Race Engine Bioethanol and Biodiesel

Fuels forMEDIA.

thoughtPOWER Wayne Ward reports on the various technologies lining up to see motor racing past the fossil-fuelONLINE age

hat is alternative energy? From Race Engine bioethanol and biodiesel. Indeed, there are a number of successful Technology’s point of view, it is energyHIGH that is not REPUBLISHED race engines that have been converted to run on fuels which are necessarily created from fossil or synthetic sources. either entirely biofuels or have a large proportion of biofuel content. So, we might include solar energy, energy stored BioethanolOR is the best known of the biofuels; your average ‘man on Win batteries and capacitors, flywheels, energy in the exhaust gases of combustion devices, energy in the form of biofuels such as bioethanol, Fig. 1 – The American Le Mans Series encourages OF BE alternative fuels. The Mazda-powered Dyson Racing and the output of fuel cells. machine ran on a mix of bioethanol and biobutanol We don’t aim to pass judgement on the rights and wrongs of in 2010 (Courtesy of Advanced Engine Research) electricity generation for electric race series; the term ‘zero-emission vehicle’ is a controversial one. Nevertheless, the time will come when most of our electricity generation will be from non-fossilTO sources, and our road transport is predicted to be largely of the purely PRINTelectric type within a few decades. It is inconceivable that motor racing won’t follow this trend and, as we shall see, there are those in the forefront who are already racing in the pure electric arena. We need to deal here not only with the source of theIN energy, but its storage and conversion to motiveNOT thrust. An electric motor is not generally a device for energy storage, but rather a means of converting stored chemical energy into kinetic energy. Where energy is stored by mechanical means, a transmission is the means by which energy is capturedPROPERTY and released. Alternative fuels Of those technologies that readers of Race Engine Technology are familiar with, the internal combustion engine is the best known. There are many options for converting existing engines or designing new ones to run on what might be termed ‘alternative fuels’ such as

28-35 RET053.indd 28 22/03/2011 12:01 FOCUS : ALTERNATIVE ENERGY

the street’ will probably have heard of it for one of two reasons – the between synthetic ethanol and bioethanol. Bioethanol is produced by fact that it can be used as a fuel, or the ongoing political debate about fermentation of much longer molecules (sugars and starches) that we its production. Biodiesel is also well-known; it can be produced from find in quantity in certain crops. The argument about so-called fuel both animal and vegetable fats. crops displacing food crops as we try to become less dependant on There are a number of ‘E’ fuels containing bioethanol mixed with fossil sources of fuel has led to a lot of money being spent on r&d to gasoline. E5 contains 5% bioethanol, E10 contains 10% bioethanol, produce the cellulosic alcohols mentioned above. and so on. Fuels containing less than 10% of ethanol are popular Cellulose isn’t readily digestible by humans, and we call it ‘fibre’ for a number of reasons. First, they can be used in unmodified or ‘roughage’. It is treated as a waste product generally in terms of gasoline engines. Second, they can be helpful in cleaning up exhaust food, although it does haveMEDIA. a number of important uses. Cellulose is a emissions, and for this reason they are mandated in certain parts of the substance where a great number of organic units are joined together. It world. E15 is a popular fuel blend, and in 2011 NASCAR will run with is not fermentable without pre-treatment to break it down into sugars E15 fuel where the 15% ethanol is biofuel made from corn grown in and starches. The attraction of cellulose is that it is abundant; about a the US. third of all plant matter is cellulose, but the quantity varies from plant Ethanol has a higher octane rating than gasoline, so engines running to plant. a fuel with some ethanol content can run a higher compression ratio, As a race fuel, pure bioethanol requires some changes to the and many of us will be familiar with the positive effect of compression operating conditions of the engine, as well as some understanding ratio on engine efficiency and output. of the properties of the fuel from the series organisers. The fuel has E85 is a blend of gasoline with 85% ethanol, and some teams in a much lower energy density than gasoline or diesel, so to produce the American Le Mans Series have used this fuel with the ethanol competitive power you need to use more fuel. This might require content being of the cellulosic type. Cellulosic ethanol is made from POWERthe rule-makers to allow users of biofuels to run a bigger tank to the cellulose in plant matter, and therefore many types of vegetation be competitive. For example, in endurance racing, a given size of and waste from arable farming can be used, although the vegetation fuel tank containing E85 will take the car far fewer laps than one requires more processing to produce the sugars used in the alcohol containing gasoline. Tanks of different fuels containing the same production process.’ quantity of energy will have different masses, so to balance car ‘Conventional’ bioethanol is produced from sources such as corn performance where differentONLINE fuels are used in one race class is not and sugar cane; there is some controversy here over the merits of straightforward. displacing food crops in order to grow fuel. All types of simple, Beyond bioethanol, there are other alcohol fuels in use in racing. short-chain alcohols, whether produced by industrial synthesisHIGH or REPUBLISHED Again in endurance racing, the Mazda two-litre turbo engine being by biological methods (fermentation using bacteria or yeast) are raced in the American Le Mans Series has been successful while chemically identical. Once refined, it is not possible to differentiate running onOR alcohol fuels. In 2010 it ran a mixture of ethanol and biobutanol (Fig. 1). OF BE There are some unusual facts concerning butanol. It can take a number of forms, as it is the first of the alcohols where the chain doesn’t necessarily have to be a straight line. It can take a tetrahedral form called t-butanol, which is a solid at room temperature, although this is miscible in ethanol. Another interesting fact is that, while it isn’t TO safe to eat or drink, it is allowed in countries such as the US and Japan PRINTas a food additive to enhance flavour. Butanol fuels have several advantages over bioethanol. They can be run in gasoline engines with very little or no modification, and its energy density (in terms of energy per litre of liquid) is much IN closer to that of gasoline than is the case for ethanol. In fact, the NOT specific energy of butanol fuel (measured in energy in the fuel per kilogramme of air consumed by the engine at stoichiometric conditions) exceeds that of gasoline. Oil company BP has developed both biobutanol-blend road fuels and the ethanol-butanol mix used in endurance racing. PROPERTY The ethanol-butanol mix improves on the poor energy density of ethanol and the octane rating of butanol. The octane rating of butanol is very similar to gasoline, although lower, and the ethanol boosts this, allowing it to run happily in a high-compression air-restricted turbocharged application. As motor racing and production engines

