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the history editorial Component focus Launched in Summer 2003 At the heart of this authoritative publication are Motorcycle Revisited just once every 3 years the and published 8 times a year, in-depth research insights that probe significant Each issue highlights a powertrain from the focus acts as an excellent source of Race Engine Technology contemporary projects, with informed analysis world of two wheels providing a succinct reference – topics covered include: is the brainchild of Ian Bamsey, backed by professor peer review and critique. analysis of key aspects of the engine, as well | Additive Layer Manufacturing | Aluminium the highly respected and Race Engine Technology (RET) features all as its performance characteristics. Coverage | Bearings | CAD/CAM | Camshafts award-winning motorsport aspects of technological developments, in turn includes all forms of motorcycle competition | CFD | Coatings | Combustion Analysis journalist of over 30 years standing. creating a truly must-read title among the global from Motocross to MOTOGP, from drag racing | Con Rods | Coolers/Radiators | Crankshafts Ian and his team of industry experts racing industry. We cover many and varied to World Superbikes and from Land Speed | Data Acquisition | Dynamometers | E-Motors produce a unique, high quality, types of feature and here are a few examples: Record attempts to Speedway. | ECUs | Exhausts | Fasteners | Fuel Pumps technical source of information that is | Fuels | Gaskets | Heads & Blocks widely read, referred to, and sought after, Engine dossier Insight: The challenge of… | High Performance Computing by its dedicated readership of design and The ‘Dossier’ is at the core of every issue Is a series of articles, each of which highlights | Liners/Sleeves | Lubricants | Machine Tools development engineers, across the entire of RET. Our signature feature, it is an the demands presented to engine engineers | Non-Metallics | Oil Pumps | Piston Pins global powertrain industry. incredibly detailed look at a high-profile by a specific type of racing. The development | Pistons | Pushrods & Rockers | Rings RET remains one of the few magazines racing engine, revealing many secrets of of specific solutions is discussed in depth with | Seals | Sensors | Steel | Surface Treatments in motorsport entirely dedicated to the the technology that are simply not reported engine builders and component manufacturers. | Test Equipment | Titanium technology and innovation that drives anywhere else. Annually reviewed is everything from Top Fuel | Transmission | Turbochargers competition forward. drag racing to World Rally Cars to MotoGP. | Valve Springs | Valves | Water Pumps

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In the temporary service park at the Nurburgring, the ID.R was be reached before the end of the Nurburgring if the temperature wasn’t Electric Avenue supplied with electrical energy by two fast-charging systems that managed throughout the lap. operate with a comparatively low output of 90 kW each. Charging the To combat temperature increases in the battery, Volkswagen cells quickly was important to minimise the turnaround time for the developed the battery cooling system in cooperation with simulation so over the next year or two. It seems that each ID.R between runs. The charging cables were developed specifically software specialist Ansys. Software developed by Ansys enabled the The ID.R on the daunting Nurburgring Nordschleife and (inset) a simulation of the flow path | Inverter BATTLING THE HEAT of the cooling air passing through the battery pack (Images courtesy of VW Motorsport) for this task and are specially insulated high-voltage cables certified for team to analyse the batteries’ behaviour during deployment and regen up to 1000 V. modes. In addition, the cables are shielded to avoid electromagnetic With regard to determining the cooling requirements as a function Focus on motor cooling interference with the onboard electric system, including the ID.R’s of the deployment and regen strategy for the lap record attempt, complex control technology. As charging induces a lot of heat into the Bertram said, “The correct temperature window for the battery was month brings notification of a new professional batteries, the ID.R’s battery system is connected to an air conditioning critical for the car’s performance. A liquid cooling system was ruled system to provide optimal charging conditions regardless of the out owing to the added weight, so we developed an air-cooling | Control system ambient air temperature. solution. The air flows into channels in the body through the battery “The ideal base temperature of the battery is 30 C,” Bertram said. “At housing and is rejected out of the car through channels on the other that temperature the energy in the batteries can be used at the optimal side of the batteries. rate for the desired power and range. As the battery is actively cooled “The Nurburgring has long straights, on which you deploy full level series or an e-race project. during charging, heat generation remains low and the batteries can be power for up to almost a full minute. The cooling channels were vital completely charged in 20-30 minutes.” to ensure efficient cooling of the battery so that it didn’t overheat, | Cooling LM P1 FAST CHARGE The battery cells have an upper temperature threshold that would particularly on the straights.” Le Mans’ battery boost BMW has an i on the prize | Wiring MW is in its first season of Formula E, its i brand contesting starts, so you have to have good torque off the line, and then Bthe series in partnership with Andretti Motorsport, which has consider the speed range on all the tracks we go to, as you can only been running cars in the series since its inception. The BMW i homologate one set of gears for the season. Andretti Motorsport team is running a pair of iFE.18 racecars for “These considerations give you an upper limit on the speed you the 2018-19 season. At the Rome E-Prix, Stewart Mitchell talked would reasonably run the motor to. The sweet spot for our [Andretti]

