Racecar Engineering March 2021

Racecar Engineering is the world’s leading technology publication for the motorsport industry. From aerodynamics to engines and from handling theory to manufacturing practice, Racecar Engineering is read by motorsport’s top professionals. Only Racecar Engineering brings this insight every month.

United Kingdom
Chelsea Magazine
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12 Issues

in this issue

4 min
costed out

We spend a lot of time discussing cost saving measures, but perhaps there are some extreme examples we should be looking at. I am thinking here of track time at an event. Are there other options for a weekend schedule that makes racing cheaper and easier for the teams, while also improving the racing for the fans? I think there are. Due to the tight scheduling, we lost a session from the weekend in last year’s IMSA season, which meant less fuel burnt and fewer tyres used. That’s the easy fix to save money, but there are other ways, too. Minimising running time before a qualifying session shifts some of the priority from qualifying simulation runs to race preparation, especially if the timing of sessions is the same as the race.…

5 min
best wishes

With my birthday following the start of the New Year, I should be making good resolutions. However, I figure if I haven’t sorted my lifetime habits by now, it probably isn’t going to happen in 2021. What came to mind instead, though, was a list of technical matters to which I wish I had paid more attention during my own race-driving career, such as it was. Although racing has changed beyond imagination since then, and professional teams of any competence nowadays have a much more sophisticated handle on running a racecar, some of this may still strike a chord today, if only at historic, amateur or semi-professional level. Example: I didn’t make enough of being friends with my tyre supplier’s engineers and pushing for advice and tips on pressures, wheel cambers, toe-ins…

13 min
one step beyond

Toyota has taken the wraps off its new Le Mans challenger, the GR010 hybrid, with which it will compete in the FIA World Endurance Championship until at least 2025. Toyota is the first to reveal its new Hypercar, destined to make its race debut at the opening round of the FIA World Endurance Championship, scheduled for Portimao in April. The GR010 is built to a totally new set of regulations and therefore is longer, wider, heavier and less powerful than the outgoing TS050. The car is expected to be around 10 seconds per lap slower at Le Mans than the TS050, and five seconds slower on a regular WEC circuit. The GR010 is powered by a 3.5-litre V6 engine that produces a maximum power output of no more than 500kW by regulation,…

1 min
tech spec: toyota gr010 hypercar

Bodywork: Carbon fibre composite Gearbox: Transverse with seven gears, sequential Driveshafts: Constant velocity tripod plunge-joint Clutch: Multidisc Differential: Mechanical locking differential Suspension: Independent front and rear double wishbone, pushrod system Springs: Torsion bar Anti-roll bars: Front and rear Steering: Hydraulically assisted Brakes: Akebono monoblock alloy calipers with carbon ventilated discs Rims: RAYS magnesium alloy 13 x 18in Tyres: Michelin radial 31/71-18 Length: 4900mm Width: 2000mm Height: 1150mm Weight: 1040kg Fuel capacity: 90 litres Engine: V6 direct injection twin turbo Valves: Four per cylinder Engine capacity: 3.5 litres Fuel: Petrol Engine power: 500kW / 680ps Hybrid power: 200kW / 272ps Battery: High-powered Toyota lithium-ion Front motor / inverter: Aisin AW / Denso…

3 min
driver’s view, with sebastien buemi

Q: What is the GR010 like to drive? A: It is different to what I was used to. The restriction of fuel per lap is gone, so it gives you the feeling that we are back to pure racing where you brake as late as you can, as hard as you can, and don’t have to save fuel and recover as much as possible. You still recover energy, but you don’t have to adapt your driving style to maximise the effect of the hybrid system. It is a lot of pleasure because it is back to what it was years ago. The car is heavier and less powerful, but nice to drive. There are many things we were able to improve over the last car. Q: As a driver, what is it like with…

13 min
small torque

The new era of Prototype racing at Le Mans and in the World Endurance Championship will begin this year, with the Le Mans Hypercar (LMH) class governed by an ambitious performance balancing system devised using the latest technology. This is a change in concept from the LMP1 era, where equivalence of technology balanced the cars. The issue with this was each car had to perform at its maximum capability in order to achieve the efficiency needed to be competitive. That was expensive and so, for the Hypercar era, a more invasive and prescriptive performance balancing system has been devised by the technical teams at the ACO and FIA. Designed to allow for different concepts to race on an equal basis, it also aims to remove the incentive to develop any part…