move inexorably toward small, light, highly boosted turbocharged t

28-35 RET053.indd 29 22/03/2011 12:01 FOCUS : ALTERNATIVE ENERGY

Hybrid technologies The recovery of braking energy is one area where racing is very much in the vanguard. Providing that the rules encourage – or at least do not stifle – such developments, this is something we will see increase in use in the coming years. The ACO, which organises the Le Mans 24 Hour race and whose regulations form the basis of the various other endurance series running globally, has come up with a carefully considered set of rules that seem to encourage hybrid technology, and it should be applauded for this move. However, theMEDIA. ACO has not given an automatic entry to an LM P1 gasoline-electric hybrid entry for the 2011 race. There are a number of variations on the recovery, storage and re-use of braking energy, but all have the same theme. They seek to reduce the amount of kinetic energy converted to heat and dissipated by the brake system, and use the recovered energy at an advantageous time. In roadcars, the general aim of such systems is to have a car with a Fig. 2 – Zytek’s permanent-magnet three-phase motor technology small engine that feels like it has a big engine when we put our foot has been developed over many years. This motor is the basis for a hybrid endurance prototype to be raced in 2011 (Courtesy of Zytek Automotive) down. In racing, the aim of an unfettered set of regulations would surely be to increase acceleration and decrease lap time. It is likely engines, any biofuels developed need to be able to cope with the though that racing, in seeking to present a more environmentally particular needs of such engines. Knock resistance is one of the most POWERfriendly image to the public – and in trying to become a more relevant important parameters, and a high octane rating is essential in this arena for the development of technology – will frame its regulations respect. to have similar aims to those of the roadcar manufacturers. We might Methanol is another alcohol fuel which many racers will be familiar see smaller, more efficient engines, linked to hybrid systems to give with, as it was used in CART (Champ Car) for many years. It too can racecars performance equal to those with a larger engine. be produced as a biofuel and can be run as a blend at 10-20% with Production cars equippedONLINE with hybrid systems are all electric gasoline without requiring engine modifications. Pure methanol has hybrids – they capture, store and re-use the energy electrically. We some problems though. In addition to poor energy density, it often are probably all familiar with the alternating current generator (ACG/ requires either material modifications to race engines HIGHor for the engineREPUBLISHED alternator) being part of our roadcar or race engine installation. This to be run on gasoline after a race so that the system is purged of takes a drive from the engine to charge the battery. The battery, being methanol. a store ofOR chemical energy, is able to supply other components that So, for a bespoke engine, designed to run on methanol, there should require electrical energy. In this case the alternator is parasitic: it takes be few problems, provided that the materialOF issues are understoodBE energy from the engine to power other systems. and that any particular procedures are followed. Methanol burns with With an electric hybrid system, a much larger and more powerful a clear flame, and where there are fuel spills which are ignited, this alternator is used, and when the driver applies his foot to the brake makes the resulting fire difficult to tackle. pedal, the braking demand is calculated and the car is slowed by the It is clear that biofuels such as bioalcohols and biodiesel will opposing torque of the alternator and the brakes. One of the clever become an increasingly important part of the ‘energyTO mix’ that is used parts of such systems is the calculation and management of the for both road transport and racing in future, although present costsPRINT amount of braking energy converted by the brakes and the alternator. of production don’t make them attractive economically compared to When the battery is fully charged, the driver doesn’t want to feel part crude oil-based road fuels. We cannot replace gasoline and diesel with of his brakes ‘switched off’, nor does he want to feel an inconsistent biofuels in the near to medium term; the capacity to do so in both fuel response to a consistent application of the brakes at any given corner crop production and processing capacity does not exist.IN on each lap. The control of such systems so that consistent brake ‘feel’ Should racing lead the way inNOT this? In many cases there is little and performance are maintained is a key point in their successful scope within the rules to use ‘alternative’ fuels, and where there is implementation. scope, it can often be a disadvantage to use other fuels unless there The alternator for a race electric hybrid is a very special piece is some way to balance the overall performance of the vehicle during of equipment, being generally a three-phase machine capable of the race. As we have seen, the differences in energy content of the converting energy at a high rate in a small package. A well optimised fuelPROPERTY mean that the balancing of vehicle performance to provide a hybrid motor will be similar in principle to the small specialised ‘level playing field’ is not straightforward, and requires some careful permanent-magnet alternators used in some race applications. The consideration on the part of the series organisers and rule makers rate of energy conversion is such that these motors often require liquid if different fuels are to be allowed in a race. Of course, mandating cooling in order to keep the internals within the optimum operating a certain fuel for a given series is another option whereby series range. Fig. 2 shows a typical race hybrid motor.