The internal combustion engine has many more E FORMULA Charging to a record to the team principal Roger Griffiths about the campaign. motor design for season four [2017-18] was a unit that produced the | Charging system Griffiths explained that Andretti is tasked with running the maximum allowable race power of 180 kW somewhere between n Monday June 3, 2019, Volkswagen Motorsport its management system were adapted for the 20.8 km of the German race team’s operations. “However BMW’s expertise is in the 20,000 and 22,000 rpm, and we coupled it to a two-speed gearbox. Obroke the electric car lap record on the Nurburgring circuit so that the ID.R didn’t carry any unnecessary weight for the powertrain of the iFE.18; all of that development is done in “Reducing the number of gears was a very important target for us Nordschleife by more than 40 s (writes Stewart Mitchell). record attempt.” Munich at BMW’s HQ. The technology transfer between motor racing to tackle. As an example, using a conventional five-speed motorsport years of active motorsport duty but it is clear Romain Dumas lapped the circuit in VW’s all-electric, four- The battery has a unique combination of cell chemistries. Some and production development at BMW has never been so direct. gearbox, the rpm drops by between 800 and 1400 rpm during shifts. wheel-drive prototype racecar, the ID.R, in 06:05.336, giving cells have a chemical composition that allows them to store a lot of The same engineers who are developing production e-drives for the Using a two-speed gearbox, on the other hand, that drop could be | Battery an average speed of 206.96 kph. energy to provide the range required. However, because they cannot i roadcar models also work on the drivetrain for the Formula E car, more than 3000 rpm between gears, which can easily pull your motor The ID.R was first developed to tackle the Pikes Peak deploy electrical energy at a high rate, it also has cells with a lower sometimes in the same production facilities,” he said. out of the peak efficiency window, negating some of the work you’ve International Hill Climb in Colorado, US, where it won the energy capacity but which can deploy far more instantaneous power. done on developing such a high-efficiency motor. event and broke the outright record in June 2018. It stores Two control units on each battery pack, mounted front and rear, Motor design “Going to single-speed gets rid of those issues, so that is the target its electrical energy in two lithium-ion battery blocks, each monitor the cells, recording voltage and temperature data, which Griffiths wouldn’t disclose the details of the motor configuration used for most of the teams in this paddock. The motor will have to work that given the impending triffid-like growth of consisting of eight modules with 56 cells. One block is is evaluated by the battery management system. The information by BMW, but did say, “Our systems in Formula E are more than 98% over a larger rpm range, however, which means its average efficiency | BMS positioned next to the driver, the other behind the monocoque is passed on to the vehicle control unit, which defines the control efficient. There are some major advantages to running a high-speed will be lower, which could bring down the efficiency of the overall NURBURGRING ELECTRICS in which he sits. strategy to extract the most power from the cells at any given electrical machine in Formula E, because the electric motor is a more package.” Together they provide power to two motors, one on the front moment on track. efficient device as its speed goes up. axle and one on the rear. Operating at 915 V, they provide a combined Bertram noted, “An efficient charging strategy, both during external “The efficiency at high speed is offset somewhat as the torque Trends output of 500 kW (680 bhp). charging and regen [brake energy recovery] was critical for this output falls as speed goes up, although that can be countered by using Commenting on some of the trends in the Formula E paddock over the all-electric racing it is in danger of becoming The ID.R weighs 1100 kg, and the battery is the largest single project. Only 20% of the energy needed to complete the lap could be a multi-speed gearbox,” he said. “However, there are losses in the years, Griffiths said, “The interesting thing here is that this paddock is contributor to that weight. Volkswagen’s head of electrics and recovered through regen braking on the Nurburgring, the rest had to gearbox to add to the equation, and during every gear change, the car yet to start converging on a single, most effective solution for racing in | Supercap electronics Marc-Christian Bertram said, “The length of the be stored. To that end, we had to send the ID.R onto the track for the loses momentum. Formula E. There seem to be more single-speed gearbox designs now Nurburgring is similar to that of the Pikes Peak hillclimb course. record attempt with each individual battery cell at its optimum state “To that end, gearbox design for high-speed motors is absolutely than in previous seasons, but they are still not widespread.

