Racecar Engineering November 2020

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 期號


5 分鐘
prep school

Earlier this year I wrote a column on how IMSA had put restrictions on the number of personnel allowed at the track this year due to the pandemic. Limited to 15 team members per car, we had gone into Daytona not knowing anything different as that was all we had anyway. We hadn’t had to reduce our numbers because we already run a lean team, so were able to make the best of it and performed pretty well. But if you are used to having 30 people per car it’s more of a challenge. You have to think about which jobs to cut out, or work out who can do two jobs, and what they should be. We are now allowed a team of 35 people, but that’s the full team.…

5 分鐘
beauty in the beast

Time was, for those who appreciate form that follows function, creativity and, yes, even sculpture, racing engines were objects of beauty. Even inanimate, without the adrenaline fix of their sound and fury, they could make one pause a breath or two with wonder and nod with appreciation at their concept and fine engineering. Gleaming cam covers with multiple inlet trumpets standing proud between them, superb castings and forgings, purposeful-looking superchargers, even machine-turned cylinder blocks – all stand out as examples of manual rather than digital manufacturing skills. Think of pre-WWII Alfa Romeos, Bugattis and Mercedes-Benz engines. Post-war, a racing straight six, be it from Jaguar, Aston Martin or Maserati, still today encourages a bystander to take time and study it. The 1.5-litre Coventry Climax and BRM V8s of the 1960s were…

11 分鐘
gold standard

The 2020 edition of the Le Mans 24 Hours was never going to be a classic, despite the best efforts of those trying to equalise the performance. Ultimately, Toyota finished up winning the race as expected, five laps ahead of the Rebellion, as also expected, but what was unusual was the winning car spent 10 minutes longer on pit road due to a brake duct issue that lost two laps, and the third-placed Toyota had a long stop to change the exhaust manifold and turbo. Those events should have put them within reach of the Rebellion that, for much of the race, had a trouble-free run. Other than a slightly longer stop to change the nose on Sunday, the ORECA-chassis entered by the watch maker made it through the race without…

1 分鐘
tech spec: toyota ts050

Chassis: Carbon monocque Suspension: Double wishbone and torsion bar Dampers: Öhlins four-way Brakes: Brembo discs, Akebono pads Tyres: Michelin Wheels: Rays Lights: Laser Fuelling valve: Staubli, Krontec Dimension: 4650 x 1900 x 1050mm Weight: 888kg Engine: 2.4-litre, bi-turbo hybrid, 90 degree aluminium Turbos: Garrett Oil: Mobil Clutch: ZF-Sachs Gearbox: Xtrac…

1 分鐘
tech spec: aston martin gte pro winner

Chassis: Production-based aluminium Suspension: Double wishbone and torsion bar Dampers: Öhlins Brakes: Alcon Electric power steering: Kayaba Tyres: Michelin Wheels: TWS Lights: Hella Fuelling valve: Staubli Weight: 1251kg Engine: AMG Mercedes 4.0-litre, bi-turbo, 90-degree V8 Injectors: Cosworth Turbos: Borg Warner Oil: Total Clutch: Alcon Gearbox: Xtrac…

1 分鐘
advance warning

Of the stewards decisions, number 108 caught the eye. AF Corse’s Ferrari no.51 was investigated as the ignition advance did not match what was on the data sheet that forms part of the homologation of the cars and is supplied by Ferrari to the FIA. The sheet is used as part of the Balance of Performance process, and the FIA and ACO use it to help determine lambda and pBoost settings.AF Corse argued that the team has certain control strategies that set performance under different conditions to ensure reliability and that ignition advance is one of these, and is therefore not part of the performance balancing act. No further action The stewards were satisfied that, as the ignition advance is measured using the teams’ own data and not an FIA sensor, there was…