organisers can make the leap to biofuels. The alternator charges a large battery (Fig. 3) with a much greater t

28-35 RET053.indd 30 22/03/2011 12:01 MEDIA.

POWER

ONLINE HIGHREPUBLISHED OR OF BE

TO PRINT IN NOT

PROPERTY

RET_ADTEMP.indd 1 22/03/2011 19:26 Fig. 3 – A racing hybrid battery, based on lithium-ion cells (Courtesy of Zytek Automotive)

The lithium-ion cell can be optimised for energy storage or charge/ discharge rate (power), although cell development means that both these parameters have seen improvements in recent years but, in general, improvement in energy density means a discharge in power density. Owing to the large amount of research into lithium-ion cells, we can look forward to rapid development in the next few years. There is a lot of research into improving the charge/discharge rates of cells, so that high power demand or availability can be satisfied with a lower battery mass. Quite often theMEDIA. discharge rate of a battery is the limiting energy storage capacity than we would normally be used to finding in factor, and this is affected by electrode area, chemistry and the design a racecar. In general, a racecar battery is used only for powering small of the ‘current collectors’ within the cells. loads such as lighting, fuel injection and so on, rather than providing In any electric hybrid installation, there is a third major component any motive power. A normal race battery is similar to a general in the system, besides the battery and motor, and this is the power automotive battery, being based on lead-acid chemistry, using either electronics module. This is responsible for the high-speed switching of water or a gel as an electrolyte. A battery is made up of more than one large currents that enables the three-phase motor to work. cell; while we all call the devices that power our TV remote control or The three modules are most commonly packaged separately, giving wrist watches ‘batteries’, these are more correctly referred to as cells. a lot of flexibility in the choice of where to site each component. The A car battery though is correctly termed a battery. In a 12 V battery battery can be irregularly shaped and even split into smaller parts, to there are six lead-acid cells, each producing about 2 V. be more easily packaged on the car. This can be a compelling reason The most common kind of battery used for hybrid race applications POWERfor using electric hybrid technology. is based on lithium-ion cells. These first became available There are a number of electromechanical hybrid systems that commercially in the early 1990s, although cells chemistries based on use the advantages of storing energy mechanically. Energy storage lithium were first used almost a century ago. The chemistry of the cell using flywheels is nothing new but it is the subject of a lot of current dictates the voltage that it produces, and a lithium-ion cell produces research, and strong interest is being shown in this field by a number about 3.5 V. These are available in cylindrical and flat forms. Where of automotive manufacturers,ONLINE even though such systems have been chemistry dictates voltage, cell volume dictates energy capacity. used for a number of years for uninterruptible power supplies for Whichever geometry of cell is chosen for the battery in question, it is computer installations. normal to connect many cells in series. As we might rememberHIGH from our REPUBLISHED Electromechanical systems use a motor to spin a flywheel, and the physics lessons at school, electrical power is equivalent to the product energy stored in the flywheel can in turn be used to drive the motor/ of voltage and current. Therefore, given a certain power requirement, alternatorOR (a motor is an alternator when the flow of energy is in the we need to choose which voltage to use. High currents require a high opposite direction). The electrical energy can then be fed by other cross-sectional area for the conductors, leadingOF to much higherBE system motors to augment the engine output at the crankshaft, the gearbox or weights. Electrical transmission losses are also lower in high-voltage at the driven wheels. systems, which is why electrical power lines are always high voltage. A number of companies in racing are involved in electromechanical The use of lithium-ion cells is not straightforward; there are a hybrid technology, with one system being raced by a well number of factors that need to be considered. Batteries made up known manufacturer in GT racing using a novel approach to the of lithium-ion cells need a protection circuit, oftenTO referred to as a electromechanical concept. In loading a large flywheel with magnetic battery conditioning circuit, which limits the peak voltage of eachPRINT cell particles, the flywheel itself acts as the rotor of a conventional electric and stops any cell voltage from dropping too low on discharge. Cell motor/alternator. This system was originally developed for the 2009 temperature monitoring is used to check that the cells aren’t becoming Formula One KERS (Kinetic Energy Recovery System) regulations. The overheated, which can cause damage, fire or even an explosion. advantages of flywheel storage are high energy and power density, plus There is also some loss of performance due to depthIN of charge / the important fact that the system doesn’t age over time, as a battery discharge. This can be controlledNOT to some extent by maintaining the does. For this reason, flywheel energy storage is being looked at for battery in the middle of its charge and discharge cycle, and this strategy space-flight applications by organisations such as NASA. is commonly employed in production car hybrid vehicles. However, this There is a third alternative – a fully mechanical system that links means that a much heavier battery is used for a given level of power or the flywheel to the engine or transmission via a constantly variable energy storage, as there is a portion of the battery’s capability at the top transmission. One such system has been featured in Race Engine andPROPERTY bottom of the voltage range that isn’t used. For racing, the depth of Technology a number of times. Again this was originally developed for charge and discharge is much wider, which means that the mass of the the 2009 KERS regulations, but was never raced. However, the system battery is a minimum given the level of energy storage, although there is under investigation by a number of large-volume and niche-market is a penalty for this in terms of reduced life. Lithium-ion cells also age motor manufacturers; if we needed to prove a link between motorsport naturally over time, although this effect is reduced by storing the cells at and the general automotive industry, this is it. A system developed lower temperatures, typically lower than 15 C (about 60 F). initially for racing use, it is being taken very seriously to improve