However, each has very different characteristics, so the battery and of charge.” critical in Formula E. You also need to consider that we do standing “One thing I believe is widespread across the paddock though is the t overshadowed. In view of that Race Engine 66 67 | Fuel cell Technology has a new sister brand – | Testing equipment E-Race Power Technology. | Design and development software Published three times a year within

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the season one (MAT-supplied) motor and inverter The BMW iFE.18 on track (Courtesy of Formula E) Electric Avenue packages were 96% efficient, and with that in mind it would be reasonable to expect Formula One to be in excess of that. same engineering-led remit, Despite the regulations now limiting aspects such as the minimum mass of the MGU-K, improving Ferrari’s unusual battery arrangement caused concern in Formula One circles early in the season the overall efficiency of the electrical elements of the power unit remains an important area of development for manufacturers, and not simply in terms of increasing power output at the crank. E-RACE POWER TECHNOLOGY Cowell also highlighted that the aero regulations introduced at the start of the 2017 season, which gave greater downforce and thus more time at full throttle, had made it more challenging to harvest sufficient energy to deploy the MGU-K’s

power whenever the car was not traction-limited. The FIA’s explanation of current Formula One power unit energy flows “The efficiency of the system, recovering energy provides a unique asset for suppliers and not just simply heating the atmosphere, matters more now,” he chemistry that provides a high energy density, meaning it can store commented. a large amount of energy, while the other could use a chemistry that The FIA’s investigation into Ferrari’s handling of the energy input to provides a high power density, allowing energy to be released at a very the MGU-K stemmed from an enquiry submitted by Mercedes, based high rate. on intel from two new arrivals at the team, technical director James Jeff Kessen, then of A123, which supplies batteries to teams Allison and Lorenzo Sassi, both of whom worked for Ferrari before including Porsche in the WEC, explained to RET’s sister publication of the products and services that are joining Mercedes at its UK base. Alternative Race Technology in 2016 that there is a notable difference Owing to the opacity of Formula One’s regulatory processes, exact between the construction of cells for power-dense applications and details of the supposed issue were not given. However, Formula One those for energy-dense ones. race director Charlie Whiting did reveal that Ferrari’s energy store The basic internal construction of a battery cell consists of an anode actually consisted of two batteries in a single housing. The issue and a cathode, separated by a thin layer of insulating material. As the use of silicon carbide MOSFET switching technology in the inverters, the materials in the MGU saw the copper windings themselves break raised by Mercedes centred on how the energy flow from each battery battery charges and discharges, lithium ions are able to pass from the replacing IGBTs. This technology has significantly improved power down owing to temperature, and the encapsulant in which many of was managed and whether it was possibly supplying more than the cathode to the anode via an electrolyte when charging, and vice versa enabling the electrification of competition switching efficiency and has made the motor control technology a lot the internal parts are potted is starting to transition from a fully hard Trouble with twins permitted amount to the MGU-K. when discharging. more accurate. solid state back to a softer one. We also learned that some things that The FIA cleared Ferrari of any wrongdoing at the Monaco Grand This mode of operation is the same whether a power- or energy- “We started playing with the SiC MOSFETs in season two, when are usually considered quite straightforward in motor design, such he 2018 Formula One season has been awash with The diagram makes the operation of the systems look relatively Prix, after admitting that the system was exceptionally complex and dense cell is needed, but the make-up of the internal components we were able to get our hands on prototype switchgear, building as crimping a wire, become a challenge when they need to operate Tvarious power unit-related controversies (writes Lawrence straightforward; in practice it is anything but. difficult to monitor. To satisfy itself that there was nothing untoward varies considerably depending on requirements. our own prototype inverter based on the technology. However, from within the power and current of a Formula E racing powertrain. Butcher). There have been the continued rumblings about As further background to the Ferrari question, it is worth looking afoot though, it used extra software-based monitoring of the battery. “The electrode design in a battery designed for power is a key season four onwards we worked with Magneti Marelli and their silicon “In Formula E, we are talking about large gauge wires that have to the use of lubricating oil as an aid to combustion, with the briefly at how the FIA regulates the output of the MGU-K. The drive However, the situation raises the question of why Ferrari might have consideration,” said Kessen. “High power density comes both from the cars and bikes. It allows such suppliers carbide-based power inverter technology, and we saw a 4-5% increase flow up to 500 A. If you don’t get the crimping process right, you can FIA determined to close every feasible loophole available to from the MGU-K is fed directly to the crankshaft of the IC engine, and opted for a twin battery system in the first place. chemistry of the battery and the electrode design. The active battery in efficiency compared to what we were running in the first couple of have significant losses in that part of the circuitry leading to excess manufacturers. Then, just before the Monaco Grand Prix, there the power is measured by the FIA through monitoring of the input Apparently, Ferrari has used such a set-up since 2014. It is not material is coated onto the surface of the electrodes, and that is what

