global exposure effect on sales. According to industry analysts Jato, ‘The Did you know you can manage for hybrid technology, yet commit to IndyCar’s new hybrid turbulence created by Covid-19 continues to have a your subscription online? engine formula where exposure is largely limited to the US? major impact on the automotive industry. Global vehicle Oversee your print and digital subscriptions online today simply by signing up at It because IndyCar’s engine technology is so cheap that sales fell by 43 per cent in April to just 4.1 million units https://www.subscription.co.uk/chelsea/Solo/ the manufacturer’s US subsidiary, HPD, is able to make the and volumes totalled 21.3 million units between January Stay up to date with the latest issues, update your personal details, and even renew your decision independently of the Japanese head office. Is their and April 2020, down by 20 per cent from 2019.’ subscription with just a click of a button. F1 decision, therefore, more cost-driven than ecological? While the report says EVs are the new safe haven for Subscription rates UK (12 issues) £89 car manufacturers operating in Europe, electric car sales ROW (12 issues) £100 in China dropped by 55 per cent in the first four months [email protected] Slippery slope Back Issues Whatever the answer, Formula 1 has lost one of its four of 2020. Yet in 2019, China was the biggest market for www.chelseamagazines.com/shop engine suppliers. With every manufacturer that steps BEVs with 694,000 units, 51 per cent of global volume. News distribution Seymour International Ltd, out of the arena, the position becomes more precarious. China is a huge automotive market, one that has a 2 East Poultry Avenue, London EC1A 9PT It doesn’t matter that Mercedes, Renault or Ferrari can major influence on European car makers’ thinking. Tel +44 (0) 20 7429 4000 Fax +44 (0) 20 7429 4001 step in to fill the gap in supplying the teams. What Formula 1, the WRC and the WEC have all accepted Email [email protected] does matter is the global message Honda’s withdrawal the European trend for hybrid technology but it also Printed by William Gibbons Printed in England sends to the wider motor racing world. When Mercedes seems possible that, without government incentives, the ISSN No 0961-1096 USPS No 007-969 stopped its DTM programme in 2018, Audi and BMW appetite for roadgoing EVs and hybrids does not seem to were able to push through a 2.0-litre, four-cylinder be there. With a global recession coming, are governments engine formula they said Mercedes had blocked and still going to prioritise electric vehicle mobility? would be better for the German series. Yet since the www.racecar-engineering.com introduction of this rule set, the series has failed. ANDREW COTTON Editor

To subscribe to Racecar Engineering, go to www.racecar-engineering.com/subscribe or email [email protected] 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. © 2020 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.

82 www.racecar-engineering.com DECEMBER 2020

82 REV30N012 Bumpstop-MPSMAC.indd 82 16/10/2020 12:32 BSc(Hons)

Untitled-10 1 21/10/2020 11:59 Untitled-3 1 16/10/2020 17:09