28-35 RET053.indd 32 22/03/2011 12:02 FOCUS : ALTERNATIVE ENERGY

Fig. 4 – Ricardo’s ﬂ ywheel-based Fig. 6 – This turbo- hybrid drives via an electromagnetic generator is an example of coupling – the magnets can be seen turbo-compounding, and below the carbon skin of the smaller takes energy from the hot cylinder. No shaft seal passes exhaust ﬂ ow and converts through the case of the vacuum it to electricity. The energy chamber, which therefore requires can be used for both no pump (Courtesy of Ricardo UK) charge compression and traction purposes (Courtesy of Bowman Power) MEDIA.

POWER

ONLINE Fig. 5 – Flybrid’s mechanical hybrid system uses a 60,000 rpm carbon ﬁ bre ﬂ ywheel. It has a very lightweight steel inner combined with a strong composite rim. This HIGHREPUBLISHED system will race during 2011 (Courtesy of Flybrid Systems) hot stream of exhaust gas, which takes a huge amount of energy out of the systemOR in the form of hot, turbulent gas and dumps it into the vehicle performance or powertrain effi ciency, and it will race at Le atmosphere. Turbocharging, where it is employed, takes a proportion Mans in 2011. OF BE of this energy and uses it to compress the inlet air, thereby increasing Flywheels might commonly be thought of as large steel discs, but the mass fl ow capacity of the engine. Turbo-compounding is the equally they may be cylinders with considerable width. Modern next logical step, and will arrive in racing when the rules encourage fi bre-reinforced composites, with their very high strength, make high- maximum effi ciency. Cosworth reputedly looked at this in the last capacity fl ywheels in small package spaces a reality. Our school turbo Formula One era; stories from the time say the FIA was not keen rotor-dynamics classes taught us that the most effiTO cient place to put on the idea of the men from Northampton supplying power units with material if high inertia is required is at the periphery of a cylinderPRINT of a vastly more power than anyone else would have. given diameter. Flywheels from racing mechanical hybrid systems, are Turbo-compounding takes energy from the exhaust and increases shown in Figs. 4 and 5. tractive effort by one of various methods. Purely mechanical turbo- compounding takes the drive from the turbine and, through a series Turbo-compounding IN of gears, returns the energy to the crankshaft. Where this is done at a In general, gasoline engines areNOT not brilliantly effi cient, being usually fi xed speed ratio, we might expect to fi nd that maximum effi ciency is little better than the average coal- or oil-fi red power stations which not achieved. have thermal effi ciencies of around 30%, and certainly much worse There are a number of ways in which exhaust energy can be than the very best technology that power generation can offer. While captured and returned to the drivetrain, and where we can incorporate motorsport is rarely seen as an environmentally friendly pursuit, many an energy storage device – electrical energy stored in a battery, ofPROPERTY the best race engines are more fuel-effi cient than most roadcars. I fl ywheel or other device – we don’t have to re-use the energy at the don’t expect to hear that a Formula One car can average 75 miles per same time as we harvest it. Some of the possible turbo-compounding gallon, but if roadcars could match the specifi c fuel consumption of technologies were discussed in the recent Race Engine Technology the best race engines, we wouldn’t gripe so much about the cost of article (1) on turbocharging and supercharging. High-speed turbo- gasoline at the pumps. generators which supply energy to a battery (Fig. 6) are available now,

What most engines produce as a by-product of combustion is a very and coupling a turbine to a fl ywheel via a CVT is another possibility. t

28-35 RET053.indd 33 22/03/2011 12:02 FOCUS : ALTERNATIVE ENERGY

Fig. 9 – Westﬁ eld’s iRacer is an electric racecar designed to compete in the one-make Sports EV class of the EV Cup

MEDIA.

