Racecar Engineering July 2018

Politics have always influenced motorsport, sometimes conspicuously. In the 1930s motor racing was turned into a national symbol by Germany. Which shows that no one can escape the time in which they live, least of all sportsmen or the teams who employ them. The Nazi regime’s support of Mercedes and Auto Union brought forth the juggernaut that dominated in the 1930s, with small scale manufacturers running on frugal budgets falling behind in a literal arms race, this only being stopped by the war. As an added bonus for the companies who were involved there were lucrative contracts, helpful financing and slave labour to man their factories, admitted to and apologised by them since. But blaming the present companies for the previous sins of the company several decades ago is simply not…

Historic motor racing is undoubtedly a hugely important sector of our sport and business across the globe. Observe the huge grids at major events all over the world. Audi and Mercedes spend a great deal of money preserving and even re-creating the awe-inspiring pre-war days of the Silver Arrows. Clearly, both of these mega-corporations, dedicated to the most advanced road vehicles of the future, believe in the benefits that this display of impressive past engineering and long-serving commitment to motorsport brings to their present-day marketing. Away from the high-profile spectaculars, countless racecars dating from the earliest days compete all year round in as large a spread of motorised competition as can be imagined. This contributes significant opportunities for training and employment in the renovation, preparation and operation of almost every type of…

The regulations for LMP1 privateer or non-hybrid engines are, in motorsport terms, relatively free With Toyota the only remaining LMP1 manufacturer the 2018/19 WEC season presents the best opportunity ever for a privateer team to not only claim that final podium spot at Le Mans, but potentially the victory too. It’s hardly surprising then, with eight privateer entries, the hunger for the Le Mans podium has triggered an engineering war, with the development of the LMP1 engine the most significant battle. But with four different concepts ranging from naturally aspirated 4.5-litre V8s to 3.4-litre V6 turbos, who has got it right, and who has got it wrong? In terms of design, the regulations for LMP1 privateer, or non-hybrid, engines are in motorsport terms relatively free. Unsurprisingly, they have to be four-stroke petrol…

When Porsche withdrew at the end of the 2017 season, suddenly the EoT came back into the frame When the hybrid regulations were introduced into the World Endurance Championship in 2014 at their heart was the Equivalence of Technology (EoT), an appendix in the form of a table that was based on scientific calculations to allow petrol and diesel cars to be balanced, and for small, medium and high power hybrid systems to also be balanced. The idea was not to balance the cars, or teams, but to take the best from each concept, and accept that the others should be able to do the same job. Therefore, it was an equivalence of technology, rather than of performance, and it seemed to work rather well. However, from the outset, that EoT title was…

In the run up to the opening round of the WEC there was much discussion over how much of a ‘gift’ had been given to the non-hybrid cars. Mid-race, and one engineer concluded: ‘We look stupid, the amount of time that we spent discussing this issue.’ A document circulated to teams prior to the race featured a new EoT and an explanation of various issues that may arise. In it the FIA threatened that it could adjust the performance of the non-hybrids by adding 20kg of ballast, reducing the maximum fuel flow and ‘any other adjustments required if necessary.’ The implication was that a non-hybrid would be slowed if it proved to be too fast. ‘In terms of stint length, in any case, the maximum number of ‘green’ laps (without safety car,…

Haas VF-18 Chassis: Carbon fibre and honeycomb composite structure manufactured by Dallara. Power unit: Ferrari 062 EVO, turbocharged 1.6-litre V6; direct injection; max speed 15,000rpm. MGU-H and MGU-K in a compounded layout. Transmission: Ferrari servo-controlled hydraulic limited-slip differential; semi-automatic sequential and electronically-controlled gearbox with quickshift (eight gears, plus reverse). Suspension: Ferrari double wishbone pushrod actuated (front) and pullrod actuated (rear) torsion bars with ZF Sachs dampers. Steering: Ferrari. Clutch: AP Racing. Brake System: Carbon-carbon with Brembo 6-piston calipers. Cockpit Instrumentation: Ferrari. Seatbelts: Sabelt. Wheels: OZ Racing. Tyres: Pirelli P Zero. Fuel Cell: ATL. Weight: 733kg (including driver).…