years of Formula E. heat. Even without mechanical breakdowns, if you run an electric ONEFORMULA was a question over Ferrari’s handling of its energy store, with energy to the MGU-K’s power electronics (be that from the battery or known if other manufacturers’ power units also feature dual batteries; is generally being referred to regarding battery chemistry.” “This switching efficiency was coupled with a major reduction in motor too hot, it becomes very inefficient very quickly, making it hard suggestions that it may be circumventing the restriction of a direct from the MGU-H). very little such detail ever makes it into the public domain. The key to increasing the power of a battery is reducing the heat generated in the inverter, which enabled us to revisit the cooling to win races in this efficiency-driven formula. 120 kW maximum output for the MGU-K. The regulations assume an efficiency of 95% for the power Of course, a battery is not a single component; it consists of a resistance experienced by the ions as they travel between the design for the inverter. That further improved the efficiency of the “We have been able to transfer a lot of that early learning to BMW.” To anyone unfamiliar with the workings of the current generation electronics and motor and, speaking in 2017, Mercedes’ Andy Cowell multitude of cells (generally either cylindrical casings or pouches) all electrodes. “One of the most critical factors regarding battery power is overall powertrain,” Griffiths said. of hybrid Formula One power units, the diagram above right shows noted, “The efficiency of the MGU-K and its inverter matters, because interlinked and controlled by a battery management system. Ferrari’s the thickness of the coating on the electrodes,” noted Kessens. to directly connect with the powertrain Cooling the permitted energy flows between the various systems (as shown of the fixed efficiency ratio in the regulations. Anything you can do choice of two batteries means it has two distinct packs of cells within “The reason for that is that if you are discharging a battery, you Learning curve Griffiths said dielectric fluid is used to cool the battery, as specified in appendix 3 of the 2018 Formula One technical regulations). This to improve on that, the greater the power seen by the crankshaft. The the same casing, each individually managed. want the ions to move through the full thickness of the active material, Griffiths noted that the biggest learning curve for the team to date has by supplier McLaren. “For the rest of the powertrain, water is the best illustrates the various ways energy can move around the power unit, more you can beat that efficiency value, the better off you are.” It may be that its choice to use two separate packs was driven by across the insulator, and through the full thickness of the second been with respect to thermal management. He said, “We’ve certainly heat transfer fluid as it has the fastest-acting and highest heat capacity be that in the form of electrical energy or fuel energy. Working to the 95% efficiency ratio means manufacturers can packaging, for example of the cooling system. Dividing the packs into material. The greater the distance and the more material the ions have seen some challenges and learned a lot about the importance of of any fluid. Because it is an electrical conductor though, you have to Certain flows are restricted. The maximum flow into the energy effectively feed 126 kW into the control electronics for the MGU-K, two could make it easier to thermally manage each pack, under what to pass through, the more resistance there is in the battery.” thermal management for the inverter, motor and the battery. We also ensure it is properly separated from the electrical elements. store from the MGU-K is capped at 2 MJ per lap, while the total flow with the regulations assuming that the actual useful output of the are undeniably hostile operating conditions (the fact that Renault has Unfortunately, if one simply puts a very thin coating onto the engineers working in this explosive learned – in quite dramatic fashion – where the thermal limits of the “In seasons three and four, both our electric motor and inverter had a from the energy store to the MGU-K is capped at 4 MJ. However, that MGU-K to the crank will be 120 kW. However, given the intense still been suffering battery problems in 2018 illustrates this). electrodes, resistance will be low and thus power high, but at the various elements of the electrical powertrain are, in particular the cooling jacket designed into them so there is no direct passing of fluids does not mean the total energy consumption of the MGU-K is 4 MJ focus on efficiency development in both the power electronics and However, it could also be that each pack in the unit is of a very same time the energy content of the battery will be very low. By using thermal limits of the materials inside the motor and inverter. over electric components. We were using distilled water with a corrosion per lap, as energy can be fed directly from the MGU-H (driven by the the motors themselves, it is safe to say that all the manufacturers are different type, and combining different types gives an advantage from one battery pack that is very energy-dense and another that is power- t “In the case of the electric motor, exceeding the thermal limit of inhibitor mixed in. t turbocharger compressor) to the MGU-K. more than 95% efficient in this area. With reference to Formula E, energy and power density perspectives. One of them could use a dense, Ferrari could be able to circumvent some of the compromises 68 36 37 new field around the globe, for whom E-RACE POWER TECHNOLOGY All-Electric Projects: Race Series/Vehicles is an invaluable resource. | Formula E (9 projects) | TT Zero (3 projects) | Extreme E | I-PACE eTROPHY | ETCR | ADAC Opel e-Rally Cup | MotoE | GT-X E & GT-X H | Electric GT | Smart EQ fortwo e-cup | Smart EQ fortwo e-cup RX | China Electric Touring Car Challenge (CETC) To discover how you can deliver | ERA Championship | 24 Hours of Oschersleben electric car race | Air Race E | Airspeeder | Ice Racing-E your message to the pioneering | World Solar Challenge | Formula SAE/Student | Electric kart and eBike (e-cycle) racing (various) | | Roborace | Formula Student Autonomous Competition (FSAC) | Volkswagen I.D. 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the history editorial Racing series represented by editorial Launched in Spring 2007 and published The Race Technology Reports take the wider These are extensive, 8-12 page articles which coverage include: annually, the High Power Media series of view of racecar design and development, present an in-depth analysis of a particular