Fig. 7 – TTX-GP is a race series for electrically powered motorcycles. With two classes, one with limited technology and the other with very free rules, it promises the chance to develop technology without the need for excessive spending (Courtesy of TTX-GP)

There is interest in taking the pure-electric powered land-speed record (LSR) for motorcycles, with more than one team planning an attempt in the near future. Fig. 10 shows CAD images of the motorcycle for one such attempt by Tokyo Denki University in Japan. Its bold aim is to break the 330 kph (206 mph) barrier using a 177 kW Fig. 8 – The Mission R is a bespoke electric motorcycle with specially designed chassis, POWER(240 hp) electrically powered streamliner. and electric motor. Aimed ﬁ rmly at TTX-GP competition, it is one of a small number of bikes not based on a production motorcycle chassis (Courtesy of Mission Motors) Another university team, based at Ohio State University, holds the international record for an electric vehicle at 307 mph (494 kph) in its At any time where there is a reasonable mass fl ow through the engine, Buckeye Bullet 2.5 streamliner. More on this team below. it can be worthwhile to extract energy from the exhaust fl ow, and this We should also remember that one previous holder of the outright will become a more prevalent technology as time goes on. LSR captured the recordONLINE in 1899 in an electrically powered machine, and in doing so the Belgian Camille Jenatzy was the fi rst man to break Purely electric racing the 100 kph (62 mph) barrier in a car. Purely electric vehicles use the same main modules (energyHIGH storage, REPUBLISHED motor and power electronics) as the hybrid section of a hybrid Fuel cells powertrain, but without any further power source on the vehicle. The Fuel cellsOR have attracted much r&d, both by small private fi rms and past few years have seen the emergence of pure electric motorsport. by the motor industry. Hardly motor-racing but Suzuki, via a research The Isle of Man is not a place for the faint-heartedOF nor is it anBE ideal body in the UK, has achieved whole-vehicle type approval for a setting, one might imagine, to test the ability of electrically powered scooter-type motorcycle. The much-publicised Honda FCX Clarity is race machinery – electric vehicles of all kinds are routinely criticised available, albeit on a very limited basis, for lease in the USA. for their inability to do anything more than a very short shopping trip A fuel cell is a power source that combines a fuel – hydrogen in the without being recharged. case of the Suzuki scooter and the Honda Clarity – with an oxidising The TTX-GP motorcycle race series (Fig. 7) beganTO in 2009 with a agent to produce electricity that can be used to propel the vehicle. one-lap race around the 37.7 mile Isle of Man TT circuit. The seriesPRINT is For most production applications, the oxidant will usually be the now fl ourishing on three continents (the US, Europe and Australia) and oxygen in the air. The chemical reaction in a hydrogen fuel cell, where an Asian series is planned as well. Some of the races are televised, and oxygen is the oxidising agent, produces only water as a waste product, the level of engineering is impressive. which is one reason why hydrogen fuel cells are being pursued by the The advantage of a motorcycle race series is the costIN of competing; automotive industry. the same technology needs to beNOT developed as would be applicable Fuel cells can use other fuels though, such as alcohol and other to an electric car, but because the energy and power requirements hydrocarbon-based fuels. There are also high-temperature fuel cells are much lower, costs are also correspondingly lower. An innovative that can use conventional gasoline as a fuel, so don’t require the concept in making rules for TTX-GP – they are written by the new fuel supply infrastructure needed for hydrogen. While hydrogen competitors and other interested parties – allows for fast development. appears to be a panacea as far as emissions are concerned, however, PROPERTYFollowing in the pioneering footsteps of TTX-GP is an electric car people such as Bossel (2) have raised concerns about the effi ciency race series called EV Cup. The series has three classes, one of which is and environmental impact of hydrogen fuels owing to the energy based on a production electric vehicle, the Think City. Next is the Sports required to produce the fuel. EV class, based on a one-make format using Westfi eld’s iRacer. The Fuel-cell racing is some way off, but our bold colleagues who try Prototype EV class will be run on a time-trial format rather than being a to break the LSR are encouraged to try new technologies, by having conventional race series, and will have few technical restrictions. special classes created in which to compete. Ohio State University,

28-35 RET053.indd 34 22/03/2011 12:02 Fig. 10 – A team of students aims to break the electric motorcycle land speed record. This CAD rendering of the main powertrain components in the chassis shows batteries in blue, power electronics in yellow and the motor in orange (Courtesy of Tokyo Denki University, Japan)

Fig. 11 – Fuel cell cars are a hot topic of r&d at many car companies, but in motorsport have only made their mark in land MEDIA.speed record competition. Ohio State University’s Buckeye Bullet 2 broke the fuel cell record in 2009 at 303 mph

