September 2015
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Racecar Engineering Anniversary partners: 25 years as the leading motorsport technology publication 9 Volume 25 Volume 25YEARS OF INSIGHT September 2015 • Vol 25 No9 • www.racecar-engineering.com • UK £5.95 • US $14.50 9 7 7 0 9 6 1 1 0 9 1 0 Toro Rosso STR10 4 0 9 LMP3 technical regulations regulations LMP3 technical Is this really the next-best car in F1? - Toro Rosso STR10 Toro - Formula Student 2015 Student Formula September 2015 LMP3 makes race debut Renault Energy F1-2015 Formula Student UK We reveal how constructors are Under-fi re manufacturer aims New regulations lead to interpreting baby prototype rules to close the gap to Mercedes innovative aero solutions RCE_Cover_Sept_MBac.indd 3 27/07/2015 09:56 UKpubs2015Allfluidfilters_Layout 1 2/11/15 9:47 AM Page 1 traordinary All-Fluid Filters 4 DIFFERENT SERIES. MODULAR. .TONS OF OPTIONS 71 SERIES - Our largest capacity filters. 2.47" diameter; 72 SERIES - Same large-capacity, 2.47” diameter body as Two lengths. 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[email protected] tel 562 861 4765 fax 562 861 5503 EUROPE JLS Motorsport [email protected] tel 44 (0) 121 525 5800 fax 44 (0) 121 525 4833 Untitled-24 1 05/06/2015 10:56 CONTENTS – SEPTEMBER 2015 – Volume 25 Number 9 COVER STORY TECHNICAL 12 Toro Rosso STR10 41 Consultant Red Bull junior team’s rapid racecar Sorting suspension for offroad use 45 Databytes COLUMNS Using data in conjunction with video Aerobytes 5 Ricardo Divila 49 Mallocks in the wind tunnel, part two Is the perfect set-up an impossible dream? Formula Student UK 2015 7 Peter Wright 52 FSUK event report Why Formula 1 has become too predictable The winning car: Delft DUT15 11 Mike Blanchet Aerodynamics at FSUK Should only the strong be able to drive in F1? 66 Power Steering Steering issues in touring cars FEATURES 74 Danny Nowlan 20 Renault F1-2015 The importance of mathematics Getting inside this year’s troublesome F1 engine 28 LMP3 BUSINESS NEWS & PEOPLE The new third-tier prototype category in detail 36 V8 Supercars 80 Industry News More details of Australia’s Gen2 tin top tech regs LMP2 manufacturers revealed; new look WRC 88 Racecar People A chat with IndyCar CEO Mark Miles 93 Autosport Engineering The build up to January’s show continues 97 Products Shiny goodies for pit and paddock 98 Bump Stop Peter Wright (P7) says F1 is too predictable and that is turning off the audience which craves unpredictability, and loves wet races! Subscribe to Racecar Engineering – find the best offers online www.racecar-engineering.com Contact us with your comments and views on @RacecarEd or on Facebook.com/RacecarEngineering SEPTEMBER 2015 www.racecar-engineering.com 3 Contents_SeptMBAC.indd 3 27/07/2015 14:13 POLE PRECISION www.avl.com/racing Untitled-31 1 15/04/2015 12:21 STRAIGHT TALK – RICARDO DIVILA The impossible dream Could the search for the perfect racecar set-up be an insurmountable challenge? he eternal search for the optimum set-up This is not so much adding to the complexity Experience will guide you into predicting the is doomed to failure, simply because there arithmetically, but factorially. So if you have six behaviour of, say, a new tyre set, so you would T will be an optimum set-up for each moment elements, you will have 720 combinations, not all know the rear tyres would warm up quicker and of the day, position of the sun, weather conditions having the same weight. If you add all the factors have more grip, so for that all important qualifying such as temperature, humidity and barometric that will influence your lap time you can easily be lap you can take off a sniff of rear wing, knowing pressure and wind direction. In an extreme case, into the hundreds. the extra grip of the new tyre will balance it out, there’s hillclimbing at Pikes Peak. There the altitude Plotting this would give the equivalent of a plus you will be a tad faster on the straight. change will sap your engine power as you ascend topographic contour map, with the peaks being Then there’s the wind direction at Suzuka. If and at the same time reduce your aero downforce the best performance and valleys the worst. But there is a tail wind on the straight you will be faster, as barometric pressure falls from 69.6 kiloPascals to beware, the 3d is a simplification; you are entering and also the head wind through the esses will give 57.2, a full 17.6 per cent. manifold space with probably more than 50 inter- you more grip, 20 or 30kph making a considerable Much in the same way, trying to home in on related dimensions. You could be wandering in the difference in downforce. The fact that Suzuka is by the best set-up can be a nice exercise in topology, arid valley, no changes make much of a difference; the sea can also allow you to predict the prevailing as defined by Gottfried Leibniz, who in the it could be merely that track conditions are such winds according to season and time of the day. 17th century envisioned the geometria situs, or that the grip level is so low that all changes will Of course all this is deduced from data recorded topography if you want to visualise it on a graph. not impinge on handling very much. Or you could by sensors and info from previous tests or races Every parameter you can change will have a be right in the peak sweet spot where one click of at the particular track, but it is also still very non-linear effect, not intrinsically, but because of damper will be the Goldilocks tweak, just right. dependent on the description of the handling by the ‘No Free Lunch Law’ – in racing as relevant the driver, at which stage we can agree on an as the Second Law of Thermodynamics. The best you can do is to try to observation by the philosopher Karl Popper: ‘It is impossible to speak in such a way that Paying the price foresee the changing factors you will not be misunderstood.’ He was You can have more horsepower, but you will obviously referring to racing drivers. use more fuel, giving you a shorter range, or Simulation can give you a precise analysis you can have more downforce, which tends of settings needed for the ultimate lap, but to give you more drag, but would also give can struggle to give a perfect description to more spring and tyre deflection, which would the driver that is operating the machinery, mean either stiffer springs to keep from actually sitting inside the misbehaving car. dragging your plank on the higher speed The common engineers quote is: ‘It was straights or on the banking, or higher tyre fast in the simulation.’ Much like the pressures to stiffen the sidewalls and change purposely directionally-unstable fighter the tyre spring rate, which will then change plane, designed for fast response in combat, your mechanical grip level in other places. a nimble car can be too much of a handful There are four corners to a car, where to use between guardrails and has to be you can change individual tyre pressures, toned down a notch, as no driver, or fly by compounds, construction, spring rate, XPB wire computer, can temper the damping low- and high-speed, bump and At Monaco you need to think about how the track will rubber in aggressiveness of the response.