Race Technology Reports provide complementing the engine focused content of vehicle. The features cover all aspects of the car, | ASCS Sprint Car Series | Asian Le Mans readers with a high quality, technical Race Engine Technology. Edited by Lawrence but the focus tends to be on the chassis and | Dakar Rally | European Le Mans source of information, that recognises Butcher, each report delves into the details of aerodynamic development, as well as the overall | FIA European Drag Racing that race engines do not live in specific racing types from across the globe. story of the engineering challenges a particular | Formula One | Global Rallycross isolation. Putting the powertrain into Whether it is Top Fuel drag racing or Formula project presented. | Historic Masters Racing – all series the whole-car context enables our team One, a range of features get under the skin | HSCC | IHRA | Le Mans Classic of industry experts to consider everything of the cars, looking at everything from the Technical review | NASCAR Monster Energy Cup Series, else beyond the engine, ranging from subtleties of chassis construction through to the Where applicable, Race Technology Reports Xfinity Series, Gander Outdoors Truck Series tyres and brakes, to transmission and advanced simulation tools used for aerodynamic contain a technical season review of a specific | NHRA (All Divisions) | Pikes Peak | Trophee Andros aerodynamics. With the same attention development. Nowhere will you find more series. With the fast rate of development within | USAC Silver Crown & National Midget paid to the quality and depth of the in-depth analysis of the engineering behind racing, engineering solutions evolve from | USCC | WeatherTech Sportscar Championship technical information provided as in our modern racing machinery. season to season, particularly if rule changes are | SVRA | World Endurance Championship Race Engine Technology magazine, implemented. These technical reviews look at all | World of Outlaws Late Model each Race Technology Report Dossier aspects of the cars, from chassis to powertrain | World of Outlaws Sprint Car Series provides a unique review of leading In each Race Technology Report is one of High and aerodynamics. | World Rally Championship | World Rallycross classes of global motorsport. Power Media’s signature ‘dossier’ features. | World Series SprintCar, and many more!