Fig. 12 – Long-distance solar races are not high-speed affairs, being held on public roads, but use highly developed racecars for the purpose. This car was built by Tokai University in Japan

with its Buckeye Bullet 2 mentioned above, broke the hydrogen fuel cell record in September 2009 at almost 303 mph (487 kph) for the fl ying mile (Fig. 11). LSR attempts are certainly motorsport, although many people would not class this as racing; what they do spectacularly well though is inspire a lot of engineers to get involved, and the proliferation of classes for which offi cial records exists changes as new technology POWER arrives. In short, LSR competition encourages innovation by creating an atmosphere and an environment where new ideas and or alcohol-fuelled vehicles, manufacturers seem to agree that many technological advances in propulsion are welcomed. It will never be cars will have internal combustion engines for decades to come. As short of competitors for this reason. fossil fuels become scarce and biofuels compete with land for food Where purely electric vehicles sometimes come in for criticism production, there willONLINE be an increased focus on effi ciency. Motor is the environmental impact of coal-, oil- and gas-fi red generation. racing has an important role to play here if the rules encourage us to Although not a device for motor racing, another kind of fuel cell, do so. It can be argued that not doing so will be harmful to motorsport. based on molten carbonates, can help to clean up the HIGHemissions from REPUBLISHED While car manufacturers seem to agree that the internal combustion power stations. Renewable power and nuclear reduce the emissions engine isn’t ready to be pensioned off in the near term, many agree from power generation. that its daysOR for personal transportation on a large scale are numbered and will possibly end within the lifetime of many of us, unless we Solar racing OF BE can fi nd a cheap, plentiful fuel that has a low environmental impact The annually-run World Solar Challenge won’t ever be described as and that does not force us to make diffi cult decisions regarding food exciting motor racing, but it is a race and it does represent a substantial production. The purely electric and fuel-cell powered vehicles that are technological challenge (Fig. 12). The 2011 race is across Australia, now being introduced will be the future of road vehicles and probably after taking part in the US previously, and has been run for more than of motorsport too. Impressive LSRs and race series such as TTX-GP show 20 years. The underlying technology here is photovoltaicTO cells, which that racing can survive this changeover when it comes. Motorsport needs take energy from sunlight and convert it to electricity, which canPRINT be to accept this and play its part in developing this technology. ■ used directly or stored in a battery and used on demand. References Summary 1. Ward, W., Focus on Turbo and Superchargers, Race Engine There are a number of fronts on which ‘alternative energy’IN motorsport Technology magazine, issue 51, Dec 2010/Jan 2011 is being advanced. Biofuels areNOT a reasonably mature technology, 2. Bossel, U., “Does a Hydrogen Economy Make Sense”, Proceedings with the weight of various governments behind them, a developing of the Institute of Electrical and Electronics Engineers, October 2006 production capability and capable of use in a conventional internal combustion engine. Hybrid technologies using regenerative braking Credits and exhaust energy recovery are a part of motor racing, and will The author would like to thank Shigenori Ogura of Tokyo Denki continuePROPERTY to be so for the foreseeable future – indeed, it is almost University, Mike Wilson of Shell Global Solutions, Doug Cross and Jon Hilton of Flybrid Systems, Azhar Hussain of TTX-GP, Ian Lovett, inconceivable that their use will not expand. Steve Tremble and Karen Brittan of Zytek, Steve Sapsford, Andy Where rules are written to encourage effi ciency in motor racing, Atkins and Anthony Smith of Ricardo UK, Craig Goodfellow of there is little doubt that such technologies will be taken up and Coryton Fuels, Anders Hildebrand of Anglo-American Oil Company developed in motorsport, putting us in the vanguard of r&d that is and Nigel Vincent of ABSL Power Solutions. relevant to the wider automotive industry. Whether we drive gasoline-

28-35 RET053.indd 35 22/03/2011 12:02 TO OURSIGN-UP FREE WWW.RET-MONITOR.COME-NEWSLETTER AT 4 WAYS TO BUY: TECHNICAL 1) ONLINE AT WWW.HIGHPOWERMEDIA.COM 2) CALL US ON +44 (0)1934 713 811

DOWNLOAD A SUBS FORM FROM WWW.HIGHPOWERMEDIA.COM AND RETURN BY: 3) FAX TO +44 (0)208 497 2102

4) POST TO ADDRESS BELOW

engine race ISSUE 051 051 ISSUE

engine race ISSUE 049 049 ISSUE

ISSUE 052 race engine

TECHNOLOGY DEC/JAN 2011 DEC/JAN

TECHNOLOGY Subscribe to the world’s SEPT/OCT 2010 2010 SEPT/OCT

TECHNOLOGY

JON HILTON: Radical KERS for Le Mans 2011 FEBRUARY 2011 MOSE NOWLAND: From GT40 to Ford’s Pro Stock return

Reher-Morrison 854 • Mose Nowland • QUB 500 cc • Turbo/supercharger Focus • Piston Ring Focus • PMWE 2010 • Race Engine of the Year 2010 • IRED Pro Stock • Tony Southgate Tony • Stock Pro IRED • 2010 Year the of Engine Race • 2010 PMWE • Focus Ring Piston • Focus Turbo/supercharger • cc 500 QUB • Nowland Mose • 854 Reher-Morrison THE COMMUNICATIONS HUB OF THE RACING POWERTRAIN WORLD

Toyota F1 V8 • Crankshaft Focus • Heat Treatment • Race Engine of the Year 2010 • Engine Expo • Le Mans GT report • MotoGP engine life engine MotoGP • report GT Mans Le • Expo Engine • 2010 Year the of Engine Race • Treatment Heat • Focus Crankshaft • V8 F1 Toyota THE COMMUNICATIONS HUB OF THE RACING POWERTRAIN WORLD leading technicalMEDIA. magazine THE COMMUNICATIONS HUB OF THE RACING POWERTRAINGIANT WORLD OF THE RACE JOHN DARBY: Lamborghini V12 GT1 • Moto3 packaging • Exhaust systems Focus • Ford and Mountune at Le Mans • CFD Focus • IMIS & PRI 2010 NASCAR edges ever closer to injection ENGINE WORLD TOYOTA’S GRAND PRIX ENGINE EXPOSED! LAMBORGHINI Reher-Morrison’s 14 litre Mountain Motor V12 EXPOSE on racing engines and receive up How a road masterpiece INSIDE A became a race winner THE NEW TURBO FORMULA COMPETITION REVOLUTION EXHAUST State of the ONE V8 to 25% off. Exploiting hot air art in turbocharger for peak performance technology RACE CFD FOR ENGINE OF RACE SUBSCRIBE THE YEAR 2010 Sign up today to get the ENGINES All of the winners revealed Can a computer-based analysis provide real DEC/JAN 2011 TODAY answers? SEPTEMBER/OCTOBER 2010 USA $20, UK £10, EUROPE FEBRUARY 2011 e15 www.highpowermedia.com 08/02/2011 20:29 knowledge that is power at 01 RET051.indd 1 USA $20, UK £10, EUROPE e15 www.highpowermedia.com

e USA $20, UK £10, EUROPE 15 13/12/2010 22:54 www.highpowermedia.com 01 RET49 Cover v2.indd 1 01 RET052.indd 1 www.highpowermedia.com 16/9/10 00:29:19 POWER race engine race engine race engine race engine race engine TECHNOLOGY TECHNOLOGY TECHNOLOGY TECHNOLOGY F1 race F1 race TECHNOLOGY F1 race F1 race SPECIAL REPORT SPECIAL REPORT SPECIAL REPORT SPECIAL REPORT formula one SPECIAL REPORT F1 race technologyA special report A special report A special report A special report F1 RACE TECHNOLOGY 2011/2012 TECHNOLOGY F1 RACE F1 RACE TECHNOLOGY 2010/2011 TECHNOLOGY F1 RACE FORMULA ONE TECHNOLOGY 2006/2007 A special report F1 RACE TECHNOLOGY 2008/2009 F1 RACE TECHNOLOGY 2009/2010

McLAREN v FERRARI FERRARI: CHAMPION BRAWN TO MERCEDES RED BULL: The techno battle CONSTRUCTOR The Arrow ﬂ ies THE ENGINEERING THAT WINS PRE-ORDER NOW Race engines do not live in isolation. The F1 series of special reports put the FERRARI EXCLUSIVE How Maranello fought back 20,000 RPM V8s powertrain into the whole car context. Featuring input from many top Formula One

What is inside! BMW SAUBER THE 2009 AERO WIND TUNNEL OR CFD RADICAL AERO ENGINEERING TO WIN Engineering its rise REVOLUTION Is change afoot? TEST SOLUTIONS Renault under the skin technical directors and written by Ian Bamsey, the world’s leading motor racing F1 AERODYNAMICS ONLINE SECRETS OF RADICAL RED BULL F1 POWERTRAIN Tunnel versus computer GRAND PRIX PADDOCK THE NEW KERS Newey’s risk taking SECRETS Teams and suppliers PLUS PLUS PLUS PLUS Chassis technology Inerter insight Exhaust tech The comeback of KERS technical writer, each report is a unique review of the engineering and mechanics Engine secrets Brake technology Composite tech F1’s manufacturing magic The Grand Prix paddock The Grand Prix paddock Advanced data acquisition The Grand Prix paddock www.highpowermedia.comv1 v2 v3 v4 v5 USA $50, UK £20, EUROPE e35 USA $50, UK £20, EUROPE e35 USA $50, UK £20, EUROPE e35 USA $50, UK £20, EUROPE e35 of contemporary Grand Prix racing cars, including a preview of future trends. 00_F1Tech_Cover.indd 1 APR 00_F1TECHRACE_Cover.indd 1 APR2/1/07 13:30:16 00_F1RTR_09_Cover.indd 1 11/4/08APR 10:16:53 00_F1RTR_2010_Cover.indd 1 APR6/4/09 15:55:54 4/2/10APR 12:22:48 07 08 09 10 11 HIGHFor up to 20%REPUBLISHED off these reports visit www.highpowermedia.com OR race engine RACE ENGINE RACE ENGINE RACE ENGINE TECHNOLOGY TECHNOLOGY TECHNOLOGY 24 HOUR race24 HOUR raceTECHNOLOGY 24 HOUR race SPECIAL REPORT 24 hour race SPECIAL REPORT SPECIAL REPORT technologytechnologytechnology SPECIAL REPORT technology 24 HOUR race A special report A SPECIAL REPORT A SPECIAL REPORT A SPECIAL REPORT 24 HOUR RACE TECHNOLOGY 2008 24 HOUR RACE TECHNOLOGY 2009 24 HOUR RACE TECHNOLOGY 2010 TECHNOLOGY RACE 24 HOUR 24 HOUR RACE TECHNOLOGY 2007 technology HERE COME THE SUPER COUPES ROAR OF THE ANGRY LION FASTEST LE MANS RACE EVER NEW SHAPE PROTOTYPE TECHNOLOGY Engineering Peugeot’s Le Mans win The technology that made it possible PEUGEOT EXCLUSIVE Secrets of the diesel challenger OF Running relentlessly twice around the clock is an awesome racing challenge yet in FranceBE each June this is the scenario facing builders of thoroughbred competition