ENCOMPASSING ALL ASPHALT & DIRT OVAL RACING ENCOMPASSING GRAND PRIX CAR DESIGN, DEVELOPMENT & ENGINEERING ENCOMPASSING ALL ENGINEERING ASPECTS OF HISTORIC RACING VEHICLES ENCOMPASSING ENDURANCE RACECAR DESIGN, DEVELOPMENT AND ENGINEERING

PONY EXPRESS THE SILVER BULLETS MAZDA MAKES ITS MARK FRENCH CONNECTION Ford brings the Mustang to Cup Mercedes’ GP contenders in detail Multimatic’s development of the RT24-P Keeping Peugeot’s Le Mans monsters alive

WINGING IT PEOPLE POWER MIND ALTERING WINGED WONDERS Groundbreaking Dirt Late Model sims How team organisation impacts on performance Design for AM investigated Karl Ludvigsen on the Chaparral 2E TECHNICAL INSIGHT FREEFORM ENGINEERING BACK TO THE FUTURE Off track testing and NASCAR aero HOW THE RACE WAS WON Additive manufacturing in the spotlight Analysis of the 2019 Le Mans 24 Hours How reverse engineering is helping historic racers

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USA $40, UK £20, EUROPE e30 UK £20, USA $40, EUROPE e30 annual report UK £20, USA $40, EUROPE e30 Under official licence annual report annual report UK £20, USA $40, EUROPE E30 with the ACO annual report headline statistics publishing schedule

Print run: 3,000 copies per report (minimum) Race Technology Issue Advertising Publication Report deadline date in excess of Estimated readership: 10,000 e At UK£20 / EUR 30 / US$40 per report, readers are inclined to share their copy with others Vol 8: December 2019 20th November 4th December

Reader profile: In addition to paid copy sales, each report is sent to 1,500 engineers, technicians, aerodynamicists, team managers, powertrain professionals and other key personnel within Vol 10: February 2020 22nd January 5th February the specific area of motorsport covered by the report. This ensures that, irrespective of who chooses to purchase the publication, advertisers are guaranteed that their principal target market is extremely well covered. Vol 11: April 2020 18th March 1st April Geographical breakdown:

Vol 14: May 2020 13th May 27th May USA

43% UK Vol 14: August 2020 29th July 12th August

24% Europe

ROW Vol 2: October 2020 23rd September 7th October 10% 23% Vol 9: December 2020 18th November 2nd December

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“Congratulations on 15 years of RET! You “Basically all of your “I recommend your magazine to everyone in continually achieve a very high standard of productions are top notch. the paddock and every person that has signed reviewing engines and engine components They are considered here in up for your magazine has thanked me for from a highly technical perspective. We have the States the best of the best.” informing them of your publication. We all think learned a great deal from your articles.” your magazine is head and shoulders above all Dr. Andrew Randolph – “You have no peers in technical others.” Engine Technical Director, ECR Engines motorsport publishing! Keep up the good work Ian and the team.” “Everything in RET is excellent! When I’m

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