24 HOUR ENGINES CORVETTE AT LE MANS FERRARI’S DOUBLE DOSE HPD SETS EFFICIENCY MARKER cars. A high speed circuit, seemingly endless hours of racing, no time to be wasted How to survive and win INSIDE THE 7.0 LITRE WARRIOR Technology of the GT pacesetter The engineering of the Le Mans newcomer

INSIDE ASTON MARTIN ASTON MARTIN-LOLA ASTON MARTIN’S TRIBUTE SURVIVING 24 GRUELLING HOURS Its GT warrior exposed RETURN OF AN ICONIC COUPE 30 years on: Gulf coupes surprise Driver support systems analysed in the pits in spite of the length of the race – it all adds up to the most demanding v1 v2 v3 v4 environment possible for racing technology.

USA $50, UK £20, EUROPE e35 USA $50, UK £20, EUROPE E35 USA $50, UK £20, EUROPE E35 USA $50, UK £20, EUROPE E35

00_24HOURRACE_Cover.indd 1 JUL 00_24HRT08_Cover.indd 1 4/6/07 09:41:18JUL 00_24HRT09_Cover.indd2/7/08 1 08:50:12 JUL 01_24HRT10.indd 1 22/7/09 19:51:52 JUL 13/7/10 11:57:22 07 08 09 10 TO For up to 25% off these reports visit www.highpowermedia.com PRINT race engine race engine race engine race engine

TECHNOLOGY MOTORCYCLE race TECHNOLOGY TECHNOLOGY TECHNOLOGY

v1 v2 v1 SPECIAL REPORT v1 SPECIAL REPORT SPECIAL REPORT CUP race SPECIAL REPORT DRAG race NOV NOV NOV NOV technology A special report A special report A special report A special report MOTORCYCLE RACE TECHNOLOGY 2009 TECHNOLOGY RACE MOTORCYCLE CUP RACE TECHNOLOGY 2007/2008 DRAG RACE TECHNOLOGY VOLUME ONE CUP RACE TECHNOLOGY 2010/2011 TECHNOLOGY RACE CUP 07 10 08 09 INSIDE HENDRICK NASCAR TECH EXCLUSIVE HOW TO MAKE 7,000 BHP NASCAR’s top Chevrolet exposed Under the skin of the MWR Toyota Inside a Top Fuel engine ANATOMY OF A FUNNY CAR 300 MPH performance secrets

IN DUCATI – WHAT IS DIFFERENT v2 Contents include: Contents include: ABOUT THE DESMOSEDICI? Contents include: SHOCK PROGRESS CUP RACE ENGINEERING BMW AND APRILIA Engineering at the bump stops The secrets of the pros • The MWR Toyota • Top Fuel Engines The Superbike new boys • Ducati v Yamaha CAR OF TOMORROW RACING THE CAR OF TOMORROW PRO STOCK ENGINEERING HYDREX HONDA How to engineer it to be fast today! Driver and crew chief insights Car and Motorcycle tech Top privateer team in BSB PLUS • Engineering the COT V8 • Funny Car Chassis • The MotoGP Revolution Transmission NOT Chassis Engine secrets

USA $50, UK £20, EUROPE e35 USA $50, UK £20, EUROPE e35 • COT Aerodynamics USA $40, UK £20, EUROPE e30 • Pro Stock Cars USA $50, UK £20, EUROPE e35 • Superbike Spotlight

01 CRTv2.indd 1 23/11/2010 21:19

00_CUPRACE_Cover FINAL FINAL *.i1 1 16/11/07 13:12:49 00 DRAGRACETECH_Cover.indd 1 20/11/08 10:01:29 00_MRT09_Cover2.indd 1 19/11/09 11:27:54 PROPERTY

www.highpowermedia.com

For further information on High Power Media, Race Engine Technology, RET-Monitor.com or any of the Race Technology Reports please contact: Chris Perry, High Power Media Ltd, Whitﬁ eld House, Cheddar Road, Wedmore, Somerset, BS28 4EJ, England. Tel: +44 (0)1934 713811 Fax: +44 (0)208 497 2102 E-mail: [email protected]

RETAD_MAR11_A4.indd 1 22/03/2011 19:15